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Aviation History
1954
1954 - 2212.PDF
6 August 1954 183 S.N.C.A.S.E. BAROUDEUR Dimensions:— Span ... Length, overall Height, skids ,, on dolly Wing area Aspect ratio Sweepback, on quarter chord Weights:— Empty ... Gross, normal Overload Combat weight Miscellaneous:— Trolley tyre pressure ... Skid contact pressure Estimated Performance:— (S.N.E.C.M.A. Atar 101-E, 7,2801b. static thrust) Speed, sea level , 20,000ft „ 49,000ft ... Climb, sea level „ 20,000ft „ 49,000ft Ceiling, absolute 32ft 10in 44ft 3in 10ft Oin 11ft 9in 272 sq ft 4 35 deg 9.850 lb 15,256 lb 20,018 lb 13,514 1b 35 Ib/sq in 14 Ib/sq in 616 kt 608 kt 546 kt 10,500ft/min 7,400ft/min 870ft/min 51,000ft performed successfully, but the Dodge van sent to mount it on the trolley was bogged down. Completion of these tests was acknowledged by an order for five pre-production machines, to be followed by a small series. It might be wondered why no mention of take-off rockets has been made, since these were an essential part of the technique originally conceived. On a small-quantity basis the rockets are expensive—they would have cost about £40 per take-off; so, since the Baroudeur was getting into the air quite successfully without them, they were not used until May 28th this year, when proving; trials using both two and four boosters were carried out. So much for the take-off and landing trials. General flight and performance tests were carried out later and are, in fact, still pro ceeding. M. Maulandi is continuing at Istres with the 02, while M. Piere Nadot, S.N.C.A.S.E. chief test pilot, is now testing the Ol at Toulouse-Blagnac, to which he flew it from Istres (180) in 17 min on July 5th. General handling and performance of the Baroudeur have, according to S.N.C.A.S.E., been up to expectation. It has, how ever, had its share of that current ailment, dutch Sroll. It is a pretty open secret that most highly swept aeroplanes—and particularly those with lateral intakes—can suffer from high-frequency oscil lations in yaw and roll under conditions of low damping, i.e., at low speed or very high altitude. It will be noted that the Baroudeur had two under-fins added during the winter and that the 02 has much greater anhedral than the Ol. Both these features can help to damp out yaw-and-roll oscillations—in fact, one understands that the 02 compares well with other contemporary fighters in this respect. Another use for the under-fins was as a possible replacement for the retractable tail-skid; they were therefore resilientiy mounted and shod with steel. On the 02 the fins are detachable, the fuselage being fitted with two mounting strakes. The thin wing (8 per cent) is fitted with automatic slats and mese were subject to a very careful flight-test programme. The first flights were made with the slats locked open, then the slats were locked shut and fences were fitted at a flow-separation point. Most of the landing tests were done in this condition and it was not until this spring that the/ slats were released in stages. All sections are now free and the fences have been removed. Since the 02 has fences, the slats have probably been locked and the programme is being repeated because of the increased anhedral. The Ol underwent some modifications in fin and rudder area and in the 02 these have been cleaned up. A modification which One of the landings on the beach at La Baule. In addition to the final part of the skid-marks, the tracks of the take-off trolley can be seen. Tours, where the Baroudeur landed successfully on boggy ground. is not externally obvious is that the 02 has the necessary fittings for British Flight Refuelling equipment. Although a nose probe is not at present mounted there is provision for one, and it will be in stalled at a later stage inlthe trials. There are also fittings for four 700-litre wing drop tanks. The unusual sharp-lipped engine air intakes, designed for high speed, have, even to Mr. Jakimiuk's surprise, proved no hindrance to static or take-off thrust. In theory, such lips can cause boundary-layer separation at low speed, with consequent turbulence and the danger of surging or compressor stall. A remark of M. Maulandi's is worth quoting. He says that, for him, the Baroudeur has taken the worry out of jet flying. No longer does he have to start calculating where he could put down in the event of an engine failure as soon as he takes off; now he knows he can land in any reasonably large field. There have been two recent rumours about the Baroudeur, one correct and the other not. It is true that a lightened and simpli fied design was submitted to NATO for the light fighter require ment. It is not true that there are plans for a Baroudeur with a conventional alighting gear; there is a projected undercarriage modification, but it is unconventional. J. S. Preparing to mount the Baroudeur on its trolley. The power take-off pulls the aircraft up over rollers, the trolley being held by the rigid tow-bar.
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