The revised wing was five inches thinner at the root than the original Typhoon wing and the profile was also radically changed to a semi-elliptical planform not unlike the Spitfire’s. The maximum depth of the wing section now occurred further back, at 37.5 percent chord, while the thickness/chord ratio was reduced to 14.5 percent at the root, tapering to ten percent at the tip. Due to changing priorities during the Battle of Britain, the actual design of the new wing was not commenced until September of the following year. Accordingly, in March 1940, investigations into the advantages of a thinner wing section were undertaken. However, when diving trials were carried out on the Typhoon prototype, a sharp increase in drag was evident as 500 mph was approached, followed by buffeting and trim changes. It also proved ideal at speeds up to 400 mph. This allowed great structural strength with plenty of room for fuel and armament. The Typhoon employed a NACA 22 section with a maximum depth at 30 percent chord – the thickness/chord ratio was 19.5 percent at the INTO SERVICE Although the Hawker Tempest would ultimately become one of the peaks of British piston-engined fighter development, it had a convoluted and lengthy gestation that resulted in the Mk V entering service before the Mk II and the Mks I, II and IV seeing no service at all!ĭevelopment of the elegant Tempest I HM599, although the fastest of the breed, was abandoned due to the success and earlier availability of the less challenging Tempest V (Hawker)Īs early as 1940, Hawker Aircraft had come to the conclusion that its heavyweight fighter, the Typhoon, suffered from a major limitation to its performance and further development, namely the wing section. TEMPEST VI – MIDDLE EAST FIGHTER-BOMBER CHAPTER SEVEN TEMPEST VERSUS THE ‘FLAK 15 TARGET APPARATUS’ CHAPTER THREE
0 kommentar(er)
