23-06-2021, 01:24 PM
(This post was last modified: 23-06-2021, 01:37 PM by peter scott.)
When EMI were testing the performance of klystrons versus magnetrons for use in the H2S airborne radar system there was a reluctance to use the magnetron because of the risk that a bomber over enemy territory could be shot down and the Nazis who only had the klystron at that time could learn about the magnetron. Up to this point the magnetron had proved very successful in pin-pointing U boats and destroying them with minimal risk of magnetron capture.
Unfortunately the klystron was not nearly powerful enough for H2S to display bombing targets over land and it was a magnetron testing session in a Halifax bomber that led to the crash killing all on board including the EMI development team members, Blumlein, Browne and Blythen. As it happens the magnetron was selected on account of the very poor accuracy obtained from visual bomb aiming.
Being a nice day yesterday for sitting out in the garden I decided to dig into R.C. Alexander's biography of Blumlein again and the cause of the crash had always puzzled me. There were a number of factors in the design of the Halifax that compounded the fatal outcome but the initiating cause was attributed to an insufficiently tightened lock nut on an inlet valve tappet. It still seems a little incredible but I found that I had a drawing of the tappet adjustment and guess it now makes sense. Item B in the diagram is the lock nut and if it were slack it would be possible for the tappet bolt to unscrew thus reducing the valve clearance and eventually resulting in holding the valve continuously open.
In my motoring history I've never experienced this type of problem but this could be because I have never had a supercharged car to play with. In the case of the Merlin with the fuel/air mixture being forced into the inlet manifold it's not so difficult to imagine the exhaust gases being pumped out of the open inlet valve and igniting everything in the induction system and the continuous fuel supply feeding the fire. In a normally aspirated engine you could see the backfire exploding the inlet tract but then not being fed further fuel.
In this case the fire rapidly burnt through the casings and ignited adjacent fuel tanks before causing structural failure of the wing.
Peter
Unfortunately the klystron was not nearly powerful enough for H2S to display bombing targets over land and it was a magnetron testing session in a Halifax bomber that led to the crash killing all on board including the EMI development team members, Blumlein, Browne and Blythen. As it happens the magnetron was selected on account of the very poor accuracy obtained from visual bomb aiming.
Being a nice day yesterday for sitting out in the garden I decided to dig into R.C. Alexander's biography of Blumlein again and the cause of the crash had always puzzled me. There were a number of factors in the design of the Halifax that compounded the fatal outcome but the initiating cause was attributed to an insufficiently tightened lock nut on an inlet valve tappet. It still seems a little incredible but I found that I had a drawing of the tappet adjustment and guess it now makes sense. Item B in the diagram is the lock nut and if it were slack it would be possible for the tappet bolt to unscrew thus reducing the valve clearance and eventually resulting in holding the valve continuously open.
In my motoring history I've never experienced this type of problem but this could be because I have never had a supercharged car to play with. In the case of the Merlin with the fuel/air mixture being forced into the inlet manifold it's not so difficult to imagine the exhaust gases being pumped out of the open inlet valve and igniting everything in the induction system and the continuous fuel supply feeding the fire. In a normally aspirated engine you could see the backfire exploding the inlet tract but then not being fed further fuel.
In this case the fire rapidly burnt through the casings and ignited adjacent fuel tanks before causing structural failure of the wing.
Peter
