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Aviation History
1950
1950 - 0431.PDF
r"rUghf photograph. A pleasing study of Handle/ Page Hermes IV. Its four close-cowled Bristol Hercules 763 power plants arfespecially shapely. The angle and rate were quite spectacular, but the speed Hermes accelerated rapidly. There was" remained within the limits, and apparently the Hercules control within a hundred or so yards, so I transferred my engines can be kept warm enough to respond immediately attention from steering wheel to main controls, and sat when circuit height is reached. Thick haze, typical of a until the end of the runway was a couple of hundred yards winter afternoon in the London area, was settling over away. Then, with a speed of about 95 kt on the clock, a Radlett, and the circuit was necessarily kept very tight reasonably hard pull lifted the nosewheel and this move- to hold the field in view. The pilot's confidence in the ment was quickly followed by the aircraft flying off. Hermes was clearly demonstrated, as was the high degree of Several simple but quick actions followed: a touch of manoeuvrability of the aircraft itself, by his "split" brake to stop the wheels spinning and the "up" button approach. for wheels was pressed. Speed reached 120 kt very As soon as another opportunity presented itself, four quickly, and power settings were reduced from 6iin and days later, the manufacturers permitted me to make an- 2,900 r.p.m. to 50m and 2,400 r.p.m. This represents a other flight in a Hermes so that I could try some ground change from take-off output of 2,200 h.p. to climb power handling and the take-off and landing for myself. This of 1,625 ^P- per engine, time it was .G-ALDH, the next machine off the line. At the same time as engine power was being altered by Taxying the Hermes presents no difficulties, although it the pilot, aided by the engineer on his duplicate levers, the always takes a little time to get used to the effect of brakes flaps were selected up and left to come in their own and throttles on any aircraft. The flying controls remain time. If the attitude of the aircraft is kept steady, the locked for taxying. On early machines the nosewheel speed soon builds up to 140 kt as is required. I did not steering has to be used in conjunction with the brakes and find it necessary to attend to trim until well established on engines, the system being too high-geared (2 deg control- the climb, and then only a degree of nose-up elevator trim wheel movement for 1 deg of the nose wheel) or too low- was required. The pull to lift the aircraft off the ground powered to have any appreciable steering effect on its own. (Concluded on page 295). A mod. is in hand to remedy this. One feels that it would be as well, also, to move the box and switches (for radio). DATA FOR THE HANDLEY PAGE HEIlMES Iv positioned just above the steering wheel, to save the cap- ^ Brittol HercuIe, 7tt l+<ylind.r si~v~v.iv. lUdi.*. tain s knuckles from wear and tear. Span 113^ The brakes are smooth and very powerful, and they are Length '.'.'. 96ft loin operated by separate toe pedals mounted on the rudder TsUipHe".^* ."." ."." ."." .'.'I ."." Z ."." .".' ..Mf43ft pedals. Because the pilot sits close up to the windscreen Gross wing area '.. '.'.'. i,4beiqft —a feature which I personally favour on aircraft or auto- rt^c'tord*": Z Z Z Z Z Z Z Z ^zV^fth mobiles—the view when on the ground or airborne is above Tip chord 5ft lOin the average, in spite of the fact that the windscreen panels wheel bate*..! .. '.". Z ... .'.'.' .'." .".'.' ."' 29ft8i!n are Of Only moderate Size. ' Passenger cabin length 44ft 5inOnce the necessary checks have been completed-and %%£ ^ Jj** ;;; ;;; ;;; ;;; ;;; ;;; ;;; '<*f;» they are simple enough—there is no fuss or bother about Freight hold volume 402 cu ft take-off. I lined the Hermes up, unlocked the controls ^.T^J^t^ .'.: Z Z Z Z Z Z H.ooolb and released the parking brake; then acting upon instruc- Max! power at F.T. altitude (5,250ft) ... .'.'. ... ... 4x2,185 b.h.p. tions, to borrow the police phrase, opened up to rated ^^'^w.oocift Z Z Z Z Z Z Z 'iw !$£ power against the toe brakes before letting go. Moment- Max. range speed at 20,000ft , 252m.p.h. arily, on moving off, I felt the fresh cross-wind catch the l&^iowS?1 T*"2°>0C0ft Z :." Z .W Znl?n5& rudder (which until now had been locked, so that I had not ciimbto2oioooft 29.6minut«i felt the effect of the wind upon it), but I woke up and ««•<£Ety/normir(i,4;.ndco,Iector-inklj- :" ;;; T.wo'fn^' corrected easily enough m the first few yards before a swing Fue| capacity, long range 3,260 imp. gall. dpvplnrw^H Full taVp-off nnwer WK I1VH wifhnnt rlplav Stalling speed,82,000 Ib, flaps up 113 kt I.A.S. aeveiopea. i-uii tajceon power was nsea witnout oeiay, Stalling speed, Siooo ib, flaps 80 deg, u/e down 96 kt and With no further tendency of its Own to Swing, the Take-off to 50ft (guaranteed at 82.000 Ib) 1,400 yards Neat instrument and radio installations. Left: the flight engineer's panel and navigator's seat; right: thir^fSoTo office?! " flight" photograph!.
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