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Aviation History
1963
1963 - 2286.PDF
PLIGHT International supplement, 26 September 1963 Denny D.2 Hoverbus Air-Cushion Vehicles A SENSIBLE, USEFUL, ECONOMIC MEANS OF TRANSPORT' H NOVEMBER 1960 the construction of the D.l experimental sidewall ACV was started in the Dumbarton shipyard of Mliam Denny & Brothers Ltd. This craft was 60ft long by 10ft beam, and was instrumented so that the crew of two or three could record performance dur ing trials which were planned to enable iconomics to be assessed. On May 13, 1, the craft was finished and lowered iy crane into the waters of the River .even. From this date a series of trials proceeded for some months. Perform ance was shown to be satisfactory and information derived from the trials was i to design a commercial type of craft to carry 70 or more passengers, depending on the seating spacing and ayout. This second Denny type is larger than the experimental craft and is known as the D.2 Hovercraft or Hoverbus. The is built of glass-reinforced plastic, "hich lends itself to quantity production from large moulds at reasonable cost. Moreover, the material strength to wight characteristics are considered by Denny to be satisfactory in producing lightness of weight suitable for hover craft construction. The material is very stable, is proof against rot, and is capable of being coloured during the moulding process, thus reducing main tenance costs. An added advantage is that, in the event of damage during service, repairs can be readily made by fairly unskilled labour. The craft is fitted with fixed and rigid sidewalls along each side to contain the air cushion when it rides on the surface of the water. The cushion is contained at its ends by jets of air across the flat base between the sidewalls. On D.2-003, typified in the special Air- Cushion Vehicles drawing overleaf, the sidewalls form part of the structure. When the craft is operating the sidewalls are constantly in contact with the water, and vehicles of the D.2 type are therefore incapable of operating over land. The D.2 has been designed to carry 70 passengers in a covered cabin amid ships, with machinery rooms forward and aft of the cabin. The control cock pit is forward and above the level of the main superstructure, thus giving all- round visibility for the driver. The power units for propulsion-drive and fan-drive are Caterpillar marine diesels. The propulsion engines, of which there are two, are designated Caterpillar D.333 and have a maximum rating of 270 b.h.p. at 2,200 r.p.m., with a four-hour service rating of 220 b.h.p. at 2,000 r.p.m. The two engines for the fan drive are Caterpillar D.330s, and have a maximum rating of 180 b.h.p. at 2,200 r.p.m., with a four-hour service rating of 150 b.h.p. at 2,000 r.p.m. All engines are turbo-charged and aftercooled. There are four fans of centrifugal type, placed back-to-back in pairs at each end of the craft and abreast of each other. The drive enters a "T" gearbox, and the coupling between the various units are of a flexible design. The latest propulsion arrangements are shown in the drawings. Drive is obtained from two "Zed" units attached to the transom. Engine power is trans mitted to the units by means of Cardan shafts to the input end of the propulsion hnny D.2-002 during trials on the Garelock, Scotland 37
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