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Aviation History
1953
1953 - 1245.PDF
18 September 1953 461 Essentially new features of the Vickers-Armstrongs Valiant B.2 four Rolls-Royce Avon RA.14s) are shown here; principal among them are the fairings for the retracted bogie undercarriage units and the lengthened nose. Right) Breathtaking departure of Rolls-Royce's experimental Canberra, with Avon RA.14s. For angle of climb from take-off this flying test-bed was unsurpassed at Farnborough. in model form last week—flew very strongly on the power of its four Armstrong Siddeley Sapphires. The makers claim that a particular virtue is the ease of take-off and landing, and that it is possible for the pilot to set the machine down with hands off the controls—as was to be demonstrated later at Radlett. The demonstrated rate of climb of Rolls-Royce's experimental Avon R.A.14-powered Canberra was steeper even than that of Bristol's record-breaking, Olympus-powered, machine. The under carriage of these high-thrust Canberras must, of course, be tucked in immediately the wheels have unstuck. This can readily be understood when it is known that the unstick speed of the Olympus-Canberra is 120 kt and that the maximum speed for flying with wheels down is 180 kt—representing only a few seconds' acceleration. At sea level, incidentally, the Olympus- Canberra has a speed range of something over 400 kt between the limits of stalling speed and critical Mach number. Bristols point out that there can be few aircraft in the world other than this in which the rate of climb is such that the critical Mach number is the limiting factor. ANTI-SUBMARINE AIRCRAFT THE Naval aircraft-of-the-year was, of course, the Mamba-powered Short Seamew A.S.I, which won much praise for its practical features and surprisingly lively performance on a single Mamba. It is intended that these machines should be available in large numbers for the protection of any sort of convoy, for the types can operate from both escort and merchant-ship carriers. Good news was forthcoming concerning the Fairey Gannet (Dotfble Mamba). No. 1 production aircraft, as demonstrated, appeared from the Hayes factory in June, whereupon it was taken by road to London Airport and flown to White Waltham. In succession, Nos. 2, 3 and 4 had, more than a month before the opening of Farnborough, moved on to final assembly. Faireys' incidentally, have taken over a large hangar on the north side of Northolt from B.E.A., and here one of the final- assembly lines is in "progressive action". Rumours link the shore-based Avro Shackleton—not illogically —with Napier Nomad compounded engines. OTHER MILITARY TYPES THE following snippets of news concern some aircraft of diverse function and size : It has occurred to some people that one of the biggest obstacles confronting the Princess or Princesses is their requirement for pairs of Coupled Proteus which do not exist, in which, in view of their many other commitments, Bristols would presumably be reluctant to build. But, taking advantage of the increased power measuring 16.5in to 17.8in in diameter. Something of the sort might be applicable to the Vulcan, though more potent weapons than the familiar 1,000-pounder—bombs of the atomic and/or guided variety—are, of course, in prospect. Avros also exhibited their single-cell flare chute for stores up to 6in in diameter and 40in in length. The glossy-black Valiant B.Mk 2 looks even more impressive in the air than the silver-finished B.l, in spite of the growth of trailing-edge fairings for the new rearward-retracting twin-four- wheel-bogie main undercarriage (and perhaps for a pair of Super Sprites?). Its nose is several feet longer and somehow balances the massive fairings in an aesthetic sense—as it must do in respect of e.g. position. The Avons are RA.14s and these, together with the new undercarriage, should allow operation at far greater weights than formerly. The saving of wing-space by the new undercarriage arrangement will doubtless enable a useful quantity of additional fuel to be carried in the wing; even so, under-wing drop tanks (as are likely to be carried by the Valiant B.l when it competes in the New Zealand Race next month) would probably be fitted for ultimate range. The keener eyes spotted what appeared to be a panel of Fibreglass just forward of the tail cone under the fuselage, and there are two round objects, which might be camera ports, likewise in the bottom skin approximately in line with the leading edge. For the record, the prototype Valiant B.2 made its first flight from Wisley on September 4th. The pilot was G. R. Bryce; with him were Brian Trubshaw and flight-observer G. R. Holland. The Victor—the first production version of which was illustrated Revised intakes and bubble'canopy on the Percival Jet Provost mode/.
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