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Aviation History
1956
1956 - 1653.PDF
FLIGHT, 23 November 1956 815 POLISH AIRCRAFT DEVELOPMENT . . . copter was shown in public for the first time on Polish AviationDay (August 26, 1956). This design by B. Zurakowski has a specially adapted WN-3 engine. Design studies for a national supersonic fighter are under way.The fuselage of the proposed machine resembles that of the Bell X-l, and ends in a long needle nose. The wings and tailunit are very similar to those of the Mig-15, and the large wing- root air intakes resemble those of the F.D.2 There are alsodesign studies for a light jet trainer. This year, at the July Poznan Fair, the T.S.8 Bies was shownin public for the first time (the machine on show was the third prototype). This design was developed from the previous L.W.D.project of the same name, and the aircraft first flew on July 23, 1955. It has now successfully completed its test-flying and willshortly go into production. The Bies is an all-metal two-seat fully aerobatic basic trainerof low-wing cantilever monoplane layout. The wings, of NACA 23012 section, are thickened in the centre to 13 per cent. Theyare in three parts, comprising a centre section integral with the fuselage, and two trapezoidal outer sections. The centre sectionhas a stressed skin and a main spar with heavy duralumin booms which pass through the fuselage, and bend back and down at thefirst rib, continuing to No. 4 rib. This forms the back wall of the torsion box, the heavy gauge reinforced skin completing theD-section. This shear is gradually transmitted from the spar into the skin in that portion of the wing. Both outer wing sections are of conventional stressed-skinconstruction, transmitting all the air loads by skin-stringer com- bination, without heavy spars. Between the differential aileronspneumatically operated slotted flaps are fitted. Their hinge axes are situated rather low, and the three standard positions are:closed, partly open (15 deg) for take-off, and fully deflected (45 deg) for landing. The construction of flaps and ailerons issimilar, both consisting of a thin-walled steel tube along the leading edge—thus improving the static balance—and a numberof duralumin ribs, the whole being fabric-covered. A landing light and camera are incorporated in the port centre plane, nearthe junction with the outer wing, and a pitot head is mounted at the tip of the starboard wing. The elliptic-section stressed-skin fuselage is reinforced roundthe cockpit cut-out with heavy-gauge longerons. Three vertical partition walls running in the longitudinal direction are providedunder the cabin floor. Two of these, extending from the first fuselage frame to the wing spar, divide the front wheel-well fromthe front fuel tanks, which are placed on either side. The third partition, starting at the spar, forms a wall of the rear fuel tank,occupying space to the left, whilst major auxiliaries and electrical components are housed in the right-hand compartment.Two cockpit seats are provided in tandem, the front one for the pupil and the rear for the instructor. Both stations are pro-vided with full set of controls and complete instrument panel, including blind-flying instruments, but the T/R. radio can beworked from the front seat only. Tailplane and fin are built on the single-spar torsion-boxprinciple, and both elevators and rudder are of the same con- Genera/ arrangement of the T.S.8 Bies. struction as the ailerons. A trim tab, which is adjustable fromthe pilot's seat, is provided on the port elevator; but the tabs on the rudder and ailerons can only be set on the ground. The powerplant of this aircraft consists of the new PolishWN-3, which was designed by W. Narkiewicz. It is a seven- cylinder radial air-cooled engine rated at 320 h.p. at 2,350 r.p.m.,with maximum emergency power of 340 h.p. at 2,500 r.p.m. A two-blade constant-speed wooden propeller is fitted to the firstprototype, but production Bies will be equipped with the new Polish-designed variable-pitch constant-speed assembly. Thethird prototype, which was shown at the Poznan Fair, is experi- mentally fitted with a variable-pitch propeller by HamiltonStandard. The total fuel capacity is 48.3 Imp. gal. Span is 34.44ft, length 28.05ft, height 9.84ft, wing area 205.59 sq ft,weight loaded 3,417 lb, maximum speed 192.6 m.pJi., cruising speed 161.5 m.p.h., ceiling 19,685ft, and range 435-500 miles. Two Russian types were recently put into production, mainlyto avoid closing down some factories. These are the Yak-12M and the Mi-IT, designated SM.l in Poland, and intended forlarge-scale export to Arab countries. Some factories which were engaged on mass production of Mig-15s are now re-tooling forthe SM.l helicopter and motorcycles. Two new versions of the SM.l, for ambulance and agricultural duties, will go into pro-duction by the middle of next year. It appears that production of first-line military types has beenseriously curtailed, and factories have plenty of floor space for other work. Although it is not possible to say yet whether aradical change in conditions facing designers in Poland may be feasible, it is possible that the recently renewed activity in theaeronautical field will have better results than it did in the immediate post-war period. CANADIAN RESEARCH AND DEVELOPMENT: TWO NEWS-VIEWS The picture on the left shows a Bristol Sycamore which is to undergo rotor-blade de-icing tests in the steam-spray rig at the National Aeronautical Establishment, Ottawa, in order to evaluate the Goodyear de-icing equipment under consideration for the Bristol 192 (see p. 752, "Flight," Noyember 9); the device mounted above the hub is a cyclic switch to distribute current supplied from a ground source. On the right is seen a ground-running development rig for the Wright Turbo-Compound installation of the Canadair CL-28. The engineers are measuring noise levels in the adjacent portion of fuselage (a low noise level is important for crew comfort on long missions).
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