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Aviation History
1955
1955 - 1524.PDF
TYNE FULL INITIAL RB.I09 RATING PROTOTYPE RDaB 1956 1958 I960 An approximate outline of the manner in which the two great Rolls- Royce turboprops have developed and will progress in the future. advanced Avons, and they know how it can best be employed.A very considerable amount of rig testing has already been completed upon the Tyne control system. A single-lever controlis to be used, interconnected with the airscrew controller and also with an unspecified form of automatic temperature control. Thusthe single pilot's lever selects the correct power, and the relation- ship between the engine output, airscrew speed and other factorsis automatically maintained at the optimum for all values of altitude, forward speed and air temperature. Airscrews for the Tyne have been developed by bothde Havilland Propellers and Rotol. Both companies have gone for units with four solid light-alloy blades, the D.H. producthaving a diameter of 14ft (later to be 14ft 6in) and the Rotol two feet greater. Both are, of course, feathering and reversing, and 21 October 1955 639 ROLLS-ROYCE TURBOPROPS Take-off: shaft horse-power thrust (Ib) total equivalent h.p. ... Cruising (see footnote): S.h.p Thrust (Ib) Total e.h.p S.f.c. (Ib/hr/e.h.p.) Length to cone fitting line (in) Height overall (in) Width (in) Net dry weight (Ib) Specific weight (Ib/e.h.p.) Reduction gear ratio Dart 510 RDo. 7 1.600 370 1,742 945 37 985 0.63 90.3 Oia. 38.0 1,110 0.636 0.093:1 1,910 505 2,105 1,227 92 1,325 0.57 90.8 Dia. 37.9 1,201 0.57 0.093:1 Tyne 4,020 1,175 4,470 2,270 150 2,470 0.414 97.15 40.5 37.4 1,880 0.42 0.062:1 Note.—The cruising performance for the Darts is based on an altitude O' 20,000ft; that for the Tyne assumes 425 m.p.h. at 25,000ft. are fitted with electric de-icing on blades and spinner. The Tynecowling will also have electro-thermal de-icing, and hot air is tapped off the compressor for heating the intake guide vanes andupstream end of the compressor. Detail design of the Tyne began in 1953. Very exhaustive rigand bench testing has proceeded ever since and the first prototype engine ran as a unit in April of this year. It has since been joinedby two other prototypes, and further engines are under construc- tion for development purposes. The first flight will take placeearly next year, when a Lincoln will fly with a Tyne in its nose. This aircraft will undertake all the difficult early handling trials,icing tests and similar programmes. Later, two Tynes will be fitted in G-AKRD, the Ministry of Supply Ambassador at presentused for Proteus development. It is the intention that this air- craft will be put into scheduled service, possibly as a freighter. R.A.F. STRENGTH —in Men and Transport Aircraft: a Plea by Lord Templewood RECRUITING for the Royal Air Force, and the necessity ofefficient equipment for air trooping, were two of the prin-- cipal topics in an admirably analytical speech by LordTemplewood (who, as Sir Samuel Hoare, was Air Minister in 1922-24, 1924-29 and 1940). He was addressing guests at aluncheon given by the Air League of the British Empire at the Mansion House, London, on October 12di. Lord Templewood began his speech by welcoming among theguests Lord Trenchard—"the father of all air forces, the prophet." He (Lord Templewood) had learned about aviation in a good school—the Trenchard school, in which the truth of the teaching remained unaffected by material changes. Going on to speak of the continuing necessity for a strong AirForce, Lord Templewood examined the reasons for the shortage of technicians in the ranks of the R.A.F. The present system ofshort-term National Service, he thought, was not suited to a technical service like the R.A.F. Recruits were trained at greatexpense and at the end of their two years' service were still largely inexperienced. Each man had probably cost the country £5,000.Could there be a more wasteful and extravagant way of providing technicians? If the period of National Service had been reduced,the position would have been even worse. Postponing the age of calling up was perhaps the best temporary alternative, but it hadits own serious defects. Men were not driven into the ranks by unemployment nowa-days and new problems had to be faced in attracting entrants for long-term commissions. There was a need for better standardsof living, as business firms now provided considerable facilities for the families of employees, and some even helped with grants forthe education of children. Many Government departments also gave up to £150 a year, tax free, for each child to enable overseasofficials to send their children to schools at home. R.A.F. personnel were constantly on the move, yet no grant had been made foreducation. The Air League had been demanding such facilities for two years, and the speaker had raised the question in Parlia-ment on a number of occasions. He was glad to hear that the Government intended to increase R.A.F. pay and pensions. Lord Templewood then turned to the subject of air transport,saying: "I come now to the last of my comments. It concerns civil aviation as well as military aviation. It concerns also thefuture of the aircraft industry. Why, I ask, are we not making greater use of the unique opportunities that transport aircraftoffer to a far-flung Commonwealth with many overseas respon- sibilities? What is the use of talking of a mobile strategic reserveif we do not take full advantage of the most mobile method of transport? Air transport is a vital element of air power." Our American allies had grasped the fact that air transport wasessential to mobile defence both in peace and war. They had created a military air transport service on a huge scale, and it lifted over 230,000 men and 60,000 tons of high-priority equip-ment across the Pacific during the Korean campaign, quite apart from the heavy bomber squadrons which the Air Force flew acrosswith their equipment. During last year M.A.T.S. had averaged a flight across the Atlantic and Pacific Oceans every 54 minutes."Suppose," said the speaker, "that we adopted air transport on these lines for all our trooping and priority equipment, what asaving there would be in time in men, in stores, in bases! What an advantage we should gain by this increased mobility! We haveshown by the great achievement of the Berlin airlift that we are capable of making the change. Our Comets and Britannias provethe capacity of our aircraft industry." Lord Templewood went on to say that a far-seeing and long-term programme of air transport would be of inestimable value to the aircraft industry at a time when disarmament might lead toa reduction in the demand for bombers and fighters. The aircraft industry was now one of our greatest. Last year it exported £56mworth of aircraft, £6m more than the total export of ships; in August of this year, when it was becoming more difficult formost British exports to hold their own, aircraft exports amounted to £5,436,000, an increase of £1,362,000 over August 1954. Itwould be a shattering blow to British prestige, British credit and British defence if the industry were allowed to drift into themiserable state in which it was left in the years after the First World War. A sound home market was an essential basis. A single instanceof the magnitude of America's home market, in particular for transport aircraft for the Services, was afforded by the ordersreceived by one company, Lockheed, during the first week of this month. The U.S.A.F. placed a third order for the Hercules C-130valued at some £40m sterling—equal to a full year's production. This firm also had received orders amounting to nearly £50mfrom three American air operators; thus in one week one com- pany's home market had produced orders for nearly £100m. Within the next few years there would be a demand in theworld export market for between 400 and 500 large transport aircraft, costing something like a million pounds each. TheAmerican industry would be in that battle, and with the great advantage of an assured home market, with all that went withit in the way of research and development and cheapening of costs through large-scale production. Not least of the advantages of a great development of airtransport, added Lord Templewood, would be the facilities pro- vided for keeping Service families united and for improving thesocial conditions of Service life. Other speakers at the luncheon were Air Chief Marshal SirGeorge Pirie (chairman of the Air League), who proposed the toast of the Lord Mayor and Corporation; Sir Seymour Howard,who replied; and Lord Sempill,
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