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Aviation History
1956
1956 - 1543.PDF
FLIGHT, 2 November 1956 701 (Above and right) Bristol Type 792. Helicopters of the World ... main gear-box. A flexible bag-type fueltank, holding about 65 gallons, is mounted behind the rear fireproof bulkhead, andprovision is made for an auxiliary tank of about 24 gal below the main tank.• Rotor diam., 48ft 6in; overall length (rotors at extreme position), 61ft lin; basicempty weight, 3,959 lb; gross weight, 5,400 lb; max. speed (5 min rating) at s.l., 126 m.p.h.;economical cruising speed at 2,000ft, 90 m.p.h.; rate of climb to rated altitude (6,000ft) atoptimum climbing speed (57 m.p.h. approx.) at "1 hr" power, 840ft/min; hovering ceilingwithout ground effect, 4,000ft; hovering ceiling with ground effect, 8,400ft; service ceiling15,500ft; max. endurance, 2.95 hr; max. still-air range (normal fuel), 267 miles; max. still-airrange with auxiliary tank, 368 miles. Type 173 Two prototypes of this twin-rotor helicopter are flying with Alvis Leonides piston engines; a third will haveLeonides Majors, and the two final machines (completing the developmentbatch of five) will be fitted with Napier Gazelle gas turbines. No quantity pro-duction is intended. One prototype has been fitted with improved horizontal andvertical tail surfaces and with new centri- fugal droop-stops, which prevent therotor blades from drooping excessively when stationary. Type 192 Production of this twin-rotor helicopter for the Royal Air Force and the British Army will begin in 1958.Designed to meet the requirements for troop- and freight-carrying, ambulanceduties and search and rescue, the Type 192 will at first be fitted with AlvisLeonides Major piston engines, but has been so designed that Napier Gazelle gasturbines can be substituted with the mini- mum of alteration. The layout is such,moreover, that while retaining the front and rear ends, with their associated con-trols, engines and drives, a different— shorter—centre fuselage can be substi-tuted for naval operation. Similarly, a fuselage suitable for civil passengeroperation can be substituted for the standard unit. Transmission and enginespares would be common to all three types. The main fuselage—between the frontengine compartment and the forward fin frame—is of constant ovoid section andis about 24ft long. The main entrance is covered by a canvas door except in caseswhere a winch is required, when the door is replaced by an upward-hinging jettison-able door carrying a winch and search- light. A duct at the top of the fuselagecarries the synchronizing shaft, flying Fairey Jet Gyrodyne. controls and other services; a similar ductcarrying additional services forms the bottom of the fuselage structure. Theflight compartment can have dual con- trols, and a folding seat is provided along-side for a navigator, an instructor, or— when dual controls are fitted—a secondpilot. The front engine is mounted in a near-vertical position. The engine bay serves as a plenum chamber for engine- andgear-box cooling-air (admitted through an intake on top of the fuselage) and theengine is serviced through a large aper- ture in the under-side. One rear fuel-cellis located immediately forward of the rear engine-bay and a second cell is abaft thebay. On top of the fin is an air intake for the rear engine and rear and intermediategearboxes. Power is fed into the transmissionsystem from the front engine to the front gearbox and from the rear engine to theintermediate gearbox; thus, in the event of one engine failing power is supplied toboth rotors from one engine. A free- wheel between each engine and itsrespective gearbox ensures that no power can be fed back into the deadengine. The constant-chord main-rotor blades are of light-alloy construction withan extruded hollow D-section combined leading edge and spar. Aft of the sparthe blade is made up of a number of separate sections bonded to the spar, eachsection being formed of thin skins bonded to pressed ribs. Various methods offolding the rotor blades are under con- sideration. The four-wheeled undercar-riage is designed for a normal vertical landing velocity of 8ft/sec and an emer-gency landing velocity of 12ft/sec. In the troop-carrying role the Type 192will carry pilot, co-pilot or navigator (if required) and 18 men for long-range operation; for short-range work the seat-ing could be re-arranged for 22 fully armed troops. A scrambling net can beattached to the lower sill of the doorway to assist in rapid embarkation or dis-embarkation. In the ambulance role the Type 192 will carry eight or twelvestretcher cases and three "sitting wounded." Provision is made for fourelectrically heated blankets and for blood transfusion equipment. A maximum dis-tributed freight load of 6,000 lb can be lifted. • Fuselage length, 54ft 3in; empty weight,10,723 lb; gross weight, 17,200 lb; cruising speed (Gazelles), 138 m.p.h.; range with 14troops (still air, with reserves for warm-up and take off), 218 miles. (Adoption of NapierGazelles will approximately double the power for less weight and allow an increase in grossweight to 18,000 lb.) THE FAIREY AVIATION CO., LTD. Hayes, Middx.(Hayes 3800) Jet Gyrodyne With this aircraft theFairey company was the first in the world to make a complete and realistic transi-tion cycle in flight, the feat having been achieved on March 1, 1955. By the fol-lowing June the technique was well established. To date 190 transitions and140 autorotative landings have been made and the basic technique of theoperating procedure for the Rotodyne (later described) has thus been estab-lished well in advance. It was the second of the two FaireyGyrodynes, made in 1947 and 1948, which
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