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Aviation History
1957
1957 - 0114.PDF
114 FIAT AVIAZIONE . . . the McKenna Trophy in the 1954 course at the Empire TestPilots' School at Farnborough. About the G.91 Fiat maintains the utmost secrecy. In fact allFiat aircraft establishments are subject to strict security sur- veillance and though the aircraft was actually in a hangar at thetime of my visit I was able to see or hear absolutely nothing of it. Latest reports and photographs indicate that flight tests are con-tinuing and that results have been satisfactory. A big factor in the success of the G.91 has been the Bristol Orpheus enginewhich became available when the Continental light fighters were being planned and perfectly suited their requirements. Fiathave in fact negotiated a comprehensive licence for production of this fine engine.It is noteworthy that the general layout of the G.91 follows closely on the lines of the F-86K and the volume distribution ofequipment and tankage is probably very similar though the wing appears to be too thin to accommodate any notable quantity offuel. Gun armament is accommodated in chambers in the fuse- lage flank and radar equipment will find an effective locationin the nose cone. But, in the interests of rapid production, the structure of the G.91 probably uses traditional light-metal tech-niques rather than the heavy North American tapered thicknesses and extensive machining. The ejection seat is a Martin-BakerMk 4, similar to those which have already been installed in one or both cockpits of several of the G.82s. That the little G.91 is a first-class ground-attack fighter isindicated by the fact that it won the NATO competition for this type of machine. Its general resemblance to the F-86K givessome indication of the advantages which Fiats have gained from the licence production of the American machine. This one con- FLIGHT, 25 January 1957 The Bristol Orpheus engine which powers the G.91 and for which Fiat hold a production licence. tract has allowed them to make up the leeway in the post-warresearch doldrums more quickly than any other Italian company. Acquisition of the licence for the F-86K was in fact a move whichtypifies the quiet efficiency and business sense of the Fiat concern. Some time ago Fiat concluded an agreement with the Nardicompany for the construction of four prototypes of the Nardi FN.333 single-engined, four-seat amphibian. The first of thesemade its first flight on October 14, piloted by Ing. G. Ferrari. Taking advantage of Fiat facilities, these machines will be testedand developed as quickly as possible to conform with American C.A.A. specifications. Interest both in Italy and abroad so farsuggests that series production of this aircraft may well prove to be justified. Fiat is, and will probably remain, the key factor m a steadily reviving Italian aircraft industry. Fiat Type 4002 turbojet for light aircraft. A WREN RE-HATCHED TPOO seldom is news received of the preservation or rehabilita-•*• tion of historic aircraft. It is therefore good to learn that one of the diminutive Wren monoplanes originally built by EnglishElectric in 1922 has been rebuilt by the company's aircraft division at Warton aerodrome. It has been flown several times by Mr.P. Hillwood, the English Electric experimental test pilot who has been in charge of the project, and by W/C. R. P. Beamont, flightoperations manager and chief test pilot. It is hoped to demonstrate the little monoplane at air displays this year.This particular Wren was for some years in the Science Museum at South Kensington. The work of reconditioning has been helpedconsiderably by advice from Mr. W. O. Manning, its designer. The aircraft was stripped down and all unserviceable parts re-placed, but much of the original airframe remains. The Wren was designed for the Air Ministry but did not gointo large-scale production. It was evaluated by the Aeroplane Experimental Establishment at Martlesham Heath in September1923. At the Light Aeroplane Trials at Lympne the same year one tied for first place in the consumption trials by recording87.5 m.p.g., and on another occasion a Wren flew more than 100 miles on a gallon. The engine was a 398 c.c. A.B.C. flat twin,and one of these original units is on the reconditioned aircraft. ANTARCTIC AIR ACnVITY 'T'HERE has been much activity in the Falkland Islands Depen-*• dencies area of Antarctica recently by both fixed-wing aircraft and helicopters. Dr. Vivian Fuchs, leader of the British Inter-national Geophysical Year Expedition, discovered a hitherto un- known range of mountains, 230 miles north-east of Halley Bayon the Caird coast of the Weddell Sea, when flying in the expedi- tion's Otter, of which the pilot is S/L. John Lewis. Dr. Fuchsestimated the summit of the range, which extends for 50 miles, to be between 9,000 and 9,200ft. Farther north, in Graham Land, aerial photography of themainland and islands lying off it is being carried out by Hunting Aerosurveys, Ltd., under contract to the Falkland Islands Depen-dencies Survey. Two Canso amphibians are being employed, and a Bell 47G. All the aircraft have to operate under difficult con-ditions, the Cansos coming in to land through Neptune's Bellows, the narrow entrance to the great natural harbour of DeceptionIsland (where the survey base has been established), often under a low cloud-base; and one Bell 47G was unfortunately lost onTower Island owing to an unexpectedly severe change in weather conditions. However, no one was injured and the expedition'sship Oluf Sven has now brought a replacement helicopter from Montevideo. The reconditioned Wren in flight and (right) Mr. Peter Hillwood in the cockpit; with him is Mr. G. Gardener. (See col. 1, above.)
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