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Aviation History
1956
1956 - 1461.PDF
613 . . the one-armed paperhanger technique has given way to a placid guidance with the collective-pitch control friction-locked for much of the time ..." noise and shake. They may be intriguing for a few rides butfrankly rather uncomfortable. In the Widgeon I should expect the great man to feel quite relaxed; noise has been reduced suffi-ciently to permit raised-voice conversation. It is easy to become enthusiastic about a pleasant and gratifyingexperience, and to say too much, but before leaving the Widgeon it would be best to land it back at Yeovil. Pilots are asked toavoid approaching over the edge of the town. On the first circuit I had been indecisive about cutting powerand pitch and descending to hold-off position. This was one of the more difficult things to learn in the first place. It took mostof the long 180-deg turn to reduce speed to 45 kt, and by unneces- sary movement of twist-grip and collective pitch lever I managedto disturb the engine and rotor r.p.m., well within the limits (for the rotor, 188-202), while reducing boost and assuming a reason-able rate of descent. On subsequent occasions, by being firmer and leaving well alone, the machine was guided down accordingto plan—even to the extent of arriving in hovering position over the selected spot. Explained in more detail, for those who have not tried it, puttingthe collective pitch lever down by an inch or two and "stick" back, changed 70 kt, straight and level at about 27in boost, 2,800 engine r.p.m., and 190 rotor r.p.m. into 45 kt, 500ft/min descentat 17in boost, 2,900 engine r.p.m. and 195 rotor r.p.m. (full fine fixed-wing equivalent). At 40-50ft you slow down to the hover,holding "stick" back and pulling up on the collective pitch lever to increase blade pitch and power together. Before landing youhover at 10ft with plenty of power and r.p.m. (3,000 engine r.p.m., 202 rotor r.p.m. and some 40in of boost). The Leonides is thengiving almost all of its 520 b.h.p., and the pilot has a reserve of rotor inertia to call on in the event of trouble. In all theseactions, flying in the Widgeon is little different from flying in other helicopters; but for me it was a whole lot easier andpleasanter than I can remember previously. COMPARATIVE DATA S-51, S«ri« 2, S-51,S«ri«1,Widgeon Dragonfly Gross weight 5,9O0lb 5.7001b Rate of climb at s.l 1,190ft/min ... 1,140ft/min Rate of climb at 3,800ft 1,160fc/min ... 1,075(t/min Ceiling 12.800ft 11,000ft C. of g. range 8.4in fwd.—4.4in aft 5.0in fwd.—1 2in fwd Overall range 12.8in 3.8in Max. speed at 3,000 r.p.m. (43in boost) ... 90ktl.A.S. ... 90 kt I.A.S. Max. speed at 2,900r.p.m. (38in boost) ... 83 kt I.A.S. ... 87 kt I.A.S. Max. speed at 2,800 r.p.m. (35in boost) ... 76 kt I.A.S. ... 79 kt I.A.S. (Left) The stretcher-loading door on the port side of the nose section. (Right) "The cabin is much re-designed to give side-by-side seating—with dual control if needed—in front . . ."
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