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{{Use dmy dates|date=January 2018}}
{{Use dmy dates|date=January 2018}}
{{Use British English|date=January 2018}}
{{Use British English|date=January 2018}}
{|{{Infobox Aircraft Begin
{|{{Infobox aircraft begin
|name = Handley Page HP.88
|name = Handley Page HP.88
|image =
|image =
|caption =
|caption =
}}{{Infobox Aircraft Type
}}{{Infobox aircraft type
|type = Research aircraft
|type = Research aircraft
|manufacturer = [[Blackburn Aircraft Limited]]
|manufacturer = [[Blackburn Aircraft Limited]]
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|}
|}


The '''Handley Page HP.88''' was a [[United Kingdom|British]] research aircraft, built in the early 1950s for [[Handley Page]] to test the aerodynamics of the [[Handley Page Victor|Victor]] [[crescent wing]] design, and was intended to be a scaled-down version of that aircraft.
The '''Handley Page HP.88''' was a British research aircraft, built in the early 1950s for [[Handley Page]] to test the aerodynamics of the [[Handley Page Victor|Victor]] [[crescent wing]] design, and was intended to be a scaled-down version of that aircraft.


==Development==
==Development==
The single HP.88 aircraft was designed to [[List of Air Ministry specifications|Air Ministry Specification E.6/48]] as an aerodynamic testbed for the proposed [[Handley Page Victor]] V-bomber.
The single HP.88 aircraft was designed to [[List of Air Ministry specifications|Air Ministry Specification E.6/48]], issued on 12 March 1948, for an aerodynamic testbed for the proposed [[Handley Page Victor]] V-bomber, and in particular the [[crescent wing]] to be used by Handley Page's jet bomber.{{sfn|Jones|1994|p=32}}


To save time and cost it was decided to base the fuselage on the [[Supermarine Attacker]]. This was then changed to the [[Supermarine Type 510]] which had already been redesigned with a swept wing. In the event, the many changes led Supermarine to give the design its own designation as the '''Supermarine 521'''. Detail design was contracted to [[General Aircraft Limited|General Aircraft]] (GAL) at [[Hanworth Aerodrome]], but after GAL merged with Blackburn the work was moved to [[Brough Aerodrome]] and the design was given the Blackburn/[[Society of British Aerospace Companies|SBAC]] designation '''YB-2'''. The aircraft was allocated [[United Kingdom military aircraft serials|military serial]] ''VX330''.
To save time and cost it was decided to base the fuselage on the [[Supermarine Attacker]]. This was then changed to the [[Supermarine Swift]] which had already been redesigned with a swept wing. In the event, the many changes led Supermarine to give the design its own designation as the '''Supermarine 521'''. Detail design was contracted to [[General Aircraft Limited|General Aircraft]] (GAL) at [[Hanworth Aerodrome]], but after GAL merged with Blackburn the work was moved to [[Brough Aerodrome]] and the design was given the Blackburn/[[Society of British Aerospace Companies|SBAC]] designation '''YB-2'''. The aircraft was allocated [[United Kingdom military aircraft serials|military serial]] ''VX330''.


The HP.88 had a 0.36 scaled-down equivalent of the Victor's [[crescent wing]] and [[T-tail]] with slab tailplane. However where the Victor had a mid wing, the Type 521 set the wing low on the fuselage. Also, the Victor design continued to be refined, so the HP.88 was no longer representative of the Victor. The HP.88 wing featured inboard trailing-edge flaps, which badly affected trim when deployed. The tailplane was too small to counter the trim change, so a system was developed where the ailerons deflected upwards together to balance the trim forces. The system was wholly automatic with no pilot intervention, and in the event of any failure all surfaces would return to their normal positions. Uprigging the ailerons was a technique used during flutter testing on the 2nd prototype Victor. The fin flutter speed was critically dependent on the steady airload on the tailplane. With both ailerons rigged in the up position the pressure distribution around the wing was altered and hence the trim load required from the tailplane.
The HP.88 had a 0.36 scaled-down equivalent of the Victor's [[crescent wing]] and [[T-tail]] with slab tailplane. However where the Victor had a mid wing, the Type 521 set the wing low on the fuselage. Also, the Victor design continued to be refined, so the HP.88 was no longer representative of the Victor. The HP.88 wing featured inboard trailing-edge flaps, which badly affected trim when deployed. The tailplane was too small to counter the trim change, so a system was developed where the ailerons deflected upwards together to balance the trim forces. The system was wholly automatic with no pilot intervention, and in the event of any failure all surfaces would return to their normal positions. Uprigging the ailerons was a technique used during flutter testing on the second prototype Victor. The fin flutter speed was critically dependent on the steady airload on the tailplane. With both ailerons rigged in the up position the pressure distribution around the wing was altered and hence the trim load required from the tailplane.


The Supermarine fuselage was delivered to the [[Blackburn Aircraft|Blackburn]] factory at Brough, where it was modified and the wing fitted. The completed HP.88 was taken by road to [[Carnaby, East Riding of Yorkshire|Carnaby]] near [[Bridlington]], where it was flown for the first time on 21 June 1951. Testing by Blackburn revealed pitching oscillations at speeds above 230 knots. Modifications to the tailplane gave acceptable behaviour, with only minor oscillation, up to 450 knots (Mach 0.82). The HP.88 was delivered to Handley Page and on 6 August 1951 was flown to [[London Stansted Airport|Stansted]] for further testing.
The Supermarine fuselage was delivered to the [[Blackburn Aircraft|Blackburn]] factory at Brough, where it was modified and the wing fitted. The completed HP.88 was taken by road to [[Carnaby, East Riding of Yorkshire|Carnaby]] near [[Bridlington]], where it was flown for the first time on 21 June 1951. Testing by Blackburn revealed pitching oscillations at speeds above 230 knots. Modifications to the tailplane gave acceptable behaviour, with only minor oscillation, up to 450 knots (Mach 0.82). The HP.88 was delivered to Handley Page and on 6 August 1951 was flown to [[London Stansted Airport|Stansted]] for further testing.


On 26 August 1951, in preparation for the 1951 SBAC Air Display at Farnborough, the HP.88 carried out a high-speed pass at 300&nbsp;ft over Stansted, and was seen to start a pitching oscillation before breaking up in mid-air. The "black box" flight recorder subsequently showed pitching accelerations of +/-12g. The cause was traced to a [[tailplane]] control system servo instability involving a bob-weight that had been added as a safety measure.<ref>Bombers of the West, Bill Gunston 1997,Ian Allen Ltd., SBN 684-13623-6, p.84</ref> The HP.88 had only flown 14 hours in 26 sorties over a lifetime of just 36 days, and had little time to gather useful information, but the loss of the aircraft was of little significance to the [[V bomber]] project; two prototype Victors were already nearing completion by the time of the HP.88's first flight.
On 26 August 1951, in preparation for the 1951 SBAC Air Display at Farnborough, the HP.88 carried out a high-speed pass at 300&nbsp;ft over Stansted, and was seen to start a pitching oscillation before breaking up in mid-air. The "black box" flight recorder subsequently showed pitching accelerations of +/-12g. The cause was traced to a [[tailplane]] control system servo instability involving a bob-weight that had been added as a safety measure.<ref>Bombers of the West, Bill Gunston 1997, Ian Allan Ltd., SBN 684-13623-6, p.84</ref> The HP.88 had only flown 14 hours in 26 sorties over a lifetime of just 36 days, and had little time to gather useful information, but the loss of the aircraft was of little significance to the [[V bomber]] project; two prototype Victors were already nearing completion by the time of the HP.88's first flight.


==Specifications (HP.88)==
==Specifications (HP.88)==

{{aircraft specifications
{{Aircraft specs
|plane or copter?=plane
|ref=Jane's Pocket Book of Research and Experimental Aircraft<ref>Taylor, 1976. p. 103.</ref>
|jet or prop?=jet
|prime units?=imp
|ref=<ref>Taylor, 1976. p. 103.</ref>
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|airfoil='''root:''' 16% Modified RAE Airfoil; '''tip:''' 6% Modified RAE Airfoil<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
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<!--
|engine (jet)= [[Rolls-Royce Nene|Rolls-Royce Nene 102]]
Powerplant
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|number of jets=1
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|eng1 name=[[Rolls-Royce Nene 102]]
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|more performance=<!--</br>
*'''Take-off run:''' {{cvt||ft|0}}
*'''Take-off distance to {{cvt|50|ft|0}}:''' {{cvt||ft|0}}
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Line 117: Line 132:


===Bibliography===
===Bibliography===
{{refbegin}}
* Barnes, C. H. ''Handley Page Aircraft Since 1907''. London: Putnam & Company, Ltd., 1987. {{ISBN|0-85177-803-8}}.
* Barnes, C. H. ''Handley Page Aircraft Since 1907''. London: Putnam & Company, Ltd., 1987. {{ISBN|0-85177-803-8}}.
* Clayton, Donald C. ''Handley Page, an Aircraft Album''. Shepperton, Surrey, UK: Ian Allan Ltd., 1969. {{ISBN|0-7110-0094-8}}.
*Buttler, Tony and Jean-Louis Delezenne. ''X-Planes of Europe: Secret Research Aircraft from the Golden Age 1946-1974''. Manchester, UK: Hikoki Publications, 2012. {{ISBN|978-1-902-10921-3}}
* Clayton, Donald C. ''Handley Page, an Aircraft Album''. Shepperton, Surrey, UK: Ian Allan, 1969. {{ISBN|0-7110-0094-8}}.
* Hygate, B.; ''British experimental jet aircraft'', Argus, 1990, Pages 106-112.
* Hygate, B.; ''British experimental jet aircraft'', Argus, 1990, Pages 106-112.
* {{cite magazine |last=Jones |first=Barry |title=Crescent-Wing Crusader |magazine=[[Aeroplane Monthly]] |date=January 1994 |volume=22 |issue=1 |pages=28–33 |issn=0143-7240}}
* Taylor, John W.R. ''Jane's Pocket Book of Research and Experimental Aircraft'', London, Macdonald and Jane's Publishers Ltd, 1976. {{ISBN|0-356-08409-4}}.
* Taylor, John W.R. ''Jane's Pocket Book of Research and Experimental Aircraft'', London, Macdonald and Jane's Publishers Ltd, 1976. {{ISBN|0-356-08409-4}}.
{{refend}}


{{Handley Page aircraft}}
{{Handley Page aircraft}}
{{British military aircraft since World War II}}
{{British military aircraft since World War II}}


[[Category:British experimental aircraft 1950–1959]]
[[Category:1950s British experimental aircraft]]
[[Category:Handley Page aircraft|HP.088]]
[[Category:Handley Page aircraft|HP.088]]
[[Category:Aviation accidents and incidents in England]]

Revision as of 19:06, 4 April 2024

Handley Page HP.88
Role Research aircraft
Manufacturer Blackburn Aircraft Limited
First flight 21 June 1951
Status Destroyed
Number built 1

The Handley Page HP.88 was a British research aircraft, built in the early 1950s for Handley Page to test the aerodynamics of the Victor crescent wing design, and was intended to be a scaled-down version of that aircraft.

Development

The single HP.88 aircraft was designed to Air Ministry Specification E.6/48, issued on 12 March 1948, for an aerodynamic testbed for the proposed Handley Page Victor V-bomber, and in particular the crescent wing to be used by Handley Page's jet bomber.[1]

To save time and cost it was decided to base the fuselage on the Supermarine Attacker. This was then changed to the Supermarine Swift which had already been redesigned with a swept wing. In the event, the many changes led Supermarine to give the design its own designation as the Supermarine 521. Detail design was contracted to General Aircraft (GAL) at Hanworth Aerodrome, but after GAL merged with Blackburn the work was moved to Brough Aerodrome and the design was given the Blackburn/SBAC designation YB-2. The aircraft was allocated military serial VX330.

The HP.88 had a 0.36 scaled-down equivalent of the Victor's crescent wing and T-tail with slab tailplane. However where the Victor had a mid wing, the Type 521 set the wing low on the fuselage. Also, the Victor design continued to be refined, so the HP.88 was no longer representative of the Victor. The HP.88 wing featured inboard trailing-edge flaps, which badly affected trim when deployed. The tailplane was too small to counter the trim change, so a system was developed where the ailerons deflected upwards together to balance the trim forces. The system was wholly automatic with no pilot intervention, and in the event of any failure all surfaces would return to their normal positions. Uprigging the ailerons was a technique used during flutter testing on the second prototype Victor. The fin flutter speed was critically dependent on the steady airload on the tailplane. With both ailerons rigged in the up position the pressure distribution around the wing was altered and hence the trim load required from the tailplane.

The Supermarine fuselage was delivered to the Blackburn factory at Brough, where it was modified and the wing fitted. The completed HP.88 was taken by road to Carnaby near Bridlington, where it was flown for the first time on 21 June 1951. Testing by Blackburn revealed pitching oscillations at speeds above 230 knots. Modifications to the tailplane gave acceptable behaviour, with only minor oscillation, up to 450 knots (Mach 0.82). The HP.88 was delivered to Handley Page and on 6 August 1951 was flown to Stansted for further testing.

On 26 August 1951, in preparation for the 1951 SBAC Air Display at Farnborough, the HP.88 carried out a high-speed pass at 300 ft over Stansted, and was seen to start a pitching oscillation before breaking up in mid-air. The "black box" flight recorder subsequently showed pitching accelerations of +/-12g. The cause was traced to a tailplane control system servo instability involving a bob-weight that had been added as a safety measure.[2] The HP.88 had only flown 14 hours in 26 sorties over a lifetime of just 36 days, and had little time to gather useful information, but the loss of the aircraft was of little significance to the V bomber project; two prototype Victors were already nearing completion by the time of the HP.88's first flight.

Specifications (HP.88)

Data from Jane's Pocket Book of Research and Experimental Aircraft[3]

General characteristics

  • Crew: 1
  • Length: 40 ft (12 m)
  • Wingspan: 40 ft (12 m)
  • Wing area: 284 sq ft (26.4 m2)
  • Airfoil: root: 16% Modified RAE Airfoil; tip: 6% Modified RAE Airfoil[4]
  • Empty weight: 11,630 lb (5,275 kg)
  • Gross weight: 14,640 lb (6,641 kg)
  • Powerplant: 1 × Rolls-Royce Nene 102 centrifugal-flow turbojet engine, 4,770 lbf (21.2 kN) thrust

Performance

See also

Related development

References

Notes

  1. ^ Jones 1994, p. 32.
  2. ^ Bombers of the West, Bill Gunston 1997, Ian Allan Ltd., SBN 684-13623-6, p.84
  3. ^ Taylor, 1976. p. 103.
  4. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.

Bibliography

  • Barnes, C. H. Handley Page Aircraft Since 1907. London: Putnam & Company, Ltd., 1987. ISBN 0-85177-803-8.
  • Buttler, Tony and Jean-Louis Delezenne. X-Planes of Europe: Secret Research Aircraft from the Golden Age 1946-1974. Manchester, UK: Hikoki Publications, 2012. ISBN 978-1-902-10921-3
  • Clayton, Donald C. Handley Page, an Aircraft Album. Shepperton, Surrey, UK: Ian Allan, 1969. ISBN 0-7110-0094-8.
  • Hygate, B.; British experimental jet aircraft, Argus, 1990, Pages 106-112.
  • Jones, Barry (January 1994). "Crescent-Wing Crusader". Aeroplane Monthly. Vol. 22, no. 1. pp. 28–33. ISSN 0143-7240.
  • Taylor, John W.R. Jane's Pocket Book of Research and Experimental Aircraft, London, Macdonald and Jane's Publishers Ltd, 1976. ISBN 0-356-08409-4.
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