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Aviation History
1936
1936 - 1007.PDF
422 FLIGHT. APRIL 23, 1936. PARNALL DESIGNED by Mr. Basil B. Hender son, the original Heck was pro duced rather more than a year ago, and proved itself a very interesting aeroplane with a high top speed and a very wide speed range. This was attained by the use of leading edge slots and slotted trailing edge Haps. It may be recalled that last Movember Mr. David Llewellyn and Mrs. Wyndham clipped nearly ig hours off the existing record for a flight from Capetown to England, thus proving the merits of the Heck. After an amalgamation of interests, Parnall Aircraft, Ltd., of Yate, Glos, now have the production of the Heck in hand. The new model differs in cer tain minor respects from the prototype, although all the essential features have been retained. The fuselage has been lightened slightly and instead of the re tractable undercarriage of the original machine the production model will have a streamlined pure cantilever undercarriage and castering self-centring tail wheel by Dowty. The leading edge slots are automatic in action, but the trailing edge flaps are operated by the pilot. A very neat mechanism is incorporated, by which the inner flaps move down through a greater angle than that through which the aileron flaps move. The ailerons, of course, retain their differential action when moved down to increase lift. With flaps down the approach angle is quite steep, and the landing speed relatively low. For the present, performance figures relating to the produc tion Heck cannot be given, but it may be recalled that the prototype did rather better than 170 m.p.h. One may assume that the new type will have approximately the same speed. The landing speed of the original was in the neighbourhood of 40 m.p.h., so that the speed range exceeded 4 to 1. Over a measured course the machine was timed at an average speed of 44.8 m.p.h. without loss of height, i.e., in horizontal flight, thereby demonstrating beyond any possible doubt the effective ness of the slots and flaps in increasing the maximum lift The original Heck, in which Mr. Llawellyn and Mrs. Wyndham lowered the Cape- England record by over eighteen hours last November. while still retaining full controllability at very low speeds. Structurally the new Heck follows exactly the principles used in the prototype. Wood is the chief material, and the expert woodworkers of Parnall Aircraft, Ltd., have made a very excellent job of the machines which Flight's representa tives saw in course of production at Yate a short time ago. The workmanship is excellent and the finish as good as any thing to be found anywhere. It may, perhaps, be recollected that in the original Heck the cabin was entered "over the top," via the hinged win dows. The new machine has a more orthodox door. Final details of the cabin layout of the production Heck were not available when Flight went to press with this issue, but normally the machine will seat pilot and two passengers, although it is possible that for purchasers who desire a four seater, such accommodation may be provided. The Heck will be available with two power plants, the Gipsy Six and the Wolseley Aries. The fittings on the corners of the engine bulkhead are arranged to take either the Gipsy or the Aries engine mountings without alteration. Makers: Parnall Aircraft, Ltd., Yate, Glos. POU-DU-CIEL EVOLVED by a Frenchman, M. Henri Mignet, the Pou-du-Ciel differs from other aircraft in that it has no ailerons for lateral control. The large dihedral of the wings gives the machine a pendulum action so that when the rudder is moved the machine automatically banks u> the degree appropriate to the tura. The rudder is operated by moving the control stick from side to side, and the front wing is pivoted so as to have a variable angle of incidence ; this takes the place of the elevator of the orthodox aircraft and is operated by moving the control stick forwards and backwards. The feet are not used at all in controlling the POM. Although the Pou-du-Ciel was originally designed for ama teur construction, and large numbers have been so built, several firms supply the machine complete, ready to fly. It ' is also available with different power plants, such as the water-cooled Carden, the Aero Douglas fiat twin, the British Anzani inverted vee twin, the Scott "Flying Squirrel" two-cylinder two- stroke, and, just lately, the Austin Seven engine adapted to Pou work. One firm which makes the complete Pou is the Putnam Aircraft Co., of 407, Hornsey Road, Holloway, London, N. Their machine is fitted with the Carden four-cylinder water-cooled engine and sells at ^175. It differs somewhat from the original machine. For instance, the front wing has its leading edge covered with plywood up to the spa. The in cidence control is of the rigid type, and The Putnam Pou-du-Ciel with Carden engine. Note the window in the wing, which improves the view upwards. the rudder controls are taken direct to kingposts on the rudder. In addition to the standard instruments, an oil pressure gauge and a radiator thermometer are fitted. Aircraft Constructions, Ltd., of Sidcup, Kent, supply ;dl parts and also the complete machine. When fitted with the British Anzani engine the price of their complete machine is ^157 10s. Abbott-Baynes Aircraft (a branch of E. D. Abbott, Ltd.), Farnham, Surrey, have an improved type coming through, but, unfortunately, are not quite ready to disclose detans. Anything from a nut to the complete machine is also sup plied'by Purkess Light Aircraft, Ltd., of 204, Ballards Lane, Finchley, London, N.3, and complete parts can be obtained from Snellings Light Aircraft Service, 404, Blackburn Road, Darwen, Lanes, who are also distributors of the Anzani engine.
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