From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Report outlining impressions from the Paris Aero Show, focusing on aircraft design, engines, and aerodynamic performance.
| Identifier | WestWitteringFiles\V\December1930-February1931\ Scan031 | |
| Date | 20th December 1930 | |
| To R.{Sir Henry Royce} From Hs{Lord Ernest Hives - Chair}/ACL. c.c. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} c.c. to RG.{Mr Rowledge} BY.{R.W. Bailey - Chief Engineer} c.c. to E.{Mr Elliott - Chief Engineer} Lr.{Mr Ellor} K2064 THE PARIS AERO SHOW. In reporting my impressions of the Paris Aero Show I have described in the following the points which appear to be of particular interest to us in our connection with the Aircraft industry. Generally speaking, the show consisted chiefly of commercial aeroplanes, passenger carriers and postal, and the large cantilever type monoplane was in predominance. With regard to power units this was about equally divided between water cooled and radial air cooled engines. Of the water cooled engines the Hispano's were in the majority. Dealing firstly with the aircraft it was very noticeable that even those using water cooled engines had not yet taken the full advantage that such engines offer in reducing head resistance. Nearly all machines had large and blunt or flat noses in striking contrast to the Fairey and Hawker shaped nose which is so evident in this country. It would appear that this, combined with inferior engine performance, accounts for the marked difference in aircraft performance between such machines as the Dewoitine D.27 the Nieuport-Delage and Spad compared with the Firefly and Fury. Otherwise these machines are of particularly clean design and the general absence of external bracing wires and other parasite resistance should considerably help in promoting high aerodynamic performance. Practically all the French water cooled engines, even those with air screw reduction gears, have the airscrew on the crankshaft centre line. This does not lend itself to a well shaped nose and again when a reduction gear is used - usually .5 ratio - the larger diam. air screw necessitates a higher undercarriage and added resistance. Most of the French 'Vee' engines have the carburetters on the outside of the 'Vee' which again results in widening and bulging the nose of the machine. Generally the aeroplane finish is particularly good and where metal covering is used all rivets are flush presenting a very smooth exterior. Most of the single seater machines had what appeared unnecessarily elaborate undercarriages, and as in some cases these must account for about | ||