Gloster Goring
Страна: Великобритания
Год: 1927

Единственный экземпляр
Прототип двухместного дневного бомбардировщика/торпедоносца
Gloster Goring
Flight, May 1928
Flight, July 1928

Gloster Goring

Под обозначением Gloster Goring компания разработала и построила в инициативном порядке прототип двухместного бомбардировщика/торпедоносца в рамках требований, предъявляемых по спецификации 23/25. Самолет представлял собой одностоечный неравнокрылый биплан, преимущественно деревянной конструкции, с неубирающимся шасси с хвостовым костылем и первоначально оснащенный звездообразным двигателем Bristol Jupiter VI. Прототип самолета (J8674) совершил первый полет в марте 1927 года, он оснащался уже двигателем Bristol Jupiter VIII мощностью 460 л.с. (343 кВт), но конкуренции с представленными на тендер самолетами компаний "Handley Page", "Hawker" и "Westland" он не выдержал. Однако позже самолет с этой же силовой установкой был оборудован двухпоплавковым шасси и прошел новый цикл испытаний, после чего был приобретен Министерством авиации в сухопутном варианте, но с двигателем Bristol Jupiter XF мощностью 575 л.с. (429 кВт). Впоследствии самолет использовался в Филтоне в качестве летающей лаборатории для отработки двигателей и оснащался в разное время двигателями Mercury VIIA мощностью 745 л.с. (556 кВт), Pegasus Н мощностью 570 л.с. (425 кВт) и Perseus IIL мощностью 670 л.с. (500 кВт).


  Gloster Goring (прототип самолета сухопутного базирования)

  Тип: прототип двухместного дневного бомбардировщика/торпедоносца
  Силовая установка: один 9-цилиндровый звездообразный ПД Bristol Jupiter VI мощностью 425 л. с. (317 кВт)
  Летные характеристики: макс. скорость на высоте 1220 м - 219 км/ч; практический потолок 5030 м; продолжительность полета на высоте 4570 м - 6 ч 30 мин
  Масса: пустого 1322 кг; максимальная взлетная 2358 кг
  Размеры: размах крыла 12,80 м; длина 9,14 м; высота 3,51 м; площадь крыльев 41,81 м'
  Вооружение: один фиксированный стреляющий вперед 7,7-мм пулемет Vickers и один 7,7-мм пулемет Lewis на шкворневой установке в задней кабине, плюс - на серийном варианте - до четырех 51-кг бомб под крылом, а в варианте торпедоносца-бомбардировщика - одна торпеда под фюзеляжем (это требовало модификации основных опор шасси)

Flight, May 1928

A Long-Distance Bomber Available as Landplane or Seaplane

  DESIGNED originally as an aeroplane long-distance bomber, the Gloster "Goring" has more recently been fitted with a twin-float undercarriage and tested as a seaplane. The results have been particularly satisfactory, so that there is now available to any nation requiring a high-performance long-range two-seater a machine of very considerable merits. Both the landplane and the seaplane versions are fitted with the Bristol "Jupiter" engine. In this connection, however, it should be pointed out that although the photographs of the machine in its two forms show a "Jupiter VI," the machine was originally designed for the geared "Jupiter VIII" and the performance figures given at the end of these notes relate to the machine fitted with the geared engine.
  Aerodynamically the "Goring" is characterised by its "clean" appearance, which shows unmistakable traces of the Gloster company's experience in the design and construction of racing aircraft. For instance, the down-swept lower wing roots, thickened up and faired into the fuselage, are strongly reminiscent of those of the "Gloster IV," although less pronounced. The single-bay biplane arrangement also is instrumental in reducing drag, as are the petrol tanks let in flush with the wing surface of the top plane. The fuselage itself is of good shape and projections have been kept down to a minimum. For the rest, the "Goring" is of fairly normal British design, with the exception, perhaps, of the wing section used, which is a modified Joukowsky aerofoil of fairly deep camber giving a high maximum lift.
  Constructionally the "Goring" is a straightforward structure, built in the main of wood with metal fittings, but designs are now in hand for producing the machine in all-metal construction, should potential purchasers desire this to be incorporated.
  Reference has already been made to the down-curved lower wing roots. While doubtless these have an aerodynamic advantage, they also have their practical utility. Thus an inspection of our photographs will indicate that to the outer ends of these wing roots are attached the struts of the undercarriage, the loads being transmitted to the fuselage structure by short sloping struts. The attachment so far outboard of the undercarriage struts has the advantage that the angle of the struts is very small, although the wheel track is wide.
  At present the undercarriage is of the axle type, but we believe that should it be desired to convert the machine into a light torpedo-plane, a split type of undercarriage could be fitted. Obviously the machine would not be able to carry a very large torpedo, but by reducing the amount of fuel carried, and adding the load thus made available to the bomb load already provided (690 lb.), quite a respectable torpedo might take the place of the present bomb load, especially as the low landing speed would appear to indicate that the machine could be considerably overloaded without putting up the landing speed to a prohibitive figure.
  Another advantage of the undercarriage attachment adopted in the "Goring" is that the lift wires can be, and in fact are, anchored to the outer ends of the wing roots, thus placing them at a better angle and thereby reducing the compression loads in the top spars. In the case of the seaplane version, an additional pair of struts is attached forward to the engine bulkhead. The floats are of all-Duralumin construction, and are similar in design to those used on the “Gloster IV" Schneider machine. They are, it is almost superfluous to state, anodically treated to resist corrosion.
  As already mentioned, the petrol tanks are housed in the top plane, one on each side and some little distance out from the centre. Thus direct gravity feed is employed, while the distance from tanks to engine is so considerable as to reduce greatly any risk of fire in the case of a crash.
  The pilot's cockpit is the forward one, and as the top of the fuselage slopes down towards the engine, the forward view is very good. The cut-out trailing edge gives an upward view, while the gunner is placed so far aft that he is clear of the wings, and has a good view in all directions. Although not of large cross-sectional area, the fuselage is roomy, and there is ample room inside for the camera, wireless and other gear with which the machine is equipped. The seats are adjustable so that the occupants can raise or lower themselves as desired. The gunner's seat disappears, when not in use, thus leaving the cockpit free for fighting. There are two positions for the gunner: one in the cockpit for operating the Lewis gun, and another prone position for bombing. The pilot's armament consists of a Vickers gun mounted on top of the fuselage and firing through the propeller.
  Special attention has been paid to the controls, which are mounted in ball bearings to reduce friction. Swaged rods are used everywhere, cables not being employed at all. Generally speaking all control wires run perfectly straight to their points of attachment, but in the few cases where a definite bend has to be negotiated short lengths of chain passing over sprockets are used instead of fairleads; lubrication is by Tecalemit high-pressure greasing wherever possible. In the case of the elevator, for example, the four hinges are connected together by a long hollow hinge-pin running the full width of the elevator and the outer end of the hollow pin carrying the Tecalemit fitting. Thus the one point of application greases all the fittings in the elevator.
  Concerning performance, the following data will tell their own story. The speed range is, it will be seen, a wide one, i.e., approximately 2-7 : 1, and the top speed is good, both for the landplane and the seaplane. In view of the long range (6 1/2 hrs. at 15,000 ft., with full load) the bomb load is also very good, amounting to approximately 1 1/2 Ib./h.p.
  Leading Particulars of the Gloster "Goring" Landplane and Seaplane
   Landplane Seaplane
  Engine "Jupiter VIII" "Jupiter VIII"
  Wing span -
   Top 42 ft. (12-8 m.) 42 ft. (12-8 m.)
   Bottom 33ft.4in. (10-15m) 33 ft 4 in. (10-15 m.)
  Chord -
   Top 7 ft. (2-13 m.) 7 ft. (2-13 m.)
   Bottom 5 ft. 9 in. (1-75 m.) 5 ft. 9 in. (1-75 m.)
  Gap 5 ft. 10-5 in. (1-79 m.) 5ft. 10-5 in. (1-79m.)
  Wing area 450 sq. ft. (41-8 m.2) 450 sq.ft. (41-8m.2)
  Tankage, petrol 150 gals. (680 litres) 150 gals. (680 litres.)
   oil 14 gals. (63-5 litres) 14 gals. (63-5 litres.)
  Total loaded weight 5,600 lb. (2,540 kg.) 5,6501b. (2,570 kg.)
  Wing loading 12-43 lb./sq. ft. (60-7kg./m) 12-55 lb./sq. ft. (61-4 kg./m2)
  Power loading 11-8 lb./h.p.(5-35 kg./h.p.) 11-9 lb./h.p. (5-41 kg./hp.)
  Speed at 4,000 ft. 136 m.p.h.(219 km./h.) 132 m.p.h. (213 km./h.).
  „ 10,000 ft. 133 m.p.h. (214 km./h.) 129 m.p.h. (208 km./h.).
  „ 15,000 ft. 122 m.p.h. (196 km./h) 119 m.p.h. (192 km./h.).
  Climb to 4,000 ft. (1,220 m.) 4-5 mins. 4-8 mins.
  Climb to 10,000 ft. (3,050 m.) 13-1 mins. 14-2 mins.
  Climb to 15,000 ft. (4,570 m.) 27-5 mins. 33 mins.
  Service ceiling 16,500 ft. (5,032 m.) 15,500 ft. (4,720 m.).
  Landing speed 51 m.p.h.(82 km./h.) 49 m.p.h. (79 km./h.)
  Duration at 15,000 ft. (4-570 m.) 6-5 hours 6-5 hours.

“Everling Quantities"
  "High-speed Figure" 16-9 15-0
  "Distance Figure" 4-3 4-25
  "Altitude Figure" 6-0 5-75

Flight, July 1928

One Bristol "Jupiter" Engine

  THE Gloster "Goring” is a high-performance two-seater reconnaissance or bombing landplane or seaplane fitted with a 450-h.p. geared "Jupiter" engine. It can readily be adopted to fulfil several other purposes, e.g., torpedo carrying, by changing the essential equipment.
  It has very clean lines, excellent proportions, and a very good performance.
  The construction is mainly of wood with steel fittings, but the all-metal version is under way.
  The fuselage is very roomy, with ample space for fitting camera, wireless, bomb gear, and the various equipment necessary for long-distance navigation. The pilot's seat is adjustable in flight. The observer's seat can be shot into a concealed position by an easy release, leaving him full freedom for fighting.
  The pilot has an excellent view forward and downward and also laterally for formation flying.
  The gunner has an unobstructed downward view behind the trailing edge of the bottom wing. He has two stations, one above the fuselage with a scarff ring, and one at the bottom of the fuselage with bomb sights, etc.
  The wings are of the single-bay type of unequal chord and span and slightly staggered. The wing section is of the high-lift Joukowski type modified. Fuel tanks are completely housed in the upper wings.
  All controls are housed in the wings or fuselage, unexposed to accidental damage.
  Armament consists of one Vickers gun on the top of the fuselage firing through the propeller and one Lewis gun on rotating mount in rear cockpit. Provision is made for bomb racks to carry 690 lbs. (314 kg.) bombs.
  Floats are of Gloster design, and construction entirely of duralumin anodically treated.
THE GLOSTER "GORING"AS A LANDPLANE: The single-bay bracing, down-curving wing roots, streamlined "nose" and general "cleanness" bear testimony to Gloster racing experience applied to service types. The engine is a Bristol "Jupiter."
GLOSTER GORING. The Goring was a private venture to replace the Hawker Horsley, then (1927) in service as a light bomber with the R.A.F. The Air Ministry intimated, however, that the engine they would like to see installed was the Bristol Orion fitted with an exhaust-driven supercharger. Accordingly, one Goring airframe was so equipped, but due to the failure of the Orion and its supercharger, this particular variant was not proceeded with. Another Goring, powered with a Bristol Jupiter 8-geared engine, met with very much more success.
As a bomber, the Goring carried 700 lb. of bombs; in addition, the observer had a Vickers machine-gun carried on a rotating mount in the rear cockpit, and provision for a second gun firing through the bottom of the fuselage. In this condition the Goring had a duration of 6 1/2 hours at 15,000 ft. At a later stage the Goring was converted into a twin-float seaplane, still powered by a Jupiter 8. This decreased the maximum speed by only 4 m.p.h. and made similarly small alterations to performance figures of the land plane. The floats were of Gloster design and were made entirely of anodised duralumin . Unfortunately. the Goring was never accepted as a production aeroplane, and although this second aircraft was taken over by the Ministry for research work in connection with engines, the type was not ordered into production. Span 42 ft.; gross weight 5.400 lb.; max. speed 123 m.p.h.
The Gloster "Goring" as a Seaplane: Side view of the machine on the beach. Note the bombs suspended under the bottom plane.
Gloster G.25 Goring проектировался под спецификацию от 1925 года на торпедоносец-бомбардировщик, в серию не пошел, но активно использовался как летающая лаборатория.
The Gloster "Goring" about to go out for a flight over Southampton Water.
OFF FOR FULL-LOAD TRIALS: The Gloster "Goring" taxying out for a start. In this and the other photographs the machine is shown with Bristol "Jupiter VI." Actually it was designed for, and can be obtained fitted with the "Jupiter VIII" geared engine, when an even better performance, particularly in the matter of take-off and climb, is obtained.
REPRESENTATIVE TYPES OF BRITISH AIRCRAFT: 1. The Gloster "Goring-Jupiter" two-seater seaplane.
THE GLOSTER "GORING" SEAPLANE IN FLIGHT: These photographs were obtained during full-load trials over Southampton Water. The pilot was Mr. Rex Stocken.
Gloster "Goring" Seaplane