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Aviation History
1953
1953 - 1432.PDF
586 FLIGHT, 30 October 1953 BABY JET Flying the Sipa 200 Minijet By JOHN STROUD AT the 1951 Paris Aeronautical Salon I was attracted by the tiny Sipa 200 airframe, u which was there displayed for the first time. On January 14th, 1952, Roger Launay took the Sipa 200 into the air for the first time—nearly with fatal results. This year Max Fischl demon strated the second prototype at Le Bourget during the Paris show. I must admit to having been envious when I saw that baby Vampire-like monoplane whistling delicately around the sky; and it is perhaps not difficult to imagine my feelings when, on a visit to the National Flying Meeting at Clermont Ferrand, Jacques Noetinger told me that he had arranged with Max Fischl that I should fly in the Minijet (as it is now called) in Paris on the follow ing day. It was with renewed interest that I watched M. Fischl's fine demonstration of the second prototype that afternoon. He was in fact awarded the Coupe Jean-Sendral for the best presentation of an aeroplane at the display, although he suffered some engine trouble which prevented his return to Paris. On the following afternoon I visited Villacoublay and I must admit to feeling a litde pessimistic when I saw the first prototype, F-WCZK, sitting (or, in view of its proximity to the ground, squatting is probably a better word) in the Sipa hangar with its seats out, nose section removed and various bits of its interior scattered about on the floor. But I need not have worried, for Sipa seemed as eager that I should fly as I was myself. (How I wish the same attitude existed in the British industry!) I met test pilot Roger Launay, the Sipa engineers were asked to get the aircraft ready and in half an hour we were ready to go. For those not fortunate enough to have met the Minijet one should perhaps offer some information on this type, which has something like half the performance of die Vampire for only a tenth of its power. Sipa (Societ6 Industrielle Pour l'Aexo- nautique) decided to build a small jet-propelled aircraft for liaison and training duties. The company asked M. Yve Gardan to design the Minijet, as he had already produced the design of the successful light S.901 for Sipa, though afterwards he had left for Pau, where he then produced the delightful little Minicab (I may have set a record by flying in all three of M. Gardan's types in one day). M. Gardan undertook the work and the Minijet was the result. Principal Design-features In layout, the Minijet is a tiny mid-wing all-metal monoplane with short fuselage housing two occupants side-by-side and having a 3001b-tiirust Turbomeca Palas turbojet. Twin booms support twin fins and rudders, which are connected by the tailplane and one-piece elevator. The undercarriage is of the retractable-nose- wheel type with only 4ft lin track. It is operated by a hand pump between the occupants. The size of the Minijet can be gauged from its span, length and loaded weight, which are respectively 23ft, 17ft and 1,675 lb. I stepped down into the starboard seat of F-WCZK and imme diately the first item of practical convenience was apparent—a hand-grip in the top of the instrument panel. The Minijet may be tiny, but when one is installed it fits snugly and is comfortable. The moulded windows in the two doors give wonderful "visibility," and mis is I think the outstanding feature on settling into the Minijet. A loud vroompf! signalled the starting of the Palas, which is lit with petrol; then the typical jet whine built up as the throttle was opened until the tail-pipe temperature reached 450 deg C and the r.p.m. reached 10,000, at which stage the fuel selector switch was switched to kerosine. We stood for a few seconds with the tachometer showing 14,000 r.p.m., then the brakes were released, the throtde was opened and with only an increase of about 1,000 r.p.m. we were moving. Taxying was smooth and fast at 24,000-25,000 r.p.m. The brakes The exceptional cockpit-visibility referred to by the author is apparent in this picture ofSipa's Turbomeca-powered lightweight. are very effective without being harsh and the undercarriage gives a very smooth ride; even while taxying the Minijet gives the impression of being a thoroughly good aeroplane and one has immediate confidence in it. As we approached the runway control van we received a red and had to wait for a Sipa S.12 to land. My knowledge of French is not great, especially when it is heard on an aircraft R/T. receiver, so I could only imagine Launay's remarks to control; but I was probably not far off. The S.12 at last cleared the runway and we turned into position. Flaps 14 deg, full throttle, 34,000 r.p.m., brakes off and we were accelerating along the runway with our seats about a foot above the concrete. At 50 kt Launay lifted the nosewheel and after 22 sec and at 70 kt we were climbing away. The undercarriage was pumped up, flaps retracted and power reduced as Paris moved steadily towards us. The pilot set the Minijet to cruise at 140 kt indicated at 500 m and 30,000 r.p.m., showed me that it would fly hands off, and then indicated that I could take over. Then followed ten minutes of pure joy. To keep the Minijet straight and level was easy from the start; a gende turn to port and one to starboard were both very easy; and then, in some steep turns, the excellent cockpit view really made itself apparent. The controls were light and sensitive and, having flown the Minijet and the Minicab within a short time of each other, one was very conscious that the same designer was responsible for both. Launay showed me the stall with undercarriage up. He pulled the nose up, speed fell to 60 kt and, with a straight slow sink, we recovered after a loss of only 60 m in height. All good things come to an end and the pilot rolled the Minijet on its back and reversed out, pumped the undercarriage down at 90 kt and made his approach. We touched at 65 kt, had the nose- wheel on at 50 kt and that ended a delightful 20 minutes. We taxied in at 22,500 r.p.m. and got stuck behind a French-built Siebel Si204 on the taxi-track. An acquaintance of Launay's came along, the door was opened and a short chat followed—serving to prove mat one can safely stand in front of the intake with the Palas running. The second prototype has a slighdy larger span—26ft 2in—a lengthened nose and modified rudders. For the future certain other improvements are contemplated; these include 365 lb-thrust turbojet, electric starter, blind-flying panel and hydraulic under carriage pump from the engine in place of the present hand pump. The Minijet is certainly a delightful aeroplane. But the problem is what to do with it. The French Air Force is almost certain to order the larger Fleuret or Fouga Magister [they have since or dered the Magister—ED.] and this will rule out French military service for the Minijet. Cost largely eliminates private operation but negotiations are under way which may result in assembly in Holland of about 100 aircraft, while there is interest in Brazilian production. I sincerely hope that some future use can be found, as the delights of flying in this baby jet are such that they should not be confined to the lucky few. Main Data for the Second Prototype Span, 26ft 2in; length, 17ft; height, 6ft; wing area, 104 sq ft; tailplane span, 6ft 8in. Weight empty but equipped, 990 lb—crew, 365 lb; fuel and oil, 360 lb; take-off weight 1,675 lb. Maximum speed, 250 m.p.h.; cruising speed, 225 m.p.h.; take-off run 1,000ft; take-off to clear 80ft, 2,000ft; range without tip tanks, 350 miles.
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