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Aviation History
1951
1951 - 1658.PDF
, 31 August 1951 245 The P. 119 is as shapely as an interceptor and particularly pleasing about its square-cut tail surfaces. Note the flush air intake. JET-CONVERSION TRAINER Projected Boulton Paul P.I 19: Side-by-side Seating and Derwent Power A TIMELY announcement from the Boulton Paulcompany reveals the existence of a private-venturejet-trainer project known as the P. 119, of which an elaborate mock-up has been constructed. Indications are that this would be a most versatile aircraft, capable even of fighter duties, though primarily intended for the training role. A single Derwent is specified, or a Nene could be installed as an alternative, bringing a marked increase in performance. With Derwent power, the endurance with normal tankage and with allowance for taxying, take off, climb and landing, would be 1 hr 45 min. at 30,000 ft. Normal operating speed would be in the region of 400 m.p.h. From the illustrations it will be noted that the P. 119 has exceptionally clean lines in spite of the wide cockpit necessi- tated for side-by-side seating. The surfaces are square-cut and moderately swept. Manoeuvrability is expected by the makers to be of a very high order—superior, in fact, to that of standard front-line fighters. An excellent view is afforded to both pilots, and their cockpit is pressurized and heated and fitted with a jettison- able hood and ejector seats. Simultaneous or individual ejection would be possible. The crash-protection frame is located immediately behind the seats. Flying and engine controls are duplicated, and provision is made for amber or blue synthetic-instrument-fiying screens. In addition to the relatively simple job of flying conversion to jet-fighter standard, which includes advanced instruction in day and night flying, provision is made for several kinds of applied training. Under this heading is included instruc- tion in gunnery, navigation, bombing and rocket attacks. With the possibility of secondary fighter and policing duties in mind, provision is made for two 20 mm. guns and carriers for external bombs and rocket projectiles. A naval version of the P. 119 is also foreseen, and in place of the one-piece wings of the landplane version—simply attached to the fuselage centre section by four pin joints— Data for Boulton Paul P.119 Trainer Span 38ft 9in Length 42ft Sin Height 12ft Sin Wingjarea ... 298.5 sq ft All-up weight ... 9,650 Ib Nene 555 m.p.h. at 10,000ft wings folding at approximately half-span with either manual or power operation, would be provided. Pneumatics have been selected to operate the main services—for the nosewheel undercarriage (incorporating lever suspension and shock-absorbing capacity adequate to deal with a vertical velocity of I4ft/sec) and for flaps, dive- brakes and wheel brakes. The Boulton Paul company have demonstrated their skill in producing simple and economical structures which are easy to service, maintain and repair, and these qualities, which are essential to a successful trainer, are to be found in the P. 119. Light alloy stressed-skin construction is employed, and the underside fuselage panels, which may suffer damage in emergency landings, are especially designed for ease of replacement. A Rolls-Royce Derwent is installed in the mock-up here illustrated, but the design of the rear fuselage is such that a Nene could be substituted with the minimum of trouble. The fuel tanks are located centrally in the fuselage between the air intake ducts; this has the advantage that the change of e.g. with tanks full and tanks empty \f reduced to a minimum. Flush side intakes and twin ducts feed the plenum chamber, while the position of the turbine is such that only a very short jet pipe is required. It will be noted that the mounting for the turbojet is carried on the forward portion of the aircraft, immediately aft of the rear wing spar attachments. The entire tail portion including the wing root fillets can be withdrawn on a cradle leaving the turbojet completely accessible for inspec- tion, overhaul or change. It has been estimated that a power unit could be replaced within an hour. It is suggested that the choice and use of alternative power units has the advantage of widening the scope of the training for pupils and from the point of view of the ground crews. Derwent Max. speed 475 m.p.h. at 22.500ft Max. cont. speed 430 m.p.h. at 25,000ft 525 m Climb to 20,000ft 7.5 min Climb to 30,000fc 14 min Service ceiling 41,000ft C. A. drawings appear elsewhere in this issue. ,p.h. at 15,000ft 4.5 min 8 min 50,000ft Accessibility and ease of main- tenance are regarded as essential features of a trainer. The Derwent in the P. 119 is drawn from its tail sheath for attention or replacement. A spacious cockpit affords both pilots a good forward and downward view. The landing-gear is squat and widely spaced.
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