By A. K. Kundu, S. Raghunathan
Plane layout three (2000) 261 - 273
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Extra resources for A proposition in design education with a potential in commercial venture in small aircraft manufacture
The potential market lay in Europe and the north-eastern states of America, where the distance between city-centres is generally less than 200 miles/320km. Following the end of the Second World War, most of the European airlines were extensively equipped with surplus military aircraft adapted for civil use, the predominant type being the Douglas DC-3/C-47 Dakota, which, as a civil aircraft, could carry between twenty and thirty passengers. It was clear that most of these aircraft provided only an interim solution, and would have to be replaced fairly promptly.
Construction was of light alloy throughout, with front and rear spars built up of plate webs and extruded booms, the structure being formed with pressed sheet alloy ribs. Attachment points were provided at the outboard ends of tailplane spars for the vertical fins and rudders. The horizontal stabiliser was fitted with elevators. An early drawing of the tailplane structure. By the time the prototype was completed wind tunnel tests had shown that additional fin area was required and the upper fins were fitted.
Working from the design office at Hayes, and the White Waltham test site, the Fairey Jet research group designed and tested a range of pressure jet systems, which would emerge on the ultra-light helicopter and the Rotodyne. Following the loss of the prototype Gyrodyne in 1949, the second aircraft became available for use as a test vehicle. The basic shape of the Gyrodyne was retained, as was the Alvis Leonides nine-cylinder radial engine. This was adapted to drive two Rolls-Royce Merlin compressors, which provided air for the tip-jets.
A proposition in design education with a potential in commercial venture in small aircraft manufacture by A. K. Kundu, S. Raghunathan