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Aviation History
1948
1948 - 1459.PDF
SEPTEMBER 9,1948 297 BRITAIN'S AIRCRAFT THE pages which follow are more than a catalogue ofcurrent British aircraft; they form a record of twelvemonths of solid technical progress, the scope of which may readily be perceived if comparison is made with the corresponding issue of FLIGHT for 1947. Certain familiar machines, now somewhat demode, are absent this year, and, having passed out of production, were not included in the tables of data published last week. The formidable ranks which have always been presented at these S.B.A.C. displays are, however, closed and strengthened by a variety of new and, in some instances, novel types. Especially significant is the appearance of transport and training aircraft with gas turbine power plants—aircraft built not for research but for service, though their values as instruments for evolving new operational techniques is obvious. Some years must yet elapse before the turbine airliner is in everyday use on world routes, but the Farn- borough Display signals Britain's resolve to lead. Piston-engined transports of small, medium and large proportions; new light machines for club, private-owner, or taxi service; gliders and—especially interesting from the technical standpoint—very advanced designs of rotating- wing aircraft, provide further evidence of post-war progress. Certain of these machines exhibit a healthy dissimilarity from their foreign counterparts (where such counterparts exist) and augur well for success of unconventional designs upon which Britain's future in the air may very largely depend. Essential characteristics of forthcoming designs may be noted among the research aircraft, while the flying test beds (which themselves form a most impressive group) are fitted with early versions of the power plants earmarked for these bold projects. Though some important classes of military aircraft, e.g., jet-propelled bombers and long-range maritime recon- naissance machines, are not represented, our latest jet fighters, together with types of less spectacular, though hardly less useful, nature, make a worthy showing. Last year the speeds of the fastest fighters displayed were some- what below 600 m.p.h.; this week new types, making their first appearance, easily exceed that figure. MILITARY TYPES Ausfer 91k. 6 and AFTER the Auster Mk. 6 "air observa-tion post" had passed into service, it became apparent that a robust, and easilymaintained machine, designed along similar lines, was required for ab initiotraining. The Mk. 7 is the answer. It is suitable not only for pilot-instruction, butfor advanced training in the diverse duties of the Mk. 6. Structurally the two marks are similar,the fuselage being of welded steel tubes and the wing of wood and metal, withfabric covering. The flaps are of stressed- skin construction and are mounted justbelow, and to the rear of, the wing, extend- ing from aileron to aileron. Partlylowered, they result in unusually good take-off characteristics; fully lowered theirdrag ensures a short landing run. Space is available for a camera. Auster A.2/45 APPRECIABLY larger, heavier and•i*. more powerful than preceding Auster "air observation posts," the new A.2/45is powered with a D.H. Gipsy Queen engine. The principal features of thedesign, which, considering the nature and duties of the aircraft, is commendablyclean, are visible in the accompanying photograph. Note especially the sturdyundercarriage, designed to allow a very high rate of descent, and the excellentfield of view allowed. Performance figures may not yet be quoted, but it isobvious that the 250-h.p. Gipsy Queen engine should give a very useful speed andrate of climb. As in previous A.O.P. aircraft, a crew of two is carried, and itmay be taken that equipment conforms to the most recent requirements of theBritish Army. Avro Anson T.2O TENS of thousands of pilots, navigatorsand radio operators remember with affection the Avro Anson, standardized bythe R.A.F. long before the war. By com- parison with the original Ansons, thelatest Mk. 20 series (including the 21 and 22) differ widely in structure and equip-ment. The Anson 20 has been developed as an Empire navigational trainer; the 21is a home service trainer; and the 22 a radio trainer. Though the all-up weightof the Mk. 20 is as high as 10,400 lb., the wing loading is only 23*7 lb./sq. ft. Thecabin is 4 ft. 6 in. wide and allows ample space for personnel and equipment.Stations are provided for the training of navigators in the use of up-to-date radarequipment. Though the basic design of the Anspn is many years old, there is nofiner twin-engined trainer today. Avro Anson T.20
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