FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1955
1955 - 0075.PDF
21 January 1955 75 FLEET-CARRIER FIGHTER Notes on the D.H.I 10, now in Production for the Fleet Air Arm Last autumn the bookless prototype conducted "touch-and-go" trials on HM.S.Albion. ThepihtwasLt.-Cdr. "Jock" Elliott, who is now with the de Havilland Company. MANY readers will have been very glad to hear of the sign-ing of a contract for "a considerable number" ofD.H.I 10s. That such an order was likely was reported in our last issue; now it can be stated that the de Havilland com-pany has received a firm "instruction to proceed," and plans for production are being rushed forward. The history of the D.H.I 10 goes back a surprisingly long way;and, although land-based applications have never been forgotten, a Naval thread runs through the whole story and, of course, it isa Naval knot which we have on the end of it. In 1946, Mr. R. E. Bishop, then the company's chief designer, had discussionswith Rear-Admiral M. S. Slattery (at that time Chief Naval Repre- sentative at the Ministry of Supply) with a view to the eventualdevelopment of a really powerful carrier-based all-weather fighter. As a result of these talks, it was decided that the twin-boomlay-out (then already a trade-mark of D.H. fighters) offered singular advantages, for it facilitated carrier stowage—one nosebeing pushed under the high tail of the machine in front—and made the installation of an arrester hook relatively easy. In January 1947 a Naval design conference was held, as a resultof which a requirement was issued the following June for a twin- engined all-weather fighter (N.40/46). In August 1947 the R.A.F.also issued a specification of the same general type (F.44/46) which, after much alteration, became F.4/48 in March 1948.Concurrently, the Naval specification was developed into N.14/49. By 1949 the de Havilland company had decided to build twoprototypes, principally to meet the F.4/48 requirement, and the first of these machines flew (John Cunningham, pilot, and TonyFairbrother, observer) on September 26th, 1951. As is well known, it was powered by a pair of early Rolls-Royce Avons,and the span and length were, respectively, 51ft and 52ft. During 1952 this aircraft exceeded the speed of sound in a dive, becomingthe first British aircraft known to have done so. Sonic speed had been exceeded over 100 times by the time the S.B.A.C. show wasstaged at Farnborough. As most readers will know, the first prototype D.H.110 brokeup in the air during that show, with tragic results. Both John Derry, the pilot, and Tony Richards, the observer, had carriedout a great part of the machine's early development, and their loss was a blow which is still keenly felt. This model of the D.H. 110 is the first to show, approximately, the manner in which the wings will told. Gun ports can be seen beneath the fuselage. After this, the second machine stayed on the ground for almostnine months, during which time tremendous effort was devoted to ensuring that such an occurrence should not be repeated.Although details may not be given, a great deal was done to this second aircraft to improve it from several distinct aspects.Eventually, John Cunningham took it into the air again, and it has since borne the entire load of development flying—this timewith a Naval order in mind—the principal pilots being John Wilson and Chris Capper. We may recall at this point that, in aleading article on February 6th, 1953, we suggested purchase of the D.H.110 for the Royal Navy. The first impression that the 110 imparts is one of size; andyet, obviously enough, it can go down a carrier lift. It stands very much higher than does a Venom, and access to the crew stationsis gained via a portable ladder—one being fitted on either side for the use of the pilot (to port) and observer. The interior is pressurized and air-conditioned, and is relativelyroomy and pleasant. The pilot sits well up on the port side and has a superb view, particularly to port; the observer sits slightlybehind and lower down and, although he has side and roof windows, can probably learn more about what is going on bystudying the numerous tools of his trade. Starting, taxying out and taking off are what would probablybe termed "above average"; equipment includes a steerable nose- wheel and toe brakes. If an engine cuts above the critical speedthe 110 will climb out very neatly on one, with everything down; in fact, virtually the only effect of cutting one engine is a decreasein performance, the trim change being negligible. In the air the overall performance is so excellent that it is a pity that figuresmay not be given. There seems to be some justification for claim- ing that the 110 is more manoeuvrable at transonic and supersonicspeeds than any other aircraft. Speeds well in excess of unity have been recorded on almostevery recent flight, and rate of roll and turn are extremely high throughout the top end of the speed range. The entire flying-control system is hydraulically powered—even the rudders— and, in the air, the new all-flying tailplane behaves as a verypowerful one-piece slab. It has not been found necessary to vary the tailplane gear-ratio for either end of the Mach scale. At the bottom end of the scale, the slow-speed control is firstclass in every respect, the drooping outer leading edge—which incurred no measurable drag penalty—being of assistance. Thestall is all that a stall should be, straight and "square" and with plenty of natural warning. Lowering the massive Fowler flapsunlocks what looks like an elevator from the slab tailplane, so that the trim change can be automatically cancelled out. Thetail, nevertheless, retains great power for rounding-out, and the final touch-down is slower than that for the Sea Venom. Anti-skid braking will be a standard fitting. Altogether, there is no doubt that the 110 will be one of thebest-liked aircraft the Royal Navy has ever had. It is clearly an aircraft which needs a fair-sized carrier, and the fact that an orderhas taken so long to materialize almost certainly reflects more upon carrier availability than upon the D.H.110 itself. In service,it is to be the Navy's standard all-weather intercepter. The production D.H.110, for which a name has not yet beenofficially agreed, will be armed with 30 mm Aden cannon, and it will also be able to carry air-to-air guided missiles. Furthermore,it will lift a considerable load of weapons for use in strike or ground-attack roles. Development is currently in hand upon theincorporation of full naval equipment, including a hook, power- folding wings, catapult gear and a long-stroke undercarriage. Most of the design load of the 110 was borne by the main designoffice at Hatfield. Responsibility for development is to be trans- ferred to the company's Christchurch plant, where productionwill begin as soon as development has reached a suitable stage. Later, a further production line may be set up at Chester.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
