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Aviation History
1953
1953 - 0044.PDF
42 FLIGHT English Electri WITH the release of the first photographs of the Handley Page H.P.80 soon after its first flight on Christmas Eve, we are now enabled to present an impression of this latest British bomber, together with comparative views of the English Electric Canberra B.2, Avro Vulcan B.i and Vickers Valiant B.i. The viewpoints are well-nigh identical, though the Valiant appears slightly more foreshortened than the other three machines; and though dimensions of the H.P.80 have not been divulged, it is believed that the impressions are approximately to scale. They serve as a useful guide to aerodynamic and structural features—especially fuselage lines, fineness ratio, tail design, power plant disposition, intake form and wing thickness. What they do not, of course, show is the plan-form of the wings. This characteristic has not, in any case, been made known in respect of the H.P.80, beyond a general statement that the wing is of crescent, or scimitar, form. Some dis cussion on this type of wing appears on pages 30 and 31 of this issue. As is well known, the wing of the Valiant is moderately swept (except in way of the engines, where the leading-edge sweep is sharp), while the Vulcan's is of pure- delta form. The low-aspect wing of the Canberra has a straight taper outboard of the nacelles. The Canberra has two Rolls-Royce Avon turbojets, the Vulcan and Valiant have four Avons apiece, and the H.P.80 has four Armstrong Siddeley Sapphires. Al! four bombers are super-priority, but whereas the Canberra is already established in squadron service in two forms (B.2 tactical bomber and B.5 target-marker), the Valiant is not likely to be available in any useful quantity for many months. The Vulcan and H.P.80 are still farther distant. Of the Vulcan, Valiant and H.P.80 the Minister of Supply recently said : "It may be asked why we have adopted three types instead of concentrating production upon one. My answer is that in equipping an air force it is, as in racing, risky to put all your money on one horse or to try to spot the winner too long before the race. As experience of the last war showed, there is great advantage in having several types of aircraft in service. In due course a final selection can if necessary be made based not only upon theoretical calculations but also upon the evidence of prac tical performance." A striking parallel may be drawn between the four bombers illustrated and counterparts of the late war. Functionally the Canberra can be compared with the Bristol Blenheim, in that it is chiefly used for light bombing and reconnaissance; production of both types was distributed among a number of factories at an early stage of the respective rearmament programmes. Then the Valiant is clearly the modern Wellington—a Vickers-Armstrongs product, succeeding the light Canberra in point of time and intended for medium bombing duties. It is almost superfluous to add that the Vulcan and H.P.80 are the Lancaster and Halifax of the day; how closely their production rates and relative merits will approximate to those of their illustrious forebears, however, we do not feel disposed to conjecture. But one thing seems certain—that, after the dispiriting post-war run-down, our revivified Bomber Command will be hand somely served by Britain's aircraft industry. We may repeat the hope expressed in one of our recent leading articles that "C-in-C. Bomber" may soon receive the guided bombs, and all their associated paraphernalia, he needs in order to operate his magnificent new aircraft to the best advantage. FOR THE "RAP
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