Aerolite Spitfire

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Any info or thoughts on the Aeorlite Spitfire, which was an attempt to build a Spitfire fuselage out of Aerolite, which was resin impregnated fiber that was a predecessor to carbon fiber/carbon fiber reinforced plastic. It wasn't mass produced, but was done to see if it could be done if there was a critical shortage of aluminum that could be used to make aircraft structures.
 
There is a chapter on the work carried out in Spitfire : The History by Morgan and Shacklady.

The contribution made to the aero industry by de Bruyne and his company Aero Research Ltd is not always acknowledged. Aerolite resin glues found many applications during and after the war, the most famous of which is their use in the Mosquito, for which DH are more often than not given the credit. The government sponsored a research programme into the use of composite fibre and Aerolite panels as a possible substitute for conventional metal or wood components, mostly for comparative strength and weathering testing rather than for direct use in aircraft, and the Spitfire fuselage was one such test. The RAE published a report, No.420, on the weathering characteristics in October 1945.

In these early days the size of panels that could be produced was quite limited plus there were practical problems attaching them to the underlying metal structure.
 
In these early days the size of panels that could be produced was quite limited .....
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This remark ties in neatly with the problems experienced, post-war, when F. G. Miles Ltd attempted to build a vacuum moulded, paper honeycomb stabilised, phenolic/asbestos (Durestos) wing for the Miles M.76 sailplane (which was derived from the Kendall K.1 Crabpot - Hugh Kendall had been a test pilot for Miles). This wing was to have been moulded in 30' sections but at this size they failed to achieve the requisite structural stability and the project was abandoned.
 
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Schneiderman said:
" .... In these early days the size of panels that could be produced was quite limited plus there were practical problems attaching them to the underlying metal structure. ... "
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How does asbestos compare with aluminum on the galavanic scale?
I wonder if asbestos to aluminum or steel joints would suffer the same galvanic corrosion as carbon/graphite to metal joints.
 
[
avion ancien said:
This remark ties in neatly with the problems experienced, post-war, when F. G. Miles Ltd attempted to build a vacuum moulded, paper honeycomb stabilised, phenolic/asbestos (Duresto) wing for the Miles M.76 sailplane (which was derived from the Kendall K.1 Crabpot - Hugh Kendall had been a test pilot for Miles). This wing was to have been moulded in 30' sections but at this size they failed to achieve the requisite structural stability and the project was abandoned.
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Interesting, was the project abandoned or did Miles Aircraft go bankrupt before a second try? I’ve seen a reference that they were awaiting delivery of woven glass fibre cloth from the US for a further test wing but maybe it was abandoned before the company collapse. Certainly I agree with your description of the first test and that it didn’t support the desired load.

Do you know if there any surviving files from the RAE detailing the test?
 
Zoo Tycoon said:
[

Do you know if there any surviving files from the RAE detailing the test?
Click to expand...

The answer is ..........Yes

Some factors affecting strength and stiffness of moulded durestos - Report No. TN1071 Sept 1948
Resinated sand moulds and the mouding of "Durestos" without pressure. Report No. TN449 Jan 1949
Integral glue in plastic sandwich structures of the honeycomb/durestos type - Report No. TN1106 Jan 1950
Preliminary determination of the linear coefficients of thermal expansion of vacuum-moulded durestos - Report No. TN1113 Nov 1949
The effects of variation in resin content on the strength and stiffness of moulded durestos - Report No. TN1119 Dec 1949
Some experiments to improve the fibre orientation of "Durestos" - Report No. 1156 Oct 1951
The protection of Durestos & glass-fibre laminates from high speed rain erosion - Report No. 1159 Dec 1951
An investigation into some of the fatigue and creep properties of vacuum moulded "Durestos" - Report No. TN1166 Mar 1952
The manufacture of Durestos delta wings for the Fairey E.10/47 Part 1. The design and construction of the wing mould. - Report No. TN 1171 Mar 1952
The manufacture of Durestos delta wings for the Fairey E.10/47 Part 2. Early experiments in moulding Durestos delta wings. - Report No. TN1172 Mar 1952
The moulding of "Durestos" under vacuum conditions. Report No. TN496 Oct 1953
Primary data on the variability of "Durestos". - Report No. TN1259 Sept 1955
The effect of ????? on the mechanical properties of Durestos - Report No. TN 1324 Dec 1957
Some thermal properties of Durestos type material. - Report No. TN1333 Aug 1958
The tensile fatigues properties of vacuum moulded "Durestos". - Report No. TN1334 Aug 1958
Some thermal properties of Durestos type materials (Pt.2). - Report No. TN 1358 Nov 1959

A little light reading, everything you could ever want to know about the stuff
 
In an earlier thread about the H.P.93, text saved from the Flight archive when it was still available:
ONE of the most interesting projects undertaken by the plastics division of F. G. Miles, Ltd., during the last three years, has been the construction for the British Gliding Association of an experimental wing—moulded in phenolic-impregnated asbestos material—for a high-performance glider. The machine, known as the M.76, is a development of Hugh Kendall's Crabpot I, which gained first place in the 1947 B.G.A. 2-seat design contest.
Financial backing for the project has come from the Miles company, the Kemsley Flying Trust (through the medium of the B.G.A.), and the Ministry of Supply.'
The effect of the chordwise position of boundary laver transition on a sailplane's performance is great, for laminar flow over an increased fraction of the chord gives a much reduced minimum drag coefficient. The achievement of laminar flow over as much as possible of the wing has been hampered in wings of normal construction by surface waviness, and it was felt that one way of obtaining the required improved finish would be to use some form of stabilized plastics construction.
It was decided to use a phenolic/asbestos fibre material stabilized with a paper honeycomb, the manufacturing technique being based on the vacuum moulding process pioneered by the R.A.E. at Farnborough. The 60-ft span wing was to be made in two semi-span sections each consisting of one 30-ft moulding— probably the largest one-piece moulded phenolic/asbestos structures yet manufactured.
The method of construction is, briefly, as follows :—
(1) A model of the wing, with exactly the same shape as the wing itself, is made from concrete, steel and a phenolic/asbestos material.
(2) A layer of soft phenolic/asbestos material is placed upon this model and made rigid by heat cure. This is called the master finer.
(3) A further layer of phenolic/asbestos material is then placed on this and heating mats and thermocouples are put in place and again heat cured. The shell produced is the heart of the main mould.
(4) This mould is then supported in place and covered with concrete.
(5) To make a wing, the soft Durestos felts are cut to shape and placed in position on the loading table, together with the paper honeycomb (Dufaylite) filling. The outer felts are then laid in place, and the table is lowered over a loading trolley.
(6) The loading trolley and soft felts are then moved into the mould. A rubber bag is used to seal the felts and apply suction.
(7) Electrical heaters driven by a 112 kVA generator are used to cure the product, and after about six hours the complete stabilized wing skin is cured.
(8) The wing is then removed from the mould and after trimming is ready for the fitting of ribs and trailing edge closing member.
The steel root fittings are moulded into the wing in situ at the time of cure.

In developing this method of construction, the company has had to face a number of original problems resulting from the use of the new materials. Mould cracking due to temperature variations in the concrete mass and to pinching action of the cured phenolic/asbestos mould surface, and the inconsistency in quality and effect of certain apparently identical mixes of resin, were among the setbacks experienced. A really close liaison between design staff and the operatives has proved invaluable for the successful introduction of the new techniques.
The date when the M.76 will fly is still some time ahead for, up to the present, only starboard wings have been produced, and the glass fibre ribs and trailing edge member, and the ailerons, have not yet been fitted. R.A.E. tests are about to commence, and the first public view of one of the moulded wings will be at the British Plastics Exhibition.
The main value of the Miles project is clearly wider than that of the particular wing; it lies in the "know-how" of the techniques of this method of moulding. For the future, further applications are inevitable—and a number are already being considered.
The possession of a two-seat machine such as the M.76 would obviously be a good thing for Britain in the 1954 world championships.
To guard against delays in the production of the plastic wing, a wooden wing to the same specification is being constructed by Elliotts of Newbury, and is to be fitted to the conventional wooden fuselage built by Miles.
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The Durestos wing project undertaken by F. G. Miles Ltd. rather than by Miles Aircraft Ltd..The latter collapsed in 1947. The former was established in 1949.

To put matters in context, it has to be said that the K.1 Crabpot was not a successful aircraft. Contemporaneous with the M.76/Durestos wing project, Elliotts of Newbury were commissioned to make a conventional plywood covered wooden wing for the sailplane. This they did, but the K.1 suffered seemingly incurable spinning problems. These were sufficiently serious for it to be denied a Certificate of Airworthiness. The promoters of the sailplane ultimately lost interest in it. Only the prototype was ever constructed and development of this was abandoned.

If Peter Amos succeeds in publishing the fourth volume of his his monograph, no doubt we will learn a great deal about the Miles M.76 and the Durestos wing project.
 
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Oh wow that’s great info, many thanks ;- I didn’t know the FD1 wings were Duresto.

Do you know if the Farnborough M76 wing test report still exists?

Schneiderman said:
Zoo Tycoon said:
[

Do you know if there any surviving files from the RAE detailing the test?
Click to expand...

The answer is ..........Yes

Some factors affecting strength and stiffness of moulded durestos - Report No. TN1071 Sept 1948
Resinated sand moulds and the mouding of "Durestos" without pressure. Report No. TN449 Jan 1949
Integral glue in plastic sandwich structures of the honeycomb/durestos type - Report No. TN1106 Jan 1950
Preliminary determination of the linear coefficients of thermal expansion of vacuum-moulded durestos - Report No. TN1113 Nov 1949
The effects of variation in resin content on the strength and stiffness of moulded durestos - Report No. TN1119 Dec 1949
Some experiments to improve the fibre orientation of "Durestos" - Report No. 1156 Oct 1951
The protection of Durestos & glass-fibre laminates from high speed rain erosion - Report No. 1159 Dec 1951
An investigation into some of the fatigue and creep properties of vacuum moulded "Durestos" - Report No. TN1166 Mar 1952
The manufacture of Durestos delta wings for the Fairey E.10/47 Part 1. The design and construction of the wing mould. - Report No. TN 1171 Mar 1952
The manufacture of Durestos delta wings for the Fairey E.10/47 Part 2. Early experiments in moulding Durestos delta wings. - Report No. TN1172 Mar 1952
The moulding of "Durestos" under vacuum conditions. Report No. TN496 Oct 1953
Primary data on the variability of "Durestos". - Report No. TN1259 Sept 1955
The effect of ????? on the mechanical properties of Durestos - Report No. TN 1324 Dec 1957
Some thermal properties of Durestos type material. - Report No. TN1333 Aug 1958
The tensile fatigues properties of vacuum moulded "Durestos". - Report No. TN1334 Aug 1958
Some thermal properties of Durestos type materials (Pt.2). - Report No. TN 1358 Nov 1959

A little light reading, everything you could ever want to know about the stuff
Click to expand...
 
avion ancien said:
The Durestos wing project undertaken by F. G. Miles Ltd. rather than by Miles Aircraft Ltd..The latter collapsed in 1947. The former was established in 1949.

If Peter Amos succeeds in publishing the fourth volume of his his monograph, no doubt we will learn a great deal about the Miles M.76 and the Durestos wing project.
Click to expand...

Many thanks for the reply.

I have Peters excellent first 3 volumes. Of course you’re correct about the project being latter with FG Miles Ltd but I have the Farnborough test being in 1947 which would put it Miles AC Ltd.

Is this correct?
 
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The article regarding the M.76 was in the 15th May 1953 edition of Flight and refers to work undertaken over the prior three years, so any test undertaken by the RAE in 1947 would have been on something different.
 
Schneiderman said:
There is a chapter on the work carried out in Spitfire : The History by Morgan and Shacklady.

The contribution made to the aero industry by de Bruyne and his company Aero Research Ltd is not always acknowledged. Aerolite resin glues found many applications during and after the war, the most famous of which is their use in the Mosquito, for which DH are more often than not given the credit. The government sponsored a research programme into the use of composite fibre and Aerolite panels as a possible substitute for conventional metal or wood components, mostly for comparative strength and weathering testing rather than for direct use in aircraft, and the Spitfire fuselage was one such test. The RAE published a report, No.420, on the weathering characteristics in October 1945.

In these early days the size of panels that could be produced was quite limited plus there were practical problems attaching them to the underlying metal structure.
Click to expand...
If I recall properly, Aerolite was also considered as a way of saving alloy in non-structural applications. I believe that Morgan and Shacklady show a Spitfire pilot's seat made from the material.
 
Zoo Tycoon said:
Oh wow that’s great info, many thanks ;- I didn’t know the FD1 wings were Duresto.

Do you know if the Farnborough M76 wing test report still exists?

Schneiderman said:
Zoo Tycoon said:
[

Do you know if there any surviving files from the RAE detailing the test?
Click to expand...

The answer is ..........Yes

Some factors affecting strength and stiffness of moulded durestos - Report No. TN1071 Sept 1948
Resinated sand moulds and the mouding of "Durestos" without pressure. Report No. TN449 Jan 1949
Integral glue in plastic sandwich structures of the honeycomb/durestos type - Report No. TN1106 Jan 1950
Preliminary determination of the linear coefficients of thermal expansion of vacuum-moulded durestos - Report No. TN1113 Nov 1949
The effects of variation in resin content on the strength and stiffness of moulded durestos - Report No. TN1119 Dec 1949
Some experiments to improve the fibre orientation of "Durestos" - Report No. 1156 Oct 1951
The protection of Durestos & glass-fibre laminates from high speed rain erosion - Report No. 1159 Dec 1951
An investigation into some of the fatigue and creep properties of vacuum moulded "Durestos" - Report No. TN1166 Mar 1952
The manufacture of Durestos delta wings for the Fairey E.10/47 Part 1. The design and construction of the wing mould. - Report No. TN 1171 Mar 1952
The manufacture of Durestos delta wings for the Fairey E.10/47 Part 2. Early experiments in moulding Durestos delta wings. - Report No. TN1172 Mar 1952
The moulding of "Durestos" under vacuum conditions. Report No. TN496 Oct 1953
Primary data on the variability of "Durestos". - Report No. TN1259 Sept 1955
The effect of ????? on the mechanical properties of Durestos - Report No. TN 1324 Dec 1957
Some thermal properties of Durestos type material. - Report No. TN1333 Aug 1958
The tensile fatigues properties of vacuum moulded "Durestos". - Report No. TN1334 Aug 1958
Some thermal properties of Durestos type materials (Pt.2). - Report No. TN 1358 Nov 1959

A little light reading, everything you could ever want to know about the stuff
Click to expand...
Click to expand...
Fast the RAE museum in Farnborough might help
 
Schneiderman said:
There is a chapter on the work carried out in Spitfire : The History by Morgan and Shacklady.

The contribution made to the aero industry by de Bruyne and his company Aero Research Ltd is not always acknowledged. Aerolite resin glues found many applications during and after the war, the most famous of which is their use in the Mosquito, for which DH are more often than not given the credit.
Click to expand...

de Havilland had sponsored de Bruyne, back in the early 1930s. He first encountered them when on a course at their Technical School in 1931. His first innovations were methods of glued stressed-skin wooden construction and an associated method of stress calculation (Wagner tension fields, anybody?), but the CAA would not accept it at first because his methods were not approved. He also had ideas on synthetic resins. Then in 1934 de Havilland paid him to research plastics and resins for use in aircraft propellers. He became involved in a trial piece for the structure of the DH 88 Comet racer of that year, but his methods were still unapproved and they had to abandon them and overengineer the plane. He went on to build the Snark and get Farnborough to check it out, even before the Comet flew. They finally gave his methods the thumbs-up and promptly took the the credit; RAE Reports and Memoranda 1694 fails to mention him. His synthetic resin glues then took over his attention and Aerolite, Aerodux, Araldite and all the rest would eventually come forth. 1938 saw the construction of an experimental wing spar for the Bristol Blenheim.

His autobiography "My Life" (Midsummer 1996) gives some information on the Spitfire fuselage, though not particularly technical. It was of course made under his supervision at Duxford, where he was based. There is a photo of the rear section facing p.65. Built on a fixed-price contract, it made a small profit but the Air Ministry then baulked at paying the agreed amount. Instead they confiscated all his equipment, and only the intervention of his MP was eventually able to force a compromise. It left him struggling to survive. This, the company that would go on to glue together the Mossie, the Airspeed Horsa and our D-day assault boats! Madness! So, just typical of Ministries the world over, then.

Without Norman de Bruyne we would still be overdesigning planes, screwing and rivetting everything in sight, and wishing someone would invent fibre composites a bit more sophisticated than Bakelite-impregnated hessian. He does indeed deserve far wider recognition; after all, he did singlehandedly change the engineering world for ever.
 
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They`re made of synthetic resin impregnated flax fibre, which was developed by Aero Research Ltd, Duxford, England.

It performed reasonably well in structural tests after three years weathering outside.
I have a paper and might put some strength test data on my website if anyone cares enough.
 
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Dynoman said:
Aerolite airframe from https://erenow.net/ww/fighters-under-construction-world-war-two-rare-photographs/3.php

Looks like a modified Spitfire center section fuselage.
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Great find, a wonderfully detailed article. Yes, that's the one all right; the accompanying text is very specific.
Aero Research Ltd was the name of de Bruyne's comapny and Gordon Aerolite was the resin-flax composite he originally developed under the de Havilland propeller contract. The 70-ton press was among the equipment confiscated by the Air Ministry for managing to turn a small profit.
 
Calum Douglas said:
They`re made of synthetic resin impregnated flax fibre, which was developed by Aero Research Ltd, Duxford, England.

It performed reasonably well in structural tests after three years weathering outside.
I have a paper and might put some strength test data on my website if anyone cares enough.
Click to expand...
Any chance of posting it here [cheesy grin]?
 
A further trawl through the FAST catalogue came up with :-

Weathering of a Gordon Aerolite plastic Spitfire fuselage. – Report No. TN420 Oct 1945

It also shows a fair amount of research into plastics pre-war, mainly 1938-9, coordinated by a Plastic Sub-Committe. Naturally there is plenty through the 1950s. These from the late 1940s are interesting :-

Second progress report on the RAE plastic smooth wing – Report No. TN444 June 1948

Mould for the MkII Spiteful wing. – Report TN1115 Nov 1949

Building a MkII Spiteful plastic wing test section. – Report TN1116 Nov 1949
 

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