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Aviation History
1956
1956 - 0707.PDF
8 June 1956 707 (Right) North American F-86D firing a salvo of Mighty Mouse 2.7Sin folding-fin rocket projectiles. (Bottom) Canadair-built North American Sabre 6. --N (Below) Avon-Sabre, built under licence in Australia by the Commonwealth Aircraft Corporation. I built Sabres completed between 1950 and the summer of 1955. Pro- duction was then at the rate of one aircraft a day. Canadair OreaJa-Sabre (Sabre 6) In production for several months this version has the 7,500 lb-thrust Orenda 14 with two-stage turbine and having reduced weight and improved specific fuel consumption. Like its predecessors, it is armed with six 0.5in Browning guns, but provision may eventually be made for carrying Hughes Falcon missiles. The Sabre 6 is the standard intercepter of the R.C.A.F. and 37 examples of the type are being acquired by South Africa. The first South African machine was the 1,459th Sabre to leave the Canadair line, EarlieY marks are serving with the air forces of Great Britain, Greece and Turkey. Span, 36ft 1 in; length, 37ft 6m; gross weight, about 16J0O0 tb. ..'.-,.. • : ..:•••.. U.S.A. . • • ...--•, • Convair F-102A The first production version of the F-102 all-weather single-seat delta-wing fighter, the F-102A is expected to be operational in U.S.A.F. squadrons during the coming summer. Thefirst prototype (YF-102) was flown on October 24th, 1953, but was subsequently written off; the second flew on January 11th, 1954. Having been designed to a U.S.A.F. specification and destined to bethe standard single-seat all-weather intercepter of that Service, it can be imagined what consternation resulted when it was found that theoriginal form of the aircraft proved incapable of a Mach number superior to 0.9, notwithstanding its very thin wing. The type was, of course, intended to be supersonic and rumour went round that the contractwould be cancelled. Forthwith a model similar to the YF-102 was tested in the 8ft runnel at Langley Field and it was determined that thedrag "hump" rose to a value beyond the capability of the aircraft. The position was discussed with the Langley aerodynamicists and itwas decided that the area rule (Flight of September 30th, 1955) would provide the only solution. The design was thus altered to conformto the new concept, the nose being lengthened, the fuselage waist pinched amidships and prominent bulges being added at the tail. By. October 1953 it was seen that the F-102A would after all be supersonic, and during 1954 Mach 1 was passed on the climb. The thinness of the wing (about 5 per cent) has necessitated carryingall the fuel and military load in the fuselage. In the belly section is a bay for six Hughes Falcon air-to-air missiles; alternatively, this can beoccupied by ferrying tanks. The pointed nose section is a reinforced plastic radome for the Hughes electronic missile-guidance system. Here it may be remarked that the Falcon, being equipped with its ownradar homing head, is capable of tracking and striking a manoeuvring * target when launched at considerable range and with marked disparityin height between the intercepter and the target. While allowing greater latitude in the firing run, however, it requires much more complexequipment since the missile's gyros must be spun up and its motor started and the radar locked on at the right times before launching.Later versions of the F-102, it is reported, are to be fully automatic, to the point at which the aircraft can be directly controlled through apulse-coded radio data link by the G.C.I, station as soon as it gets airborne. When the target comes within range of the interccpter's ownradar, the aircraft's equipment will take over and the missile(s) will be launched. Then, once again, the ground station will take over to bringthe intercepter back to base. The pilot will have relatively little to do except switching from one control to another, taking off and touchingdown. The fuel tankage is integral and could be seriously damaged byover-fuelling or excessive pressure, so a special single-point pressure- refuelling system, incorporating a new type of vent valve to permit veryhigh fuelling rates with safety, is installed. Housed in a box with sideways-opening doors above the tailpipe is a braking parachute.Current F-102 As are believed to attain Mach numbers superior to 1.2 in level flight and it is known that heights in excess of 55,OOOft havebeen achieved. The early machines had the Pratt and Whitney J57-P-11 turbojet, but subsequent production aircraft are having theJ57-F-23 or J57-P-35, the last-named delivering a total thrust, with afterburner, of some 17,200 lb. An experimental F-102A is reportedto have been flying with an enlarged fin to improve stability at high speed and this will eventually be standard. Span, 38ft; length, 68ft; gross weight, over 30J000 Ib.Couvair F-102B This development of the 102A will be powered with the Pratt and Whitney J75 turbojet, having a total thrust, with
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