Saro Cutty Sark: Difference between revisions
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{{Short description|British amphibious aircraft}} |
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{{Use dmy dates|date=July 2011}} |
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{{Use dmy dates|date=December 2020}} |
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{{Use British English|date=July 2011}} |
{{Use British English|date=July 2011}} |
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{{Infobox aircraft |
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|name = A17 Cutty Sark |
|name = A17 Cutty Sark |
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|image = Saro Cutty-Sark.jpg |
|image = Saro Cutty-Sark.jpg |
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|caption = |
|caption = |
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}}{{Infobox Aircraft Type |
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|type = [[amphibious aircraft|Amphibian]] |
|type = [[amphibious aircraft|Amphibian]] |
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|manufacturer = [[Saunders-Roe]] |
|manufacturer = [[Saunders-Roe]] |
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|designer = |
|designer = |
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|first_flight = 4 July 1929 |
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|introduction = |
|introduction = 1930 |
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|retired = |
|retired = |
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|status = |
|status = |
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|primary_user = |
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|more_users = |
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|produced = |
|produced = |
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|number_built = 12 |
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|unit cost = |
|unit cost = |
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|developed_from = |
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|variants |
|variants = |
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}} |
}} |
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The '''Saro A17 Cutty Sark''' was a |
The '''Saro A17 Cutty Sark''' was a British [[amphibious aircraft]] from the period between [[World War I]] and [[World War II]], built by the British firm [[Saunders-Roe]] (also known as ''SARO''). The aircraft was named after the ship ''[[Cutty Sark]]'', rather than the [[Cutty-sark (witch)|garment]] or the [[Cutty-sark (witch)|fictional witch]]. |
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The Cutty Sark was a shoulder-winged four-seat amphibian [[monoplane]] with an all-metal hull and [[plywood]] covered wings. The above-wing pylon-mounted engines could easily be changed, and a variety of different engines were used to power the type, including 104 hp [[Cirrus Engine|Cirrus Hermes Mk 1s]] and 120 hp [[de Havilland Gipsy]] IIs. The Saro A19 Cloud was derived from the Cutty Sark. |
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==Development== |
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In 1928, Sir [[Alliot Verdon Roe]] sold [[Avro]]. He bought an interest in [[S. E. Saunders]], [[flying boat]] manufacturers based at [[Cowes]], [[Isle of Wight]], southern England; the company was renamed [[Saunders-Roe]]. The A17 Cutty Sark was the new company's first design. It was a shoulder-winged twin-engined four-seat amphibian [[monoplane]] with an all-metal hull and [[plywood]] covered wings. The above-wing pylon-mounted engines could easily be changed, and a variety of different engines were used to power Cutty Sarks, including 104 hp [[Cirrus Engine|Cirrus Hermes Mk 1s]] and 120 hp [[de Havilland Gipsy]] IIs. The Saro A19 Cloud was developed from this design. |
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Only 12 Cutty Sarks were built, and none lasted long in service, but the type nevertheless saw service with many users in the [[United Kingdom]], [[Australia]], [[Canada]], [[New Zealand]], [[China]], [[Japan]] and the [[Dominican Republic]]. |
Only 12 Cutty Sarks were built, and none lasted long in service, but the type nevertheless saw service with many users in the [[United Kingdom]], [[Australia]], [[Canada]], [[New Zealand]], [[China]], [[Japan]] and the [[Dominican Republic]]. |
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==Development== |
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In 1928, Sir [[Alliot Verdon Roe]] sold [[Avro]]. He bought an interest in [[S. E. Saunders]], [[flying boat]] manufacturers based at [[Cowes]], [[Isle of Wight]], southern England; the company was renamed [[Saunders-Roe]]. The rebranded company’s first new project to reach quantity production was the A17 Cutty Sark. It was a four-seat twin-engined commercial flying boat.<ref name = "naca 1"/> While primarily intended for landing and taking off from the water, the Cutty Sark could also make occasional use of land-based facilities, for which purpose the manufacturer could supply an amphibian gear that would attach to various fixing points that were present upon on the structure.<ref name = "naca 1"/> |
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In terms of propulsion, the Cutty Sark could be equipped with numerous engine arrangements that would develop a total power output of around 200 hp.<ref name = "naca 1"/> Typically, it would be powered by a pair of engines mounted in a tractor configuration within separate [[nacelle]]s positioned above the wing; this location was readily accessibility while afloat. Seeking to avoid excessive inefficiency and ensure a sufficient safety margin in the event of a forced landing, it was specified that the flying boat’s loading ought not to exceed 106 lb. per hp.<ref name = "naca 1">NACA 1929, p. 1.</ref> The engines could be started from the pilot’s seated position on the flight deck by means of a [[compressed air]]-based ignition system, which comprised a compact engine-drive compressor, a reservoir, fuel vaporizers, distributors and remote controls.<ref name = "naca 12">NACA 1929, pp. 1-2.</ref> The lubrication system was entirely contained within the engine, the [[sump]] had a capacity of two gallons while a gauge on the side of the [[crank case]] displayed the quantity of oil present.<ref name = "naca 2"/> |
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Fuel was primarily stored within the wings; the wing tanks supplied fuel to the engines via a pair of gravity tanks, which could contain sufficient fuel for half an hour of flight time, that were located directly behind the engines. The fuel cocks installed upon the gravity tanks could be actuated remotely by the pilot.<ref name = "naca 2"/> The gravity tanks were protected by a [[firewall (engine)|fireproof]] [[baffle]]{{dn|date=September 2024}}. Both the piping and tanks were relatively isolated from most sources of ignition to lower the risk posed by fire, particularly to the hull and the occupants therein; it was for this reason that no fuel pipes were permitted within the hull.<ref name = "naca 2"/> Faith in these fire prevention measures were such that [[smoking]] was permitted within the cabin. The lubrication system is contained wholly in the engine. A gauge on the side of the crank case shows the quantity of oil in the sump which has a capacity for two gallons.<ref name = "naca 2"/> |
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The wing of the Cutty Sark was a single fully [[cantilever]] unit that was composed entirely of wood, a substantial portion being three-ply.<ref name = "naca 2">NACA 1929, p. 2.</ref> As a result of the method of construction, the wing was water-tight to the extent that it was capable of floating the whole flying boat; furthermore, in the event of a lateral stabilizer failure, the wing tip could perform the same function. These attributed bolstered the flying boat’s safety, particularly while on the water.<ref name = "naca 3">NACA 1929, p. 3.</ref> Lateral stability was greatly impacted by the presence of the [[Float (nautical)|floats]], which were composed of [[alclad]] and constructed using similar practices to that of the hull.<ref name = "naca 6">NACA 1929, p. 6.</ref> A special [[landing gear]], comprising a hollow axle build into the hull into which a detachable axle with [[aluminium]] wheels could be passed, to facilitate beaching. The deployment of this gear was via levers in the cabin.<ref name = "naca 6"/> |
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The stabilizer, [[elevator]]s and [[rudder]] were of [[Welding|weld]]ed [[steel]] construction and covered by [[fabric]]. The [[fin]] differed considerably, being built up from the tail of the hull and composed of [[duralumin]]; it had a removable side panel to permit access to the controls.<ref name = "naca 3"/> Both the elevator and rudder had balanced flight control surfaces, the former was actuated via a [[torque]] shaft that ran through the fin while the latter via cables routed directly into the hull. Adjustment of stabilizer’s rate of incidence was achieved via a [[screw jack]] that was in turn actuated by cables from a hand wheel operated by the pilot.<ref name = "naca 3"/> All of the steelwork was either [[stainless steel|stainless]] or [[cadmium]]-plated, while every duralumin [[rivet]]s as well as the aluminum used in the [[cowling]] was anodically treated.<ref name = "naca 6"/> |
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The hull was composed of a combination of [[alclad]]-protected duralumin and thus was relatively resistant to [[corrosion]].<ref name = "naca 3"/> The design of the planing bottom of the flying boat, which had quite low resistance and relatively clean running (the latter was a product of the bow shaping) was heavily influenced by experienced from prior flying boats. A stowage compartment for equipment such as the [[anchor]] and other marine gear, complete with a hinged hatch, was located within the bow.<ref name = "naca 3"/> The size of the hull permitted ample space for the cabin, which was entirely enclosed and seated up to four personnel. The starboard sliding window, in combination with a transversally sliding section of the roof, was the primary means of access to and from the cabin; the window frame functioned as a step that was within easy reach of a [[dinghy]] moored alongside.<ref name = "naca 34">NACA 1929, pp. 3-4.</ref> |
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The forward screen of the cabin, which was fixed, was composed of [[Triplex Safety Glass|triplex]] glass; it had slidable side panels that permitted the pilot to lean out and look downwards and forwards relatively unobstructed, an attribute that was particularly useful during landing as well as when manoeuvring upon the water.<ref name = "naca 3"/> The pilot had excellent external visibility, despite the cabin being entirely enclosed, as a result of the entirety of the front, sides, and roof of the cabin being composed of either glass or [[cellon]]. Both the seats and the sides of the cabin were [[upholstered]]; the seats were arranged to accommodate a central isle, the floor of which was set lower than that underneath the seats.<ref name = "naca 4"/> The pilot was seated on the port side; detachable dual flight controls were available, which permitting a second pilot to be seated in the starboard front seat as well. These flight controls were largely stick-based along with a bar for adjusting the [[rudder]] and a centrally-mounted throttle control upon the dashboard within easy reach of either pilot.<ref name = "naca 4">NACA 1929, p. 4.</ref> A triangular roof panel above the dashboard gave sufficient space for the pilot to stand up through the opening for the purpose of picking up mooring while remaining at their station to operate the twin throttles and engine switches to manoeuvre the flying boat into position.<ref name = "naca 45">NACA 1929, pp. 4-5.</ref> |
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To assist manoeuvring on the water, the Cutty Sark incorporated a flap drogue, which consisted of two spring-loaded plates that were hinged on the sides of the hull near to the step and were actuated by the pilot.<ref name = "naca 5">NACA 1929, p. 5.</ref> These functioned as brakes to reduce the taxying speed while on the water which, due to its relatively low resistance hull and the two engines running at speed sufficient to maintain control, would otherwise be far longer. Furthermore, the flap drogue could be used to achieve a degree of steering.<ref name = "naca 5"/> All of the flooring and side panels within the hull were detachable so that the inside of the plating could be inspected or repainted. A protective coat of Cerric cellulose [[lacquer]] was applied to both the interior and exterior of the hull, as well as to the wing and various other components; all holes in the surface were carefully sealed (often making use of sleeves or glands) aside from the vent holes in the [[trailing edge]] of the wing.<ref name = "naca 56">NACA 1929, pp. 5-6.</ref> |
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==Production aircraft== |
==Production aircraft== |
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* '''A17/1''' : The prototype G-AAIP was first flown 4 July 1929. Bought by Captain Campbell Shaw and Flight Lieutenant Tommy Rose for [[Isle of Man Air Services]]. Returned to Cowes in 1933 after being damaged by floating timber. |
* '''A17/1''' : The prototype G-AAIP was first flown on 4 July 1929. Bought by Captain Campbell Shaw and Flight Lieutenant Tommy Rose for [[Isle of Man Air Services]]. Returned to Cowes in 1933 after being damaged by floating timber. |
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* '''A17/2''' : VH-UNV was exported to [[Australia]] by Matthews Aviation flying the [[Bass Strait]] between [[Melbourne]] and [[Tasmania]] from May 1930. On 8 November 1931 the aircraft was driven by wind into a pier at [[St Kilda, Victoria|St. Kilda]], and Mr E. Lloyd, a passenger who attempted to assist, was killed by a [[propeller]]. In 1935 it was sold to [[Pioneer Air Services]]. In 1937 it was sold to Keith Caldwell, a young barnstorming pilot from [[Lindfield, New South Wales|Lindfield NSW]] (not to be confused with the NZ WWII fighter ace of the same name);<ref>Recorded conversation with Keith Caldwell 8/92</ref> on 15 October 1937, at the same time as he joined [[Qantas]] as a pilot, Caldwell sold VH-UNV for £700 to the airline as a [[Trainer (aircraft)|trainer]]. It was written off after landing on water with the [[Landing gear|undercarriage]] extended on 5 April 1938. |
* '''A17/2''' : VH-UNV was exported to [[Australia]] by Matthews Aviation flying the [[Bass Strait]] between [[Melbourne]] and [[Tasmania]] from May 1930. On 8 November 1931 the aircraft was driven by wind into a pier at [[St Kilda, Victoria|St. Kilda]], and Mr E. Lloyd, a passenger who attempted to assist, was killed by a [[propeller]]. In 1935 it was sold to [[Pioneer Air Services]]. In 1937 it was sold to Keith Caldwell, a young barnstorming pilot from [[Lindfield, New South Wales|Lindfield NSW]] (not to be confused with the NZ WWII fighter ace of the same name);<ref>Recorded conversation with Keith Caldwell 8/92</ref> on 15 October 1937, at the same time as he joined [[Qantas]] as a pilot, Caldwell sold VH-UNV for £700 to the airline as a [[Trainer (aircraft)|trainer]]. It was written off after landing on water with the [[Landing gear|undercarriage]] extended on 5 April 1938. |
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* '''A17/3''' : a.k.a. "L3". Sold to the [[RNZAF]]. It was first flown on 3 March 1930, then shipped to [[New Zealand]] aboard the {{Interlanguage link multi|SS Mataroa{{!}}SS ''Mataroa''|fr|3=Mataroa}} where it was reassembled by 28 May 1930. It operated from [[Hobsonville]], [[Auckland]] for the next six years. After 221 hours and 5 minutes flying time it was judged worn out beyond economic repair. L3 made its last flight on 23 November 1936, after which it served as an instructional airframe. It was scrapped in 1939. |
* '''A17/3''' : a.k.a. "L3". Sold to the [[RNZAF]]. It was first flown on 3 March 1930, then shipped to [[New Zealand]] aboard the {{Interlanguage link multi|SS Mataroa{{!}}SS ''Mataroa''|fr|3=Mataroa}}, where it was reassembled by 28 May 1930. It operated from [[Hobsonville]], [[Auckland]], for the next six years. After 221 hours and 5 minutes flying time it was judged worn out beyond economic repair. L3 made its last flight on 23 November 1936, after which it served as an instructional airframe. It was scrapped in 1939. |
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* '''A17/4''' : G-AAVX before being sold to |
* '''A17/4''' : G-AAVX before being sold to Singapore as VR-SAA in 1930. |
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* '''A17/5''' : G-ABBC named "Progress I" operated out of [[Blackpool]] to the [[Isle of Man]] by [[British Amphibious Airlines]]. Attempts to replace it with an [[Saro Cloud|A.19 Cloud]] after 1933 were blocked due to SARO's decision to operate an airline from the Isle of Man. |
* '''A17/5''' : G-ABBC named "Progress I" operated out of [[Blackpool]] to the [[Isle of Man]] by [[British Amphibious Airlines]]. Attempts to replace it with an [[Saro Cloud|A.19 Cloud]] after 1933 were blocked due to SARO's decision to operate an airline from the Isle of Man. |
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* '''A17/6''' : Acquired by the [[Royal Air Force]] as S1575. |
* '''A17/6''' : Acquired by the [[Royal Air Force]] as S1575. |
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* '''A17/7''' : Sold to |
* '''A17/7''' : Sold to Hong Kong as VR-HAY |
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* '''A17/8''' : Served in the [[Kwangsi Air Force]] in [[China]], but was returned to Britain as G-AETI. |
* '''A17/8''' : Served in the [[Kwangsi Air Force]] in [[China]], but was returned to Britain as G-AETI. |
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* '''A17/9''' : The only single-engine example. Registered G-ABVF and sold to the Japanese aviator Seiji Yoshihara. Aircraft was named Hochi-Nippon for a trans-Pacific flight but it crashed soon after take-off from Oakland, California. |
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* '''A17/9''' : Initially registered G-ABVF then exported to Japan. |
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* '''A17/10''' : Registered G-ACDP to [[Air Service Training]] Ltd., used by No 3 E & RFTS until 1942. |
* '''A17/10''' : Registered G-ACDP to [[Air Service Training]] Ltd., used by No 3 E & RFTS until 1942. Fitted with radial engines. |
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* '''A17/11''' : Registered G-ACDR to Air Service Training Ltd., used by No 3 E & RFTS until 1942. |
* '''A17/11''' : Registered G-ACDR to Air Service Training Ltd., used by No 3 E & RFTS until 1942. |
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* '''A17/12''' : Registered G-ADAF. This may be the machine exported to the [[Dominican Republic]] in 1935, and written off in 1942. |
* '''A17/12''' : Registered G-ADAF. This may be the machine exported to the [[Dominican Republic]] in 1935, and written off in 1942. |
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===Military operators=== |
===Military operators=== |
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;{{China as ROC}} |
;{{China as ROC}} |
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*[[Kwangsi Air Force]] |
* [[Kwangsi Air Force]] |
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;{{flag|Dominican Republic}} |
;{{flag|Dominican Republic}} |
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*[[Dominican Air Force]] - One aircraft. |
* [[Dominican Air Force]] - One aircraft. |
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;{{NZL}} |
;{{NZL}} |
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*[[Royal New Zealand Air Force]] |
* [[Royal New Zealand Air Force]] |
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;{{UK}} |
;{{UK}} |
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*[[Royal Air Force]] |
* [[Royal Air Force]] |
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==Specifications (Genet Major |
==Specifications (A.17M – Genet Major engines)== |
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[[File:Saunders Roe Cutty Sark 3-view L'Aéronautique August,1929.png|alt=|thumb|Saunders Roe Cutty Sark 3-view drawing from L'Aéronautique August,1929]] |
[[File:Saunders Roe Cutty Sark 3-view L'Aéronautique August,1929.png|alt=|thumb|Saunders Roe Cutty Sark 3-view drawing from L'Aéronautique August,1929]] |
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{{Aircraft specs |
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{{aircraft specifications |
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|ref= British Civil Aircraft 1919–1972: Volume III,<ref name="Jackson V3 p123">{{cite book |last1=Jackson |first1=A. J. |title=British civil aircraft 1919–1972 Volume III |date=1974 |publisher=Putnam |location=London, UK |isbn=978-0-370-10014-2 |edition=Second |page=123}}</ref> Saunders and Saro aircraft since 1917<ref name="London">{{cite book |last1=London |first1=Peter M. |title=Saunders and Saro aircraft since 1917 |date=1988 |publisher=Putnam |location=London, UK |isbn=0851778143 |pages=96–109 |edition=1st}}</ref> |
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<!-- if you do not understand how to use this template, please ask at [[Wikipedia talk:WikiProject Aircraft]] --> |
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|prime units?= imp |
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|plane or copter?=<!-- options: plane/copter --> plane |
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<!-- |
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|jet or prop?=<!-- options: jet/prop/both/neither --> prop |
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General characteristics |
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--> |
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|ref=British Civil Aircraft 1919-1972:Volume III <ref name="Jackson V3 p123">Jackson 1988, p.123.</ref> |
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|crew= |
|crew= Two |
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|capacity= |
|capacity= Two passengers or up to {{cvt|510|lb|0}} payload |
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|length |
|length ft= 34 |
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|length |
|length in= 4 |
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|length note= |
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|span main= 45 ft 0 in |
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|span |
|span ft= 45 |
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|span in= 0 |
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|height main= 11 ft 2 in |
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|span note= |
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|height alt= 3.40 m |
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|height ft= 11 |
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|area main= 320 ft² |
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|height in= 2 |
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|area alt= 29.7 m² |
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|height note= |
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|wing area sqft= 320 |
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|wing area note= |
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|aspect ratio=<!-- sailplanes --> |
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|airfoil= |
|airfoil= |
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|empty weight |
|empty weight lb= 2,725 |
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|empty weight |
|empty weight note= |
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|gross weight lb= 3,865 |
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|gross weight note= |
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|max takeoff weight lb= |
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|useful load main= <!--lb--> |
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|max takeoff weight note= |
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|useful load alt= <!--kg--> |
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|fuel capacity={{cvt|40|impgal|USgal l|0}} in two wing tanks |
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|max takeoff weight main= <!--lb--> |
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|max takeoff weight alt= <!--kg--> |
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|more general= |
|more general= |
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<!-- |
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Powerplant |
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--> |
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|eng1 number= 2 |
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|eng1 name= [[Armstrong-Siddeley Genet Major]] |
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|eng1 type= seven-cylinder air-cooled radial piston engines |
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|eng1 hp= 140 |
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|eng1 note= |
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|prop blade number= 2 |
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|engine (prop)= [[Armstrong-Siddeley Genet]] Major |
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|prop name= wooden fixed-pitch propellers |
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|type of prop= |
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|prop dia ft=<!-- propeller aircraft --> |
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|number of props=2 |
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|prop dia in=<!-- propeller aircraft --> |
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|power main=140 hp |
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|prop dia note= |
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|power alt=104 kW |
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<!-- |
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|power original= |
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Performance |
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|power more= |
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--> |
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|max speed main= 107 mph |
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|max speed |
|max speed mph= 107 |
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|max speed note= |
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|cruise speed |
|cruise speed mph= 93 |
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|cruise speed note= |
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|stall speed mph= |
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|stall speed |
|stall speed note= |
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|never exceed speed mph= |
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|never exceed speed note= |
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|range main= 315 miles |
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|minimum control speed mph= |
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|range alt= 274 nmi, 507 km |
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|minimum control speed note= |
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|ceiling main= 9,000 ft |
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|range miles= 315 |
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|ceiling alt= 2,740 m |
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|range note= |
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|climb rate main= 500 ft/min |
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|ferry range miles= |
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|climb rate alt= 2.5 m/s |
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|ferry range note= |
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|loading main= <!--lb/ft²--> |
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|endurance=<!-- if range unknown --> |
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|ceiling ft= 9,000 |
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|thrust/weight= <!--a unitless ratio--> |
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|ceiling note= |
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|power/mass main= <!--hp/lb--> |
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|climb rate ftmin= 500 |
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|power/mass alt= <!--W/kg--> |
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|climb rate note= |
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|more performance= |
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|time to altitude= |
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|armament= |
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|wing loading lb/sqft= |
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|avionics= |
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|wing loading note= |
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|fuel consumption lb/mi= |
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|power/mass= |
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|more performance=<!--</br> |
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*'''Take-off run:''' {{cvt||ft|0}} |
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*'''Take-off distance to {{cvt|50|ft|0}}:''' {{cvt||ft|0}} |
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*'''Landing run:''' {{cvt||ft|0}} |
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*'''Landing distance from {{cvt|50|ft|0}}:''' {{cvt||ft|0}}--> |
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}} |
}} |
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* [[List of aircraft of the Royal New Zealand Air Force and Royal New Zealand Navy]] |
* [[List of aircraft of the Royal New Zealand Air Force and Royal New Zealand Navy]] |
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* [[List of aircraft of World War II]] |
* [[List of aircraft of World War II]] |
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* [[List of |
* [[List of flying boats and floatplanes]] |
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|see also= |
|see also= |
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==References== |
==References== |
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{{ |
{{Commons category|Saro Cutty Sark}} |
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===Citations=== |
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;Notes |
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{{Reflist}} |
{{Reflist}} |
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===Bibliography=== |
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*Jackson, A.J. ''British Civil Aircraft 1919–1972: Volume III''. London:Putnam, 1988. {{ISBN|0-8517-7818-6}}. |
* Jackson, A.J. ''British Civil Aircraft 1919–1972: Volume III''. London:Putnam, 1988. {{ISBN|0-8517-7818-6}}. |
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*London, Peter. ''Saunders and Saro Aircraft since 1917''. London: Putnam, 1988. {{ISBN|0-85177-814-3}} |
* London, Peter. ''Saunders and Saro Aircraft since 1917''. London: Putnam, 1988. {{ISBN|0-85177-814-3}} |
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* [https://ntrs.nasa.gov/citations/19930090386 " The Saunders "Cutty Sark" commercial seaplane (British) : a high-wing monoplane flying boat"] ''[[National Advisory Committee for Aeronautics]]'', 1 November 1929. NACA-AC-105, 93R19676. |
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{{Saro aircraft}} |
{{Saro aircraft}} |
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{{Authority control}} |
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[[Category:British patrol aircraft |
[[Category:1920s British patrol aircraft]] |
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[[Category:Amphibious aircraft]] |
[[Category:Amphibious aircraft]] |
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[[Category:Saro aircraft|Cutty Sark]] |
[[Category:Saro aircraft|Cutty Sark]] |
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[[Category:Cruciform tail aircraft]] |
[[Category:Cruciform tail aircraft]] |
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[[Category:Twin piston-engined tractor aircraft]] |
[[Category:Twin piston-engined tractor aircraft]] |
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[[Category:Aircraft with retractable conventional landing gear]] |
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Latest revision as of 06:07, 15 November 2024
| A17 Cutty Sark | |
|---|---|
 | |
| General information | |
| Type | Amphibian |
| Manufacturer | Saunders-Roe |
| Number built | 12 |
| History | |
| Introduction date | 1930 |
| First flight | 4 July 1929 |
The Saro A17 Cutty Sark was a British amphibious aircraft from the period between World War I and World War II, built by the British firm Saunders-Roe (also known as SARO). The aircraft was named after the ship Cutty Sark, rather than the garment or the fictional witch.
The Cutty Sark was a shoulder-winged four-seat amphibian monoplane with an all-metal hull and plywood covered wings. The above-wing pylon-mounted engines could easily be changed, and a variety of different engines were used to power the type, including 104 hp Cirrus Hermes Mk 1s and 120 hp de Havilland Gipsy IIs. The Saro A19 Cloud was derived from the Cutty Sark.
Only 12 Cutty Sarks were built, and none lasted long in service, but the type nevertheless saw service with many users in the United Kingdom, Australia, Canada, New Zealand, China, Japan and the Dominican Republic.
Development
[edit]In 1928, Sir Alliot Verdon Roe sold Avro. He bought an interest in S. E. Saunders, flying boat manufacturers based at Cowes, Isle of Wight, southern England; the company was renamed Saunders-Roe. The rebranded company’s first new project to reach quantity production was the A17 Cutty Sark. It was a four-seat twin-engined commercial flying boat.[1] While primarily intended for landing and taking off from the water, the Cutty Sark could also make occasional use of land-based facilities, for which purpose the manufacturer could supply an amphibian gear that would attach to various fixing points that were present upon on the structure.[1]
In terms of propulsion, the Cutty Sark could be equipped with numerous engine arrangements that would develop a total power output of around 200 hp.[1] Typically, it would be powered by a pair of engines mounted in a tractor configuration within separate nacelles positioned above the wing; this location was readily accessibility while afloat. Seeking to avoid excessive inefficiency and ensure a sufficient safety margin in the event of a forced landing, it was specified that the flying boat’s loading ought not to exceed 106 lb. per hp.[1] The engines could be started from the pilot’s seated position on the flight deck by means of a compressed air-based ignition system, which comprised a compact engine-drive compressor, a reservoir, fuel vaporizers, distributors and remote controls.[2] The lubrication system was entirely contained within the engine, the sump had a capacity of two gallons while a gauge on the side of the crank case displayed the quantity of oil present.[3]
Fuel was primarily stored within the wings; the wing tanks supplied fuel to the engines via a pair of gravity tanks, which could contain sufficient fuel for half an hour of flight time, that were located directly behind the engines. The fuel cocks installed upon the gravity tanks could be actuated remotely by the pilot.[3] The gravity tanks were protected by a fireproof baffle[disambiguation needed]. Both the piping and tanks were relatively isolated from most sources of ignition to lower the risk posed by fire, particularly to the hull and the occupants therein; it was for this reason that no fuel pipes were permitted within the hull.[3] Faith in these fire prevention measures were such that smoking was permitted within the cabin. The lubrication system is contained wholly in the engine. A gauge on the side of the crank case shows the quantity of oil in the sump which has a capacity for two gallons.[3]
The wing of the Cutty Sark was a single fully cantilever unit that was composed entirely of wood, a substantial portion being three-ply.[3] As a result of the method of construction, the wing was water-tight to the extent that it was capable of floating the whole flying boat; furthermore, in the event of a lateral stabilizer failure, the wing tip could perform the same function. These attributed bolstered the flying boat’s safety, particularly while on the water.[4] Lateral stability was greatly impacted by the presence of the floats, which were composed of alclad and constructed using similar practices to that of the hull.[5] A special landing gear, comprising a hollow axle build into the hull into which a detachable axle with aluminium wheels could be passed, to facilitate beaching. The deployment of this gear was via levers in the cabin.[5]
The stabilizer, elevators and rudder were of welded steel construction and covered by fabric. The fin differed considerably, being built up from the tail of the hull and composed of duralumin; it had a removable side panel to permit access to the controls.[4] Both the elevator and rudder had balanced flight control surfaces, the former was actuated via a torque shaft that ran through the fin while the latter via cables routed directly into the hull. Adjustment of stabilizer’s rate of incidence was achieved via a screw jack that was in turn actuated by cables from a hand wheel operated by the pilot.[4] All of the steelwork was either stainless or cadmium-plated, while every duralumin rivets as well as the aluminum used in the cowling was anodically treated.[5]
The hull was composed of a combination of alclad-protected duralumin and thus was relatively resistant to corrosion.[4] The design of the planing bottom of the flying boat, which had quite low resistance and relatively clean running (the latter was a product of the bow shaping) was heavily influenced by experienced from prior flying boats. A stowage compartment for equipment such as the anchor and other marine gear, complete with a hinged hatch, was located within the bow.[4] The size of the hull permitted ample space for the cabin, which was entirely enclosed and seated up to four personnel. The starboard sliding window, in combination with a transversally sliding section of the roof, was the primary means of access to and from the cabin; the window frame functioned as a step that was within easy reach of a dinghy moored alongside.[6]
The forward screen of the cabin, which was fixed, was composed of triplex glass; it had slidable side panels that permitted the pilot to lean out and look downwards and forwards relatively unobstructed, an attribute that was particularly useful during landing as well as when manoeuvring upon the water.[4] The pilot had excellent external visibility, despite the cabin being entirely enclosed, as a result of the entirety of the front, sides, and roof of the cabin being composed of either glass or cellon. Both the seats and the sides of the cabin were upholstered; the seats were arranged to accommodate a central isle, the floor of which was set lower than that underneath the seats.[7] The pilot was seated on the port side; detachable dual flight controls were available, which permitting a second pilot to be seated in the starboard front seat as well. These flight controls were largely stick-based along with a bar for adjusting the rudder and a centrally-mounted throttle control upon the dashboard within easy reach of either pilot.[7] A triangular roof panel above the dashboard gave sufficient space for the pilot to stand up through the opening for the purpose of picking up mooring while remaining at their station to operate the twin throttles and engine switches to manoeuvre the flying boat into position.[8]
To assist manoeuvring on the water, the Cutty Sark incorporated a flap drogue, which consisted of two spring-loaded plates that were hinged on the sides of the hull near to the step and were actuated by the pilot.[9] These functioned as brakes to reduce the taxying speed while on the water which, due to its relatively low resistance hull and the two engines running at speed sufficient to maintain control, would otherwise be far longer. Furthermore, the flap drogue could be used to achieve a degree of steering.[9] All of the flooring and side panels within the hull were detachable so that the inside of the plating could be inspected or repainted. A protective coat of Cerric cellulose lacquer was applied to both the interior and exterior of the hull, as well as to the wing and various other components; all holes in the surface were carefully sealed (often making use of sleeves or glands) aside from the vent holes in the trailing edge of the wing.[10]
Production aircraft
[edit]- A17/1 : The prototype G-AAIP was first flown on 4 July 1929. Bought by Captain Campbell Shaw and Flight Lieutenant Tommy Rose for Isle of Man Air Services. Returned to Cowes in 1933 after being damaged by floating timber.
- A17/2 : VH-UNV was exported to Australia by Matthews Aviation flying the Bass Strait between Melbourne and Tasmania from May 1930. On 8 November 1931 the aircraft was driven by wind into a pier at St. Kilda, and Mr E. Lloyd, a passenger who attempted to assist, was killed by a propeller. In 1935 it was sold to Pioneer Air Services. In 1937 it was sold to Keith Caldwell, a young barnstorming pilot from Lindfield NSW (not to be confused with the NZ WWII fighter ace of the same name);[11] on 15 October 1937, at the same time as he joined Qantas as a pilot, Caldwell sold VH-UNV for £700 to the airline as a trainer. It was written off after landing on water with the undercarriage extended on 5 April 1938.
- A17/3 : a.k.a. "L3". Sold to the RNZAF. It was first flown on 3 March 1930, then shipped to New Zealand aboard the SS Mataroa, where it was reassembled by 28 May 1930. It operated from Hobsonville, Auckland, for the next six years. After 221 hours and 5 minutes flying time it was judged worn out beyond economic repair. L3 made its last flight on 23 November 1936, after which it served as an instructional airframe. It was scrapped in 1939.
- A17/4 : G-AAVX before being sold to Singapore as VR-SAA in 1930.
- A17/5 : G-ABBC named "Progress I" operated out of Blackpool to the Isle of Man by British Amphibious Airlines. Attempts to replace it with an A.19 Cloud after 1933 were blocked due to SARO's decision to operate an airline from the Isle of Man.
- A17/6 : Acquired by the Royal Air Force as S1575.
- A17/7 : Sold to Hong Kong as VR-HAY
- A17/8 : Served in the Kwangsi Air Force in China, but was returned to Britain as G-AETI.
- A17/9 : The only single-engine example. Registered G-ABVF and sold to the Japanese aviator Seiji Yoshihara. Aircraft was named Hochi-Nippon for a trans-Pacific flight but it crashed soon after take-off from Oakland, California.
- A17/10 : Registered G-ACDP to Air Service Training Ltd., used by No 3 E & RFTS until 1942. Fitted with radial engines.
- A17/11 : Registered G-ACDR to Air Service Training Ltd., used by No 3 E & RFTS until 1942.
- A17/12 : Registered G-ADAF. This may be the machine exported to the Dominican Republic in 1935, and written off in 1942.
Operators
[edit]Military operators
[edit]
- Dominican Air Force - One aircraft.
Specifications (A.17M – Genet Major engines)
[edit]
Data from British Civil Aircraft 1919–1972: Volume III,[12] Saunders and Saro aircraft since 1917[13]
General characteristics
- Crew: Two
- Capacity: Two passengers or up to 510 lb (231 kg) payload
- Length: 34 ft 4 in (10.46 m)
- Wingspan: 45 ft 0 in (13.72 m)
- Height: 11 ft 2 in (3.40 m)
- Wing area: 320 sq ft (30 m2)
- Empty weight: 2,725 lb (1,236 kg)
- Gross weight: 3,865 lb (1,753 kg)
- Fuel capacity: 40 imp gal (48 US gal; 182 L) in two wing tanks
- Powerplant: 2 × Armstrong-Siddeley Genet Major seven-cylinder air-cooled radial piston engines, 140 hp (100 kW) each
- Propellers: 2-bladed wooden fixed-pitch propellers
Performance
- Maximum speed: 107 mph (172 km/h, 93 kn)
- Cruise speed: 93 mph (150 km/h, 81 kn)
- Range: 315 mi (507 km, 274 nmi)
- Service ceiling: 9,000 ft (2,700 m)
- Rate of climb: 500 ft/min (2.5 m/s)
See also
[edit]
Related lists
- List of aircraft of the Royal Air Force
- List of aircraft of the Royal New Zealand Air Force and Royal New Zealand Navy
- List of aircraft of World War II
- List of flying boats and floatplanes
References
[edit]
Citations
[edit]- ^ a b c d NACA 1929, p. 1.
- ^ NACA 1929, pp. 1-2.
- ^ a b c d e NACA 1929, p. 2.
- ^ a b c d e f NACA 1929, p. 3.
- ^ a b c NACA 1929, p. 6.
- ^ NACA 1929, pp. 3-4.
- ^ a b NACA 1929, p. 4.
- ^ NACA 1929, pp. 4-5.
- ^ a b NACA 1929, p. 5.
- ^ NACA 1929, pp. 5-6.
- ^ Recorded conversation with Keith Caldwell 8/92
- ^ Jackson, A. J. (1974). British civil aircraft 1919–1972 Volume III (Second ed.). London, UK: Putnam. p. 123. ISBN 978-0-370-10014-2.
- ^ London, Peter M. (1988). Saunders and Saro aircraft since 1917 (1st ed.). London, UK: Putnam. pp. 96–109. ISBN 0851778143.
Bibliography
[edit]- Jackson, A.J. British Civil Aircraft 1919–1972: Volume III. London:Putnam, 1988. ISBN 0-8517-7818-6.
- London, Peter. Saunders and Saro Aircraft since 1917. London: Putnam, 1988. ISBN 0-85177-814-3
- " The Saunders "Cutty Sark" commercial seaplane (British) : a high-wing monoplane flying boat" National Advisory Committee for Aeronautics, 1 November 1929. NACA-AC-105, 93R19676.
