FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1955
1955 - 1352.PDF
466 Civil Aviation FLIGHT, 9 September 1955 AGRICULTURAL CZECH THE accompanying photograph shows the proto-type L-60 Brigadyr, which is now going into production in Czechoslovakia and is marketed by theMotokov Sales Organisation. Although bearing cer- tain points of resemblance to the Fieseler Storch andto other famous types, the design is entirely original and has been carried out by the Aviacompany in Czechoslovakia since 1952. Power is provided by a cleaned-up Praga Doris B,a very efficient and attractive flat-six engine of 200/210 horse-power. Some notes on this enginewere given in our report on the Paris Salon earlier this year. The installation is quite neat, cooling airbeing taken in through a semi-annular intake beneath the spinner and discharged through multiplelouvres on each side above the cylinders, the cowl- ing being otherwise sealed. There are individualejector exhausts for each cylinder. The airscrew is a two-blade unit with a large spinner, and canbe of the variable-pitch type. Aerodynamically the machine differs .little fromother types intended for sustained flying at low airspeeds. Each wing carries a full-span one-pieceleading-edge slat, and highly effective double- slotted flaps are fitted in continuous sectionsbetween the cabin and the ailerons. The tail volume is excep- tionally large, this being another characteristic of slow-speedmachines. For agricultural work any of the usual array of dusting andspraying gear can be provided. For spraying, a 77-gal cylin- drical tank can be mounted behind the pilot's seat, fluid beingdischarged by a ventral windmill pump through conventional spray-bars which extend almost the full span. For dusting, theload is approximately 700 lb, the flow being agitated by a windmill mounted above the cabin and discharged from a curiously engi-neered ventral hopper which is visible in the photograph. The resemblance of the Avia L-60 Brigadyr to the Fieseler Storch is emphasized in this view. The new machine is powered by a Praga Doris B engine. Production deliveries are due to start before February nextyear. No price is yet available but it is understood that the type will be exported. Large numbers are to be built for all the Sovietcountries where they will supersede the ageing PO-2 biplanes. L-60 Data.—One 200/210 h.p. Praga Doris B air-cooled pistonengine. Span, 45ft lOin; length, 28ft; height, 8ft lOin; wing area, 261 sq ft; basic weight, 1,896 lb; disposable load, 1,124 lb; maximumweight, 3,020 1b; wing loading, 11.97 lb/sqft; maximum speed 121 m.p.h.; maximum continuous speed, 110-116 m.p.h.; minimum speed (can beused for spraying), 34 m.p.h.; service ceiling, 17,390ft; climb to 9,843ft in 18.5 min; take-off run, 420ft; landing run, 341ft; distance to 50ft.770ft; landing from 50ft, 656ft; range at 3,280ft, 435 miles. CONVAIR CONVERSION ""PHE conversion of surplus Convair L-13A aircraft by•* Caribbean Traders, Inc., of Miami, Florida, has recently opened another phase of small field and strip operations in themountainous West Indies Islands and similar terrain in Central and South America. Now named the Husky, the L-13A has beenmodified after many hours of engineering study and test flying, with a consequent marked improvement in its flight characteris-tics. The folding mechanism of the wing and tailplane has been left unaltered.Three powerplants are available for the new conversion. The Husky Mk I will retain its original powerplant, a Franklin0-425-9, of 245 h.p.; the Mark II will be powered by a Lycoming R-680-13 of 300 h.p.; and the Mark III will have a Pratt andWhitney R-985-7 of 450 h.p. AH three types will incorporate a swinging engine-mount and quick-disconnect firewall fittings foreasy maintenance. A constant-speed Hamilton Standard air- screw replaces the wooden variable-pitch type on all Mk II andMk III conversions. Accommodation can be varied from two to eight seats and,with seats removed, cargo shackles or two stretchers can be installed in a few seconds. Doors fold down and outward andthe centre post is removable to make cargo loading an easy task. Already two Mk Us are operating for foreign airlines, one inthe Dominican Republic (for Compania Dominican de Aviacon) and another, just delivered, with Societe Aerienne de TransportsGuyana-Antilles (SATGA) Airlines. This latter is based at Cayenne, French Guiana, and serves Martinique, Guadeloupeand other small French island possessions in the Lesser Antilles group that have previously been served by more expensiveamphibian-type aircraft. It is also flying into a 300ft strip, deep in the interior of French Guiana, to supply a small mining unitwith supplies and machinery. The former one-week journey by boat, horse and foot to this remote mine location is now a matterof a 20-minute flight. Performance figures of the Mk II Husky include: cruisingspeed 121 m.p.h. at 4,016 lb gross weight; empty weight 2,045 lb; fuel capacity variable, permitting cruising range of 400-700 miles;sea-level take-off distance 125ft (empty) and 255ft (at 2,650 lb); landing distance 75ft. Overall dimensions are the same as theoriginal L-13A aircraft (span 40ft 6in; length 31ft 9in). The Husky Mk 11 version of the Caribbean Traders' conversion of the L-13A is powered by a Lycoming R-680-13 of 300 h.p., in place of the original Franklin of 245 h.p. The eight seat installation illustrated below (right) is that of SATGA Airlines.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
