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Aviation History
1955
1955 - 0585.PDF
585 f . purpose). In emergency the sliding canopy can be jettisoned,complete with rails, by pulling a handle mounted centrally above the instrument panel. Originally, spring-loaded assisters wereincorporated, but the canopy has been found to leave the aircraft cleanly under all conditions, solely as a result of the air loads. Both seats are adjustable in height, although they are not ofthe ejection type. The high-flying ability of the Jet Provost has necessitated the provision of an oxygen system, this beingfed from a single 2,250-litre bottle mounted in the nose. The cockpit is not pressurized, but hot compressor-bleed air can beadmitted for heating purposes, diluted with air from a ram intake under the nose. Individual punkah louvres are provided for bothpilots, supplied from ram intakes on each side of the nose decking. Undiluted compressor-bleed air can be supplied to perforatedstrips arranged along the lower faces of the windscreen panels for de-misting purposes. This hot-air supply is supplemented bya de-icing fluid spray system for the port and starboard (but not centre) screen panels, which are also provided with Dunlophydraulic wipers. In present Jet Provosts there is no airframe de-icing. Operational equipment installed in the new trainer roughlyparallels that carried by its piston-engined predecessor. There is a similar form of amber-screen installation for simulated instru-ment practice, and—at customer request—the Jet Provost can be armed with a pair of nose-mounted O.3O3in guns and an under -wing load similar to that carried by the Armed Provost. So equipped, the aircraft would probably be used rather for policeduties than for weapons training, although it should do the latter job as adequately as can any other machine of the sameweight category. The engine of the Jet Provost T.I is at present the ArmstrongSiddeley Viper 101 turbojet, which is supplied as the Viper 10101 engine-change unit. All the loads between the engine and air-frame are taken by two trunnions, one on each side of the engine immediately forward of the annular combustion chamber. Eachtrunnion rests in a bearing on top of a pyramid structure of manganese-steel tubes, the trunnion bearings being so shapedthat, when the engine is clamped in position, it is forced forward with the intake rim pressed hard up against the rubber O-sealaround the outlet from the airframe intake duct. The port trunnion also permits slight lateral expansion movement. A third attach-ment point, under the rear of the engine, is employed as an aid HUNTING PERCIVAL JET PROVOST T.I (1,750 Ib-thrutt Armstrong Siddalay Vipar 101) Dimansions: Span, 35ft Sin (not including tip tanks); length, 31ft 11 in; height' 12ft Sin; toilplane span, 13ft 6in; track, 10ft 1^in; wheel base, 9ft 9|in; wing area. 213.7 sq ft (gross) or 181.3 sq ft (net): aerofoil section, N.A.C.A. 23015 mod. (root) to N.A.C.A. 4412 mod. (tip); aileron area, with tab, 12.1 sq ft each; tailplane area, including elevators, 46.8 sq ft gross; elevator and tabs, 20.8 sq ft; fin and rudder, 35.3 sq ft; rudder and tab, 11.54 >q ft; flaps, 9.11 sq ft each. Performance: Based on data applicable co the first machine, and making the following assumptions: full internal fuel (171 Imp. gal) followed by, in brackets, data for maximum fuel load of 271 Imp. gal, the respective ali-up weights being 5,950 ib and 6,750 ib. Fuel, aviation kerosine. Maximum level speeds, 263 (261) kt at s.l.; 272 (268) kt at 10,000ft; 281 (277) kt at 20,000ft: and 276 (267) kt at 30,000ft. Rate of climb at 13,400 r.p.m.. 2.520 (2,130) ft/min at s.l.; 1,920 (1.600) ft/min at 10,000ft; 1.375 (1,055) ft/min at 20,000ft; and 720 (440) ft/min at 30,000ft. Time to height from sea-level, 4.5 (5.5) min to 10,OOOft; 11.9 (15) min to 20,000ft; 24.4 (35) min to 30,000ft. Ceiling, 31,000 (27,500) ft at 13,100 r.p.m. for 400ft/min climb. Stalling speed. 66 (71) kt. undercarriage and flaps down. Take-off in still air, I.S.A.: ground run, 410 (550) yd; total distance to 50ft, 665 (820) yd. Landing, same conditions: total distance from 50ft, 670 (740) yd; ground run, 380 (450) yd. Ranges: typical values, assuming tip tanks on throughout, and making normal allowances and following a conventional flight-plan: at sea-level, 149 n.m. at 100 kt (245 n.m. with tip tanks full); 185 (312) n.m. at 160 kt; 158 (270) n.m. at 234 kt (max. com.); at 10,000ft, 233 (397) n.m. at 186 kt, 209 (356) n.m. at 240 kt (max. com.); at 20.000ft, 288 (49?) n.m. at 192 kt, 263 (460) n.m. at 250 kt (max. cont.); at 30,000ft. 317 (563) n.m. at 197 kt.
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