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Aviation History
1947
1947 - 0169.PDF
JANUARY 30TH, 1947 FLIGHT 121 AMERICAN NEWSLETTER asked if he wasn't impressed, replied "No, why should I be, it's meant to do that, isn't it ?" So much for the U.S.A.A.F. claims, which, even if some of them do look a little thin in retrospect, are nevertheless a pretty progressive collection. But it is always easy to be critical of the other fellow's work, and much more difficult to be productive oneself, and in case any of the foregoing sounds like sour grapes or seems to be unduly critical (which it is not meant to be), it might be fair and honest to try to give a list of ten British outstanding achievements in military aviation, for 1946, and see how they compare. Obviously everyone will be able to agree on some four or five performances or developments which should have amention, but thereafter the choice becomes increasingly difficult and controversial; so much so that the writer isnot prepared to try to supply more than half the required number! These are : —• 1. The Gloster Meteor world speed record of 616 m.p.h. 1. The North Pole flight of the Aries. 3. The development of the D.H. 108. 4. The general development and the increased time betweenoverhauls of the. Rolls-Royce and de Havilland jet engines. 5. The development of the airscrew-turbine engines l>vRolls, Bristol, Armstrong Siddeley and other British engine manufacturers. As for the rest, I am sure the Editor will be preparedto accept suggestions in the correspondence columns! Belf air in the Air Sports Two'seater Revived : High Performance plus Economy BEFORE the war Tipsy aircraft were being built underlicence in small numbers in this country, and a littleopen-cockpit, single-seater, and a side-by-side twin hadbecome very popular. The Belgian designer, M. E. O. Tips, is the general manager of the Belgian Fairey Company andhis latest design, called the Belfair, is an improved version of the pre-war Tipsy B. The British Tipsy Aircraft Co., Ltd.,is still, as in wartime, engaged on aircraft sub-contract work. Last week Flight took the opportunity to examine and flythe Belfair which is visiting this country, and on the centre pages this week, we publish several photographs. An earlierbrief description appeared in the November 21st issue. Mr. F. H. Dixon, who is looking after the Belfair for the FaireyCorrgany at Heston Airport, recently flew this model back from Belgium. In layout and construction the Belfair is very similar tothe Tipsy B, but there is a little more washout on the wings. Brakes, a tail wheel, and a neat cockpit enclosure have alsobeen added. Unfortunately, it is not possible at this stage to give theprobable cost of a Belfair in this country, nor is it possible SPAN - - - 31ft 2in LENGTH- - 21ft Sin HEIGHT - - 5ft 8in WING AREA 130 soft to say when, or if, one could be delivered from Belgium. The fast revving little 62 h.p. Walter Mikron engirfe is alson a class not at present produced here, so that no British ngine could be substituted to simplify import problems. Performance figures quoted below are very much the sameas for the earlier Tipsy B, but it seems that, if anything, the Belfair can do rather better. Rate of climb is probably -nearer600 ft/min. Maximum speed is about no m.p.h. and com- fortable cruising speed at 2,450 r.p.m. is about 100. Themanufacturers give 2,550 as cruising r.p.m. but the engine is smoother and quieter running 100 r.p.m. slower. Impressions formed when flying the Belfair are that ithandles very well indeed and that the performance on only 62 h.p. is extremely good. The controls are light but positiveand well harmonized, and the elevators remain very effective right down to the stall. If need be, the control surfaces couldprobably be reduced in size. Mr. Dixon's remark that the Tipsy has almost the feel of a little Spitfire is quite true;The immediate and positive response, the sensitive elevator controls and true-to-textbook effect of all controls, is remini-cent of early Merlin Spitfires. There was a fairly strong and steady wind blowing at thetime of Flight's test but, making allowances, the short runs required for take-off and landing were impressive, and theclimb was excellent. A " taxy " position for the brakes and differential rudder effect made taxying simple. A parking posi-tion is also provided for the brake lever. Visibility in the air and on the ground is good, and in levelflight the nose seems well down. Approach and landing atti- tudes are quite natural and the springing on the fairly roughfrozen grassy surface, at Heston was satisfactory and comfortable. Best speeds for climb and approach seemed to be 62 m.p.h.and 53 m.p.h. respectively, and flying solo, 46 m.p.h. was quite sufficient speed over the hedge. At 37 m.p.h. withengine off the controls begin to warn of the approaching stall and at 34 m.p.h. the left wing begins to drop slowly. Recoveryfrom the stall is immediate. Small air brakes are provided for the approach but theireffect is not very pronounced and the two-position operating lever for the left hand is distinctly hard to move. An elevatortrimmer is provided but it does not seem to be an essential All the usual light plane instruments are fitted, and two setsof rudder pedals are provided. The stick is placed centrally and the throttle and mixture controls are on the left-hand side. The good performance 011 62 h.p. is the result of lowweight and a clean exterior aerodynamically. Power loading is 17.8 lb/h.p. A consumption figure of 35 m.p.g. at 100m.p.h. is one to make the sports car owner envious, and for solo delivery nights with extra tanks in the cabin the maxi-mum range could, as claimed, be increased to 1,250 miles. Some austerity is to be expected, but the seats are quitecomfortable and with the passenger placed a little to the rear of the pilot " elbow room " is just sufficient. The cockpitenclosure folds over neatly but leaves very little head room and requires some lining at the joints. A small folding foot-rest is provided for the passenger as an alternative to the rudder pedals. To conform with British C. of A. requirements the Belfairwould need modifications to the tail surfaces. Like the original Belgian Model B it has split elevators and quite considerableredesign would be required to produce them as a single unit. However, on the British-built B this was successfully accom-plished and it is understood that c g. limits were improved by a slight alteration to wiug position. The Belfair structureis very sturdy and is approved for aerobatics. It is to be hoped that this sporting KLtle two-seater willsoon become available in this countrv. M. A. S. TIPSY BELFAIR DATA 62 h.p. Walter Mikron Weights Weight Empty S00 Ib Normal Full Load 1,100 Ib Wing Loading 8.5 Ib/sq ft Power Loading 17.8 Ib/h.p. Performance Cruising Spe.d 100 m.p.h. Stalling Speed 37 m.p.h. Rate of Climb 500 ft/min Take-off Run 85 yd Landing Run ,,6(Vd Normal Range (13.2 gal) 4*5 miles Consumption ... 35 m.o.s
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