FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1949
1949 - 1610.PDF
374 FLIGHT, 22 September 19415 The R.A.F. Remembers . : : school's instructors proudly displayed their newly acquiredMeteor 7s, in which they have lost 110 time in learning to do formation aerobatics, including loops of which the entireupside-down part was in cloud. Spits, Mosquitos, Prentices, Tigers, an Auster and ar Lan-caster added to the variety of types in the air, and*at this unit too, the Theseus-Lincoln and a formation of B-50S flewover. Moving south, we found the display staged by the AirborneForces Experimental Establishment at Beaulieu, in the New Forest, to be everything that a display should be. Its timing—during four hours of uninterrupted entertainment—was superb, and its variety almost infinite. An altercation be-tween a stage-coach crew and '' Indians '' was a novel begin- ning for a full-blooded attack involving three Hastings and aValetta—carrying a Hamilcar, Horsa, jeep, gun and para- chutists—three Harvards, an Oxford, and a misemployed butagile Devon. Almost every type of British rotating-wing aircraft wasdemonstrated—a remarkable circus consisting of the Bristol 171 Cierva Air Horse, Skeeter and C.30 (the sole remainingautogiro) and the Westland-Sikorsky S-51 and Spraycopter. "Mike" Lithgow displayed the Supermarine 510 and, in per-fect contrast, Neville Duke performed in his Tom-Tit. "Civilians" on show included the Ambassador, CanadairFour, Freighter and Viscount. Beaulieu attracted over 30,000 guests during the afternoon. A visit to Odiham, Hampshire, brought the reflection thatthe Englishman appears instinctive in his ability to select the outstanding from the ordinary, and perhaps that was thechief reason for the large numbers who turned up at Odiham to see what that station had to offer. The car parks were reminiscent of those seen at Farnborough a week previously.There was, in tact, quite a Farnborough atmosphere about the show for, in addition to the usual Service displays, thestatic exhibition in a hangar included the D.H. sectioned Goblin and photographs and models direct from half a dozenS.B.A.C. stands. In the matter of flying displays, the Odiham Vampires arepast masters. During the afternoon, at short intervals, a formation of them would leave to give an aerobatic show else-where. Their pilots, on return, treated the Odiham crowd to a small extra display, thus the crowd was fortunate in gettingtwo shows for the price of one. Not only stations, but Commands themselves, put on indi-vidual shows. H.Q., Bomber Command, for instance, was "at home" at Booker, near High Wycombe—an airfield ser-viced by Airwork, Ltd., and housing inter alia, the Command's communications flight and also the last remaining E.F.T.S.,No. 21. The A.O.C.-in-C, Air Marshal Sir Aubrey Ellwood, K.C.B., D.S.C., and most of the senior officers of the H.Q.were present. Here was an exceptionally good static show, containing everyimaginable type of equipment and armament and even the sectioned R.-R. Dart fresh from Farnborough. Small boys,entranced, operated gun turrets and floated in rubber dinghies. The flying programme, of course, included a number of theformations and individual turns which were touring variou- stations; but local talent provided one of the high-spots—formation drill by nine Tiger Moths of 21 E.F.T.S., done at unusually low altitude ; and Mr. E. L. Jennings, in an EonOlympia sailplane, spectacularly concluded his aerobatics by a dive, at an over-100 m.p.h. skim low across the deck, and anear-vertical climb with a stall-turn off the top. The Secretary of State for Air looked-in in his V.V.I.P.Dakota, and a Mosquitos-and-Lincolns setpiece ended pro- ceedings with a bang. DAK WITH AMBITION (Continued frompage 377) ground the skin of the wing was subjected to excessive tem-peratures. The present pipes are unnecessarily long and little or no heat reaches the skin, as is clearly indicated by linesof various thermally sensitive paints in the vicinity of the outlets. The jet pipes are bifurcated to avoid the under-carriage-operating jack, and should it prove desirable they could later be led together again to produce single outlets. Each Mamba has two small circular forward-facing intakes,one for the oil cooler, the other for the cooling-air stream around the accessories and three engine compartments. Other-wise the nacelles are uninterrupted until the small underneath- fairing for the main wheels is reached. The Mambas areparticularly accessible, all cowlings being easily removed. This accessibility, together with the low day-to-day maintenance,should be an attractive feature to the operator. Accessories— three-kilowatt electric generator (Type 02), Pesco vacuumpump and Lockheed hydraulic pump (Mk. 6)—are mounted on top of each Mamba. Engine data are as follows: — Mamba Series 2 turboprop (A.S.M. 3 rating, Civil version) At Max. S.L. static power (15,000 r.p.m., 1,320 s.h.p. + 405 Ib. thrust) ;— Specific fuel consumption 0.73 Ib/e.s.h.p./hr. Air mass flow ... ... ... ... 18 Ib/sec. Pressure ratio .. ... ... .. 5.35 to I Net dry weight .. 770 Ib (350 kg) Approx. installed weight, complete ... 2,000 Ib (910 kg) At an all-up weight of 28,000 lb, and including allowances fortaxying, take-off, climb to cruising height, and stacking for one hour, the estimated comparative performance of the originaland turboprop Daks is as given below (at this weight the aircraft will not meet I.C.A.O. take-off regulations). RANGE (still air statutemiles) 200 400 600 700 800 1,000 Twin Wasp at 8,000ft175 m.p.h. 9,100 8,550 8,000 7,750 7,500 6,950 PAYLOAO (LB) Mamba at 10,000ft145 m.p.h. (optimum range) 9,600 8,600 7,550 7,050 6,550 — 230 m.p.h. (max. cruise power) 9,500 8,350 7,200 6,650 6.050 —— at 15,185 m.p.h. (optimum range) 9,500 8,550 7.650 7,200 6,750 000ft225 m.p.h. (max. cruise power) 9,450 8,450 7,500 7,000 6,550 the Mamba-engined version can carry up to a still air range of350 miles. Beyond this there is a small reduction in payload owing to the higher specific consumption of present-dayturboprops. To meet the I.C.A.O. requirements covering the case of enginefailure during take-off in I.C.A.N. conditions without airframe modifications it is estimated that it will not be permissible tooperate the aircraft above the following weights :— Standard Dakota (Twin Wasp) Mamba Dakota 23,600 lb (10700 kg) 26,700 lb (r2i3o kg) This immediately reduces the payload that can be carried by theTwin Wasp version by about 4,500 lb (2000 kg) at all ranges, whereas the corresponding reduction for the Mamba version isonly 1,300 lb (600 ka;), resulting in a net gain for the Mamba version of about 3,200 Ib (1400 kg). Including allowances for taxying, take-off, climb to cruisingheight and stacking for one hour, the estimated comparative performance at the stated take-off weight is now :— RANGE (still air statute miles) 200 400 600 700 800 PAYLOAD (LB) Twin Wasp at 8,000ft175 m.p.h. 4,7004,200 3,700 3,450 3,200 Mamba at 10 000ft 165 m.p.h.(optimum range) 8,2507,300 6,300 5,800 5,300 230 m.p.h. (max. cruise power) 8,1507,000 5,900 5,350 —" at 15 185 m.p.h.(optimum range) 8,1507,250 6,350 5,950 5,500 ,000ft 225 m.p.h. (max. cruise power) 8,0507,100 6,150 5,700 5,250 The existing fuel tankage of the aircraft limits the maximum attainable ranges with the same allowances to :— Twin Wasp aircraft at 8,oooltMamba version:— At 10,000ft at 165 m.p.h. .. At 10,000ft at 230 m.p.h. . . At 15,000ft at 185 m.p.h. .. At 15,000ft at 225 m.p.h. .. 1,570 miles with 1,150 lb payload 820 miles with 5,200 lb payload 725 miles with 5,200 Ib payload 875 miles with 5,200 lb payload 810 miles with 5,200 lb payloaii Owing to the saving of about 1,000 lb (450 kg) in engine installed weights, there is an improvement in the payload that On this basis the Mamba-Dakota shows a superior performane • at all operating ranges, and can carry a far more economical payload.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
