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Aviation History
1950
1950 - 2192.PDF
585 Avro Canada CF-IOO Canuck long-range, all-weather, fighter prototype, with two Rolls- Royce Avon turbojets. Pro- duction Canucks, for the Royal Canadian Air Force, will have Avro Canada Orendas. that of the Boulton Paul P.I 11 delta-wing research aircraft, which, together with the "B" variant of the Avro 707, of similar basic characteristics, greatly enhances our position in the field of exploratory flight. Flying laboratories, typified by the Avro Ashton, and engine-development air- craft such as the Tay-Viscount, Sapphire- and Avon- Meteors, Sapphire-Hastings, Proteus-Lincoln and reheat Lincoln, are also making a vital contribution to our store of technical knowledge, applicable to military and commer- cial designs alike. Though in 1950 no wholly new turbine-powered transport aircraft were added to Britain's already impressively com- plete range, important developments were recorded in respect of the de Havilland Comet, Vickers Viscount, Arm- strong Whitworth Apollo, Handley Page Hermes V and Mamba-Marathon. Concurrently, work went ahead on the piston-engined Bristol Brabazon prototype and on the new D.H. Heron and improved Percival Prince feederliners. A higher-powered development of the Prestwick Pioneer made a welcome appearance. In order to determine the true significance of the afore- mentioned developments they must be considered in their appropriate categories. This undertaking is unfortunately bedevilled by security restrictions applying to military and research machines; but sufficient has been demonstrated and otherwise made known to permit a fair assessment. Day Fighters.—In the modern single-seat, "all-swept" intercepter category the Industry now offers two pre- eminent types—the Hawker P. 1081 and Vickers-Super- marine 535. Both are powered with a single Rolls-Royce 3-5 Nene turbojet, having a static rating of 5,000 lb at 12,? r.pjn. but delivering a much greater thrust with recourse to afterburning ("reheat") for which provision is standard. Having a long tail-pipe, inherited from the Attacker Naval fighter (now in quantity production for the Royal Navy), the 535 proved readily adaptable to receive the power- boosting system. The precursors of the P. 1081, however, had bifurcated tail-pipes, to allow the maximum fuel tank- age to be disposed in the fuselage, and to provide for the afterburner it was necessary to abandon this arrangement in favour of a single tail-exit pipe. The Nene 4 in the Hawker fighter has provision for reheat to a temperature of 1,500 deg absolute. Detailed structural and aerodynamic particulars are with- held, but it can be said that the wing area of the P.1081 is 258 sq ft; the thickness/chord ratio 10 per cent constant; and the sweep-back at quarter-chord, 35 deg. The tailplane is mounted high on the swept-back fin, and is adjustable to permit trimming throughout the speed range—especially in the transonic zone. The Supermarine 535 is a bona fide fighter development of its forerunner, the 510, which, though potentially a fighter, was utilized solely as a high-speed, swept-wing research air- craft. Though the first 535 to fly has a centrifugal-flow Rolls-Royce Nene, installation of an axial-flow Avon of greater thrust is foreseen. Furthermore, though the four 20 mm guns of the first prototype are mounted, Attacker fashion, in the wings, in production machines they would be grouped in the fuselage nose. The internal tankage is much increased by comparison with earlier Supermarine jet Meteor N.F. 11 night fighter (two Rolls-Royce Dtrwents), developed by Sir W. G. Armstrong Whitworth Aircraft, Ltd., from the original Gloster design.
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