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Aviation History
1954
1954 - 3168.PDF
FLIGHT 111 26 November 1954 Bell's latest, the model 47H, specially stream lined and styled for the executive communica tions role. It has more power, more speed and more room. American General-purpose Helicopters Bell 47 in Two New Versions: Cessna Enter Rotating-wing Field INTENSIVE efforts are being made in America to sell the light helicopter on the open market, and sales techniques are becoming more like those for selling light fixed-wing aircraft and cars. Bell, for instance, have announced two new models of their now well-established 47. One of these is the 47-G1, a development of the standard 47-G, and the other is the 47-H, described as "styled under the personal direction of Lawrence D. Bell, company president"; it will be' on the market at the beginning of 1955. The model 47-G1 incorporates the familiar two-blade rotor and stabilizing-bar system employed on aB the 1,500 Bell 47s so far sold all over the world. New features of the Gl are its four-seat capacity, convertibility for ^mixed-freight or freight carriage, or litter or hoist work, and jfte installation of the more powerful 260 h.p. Lycoming 0-485 engine. This increased power gives the machine better/ altitude performance, greater cruising speed and—in particular—allows the engine to be run at something below maximuof power, thus saving considerable wear and maintenance, jts an additional feature, should customer-demand justify jf, the Lycoming engine installation may be made available as'a conversion kit for earlier model 47s. The military version is the H-13G, with a slightly de-rated Lycoming 0-435, also/requiring less maintenance. The model 47-H ,ls something of a new departure, although it is still easily recognizable as one of the 47 series. It is a three-seater and Atiil retains the standard rotor system, but the whole fuselage is enclosed and carefully streamlined. The cabin has beep widened to 60in. and an "automobile-sized" bench-type seat provided for the pilot and two passengers. Cabin noise has been reduced to a point where conversation at normal voice ranges is possible, and switches and carburettor controls have been grouped on a console on the pilot's left, so that he need not remove his hand from the cyclic pitch stick to operate them. The power-plant is an improved version of the Franklin 200-h.p. engine which, it is claimed, will give better mainten- Cessna's first rotary-wing project, the CH-1 prototype. The engine is in the nose and payload on the e.g. K Bell 47H interior, showing port-side switch console and wider bench seat for the three occupants. ance characteristics and will allow operation at lower percent ages of power for equivalent cruising speeds. The most significant operational advance in the 47-H is the streamlining, which has led to an increase of some 20 per cent in cruising speed with a proportionate reduction in fuel con sumption. The metal monocoque tail-boom also contains a compartment large enough for luggage for all the occupants. These latter qualities were found to be required by many operators during an extensive market, survey carried out with the 47-G. Following car-sales practice, the 47-G was toured round the States, and all comments were acted and desired improvements incorporated in the 47-H. This model is now undergoing cer tification tests and next year it will be on sale with a 600-hour life between major overhauls and with a claim to an operating cost per seat-mile considerably below that of comparable com petitive models. Cessna CH-1. A premising newcomer, primarily for civil opera tion, is Sessna's firjf venture in the rotary-wing field. The first prototype is now jbeing tested. Designated CH-1, it incorporates several new feafBres, not the least of which is the installation of the engine inJfhe nose. The CH-1 bears some resemblance to the familiar Jines of the company's fixed-wing aircraft. In an attempt to keep down costs, Cessna have made exten sive use jK standard industrial gears, and the number of these gears hits also been cut down to about one-third the number normally employed in such a machine. The rotor-blade angle of attack is also changed by twisting rather than by hinging. Rotor diameter is 35 ft and all-up weight 3.000 lb. The engine is a Continental supercharged fan-cooled FSO 470 of 260 h.p. Since the engine is mounted forward, the whole area around the rotor shaft is clear for seats or freight close to the e.g. The CH-1 prototype has completed its 100-hour endurance test. Pending the completion of the C.A.A. certification no perform ance figures are being published, neither has the date of its release on the civil market been announced.
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