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Aviation History
1955
1955 - 0874.PDF
872 FLIGHT GUN SIGHT GYRO CAGE BOMB OR ROCKET RELEASE WEEK-END IN PARIS . ROCKING ELEVATOR TRIM SWITCH S.A.M.M. control - column grip as used on the Fouga Magister. machine very much, andhad no criticisms, except that the flap and under-carriage handle got badly tangled up when full flapwas selected and that the throttle, fitted with apress-button friction-lock, was a little awkward forlarge hands. These fea- tures will probably bemodified. • Stability and control were good. A little moreelevator trim-tab range would have been desir-able because full flap could not be trimmed outwith throttle closed. With two people, both in front, the c.g. was right forward, but an extra person in the back would have rem-edied this condition. As a light communications and touring air- craft the Rondone is excellent, the cabin being both comfortableand quiet. Maulandi told me something of the Baroudeur. It is now com-pletely developed and ready for service, but only a pre-series of three is ordered and these will be used for tactical trials by theFrench Air Force. Some trouble was experienced with snaking, but this was cured by fitting a S.F.E.N.A. yaw stabilizer. Thereare signs of hard work on both prototypes (on the underside, particularly, where skid landing naturally causes a certain amountof wear and tear), and thick sections of sheet have been riveted on to the fin between the fuselage and tailplane. The latter is variablein incidence and built in one block with the upper section of the fin. Both, therefore, move together. One prototype has a dorsal spine, the first four or five feet ofwhich slides back with the canopy, but the other aircraft simply has a large glass-cloth fairing behind the hood transparency. Thisaircraft also has three flush load-attachments under each wing, and both have the Atar with variable-area nozzle, but no after-burner. The boundary layer deflectors at the intakes show signs of considerable tinsmithy and have been carried some way forward.The controls are fully powered, with hydraulic plain feel for rudder and ailerons, and manual reversion. The object of thehydraulic feel is that, should a hydraulic leak occur and put the control out of action, the feel loads will also disappear and makemanual loads easier. This system had to be replaced in the eleva- tor circuit by plain spring feel because of particularly intractableproblems. M. Jakimiuk, the designer, said that the Baroudeur could nowstand on its own merits as an attack aircraft and was ready for service. This is his third post-war project, the other two beingthe Chipmunk and"Beaver. Another one of S.N.CA.S.E.'s many undertakings is theAquUon, which is, in name and form, a gallicized Sea Venom. Several modifications are evident, principally in the fuselage. Thewhole canopy slides back, driven by an electric motor which can be controlled by push-buttons on the outside of the nose.S.N.CA.S.O. ejector seats have been fitted, staggered slightly backwards and considerably downwards. It is understood that theradar is of recent American pattern though the presence of a gun- sight indicates absence of "lock-on." The armament is unchanged.The aircraft can be operated as a single-seater in which condition the radar provides only gun-ranging. Both prototype Leduc O21s were at the show, and both wereflown in on top of dieir Languedoc carriers. This is quite a feat, since the carrier must approach at more than the Leduc's stallingspeed and the extra weight makes a gentle touch-down mandatory. The carriers' undercarriages have been strengthened but the tyresare unaltered. Any trouble here would be tricky. The launching is also a precise operation, since the tail-steady is released firstand then both pilots fly themselves and each other. Gauges on each main mount indicate lift or weight forces to the carrier pilotand these he must balance out with his ailerons. The separation at 1,200ft on Saturday was a real achievement and the public wasmost lucky to be treated to such a sight. Incidentally, carefully framed on the port control console of one of the O21s are twolittle medallions, one to St. Theresa and the other to St. Christopher. In the static display, Martin Baker were showing a near-finalversion of what they hold to be the ejector seat to end all ejector seats. By this they mean that the whole question has now beenreduced to a point from which further development would be superfluous. They claim fully automatic operation (and this in-cludes automatic explosive hood jettisoning) at all heights down to the ground with 87ft/sec ejection velocity, face blind, leg re-straint, head rest and very low seat weight. The latest harness is intended to be "fitted to a pilot when he joins up." Thereafter,the straps would be sewn, and the whole, complete with leg garters, made into an integral part of his flying suit. To strap in,he would have two short webs emerging behind his shoulders, and these would be looped through shackles on the seat andfastened to the lap strap, which is also part of the seat. There is, therefore, only one junction box to fasten. S.N.C.A.S.O., on the other hand, bought the M.B. non-auto-matic equipment licence and incorporated it in their own seat. This, and a lightweight derivative, have been modified to theAmerican type of automaticity, which differs to some extent from the continuous mechanical actuating linkage which Martin Bakerhave developed. Bristol 191 anti-submarine helicopter. Model of Breguet 1050 anti-submarine aircraft. S.N.E.C.M.A. tailpipe for Atar turbojet, with afterburner. A Spanish yisitor—the A.I.S.A. I-11B.
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