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Aviation History
1951
1951 - 1322.PDF
43 The Eseopette resonance pulse-jeis fitted to the Emouchet glider make a greet deal of noise, but they do successfully push the aircraft along. The flank intakes for the Atar turbojet installed in this Dassault- modified 8-26 flying test-bed give the old aircraft an unusual look. nacelles, the intakes of which project about ioft forward of the wing leading edge. The workmanship in the skin panelling is first class, the fillets joining the compound curvatures of wing and nacelle being beautifully fashioned. An unusual feature is that, in order to clear the under- carriage retraction well, the jet pipes are offset inboard. This aircraft also differs from standard in having square-cut wing tips and no (visible) de-icing media to wings and tail surfaces. The tailplane is basically standard, except that the normal twin fins and rudders have given way to a nicely shaped central fin and rudder which, with its dorsal fillet, provides a generous area. The Nord 2501 twin-boom transport, presumably in the interests of interchangeability, has identical Messier under- carriage legs, with the wheel carried on the port side of the leg on a cantilevered axle. Another unusual feature of this aircraft is that on each wing-tip and projecting forward from the centre of the tailplane are faired intakes which, I can only guess, serve and house heater units for thermal de-icing. An aircraft fairly bristling with technical interest, the S.O. 1120 Ariel III jet helicopter has blades carried on tubular shanks roughly 6ft long, with ribbon springs parallel to the shanks extending between blade root and hub. These springs presumably accommodate blade c.f. loads as tension, and also serve to constrain pitch-change loads. The power installation is very neat indeed, with a quite small (roughly 3^in diameter) duct leading up to the hub from a central blower mounted forward of the intake to the 275 h.p. Turbomeca Artouste power unit. The jet efflux from the turbine is discharged down the fuselage to escape to atmosphere at the tail. There are three apertures here, one each port and starboard and one facing rearward in the centre. Vertical guide vanes coupled, with the rudder, to. the pedals in the cockpit, deflect the jet exhaust to port or starboard to provide side thrust as necessary for yawing control, whilst with no "rudder" application the jet is discharged directly aft and provides a useful forward thrust to assist the cyclic pitch thrust component of the rotor. The rotor tip jets are very simple streamlined "solids" about i6in long and 5in maximum diameter. Of the Dassault-modified B-26 Marauder flying test-bed for the Atar turbojet, there was nothing much externally to be seen other than the twin intakes on the flanks of the fuselage and, of course, the jet orifice. The Atar is certainly placed well back in the fuselage, and the final portion of the jet pipe is liberally furnished with thermo-couples. The first thing to take one's attention on the Morane Saulnier 703 was that the whole of the skin panelling of the aircraft was "engine turned"—a rather pointless expression which, nevertheless, has become common usage. Less superficial, however, was the fact that the outer wing panels (that is, outboard of the nacelles) have a pronounced "droop snoot" leading edge. This feature can hardly be reconciled with high-speed flight characteristics, since the maximum speed of the aircraft is quoted at but 186 m.p.h. It would seem, therefore, that the leading edge profile used is far more likely to be concerned with flow form over the wing at the stall threshold. Next to the 703 stood its smaller brother (or sister), the 733 single-engined trainer which, apart from its general workmanlike qualities, is chiefly remarkable for having a somewhat unusual undercarriage. The wheels are lever- suspended from the front of forward-raking, hollow-steel welded struts, articulated in a toggle linkage for retraction into the underwing fairings. This aircraft also has a lengthy cockpit canopy, divided into port and starboard halves by a central ridge track which blends into the dorsal fillet, each half-canopy sliding open or shut as an individual unit. If only by virtue of sheer size, the two S.E. 2010 This view of the S.O. 30 Nene shows the offset jet-pipes and gives some idea of the quality of modification design and workmanship. The stripes on the S.O. 7060's wings are joint cover strips of doped fabric, and the flap/ailerons are fully interchangeable in triple sections.
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