"
Can anyone expand on this setback?Shortage in advanced Trainers, and the setback to the Cheetah engine"
Regards
Andy H
Can anyone expand on this setback?Shortage in advanced Trainers, and the setback to the Cheetah engine"
...but if you look at the power outputs they seem to go up then back down then up again like a sine curve! One major change was that the Cheetah was evetually "blown" with a supercharger; I wonder if it's that development that was delayed? Or was the "problem" perhaps one of the LESS powerful versions???Lynx V (Lynx Major)
1930, 230 hp (171 kW).
Cheetah V
1935, 270 hp (201 kW) at 2,100 rpm.
Cheetah VA
1935, 285 hp (212 kW) at 2,425 rpm.
Cheetah VI
1935, 307 hp (229 kW) at 2,425 rpm.
Cheetah VIA
1936, as Mk VI but with Mk IX cylinders.
Cheetah XCheetah IX
1937, 345 hp (257 kW) at 2,425 rpm.
Cheetah X
1938, 375 hp (280 kW) at 2,300 rpm.
Cheetah XI
345 hp (257 kW) at 2,425 rpm, geared version of Cheetah X.
Cheetah XII
Similar to Mk X, adapted for target drone aircraft.
Cheetah XV
420 hp (313 kW) at 2,425 rpm.
Cheetah XVII
1948, 385 hp (287 kW) at 2,425 rpm.
Cheetah XVIII
385 hp (287 kW) at 2,425 rpm, carburettor modified for aerobatics.
Cheetah XIX
355 hp (265 kW) at 2,425 rpm
Cheetah 25
345 hp (257 kW) at 2,425 rpm, Cheetah XV uprated to 475 hp (355 kW) at 2,700 rpm, modified constant-speed unit.
Cheetah 26
385 hp (287 kW).
Cheetah 27
1948, 385 hp (287 kW).
RegardsMagneto capacity at present damages and soon may cripple engine production.
Over one-half of all magnetos were produced by British Thomson-Houston.
This wqrks, at Coventry, was damaged by bombs. Much labour disappeared and
could nbt be attracted to Coventry again.
The. balance of Magneto production is in the keeping of Rotax and Simms.
Rotax has been dispersed. Simms is too small and nothing need be done.
Many Cheetah engines await magnetos.
CAB 66/15/29 dated 11/03/41T he a d v a n c ed t r a i n er p o s i t i on h as s ince t h en been e m b a r r a s s ed s t i ll f u r t h er
by t he b omb i ng of C o v e n t r y, w i th i ts d a m a ge to C h e e t ah e n g i ne p r o d u c t i o n.
As a d i r e ct cons equence of t h is d i s a s t e r, we h a ve on o ur h a n ds mo re t h an
one h u n d r ed O x f o r ds w h i ch we a re u n a b le to e n g i n e.
Yet d u r i ng t he s ame p e r i od t he A ir M i n i s t ry h a ve been s e n d i ng C h e e t a hs o ut
of t he c o u n t r y. Of t h is we m a ke no c o m p l a i nt now. B ut t h e se e x p l a n a t i o ns a re
needed to compl e te t he p i c t u re p r o v i d ed in t he S e c r e t a ry of S t a t e 's p a p e r.
CAB/66/64/30 Supplying SpainThe Hispano-Suiza Aircraft Company have enquired about the purchase of 100 Armstrong-Siddeley " Cheetah " engines of 450 h.p. for fitting to their conversion trainers.
http://www.fundacionhelice.com/es/node/577HISPANO SUIZA HS-42/HISPANO AVIACIÓN HA-43
Designed as an advanced multi-purpose trainer aircraft capable of carrying out flight training and fighter, bomber, reconnaissance, photography, radio communications, machine gun and torpedo training tasks, the HS42 was a low-wing, closed-cabin monoplane with a retractable undercarriage. It was built of wood and steel tubing with duralumin, fabric and plywood covering, and the moving parts were made of steel tubing with fabric covering. In light of the industrial difficulties at the time, the prototype and the first series had a 7-cylinder 430/460-hp Piaggio P.VII C.16 radial engine ‘cannibalized’ from the Ca 131, which powered an Alfa Romeo propeller with counter-clockwise rotation. It also had wheel spats and oleopneumatic shock absorbers in a fixed undercarriage adapted from the Fokker D.XXI – the manufacture of which had been initiated by the SAF155 in Alicante during the war.
This version was known as the HS-42A. After the entry into service of the first 15 aircraft with the above engine, the following units received a 390-hp Armstrong-Siddeley Cheetah XXV engine. This version, which was also equipped with a sliding cockpit hood instead of a folding one, was known as the HS-42B. Following this, a new batch of Cheetah XXVII engines resulted in the HS-42D.1 and D.2 versions. Once the Italian engines had all been used, the first fifteen HS42As were also refitted with this British engine, and following certain adjustments it was renamed the HS 42D.3, while the first HS-42B (no. 16 of the factory) was reconverted into a variation with a retractable landing gear known as the HA-43 and following its modification, the HA-43D. 13 units of this variation were built, and it had its maiden flight in October 1949.
Another 10 (or 11, according to some sources) were then built with a fixed undercarriage and renamed the HS (HA)-42D.4. In total, around 115 aircraft were supplied to provide a range of training services for the Air Force —which called them all ES-6s— at El Copero (Seville) and Jerez (Cádiz) and the Spanish Air Force Academy of San Javier (Murcia) until the arrival of American material following the Accords of 1953.