182:
three passengers before the aircraft was spruced up for its appearance at the
Olympia Show in February 1913, where it was inspected by King George V. Immediately afterwards a new wing was fitted with the wing warping system replaced by ailerons formed by hinging the outer trailing edge extensions; the earlier side-to-side rolling characteristic was cured. The Type E flew exhibitions, demonstrations and joy rides through the Summer of 1913, mostly in the north of England. It was then modified for use as an advanced single-seat trainer for a flying school at Hendon. The fuselage was shortened by 14 in (356 mm) and the separate pairs of fuselage struts that carried the wing bracing wires were replaced by a four-strut pyramid. The earlier undercarriage was replaced by a simpler arrangement of the kind used on the
145:
delta plan like that of the Type D, but carried twin elevators of roughly half-heart shape. In contrast to the Type D, the rudder post was firmly fixed to the fuselage and did not move with the elevators; the rudder was similar in shape to the elevators, moving between them and behind a long rectangular fin. The pilot's open cockpit was a little behind the leading edge of the wing, just aft of the spar and bigger than the passenger's, placed behind the rear spar near the trailing edge. The pilot warped the wings by turning a wheel mounted on a lever which could also be moved fore and aft, operating the elevators. There was a "foot tiller" for rudder control.
141:. The wings were built around two spars and wire-braced, both above and below to points on the front and rear spars from a pair of fuselage-mounted inverted-V struts, one just forward of each cockpit and joined by a horizontal tie rod. A kingpost was fixed to the rear spar toward the tip where the outer bracing wires were fixed. When this post was moved fore and aft by separate control wires, the wing was warped for lateral control.
149:
axle with a further pair of fixed struts forming an inverted W arrangement. This structure was stiffened and the aircraft protected against nose-over by a long central skid which curved upwards well forward of the propeller, mounted to the fuselage by a fore and aft pair of inverted-V struts and also joined to the axle hinge. There was a long tailskid which met the ground at the bottom of the rudder post.
130:. Both were single-engined high-wing aircraft with the characteristic wing plan inherited from the José Weiss patent. Less technically, both the wings and tails of both machines were varnished yellow, though the fabric-covered fuselage of the Type E was doped bright blue in contrast to the dull grey finish of the Type D. Unsurprisingly, the Type E also inherited the name
222:
206:
148:
The Type E was powered by a 50 hp (37 kW) Gnome rotary engine. These engines were well regarded but produced a lot of hot oil, so a half cowling was installed to shield the pilot. The mainwheels were mounted at the ends of a pair of sprung telescopic legs and joined by a centrally hinged
181:
and then used to carry some 28 passengers on joy flights, including two children together. It was also flown by other, non-company pilots until sustaining minor damage. During repair the rectangular fin was replaced by a triangular one. Handling was improved and several flights were made with
144:
The fuselage was built around four ash longerons, equally spaced at the front but tapering to a vertical edge at the tail. Underneath the fuselage was a deep central keel, so the lower fuselage cross-section was triangular; on top there was a rounded decking. The tailplane was of steeply swept
28:
168:
on a complicated 55 mile route avoiding the built-up parts of London. In late
September, after a period in which Handley Page were preoccupied with the military trials of the Type F and the move of their works from Barking to
109:
was a two-seat, single-engined monoplane intended as a demonstrator. Though only one was built, it flew successfully from 1912 to 1914, carrying several hundred passengers and flying several thousand miles.
137:
The wings of the Type E had a strongly curved leading edge and a straight but swept back trailing edge. Towards the tip, the trailing edge was extended rearwards to make it more flexible for
190:, when it was first impressed, then discarded. The aircraft did not fly again, but made a few celebratory outings and survived until 1940, when it was destroyed to make space in the
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competition late in 1911, but the specifications looked hard to meet, so it was decided to complete the machine as a demonstrator and submit a new design (the
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The Type E made its first straight hops on 26 April 1912 at the
Handley Page field at
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The
Handley Page Type E tandem seat monoplane was begun in the hope of winning a
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factory. In the retrospective type redesignation of 1924, the
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and was soon performing well enough to fly to the works at
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310:60 mph (96 km/h, 52 kn)
164:. On 27 July it flew from Fairlop to
17:
7:
418:Barnes, C.H.; James, D. N. (1987).
267:42 ft 6 in (12.9 m)
14:
295:7-cylinder rotary , 50 hp (37 kW)
273:240 sq ft (22.3 m)
261:28 ft 2 in (8.6 m)
420:Handley Page Aircraft since 1907
26:
358:, pp. 11–15, 54–59, 62–63
1:
422:. London: Putnam Publishing.
285:1,300 lb (590 kg)
217:Specifications (Two seater)
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173:, the Type E was flown to
279:800 lb (363 kg)
209:With ailerons and new fin
25:
20:
390:26 October 1912 pp.962-6
1606:Rotary-engined aircraft
401:Barnes & James 1987
368:Barnes & James 1987
356:Barnes & James 1987
240:General characteristics
233:Barnes & James 1987
1596:1910s British aircraft
255:up to three passengers
226:
210:
114:Design and development
72:Frederick Handley Page
1601:Handley Page aircraft
224:
208:
198:or Type E became the
225:Early (1912) version
38:Company demonstrator
107:Handley Page Type E
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40:Type of aircraft
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47:National origin
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21:Type E (H.P.5)
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308:Maximum speed:
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293:Gnome et Rhône
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429:0-85177-803-8
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283:Gross weight:
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277:Empty weight:
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179:Wilfred Parke
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160:, piloted by
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78:First flight
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58:Manufacturer
57:
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45:
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1488:Experimental
628:
512:
479:designations
469:Handley Page
419:
411:Bibliography
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235:, p. 63
229:
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199:
196:Yellow Peril
195:
162:Edward Petre
151:
147:
143:
139:wing warping
136:
132:Yellow Peril
131:
117:
106:
104:
95:Number built
62:Handley Page
15:
1474:Dart Herald
301:Performance
289:Powerplant:
188:World War I
171:Cricklewood
81:April 1912
1590:Categories
1539:Transports
323:References
314:Endurance:
271:Wing area:
166:Brooklands
120:War Office
1479:Jetstream
1407:Airliners
1346:Handcross
1341:Hyderabad
265:Wingspan:
253:Capacity:
230:Data from
68:Designer
1571:Hastings
1469:Marathon
1382:Hereford
471:aircraft
86:Retired
1505:Gyrojet
1500:Gugnunc
1393:Halifax
1377:Hampden
1367:Heyford
1357:Hinaidi
1299:Bombers
602:Numbers
578:Type Ta
486:Letters
477:Company
316:3 hours
259:Length:
192:Radlett
158:Barking
154:Fairlop
1566:Halton
1530:HP.115
1495:Type L
1464:Hermes
1449:Hamlet
1398:Victor
1387:Harrow
1351:Harrow
1331:Hanley
1326:Hendon
1316:V/1500
1279:HP.137
1274:HP.135
1269:HP.134
1264:HP.133
1259:HP.132
1254:HP.131
1249:HP.130
1244:HP.129
1239:HP.128
1234:HP.127
1229:HP.126
1224:HP.125
1219:HP.124
1214:HP.123
1209:HP.122
1204:HP.120
1199:HP.119
1194:HP.118
1189:HP.117
1184:HP.116
1179:HP.115
1174:HP.114
1169:HP.113
1164:HP.112
1159:HP.111
1154:HP.110
1149:HP.109
1144:HP.108
1139:HP.107
1134:HP.106
1129:HP.105
1124:HP.104
1119:HP.103
1114:HP.102
1109:HP.101
1104:HP.100
593:Type X
588:Type W
583:Type V
573:Type T
568:Type S
563:Type R
558:Type P
553:Type O
548:Type N
543:Type M
538:Type L
533:Type K
528:Type H
523:Type G
518:Type F
513:Type E
508:Type D
503:Type C
498:Type B
493:Type A
426:
388:Flight
184:B.E.2c
175:Hendon
128:Type D
124:Type F
1551:HP.51
1546:Clive
1525:HP.88
1520:HP.20
1459:HP.45
1454:HP.42
1414:O/400
1372:HP.51
1362:HP.47
1321:HP.13
1311:O/400
1306:O/100
1099:HP.99
1094:HP.98
1089:HP.97
1084:HP.96
1079:HP.95
1074:HP.94
1069:HP.93
1064:HP.92
1059:HP.91
1054:HP.90
1049:HP.89
1044:HP.88
1039:HP.87
1034:HP.86
1029:HP.85
1024:HP.84
1019:HP.83
1014:HP.82
1009:HP.81
1004:HP.80
999:HP.79
994:HP.78
989:HP.77
984:HP.76
979:HP.75
974:HP.74
969:HP.73
964:HP.72
959:HP.71
954:HP.70
949:HP.69
944:HP.68
939:HP.67
934:HP.66
929:HP.65
924:HP.64
919:HP.63
914:HP.62
909:HP.61
904:HP.60
899:HP.59
894:HP.58
889:HP.57
884:HP.56
879:HP.55
874:HP.54
869:HP.53
864:HP.52
859:HP.51
854:HP.50
849:HP.49
844:HP.48
839:HP.47
834:HP.46
829:HP.45
824:HP.44
819:HP.43
814:HP.42
809:HP.41
804:HP.40
799:HP.39
794:HP.38
789:HP.37
784:HP.36
779:HP.35
774:HP.34
769:HP.33
764:HP.32
759:HP.31
754:HP.30
749:HP.29
744:HP.28
739:HP.27
734:HP.26
729:HP.25
724:HP.24
719:HP.23
714:HP.22
709:HP.21
704:HP.20
699:HP.19
694:HP.18
689:HP.17
684:HP.16
679:HP.15
674:HP.14
669:HP.13
664:HP.12
659:HP.11
654:HP.10
328:Notes
247:Crew:
200:H.P.5
89:1914
35:Role
1510:Manx
1444:W.10
1429:O/11
1424:O/10
1336:Hare
1292:Role
649:HP.9
644:HP.8
639:HP.7
634:HP.6
629:HP.5
624:HP.4
619:HP.3
614:HP.2
609:HP.1
424:ISBN
291:1 ×
105:The
1515:HPS
1439:W.9
1434:W.8
1419:O/7
1389:(2)
1353:(1)
249:one
177:by
1592::
375:^
336:^
202:.
134:.
99:1
461:e
454:t
447:v
432:.
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