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Aviation History
1953
1953 - 0898.PDF
deviateur de jet. Not only did the aircraft using the thrust-spoiler come to a halt in half the distance taken by the standard aircraft, but to the accompaniment of resonant sounds and in a cocoon of shimmering heat-haze it succeeded in taxying backwards. One of the stars of the show was the little S.O. 9000 Trident, so named, perhaps, because of the positioning of its three power units—two Marbores at the wing tips and a liquid-fuel rocket at the tail of its dart-like fuselage. Presumably to avoid any risk that the anhedral tailplane might scrape the runway, M. Guignard employed a very shallow take-off angle and the Trident's departure took up a large proportion of the 7,900ft available. Even without the rocket, which has not yet been installed, the Trident was seen to be capable of remarkably high speeds for an aircraft of little more than 1,700 lb total thrust, and the stubby, straight wings and powered controls give a high rate of roll. The Le Bourget demonstrations suggest that the Trident's designers stand every chance of attaining their objective—supersonic speed in level flight with a simple and relatively cheap aircraft. Flight-testing of the S.E.R.P. rocket is already being conducted in the 6026 Espadon, which was publicly demonstrated for the first time on Sunday. As the Espadon sped overhead the rocket burst into life with a roar and a 30ft spurt of orange flame. A trail of black smoke traced the ascent of the aircraft to a height where it was scarcely visible—although the flame continued to glow. Differing exhibitions of composite power were given by the Mamba-Nene Breguet Vultur strike aircraft and the Nord 2200 fighter, which ascended from a column of Jato smoke. Although now growing obsolete, the 2200 evidently handles well at low speeds and has an exceptionally short landing-run. (This could hardly be said for the bulbous S.E. Grognard, which uses two ribbon parachutes for landing.) The Mystere II (flown by Muselli) was eclipsed by its more powerful stable-mate, the Mk IVA, with the latest 7,275 lb-thrust Hispano Tay. With Col. Rozanoff at the controls, it took off for the afternoon's first attempt axfranchissement du mur du son. The commentator annoimced that he was putting Glimpse into the future—the S.O. 9000 Trident (Below) The Nord 2200 gets under way. LE BOURGET 1953 Avro's Shackleton 2, flown by Johnny Baker, who turned the big white maritime reconnaissance machine at seemingly impossible angles. Metaphorically, the peak of his performance was the lowest part—a surprisingly fast beat-up with three of the four Griffons stopped and eighteen of the twenty-four blades feathered. One of the Sea Venoms now being produced by S.N.C.A.S.E. was put through furious paces by Jacques Lecarme. The French commentator evoked quite a stir during his performance by informing the crowd that Jacques was the father of seven children. Another S.E. pilot, M. Petit, flew the Mistral, his company's version of the Vampire, and showed convincingly the increased rate of climb conferred by the installation of a Hispano-built Rolls-Royce Nene turbojet. An event of some significance was the formation landing by two Vampires, one of which was equipped with the S.N.E.C.M.A. ^«M^*iw- The Fougo CM.170 Magister, demonstrated two-up. (Left) The rocket-assisted departure of a Grumman Albatross rescue amphibian of the U.S. Air Force. Its landing was also impressively short. us in touch with the pilot, and soon a deep voice was heard reading off heights. Twice the Mysore dived, and twice the double bang was heard. The colonel also chatted over the public-address system during a full-speed low run over the densest part of the crowd, although whether many of the audience heard him was open to doubt. The twin-jet, swept-wing S.O. Vautour was piloted by Guignard, who also attempted to produce a bourn, but although he exceeded Mach 1 no sound was heard in our pan of the airport. Powered
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