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Aviation History
1953
1953 - 0637.PDF
______________ FLIGHT, 22 May 1953 AIRCRAFT INTELLIGENCE EGG-BEATER: Seen here during its first public demonstration in Connecticut recently, the Kaman HOK-1 is referred to on this page. The tail is not asymmetric; it is carried on two booms, one on each side of the fuselage. Kaman, incidentally, is pronounced as "command" without the d. Great Britain Avro Vulcan. David Anderton, an American writer, has said "The (Vulcan's) cockpit arrangement warrants close atten tion. Its side is marked with the usual triangle signifying an ejection seat, but there doesn't seem to be any jettisonable portion of the hood. There is a line of demarcation about one foot away from the intersection of cockpit and fuselage lines. That clue, plus the similarity of the nose cockpit sections on the Valiant and Vulcan, hint the use of a standardized jettisonable capsule for escape, rather than individual seats." Bristol H.66. An American repon states that the Bristol Aeroplane Company has a 45-passenger jet helicopter on the drawing board with the above designation. The H.66 will have stub wings and feature two turbojets plus ramjets on the rotor tips. From Bristol comes the comment: "No comment." Vickers V.C.7. Contrary to an American repon that the designation "V.C.7" was to be dropped to avoid confusion with the Boeing 707, we can state that the civil version of the Vickers jet transport will continue to be known by this title. The military aircraft remains "Type 1,000" for the time being. United States Kaman HOK-l. Shown on this page, the first HOK-i observation and ambu lance helicopter has now been delivered to 631 the U.S. Navy. Considerably larger and heavier than former Kaman types, the HOK has two tail booms carrying fixed fins and tailplane and movable elevators to allow wide e.g. limits. Powered by a Con tinental R975 radial of 450 h.p., the HOK can carry two stretcher patients plus attendant and pilot. The engine is mounted at the rear of the bulky fuselage and drives the two intermeshing 48ft rotors through a gearbox and two uptake shafts; the engine is covered by clamshell inspec tion doors as in the Sikorsky S-55. Martin B-57A Canberra. Apparently, according to Aviation Week, "British reports that the first U.S.-built Canbena has flown are wrong. The first Martin Canberra is now scheduled to make its first flight late this summer." Some, or all, of these aircraft will have a crew of two (British Canberra has a crew of three) seated in tandem beneath a long canopy. An English-Electric-built aircraft which has been at Baltimore over a year, has been modified to this configuration. Turbine Transports. The journal Ameri can Aviation has published the following data regarding forthcoming American transport aircraft: Convair R3Y, flying boat seating 150/175, four T40 turboprops, all-up weight 150,000 lb, cruising speed 350 m.p.h., to fly late this year; Lockheed C-130A, Air Force transport, four T56 turboprops, to carry cargo, all-up weight 133,000 lb, cruising speed 390 m.p.h., to fly late this year; Boeing 707 tanker,' transport, four podded J57 turbojets, 60/80 seats, 150,000/175,000 lb all-up weight, cruising speed 530/550 m.p.h., to fly July 1954 and be in service mid-1956; Lockheed L-193, four (?) J57 or Olympus turbojets submerged in the rear fuselage, 100/120 seats, 200,000 lb. all-up weight, cruising speed, 550/600 m.p.h., no dates given; Douglas DC-8, four J57 or Olympus podded turbojets, 68/100 seats, 200,000 lb all-up weight, cruising speed 550/600 m.p.h., to fly 1957 and be in service 1958. In passing, we might mention that the model jet airliner studied by United Air Lines (Flight, April 10 last, p. 468) is believed to approximate to the DC-8. This project i* stated to have tankage for 15,000 U.S. gallons of fuel, which would weigh more than half the quoted all-up weight. The payload is given as 20,000 lb.
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