FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1951
1951 - 1878.PDF
PLIGHT, 14 September 1951 367 TIME-TO-HEIGHT RECORDS Further Details of the Sapphire-Meteor's Re- markable Achievement: Observation Methods THE versatility of the Gloster Meteor and the power ofthe Armstrong Siddeley Sapphire 2 were dramaticallydemonstrated at Moreton Valence on Friday, August 31st, when F/L. R. B. Prickett established no fewer than four official time-to-height records. The records—an- nounced, subject to confirmation, as our previous issue closed for press—were briefly recorded last week. They are as follows:— 1 min, 16 sec (7,760ft ,'min) 1 min., 50 sec (10,740ft/min) 2 min, 25 sec (i2,2i5ft/min)3 min, 7 sec (i2,63oit/miu; 3,000 metres (9,843ft) 6,000 metres (,19,686ft) ... 9,000 metres (29,529ft) ...12,000 metres (39,372ft; ... These figures are based on the time from a standing start and include the time required to "unstick" and attain the best climbing speed. The average rate of climb from 10,000ft to 40,000ft was approximately i6,oooft/min. To recapitulate, although it is possible to climb almost vertically in the Sapphire Meteor, the technique employed was to hold the aircraft down to about 200ft until the best climbing speed was reached, then progressively to steepen the angle of climb while maintaining an air speed of 470 kt up to about 20,000ft. At this height the Machmeter was held at a constant 0.78; and at 40,000ft, just before levelling off, the angle of climb was estimated at 45 deg. This time-to-height class of record was introduced by the Federation Aeronautique Internationale during their con- ference at Stockholm last year. No previous attempt has been made to establish a record for either of the five categories up to 15,000 metres, so credit is due to the Hawker Siddeley Group for their initiative. The Sapphire Meteor first flew on August 14th, 1950, from Hamble, after Air Service Train- ing, Ltd. had installed these powerful turbojets in the Gloster airframe. It is hoped that the timing equipment which the R.A.E. technicians developed especially for this attempt will be adopted by the F.A.I, for subsequent attempts in this class. It consists, basically, of an experimental radar altimeter suitably modified and installed into the aircraft, together with a 16 mm cine-recording camera. One of the advantages is that it does not suffer from the lag which is usually associated with barometric equipment. After suitable interpolation to account for differences in height between Moreton Valence and sea level, the unit is accurate to within plus or minus half per cent, which is well within the limits stipulated by the F.A.I. In the air, the equipment was monitored from the control tower to ensure that it was functioning correctly. Frequency From a standing start'. F/L. Prickett takes the Gloster Sapphire-Meteor off for its record-breaking climb from Moreton Va'ence. signals from the timing unit were received on a tape recorder and compared with signals of a similar character relayed by landline from R.A.E., Farnborough. One of the reasons why the flight took place from Moreton Valence was that, under the orthodox take-off procedure, a sea-level datum was provided by the proximity of the Severn Estuary. Before the flight, which took place at 7 p.m., two official observers from the Royal Aero Club, acting on behalf of the F.A.I., checked and sealed the equipment. At take-off, one observer stood close to the aircraft holding cords attached to two plugs, one of which, when pulled, started the timing mechanism, while the other switched off a small starting- datum light. With brakes on and throttle open, Prickett signalled that he was ready and the first cord was pulled out. After a slight pause, a green flag was dropped, indicating that the attempt had started, and simultaneously the second plug was removed and die tircraft moved away. The other observer kept a chronometric record of the time from start until the aircraft once more landed and came to rest—a total of 12 minutes—to provide a cross-check with the radar equipment. MILLIONS IN THE AIR AMERICA'S highest-ever peace-time defence budget, which1 *• has been approved by the Appropriations Committee of the Senate for the 1952 fiscal year, sets aside £3,940 million for aircraftprocurement (a term which covers new aircraft, spares, modifica- tions of existing types, guided-missile production, and a numberof other items). During the hearing before the committee, however, U.S.A.F. officials estimated that, under the current productionschedule, this allocation would not cover a full year's output. It n^y be necessary, therefore, after a re-examination of the worldsituation in the autumn, to ask for additional funds. From the £3,940 million allocation, £1,770 million has beenearmarked for the manufacture of 5,064 complete aircraft. This is an increase of £619 million over last year's figure, but a certainProportion of the sum will be used to pay off "instalments" on 3»O92 aircraft to be ordered late in the 1951 fiscal year. A proposal by Carl Vinson, chairman of the House Armed Ser-vices Committee, calls for a 163-wing air force in the 1953 fiscal year, consisting of 138 combat wings plus an additional 25 wingsfor troop transportation. The cost of the additional bases required is expected to be of the order of £143 million, but no indicationof the aircraft costs has yet been given. Other moves proposed by Carl Vinson for authorization include the increasing of the Marineair arm to four wings, and the building of two additional aircraft carriers similar to the 59,000-ton U.S.S. Forrestal. It is reported from Washington, incidentally, that the U.S.Navy is considering the construction of an atomic-ergined carrier. Work is likely to begin after completion of the atomic submarinenow in hand at the Electric Boat Company's yards at Groton, Connecticut. Elsewhere in this issue reference is made to the placir gof an order for the construction of an atomic-powered aircraft.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
