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Aviation History
1953
1953 - 1280.PDF
43° FLIGHT^ 25 September 1953 be designed so as to be profitable to the operator under such conditions. A small two-seater could adequately perform most of these functions, and for a small number of flying hours a jet- driven-rotor type would be the most economical (when hours increased above 500 per year fuel consumption altered the t picture). Operating costs of a small jet-driven machine would be in the region of £18.7 per flying hour for a 300-hour annual utilization, using the estimated figures for the Hiller Hornet. This type of helicopter, though flying only three or four months of the year, would be profitable to its owner. Maintenance was the nightmare of most operators; although much had been done to improve the serviceability of present-day machines and increase the working life of component parts there was still room for considerable improvement. There was a necessity for closer collaboration between operator and manu facturer. At present it was necessary to employ one licensed mechanic per helicopter, but it was hoped that the situation could so be improved that a fleet of four aircraft could be ser viced by two licensed mechanics and one helper. Maintenance work should be so organized that machines were not grounded for inspection at a time when they should be engaged in revenue-earning. Most of the Helicop-Air mainten ance was done at night, and overhauls were carried out pro gressively on a unit-replacement principle. This meant higher labour costs on the night-shift and a large capital investment to provide a comprehensive range of replacements, but it enabled the helicopters to fly 100 to 120 hours per month during the busy season and was more economical in the long run. Conclusion.—The lecturer gave his views as to the types of helicopter which practical experience had shown would be profitable for an operator. They were: Type A: An efficient machine that could either carry a heavy load, be capable of a long range, or have good high-altitude performance; Type B: A small, easy-to-malntain helicopter. Type A should have a piston engine of approximately 350 b.h.p. and should be built on the "chassis" principle, in a num ber of versions from a single seater to a four-seater according to the job required, and separate kits could be sold independently to equip the machine for its different functions. Preliminary calculations showed that the following loads could be expected: Weight empty, 1,750 lb; pilot, 170; fuel and oil (4 hours), 540; payload, 1,260; disposable load, 1,800; gross weight, 3,720 lb. It was possible, further, to estimate performance figures. The hovering ceiling would be over 4,000ft without ground effect, and about 7,500ft with ground effect. The vertical rate of climb would be of the order of 900ft/min at all-up weight. Used as an agri cultural tool, this helicopter, with one hour's endurance, would have a payload of 1,300 lb, taking the weight of agricultural equip ment at about 100 lb. On executive-transport work, with two passengers plus pilot, the disposable load would still be 900 lb. which could be used for an auxiliary fuel tank, or for electrical "TALBE" RESCUE EQUIPMENT IN our notes (September 18th) on the radio exhibits at Farn-borough, brief reference was made to the new V.H.F. beacon and R/T. transmitter/receiver called TALBE (talk-and-listen beacon equipment) designed by the Vidor Burndept Group, of Erith, Kent, for use in search-and-rescue operations. It is now possible to publish an illustration of the equipment, which, consisting of three compact units, is small enough and light enough (2 lb) to be carried in a Mae West. The beacon is designed for operation in conjunction with the standard V.H.F. homing The three "TALBE" units compared in size with 0 matchbox. equipment or, eventually, a hoist. Such a machine could be used in an overloaded condition if necessary, and would still have a good performance in tropical climates. The initial cost should not be very much higher than the present three-seater types, and t operating costs would be approximately equal. For Type B a Hornet-type helicopter seemed to be the answer, simply designed so that the initial cost was not more than £3,500 to £4,000. It should have an endurance of approximately one hour and a payload of 300 lb. THE DISCUSSION Mi. M. J. Brennan (Saunders-Roe) said that manufacturers needed a clear indication from operators as to the probable annual utilization if they were to produce a small helicopter which could be operated profitably. If the utilization were high then the flying-hour cost of a small jet helicopter would be disproportionately high, because of the excessive fuel consumption. In places like Australia the annual utiliza tion of light fixed-wing aircraft was of the order of 1,500 to 2,000 hours; he wondered whether the helicopter would not eventually reach such a figure. Cmdt. Boris, in reply, reiterated his opinion that the annual utilization of a small agricultural helicopter would be low. He cited the parallel case of a combine-harvester which, although it was probably used only for a month or less in the course of a year, was still a profitable invest ment for the farmer or group of farmers who owned it. In the small helicopter, payload was of greater importance than speed. Mr. J. V. Roberts (Short Bros), said that we were at a disadvantage in Great Britain because of the lack of a suitable engine within the 200 b.h.p. to 500 b.h.p. range. Dr. G. S. Hislop (Fairey Aviation) agreed with the lecturer's view that thoughts on helicopter production should run more along auto mobile lines. Automobile methods should be adopted to improve the life of component parts. He thought Cmdt. Boris had been somewhat optimistic in his estimate of a ratio of nearly 50 per cent disposable load to gross weight in his figures for a 350 b.h.p. machine, and he also thought a high cruising speed essential for an executive transport. Mr. J. Shapiro (consultant) thought that the principle of building a "chassis" was a good one. In addition, a more realistic approach was required on the question of airworthiness. The present attitude assumed that a proposed helicopter was unairworthy until it had been proved to be airworthy by flying many thousands of hours. Mr. F. L. Hodgess (Fairey Aviation) asked what attributes, in the lecturer's view, a helicopter should have to enable it to fulfil a task requiring a high payload and slow speed in a locality perhaps 1,000 miles from its normal base. Mr. A. E. Bristow, requesting permission to answer this question, stated that the best and most economical method of transporting a light helicopter for long distances was by road. Mr. Alex A. Reichel (Sweden) suggested that for light helicopters the piston-engine should be abandoned in favour of jet-driven rotors. Cmdt. Boris, replying in conclusion, said that although he had no particular love of the piston-engine he thought it would remain the most economical form of propulsion in a long-range helicopter for many years to come. As regards the small agricultural machine, he was glad to have support for his view that jet-driven rotors would provide the answer. equipment installed in search aircraft and naval vessels. It automatically transmits a distress signal for six hours as soon as the telescopic aerial is extended, and the signal can be picked up at 50 miles at 5,000ft. Two-way R/T. communication can be maintained for a minimum of 30 minutes, and at a range of over 20 miles. The three units consist of the beacon and R/T. trans mitter-receiver, 1.34v battery, and microphone/loudspeaker. LONDON NAVIGATION EXHIBITION THE Science Museum, South Kensington, announces that it has been decided to keep the exhibition "Navigation Today" open until January 17th next. This special collection shows the various types of instruments and equipment at present used in navigation —in the air and on land, as well as at sea—including radar and other radio aids. Many of the exhibits are arranged for operation by visitors and there are other working demonstrations of naviga tional methods. The museum is open on weekdays from 10 a.m. to 6 p.m. and on Sundays from 2.30 to 6 p.m. Admission is free. PRACTICAL MAPS RECENT issues of "Foldex" maps include Benelux (Holland Belgium and Luxembourg, in one, two or three sections in the same cover, as required), scale 1:400,000, legends in Dutch, French and English; Germany (northern, southern or both sec tions in one cover), scale 1:1,000,000, legends in English, Danish, Dutch, French and Italian; and L'lle de France, or 120 km round. Paris (one section), scale 1:150,000, legend in French. Moderately priced, all these maps incorporate a patent method of folding which enables them to be opened at a particular section without unfolding the whole map. Though primarily for the road-user, they give a great deal of general information; in some, for example, airfields are shown with a distinctive mark indicating whether they are military or civil. The publishers are Foldex, Ltd., 45 Mitchell Street, London, E.C.I. (Clerkenwell 0711).
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