How to Draw a Peregrine Falcon Diving TUTORIAL

1942 British supersonic jet project

Miles M.52
Artist'south impression of the Miles K.52
Office	Experimental supersonic shipping
National origin	United kingdom
Manufacturer	Miles Aircraft
Designer	Don 50. Brown
Condition	Cancelled
Number built	0

The Miles M.52 was a turbojet-powered supersonic inquiry shipping project designed in the Britain in the mid-1940s. In October 1943, Miles Aircraft was issued with a contract to produce the aircraft in accord with Air Ministry Specification Due east.24/43. The programme was highly ambitious for its time, aiming to produce an aircraft and engine capable of unheard-of speeds of at least 1,000 miles per hr (i,600 km/h) during level flight, and involved a very high proportion of cutting-border aerodynamic research and innovative pattern work.

Between 1942 and 1945, all piece of work on the project was undertaken with a loftier level of secrecy. In February 1946, the programme was terminated by the new Labour regime of Clement Attlee, seemingly due to budgetary reasons, as well as a atheism held past some ministry officials on the viability of supersonic shipping in general. In September 1946, the existence of the M.52 was revealed to the full general public, leading to calls for official explanation as to why the project had been terminated and derision of the decision. The Air Ministry controversially decided to revive the design, but every bit a serial of unmanned rocket-powered 30 per cent calibration models instead of the original manned full-scale aircraft that had been previously under development. These unmanned scale models were air-launched from a modified de Havilland Mosquito female parent ship.

During ane successful test flight, Mach one.38 was achieved past a scale model in ordinarily controllable transonic and supersonic level flight, a unique achievement at that fourth dimension which validated the aerodynamics of the G.52. At that signal, the ministry had cancelled that project and issued a new requirement, which would ultimately result in the English Electrical Lightning interceptor shipping. Work on the afterburning version of the Power Jets W.B.2/700 turbojet was also cancelled and the Power Jets visitor was incorporated into the National Gas Turbine Institution. According to senior figures at Miles, the design and the research gained from the K.52 was shared with the American company Bell Shipping, and that this was practical to their ain Bong X-1, a ground-breaking high-speed prototype aircraft which broke the sound barrier.

Development [edit]

Background [edit]

Prior to the 2d World War, conventional wisdom throughout the majority of the aviation industry was that manned flight at supersonic speeds, those in backlog of the sound barrier, was side by side to impossible, mainly due to the apparently insurmountable issue of compressibility.^[1] During the 1930s, few researchers and aerospace engineers chose to explore the field of high-speed fluid dynamics; notable pioneers in this surface area were the German aerospace engineer Adolf Busemann, British physicist Sir Geoffrey Taylor, and British engine designer Sir Stanley Hooker.^[2] While Germany gave considerable attention to exploring and implementing Busemann's theories on the swept wing and its role in elevate-reduction during high-speed flight, both Britain and the United States overlooked this research on the whole. It was only by 1944 that information regarding the rocket-propelled Messerschmitt Me 163 or the jet-propelled Me 262, both having been equipped with swept wings, did wider attitudes on its merits begin to alter. Prior to this point, the British Air Ministry building had already launched a research plan of its own.^[3]

In Autumn 1943, the Air Ministry issued a call for nix less than a revolutionary aircraft in the form of Air Ministry Specification E.24/43.^[four] The Specification sought to produce a jet-powered research shipping for the aggressive purpose of beingness able to achieve supersonic speeds, which was faster than whatever aircraft had ever flown at that bespeak. It called for an "aeroplane capable of flying over ane,000 miles per hour (1,600 km/h) in level flight, over twice the existing speed record at that time, along with the ability to climb to 36,000 feet (11,000 thousand) in ane.five minutes." Aviation author Derek Wood described Eastward.24/43 as existence "the most far-sighted official requirement ever to be issued by a Government department...a complete venture into the unknown with engine, airframe, and control techniques beyond anything remotely considered before".^[v] In fact, the specification had only been intended to produce a British aircraft that could match the supposed performance of an plainly existing German aircraft: the 1,000mph (supersonic) requirement had resulted from the mistranslation of an intercepted communication which had reported that the maximum speed to have been i,000km/h (subsonic). This report is believed to have been referring to either the Messerschmitt Me 163A or the Me 262.^[vi]

The Miles Aircraft company had its beginnings in the 1920s and made a proper name for itself during the 1930s by producing affordable ranges of innovative lite aircraft, perchance the best known amongst these being the Miles Magister and Miles Master trainers, large numbers of both types seeing heavy employ past the RAF for fighter pilot training. Although the company's products were relatively low-technology trainers and light shipping, and did not include whatsoever jet-propelled aircraft,^[7] Miles had a good relationship with the Air Ministry and the Imperial Aircraft Establishment (RAE), and had submitted several proposals for advanced aircraft in response to ministry specifications.^[seven] Miles was invited to undertake a top-secret project to meet the requirements of Specification E.24/43; thus began Miles' involvement in high-speed aviation.^[5] The determination to involve the company has been alleged to have been partially in order to resolve a dispute nearly a separated contract that allegedly had been mishandled by the Ministry building of Aircraft Production;^[7] Woods states that the Minister of Shipping Production Sir Stafford Cripps had been impressed past Miles' designs and development team and thus favoured it to run across the specification.^[v]

Fred Miles of Miles Aircraft was summoned to the Ministry building of Aircraft to meet with researcher Ben Lockspeiser for the latter to outline the difficulties and challenges involved in developing such an shipping.^[5] The project required the highest level of secrecy throughout, Miles existence responsible for the development and manufacturing of the airframe while Frank Whittle's Power Jets company developed and produced a suitable engine to equip the aircraft. For this projection, Miles would cooperate with and receive assistance from the Royal Aircraft Establishment (RAE) in Farnborough and the National Concrete Laboratory.^[5] On eight October 1943, Miles received the formal go-ahead to go on from Air Align Ralph Sorley, and immediately set virtually establishing advisable secure facilities for the project.^[5]

Early on evolution [edit]

Faced with limited amounts of existing relevant data from available sources upon which to base the aircraft's pattern, Miles turned to the field of ballistics instead.^[5] He had reasoned that, as it was widely known that bullets could reach supersonic speeds, aerodynamic properties that would enable an aircraft to be capable of becoming supersonic would likely to be nowadays amongst such shapes. In particular, as a result of studying this pattern data, the emerging shipping would feature both a conical nose and very thin elliptical wings complete with sharp leading edges.^[5] This contrasted against many early on jet aircraft, which were furnished with round noses, thick wings and hinged elevators, resulting in these aircraft possessing critical Mach numbers that were below the speed of sound and thus were less suitable for research into high subsonic speeds (in dives) than the earlier Supermarine Spitfire with its thinner wings. In 1943, RAE tests conducted using Spitfires had proved that drag was the primary factor that would demand to be addressed past loftier-speed aircraft.^[8]

Another critical addition was the use of a power-operated stabilator, as well known as the all-moving tail or flying tail, a key to supersonic flight command which contrasted with traditional hinged tailplanes (horizontal stabilizers) connected mechanically to the pilot's command column. Conventional control surfaces became ineffective at the loftier subsonic speeds then being achieved past fighters in dives, due to the aerodynamic forces acquired past the formation of shockwaves at the hinge and the rearward movement of the centre of pressure, which together could override the control forces that could be applied mechanically by the pilot, hindering recovery from the dive.^{[vii] [nine]} A major impediment to early transonic flying was control reversal, the phenomenon which caused flight inputs (stick, rudder) to switch direction at loftier speed; it was the cause of many accidents and well-nigh-accidents. An all-flying tail is considered to be a minimum condition of enabling aircraft to break the transonic bulwark safely without a loss of pilot control. The M.52 was the first instance of this solution, which has since gone on to be universally applied upon high-speed shipping.^{[ commendation needed ]}

An initial version of the aircraft was to be test-flown using Frank Whittle's latest engine, the Power Jets W.ii/700.^[10] This engine, which was envisaged to be capable of providing ii,000 lb of thrust, calculated to be capable of providing subsonic performance; when flown in a shallow dive, it would also be capable of transonic flying. Wood described the engine equally beingness "remarkable as information technology incorporated ideas far ahead of its time".^[10] In order to get the M.52 to reach supersonic speeds, the installation of projected further evolution of the W.2/700 engine would be necessary.^[10]

This farther advanced model of the engine, intended to be a fully supersonic version of the aircraft, was partially achieved by the incorporation of a reheat jetpipe – also known as an afterburning.^[10] Extra fuel was to be burned in the tailpipe to avert overheating the turbine blades, making use of unused oxygen present in the exhaust. To supply more air to the afterburner than could move through the fairly small engine, an augmentor fan powered by the engine was to be fitted behind the engine to describe air around the engine via ducts.^{[11] [10]} These changes were estimated to provide an boosted 1,620 lb of thrust at 36,000 ft and 500 mph. Much greater thrust gains were believed to be available at speeds in excess of 500 mph.^[10]

The One thousand.52'southward design underwent many changes during development due to the uncertain nature of the task. The overseeing committee was concerned that the arched wing would non give sufficient altitude for testing the aircraft in a dive. The sparse wing could take been made thicker if required, or a section added to increase the fly span. As the projection progressed, an increase in full weight led to concerns that power would exist insufficient; thus, the adoption of rocket assistance or actress fuel tanks were considered. Another proposed measure was that the 1000.52 be adapted to become a parasite aircraft, launching at high altitude from beneath a large bomber serving equally a mother ship.^[12] The calculated landing speed of 160 to 170 miles per hr (260 to 270 km/h) (comparable with mod fighters but high for that time) combined with its relatively small undercarriage rail was another concern; nevertheless, this arrangement was accepted.^[13]

Testing [edit]

During 1943, a unmarried Miles M.3B Falcon Six low-cal aircraft, which had been previously used for wing tests by the RAE, was provided to Miles for purpose of performing low-speed flying testing work on the project. A total size wooden model of the M.52 wing, test instrumentation, and a different undercarriage were fitted to this aircraft.^[14] Attributable to the wing'southward thinness and sharp leading and trailing edges somewhat resembling a razor bract, the aircraft was nicknamed the "Gillette Falcon". On 11 August 1944, this low-speed demonstrator performed its maiden flight.^[10] These tests found the wing to nowadays favourable aileron function, but likewise indicated that landing without flaps to exist more than difficult than its contemporaries.^[x] Compared with a standard Falcon Six, wing area was reduced by about 12 per cent; it had the result of increasing the landing speed by over 50 per cent from 40 to 61 mph (64 to 98 km/h), higher than whatsoever prior aircraft.^{[fifteen] [x]}

For loftier-speed testing, the flying tail of the M.52 was fitted to the fastest aircraft and so available, a Supermarine Spitfire. RAE test airplane pilot Eric Brownish stated that he tested this shipping successfully during October and Nov 1944; on one such flying, he managed to reach a recorded speed of Mach 0.86 during a dive from high altitude.^[6] The flight tail was also fitted to the "Gillette Falcon", which proceeded to conduct a serial of low speed flight tests at the RAE in Apr 1945.^{[16] [14]}

Due to the limited capability of existing wind tunnel facilities in United kingdom of great britain and northern ireland, Miles elected to industry their own current of air tunnel, which was used to carry the starting time M.52 aerodynamic tests.^[10] This undertaking necessitated Miles to construct their ain on-site minor-scale foundry, both due to secrecy requirements and to produce components of sufficient tolerance. Past August 1945, the design of the M.52 had been firmly established and development had proceeded to an advanced stage.^[10] Past early 1946, xc per cent of the detailed design piece of work had been finished, the component assembly programme was well underway, while the jigs and innovative augmentor fan had been manufactured; a maiden flight of the first Yard-52 paradigm had been predictable to occur that summertime.^[12]

Design [edit]

This section needs expansion. You can assist by calculation to it. (December 2016)

The Miles G.52 was envisioned to exist a supersonic research aircraft capable of achieving 1,000 miles per hr (ane,600 km/h) in level flight.^[5] In guild to achieve what was at the time previously unachievable speeds, a very high number of advanced features were incorporated into the blueprint of the Thou.52; many of which had been the product of detailed written report and acquired knowledge of supersonic aerodynamics. Wood summarises the qualities of the M.52's design as possessing "all the ingredients of a high-performance aircraft of the belatedly fifties and even some of the early sixties".^[x]

A Chiliad.52 model, around 1945–1954

The fuselage of the Thou.52 was cylindrical and, like the rest of the shipping, was constructed of high tensile steel with low-cal-alloy covering.^[x] The fuselage had the minimum cross-section allowable around the centrifugal engine with fuel tanks in a saddle-like arrangement placed over the upper area around information technology. The engine was positioned with its heart of gravity coincident with that of the aircraft and the wings were attached to the main structure just aft of the engine.^[x] The utilise of a stupor cone in the nose was some other key blueprint choice; the inlet cone slowed incoming air to the subsonic speeds adamant by the engine, merely with lower losses than a subsonic shipping pitot intake. A retractable tricycle undercarriage was used. The nose bike was positioned close to the pilot'due south feet and the main wheels were fitted onto the main fuselage, folding out under the wings when deployed.^[10]

The M.52 had very thin wings of biconvex section, which had been first proposed by Jakob Ackeret, as they gave a low level of elevate. These wings were so thin that they were known to test pilots as 'Gillette' wings, named later on the make of razor.^[6] The wing tips were "clipped" to keep them clear of the conical shock wave that was generated by the nose of the aircraft. Both wide-chord ailerons and separate-flaps were fitted to the wings.^[10] Every bit a high-speed fly of this shape and size had not been tested before, Miles produced a full-scale wooden model of the wing for aerodynamic testing purposes; other representative portions of the shipping, such every bit the tailplane, would be similarly produced and underwent low-speed flight testing.^[14]

The Ability Jets W.2/700 turbojet engine was intended to be the commencement powerplant for the M.52. Initial aircraft would have been powered by a less-capable 'interim' model of the W.ii/700 and thus be limited to subsonic speeds only; information technology did not feature either the afterburner or the additional aft fan that were to be present on the projected more advanced version with which later-congenital M.52s would have been equipped.^[17] In addition to the W.2/700 engine, a centrifugal-flow jet engine, designs were prepared for the 1000.52 to exist fitted with a diversity of unlike engines and types of propulsion, including what would become the newer Rolls-Royce Avon axial-flow jet engine, and a liquid-fuel rocket motors.^[12]

The Thousand.52's unmarried pilot, who, for the intended offset flight, would accept been test pilot Eric Brown, would have flown the aircraft from a pocket-sized cockpit which was set inside the shock cone at the olfactory organ of the aircraft.^[10] The pressurised cockpit, in which the airplane pilot would accept had to fly the shipping in a semi-prone position, was complete with a curved windscreen that was aligned with the contours of the bullet-shaped nose. In the event of an emergency, the entire department could exist jettisoned, the separation from the rest of shipping being initiated via multiple cordite-based explosive bolts.^[10] Air pressure would force the detached capsule off the fuselage while a parachute would tedious its descent; during the capsule'due south descent, the pilot would bail out at a lower altitude and and then parachute to safety.^[10] In order to serve its office as a research shipping, the 1000.52 was to be equipped with comprehensive flying instrumentation, including automated instrument recorders and strain gauging throughout the structure continued to an oscilloscope.^[12]

Operational history [edit]

Prototypes [edit]

In 1944, design work was considered 90 per cent consummate and Miles was told to continue with the construction of a total of three image Grand.52s. Later that year, the Air Ministry signed an agreement with the U.s. to exchange high-speed research and information. Miles Master Aerodynamicist Dennis Bancroft stated that the Bell Aircraft company was given access to the drawings and research on the M.52;^[18] still, the U.South. reneged on the agreement and no information was forthcoming in render.^[nineteen] Unknown to Miles, Bell had already started construction of a rocket-powered supersonic design of their own simply, having adopted a conventional tail for their aircraft, were contesting the trouble of control.^[20] A variable-incidence tail appeared to be the most promising solution; the Miles and RAE tests supported this conclusion.^[21] Later, following the conversion of the aircraft's tail, pilot Chuck Yeager practically verified these results during his test flights, and all subsequent supersonic aircraft would either have an all-moving tailplane or a delta wing.^[22]

Cancellation [edit]

In February 1946, Miles was informed past Lockspeiser of the immediate discontinuation of the project and to finish work on the M.52.^[12] Frank Miles afterward stated of this decision: "I did not know what to say or call back when this boggling decision was sprung upon me, without warning of any kind. At our last official blueprint coming together all members, including the Ministry building and Power Jets' representatives, had been cheerful and optimistic". Co-ordinate to Frank Miles, when he approached Lockspeiser for reasons behind the cancellation, he was informed that it was due to economic reasons; Lockspeiser also stated his conventionalities that aeroplanes would not fly supersonically for many years and may not always practice so.^[23] Past this point, the postwar Labour government, headed by Clement Attlee, had implemented dramatic budget cuts in various areas, which may take provided an inducement for the counterfoil of the Thou.52, which was projected to involve considerable price.^[24] According to Woods, "the decision not to go ahead was purely a political 1 fabricated by the Attlee Regime".^[25]

In February 1946, effectually the same fourth dimension as the termination of the Grand.52'southward development, Frank Whittle resigned from Power Jets, stating that this was due to his disagreement with official policy.^[26] At the signal of counterfoil, the start of the three Thou.52s had been 82 per cent completed and it had been scheduled to embark the first exam flights inside only a few months.^{[16] [12]} The examination programme would take involved the progressive testing and development of the Grand.52 past the RAE, initially without reheat installed. The ultimate aim of the tests would have been to have achieved Mach i.07 by the end of 1946.^[6]

Miles made a last ditch attempt to revive the project, submitting a proposal for a unmarried near-complete Grand.52 prototype to be outfitted with a captured German rocket engine and automatic controls, eliminating the requirement for a pilot to be on board.^[26] Notwithstanding, this proposal was rejected. Due to the project falling under the Official Secrets Human action, the existence of the M.52 was unknown to the wider British public; thus, neither the nation nor the earth knew that a supersonic aircraft had near been congenital, nor of its unceremonious termination.^[26] The Ministry repeatedly refused to allow Miles to agree press conferences on the G.52 and, while conducting its own printing briefing on the topic of high-speed flying on eighteen July 1946, the Ministry made no mention of the project at all. It wasn't until September 1946 that the Ministry immune Miles to denote the existence of the Yard.52 and its cancellation.^[26]

Upon the annunciation of the M.52'southward existence, there was a huge corporeality of press interest in the story, who pressured the government to provide more detail on the cancellation.^[26] A spokesman for the Ministry of Supply somewhen commented on the topic, suggesting that other approaches had been suggested past afterward inquiry that were being pursued in identify of the M.52. Co-ordinate to Wood, the response from the Ministry was "a complete smokescreen...it was unthinkable to admit that supersonic expertise was non-existent."^[27] Lockspeiser'southward part in cancelling the M.52 became public knowledge, leading to his decision existence derided in the printing as "Ben's blunder".^[28]

It was non until February 1955 that another official reason for the Thou.52's cancellation emerged; a white newspaper issued that calendar month stated that "the decision was besides taken in 1946 that, in light of the express noesis and so available, the chance of attempting supersonic flight in manned aircraft was unacceptably loftier and that our enquiry into the problems involved should be conducted in the first place past ways of air launched models."^[29] This same paper acknowledged that the termination decision had seriously delayed the advancement of aeronautical progress by Britain.^[30] Information technology has since been widely recognised that the cancellation of the M.52 was a major setback in British progress in the field of supersonic blueprint.^[31]

In 1947, Miles Aircraft Ltd entered receivership and the company was after re-structured; its aircraft avails including the design data for the M.52 were acquired by Handley Page.^{[ citation needed ]}

Subsequent work [edit]

Instead of a revival of the full-scale M.52, the authorities decided to institute a new programme involving expendable, pilotless, rocket-propelled missiles; it was envisioned that a total of 24 flights would be performed by these models, which would explore vi different wing and command surface configurations, including alternative straight fly and swept fly arrangements.^[32] Wood referred to the failure to revive the full-scale aircraft as "at one stroke Britain had opted out of the supersonic manned aircraft race".^[18] The contract for the expendable missiles was non issued to Miles merely to Vickers-Armstrongs, whose blueprint team was led by noted British engineer and inventor Barnes Wallis.^[33] While the base of operations blueprint work was conducted by Wallis' squad, engine development was performed by the RAE itself. The product of these efforts was a thirty per cent calibration radio-controlled model of the original M.52 design, powered by a single Armstrong Siddeley Beta rocket engine, fuelled past a mix of loftier-exam peroxide.^{[21] [33]}

In total, at that place had been an overall interval of 15 months between the termination of the manned K.52 and the emergence of the first flight-fix rocket-powered exam model.^[33] As envisioned, the test model would exist launched from altitude via a flying female parent ship in the form of a modified de Havilland Musquito; it was installed upon a purpose-built rack installed in betwixt the shipping'southward bomb bay doors. Shortly after launch, its onboard autopilot was to level the model out prior to the rocket motor being started.^[33] Within 70 seconds of being released, the model was envisioned to be capable of achieving a speed of Mach ane.3 (880 mph); information technology was then to descend into the ocean beneath without any run a risk of recovery. The caused data on each flight was to be provided via transmitted radio telemetry, which was received by a basis station based on the Scilly Isles.^[33]

A de Havilland Mosquito on the ground with a RAE-Vickers rocket model in place below the fuselage.

On 8 October 1947, the offset launch of a exam model occurred from loftier altitude; even so, the rocket unintentionally exploded shortly following its release.^{[34] [33]} Simply days later, on 14 October, the Bell X-1 broke the sound bulwark. At that place was a flurry of denunciation of the government's decision to cancel the projection, with the Daily Limited taking up the crusade for the restoration of the M.52 programme, to no outcome.^[35] On ten October 1948, a second rocket was launched, and the speed of Mach ane.38 was obtained in stable level flying, a unique accomplishment at that time.^[21] By this indicate, the X-1 and Yeager had already reached M1.45 on 25 March of that year.^[36] Instead of diving into the ocean as planned, the model failed to respond to radio commands and was last observed (on radar) heading out into the Atlantic. Following that successful supersonic test flight, further work on this project was cancelled,^[21] being followed up immediately past the issue of Ministry of Supply Experimental Requirement ER.103.^{[ citation needed ]}

Ane of the official reasons given for the cancellation was "the high price for picayune return".^[37] Woods commented of the model programme: "with the money thus wasted the piloted G.52 could have been completed and flown and a great store of invaluable information obtained...the airplane pilot was shown to be essential for whatever worthwhile development procedure and a well designed exam-bed aircraft to be a sine qua non for full-scale knowledge".^[38]

Many important design principles that were incorporated in the Yard.52 did non reappear until the mid- to belatedly 1950s, with the evolution of truly supersonic aircraft such as the Fairey Delta ii, and the English Electric P.1 which became the highly regarded English Electric Lightning. And the X-i, D-558-2, F-100, F-101, F-102, F-104, Mig-19 etc. in the 40s and early 50s. The wing blueprint of the One thousand.52 was similar to the supersonic Wasserfall High german rocket. Both of those aircraft were developed in response (initially) to requirement ER.103 of 1947, informed by the knowledge gained from the Grand.52 aircraft and missile inquiry projects together with High german experimental data.^{[ commendation needed ]}

Specifications (K.52) [edit]

Information from Flying : The 1,000-one thousand.p.h. M.52.,^[39] Miles aircraft since 1925,^[40] Turbojet history and development 1930-1960^[41]

General characteristics

• Coiffure: 1
• Length: 28 ft 7 in (8.71 m)
• Wingspan: 27 ft (8.2 m)
• Diameter: 5 ft (1.five m) fuselage
• Fly area: 143 sq ft (thirteen.3 m^two)
• Attribute ratio: 5:one
• Airfoil: bi-convex – root : seven.5% thickness ; tip: iv.ix% thickness
• Gross weight: 7,710 lb (3,497 kg)
• Fuel capacity: 200 imp gal (240 US gal; 910 l) / one,600 lb (730 kg)
• Powerplant: one × Power Jets Due west.2/700 turbojet engine with augmentor fan and afterburner, 2,000 lbf (eight.9 kN) thrust at body of water level dry

three,200 lbf (fourteen kN) with afterburner for take-off

4,100 lbf (18 kN) with afterburner at 1,000 mph (870 kn; 1,600 km/h) (M1.5) and 36,000 ft (11,000 grand)

Performance

• Maximum speed: one,000 mph (1,600 km/h, 870 kn) at 36,000 ft (11,000 one thousand) after a dive from 50,000 ft (15,000 m) (M1.5)

705 mph (613 kn; 1,135 km/h) with augmentor at ocean level

585 mph (508 kn; 941 km/h) without augmentor at 30,000 ft (9,100 m)

• All-time climb speed: 600 mph (520 kn; 970 km/h)
• Time to distance: 36,000 ft (eleven,000 m) in 1 minute thirty seconds
• Wing loading: 52 lb/sq ft (250 kg/1000²)
  
• Accept-off run to l ft (15 thou): 4,650 ft (1,420 m)

See besides [edit]

• Audio bulwark

Aircraft of comparable role, configuration, and era

• Bell X-ane
• Leduc 0.ten
• Silbervogel

References [edit]

Notes [edit]

1. ^ Forest 1975, p. 27.
2. ^ Wood 1975, pp. 27–28.
3. ^ Woods 1975, pp. 27–29.
4. ^ Woods 1975, pp. 28–29.
5. ^ ^{a b c d e f one thousand h i} Wood 1975, p. 29.
6. ^ ^{a b c d} "UK Space Conference 2008: Examination Pilot Discussion." Archived 24 July 2011 at the Wayback Machine http://www.infinite.co.uk. Retrieved: 12 October 2009.
7. ^ ^{a b c d} Brownish 1970.
8. ^ Brown 1980, p. 36.
9. ^ Beamont, Roland. Testing Early Jets. London: Airlife, 1990. ISBN one-85310-158-3.
10. ^ ^{a b c d eastward f k h i j k l m n o p q r southward} Forest 1975, p. 30.
11. ^ "Miles on Supersonic Flight." Flying International, three Oct 1946. p. 355.
12. ^ ^{a b c d e f} Wood 1975, p. 31.
13. ^ Chocolate-brown 1970, p. 272.
14. ^ ^{a b c} Wood 1975, pp. 29–30.
15. ^ "Loftier Speed Inquiry." The Plane Lookout, nineteen October 1946. Retrieved: 12 October 2009.
16. ^ ^{a b} Brown 2006
17. ^ Wood 1975, pp. 30–31.
18. ^ ^{a b} Wood 1975, p. 36.
19. ^ Bancroft, Dennis. Undercover History: "Breaking the Sound Barrier" Aqueduct 4, 7 July 1997. Re-packaged as NOVA: "Faster Than Audio.", PBS, 14 Oct 1997. Retrieved: 26 Apr 2009.
20. ^ Miller 2001,^{[ page needed ]}.
21. ^ ^{a b c d} Brown 1980, p. 42.
22. ^ Pisano et al. 2006, p. 52.
23. ^ Wood 1975, pp. 31–32.
24. ^ Forest 1975, pp. 34–35.
25. ^ Wood 1975, p. 34.
26. ^ ^{a b c d due east} Forest 1975, p. 32.
27. ^ Wood 1975, pp. 32–33.
28. ^ Forest 1975, p. 33.
29. ^ Forest 1975, pp. 38–39.
30. ^ Woods 1975, p. 39.
31. ^ Hallion, Richard, P. "Chapter 10: The NACA, NASA, and the Supersonic-Hypersonic Frontier" (PDF). NASA'southward First 50 Years. NASA. p. 231. Retrieved seven September 2011.
32. ^ Wood 1975, pp. 34–37.
33. ^ ^{a b c d due east f} Woods 1975, p. 37.
34. ^ Dark-brown 2007, p. 276.
35. ^ Masefield, Sir Peter. Secret History: "Breaking the Sound Barrier" Channel 4, seven July 1997. Re-packaged as NOVA: "Faster Than Sound.", PBS, 14 October 1997. Retrieved: 26 April 2009.
36. ^ Miller 2001,^{[ page needed ]}.
37. ^ Wood 1975, pp. 37–38.
38. ^ Forest 1975, p. 38.
39. ^ "The ane,000-m.p.h. M.52". Flight and Aircraft Engineer. L (1968): 265. 12 September 1946. Retrieved 9 April 2019.
40. ^ Dark-brown, Don 50. (1970). Miles aircraft since 1925. London: Putnam. pp. 268–278. ISBN0370001273.
41. ^ Kay, Anthony L. (2007). Turbojet history and development 1930-1960 (1st ed.). Marlborough: Crowood Printing. pp. 34–44. ISBN9781861269126.

Bibliography [edit]

• Amos, Peter. Miles Aircraft – The Early on Years: The Story of F K Miles and his Aeroplanes, 1925–1939. Tonbridge, Kent, Uk: Air-U.k. (Historians) Ltd, 2009. ISBN 978-0-85130-410-six.
• Dark-brown, Don Lambert. Miles Shipping Since 1925. London: Putnam & Visitor, 1970. ISBN 0-370-00127-3.
• Dark-brown, Eric. "Miles Thou.52: The Supersonic Dream." Air Enthusiast Thirteen, Baronial–Nov 1980. pp. 35–42 ISSN 0143-5450.
• Brown, Eric. The Miles M.52: Gateway to Supersonic Flying. Stroud, Gloucestershire, Uk: The History Press, 2012. ISBN 978-0-7524-7014-6.
• Brownish, Eric. Wings on my Sleeve. London: Weidenfeld & Nicolson, 2006. ISBN 978-0-297-84565-2.
• Breaking Sound Bulwark. Secret History (Aqueduct iv) documentary, first circulate 7 July 1997. Heavily re-edited every bit Faster than Sound. NOVA (PBS) documentary, commencement broadcast 14 Oct 1997.
• McDonnell, Patrick. "Beaten to the Barrier." Aeroplane Monthly Volume 26, No. 1, Event 297, Jan 1998.
• Miller, Jay. The 10-planes: 10-1 to X-45. Midland Publishing, 2001. ISBN 1-8578-0109-1.
• Pisano, Dominick A., R. Robert van der Linden and Frank H. Wintertime. Chuck Yeager and the Bell X-1: Breaking the Audio Bulwark. Washington, DC: Smithsonian National Air and Space Museum (in association with Abrams, New York), 2006. ISBN 0-8109-5535-0.
• Temple, Julian C. Wings Over Woodley – The Story of Miles Aircraft and the Adwest Group. Bourne End, Bucks, UK: Aston Publications, 1987. ISBN 0-946627-12-6.
• Wood, Derek. Project Cancelled. Indianapolis: The Bobbs-Merrill Company Inc., 1975. ISBN 0-672-52166-0.
• Yeager, Chuck et al. The Quest for Mach One: A First-Person Account of Breaking the Sound Barrier. New York: Penguin Studio, 1997. ISBN 0-670-87460-four.

External links [edit]

Wikimedia Commons has media related to Miles Thousand.52.

• Faster than Sound – Nova documentary
• transcript of the Nova program
• Jets45 Histories
• A video of a modern radio controlled model replica of the Thou.52 flying
• Eric "Winkle" Brown talks about the Thousand.52 in 2008
• Museum of Berkshire Aviation: "The M.52 Story"
• "High Speed Research" (pdf download). The Airplane Picket, nineteen October 1946.
• "Miles on supersonic flight." Flight, Oct 1946, p. 355.
• Supersonic Approach by H. F. Rex, M.B.E.Flight 3 Apr 1947
• Bonnier Corporation (December 1946). "United kingdom Goes Supersonic". Popular Science. Bonnier Corporation. p. 114.
• Ministry of Supply study "Flight Trials of a Rocket-propelled Transonic Research Model : The R.A.E.-Vickers Rocket Model"
• "Transonic Research" a 1946 Flight article on the M.52-based Vickers test rocket.

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