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Страна: Великобритания

Год: 1912

Единственный экземпляр

A.Jackson Avro Aircraft since 1908 (Putnam)

Avro Type G

  A. V. Roe’s second cabin aeroplane was a two seat biplane designed specifically for the Military Aeroplane Competition of August 1912, and today historically important as the world’s first cabin biplane. Very similar structurally to the Type F, the fuselage filled the whole mainplane gap and was again very narrow with a maximum beam of 2 ft 3 in tapering to only 15 in at the front end. This was made possible by the use of a slim inline engine mounted on steel bearers and enclosed in louvred cowlings with the main exhaust taken over the roof. As on the Type E prototype, cooling was by means of spiral tube radiators on each side of the cabin, entry to which was through triangular doors hinged to slanting struts in the sides of the fuselage. Mainplanes, undercarriage and tail unit were identical with those of the Avro 500. Once again there was no vertical fin and the steel shod rudder also acted as tail skid. Lateral control was by wing warping with a maximum warp at the tip of 18 in.
  Two Type G biplanes were laid down. One with a 60 hp Green engine to be flown by Wilfred Parke with competition number 6 and a second, numbered 7, for R. L. Charteris of the All-British Engine Co Ltd with a 60 hp A.B.C. eight-cylinder engine. Unfortunately this A.B.C. engine was not ready in time and as a matter of expediency No.7 was completed with the Green engine in place of No.6.
  There was no time for test flying and the aeroplane was delivered in a crate direct to the competition ground at Larkhill on Salisbury Plain and there flown for the first time by Wilfred Parke. On August 7, 1912, he took off at the start of the 3 hours endurance test but after half an hour turbulent conditions compelled him to give up. Hurriedly landing down wind, he overturned and so damaged the machine that it had to be sent back to Manchester for repair. Exactly a week later on August 14, the machine returned, no doubt incorporating many components of the unfortunate No.6. During the resumed trials Parke demonstrated the machine’s all-weather qualities by flying in a rainstorm for 37 minutes and for half an hour in a wind of 40 mph.
  At 6.04 a.m. on Sunday August 25, 1912, Parke again started on the endurance test carrying Lt Le Breton as passenger. Just after 9 a.m. he commenced a series of steep dives to relieve the monotony and in so doing spun off a turn, but Parke’s cool head and analytical mind were equal to the situation and he soon discovered that if the stick were central, recovery was possible by applying full opposite rudder. He was the second pilot to survive a spin but the first to do so before competent observers. In the ensuing discussions he gave a lucid account of what had taken place and today ‘Parke’s Dive’ is recognised as an important milestone in the development of flying techniques. Later in that eventful day H. V. Roe flew as passenger to Upavon and became the first person to type a letter in an aircraft in flight.
  The Type G cabin biplane was an easy winner in the assembly test in a time of 14 1/2 minutes compared with the 9 hours 29 minutes of the Farman biplane and although the accident left insufficient time for the compilation of all the required data, the Avro company was awarded £100 for attempting all the tests. The Type G failed to secure a major award because the initial rate of climb was poor (9 min 30 sec to reach 1,000 ft).
  F. P. Raynham flew the machine home to Shoreham on October 11 but it had been in the open for so long that both engine and rigging needed attention. He therefore took the machine to Brooklands for adjustments on October 21 in 45 minutes and next day made an attempt to win the British Empire Michelin endurance prize. A broken water connection ended the flight after 3 1/2 hours but on October 24 he established a duration record for all-British aeroplanes with a time of 7 hours 31 minutes. Competing against Harry Hawker in the Sopwith Wright biplane, Raynham flew round Brooklands all day with the Green engine throttled right back to conserve fuel until forced to land through shortage of oil. His record stood for only an hour as Hawker went on to establish a new record of 8 hours 23 minutes and win the £500 prize. The Type G biplane was afterwards flown back to Shoreham where it was last heard of in February 1913 hangared with the Type D biplanes of the Avro School.


SPECIFICATION AND DATA
   Manufacturers: A. V. Roe and Company, Brownsfield Mills, Great Ancoats Street, Manchester; and Shoreham Aerodrome, Sussex
   Power Plant: One 60 h.p. Green
   Dimensions:
   Span 35 ft. 3 in. Length 28 ft. 6 in.
   Height 9 ft. 9 in. Wing area 335 sq. ft.
   Weights: Tare weight 1,191 lb. All-up weight 1,792 lb.
   Performance:
   Maximum speed 61.8 m.p.h. Initial climb 105 ft./min.
   Range 345 miles
   Production: One aircraft only, second machine not completed

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Описание:

  • A.Jackson Avro Aircraft since 1908 (Putnam)
  • M.Goodall, A.Tagg British Aircraft before the Great War (Schiffer)
  • P.Lewis British Aircraft 1809-1914 (Putnam)
  • Jane's All The World Aircraft 1913
  • Журнал Flight
  • Журнал - Flight за 1912 г.

    Taking home the wreckage of the Avro biplane to Manchester, where Messrs. A. V. Roe and Co. tackled the "problem," and had it on its way back to Larkhill by Wednesday evening. The Avro firm need not be Included in the "Wake up England" admonition!

  • Журнал - Flight за 1912 г.

    Key map illustrating the flight of the Avro biplane which terminated in the spiral dive. Inset on a larger scale is a lettered diagram of the dive to which reference is made in the text.

  • Журнал - Flight за 1912 г.

    The above sketch was drawn from a paper model of a monoplane, as it is exceedingly difficult to convey an impression of a spiral path and banking in one view, and at the same time to show the position of the controls. In Parke's dive, the machine was an Avro tractor biplane. The elevator was hard up, and the rudder hard over to the pilot's left at first and eased off half way later. As a last resource, within 50 ft. of the ground the pilot ruddered hard over in the opposite direction, i.e., outwards, which instantly brought the machine on to a level keel and in lateral trim. The engine was working on open throttle all the time and the warp was normal. The pilot had one hand only on the control (the other being placed on the body strut to steady himself), which was drawn right back against his chest to elevate, and although he could have warped by turning the wheel with one hand, he did not consciously do so.

  • Журнал - Flight за 1913 г.

    The Avro all-enclosed biplane.

  • Журнал - Flight за 1912 г.

    THE AVRO MILITARY BIPLANE. - Plan and Elevation to Scale.