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Aviation History
1953
1953 - 1460.PDF
614 FLIGHT, 6 November 1953 THOUGHTS ON THE F-100 . . . The material is probably not an acrylic resin but one of the strong glasses specially developed for such applications, with good optical qualities and high resistance to skin-friction temperature- rise. The transparency is held in a massive built-up frame hinged at the rear and opened hydraulically. This frame carries an inflatable sealing strip around the periphery and hot-air pipes along the lower edges. Inside, the starboard face of the frame holds a panel inscribed with lists of "vital actions." The ejection seat is of the larger U.S.A.F. pattern, introduced on the F-86H. The armoured head-rest is visible in the photograph on right which, incidentally, shows the first production machine. The external inscription reads F-100A-1-NA and the "buzz number" (the large number painted in black on the fuselage) is FW-755; the prototype 2-5754 also carries a buzz number in some photographs—such as that on p. 612, lower right. The landing gear is quite stalky, to permit high angles of attack on the runway. Single shock-struts are used to carry the main wheels, which are mounted at the outer ends of unusually lengthy axles. The legs are braced laterally by special side mem bers which are attached behind the leg and, when retracted, are enclosed by separate doors. The main retraction jacks are mounted inboard of the main-leg hinges, the wheels being housed within the fuselage. The very complex nose-leg carries twin hydraulically steerable wheels and retracts backwards, the wheels lying just in front of the speed brake panel. Tyre pressure appears to be about 200 lb/sq in throughout. The thin wing, "full of structure," has undoubtedly forced the F-100 designers to put all the fuel (apart from that carried in a new pattern of underwing tank, pylons for which can be attached at about 50 per cent semi-span) in the fuselage. This, no doubt, accounts in part for the great size of the latter. At a rough guess, it looks as if about 1,000 gallons could be stowed above the wing, although it is far from obvious whether the ab duct to the engine passes round the sides of the tanks or through the centre. The intake itself is a lovely marriage of "tin-bashing" and advanced aerodynamics. The airflow must be slowed to sub sonic speed before it enters the compressor of the engine, and this is clearly achieved in the diffuser section of the duct. Con sequently, there must be at least one shock-wave across the intake air in high-speed flight. Since the intake is of the normal open pattern (i.e., without a central shock-forming acorn) it may be assumed that the shock-wave will be just detached at full speed, becoming normal, or even swallowed, at reduced power. On the prototype YF-100, a long experimental probe is carried ahead of the intake, either above or below the nose, but this should create no more than a small Mach cone of slight pressure- difference. The edges of the intake are, of course, very sharp— as they must be for supersonic flight. In this they form a remarkable contrast with those of the prototype Javelins. Much of the structure is of titanium alloy, particularly in the rear fuselage. The tailpipe diameter emphasizes the great power of the engine, and appears to have variable area controlled by a ring of movable sections around the periphery. On the other hand, it is possible that these movable portions merely govern the flow of cooling air in the annular pipe around the jet nozzle. Panels around the orifice are detachable. Other noteworthy details of the first prototype are: dielectric fairing over an aerial at the top of the fin (at the rear edge of which is what appears to be an outlet pipe for hot de-icing air); a dorsal spine joining the canopy and fin as is evident on the Hunter and Mystere IV, probably housing control circuits; and identification lights under THE B.S.I.'s AFTER two months in their new headquarters at 2, Park Street, **• London, W.l, the British Standards Institution last week held a three-evening house-warming which allowed some 2,000 of their members and friends to inspect the premises. All who knew the old offices scattered in the Victoria Streel district must have been impressed by the change. Both the staff of 300 and the members who attend the 3,500 (no less!) committee meetings a year will benefit by being able to do their work in clean, bright surroundings, and routine business will be speeded- up by the arrangement of the various departments, so far as possible, on a "flow" system. A modern eight-floor building on a corner site, British Standards House brings all the Institution's activities under one roof. The scope of these activities is not, perhaps, generally appreciated, but some idea of the B.S.I.'s work may be given by a brief summary of the organization as distributed through the new building: Ground floor:—Sales branch, distributing nearly a million copies of British Standards annually; library, the only complete reference- centre in the country on the subject of standards and standardization. First floor.—Mimeograph Department, concerned with the reproduc- George Welch in the first production F-100A, showing the great size of the canopy. During a recent demonstration at Palmdale, California, it is reported, supersonic effects from this aircraft caused severe structural damage to buildings. the nose. The final question, regarding armament and radar, must remain an interrogation-mark. The first production F-100 As are now being delivered from the main Los Angeles plant. The production rate, originally set at 25 per month, was long ago increased to twice that figure, and has now been further accelerated. Additional orders worth $250m were placed some weeks ago, following the huge cut-backs in production of other fighters. Meanwhile, the prototype YF-100 has passed all its Phase I and II U.S.A.F. tests at Edwards A.F.B. with flying colours, and there appears to be no reason why production should be delayed. Preliminary proof of performance is provided by two runs timed over a 15km course last week at 767.3 and 742.7 m.p.h. Deliveries of large numbers of Super Sabres will be made this winter to U.S.A.F. fighter /intercepter and fighter /bomber wings, both within the metropolitan United States and overseas. There has also been some talk of the F-84F being dropped in favour of the F-100 as a replacement for the NATO F-84Gs; if this is correct the Super Sabre should soon be booming around Europe. In any case, it sets a very high standard and appears to have solved its self-imposed problems. Reports by the North American and U.S.A.F. test pilots speak of the machine in glowing terms. And its already formidable performance will eventually be greatly enhanced when a new turbojet—reputedly of 20,000 lb thrust—becomes available. W. T. G. NEW HOME tion of draft British Standards, minutes and other documents connected with the work of the committee (total output exceeds 5J million pages a year); Membership Records Department, keeping track of the 8,000 subscribing members and 13,000 committee members. Second floor.—Council room and ten committee rooms. Third floor.—Two technical sections: Mechanical Engineering (the services of which include the B.S.I.'s work for the aircraft industry) and Electrical Engineering. Fourth floor.—Four committee rooms; offices for the directorate and certain administrative sections. Fifth floor.—Two more technical sections, Building and Chemicals. Also on this floor are the Drawing Office, which prepares about 800 drawings a year for draft standards, and the Editorial Branch, which edits and supervizes the printing of B.S.I, publications. Sixth floor.—Metallurgy Section; Overseas and Miscellaneous Engineering; Finance Department; Canadian Approvals Section. The last-named department is exclusively concerned with the export to Canada of British-made electrical equipment; it negotiates the accept ance in Canada of such products before they leave this country. Seventh floor.—Certification Trade-marks Section, concerned with the licensing of manufacturers to use the B.S.I, "kite" and other marks as a guarantee that their products conform to British Standards.
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