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Aviation History
1948
1948 - 0839.PDF
w JUNE IOTH, 1948 \\ JUNIOR FLIGHT ft ,<? IN THE AIR Fa irey 's Ultra - L igh t Design Handled in Rough Weather : Performance on 35 h.p. By Wing Cdr. Maurice A. Smith, D.F.C. T T was at the Brussels Show last summer that we were <*m first able to examine and describe the prototype, Tips- *- designed, Fairey Junior, and to mention plans for the j.A.P.-engined version for this country. Now two of these attractive and intriguing little machines have been flight delivered to White Waltham, having flown from Belgium on virtually a cupful of petrol. The Junior has been tested and delivered by Mr. F. H. Dixon, who also ferried over one of the two now in this country. Briefly, the purpose of the Junior is to provide really economical flying in the lightweight class. With the antici- pated 30-hour p.a. licence requirement in mind, the need for cheap solo flying has been mentioned frequently. This the Junior can provide, and from personal experience it can be stated that this is real powered flying, not motorized gliding. In spite of its diminutive proportions this little machine reproduces in every way the characteristics of a larger design, and it can be flown quite safely in rough weather. ••..- -.-•-. Two-Cylinder Engine The version which it is hoped will be produced for this country is the lower-powered one with 35-50 h.p. engine. Several dozen Aeronca J.A.P. horizontally opposed two- cylinder units are available, and it was one of these behind which I flew. The 62 h.p. Train-engined version naturally has better performance, but is of necessity a good deal more expensive to purchase, maintain and operate. This aircraft was illustrated and briefly described in a previous article in Flight of July 31st, 1947. The Ultra Light Aircraft Association are naturally keenly interested in the Junior, and from them may come the lead for provision of alternative engines for when the available J.A.P.s are used up. My personal opinion is that an extra 10 h.p. would be desirable and an opposed twin giving 45 h.p. at not more than 3,000 r.p.m. would be ideal. For ofifee an ideal is quite attainable as also is the requisite reliability and economy. % Construction of the Junior may be summed up in the word square. Wings, tailplane and control surfaces are square cut and, what is more important, all structure joints are at right angles, because experience has shown that they require less skill and time to produce and there- fore are less expensive. Except for minor fittings, some fuselage formers and engine cowlings, the airframe is con- structed entirely from i-inch square- section spruce and small derivatives. Manoeuvrability equal to the best light aircraft, aerobatic approval, and a lively performance are qualities of the ultra- . light Fairey. -.'-.._- . ••... ~. The mainplanes, of roughly rectangular shape, arc builtaround a main front spar, which with the ply nose forms a torsion box, and a subsidiary rear spar. The wing is in onepiece, passing through the base of the fuselage, and is bolted to the centre section. The front spar passes under thepilot's knees. The new up-bevelled wing tips are easier to produce and have unexpectedly brought about an improve-ment in aileron control. A change from the orthodox is seen in the fuselage, whichis built around two main longerons only. It has been described as resembling two ply-covered step-ladderstapering rearwards. Metal formers extend hoop wise over the longerons, and at the stern post the members are boxedfor rigidity. The whole airframe is fabric-covered, and the finish is particularly good. On a machine such as this, weighing only 430 lb,ounces must be watched, and therefore the provision of differential wheel brakes is an unexpected '' com-plication " and luxury. These are of such simple design—some creditmust go to Mr. Dixon as well as Messrs. Tips senior and junior, for SPAN AU-UP WEIGHT 18ft 6!in 4ft lO.iin
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