Boscombe Down had a Blower Tunnel powered by four Merlin 35’s, each drove a 10′ fan and could produce speeds of between 40 and 350knts. The test subject stood outside the building with the blast being directed at it from a large nozzle. It was in use during the 70’s for testing Jaguar canopy jettison trials. What happened to those engines.
Brookland has jet engine powered runway snow clearing rig.
The RR Eagles fitted to the Vimy at Hendon were found in Holland driving water pumps.

Richard

The blower tunnel is still earning its keep with its merlins, they sound lovely! When I joined there were 40+ spare engines in a big shed, two threw rods and were scrapped the month I joined Sept 1987…pity.

My Merlin T24 was a windmill at Pinewood Studios after being used on a Lanc.

Pilot Officer Charlie Lambert (I think?)
British
The German “Galland”-type bloke, Falke.

Probably wrong, though 😮

Name right, New Zealand

This is a good thread chaps!

I have a few questions for you all to test your knowledge…..

The first RAF pilot to be lost…..

What was his full name and rank?
What was his country of origin?
Who shot him down?

If there is any interest, I will post a photo of some of my memorabilia from the film (which includes an exhaust stub from a Spit replica, ‘He111’ aerial, German plates and paperwork).

Aeroplane organised a superb 30th Anniversary Film day, anyone interested in having a meet up at Duxford?

…..
I think the problem with the blade synchronisation still exists, today, with the RAF Chinooks.

Nope.

UUoret love the photos….this aircraft floated for a good time and IIRC only sunk after it was towed back towards Aberdeen….

The Chinook can be used to land on water etc. I found it amusing that our trials film was given out free with a Magazine as part of a Boeing disk! It is wrongly attributed to US forces on Youtube when I looked some time ago!

dunno, but probaby down to that old engineering answer…compromise….high bypass ratio are cool as they give decent SFC (specific fuel consumption for those that dont know) and a good whack of thrust from the cool bypass air. The rest goes into the combustion/turbine stage to give ‘hot’ thrust and run the compressor of course.
My old tutor said it was easier to compress a cold gas than a hot gas! Bless him….anyhoo, the design will have a load of factors, not least of which are installed thrust out put, customer bleed requirements and the design of the blades/stages etc come in to……having said all this, not sure this is a historic subject?!