46-490: SRN or Srn may refer to: SR.N (Saunders-Roe Nautical), a series of hovercraft produced by Saunders-Roe: SR.N1 , the first modern hovercraft SR.N2 , the first hovercraft to operate a commercial service SR.N3 , the first hovercraft designed for military use SR.N4 , a large four-prop ferry hovercraft SR.N5 , a river patrol hovercraft used in Vietnam SR.N6 ,
92-608: A 1:72 scale plastic construction kit from Airfix . Westland Aircraft Westland Aircraft was a British aircraft manufacturer located in Yeovil , Somerset . Formed as a separate company by separation from Petters Limited just before the start of the Second World War , Westland had been building aircraft since 1915. During the war the company produced a number of generally unsuccessful designs, but their Lysander would serve as an important liaison aircraft with
138-638: A Blackburn/Turbomeca Marboré of approximately half the Viper's thrust. The SR.N1 was involved in tests for a total of four years prior to its retirement, having demonstrated the practicality of the concept. The SR.N1 itself has been preserved and placed on public display at the Science Museum at Wroughton . Models of the SR.N1 were available in both die-cast metal form in the Corgi Toys range, and as
184-562: A demonstration of his model to Admiralty representatives and patent officials in 1956. One of the Admiralty observers, Ron Shaw, was impressed by the concept and provided valuable support. The work was classified as an official secret for over four years, but neither the Royal Air Force , Royal Navy, or British Army seemingly gave the project any serious interest. Shaw and Cockerell approached Saunders-Roe, who agreed to study
230-433: A longer SR.N5 SRN1 mechanism , a radical-nucleophilic aromatic substitution in organic chemistry Salem Radio Network , a United States-based Christian radio network Scottish Recovery Network , an initiative designed to raise awareness of recovery from mental disorders Simple recurrent network , a type of recurrent neural network Sranan Tongo , a Creole language, ISN-639 code A state registered nurse in
276-802: A new aircraft division at English Electric that would go on to be very successful. Production started with the Sikorsky S-51 flying for the first time in 1948 and as the Westland-Sikorksy Dragonfly entering service with the Royal Navy and RAF from 1950. Westland developed an improved version the Widgeon which was not a great success. Success with the Dragonfly was repeated with the Sikorsky S-55 which became
322-414: A proposal to this effect on 4 September 1958. In October 1958, the second stage of the contract was awarded, enabling advanced research into the development of the proposed air cushion and the corresponding principles, such as intake design, directional stability, and control; design studies were also performed for various sizes of hovercraft, ranging from 70-ton to 15,000-ton craft. It was at this point that
368-411: A twin-jet configuration along with an estimated weight increase from 4,000 lb (1,800 kg) to 6,600 lb (3,000 kg). Throughout 1958 and into 1959, work on the design and production on the SR.N1 proceeded under the leadership of Saunders-Roe's chief designer Maurice Brennan. The SR.N1 was the world's first full-sized hovercraft. It was controlled from a small cab placed just forward of
414-545: The Royal Air Force . After the war the company focused on helicopters , and was merged with several other British firms to create Westland Helicopters in 1961. In 1915 the Westland Aircraft Works was founded as a division of Petters in response to government orders for the construction under licence of initially 12 Short Type 184 seaplanes , followed by 20 Short Admiralty Type 166 . Orders for other aircraft followed during First World War , including
460-604: The Sopwith 1½ Strutter , the de Havilland designed Airco DH.4 , Airco DH.9 and Airco DH.9A and the Vickers Vimy . The name "Westland" was chosen by Mrs Petter as new land purchased as part of an expansion in 1913 at West Hendford which had been earmarked for a new foundry, but ended up becoming the centre for aircraft production. As a result of the experience gained in manufacturing aircraft under licence, Westland began to design and build its own aircraft, starting with
506-710: The Welkin was accepted. The Welkin was a twin-engine high altitude design to intercept attempts by high-flying German bombers to attack Britain. When the threat never appeared production was limited. For much of the war their factories were used to build Supermarine Spitfires , after the Supermarine factory in Southampton was bombed out of action during the Battle of Britain ; indeed Westlands built more Spitfires than any other manufacturer. Westland would then go on to be
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#1732773127783552-707: The Westland N.1B in 1917, which was followed in 1918 by the Wagtail and the Weasel . Following the end of war, Westland produced the Limousine and Woodpigeon light aircraft for the civilian market, but most successful was the Wapiti close support aircraft. In 1935 Petters split its aircraft manufacturing from its aircraft engine concerns to form Westland Aircraft Limited , based in Yeovil , Somerset. The Whirlwind
598-615: The Whirlwind , and a re-engined Sikorsky S-58 in both turboshaft and turbine engine powered designs as the Wessex . In 1952 Westland decided on four helicopter designs for possible development: None of these Westland helicopters advanced further than the paper study. Westland did progress as a private venture, a large space-frame cargo helicopter design using a Sikorksy rotor head - the Westland Westminster - but this
644-478: The hovercraft . Having tested and found substance to his theories during the early 1950s, Cockerell proceeded to approach various aircraft companies and shipbuilders, but had difficulty gaining their backing, in part due to a lack of understanding of the technologies involved. Undeterred, his work soon attracted the attention of Lord Mountbatten , the First Sea Lord of the Royal Navy , who arranged for
690-527: The Model A, which had since been renamed as the " Saunders-Roe Nautical 1 " (SR.N1), had continued while the matter of stability was being addressed. Several models were built to support development of the design, including the 1:6 scale radio-controlled model, which was tested in secret on the Isle of Wight . The final configuration of the SR.N1 has been altered considerably from its initial revision, having adopted
736-555: The NDRC, named Hovercraft Development Limited (HDL), for which Cockerell was appointed as technical director to handle the contract with Sauders-Roe and built up a patent portfolio. Although officially led by Chaplin, Cockerell had considerable involvement in the ongoing design process. Saunders-Roe determined that, in addition to more theoretical work, a test programme involving a large-scale radio-controlled model would be necessary to provide sufficient data to make progress, and produced
782-472: The NRDC to present his idea; the managing director, Lord Halsbury , was so impressed that he decided that immediate action was necessary. On the following day, the NRDC board confirmed its decision to support the project, soon noting that it would be the organisation's biggest project to date. The NRDC promptly issued Saunders-Roe with a contract and authorisation to proceed. In 1959, a specialised subsidiary of
828-443: The SR.N1 was outfitted with a flexible skirt which greatly improved the effective depth of the air cushion. During the following year, an aft-facing Bristol Siddeley Viper III jet engine, mounted on the rear of the decking behind the lift fan housing, supplemented the ducted-air propulsion produced by the piston engine, increasing the craft's maximum speed from 35 to 50 knots ; the Viper installation followed an earlier installation of
874-648: The United Kingdom Union of the Russian People ( Soyuz Russkogo Naroda ), a Black-Hundredist political organization in the Russian Empire, c. 1905–1917 Strahan Airport , IATA airport code "SRN" SRN, ICAO code for SprintAir , a Polish airline Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title SRN . If an internal link led you here, you may wish to change
920-449: The acquisition of such patents had been typically performed by HDL, who conducted extensive experiments and built full-scale test beds as part of their activities. On 29 May 1959, the completed SR.N1 performed its first engine run. This engine run was aborted when telemetry from onboard accelerometers had indicated high stress levels which threatened the craft's structural stability in the long term; these stresses had been generated as
966-404: The addition of single peripheral jets remained inadequate for the original design. As the use of transverse jets, as used on the original model, was impractical, an extended planform was adopted along with an additional peripheral jet along the outside to address the stability issue. After further model testing, the bottom surface was inclined at a shallow 6-degree angle as well. Construction of
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#17327731277831012-533: The concept and further hovercraft had been developed. In less than four years following the SR.N1's maiden flight, multiple hovercraft were being designed and produced by several companies in the United Kingdom, as well as in France by Jean Bertin and Japan by Mitsubishi Shipbuilding & Engineering under a license given by Westland Aircraft . During the 1950s, British manufacturing firm Saunders-Roe
1058-484: The concept and produce a report on it if they were issued with a contract. This arrangement would be the foundation of a long-lasting partnership between Cockerell and Saunders-Roe to develop and sell this new form of transport. In August 1957, an initial contract to perform theoretical and experimental analysis of the concept was awarded to Saunders-Roe. The firm's chief of aerodynamic research, John Chaplin, promptly met with Cockerell and became quickly enthusiastic about
1104-627: The considerable potential of the hovercraft concept; Saunders-Roe was keen to be awarded a further contract to continue its research. As there was no expressed military need for such an aircraft, it was impossible for the Ministry of Defence to finance further development; however, at Shaw's suggestion, a proposal was made to the National Research Development Corporation (NRDC), an independent public body. On 17 April 1958, Cockerell had his first meeting with
1150-570: The craft during the exercise was commended by the services. On 25 July 1959, the 50th anniversary of Louis Blériot 's cross-channel flight, the SR.N1 serial G-12-4 crossed the English Channel from Calais to Dover in just over two hours; the crew during this crossing consisted of Captain Peter Lamb (pilot), John Chaplin (navigator) and Cockerell himself. Testing had revealed several interesting tendencies of hovercraft, such as
1196-425: The craft's deck and supplied with air from the engine housed within the cylindrical centre piece to which they were attached. The outer jet was installed upon closely mounted 2-foot-long ribs and running to within four inches of the inner jet; the inclined surface between the inner and outer jets was plated and reinforced against the impact of waves or inadvertent ditching. Simple rotatable aerofoils were installed on
1242-403: The cylindrical centre piece set into the middle of the deck which contained the craft's engine and horizontally mounted fan. For aerodynamic efficiency, the fan and the wall of the centre piece had very little clearance, while the exterior wall of the centre piece itself was heavily reinforced so that the crew would be protected in the event of a catastrophic engine failure. The core of the vehicle
1288-443: The development of an advanced amphibious beach survey vessel, known as WALRUS. Also during this time, British engineer and inventor Christopher Cockerell had been exploring his own concepts on how to produce more efficient fast-moving watercraft, involving multiple technologies such as inflatable air cushions , pump-jets and centrifugal fans ; these would effectively emerge as a single new form of amphibious vehicle, later known as
1334-437: The diagonal stability jets featured on Cockerell's original model had been eliminated; however Saunders-Roe's aerodynamics office were confident that the design was good. In part to answer these doubts, a three-dimensional model was produced and subjected to wind tunnel tests, which revealed extreme instability. A 'stop design' order was promptly issued on the cushion system while further tests were performed, which determined that
1380-592: The ends of the ducts to exert control forces; the vertical aerofoil on the aft end was extended to form a pair of conventional aerodynamic rudders . The development of the SR.N1 had involved the development and registering of a number of patentable technologies, a portion of which being extensions of Cockerell's original concepts and patents. These patents included the craft's annular jet cushion, plenum chamber burning , compartmentation jets for stability, powered and unpowered recirculation techniques, and various configurations of flexible skirts. The supporting research for
1426-497: The final three days prior to the craft's maiden flight . On 11 June 1959, the SR.N1 conducted its first flight, demonstrating its capability to cross both land and water, in front of various assembled members of the press. While the demonstration was only intended to involve land-based motion, in response to pressure from enthusiastic journalists, the company decided to proceed with the first water-based flight on that day as well. The demonstration received considerable press coverage,
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1472-401: The first pair of manned models were also proposed, of which Model A was selected to proceed with. Development of the craft was not straightforward, having posed several challenges and difficulties that needed to be overcome from the onset. Early on, one criticism of the Model A was that the single annular peripheral jet engine would be incapable of adequate pitch and roll stability while
1518-420: The inevitable delay between the heading of the craft changing and the direction that it was travelling in changing to match. In addition, travelling overland posed more difficulty than traversing water due to the lack of motion attenuation generated by wave drag. Considerable skill on the part of the pilot was typically required to counter the effects of phenomena such as cross winds and ground slopes. In 1961,
1564-403: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=SRN&oldid=1246699188 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages SR.N1 The Saunders-Roe SR.N1 (Saunders-Roe Nautical 1)
1610-611: The major designers of the Supermarine Seafire , a navalised conversion of the Spitfire. The Westland Wyvern was a post-war design of carrier-based strike-fighter for the Fleet Air Arm serving up to 1958. Post-war the company decided to get out of fixed-wing aircraft and concentrate solely on helicopters under a licensing agreement with Sikorsky . This upset W.E.W. Petter , the chief designer, who left to form
1656-495: The majority of which being largely positive; reportedly, the craft was dubbed by some in the media as "the flying saucer ". The flight was documented in the Look At Life film Flight On A Cushion . On 13 June 1959, the second sea trial was performed, which included full power runs and emergency ditching drills being tested; experience from this trial run resulted in the rapid addition of a hydrodynamic planning bow to reduce
1702-399: The potential posed by such a craft. In order to test the theories and overall concept, it was decided that a full-scale craft would be constructed, designated as the SR.N1. On 11 June 1959, it performed its first flight in front of the public. The SR.N1 participated in the test programme for four years prior to its retirement, by which point it had served its purpose in successfully validating
1748-562: The project. Finding the existing experimental data and methodology to have been sound, Chaplin favourably reported back to the Saunder-Roe's chief engineer. Following a series of wind tunnel , tow tank, and free-flight tests, alongside use of a new two-dimensional test rig as well as use of the original research, the firm published two reports in May 1958. These reports confirmed the validity of Cockerell's theories and data in addition to noting
1794-413: The result of an integral shroud that had been placed around the plane of the fan to increase aerodynamic efficiency, and was quickly resolved by its removal, providing greater clearance for the tips of the fan blades. Only a day later, on 30 May 1959, the first full power engine tests were carried out. More extensive test runs of the engine revealed a few minor issues, such as a level of instability within
1840-464: The tendency of the craft to dib into waves. Later tests were also conducted, including the first operational transition between land and water to prove its true amphibious capabilities, which had been viewed as a vital attribute. On 22 June 1959, the SR.N1 participated in its first 'operational' sortie during an exercise with the Royal Marines on Eastney Beach , Portsmouth ; the performance of
1886-479: The valves of the thrust control system, which were modified accordingly ahead of the scheduled first flight. On 7 June 1959, all of the required system checks that had been imposed by the design office test schedule had been completed successfully. During one hover test, an instance of pitch instability was revealed, which was found to be due to the bleed air arrangement adopted for the propulsion air, resulting in last-minute corrective changes being carried out during
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1932-413: Was a rivetted aircraft-grade aluminium alloy sheet buoyancy tank, which had been coated with a thin layer of pure aluminium to protect against corrosion . It was powered by an Alvis Leonides radial piston engine that drove a lift fan, and using ducted air generated by the fan for propulsion. Forward and backward thrust was provided via a set of longitudinal ducts which were fixed to either side of
1978-445: Was diversifying in various new fields and product lines; this had been in part due to urgency having been placed on seeking alternative projects to take the place of the cancelled Saunders-Roe SR.177 interceptor aircraft . In particular, the firm held an intense interest in developing advanced watercraft, such as its commissioning of a two-year study into the potential production of nuclear submarines for freight delivery purposes and
2024-621: Was dropped later in favour of the government funded Fairey Rotodyne . From 1959 to 1961 the British government forced the consolidation of 20 or so British aviation firms into three larger groups with the threat of withheld contracts and the lure of project funding. While the majority of fixed-wing aircraft design and construction lay in the British Aircraft Corporation and the Hawker Siddeley Group ,
2070-455: Was the UK's first cannon-armed fighter and faster than many other British aircraft at the time but was troubled by the inability of Rolls-Royce to produce the engines. The Lysander army co-operation aircraft was displaced for reconnaissance as too vulnerable but found favour for specialist missions into occupied Europe carrying agents. Westland tendered designs for new aircraft during the war but only
2116-428: Was the first practical hovercraft . The concept has its origins in the work of British engineer and inventor Christopher Cockerell , who succeeded in convincing figures within the services and industry, including those within British manufacturer Saunders-Roe . Research was at one point supported by the Ministry of Defence ; this was later provided by the National Research Development Corporation (NRDC), who had seen
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