For VP airscrews. ;Gipsy Six 'R' :Racing engine with high lift camshaft. 220 hp. For VP airscrews.
|
|
They also exported to most European countries. Production was running at 100-150 units per week. Falcon Airscrews also introduced a new way of attaching metal sheet to the propeller leading edges to protect them from damage. Despite this dominance in the early 1920s, by the end of the decade Falcon Airscrews had ceased trading.
|
|
Other, smaller Oddy airscrews drove dynamos to provide electrical power. The company disappears from the records after about 1925; it may have been absorbed into Blackburns later.
|
|
Formed by D. M. Davies during World War I, Falcon Airscrew gained a good reputation for its wooden propellers and survived the difficult transition to post-war production levels, concentrating on quality handbuilt wooden airscrews. Between 1922 and 1923 business expended significantly, and the company claimed to supply 90% of British aircraft demand. By 1924 Flight reported that they were probably known worldwide as the largest manufacturer of airscrews, producing a very wide range of sizes and types, including two-, three- and four-blade propellers, for almost all current engines. They were the largest suppliers of propellers to the British Air Ministry and most of the British Air Services' aircraft used Falcon airscrews.
|
|
The Invention Of The Helicopter, Vectorsite.net. Retrieved 11 November 2008 A c. 1560 picture by Pieter Breughel the Elder at the Kunsthistorisches Museum in Vienna depicts a helicopter top with three airscrews.
|
|
Note:List from Lumsden 2003, pp. 145-146 ;Gipsy Queen I :(1936) , military version of Gipsy Six II. Splined crankshaft, but intended for fix-pitch airscrews fitted with an adapter. No fittings for a VP airscrew fitted. Very limited production.
|
|
The Lions were orientated with their gearboxes away from the engineer's room and the power from each was taken to the airscrews by two drive shafts at right angles to the fuselage. The two from the front engine drove a pair of two- bladed tractor propellers ahead of the leading edge via a pair of gearboxes halfway between the wings, just beyond the first interplane struts. Their mountings extended rearwards to carry a pair of four-bladed pusher propellers driven by the rear engine. Port and starboard airscrews rotated in opposite directions and the fore and aft pairs did likewise, so that either engine could be shut down without any power asymmetry.
|
|
Just as they are about to attack him, Robur appears to vanish into the mob, but he has actually been borne away by a flying machine. Later that night Robur kidnaps the Weldon Institute's secretary, president, and the president's valet. He takes them on board his ship, a huge, battery-powered, multirotor gyrodyne called the Albatross, which has many vertical airscrews to provide lift, and two horizontal airscrews in a push-pull configuration to drive the vessel forward. It bears the same black flag with golden sun that has been sighted on so many landmarks, and the music in the sky is explained to be one of the crewmen playing a trumpet.
|
|
The B-0s were powered by DB 600C engines fitted with variable pitch airscrews. The screws increased output by 149 kW (200 hp). The B-0 had a MG 15 machine gun installed in the nose. The B-0 could also carry 1,500 kg (3,310 lb) in their vertical cells.
|
|
Pandia Antonio Ralli (28 June 1888 - 17 April 1930) was a British aircraft designer in the 1920s for the Fairey Aviation Company, he was responsible for the thin-bladed metal airscrews used by the Supermarine S.5 which won the 1927 Schneider Trophy and the Supermarine S.6 which won the trophy outright in 1929.
|
|
Airscrews with a relatively low disk loading are typically called rotors, including helicopter main rotors and tail rotors; propellers typically have a higher disk loading. The V-22 Osprey tiltrotor aircraft has a high disk loading relative to a helicopter in the hover mode, but a relatively low disk loading in fixed-wing mode compared to a turboprop aircraft.
|
|
It was also the first prototype constructed with the extended engine nacelles.Thirsk 2006, p. 126. W4052 was later tested with other modifications, including bomb racks, drop tanks, barrage balloon cable cutters in the leading edge of the wings, Hamilton airscrews and braking propellers, and drooping aileron systems that enabled steep approaches and a larger rudder tab.
|
|
Oddy worked with the early aircraft pioneer Robert Blackburn, founder of the Blackburn Aeroplane and Motor Company. W. D. Oddy & Company were advertising their airscrews at least as early as 1917. In 1919 Oddy patented a propeller copying and profiling machine. The limited liability company was formed in October 1919, set up with £25,000 of share capital and Blackburn as co-director.
|
|
Queen II;- The military version of the Gipsy Six Series II was the Queen II for VP airscrews, 210hp. Both the Queen II and the Queen III had strengthened crankcases. Later versions of the Queen III & Queen II had extra facilities for driving accessories. Later Queens from the Queen 30 onwards differed substantially, and whilst looking similar were in fact entirely new engines.
|
|
Fairey subsequently designed many aircraft types and, after World War II, missiles. The Propeller Division (Fairey-Reed Airscrews) was located at the Hayes factory, and used designs based on the patents of Sylvanus Albert Reed. C. R. Fairey first encountered Reed's products in the mid-1920s when investigating the possibilities of the Curtiss D-12 engine. The Curtiss company also manufactured propellers designed by Reed.
|
|
Barnes and James 1989, p. 281. The wing sections inboard of the engines were attached at a 30° dihedral angle, thus providing sufficient clearance for the airscrews from water-spray during takeoff. The wings were designed for high torsional stiffness, each comprising a box-spar with four tapered stainless steel tubular booms. Fuel tanks were mounted within the wings; sprung and braced wingtip floats were fitted.
|
|
Avro 529 Avro 529A, showing low set nacelles of the BHP engines Avro 529A The second machine, designated the Avro 529A, had a pair 230 hp (170 kW) BHP in-line water-cooled engines, cowled and mounted in nacelles on the lower wing. These drove wooden, two-bladed airscrews. In this aircraft fuel was held in a pair of 60 gal (273 L), one in each nacelle.
|
|
A turboprop-engined DeHavilland Twin Otter adapted as a floatplane Propeller aircraft use one or more propellers (airscrews) to create thrust in a forward direction. The propeller is usually mounted in front of the power source in tractor configuration but can be mounted behind in pusher configuration. Variations of propeller layout include contra-rotating propellers and ducted fans. Many kinds of power plant have been used to drive propellers.
|
|
The instability was exacerbated by the increase in propeller blade area due to the introduction of the four-bladed and subsequent five-bladed Rotol airscrews for the next aircraft, NN664 (for which Specification F.1/43 had been issued). The updated design incorporated the new fuselage (although lacking the enlarged fin/rudder) and, as it was now substantially different from a Spitfire, the aircraft was named "Spiteful" (although "Victor" had been originally proposed).
|
|
The aircraft were prepared with a number of modifications from standard specification. Hulls and wingtip floats were finished with white enamel and larger engine radiators, oil tanks and top- plane fuel tanks were fitted. In addition, there were internal changes to provide more space and support facilities for the crew, who had to live on board for periods during the trip. Metal, instead of wooden, airscrews were fitted to the aircraft during the flight.
|
|
All of the Gulls, however, did use a similar generic structure. Proprietary equipment such as engines, airscrews, spinners, instruments, undercarriage legs, wheels and tyres were generally common to all series. The Mew Gulls (apart from the E1 in its initial configuration) used a fixed, conventional oleomatic main undercarriage and a fully castoring tailskid. Small manually operated, split trailing-edge wing flaps were incorporated into the mainplanes, but were "...singularly ineffective even when fully extended".
|
|
Flight commented of this arrangement: "Many have expressed surprise that the Hurricane is not fitted with variable-pitch airscrews".Flight 12 May 1938, p. 473. The original two-bladed propeller was found to be inefficient at low airspeeds and the aircraft required a long ground run to get airborne, which caused concern at Fighter Command. Accordingly, trials with a De Havilland variable-pitch propeller demonstrated a reduction in the Hurricane's take-off run from .
|
|
Another Oddy propeller took the Alliance-Napier Seabird, powered by a Napier Lion engine, from London to Madrid in less than 8 hours. In 1920 Oddy were developing a propeller with variable and reversible pitch. As well as making airscrews for propelling aircraft, W. D. Oddy also built them for other purposes. They saw a future for motor boats driven by aerial propellers and provided a four bladed airscrew for A. E. Guinness' Napier Lion powered boat Oma.
|
|
The Ministry advised that the wings of the first two Berkeleys of the three specified in the contract should have wooden wings for speed of completion, with the third to be all metal. Leitner-Watts Metal airscrews were required for the second and third machine. The first Berkeley flew on 5 March 1925. The Type 90 Berkeley was the first Bristol aircraft to receive a type number at the start of its design rather than retrospectively.
|
|
These were conventionally mounted ahead of the leading edge in long cowlings with their propeller shafts, driving two-blade airscrews, centred above the wing upper surface. There were fuel tanks in the thin wings, with more fuel in wing tip tanks. Unusually, the Flamingo was fitted with both flaps and airbrakes. The flaps were of the camber changing type, to increase lift at low speed; they were split into three sections on each wing and slid rearwards and downwards on concealed rails.
|
|
Lang formed another company A. D. Lang Ltd. In 1921 it was described as being general manufacturers, buying and selling agents, printers, lithographers, manufacturers of chemicals with offices at 4, Vigo Street, London W1. In addition to his work in developing propellers and associated equipment, Lang found time in 1923 to patent a wheel for vehicles. In 1936 Lang joined the Board of Hordern-Richmond, another British company that was closely involved in the development and production of airscrews and propellers.
|
|
' Later the term 'pusher' became adopted for the rear-mounted device in contrast to the tractor configuration and both became referred to as 'propellers' or 'airscrews'. The understanding of low speed propeller aerodynamics was fairly complete by the 1920s, but later requirements to handle more power in a smaller diameter have made the problem more complex. Propeller research for National Advisory Committee for Aeronautics (NACA) was directed by William F. Durand from 1916. Parameters measured included propeller efficiency, thrust developed, and power absorbed.
|
|
The landing gear used two main wheels on split axles, plus a tail-skid. The two prototypes differed from each other chiefly in their powerplants. The first, just known as the Avro 529, had a pair of uncowled Rolls-Royce Falcon water-cooled in-line engines mounted midway between the wings. Each produced 190 hp (140 kW) and drove four-bladed, opposite-handed wooden airscrews. It carried 140 gal (636 L) of fuel in a tank in the centre fuselage.
|
|
The Bee was also unusual in putting together what Flight called "Twin-engined security, pusher airscrews, ample performance and vision, and non-acrobatic entry...",Flight 18 March 1937 p. 289 though in the end these qualities were not tested. The cantilever wing of the Bee was of novel construction, built around a wide box formed from four spanwise spruce members connected with ply, constant in chord but tapering in thickness. Aerofoil shaped ribs were then slipped around the box and fabric covered.
|
|
In just over a year from its establishment, Oddy had been granted other patents concerning the design, making and finishing of propellers. Until the mid-1920s, W. D. Oddy & Co. was the main supplier of airscrews to Blackburn Aircraft. They also provided propellers for other aircraft, including 17 ft 6 in (5.33 m) diameter ones for the R38 class airship. These, built entirely from Honduras mahogany and fitted with a lightning conductor strip from tips to boss, were amongst the largest of their day.
|
|
An Antonov An-2 biplane An aircraft propeller, or airscrew, converts rotary motion from an engine or other power source, into a swirling slipstream which pushes the propeller forwards or backwards. It comprises a rotating power-driven hub, to which are attached several radial airfoil-section blades such that the whole assembly rotates about a longitudinal axis.Beaumont, R.A.; Aeronautical Engineering, Odhams, 1942, Chapter 13, "Airscrews". Three types of aviation engines used to power propellors include reciprocating engines (or piston engines), gas turbine engines, and electric motors.
|
|
Pénaud's later project for an amphibian aeroplane, although never built, incorporated other modern features. A tailless monoplane with a single vertical fin and twin tractor airscrews, it also featured hinged rear elevator and rudder surfaces, retractable undercarriage and a fully enclosed, instrumented cockpit. The Aéroplane of Victor Tatin (1879) Equally authoritative as a theorist was Pénaud's fellow countryman Victor Tatin. In 1879, he flew a model which, like Pénaud's project, was a monoplane with twin tractor propellers but also had a separate horizontal tail.
|
|
In 1943 the company changed its name from Rotol Airscrews Limited to Rotol Limited, and in 1952 it acquired British Messier Limited, a specialist in landing gear and hydraulics. In 1958, Bristol Aeroplane and Rolls-Royce agreed to sell Rotol and British Messier to the Dowty Group. By 1959 Rotol and British Messier along with Dowty Equipment and Dowty Fuel Systems became part of the new Dowty Aviation Division based at Cheltenham. In 1968, the company introduced the first fibreglass propellers, which went on to see widespread use.
|
|
H. N. Charles left Morris in 1938 to join Rotol Airscrews as Chief Engineer where he developed a reversing gear and a blade-feathering device. before joining Austin in 1943 as development engineer and was responsible for the coil-sprung front suspension of the Austin A40. He clashed with the chairman of Austin Leonard Lord and left the company in 1958 to found his own engineering consultancy. Hubert Charles retired to Teddington in around 1961 and died in Oxford on 18 January 1982 at the age of 88.
|
|
The SE-3101 is an early, experimental helicopter, developed by the German aviation pioneer Henrich Focke. The helicopter is probably the first French example to have tail anti-torque rotors. It has a single main rotor and a similar layout to many modern helicopters, apart from its use of a double tail rotor. These are mounted with their axes at 45° to the horizontal and with 90° between them, the drive shafts faired within a V-tail-like rear structure. They drive three blade, compressed wood airscrews of 1.60 m (5 ft 2.5 in) diameter.
|
|
As the various Dowty-owned companies continued to grow in both size and number, it became apparent that a new business structure was needed to oversee and manage the other businesses. Accordingly, on 18 March 1954, Dowty Group Limited was incorporated, its headquarters being established at Arle Court, Cheltenham. By this point, the business' Canadian operation was reportedly generating roughly 50 per cent of its total turnover. During 1960, Dowty Group acquired Rotol Airscrews, giving it a propeller manufacturing capability; this led to the creation of the Dowty Rotol division.
|
|
The S.M.1 A3 was developed from 1915 to meet the French military A3 specification, which called for a three-seat long range reconnaissance aircraft with strong defensive armament. The S.M.1 was unconventional, powered by a single Salmson 9A liquid-cooled radial engine mounted in the fuselage powering two airscrews mounted between the wings with a system of gears and drive shafts. This layout was chosen by Moineau to minimise drag. The twin airscrew layout allowed a wide field of fire for the two gunner-observers, one seated in the nose and one behind the pilot.
|
|
Initially these engines drove two-blade fixed-pitch airscrews, but the first aircraft was later fitted with a metal variable-pitch constant-speed propeller. The Guan was a single-bay biplane with wooden, fabric-covered wings of unequal span and marked stagger. All Folland's Gloster fighters from the Grebe onwards had used a thick upper wing in combination with a fairly thin lower wing and the Guan followed this pattern, chosen to provide low drag at high speed with good lift at low, take- off speeds. It had parallel interplane struts and ailerons on all wings.
|
|
Jane's (1946) Douglas Pobjoy then moved on to designing de-icing equipment for high-altitude flights. During the Second World War, Pobjoy ran a section of Rotol Airscrews of Gloucester, England, and was responsible for the design and development of an airborne generator, intended for use on the Short Shetland flying boat. The unit consisted of a flat-six sleeve-valve air-cooled petrol engine driving the generator. This was installed inboard on the aircraft, and due to the incorrect closure of the cooling ducts the engine overheated and the resulting fire destroyed the prototype Shetland.
|
|
The vehicle's streamlined hull had U-shaped cross-section, following the L-1 boat's layout, and was to be welded from 10–13 mm steel armor plates, with sloping bow and stern. Two M-25 aircraft engines, producing 1450 hp altogether, propelled two airscrews, which were mounted inside vertical tunnels at bow and stern parts of the hull. The design documentation stipulated that the vehicle, weighing 8.5 ton, would hover at 200–250 mm above water or ground surface and travel at 120 km/h. Cornering was achieved by means of louvers, which regulated the flow of air.
|
|
The propellers of a C-130J Super Hercules military transport aircraft In aeronautics, a propeller, also called an airscrew,Beaumont, R.A.; Aeronautical Engineering, Odhams, 1942, Chapter 13, "Airscrews". converts rotary motion from an engine or other power source into a swirling slipstream which pushes the propeller forwards or backwards. It comprises a rotating power-driven hub, to which are attached several radial airfoil-section blades such that the whole assembly rotates about a longitudinal axis. The blade pitch may be fixed, manually variable to a few set positions, or of the automatically variable "constant-speed" type.
|
|
The Airone had a conventional retractable tricycle undercarriage with its trailing idler (knee action) main gear legs mounted below the engines. The prototype was powered by two flat 4-cylinder Continental C90 engines of 90 hp (67 kW) each, driving fixed pitch propellers. Production aircraft would have been powered by two 105 hp (78 kW) Walter Minor IV inverted inline engines with variable pitch airscrews, though there were other possible engine choices in the range. In February 1958 there was a report that Aeromere would produce the Airone powered with unspecified engines in place of the Walters.
|
|
In early 1940 most of the S/L units handed over their LAA responsibilities at VPs to specialist LAA units, but when 453 S/L Company left Yate in April it moved to the Rotol Airscrews factory at Cheltenham to relieve an LAA unit that was going to training camp. Similarly, in mid-March, a newly-formed 474 S/L Battery moved into the Tetbury area and took over the S/L sites and equipment from 455 S/L Company, which went to training camp. This independent battery came under the orders of 68th S/L Rgt, but within a month it had moved on into Hampshire.
|
|
One of four 6-bladed Dowty Rotol R391 composite controllable- and reversible-pitch propellers on the Lockheed Martin C-130J Super Hercules The company was formed as Rotol Airscrews in 1937 by Rolls-Royce and Bristol Engines to take over both companies' propeller development,Gloucester Transport History the market being too small to support more than one company. The name is a contraction of "ROlls-Royce" and "BrisTOL". Rotol's propellers were always considered leading edge, its models equipping the Hawker Hurricane, Supermarine Spitfire, and many other Second World War-era aircraft. By the end of the war it had introduced the first five-bladed propeller to see widespread use, used on late-model Spitfires.
|
|
Hordern-Richmond Aircraft Ltd was registered as a private company on 29 April 1937 with a nominal capital of £10,000 in 10,000 shares of £1. The objects were to carry on the business of manufacturers of and dealers in aircraft and aeronautical equipment. Frederick Gordon-Lennox, 9th Duke of Richmond with Edmund Hordern (former test pilot of Heston Aircraft Company Ltd.) originally formed the company with the intention of producing aircraft of their own design, specifically the Hordern-Richmond Autoplane, based at Denham Aerodrome. As the time did not appear appropriate, effort was concentrated on the production of wooden airscrews, with the intention of using plastics and compressed woods for the same purpose at a later date.
|
|
Two of the uncowled three 550 hp (410 kW) Bristol Jupiter XF radial engines were mounted on the top of the lower wing just within the inner bay, their three-bladed propellers close to the fuselage sides. The third engine was similarly mounted on the upper wing, above the fuselage; the wide interplane gap just gave airscrew clearance. These engines were replaced with 575 hp (429 kW) Jupiter XFBMs, enclosed in Townend rings and driving four bladed airscrews as soon as these medium supercharged models became available. The square section, slab sided fuselage held either four or five crew, though more seats The specification called for a gunner/bomb aimer in the nose.
|
|
Contra-rotating propellers Contra-rotating propellers on the Rolls-Royce Griffon-powered P-51XR Mustang Precious Metal at the 2014 Reno Air Races Aircraft equipped with contra-rotating propellers, also referred to as CRP, coaxial contra-rotating propellers, or high-speed propellers, apply the maximum power of usually a single piston or turboprop engine to drive two coaxial propellers in contra-rotation. Two propellers are arranged one behind the other, and power is transferred from the engine via a planetary gear or spur gear transmission. Contra-rotating propellers are also known as counter- rotating propellers, although counter-rotating propellers is much more widely used when referring to airscrews on separate shafts turning in opposite directions.
|
|
The Company was founded by William Thompson as a general engineering concern in or around 1820 in Wolverhampton.Building of New Works, John Thompson (Wolverhampton) Ltd, Wolverhampton Black Country History In 1850 the business passed to William's brother, Stephen, and in 1860 it passed to William's son, John, and within ten years it was concentrating on manufacturing boilers. By 1914 it had expanded into motor pressings; during World War I it made cowlings for Sopwith aircraft and in World War II it made airscrews for Spitfire and Hurricane aircraft. In the 1950s, as part of a consortium with AEI, it was awarded a contract to supply boilers and reactor pressure vessels for Berkeley nuclear power station.
|
|
During the First World War, the Salmson factory built aircraft engines, generally 9- and later 18-cylinder water-cooled radial engines developed from the Swiss Canton- Unné design, one of the earliest known non-rotary radial engine designs ever used for military aircraft. The company's first entry into aircraft design came with the Salmson-Moineau S.M. 1, an unusual three-seat reconnaissance biplane with twin airscrews gear-driven from a single Salmson engine in the nose of the fuselage. These aircraft, of which 155 were built, were not especially successful. The Salmson 2 developed from a requirement to replace the Sopwith 1½ Strutter and Dorand A.R. reconnaissance aircraft in the A.2 (tactical reconnaissance) role.
|
|
Leading up to the Second World War and during the war the factory was further modernised. In 1938 an Erie 8,000-lb steam hammer was installed which made it possible to produce motor car crankshafts more rapidly and also aircraft components including the crankshafts for the Armstrong Siddeley Cheetah engines which were used extensively in British training aircraft. Airscrews and crankshafts continued to be made for Hurricanes and Spitfires and also for the Rolls-Royce Vulture engines, and also many of the parts of the Napier Sabre engines. Muir (1958), 76-77 As the Abbey Works was unaffected by Luftwaffe bombing during the war, it was able to keep up a very high level of aircraft engine and other aircraft casting production during the war.
|
|
Production of the basic fixed-pitch Gipsy Six unit began in 1935, with the engines rated at at 2,400 rpm for takeoff. This was quickly followed by production of the Gipsy Six Series II for use with the hydraulically actuated airscrews that de Havilland were by then producing under a licence acquired from Hamilton Standard in 1934. This was effectively the engine that the company did not have time to develop for the 1934 MacRobertson race, but without the significant increase in compression-ratio needed for the Comet. The Series II unit, while superficially similar to its predecessor, utilised a hollow, splined crankshaft to permit the fitting of the VP airscrew utilising boosted pressurised oil from the engine's dry-sump lubrication system via a pilot-operated control valve.
|
|
After the war, the company diversified; The first departure from the production of airscrews took place in 1950, when small-scale manufacture of electronic vibration-measuring equipment was started for sale to industry at large. These were the by-products of the vibration department, whose experience in electronics was, early in 1952, to provide the nucleus of a team which began the design of guided weapons: besides guided missiles, de Havilland Propellers undertook the manufacture of aircraft cold-air units, turbine-driven electric alternators, radar scanners, electronic equipment, plastic structures—even an experimental 80 ft windmill to derive electricity from the wind. In that year the company received a contract from the Ministry of Supply (MoS) for the development of a compact turbo-alternator to meet electrical power requirements of missiles developed by other companies. In the same year a second contract was received for the development of an infra-red homing head.
|
|