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Aviation History
1953
1953 - 0614.PDF
6o8 FLIGHT 15 May 1953 Taxying out, the Vultur rides easily in spite of its heavy underwing load. The Nene is kept at idling speed until the take-off run is commenced. Visitor from France . . . A Breguet ground-crew of seven or eight has serviced the Vultur and they have been accommodated at a boarding house near the R.A.E. They clearly have great pride in their work and indulge in considerable operational smartness (of the kind defined by a well- known R.A.F. word) on their own initiative. In fact, the whole set-up, as we saw it, radiated efficiency and smartness. The two pilots, in brilliant blue flying suits and white Lombard helmets, went well with the gleaming Vultur, the general effect making a strange contrast with the ageing, hard-working Avenger placed at our photographer's disposal. Starting up the Mamba appeared effortless and the airscrew was soon running smoothly, to the accompaniment of various cycle-indicating cockpit bells. The Nene followed and its roar completely drowned the noise of the tiny turboprop. Application of brake while taxying out made the Vultur nod gracefully, while the steerable nosewheels showed their worth in getting out of confined spaces. Take-off was rapid and the wheels were up ten seconds from the start of the run. Again, the Mamba could only just be heard above the jet rumble; the overwhelming impression was that the air screw was being pushed through the air by the Nene and was a hindrance to progress. Actually, the Rotol four-blader does its fair share under all conditions. It is constant-speeding even at 460 kt, at which speed the pitch angle is over 60 deg. In the air the Vultur has a suggestion of the F-84 Thunderjet about it, and the performance is undoubtedly high. Approach is made at about 100 kt, and is very steep. Con siderable change of attitude takes place during rounding out and holding off, and the major part of the run takes place with the nose high in the air. Unfortunately, in spite of M. Brunaud's fine handling, the copper rivets holding the underwing rockets proved unequal to their task during one landing; as a consequence, our air-to-air photographs show no external stores. As for the future of the Vultur, much depends on the avail ability of American backing or NATO approval. The Breguet plant at Toulouse is largely experimental and has little floor space; the Paris factory is full of huge Provences. It may also be noted that the Mamba has not gone into production, except in Double- Mamba form. In any case, France has no carrier able to take the Vultur's weight. A shore-based versjpn is under development, however, and this should have almost fighter-like performance. Another modification is to be the fitting of a frameless canopy. Whatever is to come of the Vultur, it is a most unusual design and makes an interesting contrast with the Wyvern (single-seat, single turboprop, fixed guns, no weapons bay or radar) and the Gannet (three-seat, double turboprop, no guns, large weapons bay, search and strike radar). It is to be hoped that this visit is the forerunner of others involving similar unconventional types. BREGUET 960-01 VULTUR (Armstrong Siddeley Mamba 3 and Hiipano-Suixa Nert* 104) Span Length All-up weight Maximum speed Cruising speed (Mamba only) Landing speed Endurance (Mamba only) Absolute ceiling 54ft 3in 43ft 4in about 23,000 lb 555 m.p.h. (482 kt) 230 m.p.h. (200 kt) 93 m.p.h. (81 kt) 4hr 42,000ft From the aerodynamic aspect, almost the only feature marring the right- hand study is the elevator balance system. It is seen in closer detail below, together with the hook, tail-bumper and jet nozzle.
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