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Aviation History
1955
1955 - 0996.PDF
108 FLIGHT FROM ALL QUARTERS The Gnat Airborne . . . I" HE first prototype of the Folland Gnat light fighter, poweredA by a Bristol Orpheus engine, made its initial flight last Mon- day afternoon from Boscombe Down, in the hands of S/L. E. A.Tennant, the company's chief test pilot. Visibility was so poor that nobody was able to observe theentire take-off run, but it is known to have been surprisingly short—probably less than 400 yd. Airborne for 15 min in themist, Tennant landed at Chilbolton, expressing himself "highly delighted" with the behaviour of the little fighter. Apart from the bigger intakes and larger and shorter tailpipeoccasioned by the fitting of the new engine, the Gnat differs only in details from the latest version of the Midge. The size ofthe extra windows behind the main cockpit canopy has been increased and the undercarriage wheels are apparently of muchlighter build. The high-speed-pitot head has been mounted under the starboard wing, some way in from the tip, and the navigationlights are of a different type. The tailplane root carries a slightly bulged fairing. The Gnat, of course, has the wing of increased span whichwas first fitted to the Midge. As the photograph at upper right shows, it has inboard ailerons, which can be drooped together tolessen the angle of attack during take-off and approach. This involves the displacement of the aileron actuating gear at thewing root. A small fairing opens to allow the linkage to rise up clear of the wing-root upper surface. No armament is yetinstalled. . . . and the Second Prototype P.I . . . A LSO on Monday last, the second prototype of the English*» Electric P.I single-seat twin-jet fighter was flown for the first time from the maker's airfield at Warton, Lancashire. W/C.R. P. Beamont was the pilot. It may be surmised that this second machine more nearly approaches production standardthan the first, and that provision may be made for armament. . . . and the Gyron TN a joint statement, the de Havilland Engine Company and•*• Short Brothers and Harland announce that the first flight of a de Havilland Gyron turbojet took place on July 7th, at Aldergrove,Co. Antrim. As already well known, the Gyron's flying test-bed is the firstShort S.A.4 Sperrin (VX 158), the D.H. unit replacing the lower port Avon. The design and conversion work was undertaken atAldergrove by Shorts. Selection of the Sperrin was dictated by such factors as flight-performance, structural strength, ease ofaccommodation of the Gyron and the required test gear in the airframe, and availability. The big Short bomber amply meets INSET AILERONS of the Folland Gnat, subject of "first flight" news (Col. 1), are well shown in this specially posed view, taken last week. most of the requirements, although the installation of the mightyde Havilland engine, together with its fuel system, controls and test equipment, has been a major task. Engine-handling has been rationalized so that the pilot canselect the appropriate power on each of the three Avons and the Gyron to maintain trim about all three axes under all conditionsof flight. The asymmetry is scheduled to be removed later in the year when a second Gyron is fitted in place of the lower starboardAvon. On its first flight the Gyron was airborne for 30 minutes, theSperrin being flown by Mr. Jock Eassie, test pilot to Short and Harland, who was accompanied by Mr. C. D. Beaumont, chieftest pilot to the D.H. Engine Co. The manufacturer's announce- ment states that: "During the test the Gyron engine behavedentirely satisfactorily and was opened up to its full flight-approved thrust: throughout the whole speed range the engine was notablysmooth and tractable. After preliminary handling trials at Alder- grove the Gyron-Sperrin will be flown to Hatfield for an intensiveengine flight-test programme which will be conducted by_Mr. Beaumont." ::?":*';; . :• f Hunter Production at Coventry ' ~" IN the House of Commons last Monday Mr. Reginald Maudling,Minister of Supply, resisted demands for the placing of further contracts with Sir W. G. Armstrong Whitworth Aircraft, Ltd.,at Coventry in view of labour redundancy caused there by the cancellation of contracts for Hunters and Sea Hawks. He said ithad long been envisaged that the production of these aircraft at Armstrong Whitworths for the Ministry of Supply would cometo an end by the spring of 1956 and that the firm, if unable to secure projects of its own design, would turn over mainly to themanufacture of Javelins under contract to Glosters. For reasons already explained, the Javelin programme had beenrearranged and it was also a fact that export orders had not, so far, been forthcoming in the numbers hoped for. Mr. Maudling said he was informed that Armstrong Whitworthwere making every effort by re-allocating sub-contract work to ORPHEUS POWER is proclaimed in this side view of the Gnat by the increased diameter of the tailpipe. Flight trials of the new prototype are now beginning. At the controls will be S/L. E. A. Tennant, D.F.C., Folland's chief test pilot—who, as reported above, took the Gnat on its maiden flight from the airfield of the Aeroplane and Armament Experimental Establishment, Boscombe Down. .,.,,...._.
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