So trying to read the NACA3G26 diagram, the blade designs for the 14ft prop were:

6159, 6173
6223, 6559
6283 – NACA Tip

Just trying to read the numbers – you may have a better resolution file to work from.

Regards

Graeme

Hmmm, that’s a few beers!

Thanks Errol, the video came out fine!! Its a pity the Beardmore did not respond kindly to the tickles and flicks and spins! And the Scottish Express proved the point that they can be run easily and drop to low revs and still keep purring. Ad it is an effort to coordinate planes and cars just to get there and back in one day. Quite an effort – and a cost too! Well done for sharing all the pics of these wonderful machines. A much better day on the Sunday, the weather looked great and not too much crosswind about 🙂

The monocoque shape is much the same between Typhoon and Tempest versions and the construction is similar (listed on the drawing as Typhoon and Tempest models as well, although dependent on the date of the drgs and revisions), but the Transport Joint – is much stronger for the Tempest, than for the Typhoon we are rebuilding.

For the Typhoon, the original 4 piece Transport Joint frames were from 20 SWG C shaped sections 1-3/4″ deep, back to back, 2″ apart, with the skin overlapped and riveted including an inner 2″ strap of 18SWG as a backing plate. This was weak and sensitive to fatigue. But the Tempest used unequal Angle frames of around 2.5mm (0.1″) which must be nearly 12 SWG or similar. These angle frames were tapered thinner at the dorsal and ventral joints to improve ease of forming, and backed against each other with 70 holes morse No10 for the blind riveted joint in the radial flanges. A much stronger design. It really needs a sketch to show the difference. Later – I am at my desk at work LOL!

The first set of frame drawings Frame “A” through to Frame “M” have been sent through. It was difficult to get a 4′-6″ x 3′-3″ frame (“A” approx O/A dim) onto a piece of A0 draughting size paper (approx 46.8″ x 33.1″)! Since the elements of each frame are sections riveted together, I have been able to pull them out of the complete ellipsoidal drawing and place side by side inside the drawing limits together with overall length dimensions to ensure accuracy of the printed items. More drawings to come for jig fitups with dimensions for re-creation, and final sighting forms of the complete frame external flange form (due to varying fuse angles around the perimeter) – obviously to be in “cut sections” for most frames to again fit inside drawing limits. This is to confirm the final form against an overall outer shape taking into count the angle variations around the perimeter and the material gauge thickness.

The other original method is to use heavy paper and rules and squares and measurements and pencils! Data is all in a table of offsets. Ian has been using this traditional method on smaller elements.

We are underway!

Unloaded – including his second Napier Sabre (green) which appears to be a Mk VII vs the Mk V the black one could be (single sided entry centrifugal compressor, but no water/methanol injection). Just my observations, willing to be proved wrong 🙂 Both “modern” end of war builds ’44+ with better design features. Hmmm, corrections, Kermit has said the black engine is a IIA – an earlier engine, but that the green engine is a MkV – I stand corrected!! 🙂

WOW! What a wonderful variety! Formation aerobatics by the Lightnings at 15:54 would have been rather noisy!! Only given 4 minutes but fast and furious…

XH558 is having two visits on October 4th, one to

Gaydon – Heritage Motor Centre (Warwickshire)

and another to

Old Warden (Bedfordshire)

(NB the last two showings listed – http://www.vulcantothesky.org/appearances.html )

both on the same day. So perhaps PA474 could travel SW and join up? It would be something special for the year.