Percival Mew Gull
Страна: Великобритания
Год: 1934

Single-seat high-speed monoplane
Percival. Самолеты семейства Gull
Flight, March 1934
Flight, April 1936
Flight, October 1938
British Sport and Training types

Percival. Самолеты семейства Gull

  Следует также отметить самолет Mew Gull - одноместную гоночную модель с двигателем Napier Javelin 1a мощностью 165 л. с., ее первый полет состоялся в Грейвсенде в марте 1934 года. К июльской воздушной гонке на Королевский кубок на самолет был установлен двигатель Gipsy Six мощностью 200 л. с., и он развил скорость 307 км/ч. За первым самолетом, обозначенным как Type E.1, последовали четыре экземпляра совершенно новой конструкции - Type E.2. Они побили несколько рекордов в гонках и дальних перелетах, включая перелет, выполненный Алексом Хеншоу до мыса Доброй Надежды и обратно за 4 дня 10 часов 16 минут. Сохранившийся Mew Gull пережил войну и несколько аварий, был восстановлен до летного состояния и летает сегодня. Последняя модификация E.3H имела крыло и оперение меньшего размера, а также более узкий фюзеляж.

Flight, March 1934

200 m.p.h. with Napier "Javelin"

  WHAT is probably the fastest British aeroplane of its size and power, the Percival "Mew Gull," was demonstrated for the first time at Gravesend aerodrome on Thursday of last week, when Mr. E. W, Percival flew his latest machine in a gale of wind before a number of press representatives who had travelled down to Gravesend in a coach placed at their disposal by Mr. Percival and the Napier company. On the way down the talk, not unnaturally, turned to the likelihood or otherwise of Mr. Percival flying the new machine in the high wind, gusty at that, which blew over Kent on that day. Doubts were soon allayed, however, when the party arrived at Gravesend, for no sooner had Mr. Percival greeted the visitors than he donned his parachute, got into the machine, taxied down wind without anyone hanging on to the wing tips, turned into wind, opened the throttle and was off. It was a display of sang froid which one has rarely seen equalled. The wind blew probably at 40 m.p.h. at least, gusting to 55-60 m.p.h. On Gravesend aerodrome one had some difficulty in making oneself understood owing to the wind. The strong wind helped the take-off and subsequently the landing, it is true, but the gusts gave Mr. Percival an opportunity to find out very early in the flight how the new machine responded to the controls. As far as could be seen, neither ailerons nor elevator need ever be used to their full extent, and ample reserve of control appeared to be available throughout.
  After taking the machine "upstairs" to try it out at little in the slightly steadier air, Mr. Percival came down and flew across the aerodrome, first down-wind and then up-wind, for the benefit of the photographers, There was no doubt that she was fast. Exactly how fast was difficult to judge in that high wind. A tiny machine is always apt to look faster than it is, while a large machine often looks slower than it is. Bringing the machine in somewhat fast (quite wisely in that gusty wind) Mr. Percival made a very good landing, turned down-wind and taxied in, apparently not bothered by the gusts. The rather high wing loading helped, of course, and a lightly loaded machine would certainly have been blown on to a wing tip.
  After the well-merited applause had died down, the party sought the shelter of the very comfortable club house at Gravesend, where refreshments were served. During these we were able to get a few details from Mr. Percival concerning his latest machine.
  Designed by Mr. Percival himself, and built in his experimental works at the Gravesend aerodrome, the ''Mew Gull," as the new machine is called, is a low-wing cantilever monoplane of wood construction, fitted with a Napier "Javelin" engine of about 165 b.h.p. The machine is intended for the private owner who is a good enough pilot to fly it, and who wants to be able to make prolonged tours at high speed, for the carriage of press photographs from distant parts of Europe in a minimum of time, or possibly for carrying relatively small quantities of valuable and urgent mails.
  In general design the "Percival" resembles somewhat the "Gull," with which Mr. Percival has had such considerable success, but differs in being a single-seater, and in having the pilot's cabin placed very far back, in fact almost in the tail. In spite of this placing of the seat, the view is by no means bad. This is partly due to the use of an inverted, in-line engine, and partly to the fact that the cabin roof is raised a considerable distance above the decking in front of it. From a drag point of view, it is quite likely that the arrangement is good. The critical part of a streamline form seems to be that just aft of the maximum cross-section, as far as excrescences are concerned, and by moving the windscreen well aft, the cabin merges into the tail very neatly.
  With a wing span of only 24 ft., a length of but 18 ft. 3 in., and a wing area of 78 sq. ft., the "Mew Gull" is a very small machine. Yet its cabin is by no means unduly cramped. In the deck fairing towards the tail is a luggage locker, which will take quite a large suit case, if the machine is used for touring, or a fairly bulky parcel of mails or press plates or photographs.
  The petrol tank is in the fuselage, between the cabin and the engine, and holds sufficient fuel for a flight of rather more than three hours. As the machine will probably cruise at about 175 m.p.h., the range is approximately 550 miles. The Napier "Javelin" engine has been used with success in several of the Percival "Gulls," and is the power plant chosen for the "Mew Gull." It drives a Fairey metal airscrew.
  With a gross weight of 1,460 lb. and a wing area of only 78 sq. ft., the "Mew Gull" is naturally not a beginner's machine, but in the hands of a good pilot it should be capable of giving a good account of itself. One can, of course, be fairly certain of seeing several in the King's Cup Race. One would like to see it in the Coupe Deutsch, but the Napier engine is just a little over the 8 litres permitted, although by the use of liners the capacity of the "Javelin" might be brought down to the required capacity.
  The tare weight of the machine is 996 lb., and the load consists of the following:- Petrol 227 lb.; oil 25 lb.; luggage 50 lb.; pilot 162 lb.

Flight, April 1936



  Although the prospective market must necessarily be small, the Mew Gull should appeal to those experienced private owners who require really fast and yet comfortable transport for one and one's luggage. Capt. Percival appears to use it himself for quite normal travel.
  The specification of the Mew Gull is as follows: Weight empty, 1,080 lb.; disposable load, 720 lb.; span, 24ft.; length, 20ft. 3m.; maximum speed, 225 m.p.h.; cruising speed, 190 m.p.h.; landing speed, 58 m.p.h.; initial climb, 1,400 ft./min.; range, 750 miles. Makers: Percival Aircraft Co.. 20, Grosvenor Place, London, S.W.1.

Flight, October 1938

British Sport and Training types


  Although it is usually thought of simply as a racing machine, the Mew Gull may also be used for high-speed touring, for training, and even for mail feeder work, since its payload, in addition to the pilot, is much higher over long non-stop distances than one might expect. The type appeared in the 1934 King’s Cup Race and was the first British civil aeroplane to have a top speed of more than 200 m.p.h. This year, it will be remembered, a specially cleaned-up version, in the hands of Mr. Alex Henshaw, won the race at an average speed of 236.35 m.p.h.
  In spite of its comparatively high wing-loading, the Mew Gull's performance has not been obtained at cost of ease of handling. It can, in fact, be flown safely by any averagely competent pilot. Some of the speed and range figures in the data below are well worth close examination.
  MEW GULL (Series II engine) data :- Standard type E.2.H.: Span, 24ft. 9in.; length, 20ft. 3in.; all-up weight, 2,125 lb.; weight empty, 1,150 lb.; pay load in addition to pilot for range of 860 miles, 483 lb.; maximum speed, 235 m.p.h.; cruising at 7,000ft., 220 m.p.h.; landing speed. 60 m.p.h.; rate of climb, 1.700 ft./min.; and standard cruising range, 860 miles (maximum range, 1,500 miles at 220 m.p.h.). Racing type E.3.M.: Span, 22ft. 9in.; length, 20ft. 3in.; all-up weight, 1,850 lb.; weight empty, 1,150 lb.; payload in addition to pilot for 900 miles, 208 lb.; maximum speed, 245 m.p.h.; cruising speed at 7,000ft., 230 m.p.h.; landing speed, 60 m.p.h.; rate of climb, 1,800 ft./min.; standard cruising range. 900 miles (maximum range, 1,350 at 230 m.p.h.).
Percival Mew Gull G-AEXF photographed near Old Warden in June 1978 by AIK PORTRAITS
Чрезвычайно сложный в пилотировании, особенно на взлете и посадке, когда обзор летчика вперед сильно ограничен, Percival P.6 Mew Gull является классическим гоночным самолетом своего времени. G-AEXF восстановлен до пригодного к полетам состояния.
Essex Aero was responsible for some of the many modifications carried out to Mew Gull G-AEXF.
PRINCE GEORGES ENTRY: The Percival "Mew Gull" which will be flown by Mr. Percival in the King's Cup Race.
FAST TOURING: A glimpse of the "Mew Gull" flying past, with its designer at the controls.
The prototype Mew Gull, G-ACND, was originally powered by a Napier Javelin but later reengined with a 200 h.p. Gipsy Six.
The Percival "Mew Gull" entered for the Race by Prince George in 1934;
This view of the machine indicate that in spite of the location of the cabin, the view diagonally forward is quite good.
200 M.P.H.: Mr. E. W. Percival demonstrated his latest machine, the "Mew Gull" (Napier "Javelin"), in a gale last week.
Percival Mew Gull G-ACND is the subject of photo 2. First flown in March 1934, powered by a 165 h.p. Napier Javelin IA, the aircraft was fitted with a 200 h.p. D.H. Gipsy Six for the 1934 King's Cup race, held that July. G-ACND crashed near Angouleme in France in October 1935. Percival subsequently built a second, completely redesigned Mew Gull, also registered G-ACND.
PRINCE GEORGES ENTRY: The Percival "Mew Gull" (Gipsy Six), although it averaged 191 m.p.h., was not fast enough to beat the handicappers.
ROOM ENOUGH: In spite of the small size of the machine, there is room in the cabin for a large pilot (in this case Mr. Percival himself) wearing his parachute. The luggage locker is in the tail fairing.
PREPARING FOR THE FIRST FLIGHT: Mr. Percival may be seen on the right, donning his parachute before taking the "Mew Gull" up in a gale.
The original prototype Mew Gull, G-ACND, at Gravesend in March 1934.
Bearing the same registration letters, is the E.2 Mew Gull, an entirely new aeroplane that appeared in 1935.
The "Mew Gull" which won the Coupe Armand Esders Race in the hands of the Comte de Chateaubrun.
The redesigned Percival Mew Gull, G-ACND is seen in front of the Gravesend control tower. Built in 1935, 'ND competed in that year’s King's Cup race, coming sixth with an average speed of 209 m.p.h. It was the first aircraft to exceed 200 m.p.h. in this event. It was burnt at Luton after the war.
First away on Friday the speedy Mew Gull; but on Saturday Capt. Percival bad the arduous honour of starting last.
The Mew Gull at Shoreham on Friday.
Much in little, and quickly, too - one of the T.B. refuelling units supplying the Mew Gull.
Scratch and subscratch: Lord Patrick Crichton-Stuart (Hendy Hobo) awaits the fall of the flag in the final of the Folkestone Aero Trophy race, while Captain Percival prepares to start his Mew Gull, which had another ten minutes to wait.
Perhaps one of the best-known racing types in this country is the Percival Mew Gull (200 h.p. Gipsy Six)
Capt. Percival’s Mew Gull - which finished sixth - from an unusual viewpoint.
Capt. S. S. Halse giving his pillar-box-red Mew Gull an airing over a trio of visitors.
OFFICIAL INTEREST. The Percival Mew Gull is the first aeroplane to exceed 200 m.p.h. in the King's Cup Air Race. The photograph shows it being examined at Hatfield with obvious interest by Lord Gorell, chairman of the Royal Aero Club, Sir Philip Cunlifle-Lister, Secretary of State for Air, and Lt. Col. Shelmerdine, Director-General of Civil Aviation.
GROOMING AT GRAVESEND: Capt. Percival superintends the preparation of some of his products for the Schlesinger Johannesburg Race. In the foreground is the 225 m.p.h. Mew Gull to be flown by Capt. Miller, which is receiving a Ratier variable pitch airscrew
View of the Mew Gull G-AEKL. This aircraft was rebuilt after a ground collision with a Hawker Hart at Speke and was finally destroyed by German bombing of Lympne in June 1940.
The Percival "Mew Gull" Single-seat Cabin Monoplane (200 h.p. D.H. "Gipsy-Six" engine).
Campbell Black's tragic Miss Liverpool. The absence of spinners is unfortunate from aesthetic and aerodynamic viewpoints.
View of the Mew Gull G-AEKL. This aircraft was rebuilt after a ground collision with a Hawker Hart at Speke and was finally destroyed by German bombing of Lympne in June 1940.
ZERO HOUR APPROACHES: The scene at Hatfield before the start of the King's Cup Race eliminating contest last Friday. Nearest the camera is Charles Gardner's blue 1936 model Percival Mew Gull which won the final at an average speed of 233.7 rn.p.h.
Gardner's victorious Mew Gull being led in after the finish at Hatfield.
Gardner's winning Mew Gull (Gipsy Six II).
Another comparison: Henshaw’s Mew, which differs from Guthrie’s (see opposite), notably as regards spinner, cowling, spats and cockpit enclosure.
Этот самолет был зарегистрирован своим южноафриканским владельцем в мае 1937 года как ZS-AHM и носил имя "The Golden City". Ныне Mew Gull, переживший Вторую мировую войну, имеет регистрацию G-AEXF. Он был восстановлен до летного состояния и ныне сдан в аренду в коллекцию "Shuttleworth".
Three Percival Mew Gulls - two with Series II Gipsy Six engines - are entered. This view is of Alex Henshaw's machine with Series I engine.
Percival Mew Gull
Mr. A. Henshaw taxies his Mew Gull (a la racehorse) up to the line at Ronaldsway. He made fastest time in this machine, which was flown (with v.p. airscrew) by Major Miller in the South Africa race.
Mew Gull, seen here in its original form before modifications by Jack Cross of Essex Aero turned it into a different aeroplane.
Another comparison: Henshaw’s Mew, which differs from Guthrie’s (see opposite), notably as regards spinner, cowling, spats and cockpit enclosure.
ESSEX AERO LTD. were responsible for the preparation and modification made to MR. ALEX HENSHAW'S "MEW GULL" WINNER OF THIS YEAR S KING S CUP AIR RACE at the record average speed of 236.25 m.p.h.
The Mew seen at closer quarters at the Shuttleworth Collection's Gipsy Air Day on June 3, 1990, where a brake snag limited it to taxying.
Percival Mew Gull G-AEXF takes off past a distinctive Old Warden backdrop on the afternoon of June 19, 1990, on its first flight since restoration to Cape configuration. Owner Desmond Penrose was at the controls.
The winning Percival Mew Gull;
Percival Mew Gull G-AEXF is one of the most famous British racing aeroplanes of all. This photograph, probably taken in 1937, shows the Mew after early modifications made by Essex Aero during that year.
Percival Mew Gull G-AEXF at Blackbushe on arrival from Lyon on July 2, 1950, a journey made by the grace of God and Doug Bianchi - actually Hugh Scrope was the pilot! The 3 1/4 hr flight was the aircraft’s first since 1939. There was no luxury of a local test flight and it was Scrope’s first flight in the racer. Doug Bianchi’s view was that if the pilot was going to crash it was better to do it landing at home! The Mew is seen here still in its Cape record configuration.
Capt. Percival's Mew Gull, which finished third in the final and which made the fastest actual speed on both days.
Fast, yet comparatively docile, the Percival Mew Gull can carry a useful load over long distances. Variations of the type have won the King’s Cup in the last two successive years.
Mew Gull G-AFAA was the sixth and last of its type built. Designated Type E.3H it had a smaller wing, smaller tail areas, a narrower fuselage and was powered by a 205 h.p. D.H. Gipsy Six Series II engine. Built in 1937 the aircraft was burnt at Luton on July 7, 1945.
The first and last. In the foreground, G-AFAA, the last Mew Gull built; in the background the prototype Q.6 G-AEYE, seen at Hayes in 1939.
Variety: Sqn. Ldr. Gillan’s Hurricane flies over an International Air Freight Condor; on the left is Capt. Percival’s Mew Gull, and in front of the Condor is a Magister.
The oxide-finished E.3H Mew Gull, later G-AFAA, in early 1937.
Halse's Mew Gull
No 13. Airspeed Envoy G-AENA in company with Percival Mew Gull ZS-AHO, Baragwanath at Portsmouth on the eve of the Portsmouth to Johannesburg Race in September 1936.
The Percival Mew Gull illustrated has one of the new Series II Gipsy Six engines.
Swinging the Ratier airscrew of Major Miller's Mew Gull. Note the impressive spinner covering the pitch-operating electric motor.
Family affair: Miss Pearl Henshaw, "Pop" and Alex, clean down their Mew Gull at Baldonnell.
Percival Mew Gull G-AEXF in the workshops of Skysport Engineering on February 26, 1986. Skysport are to restore the Gull for new owner Desmond Penrose.
Giles Guthrie shows some visitors round the Mew Gull.
RECIPROCITY: Mr. G. de Havilland, the winner, does the handshaking act with Mr. Henshaw (in the Mew Gull) for the newspaper photographers' benefit at Cardiff.
Giles Guthrie, who brought his Mew Gull into second place at 220.5 m.p.h.
Alex Henshaw, with the Mew Gull, added another line to his long list of "fastest times" by averaging 208 m.p.h. He finished sixth.
Mr. Gardner, photographed at the start.
Major Miller, who is flying No.1 Mew Gull in the race, and Capt. E. W. Percival, who has more machines in the race than any other constructor.
Capt Edgar Percival, hat and all, seated in Mew Gull G-AFAA.
Snugly ensconced in the cockpit of his pet Mew Gull - Capt. Percival in his complete racing outfit, the two major features of which are a trilby and the well-known smile.
The Face at the Window is that of Capt. E. W. Percival (and why shouldn't one wear a respectable hat in a 215 m.p.h. aeroplane?)
Interior view of the cabin of H.R.H. the Duke of Kent's Mew Gull, which Capt. Percival flew into sixth place at 208.91 m.p.h. On the left side of the cabin floor is the flap operating lever.
Arrangements for the comfort and safeguarding of a Mew Gull pilot. Not the least interesting feature the Irvin chair-type parachute.
The instruments and controls of Gardner's Mew Gull. The majority of instruments, unless otherwise indicated, are Smith's :- (1) Reid and Sigrist turn-and-bank indicator, (2) Airspeed indicator. (3) Altimeter - another is concealed by the card at the foot of the panel. (4) and (5) Air intake temperature switch and indicator. (6) Fuel gauge - another is hidden on the extreme left of the panel. (7) Clock. (8) Air intake and flame-trap control. (9) Airscrew pitch control. (10) Tail trimmer. (11) Compass. (12) Stop watches (13) Throttle and altitude controls. (14) Ignition switches. (15) Oil pressure. (16) Sperry directional gyro. (17) Boost pressure gauge. (18) Engine rev. indicator. The flap control, not visible in this view, is below the throttle controls.
The sad remains of Percival Mew Gull G-AEXF near Old Warden on July 17, 1991. Miraculously, pilot Desmond Penrose escaped uninjured.
Venturi tube on a swivelling mounting on Henshaw's Mew Gull.
Exterior view of the cabin of H.R.H. the Duke of Kent's Mew Gull, which Capt. Percival flew into sixth place at 208.91 m.p.h.
The modified empennage on the Percival "Mew Gull."
The air intake in the cowling of Capt. Percival's Mew Gull, near the airscrew, gives a boosting effect.
Mew Gulls’ beaks - in comparison. Reading on the right are Percival's and Guthrie's, and below is Henshaw’s.
The news that Lord Wakefield has presented to the R.Ae.C. a cheque tor L250 to be awarded to Capt E. W Percival as a special Prize in recognition of his performance in the King's Cup race lends interest to this general arrangement drawing and data - not generally known - of the Mew Gull. It will be recalled that, although he was not placed in the Final, Capt. Percival averaged 208.91 m.p.h. over the 350 miles and made the fastest lap of the day with a speed of 211.2 m.p.h. The machine was entered for the race by H.R.H. The Duke of Kent