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Aviation History
1950
1950 - 0372.PDF
248 FLIGHT, 23 February THE BALUOL ADOPTED . . . panded at their ends to form the lugs for the pin-joint attachments, and arc connected by reinforced webs. The front spar is located 11 33 per cent chord and the rear spar at 70 per cent. Thus, it has been possible to stow the undercarriage and dive brakes in the leading edge, while the fuel tanks are housed between the spars. Conven- tional split flaps are fitted. In addi- tion to the wing tanks there is a fuse- lage tank and provision for two standard under-wing drop tanks. Instructor and pupil are seated side by side, and the deep cockpit hood affords an unusually wide field bf vision. Built-in amber filters are supplied for synthetic instrument fly- ing; these are normally stowed behind the instrument panel and are brought into position pneumatically by means of a press-button control valve. The fixed top panels of the windscreen are permanently tinted, and there are two sliding side filters. During the last two 01 three years the Editor of Flight has had oppor- tunities to fly several types of trainer, among them the Balliol and its Mercury-powered prototype, the P. 108. The following are extracts from his reports, published at the time in the "In the Air" series of handling notes: — "Ground handling of the aircraft is quite fascinating. The very wide track makes for stability, and a steerable BOULTON PAUL BALLIOL T Mk. 7 Rolls-Royce Merlin 35 Engine Dimensions >pan -ength Max. height Wheel track .. Gross wing area Weights structure Power unit . . Fuel and oil systems . Fixed equipment Fuel (125 gal) Oil (7* gal) ... Removable equipment. CrewNormal all-up weight Performance Max. speed 305 m.p.h. at 11.500ft Max. continuous r.m. cruising spaed ... 280 m.p.h. at 10,000ft Max. continuous w.m. cruising speed . 240 m.p.h. at 10,000ft Climb 15,000ft in 10.64 min Service ceiling „. ... .„ .... 32.500ft Distance to clear 50ft .. .;. . . 450 yd Distance to rest over 50ft 650 yd Endurance ... ... 2^ hr at IO,CO3ft at 210 m.p.h. For the purpose of this photograph, long-range fuel tanks, practice bombs and rocket projectiles were installed on a Balliol 2—a combination which would not normally be carried, though the aircraft has actually been flown in this condition. tailwheel gives exceptional directional control. The power- ful pneumatic brakes can be applied fiercely on the landing run without the tail lifting. " On opening up (for take-off) the Balliol moved off under excellent directional control . .'-.-came unstuck after a very short run, and with wheels and flaps up climbed away at a creditable rate. It was apparent within a few minutes of take-off that the Balliol with its responsive, well- harmonized controls will be well liked on the score of hand- ling in all manoeuvres. "The stall was gentle and straight, warning was given, and when the aircraft was held in the stall attitude for a second or two, the left wing and the nose fell fairly abruptly—a good advanced training characteristic. Aero- batics are smooth and easy to perform. " Normal powered approaches were commenced at about 85 kt, reducing to 75 over the hedge. The angle of approach is steep, and the forward view of ihe landing path good. If speeds have been approximately correct on the final approach the machine sits down sweetly as soon as the three-point attitude is assumed. For a glide approach the angle is very steep, and the speed should be between 95 and 100 kt for the early part of it. "Since I flew the prototype, the ailerons — always pleasant controls on the Balliol—have been further im- proved by more than doubling the area of their tabs. This lias overcome a tendency to heaviness at the higher speeds at which the later versions fly. The other controls cany trim tabs only." 39ft 4in 35ft IJin 12ft 6in 15ft 250 sq ft 2,9471b 2,5371b 3021b 8701b 9001b 681b 2641b 4481b 8,3361b C.U.A.S. JUBILEE ON February 17th, twenty-five years ago, an Air MinistryBoard met to discuss the possibility of forming an Air Unit at Cambridge University, and on Friday last, February 17th, the Squadron celebrated its Silver Jubilee with a dinner at the University Arms Hotel. Together with the Chief of the Air Staff, Air Chief Marshal Sir John Slessor, and the Vice-Chancellor, Mr. S. C. Roberts, the Master of Pembroke, the celebration was PIjoyed by many of the original members and staff, including two Dons who were present at the original meeting 25 years ago, namely, Prof. Sii Charles Inglis and Prof. Sir Benet Melvill Jones. In referring to the quality of the Squadron, W/C. Simpson, the Commanding Officer, stated that, even twenty-five years ago, great attention was paid to aptitude and instanced this by reading an extract irom an earJy Air Ministry report, in which reference was made to the desirability of recruiting the "hunting-type" of undergraduate who, although having a dislike for machinery, was a "clean-living, high-grade type." This provoked roars of appreciative cheers. The Squadron was being re-equipped with Chipmunks and the first four had been received that same afternoon ; flying had gone well during the year and twelve Squadron members had gene up for per- manent commissions. The Chief oi the Air Staff, proposing "the Squadron." referred to the C.U.A.S. precedence over the O.U.A.S. by ten days; it was simply a matter that in 1925 the Michaelm;^ term at Cambridge started ten days before that at Oxford He thought that the Cambridge Squadron was in every way excellent except that it was not producing enough regular officers for the R.A.F. Nothing was more important in hi? view than that members of the C.U.A.S. should go into the regular Service, and this applied particularly to Cambridge, for the high-grade engineering officer and the high-grade re- search man which this University produced was of the utmost importance not only for the good of the Service, but for the country as well.
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