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Aviation History
1953
1953 - 0422.PDF
420 FLIGHT Four winners: tourer 1st prize (Millicer, Bennett and Tutty), top left; racer 1st prize (Boscombe Down Design Syndicate), top right; tourer 2n prize (McFarlane), bottom left; and tourer 3rd prize (Boughton, Henson and Hart), bottom right. ("Flight" copyright drawings) THE R.Ae.C. DESIGN COMPETITION . . . The judges praised the simplicity conferred upon the design by the wooden construction, but considered that a metal structure would have had wider appeal. The curved transparent areas in the cabin top were thought to be a possible cause of visual dis tortion, and a fuselage fuel tank was also looked upon as an undesirable feature. Additionally, spats were not thought to be suitable for aircraft which might be used for flying instruction. Touring aircraft, second prize of £50.—(L. G. McFarlane, Tottenhoe, Beds.) Mr. McFarlane's design—resembling a Navion, with folding wings—received commendation for its simplicity coupled with pleasing lines. It also showed unusual attention to considerations of safety, although the wing root fittings and spar booms appeared to need some modification. Touring aircraft, third prize of £25.—(T. Boughton, G. S. Henson and J. E. Hart of Southampton, Hants.) The detailed design of this joint effort was considered of a high order, but the judges criticized the choice of a vee, or butterfly, tail. This latter feature might not lend itself to the use of simple control runs and could also introduce unknown problems in adverse conditions. Racing aircraft, first prize of £100.—(The Boscombe Down Design Syndicate, A.A.E.E., Boscombe Down, Wilts.) So im pressive is the composition of this syndicate that their entry could hardly have failed to be successful; but it should be remembered that entrants were no more than impersonal numbers to the judges. Members of the syndicate were: A. Cdre. A. H. Wheeler, director of the A. and A.E.E., Boscombe Down; Handel Davies, chief superintendent; F. H. Beer, superintendent of engineering; R. E. Webster, chief draughtsman; C. W. C. Chapman, leading draughts man; Miss L. H. Harrison and Messrs. J. K. Moakes, J. V. Inglesby, J. Stephenson and H. W. Turner, all of Performance Division (the last-named is now C.T.I, at the E.T.P.S.); Miss E. L. Curtis (now at Faireys); W. Stuart, civil test pilot; J. W. Leach, Airborne Division; and K. A. J. Knell, who went to the U.S.A. before completion of the design. This eminent group started by preparing a celluloid model of a "standard man" (to Spec. A.P.970) and then used it as a basis around which to build the smallest possible practicable racing aircraft. With the Turbomeca Palas turbojet (entrants were given a choice of using this engine or the Cirrus Minor), the resulting design resembles the German He 162 VolksjSger fighter. The span is but 14ft 8in and the expected speed at full power is 370 m.p.h. Construction is to be in wood throughout. Presenta tion of this design was highly creditable and suggested an aircraft of sound construction. On the other hand, it was felt that the narrow-track undercarriage might prove an embarrassment in cross winds and also that the effectiveness of the flying controls during the approach and at low air speeds generally required further investigation. From the point of view of "crashworthiness" a weak feature was the intimate positioning of the engine, fuel tank and pilot. Torsional stiffness of the wing was questioned. Racing aircraft, second prize of £50.—(R. Prizeman, Chalfont St. Giles, Bucks.) Mr. Prizeman's entry gained by virtue of its simplicity and attractiveness and also for the provision of a 25 g seat and standard instrument panel in a cockpit of ample pro portions. The fuselage-located fuel tank was criticised. Racing aircraft, third prize of £25.—(J. N. Somers, A.F.C., and H. M. Kendall, Reading, Berks.) A special commendation went to this entry for its ability to be operated either as a single-seater— as specified in the entry conditions—and also as an occasional two- seater trainer or tourer. The undesirable features of the design generally paralleled those previously experienced, namely, location of the fuel tank in the fuselage, the adoption of a butterfly-type tail unit, and the fact that assumptions regarding laminar flow over the wings would not necessarily be realized in practice. In spite of post-war difficulties which beset the light aircraft enthusiast labouring as he does under a multitude of restrictions, it is felt that the competition revealed that a high degree of skill and enthusiasm exists. This, together with the appropriate philosophy, may produce a valuable contribution to the export activities in particular, and the sporting field in general. We hope to present a full analysis of the successful designs— both racers and tourers—in forthcoming issues. THOUGHTS ON GAS TURBINES IN the opinion of A. Cdre. F. R. Banks, expressed in an address to the Institute of the Aeronautical Sciences at Cleveland, Ohio, Britain leads the United States in the production of turboprop engines because her manufacturers "are not hampered by too much red tape and official interference." British methods of pro duction and design were the best he had yet seen for "rapid action." He was surprised that "any progress whatsoever" had been made with gas turbines by companies still principally concerned in developing piston-engines. "We have increased the efficiency of the jet engine by about 20 per cent since the war," he continued, "and research is pointed at increasing it still further. It is still a long way from being as economical as piston engines for civil use. In my opinion it will take another ten years for the industrial organizations in this very specialized business to master the design technique and development of the aviation engine—and then only after bitter experience . . . many of these firms, in their struggle for success, will fall flat on their faces due to lack of sound engineering policy and good technical control. This would be the result, he con tinued, "of being overridden by bankers and accountants whc came in at the top because of previous bad management anc then tried to dictate technical policy."
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