Baynes Production

Single seat glider of conventional wooden construction, designed to fill a gap in performance between primary gliders and true sailplanes. The glider's wooden cantilever parasol wing had constant chord over about 60% of its span, with some taper outboard particularly on the trailing edge. It was built around two spars, with stress bearing plywood skin forward of the rear spar forming a box spar. Aft, the wing and full span ailerons were fabric covered. On the prototype, all flying surfaces were edged with cord, resulting in a scalloped finish. All three all-moving, wood-framed and fabric-covered tail surfaces were identical and interchangeable, making the rudder appear unusually tall. Each surface, mounted on a short stub tube, had a straight leading edge and was tapered on the trailing edge, which had a central cut-out.
The fuselage was also a wooden structure, square in section and built around four ash longerons but unusually orientated with one diagonal vertical, and was plywood skinned throughout. The wing was mounted by two parallel pairs of thin struts from the mid-fuselage longerons to the two wing spars. The upper longeron loads were carried across the break formed by the cockpit opening via the wing structure by two pairs of struts, one well forward and one well aft of the cockpit to the mounting points on the wing spars, together with a near vertical pair just behind the cockpit. A landing skid extending from the nose to below the wing trailing edge was retained by leather straps very close to the lower longeron, with landing forces absorbed by rubber blocks.

Scud I Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW
25 ft 4 in	13 ft 4 in	4 ft 1 in	85 sq ft	103 lb	253 lb
7.72 m	4.06 m	1.24 m	7.9 m2	47 kg	115 kg

Single seat high-performance sailplane development of the intermediate-level Scud I. It had had many common features but the Scud 2 has a wing of much higher aspect ratio, intended for serious rather than introductory soaring. The new parasol wing was of single spar construction, with straight, swept leading edges and unswept trailing edges outboard of a short parallel chord centre section, and an aspect ratio of 16, more than twice that of the Scud I. It carried outboard ailerons but no flaps or airbrakes. The wing was supported by two parallel pairs of thin lift struts from the mid-fuselage longerons to centre section mounting points. Early aircraft had narrow chord ailerons extending over the outer half-span and maintaining the straight wing trailing edge, but later aircraft were fitted with shorter and broader surfaces with curved trailing edges protruding beyond that of the wing.
It featured the same fuselage construction as the Scud I, with four ash longerons orientated with one diagonal vertical. It was plywood skinned throughout. The upper longeron load was carried across the cockpit break via the wing structure by two pairs of struts, one well forward and one well aft of the cockpit, to the lift strut mounting points on the wing spars, together with a near vertical pair just behind the cockpit. The tail unit is similar to that of the Scud I with three identical and interchangeable surfaces acting as all-moving elevators and rudder, with straight leading edges but smoothly rounded trailing edges. A landing skid extended from the nose to below the wing trailing edge, with a wire loop as a tail skid.

Scud II Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW
40 ft	17 ft 5 in		100 sq ft	150 lb	320 lb
12.19 m	5.31 m		9.29 m2	68 kg	145 kg

The Scud III was designed specifically to be fitted with an auxiliary powerplant for assisted take off. Without an engine it was known as the Abbott-Baynes Scud 3; with the engine, as the Carden-Baynes Auxiliary. The Scud III was an advanced sailplane of all wood construction with a long-span wing with heavy taper on the leading edge. The airfoil section was designed by Baynes and varied from the wing root outwards. At the centre it had a flat undersurface, making the wing thick and easy to strengthen as well as reducing wing root interference drag. Outwards, as thickness, chord and incidence reduced, the lower surface became increasingly concave, producing reflex camber. These features were intended to ensure that the stall started at the centre of the wing rather than at its tip. The ailerons were of the differential type. The wings were readily demountable for transport.
The fuselage was flat sided and plywood covered apart from near the nose; upper and lower surfaces were curved and again ply covered. The rounded nose was built up with a double layer of narrow spruce strips placed diagonally. The single cockpit was well ahead of the wings, whose mounting pylon had a fairing which extended aft of the trailing edge which, on the Auxiliary, contained the engine. The tall fin featured an unbalanced rudder; the tailplane was mounted about one third of the way up the fin, carrying split elevators. Both the wings and tailplane could be removed for transport. The undercarriage was just a single wheel mounted partly inside the fuselage.

Carden-Baynes Auxiliary Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Endurance	Service Ceiling
45 ft 6 in	22 ft 6 in	8 ft 2 in	120 sq ft	310 lb	500 lb	35 mph/ 30 kn	40 mph/ 35 kn	30 min
13.87 m	6.86 m	2.49 m	11.15 m2	141 kg	227 kg	56 km/h	64 km/h

Redeigned version of the Mignet H.M.14 Pou-du-Ciel ('Flying Flea') single seat tandem wing aircraft, construction of which employed mostly birch plywood sheet, spruce laths, steel tubing, steel cables, proprietary metal fittings and fixings, adhesives, and linen fabric. Stephen Appleby flew the first H.M.14 in the UK on 14 July 1935 at Heston Aerodrome. Following a forced landing, it was repaired with modifications designed by L.E. Baynes, at the factory of Abbott-Baynes Sailplanes. The modifications included a new 20 ft. span front wing with a repositioned wing pivot, a partial engine cowling, and a low-mounted radiator for the existing water-cooled Carden-Ford engine. The aircraft was later converted to replace the wing control cables with twin "push-rods". In April 1936, Baynes made improvements to the H.M.14 design, similar to those on Appleby's HM.14, plus further major modifications. Those included a 22 ft newly designed front wing with two outboard wing pivots, that eliminated wing-bracing wires, hence the name Baynes Cantilever Pou. One 31 h.p. Carden-Ford powerplant.

Cantilever Pou Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW
22 ft	13 ft	5 ft 6 in
6.71 m	3.96 m	1.68 m

Two seat high wing pusher aircraft with a wing that rotated rather than folded for storage. The cantilever wing of the Bee was of novel construction, built around a wide box formed from four spanwise spruce members connected with ply, constant in chord but tapering in thickness. Aerofoil shaped ribs were then slipped around the box and fabric covered. The wings had almost constant chord, tapering in plan only slightly and carrying long ailerons. One powerplant lay buried in each wing immediately behind the box spar, driving a small two-bladed propeller via a gearbox, which increased the output speed by 10%, and a shaft to the trailing edge. These shafts were horizontal in flight, and so emerged above the wing surface on the way rearwards, contained in a shallow cowling. Radiators were mounted inside the wing, next to the engine, the cooling air ducted from under the front of the wing and exited via slots in the rear of the cowling. Fuel was stored in leading-edge tanks. The wing was fixed to the fuselage at three points. There was a pivot at the centre of a pair of turntable rings, one on the fuselage, and one on the wing underside and just under 3 ft. in diameter, plus two L-shaped locking bolts. Before the wings could be rotated, the flat-topped decking on the rear fuselage had to be swung out on hinges to hang down along the fuselage sides, then with these bolts removed, the wing could be swung through almost 90° so that one trailing edge, with its aileron raised vertically, lay close to the fin. The resulting storage planform was narrower than that of a typical folding aircraft, but longer. The aim of the rotating wing was not so much to save space as to make folding a one-man, rather than a two-man task.
Aside from the decking, the fuselage was a conventional spruce and plywood rectangular box structure, though wide at 42 in. External longitudinal stiffeners ran along the sides. Access to the cabin was easy, with saloon car-type doors on either side, with a 10 cu. ft. luggage space behind the seats. Most flight controls were gathered on a central console, so that with double rudder bars and a T-shaped control column, the Bee could be flown from either seat. The cabin was glazed with Rhodoid (cellulose acetate). The main undercarriage wheels were in line with the wing leading edge, but largely within the fuselage, with only about 60% of the diameter showing below. Their shock-absorbing legs were also inside the fuselage.. At the rear, the fuselage extended below the rudder for ease of handling. The tailplane and tabbed elevators were on the top of the fuselage proper, so the elevators were split to allow rudder movement. Control surfaces were not balanced. Two 40 h.p. Carden-Ford S.P.1 powerplants.

Bee Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
29 ft 10 in	23 ft		141 sq ft	880 lb	1350 lb	100 mph/ 87 kn	110 mph/ 96 kn	3 hrs
9.09 m	7.01 m		13.1 m2	399 kg	612 kg	161 km/h	177 km/h

One third flying scale model tailless glider design intented to convert tanks into temporary gliders, built entirely of wood by Slingsby Sailplanes at Kirkbymoorside and known colloquially as the "Bat". Its swept back wing had a single main spar. Although it had no airbrakes, it was fitted with Slingsby Patent bellows operated flaps, which extended outwards for about half the wing span on each side. These were located well in from the wing trailing edge to minimise change of trim and enable the full flap increment to be realized within the scope of the available elevon control. The elevons had tabs and mass balances, and the wingtip fins had deep-chord, mass-balanced rudders. In the neutral position, the wingtip vertical surfaces were set at a small outwardly-inclined incidence. The nacelle tapered off to provide additional fin area. A simple underbelly skid formed the main undercarriage, a pair of small wheels being used for ground handling and take off. When at rest, the "Bat" settled on one of the wing tip skids built into the fins. Control was by wheel and shaft through the main spar, operating a small rocking control box unit. Pushrods linked this unit with the elevon controls. Fore and aft and rotational movement of the control wheel gave equal and differential movement, respectively, to the elevons. The rudders had normal pedal control which gave differential in favour of the outward positioned rudder. Though the requirement was shelved, the aircraft which had been built was the first tailless monoplane with flaps to be available for research and it was flown extensively by the Royal Aircraft Establishment to test the stability and control of tailless aircraft.

Carrier Wing Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
33 ft 4 in	11 ft 4 in	4 ft 5 in	160 sq ft	763 lb	963 lb	80 mph/ 70 kn	120 mph/ 104 kn
10.16 m	3.45 m	1.35 m	14.86 m2	346 kg	437 kg	129 km/h	193 km/h

Two seat experimental, flying test-bed for the system of slotted flaps invented by R.T. Youngman. The possibility of modifying a Percival Proctor to carry the special wing was at first examined, but this proved impractical, so a completely new airframe was designed, though the windscreen, doors, tail wheel and main landing gear components were taken from the Proctor.
The forward, fixed part of the wing was of wooden construction, while the rear 50%, including flaps and ailerons, was constructed of light alloy. The maln flap was of 96% span and 50% chord, incorporated into which was the auxilliary flap of 25%. chord, covering the central 54% of the span, while the outboard portion of the main flap carried the Frise ailerons of 25% total chord. Tho flaps were suspended from the fixed part of the wing and from the fuselage by a systern of Ilnks operated. by a total of six screw jacks, rotated by a shaft located aft of the front spar and driven by a Croydon Engineering 1-1/2 h.p. electric motor on the centre line of the aircraft. The flaps could move rearwards and downwards so that the main flap, carrying the aileron with it, was depressed 15 degrees relative to the wing while the auxiliary flap travels a further 30 degrees and lay at 45 degrees relative to the wing. The total rearward extension of the flaps amounted to 24% of the wing chord.
The fuselage was about 1 ft longer than that of the standard Proctor. One 250 h.p. de Havilland Gipsy Queen 32 powerplant.

High Lift Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
33 ft	29 ft		179 sq ft	2380 lb	3500 lb		180 mph/ 156 kn
10.06 m	8.84 m		16.63 m2	1080 kg	1588 kg		290 km/h