- Development
- Specifications
- References Citations Cited sources
{{Use dmy dates|date=February 2018}}{{Use British English|date=February 2018}}| name=Scarab | image=IWM-RAE-O793 Scarab 205085279.jpg | caption= }}{{Infobox Aircraft Type | type=Single-seat sports aircraft | national origin=United Kingdom | manufacturer=Aero Club of the Royal Aircraft Establishment | designer=P G N Peters and C R Brewer | first flight=February 1932 | introduced= | retired= | status= | primary user= | number built=1 | developed from= de Havilland Humming Bird | variants with their own articles=
}} |
The RAE Scarab was a light single-engined single-seat parasol winged modification of the de Havilland Humming Bird, flying in the United Kingdom in 1932. Only one was built. DevelopmentThe Aero Club of the Royal Aircraft Establishment built two light aircraft in 1923, the Zephyr and the Hurricane, then no more until 1931.[1] This, their final effort was the RAE Scarab or PB Scarab as it is sometimes known,[2] after its designers P G N Peters and C R Brewer.[3] Even so, it was not all their own work for the wing and empennage were from a low-winged DH.53, itself a 1923 aircraft. What they did was to reposition the wing on a new fuselage to make a new, parasol winged monoplane, a change that required the creation of a centre section and the struts to support it.[2][3][4] With its new fuselage,[3][5][6] the Scarab was longer than the DH.53, at 21 ft 0 in (6.40 m)[4] compared with 19 ft 8 in (5.99 m).[7] Most of the extra length was in the nose, for the DH.53 was a very snub-nosed machine compared with the Scarab. Both aircraft had flat sided fuselages built up from four longerons in the usual manner of the time, with rounded decking. The DH.53 pilot had sat over mid-chord, but the combination of 5o of sweepback[3] and the change of centre of gravity due to the longer nose in the Scarab meant he could sit at the trailing edge of the new, narrow chord[3] centre section. Given the small gap between the top of the fuselage and the underside of the parasol wing, a mid chord cockpit would have been inaccessible and have restricted the pilot's view severely. A pair of lift stuts extended in a V from the lower fuselage longerons on each side to the two wing spars[3] at the point where these were thickened[8] for the compression struts of the DH.53. As on the DH.53, the wings had constant chord with slightly rounded tips, carrying long differential ailerons. In contrast to those of the DH.53, the wings of the Scarab folded for transport.[3] The Scarab's undercarriage was also new, a split axle unit with the main legs going to the upper longerons and bracing to the lower ones. The undercarriage track was 5 ft (1.52 m).[2] Like some DH.53s,[7] the Scarab was powered by a 32 hp (24 kW) Bristol Cherub III flat twin.[2] The sole Scarab was registered[9] as G-ABOH . Its first flight was in February 1932 with H.H. Leech at the controls.[4] Though underpowered and slow, it seems to have flown nicely and had a surprising rate of climb.[3] It flew from Farnborough until 1938, when it was stored and then scrapped in 1945.[4] Specifications{{Aircraft specs
|ref=Flight 19 February 1932 p.149[2]
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|crew=1
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|length ft=21
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|height ft=6
|height in=9
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|swept area sqft=127
|swept area note=
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|aspect ratio=
|airfoil=
|empty weight kg=
|empty weight lb=460
|empty weight note=[3]
|gross weight kg=
|gross weight lb=650
|gross weight note=
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|fuel capacity=
|lift kg=
|lift lb=
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|more general=
|eng1 number=1
|eng1 name=Bristol Cherub III
|eng1 type=flat twin
|eng1 kw=
|eng1 hp=32
|eng1 kn=
|eng1 lbf=
|eng1 note=at 3,200 rpm
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|max speed kmh=
|max speed mph=78
|max speed kts=
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|cruise speed kmh=
|cruise speed mph=68
|cruise speed kts=
|cruise speed note=[3]
|stall speed kmh=
|stall speed mph=32
|stall speed kts=
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|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=
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|range km=
|range miles=200
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|range note=[3]
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|climb rate ftmin=600
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ReferencesCitations1. ^In 1926 they designed and started to build the RAE Sirocco for the Lympne trials, but it was never completed. See Jackson (1960) p.517
2. ^1 2 3 4 Flight 19 February 1932 p.149
3. ^1 2 3 4 5 6 7 8 9 10 {{Harvnb|Ord-Hume|2000|pages=456}}
4. ^1 2 3 {{Harvnb|Jackson|1960|pages=410}}
5. ^{{Harvnb|Jackson|1974|pages=286}}
6. ^In the 1st edition (1960) of British Civil Aircraft, Jackson says that the DH.52 fuselage was retained, but the 1974 edition makes it clear it was new, in agreement with Ord-Hume
7. ^1 {{Harvnb|Jackson|1978|pages=208–9}}
8. ^{{Harvnb|Jackson|1978|pages=203}}
9. ^Registration of G-ABOH
Cited sources{{commons category|RAE Scarab}}- {{cite book |title= British Civil Aircraft 1919-59|last=Jackson|first=A.J.| year=1960|volume= 2|publisher=Putnam Publishing |location=London |isbn=|ref=harv}}
- {{cite book |last= Jackson|first= A.J.|authorlink= |coauthors= |title= British Civil Aircraft since 1919 Volume 3|year= 1974|publisher= Putnam|location= London|isbn=0-370-10014-X|ref=harv }}
- {{cite book |title= de Havilland Aircraft since 1909|last= Jackson|first=A.J.| year=1978 |publisher=Putnam Publishing |location=London |isbn=0-370-30022-X|ref=harv }}
- {{cite book |title= British Light Aeroplanes|last=Ord-Hume|first=Arthur W.J.G.| year=2000|volume=|publisher=GMS Enterprises |location=Peterborough |isbn=978-1-870384-76-6 |ref=harv}}
{{refbegin}}{{refend}}{{RAE Aero Club aircraft}} 4 : British sport aircraft 1930–1939|Parasol-wing aircraft|Single-engined tractor aircraft|Aircraft first flown in 1932 |