FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1954
1954 - 0671.PDF
FLIGHT, 12 March 1954 301 It is claimed that the recently introduced all-metal main rotor blades offer new standards of durability and complete immunity to temperature and humidity effects, while the hydraulic servo controls greatly reduce pilot fatigue by eliminating control opposition and vibration. Equipment to special order includes special camera and radio installations, amphibious pontoon under carriage gear, long-range overload fuel tanks and an hydraulic winch hoist. For ambulance work twin outboard panniers have proved most convenient; these are so constructed that the top half, which carries Perspex windows, can be removed, enabling the stretcher to be placed in position at a convenient height from the ground. The pilot or medical attendant can see the patient during flight. Leading particulars are: main rotor diam., 49ft; length (rotors at extreme positions), 58ft l^in; length (main rotor folded), 42ft llin; height, 12ft lljin; empty weight, 4,300 lb; gross weight, 5,700 lb; max. speed (5 min rating), 104 m.p.h. at 202 rotor r.p.m.; max. weak mixture cruising speed, 86 m.p.h. at 189 r.p.m.; max. vertical rate of climb (take-off power), 280ft/min; max. range with 83 gal of fuel, 308 miles; max. endurance (83 gal), 5 hr; service ceiling, 13,000ft; hovering ceiling (without ground cushion), 600ft. S.E.3120 ALOUETTE • Originally intended specifically for agricultural use, the Alouette is now being offered as a multi purpose helicopter for civil or military service. In its design the following considerations were foremost: simplicity and rugged- ness of construction, ease of maintenance, ready interchange- ability, and easy handling. The e.g. limits are 7in forward to 0.4in aft of the rotor centre-line, and it is claimed that these limits allow single-seat or three-seat operation without any need for ballasting. The three-blade main rotor is driven by a 200 h.p. 9NH Salmson nine-cylinder radial engine through a gear-box located between the engine and the rotor itself; included in the gear-box assembly are the cooling fan, clutch, reduction gearing, free-wheel unit and drive for the anti-torque rotor. For simplicity and accessibility the rear fuselage is of open-lattice type and is readily detachable from the cabin. The standard undercarriage is of skid type. For crop-spraying or dusting, containers are mounted on the sides of the fuselage, and as an ambulance the machine carries the pilot and two stretchers. Principal data are: rotor diam., 38ft; length, 34ft 3in; height, 9ft 6in; weight empty, 1,650 lb; gross weight, 2,750 lb; max. speed, 78 m.p.h.; speed for max. range, 62 m.p.h.; climbing speed (full throttle at s.L), 500ft/min; ceiling in ground effect, 2,200ft; endurance (at max.-range speed), 2 hr 45 min (normal tankage); endurance with auxiliary fuel tanks, 6 hr. S.O.1310 FARFADET • Of more than usual interest, the Farfadet is of the "gyrodyne" type; that is to say it is capable of landing and taking off vertically but has a relatively high maxi mum speed, by virtue of its tractor airscrew and fixed wing. It is not always realized that this machine has two wholly independ ent power plants: in the nose is a 360 h.p. Turbomeca Artouste II turboprop, driving a two-blade controllable-pitch airscrew, and at the rear a 360 h.p. Turbomeca Arrius II, which delivers compressed air to the nozzles at the rotor tips. The three- blade rotor is similar to that of the Ariel III, an experimental jet-driven helicopter of the same manufacture. All fuel is carried in the wings, the main portion of the fuselage being given over to the cabin, which has side-by-side dual controls and a third seat in the rear. Alternative to this rear seat two stretcher cases or freight can be accommodated. The following are the only data released: rotor diam., 36.5ft; span of fixed wing, 19ft; cruising speed, 150 m.p.h.; range at 150 m.p.h., 250 miles. RUSSIAN HELICOPTER (S-51 TYPE) • As our illustra tion shows, this helicopter, of unknown designation, but often ascribed to Mikhail Mil, displays features of the Sikorsky S-51 and Bristol Sycamore. Apparently a three-seater, it was first seen in public at the Tushino airfield, near Moscow, in July, 1951. DOMAN LZ-5 (YH-31) • During October last year Doman Helicopters, Inc., announced that Hiller Helicopters, Inc., would produce their YH-31 evacuation-ambulance helicopter for the U S Army "The decision to licence Hiller," it was stated on that occasion, "was made to minimize the time required for a larger military production." . c u u • „-„;i The YH-31 is the "cas. evac." version of the basic civil LZ-5 multi-purpose design. A point of interest is that inclina tion of the tip-path plane of the four-blade rotor relative to the fuselage is accomplished by gimbal-mounting the rotor hub and rotating it with a constant-velocity driving system. Thus, no blade"flapPing hinges, drag hinges or hinge dampers are required, and the bearings sub ect to centrifugal loads with Sting motion are reduced to a minimum. The rotor retains dynamic balance in all flight attitudes, with consequent decrease invitation and the makers remark that though there are certain omerroto? systems employing a gimbal mounting, these are m^mm- wmm Russian helicopter (S-51 type). (Above and below) Doman LZ-5. subject to a condition of dynamic unbalance. The reduction gear is incorporated as an integral part of the rotor assembly. All mov ing parts are contained in a common housing which precludes contamination, and circulating oil is pumped to all bearing surfaces. The Lycoming SO-580-D eight-cylinder horizontally opposed air-cooled engine of 400 h.p. is mounted low in the nose of the fuselage, with its crankshaft inclined upwards at an angle of 32 deg. There is a fluid drive with a mechanical pick-up on the engine crankshaft flange, coupled with a tubular drive shaft hav ing universal joints. The tail rotor is driven from a gear in the main rotor assembly at an r.p.m. ratio of 2.09:1. Above the Gyrodyne GCA-2C.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
