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Transmission

机译：传播

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In Keith Hayward's January Last Word under the paragraph 'Supersonic at last', he states: "The year (1948) also saw the termination of the Miles M52 Programme, a sorry and half-hearted attempt to take the UK into the era of supersonics, which the Americans had already pioneered." In fact the Miles M52 was abandoned abruptly in February 1946 when the Director General of Scientific Research at the Ministry of Aircraft Production, Sir Ben Lockspeiser, informed FG Miles that the programme to build a British supersonic aeroplane had been terminated and all work on it must cease immediately. This decision, and the haste in which not only the jigs and tools were broken up but the Ministry of Supply ordered to hand all technical data and wind tunnel results to the US, remains controversial to this day. Much work had been conducted at the Royal Aircraft Establishment, on the aerodynamic shape of the M52 straight, thin, wings, and significantly the all-moving tail. Furtherrnengine development work included a modified W2/700 jet engine with an augmented fan and afterburners, which were tested, the prototype unit being on display at the FAST Museum. While the bypass engine would have been what is now regarded as a turbofan, the addition of reheat would have boosted top speed to a supersonic level. There was much argument within the RAE and Government circles regarding the importance of swept wings to obtain a Mach 1 + performance, and glide tests of such an RAE design in 1947 were halted after the test aircraft was destroyed. However, a rocket-powered large scale model of the M52 shape, dropped from a Mosquito nearly two years after the project cancellation, as a part of Operation Neptune (drop-testing various powered models) did reach Mach 1.38 in level flight, validating the practicality of the M52 design to go supersonic. The rocket-powered Bell X-1 took the title on 14 October 1947. Keith was quite right to say we never did catch up but this was as a direct result of a succession of muddled official policies rather than the ability of the then highly innovative aircraft industry and the outstanding capabilities vested in the Government's own research establishments, which had absorbed much additional German scientific talent post-1945.
机译：在基思·海沃德（Keith Hayward）在“最后的超音速”段落下的“一月最后一句话”中，他说：“这一年（1948年）也见证了Miles M52计划的终止，这是一次遗憾而无心的尝试，试图将英国带入超音速时代，这是美国人已经开创的。”实际上，1946年2月，当飞机制造部科学研究总干事本·洛克斯佩塞爵士（Bir Lockspeiser）告知FG Miles，建造英国超音速飞机的计划已经终止并且必须进行所有工作时，Miles M52突然被遗弃了。立即停止。直到今天，这一决定以及急需解决的问题不仅是拆卸夹具和工具，而且是由供应部下令将所有技术数据和风洞结果移交给美国的。皇家飞机制造公司已对M52的直线，细翼，机翼和显着全动尾翼的空气动力学形状进行了大量工作。发动机的进一步开发工作包括对带有增强风扇和加力燃烧器的改进型W2 / 700喷气发动机进行测试，原型机已在FAST博物馆展出。虽然现在将旁路发动机视为涡轮风扇，但再加热的增加将使最高速度提高到超音速水平。在RAE和政府圈子中，关于扫掠机翼以获得1马赫+性能的重要性存在很多争论，在1947年对这种RAE设计进行滑翔试验后，试验机被摧毁。但是，在项目取消后将近两年，从蚊子坠落的M52型火箭动力大型模型作为“海王星行动”的一部分（对各种动力模型进行跌落测试）的飞行水平确实达到了1.38马赫，验证了M52设计具有超音速实用性。火箭动力的贝尔X-1于1947年10月14日获得冠军。基思非常正确地说我们从未赶上，但这是一系列混乱的官方政策的直接结果，而不是当时高度创新的能力飞机工业和卓越的能力归政府自己的研究机构所有，这些机构在1945年以后吸收了更多的德国科学人才。

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    《Aerospace international》 |2018年第2期|12-13|共2页
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