By Todd W. Riddle, Stuart E. Rogers, James C. Ross, Russell M. Cummings
Plane layout 1 (1998) 61—73
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Extra info for A numerical analysis of three-dimensional vortex trapping
Shaping the nose tightly around the engine cut frontal area by more than one-third, and modifying the floats saved another 14 percent. Extra power caused extra heat, so flat copper radiators were fitted to the wing surfaces. He also switched to a low-wing configuration, with the cockpit moved forward to improve visibility. The 1927 race was held off Venice. Three Supermarine S5s and three Gloster IVB biplanes, all using the uprated Napier Lion engine, were either shipped direct or carried to Venice aboard the aircraft carrier HMS Eagle.
Putting two modern engines, even at 600 bhp each, into a streamlined monoplane produced enough performance to outrun fighters. Fitting a single, similar engine into the most modern fighter airframe would never overcome enough weight and drag to give a high enough top speed and rate of climb. To make matters worse, any fighter able to catch one of the new bombers would be unlikely to hold it in its gunsights for longer than a second or two. Delivering a powerful enough punch within that timeframe demanded much heavier armament.
25 litre capacity, this delivered 450 hp in unblown form. Reliability was targeted from the start, with four valves per cylinder and a single overhead camshaft for each bank, and a pressurized cooling system to maintain temperature at 150 degrees C. Later versions with higher blower speeds and boost pressures would deliver 700 hp by 1940. However, the Kestrel was too small for Trophy racers. Simply increasing boost risked unreliability, so with no engine size limits, Rolls-Royce scaled up the engine as a safer way of boosting power.
A numerical analysis of three-dimensional vortex trapping by Todd W. Riddle, Stuart E. Rogers, James C. Ross, Russell M. Cummings