The Militi M.B.1 is an Italian single-seat flying-boat glider designed and built by Bruno Militi. Militi started to build his design for a flying-boat glider in October 1964 and it first flew on 13 August 1967. The M.B.1 is a parasol-wing monoplane with a two-step hull and a fuselage of aluminium alloy, wood and fibreglass. The mixed construction wing is supported by two N-struts in the centre and a vee-strut outboard on each side, it has plain ailerons but no flaps. The pilot has an open cockpit with a small windscreen. From 1969 Militi developed a powered version as the M.B.2 Leonardo which first flew in 1970.
Wingspan: 8.05 m (26 ft 5 in) Length: 5.91 m (19 ft 4¾ in) Width: 0.90 m (2 ft 11½ in) Height: 1.95 m (6 ft 4¾ in) Wing area: 11.40 m2 (122.7 ft2) Aspect ratio: 5.7 Empty weight: 85 kg (187 lb) Gross weight: 165 kg (363 lb) each each Crew: 1
20th Century Fox purchased the film rights of Jack D Hunter’s “The Blue Max” and the film was to be a multi-million dollar production, and the stars were to be the full sized reproductions of World War I fighters constructed for the film- two Pfalz D.III biplanes, two Fokker Dr.I triplanes, two S.E.5a scouts and three Fokker D.VII biplanes.
The reproductions had to be built in a hurry to meet the time frame for shooting and were constructed in different locations. Miles Marine and Structural Plastics Ltd of Shorham, constructed the steel tube fuselage S.E.5a reproductions in 1965. With a 200 hp De Havilland Gypsy Queen 3 engine installed, they were very manoeuvrable and reportedly easy to fly.
The two full-scale replica S.E.5a aircraft were transferred to the Irish civil aircraft register in 1967 while the two were employed in flying scenes for the 1966 war movie The Blue Max.
The SE.5 replicas built by Miles Marine and Structural Plastics Ltd, G-ATGV and G-ATGW, were both written off within a month of each other in 1970.
On August 18, 1970, while filming Zeppelin over the Irish Sea, SE.5 G-ATGW (shown here under construction at Shoreham) rammed the Aérospatiale Alouette II camera helicopter, the same one used to film The Blue Max. Both aircraft were destroyed and all crew members killed.
On September 15, 1970, while performing a low-level maneuver during the filming of von Richthofen and Brown at Weston, Charles Boddington struck the ground in SE.5 G-ATGV and was killed. Aircraft written off.
No original Bristol Boxkites aeroplanes survive today, although three authentic flyable reproductions were built by the F.G. Miles group for the film Those Magnificent Men in Their Flying Machines. Of 20 types built in 1964 at £5,000 pounds each, six could fly, flown by six stunt pilots and maintained by 14 mechanics.
The Phoenix Flyer Bristol Boxkite built by F.G. Miles Engineering Co. at Ford, Sussex, representing Curtiss biplane of 1910. Annakin had apparently expressed a desire to have a Wright Flyer in the film. The Bristol (a British derivative of the French 1909 Farman biplane) was chosen instead because it shared a common general layout with a Wright or Curtiss pusher biplane of the era, and had an excellent reputation for tractability. For the impersonation, the replica had “The Phoenix Flyer” painted on its outer rudder surfaces and was also called a “Gruber-Newton Flyer” adding the name of its primary backer to the nomenclature; although the American pilot character, Orvil Newton inaccurately describes his aircraft to Patricia Rawnsley as a “Curtiss with an Anzani engine.”
These were initially powered by a 65 hp (48 kW) Rolls-Royce Continental A65 air-cooled flat four, but this produced insufficient power, due to the shorter-stroke, higher-RPM mid-20th century engine, driving a small-diameter modern propeller, being inefficient at the low airspeed achieved by the Boxkite, which originally used the slower-revving Gnome Omega 50 hp seven-cylinder rotary engine.
F G Miles, chiefly responsible for its design and manufacture, built the replica Bristol Boxkite with the original standard twin rudder installation and powered the replica with a 65 hp Rolls-Royce A65. In the course of testing, Air Commodore Wheeler had a third rudder inserted between the other two (as did some original Boxkites) to improve directional control, and replaced the first engine with a Rolls-Royce C90 that barely delivered the power of the original 50 hp Gnome rotary, and provided a 45 mph top speed. The Boxkite was tractable and the scene in the story when the aircraft loses a pair of main wheels just after takeoff but lands smoothly was repeated 20 times for the cameras. In the penultimate flying scene, a stuntman was carried in the Boxkite’s undercarriage and carried out a fall and roll (the stunt had to be repeated to match the principal actor’s roll and revival). Slapstick stunts on the ground and in the air were a major element and often the directors requested repeated stunts; the stuntmen were more than accommodating – it meant more pay.
This resulted in the replacement of the 65 hp flat-four by a 90 hp (67 kW) Continental O-200-B engine. These proved flyable enough to be used for cross-country flights between filming locations. Another tribute to the soundness of the design is that the calculations made for the purpose of granting the necessary Certificates of Airworthiness found that the stressing of the design was very close to modern requirements.
Box 1 c/n BM.7279 RR/Continental A65, first flown April 1964 at Ford Re-engined with a RR/Continental C90. Flew in the film ‘The Phoenix Flyer’. Refurbished and presented to the Shuttleworth Trust in Bedfordshire, where it is still flown during flying displays when the weather permits. Allocated BAPC.2.
Box 2 c/n BM.7280 A65 then C90. Donated to Museum of Australian Army Flying in Queensland after filming.
Box 3 c/n BM.7281 Retained A65 as it was only used for studio shots and crash scenes. Refurbished after the film and donated to Bristol City Museum and Art Gallery, allocated BAPC.40.
The Miles M.100 Student was built as a lightweight trainer as a private venture by F.G. and George Miles with development starting in 1953. In designing the M.100 the two brothers and their small team set out to produce an aircraft to do the same job as the Jet Provost for ab initio and flying instruction, but in a generally smaller design, to minimise acquisition and operatings costs.
With its accent on economy, the two-seat side-by-side all-metal M.100 was designed round a single Marboré IIA turbojet of only 880lb thrust for take-off, or little more than half the output of the initial Jet Provost’s 1640lb Viper ASV.5.
The Student flew on 15 May 1957, with the B Condition indentity G-35-4 on its fins, in hand of George Miles, its chief designer, at Shoreham. Maximum level speeds were just under 300 mph and 330 mph, respectively.
One of the main design features was the NACA-type flush intake above the wing centre-section for the Marboré centrifugal turbojet (for which Blackburn had a production licence). This intake’s location and shape minimised the possibilities of foreign object ingestion on the ground and in the air, at the expense of some loss in installed thrust.
To prevent overspill at high angles of attack, fences had been added each side after the first flight, to prevent overspill.
An uneventful flight development programme over the next few months, mostly by F.G. Miles Ltd test pilot ex-Sqn Ldr Duncan McIntosh, necessited non significant changes, and allowed the Student’s inclusion in the Farnborough programme in September 1957. At Farnborough 1957 the M.100 had the wing tips tanks removed. Miles had hoped to secure an RAF order, which in the event went to the Jet Provost, and the Student did not go into production. The Student was subsequently proposed for several training orders, but without success.
By 1958 the civil identity was G-APLK.
Early in 1964, the prototype Student was modified to the Mk. 2 version, incorporating a Marbore VI F turbojet giving 20 per cent greater thrust, interchangeable underwing pods for a variety of weapons, improved brakes and cockpit ventilation. In this guise, basic production price was £25,000. It was flight tested by George Miles on 22 April, 1964.
Student Mk.2
After taking off from Duxford in 1985 it suffered a catastrophic engine turbine failure and was seriously damaged in the forced landing.
In May 2000, after a long period of storage, members of the Museum of Berkshire Aviation at Woodley began rebuilding M.100 Student G-APLK/G-MIOO to static display.
Miles Student Engines: 1 x Blackburn Turbomeca Marbore 2 or 2 x Palas 600 Span: 29.2 ft (8.90 m) Length: 30.9 ft (9.38 m) Height: 6.3 ft (1.90 m) Empty, equipped: 2300 lb (1043 kg) Weight loaded: 3100 lb (1406 kg) Max loaded: 3600 lb (1630 kg) Max.wing loading: 26 lb/sq.ft (127 kg/m²) Max speed at S/L at 3100 lb: 290 mph (467 km/h) Max speed at 20000 ft at 3100 lb: 302 mph (486 km/h) Cruising speed at S/L at 3100 lb: 254 mph (409 km/h) Cruising speed at 20000 ft at 3100 lb: 268 mph (431 km/h) Landing speed at 3100 lb: 69 mph (111 km/h) Rate of climb at S/L at 3100 lb: 2050 ft./min (650 m/min) Time to 10 000 ft at 3100 lb: 5.7 min Time to 20 000 ft at 3100 lb: 14 min Take-off distance (50 ft) at 3100 lb: 1740 ft (530 m) Landing distance (50 ft) at 3100 lb: 1710 ft (520 m) Range: 476 miles (767 km)
The M.5 Sparrowhawk prototype G-ADNL survived the war. Air racing enthusiast Fred Dunkerley acquired the Sparrowhawk and in 1950 he sent it to F.G.Miles at Redhill in Surrey, with instructions that it be rebuilt as a jet-powered racer. Fred Miles conceived the idea of replacing the M.5 140 hp high compression Gipsy Major with two Turbomeca Palas turbojets, each developing 330 lb maximum thrust (equivalent to about 550 hp in total).
With a length of 35in and a diameter of 16in, for an individual weight of 160 lb, the Palas units required new twin metal¬ sparred inner wing attachments to the fuselage centre section for their upper wing root housing. Designer, aerody¬namicist, stress engineer and flight test observer Grahame Gates, who was brought in to assist George Miles, recalls that the Sparrowjet centre section attachments and engine mountings required some complex engineering. This included curved compression mem¬bers with a pin joint above each engine centreline, and the rear spar straddling the hot tailpipe. Being completely buried within the wing chord, the little Palas engines also needed short stainless steel exhaust channels to protect the adjacent wing structure.
A completely new single seat cockpit and forward fuselage section was also required, resulting in an increase in length of nearly 7ft to 29ft 7in, includ¬ing a new and bigger tail assembly to balance the additional side area of the longer nose. Two small fins near the tailplane tips were also added solely as mass balance fairings.
While the original Hawk wooden wings with their ancient Clark YH aero¬foil sections were retained, extensive modifications were required to incorpo¬rate a 38gal fuel tank in each for the turbojets. The wings’ twin ¬sparred structure also had to be rein¬forced and re covered with thicker ply skins to cope with the increased air¬speeds, and their stiffness was further improved when 18in were clipped from each wingtip during initial flight development.
Squared off tips, with no decrease in aileron span, had been schemed as a means of achieving an increase in lateral control effec¬tiveness, and of reducing associated stick forces. Their planned removal, however, was delayed until after initial flight trials, to retain lighter wing load¬ing and docile handling in the early stages of development. Overall wingspan was still 7in more than the Sparrowhawk’s original 28ft, because of the additional wing root engine bays.
With no propeller clearance problems, shortened, spatted Magister type mainwheel undercar¬riage oleos with stub axles instead of alloy forks, and Goodyear tyres and brakes, could be used. Although these brought the Palas tailpipes close to the ground, no problems were reported from surface erosion. The two engines increased empty weight by more than 500 lb to 1,578 lb, although the maximum take off weight went up by only 200 lb, to 2,400 lb.
All of these changes took time, and were further complicated by accompa¬nying budget overruns, as well as the transfer of F.G. Miles’s activities from Redhill to Shoreham in 1952. It was not until December 14, 1953, after three year’s work, that G.H. Miles made the first flight of the redesignated M.77 Sparrowjet (c/n FGM 77/1006) at Shoreham. Originally flown under B conditions as G 35 2, it soon reverted to its original civil registration, G ADNL, plus racing number 99 on the new broad chord fin and rudder.
Sparrowjet G-ADNL 2 July 1957 Coventry
Few problems were encountered dur¬ing Sparrowjet flight development, which was shared by G.H. and Miles test/sales pilot Ian Forbes. The Sparrow¬jet’s inaugural flight also marked its initial pilot’s first jet experience, a distinction which Fred Dunkerley shared when he had his baptism on type on Whit Monday, 1954. It was evident that, while the cruis¬ing and maximum speeds of the Sparrowhawk had been increased by over 50 mph, its pleasant flying qualities and docile low speed handling had been retained.
In the C of A, the Ministry of Civil Aviation and the Air Regis¬tration Board (ARB) had imposed a restriction of 31,400 rpm maximum continuous power on the Palas tur¬bojets, instead of their rated 33,800 rpm, which was permitted only for take off or emergencies. This had the effect of reducing the Sparrowjet’s design maximum speed performance of 240 mph to a revised handicap estimate of 227 mph.
Engine start¬ing was normally via high pressure air from a large ground cylinder to spin the centrifugal compressor up to light up rpm. This system saved the weight and complication of integral electric starters, but effectively ruled out off base operation without the necessary ground equip¬ment.
At Yeadon 21 May 1956 when it won the SBAC Challenge Cup
G-ADNL usually operated from the airfield Barton, participating in many races, including:
SBAC Challenge Cup in 1956 at an average speed of 197 mph [316 km / h] King’s Cup Race July 13, 1957, at an average speed of 228 mph [366 km / h]
1957 King’s Cup winner, flown by Fred Dunkerley immediately after landing
The M.77 SparrowJet was destroyed in a fire at a hangar at RAF Upavon in 1964.
Engines: two Turbomeca Palas turbojets, 330 lb max thrust each Wingspan: 8.49 m Total length: 9.40 m Wing area: 14,50 m² Empty weight: 717 Kg Maximum weight: 1090 Kg Max speed: 368 Km / h Range: 432 Km Climb rate: 640 m / min Wing loading: 75 Kg / m²
UK Miles F.G. Ltd was formed in 1951 at Redhill, Surrey, and transferred to Shoreham, Sussex, in 1952. Acquired by British Executive and General Aviation February 1961. Developed M.75 derivative of Gemini with Cirrus Major engines; M.77 Sparrowjet conversion of M.5 Sparrowhawk prototype; M.100 Student jet trainer, first flown May 15,1957; H.D.M.105 aerodynamic test vehicle, which had Aerovan fuselage with Hurel-Dubois high-aspect ratio wing, flown March 31,1957.
