277:
436:, but he stated throughout development from late 1941 that the ultimate goal was the transatlantic airline market. This led to the Orion concept, originally an enlarged Centaurus of about 4,000 hp. They also considered a four-row design with 28 cylinders, but little work on that model was carried out.
452:
Fedden "had enough", and shortly after being knighted, he left
Bristol to take up a variety of positions within the Government. For much of the remainder of the war, he travelled in the United States with another Bristol employee, Ian Duncan, to study US production line techniques to improve their own.
526:, powered by a three-cylinder air-cooled radial, but they found it had vibration and overheating problems and tended to skid badly when being cornered hard. Work started on a replacement chassis, but the rest of the company's engineers lost interest and left, and soon the company had to be dissolved.
522:, meant to be installed within the wings of aircraft in either tractor or pusher configuration, This source may be misleading as Gunston shows three different schemes, all tractor nacelle installations. The Cotswold engine did not progress beyond the design stage. Finally they decided to design their
323:
later noted that they acquired the
Mercury design and seven engines, all the assets of Cosmos, along with Fedden and his design team, for just £15,000. Even then most sources suggest they only did so after being persuaded to do so by the Air Ministry, which is perhaps not surprising given the fragile
501:
intended for helicopters or for submerged wing installation in aircraft. It was technically superior to any flat-four or -six produced in the U.S. and was being considered for the
American Ercoupe. The engine did not progress beyond development as "Roy Fedden Limited" went into liquidation in June
408:
started in 1939, but the
Hercules was still in testing. Work on the Centaurus was suspended while the final problems with Hercules production were worked out. The entire Bristol sleeve-valve range would see widespread service throughout the war on a wide variety of designs. They were so successful
451:
The stress of wartime production needs had taken its toll on
Leonard Butler, who left the company to recuperate. Although Fedden had created a long line of hugely successful engines for Bristol, he had fought constantly with management over funding priorities. Without Butler's influence it seems
420:
With
Hercules production in full swing in 1941, Fedden returned to the Centaurus. Production was able to start in 1942, but at the time there were few aircraft that could be adapted to a 2,500 hp engine. Newer designs intended to mount engines of this size appeared near the end of the war,
264:. The two were inseparable for the next twenty years, and the part number of most components of Fedden's engines were prefixed "FB" to indicate the shared credit. They designed two engines during World War I: the 14-cylinder
467:. He wrote several articles on German engine design and production concepts, and concluded generally that the German engines were lacking in supercharger design and power-per-volume compared to British types, although their
346:, at that time a new-fangled idea, to provide boost even at ground level and thereby deliver similar power as the Jupiter's from a much smaller engine. Re-using their earlier name, this design emerged as the
335:. The Jupiter became a commercial success and was widely used around the world, resulting in Fedden becoming one of the most highly paid engineers in Europe. After Jimmy Ellor's pioneering work at the RAE on
268:
Mercury, notable for the cylinders being arranged helically instead of in two rows, and the larger, more conventional single row nine-cylinder
Jupiter design of about 400 horsepower (300 kW).
311:
With the ending of the war, Cosmos had no production designs and their repair work was quickly dwindling. The company was soon insolvent. Convinced of the quality of the Cosmos designs, the
292:, where work on the designs continued. Both were ready for testing in 1918, but there seemed to be little interest at first. In September, however, a Mercury was experimentally fitted to a
234:. He remained at Brazil Straker over the following years, and he was particularly influential in convincing company management to take on the repair of various aircraft engines when
1401:
428:
Even as the
Centaurus was beginning to enter production, Fedden began considering the need for an even larger design. At the time he pitched this for very large, long-range
386:. However, both of these engines quickly found themselves at the "low end" of the power spectrum as ever-larger aircraft designs demanded ever-larger engines to power them.
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218:, but did not do well scholastically and was known primarily for sports. After leaving, he declined to enter the Army, and announced he would apprentice as an engineer.
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By the late 1920s, the
Jupiter design was no longer competitive and Fedden and Butler started work on a pair of new designs. Both would use a
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but was unable to sell any in the anti-German postwar climate and difficult economic conditions. The company's first product, the
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His apprenticeship was completed in 1906, and he immediately designed a complete car. He managed to convince the local firm of
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577:"Clifton College Register" Muirhead, J.A.O. p201: Bristol; J.W Arrowsmith for Old Cliftonian Society; April, 1948
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210:. Fedden's family was the first in the area to own a car, an interesting parallel with fellow engine designer,
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Fedden was childless. He has sometimes been mistakenly described as the father of a prominent
British artist,
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Bristol soon found a role for the larger design, which entered production at Bristol's new engine plant in
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459:(MAP) mission to examine German aeronautical expertise and research. In the course of this, known as the "
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To solve this problem, the two designs were quickly adapted to two-row configurations, resulting in the
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instead. Fedden and Butler immediately turned to such a design, adapting the Mercury to become the
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system was already operating at its peak capability, and that any future engines would have to use
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For his role in creating some of the most successful aircraft engines of the era, Fedden was
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869:"Inquest on Chaos" Report on the 1945 Fedden mission enquiring into German aviation
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214:. This early influence almost certainly led to his future career. Fedden attended
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area to fairly wealthy and influential parents. His older brother was the artist
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During this period, the aviation portions of Brazil Straker were purchased by
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In 1915, Fedden started the design of his own aero engine, along with his
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offered Fedden a senior position with his company, but Fedden declined.
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and it dramatically improved performance, easily beating the competing
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45:
186:(6 June 1885 – 21 November 1973) was an engineer who designed most of
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design, finding that it, too, completely outperformed the competing
275:
703:"flight june | type test | engine | 1947 | 0948 | Flight Archive"
417:
project that had bogged down due to problems with their sleeves.
958:
892:
463:", he visited the V-2 production centre and labour camps at
674:(The Mill, Gloucestershire: History Press, 2013), pp.202-3.
230:
to hire him, and the design was produced as the successful
413:
forced a reluctant Bristol to help with the high-power
300:. Bristol then decided to try the Jupiter in their new
238:
started. The company's role soon expanded to producing
807:. Cambridge, England. Patrick Stephens Limited, 1989.
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After this, Fedden worked for a time consulting with
821:. Marlborough, Wiltshire: Airlife Publishing, 2003.
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474:On his return Fedden, together with Duncan, set up
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471:systems and single-lever controls were excellent.
793:London, The Royal Aeronautical Society, 1978.
246:engines, as well as major parts of the famous
970:
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502:1947. Fedden then turned to a new 1,350
425:, taking over from the Sabre in that design.
8:
1402:Members of the Order of the British Empire
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1397:Fellows of the Royal Aeronautical Society
819:British Piston Engines and their Aircraft
148:Member of the Order of the British Empire
478:in 1945. The company was provided sixty
366:wrote a series of seminal papers at the
566:Oxford Dictionary of National Biography
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319:, which eventually took place in 1920.
7:
846:Newspaper clippings about Roy Fedden
769:Fedden – the life of Sir Roy Fedden
490:, was a small horizontally-opposed
358:Development of sleeve valve engines
1392:People educated at Clifton College
805:World Encyclopedia of Aero Engines
272:Cosmos Engineering and the Jupiter
14:
1387:Academics of Cranfield University
614:. 13 February 1942. p. 714.
421:notably certain versions of the
642:"German Piston-engine Progress"
457:Ministry of Aircraft Production
404:The Taurus was in service when
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879:German Jet engine developments
672:The Race for Hitler's X-Planes
1:
874:German Piston Engine Progress
841:Roy Fedden at Rolls-Royce.com
1015:Horizontally opposed engines
177:Sir Alfred Hubert Roy Fedden
1382:English aerospace engineers
850:20th Century Press Archives
568:Retrieved: 31 December 2008
1428:
785:. Historical Series, Nº26.
1412:Bristol Aeroplane Company
1001:Bristol Aeroplane Company
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659:"German Jet Developments"
382:, and the Pegasus as the
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118:Bristol Aeroplane Company
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284:, designed by Roy Fedden
32:Alfred Hubert Roy Fedden
202:Fedden was born in the
155:Daniel Guggenheim Medal
1377:Engineers from Bristol
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188:Bristol Engine Company
455:In 1945 Fedden led a
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190:'s successful piston
707:www.flightglobal.com
670:Christopher, John.
544:. He was her uncle.
535:Cranfield University
324:economy of the era.
749:Christopher, p.205.
723:Christopher, p.205.
692:Christopher, p.205.
683:Christopher, p.205.
595:Gunston 1989, p.30.
586:Lumsden 2003, p.91.
447:Later war and after
134:Significant advance
920:Cosmos Engineering
884:Fedden Power Units
661:, 13 December 1945
631:, 29 November 1945
625:"Inquest on Chaos"
611:The London Gazette
480:Volkswagen Type 1s
370:claiming that the
362:In 1925 and 1926,
337:turbosuperchargers
290:Cosmos Engineering
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114:Cosmos Engineering
100:Engineering career
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399:Bristol Centaurus
248:Rolls-Royce Eagle
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1149:Bristol Siddeley
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282:Bristol Jupiter
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518:design, the
506:(1,010
496:sleeve valve
488:Fedden O-325
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411:Air Ministry
406:World War II
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106:Institutions
99:
59:(1973-11-21)
15:
1372:1973 deaths
1367:1885 births
1229:Turboshafts
1159:(1959-1966)
1152:gas turbine
1007:(1920-1956)
791:By Jupiter!
606:"No. 35455"
542:Mary Fedden
259:draughtsman
252:Henry Royce
236:World War I
73:Nationality
42:6 June 1885
1361:Categories
1336:Roy Fedden
1225:Turboprops
548:References
499:aeroengine
484:Ivan Hirst
465:Nordhausen
198:Early life
194:designs.
91:Occupation
38:1885-06-06
22:Roy Fedden
1329:Designers
1171:Turbofans
1167:Turbojets
1115:Centaurus
516:turboprop
482:by Major
443:in 1942.
409:that the
81:Education
65:Brecknock
48:, England
1189:variants
1120:Hercules
863:articles
767:(1998).
520:Cotswold
441:knighted
232:Shamrock
162:Knighted
124:Projects
94:Engineer
1316:Stentor
1273:Ramjets
1263:Theseus
1258:Proteus
1210:Phoebus
1200:Pegasus
1195:Orpheus
1187: (
1185:Olympus
1130:Perseus
1083:Phoenix
1078:Pegasus
1068:Neptune
1063:Mercury
1058:Lucifer
1053:Jupiter
986:Bristol
944:Mercury
939:Jupiter
934:Lucifer
852:of the
848:in the
740:, p.305
524:own car
430:bombers
331:as the
317:Bristol
204:Bristol
76:British
67:, Wales
46:Bristol
1306:BS.605
1248:Nimbus
1238:BS.360
1205:BS.100
1135:Taurus
1110:Aquila
1024:Cherub
861:Flight
825:
811:
797:
779:
736:
646:Flight
629:Flight
329:Filton
302:Badger
266:radial
244:Falcon
165:(1942)
158:(1938)
151:(1920)
144:Awards
1311:Gamma
1253:Orion
1215:Viper
1125:Orion
1088:Titan
1073:Orion
1048:Hydra
1043:Draco
553:Notes
184:FRAeS
1287:Odin
1282:Thor
1155:and
823:ISBN
809:ISBN
795:ISBN
777:ISBN
773:RRHT
734:ISBN
432:and
280:The
242:and
54:Died
28:Born
854:ZBW
368:RAE
180:MBE
1363::
1227:/
1169:/
988:/
775:.
771:.
705:.
644:,
627:,
608:.
537:.
514:)
512:PS
508:kW
504:hp
401:.
354:.
250:.
182:,
1299::
1275::
1231::
1191:)
1173::
1103::
1036::
1017::
978:e
971:t
964:v
912:e
905:t
898:v
829:.
40:)
36:(
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