Short SB.5
Short - SB.5 - 1952 - Великобритания
Страна: Великобритания
Год: 1952

Единственный экземпляр
Short. Экспериментальные самолеты 1951-1957

   Следующий самолет, S.B.5, оснащался ТРД Rolls-Royce Derwent и служил в качестве летающей лаборатории для отработки стреловидного крыла, разработанного для самолета English Electric P.1 Lightning. S.B.5 имел неубирающееся шасси, крыло с изменяемой стреловидностью (стреловидность фиксировано менялась - 50°, 60° и 69°) и стабилизатор, который отрабатывался в нескольких положениях (верхнее и нижнее). Первый полет состоялся 2 декабря 1952 года, а чуть позже на самолет установили более мощный двигатель Bristol Orpehus. После успешного завершения отработки конфигурации P.1 (такое обозначение получил перспективный истребитель-перехватчик в официальной документации) самолет S.B.5 использовался для испытаний в британской Школе летчиков-испытателей.
The SB.5 in its flight configuration, ie high-set tail and 50° sweep.
SB.5 в конфигурации, предлагавшейся для P.1 специалистами авиационного НИЦ в Фарнборо, - стреловидность крыла 50° и Т-образное хвостовое оперение.
The CHARLES E. BROWN study portrays Short S.B.5 WG768, built for low-speed trials of the English Electric P.1 wing in various configurations. It is now in the Cosford Aerospace Museum.
Another view of the SB.5 in flight in 60°, T-tail configuration. Designed only for low speed flight investigation, sorties rarely took the aircraft above 5,000ft. (1,525m)
Экспериментальный самолет "Шорт" S.B.5 с Т-образным оперением
The SB.S research aircraft, with tailplane in the "high" position.
Самолет S.B.5 предназначался для отработки различных вариантов крыла и хвостового оперения, планируемых к установке на прототип P.1 будущего истребителя Lightning.
Two views of WG768 with the 60° swept wing. In this form the S.B.5 was first flown on July 29, 1953, by the late Tom Brooke-Smith who, on September 5, took WG768 to make its Farnborough SBAC display debut.
The SB.5 in its flight configuration, ie high-set tail and 50° sweep.
Air-to-air views of the Short S.B.5 in its original form, taken by Charles E. Brown. WG768 is seen with the 50° swept wing and full-span leading-edge droop of 20°. The incidence of the delta-shaped tailplane could be altered in flight through a 20° arc. The S.B.5 was powered by a single Rolls-Royce Derwent 8 of 3,500lb static thrust (at sea level).
The SB.5 in its second guise, 60° degree sweep, but still with the RAE-favoured T-tail.
С крылом со стреловидностью 60° испытывались варианты с нижним и верхним расположением стабилизатора, а с крылом со стреловидностью 69° (на снимке) - только с нижним его расположением.
Final stage, a rearward aspect of the SB.5 after its rebuild, 1960. It now carries a wing sweep of 69°. the low-set tail, Orpheus engine and other refinements.
Still with the 60° swept wing, WG768 is seen with the fixed leading-edge wing root flaps. These were movable on the first P.1A, but were not adopted for the Lightning.
The Short SB/5 (WG768) festooned with measuring equipment.
On show at the 1954 SBAC display with low-set tail and 60° sweep - by this time the P.1A had flown.
Two views of WG768 airborne with the 69° swept wing. Painted gloss blue, it took to the air in this form for the first time on October 18, 1960, in the hands of Denis Tayler of the RAE Aero Flight.
Та же машина со стабилизатором, установленным на фюзеляже
The sole Short SB.5, WG 768, seen in its final form, with wings swept at 69 degrees and a low set tailplane. Built specifically as a low speed research vehicle to test the aerodynamics and handling of English Electrics P.IA prototype for the Lightning, the SB.5 was to prove highly successful. First flown on 2 December 1952, just short of twenty one months ahead of the P.IA. The SB.5 was initially powered by 3.600lb s.t. Rolls-Royce Derwent. but when ultimately re-configured as shown in 1957, was refitted with a 5.000lb s.t. Bristol Orpheus. Initially flown with a 50 degree wing sweep and a delta planform tailplane atop the fin and rudder, the SB.5 had by January 1954 been reconfigured to have a 60 degree wing sweep, plus low set tailplane as in the P.IA. In this form, the machine was to provide English Electric's chief Test Pilot. Wg. Cdr. Roland Beamont 22 opportunities to experience the P. lA's low speed handling prior to its early August 1954 maiden flight.
WG768 in dark blue or black gloss finish and bearing the number 28, as flown during its two-year stint with the ETPS. This photograph is dated September 1969.
WG768 in the static at Finningley after retirement from ETPS. The aircraft still carries the ETPS fleet code and the overall blue colour scheme adopted during the 1958-1960 rebuild.
Экспериментальный самолет SB.5 с палубным оперением
Today the SB.5 is preserved at the Aerospace Museum, Cosford, albeit in an overall natural metal colour scheme. The aircraft never flew in this guise.
Lightning lineage at Cosford: from front to back, Short SB.5 WG768, English Electric P.1A WG760 and Lightning F.1 XG337.
A scene at RAE Bedford, foreground left to right: the second SC.1 XG905; SC.1 test-pilot Tom Brooke-Smith; the Rolls-Royce 'Flying Bedstead'. Background; left to right: Vickers Varsity; Shorts SB.5; Hunter F.6 WW598; Lightning F.l from the development batch.
The SB.5 in its flight configuration, ie high-set tail and 50° sweep. Lower sideview shows WG768 in its final state - low-set tail and 69° sweep-back. All views emphasise the twin nose probes which measure 7ft (2.1m) in length. On the layouts, the aircraft is shown carrying pylon-mounted asymmetric load cannisters, which were designed to carry as much as 420lb (190kg). It is believed these were used only after WG768 arrived at RAE Bedford in August 1956, ie when the aircraft was at 60° sweep with low-set tailplane.
Three-view of WG768 in the condition prevailing at December 1952, the time of its maiden flight. The wing-sweep is 50°, with a full-span 20° leading-edge droop and the tailplane in the fin-top position.
Left side view, and right plan view of the 60°- sweep version after October 1953’s modification to incorporate the fixed leading-edge flap and 20° droop. The tailplane is in the low position, where it remained thereafter.
A three-view showing the September 1960 appearance, with 69° wing-sweep in “clean” configuration and leading-edge notch. The blue finish remained until the aircraft joined the ETPS.
Undercarriages are in “flying attitude” and not under compression. Rakes are shown as applicable to the wing-sweep / tailplane position combination of each illustration.