The design team behind the Napier-Heston Racer was led by Arthur Ernest Hagg from D. Napier & Son and George Cornwall from Heston Aircraft Company This aircraft was a single-engined, low-wing cantilevermonoplane built specifically to compete for the World Speed Record.[2] It was constructed primarily using wood, which allowed for quick construction and a sleek, streamlined appearance. The multi-ducted belly scoop, clear perspex canopy, and hand-rubbed lacquer finish further enhanced its aerodynamic design. Additionally, Saunders-Roe provided wing spars made of "compregnated wood," a high-pressure bonding method involving multiple laminations.[3]
The wings of the aircraft were designed with diminutive, thin-sectioned symmetrical airfoils optimized for high-speed flight.[4] The elevator control circuit, developed by C.G.W Ebbutt, the chief draughtsman of the Heston Aircraft Company, featured a variable ratio. This allowed for large movements with small resulting pitch movements when the stick was near the neutral position. This precise handling was crucial for low-level and high-speed flight, as the aircraft had to fly the 9,800 ft (3 km) airspeed record course at an altitude of less than 100 ft (30 m). As the control column was moved towards its ends, the ratio increased, enabling the full range of elevator travel to be utilized.[5]
The aircraft's design parameters were purposely designed around a top secret, untested, 24-cylinder, 2,450 hp liquid-cooled Napier Sabre engine.[6] Although originally proposed to the Air Ministry and receiving approval as primarily an engine programme, the Napier-Heston Racer was ultimately not officially sanctioned and had to proceed as a private venture with Lord Nuffield entirely underwriting the project.[2]
Operational history
The first aircraft of two planned for the record attempt, registered G-AFOK (call sign Fox Oboe King),[7] had its maiden flight at Heston Aerodrome on 12 June 1940, piloted by Squadron Leader G.L.G. Richmond, Chief Test Pilot of Heston Aircraft.[4] The takeoff was not without drama and a heavy bump during the high speed run in takeoff configuration (with the constricted canopy removed for the test flight), launched the Racer prematurely into the air.[8]
Recovering from the abrupt takeoff, Richmond carried out a preliminary test flight with gear extended throughout but after only five minutes airborne, while encountering inadequate elevator control, the engine overheated. According to some accounts, Richmond was being scalded by steam from the radiator mounted below the cockpit, and in haste to carry out a forced landing, inadvertently stalled the aircraft at approximately 30 ft above the airfield.[8] Other sources state that the coolant leak only occurred after impact.[9] The aircraft impacted heavily, with the undercarriage driven through the wings, and the tail broken off.[7] Richmond survived with minor injuries, chiefly burns.[10]
Napier had ordered two examples in 1938, but with the destruction of the first prototype, the Napier-Heston programme was discontinued despite 80% completion of the second aircraft, G-AFOL, the No. 2 (as it was commonly known).[11]
Specifications
Data from "Heston Aircraft"[11]British Civil Aircraft since 1919, Vol. 3[12]
Cowin, Hugh W. The Risk Takers, A Unique Pictorial Record 1908–1972: Racing & Record-setting Aircraft (Aviation Pioneer 2). London: Osprey Aviation, 1999. ISBN978-1-85532-904-1.
Gunston, Bill. "The Napier-Heston Racer". Aeroplane Monthly, June 1976. Vol. 4, No. 6. pp. 320–326.
Jackson, A.J. British Civil Aircraft since 1919, Vol. 3. London: Putnam, 1974. ISBN0-370-10014-X.
Lewis, Peter. "Heston Aircraft." Air Pictorial, Volume 34, no. 11, November 1972. pp. 440–445
Meaden, Jack. "Comper Successor: The Heston Aircraft Company: Part 3: The Heston-Napier Racer and World Records". Air-Britain Archive, Summer 2006. pp. 85–90.
