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Aviation History
1957
1957 - 0746.PDF
752 FLIGHT AIROPLANE . . . fins above the wing opposite the mid-span position of each elevon.The elevons themselves are controlled by bell-crank-and Terylene- rope linkage from a control column consisting of a light metal tubesuspended by a universal joint under the wing-supporting keel. A very simple linkage arrangement affords combined and differen-tial movement of the control surfaces. When the Utility is stationary on the ground all control andbracing ropes hang disconcertingly loose; but they become taut as soon as the machine is airborne, and the makers report that noaeroelastic problems have been encountered during the 40 or so hours flown to date. The highest speeds so far reached have beenin the region of the quoted maximum speed of 58 m.p.h. The greatest height so far reached is 700ft. In the air the Utility does indeed appear to have surprisingdirectional stability, though it occasionally tends to yaw a little. The rate of roll seems quite slow, but otherwise the response tocontrol movement appears remarkably good; and Mr. Masters certainly handled the machine with great confidence and dash.Though the Walter Mikron is nominally rated at about 60 h.p., special fuels have had to be used to keep it cool in its shelteredpusher installation. Large cooling-air scoops have been attached as well. The special fuels have decreased take-off power to only38.5 h.p., but the Utility nevertheless displays a creditable amount of surplus urge. The wing loading is a mere 2.5 lb/sq ft.On the ground, the craft is surprisingly stable in a fresh wind. It stands squarely on its 7ft 5in track undercarriage and sways only very slightly. It can, in fact, be comfortably inflated and preparedfor flight by two men in calm weather and certainly did not demand the attentions of more than three in the fresh breeze at WhiteWaltham last week. The present limiting wind speed for erection and operation is 20 kt, but landings and take-offs must not bemade more than 10 deg out of wind—mainly because the upwind wing would otherwise tend to lift.No production order has so far been placed for the Utility. It was originally envisaged as a reconnaissance and communica-tions aircraft for use by army officers of about company commander status. In this role, it would be towed to operational areas behinda car, with the wing deflated, rolled up and stowed inside the cockpit. The tow-bar would be attached to the swivelling nose-wheel mounting. Though there are also obvious civil applications in areas with poor road communications, or purely for pleasureflying, the manufacturers are not prepared to make any firm state- ment about the availability of the machine until various details ofthe project have been more fully explored. This would take about a year to do. As yet the Utility has no Certificate of Airworthiness.The price would be approximately the same as that of a family car—anything between £400 and £900. M.L. Utility Mk 1 (Walter Mikron III, derated).—Maximum speed at38.5 h.p., 58 m.p.h.; cruising speed at 35 h.p., 50 m.p.h.; stalling speed, 30 m.p.h.; sea level climb, 690 ft/min; take-off run, 90 yd; distance to clear 50ft, 165 yd;endurance, at cruising speed, 2^ hr; ceiling, 5,000ft. Weight (empty) 515 1b, fuel (12 Imp. gal.) 85 Ib; pilot 180 Ib, passenger 180 Ib, baggage 40 Ib, total weight,1,0001b. Span, 35ft; root chord, 17ft 6in; tip chord, 5ft 9in; overall length, 23ft 3in; wing area, 400 sq ft; overall height, 10ft 6in; wheel base, 7ft I'm;track, 5ft 4in. Burtonwood Entertains NE of the largest U.S.A.F. bases in the world," said theprogramme, "Burtonwood supplies everything from the smallest piece of electronics equipment to trucks and aircraftengines." None of the 20,000 who on May 18 flocked to the bigAmerican establishment in Lancashire for U.S. Armed Forces Day doubted the statement after a full day there. Their wearyfeet [writes a North Country correspondent] proved the first part of the statement and the evidence for the second was laid out forthem to see. The crowded sky above South Lancashire, say the Americans,does not permit a flying display, so a static show of aircraft was arranged. Star of the line-up was undoubtedly the DouglasRB-66B (54-506A) from Sculthorpe, and this had its crowd of admirers all day. British participation this year was greater, andtwo aircraft in the R.A.F. ranks ran the RB-66B a close second. These were a Valiant (WZ405) of No. 207 Sqn., and a Comet 2(XK695) of No. 216 Sqn. The Valiant, flown by S/L. H A. Smith, D.F.C., had, in fact, taken part in the B.B.C. television feature on the R.A.F. three nights before. A Convair T-29A (49-1941A)and a Javelin (XA731) also attracted a great deal of interest for these, too, are rare sights to Northern enthusiasts in the ordinarycourse of events. Although there was no flying display as such, most of the R.A.F.aircraft and an F-84F (52-6534) took off for home before the crowds had left. A Beverley (XB285), indeed, seemed to surprisethe Americans by its short take-off and rapid climb-away. They were already greatly impressed by the Comet and the Valiant andmore than one observer was heard to express his pride at seeing the former—the only jet transport in service with an air force ofthe free world—attracting the interest and admiration of U.S.A.F. members. Other aircraft on show were: C-123B Provider (54-630), T-33ASilver Star (53-5150), C-47D Dakota (50-348809), F-86D Sabre (52-10028), WB-50D Superfortress (49-302A), R6D-1 (131620),C-124C Globemaster (53-0010), C-119C Packet (51-2630A), Venom (WR783), Canberra B.6 (WH727), Vampire T.ll (XD458)and Hunter 6 (XG185). JET PROVOST in the Air (continued from page 748) aircraft, the Jet Provost rolls happily on for some way after touch-down. Luton's sharply undulating grass surface and downhill landing run threw the aircraft about considerably and made itvirtually impossible to use any strong braking until the final part of the run. Rudder remained effective above about 40 kt and thengave adequate steering control. The toe-pedal brakes make application of right rudder and leftwheel brake possible for strong cross-wind conditions. With the foot normally placed on the rudder pedals the ball of the foot restscontinuously against the brake pedal, but there is sufficient resist- ance to movement to make this quite comfortable and to avoidany risk of applying brake inadvertently before or during touch- down. The brake installation, now hydraulic, is by Palmer.A good deal of power is required to initiate a turn while taxying slowly on grass, but about 8,000 r.p.m. will keep the aircraftrolling comfortably and gentle turns can be very easily made. It is pleasant to taxi along with the controls locked, controlling theaircraft entirely with brake pedals and an occasional touch of power. I was at first delighted to see that there were no sharp edges inthe cockpit to damage the knuckles, even close to the hood-winding Jet Provost T. Mk 3* (Armstrong Siddeley Viper ASV. 8),—Basic weight,4,-469 Ib; disposable load, including two pilots and 165 Imp gal AVTAG (wide-cut gasoline fuel), 1,646 Ib; maximum weight, with tip tanks, 7,050 Ib. Performance (latest figures).—Take-off distance to 50ft, 2,010ft; landingdistance from 50ft to stop, 1,963ft; max speed at sea level, 266 kt; max speed at 30,000ft, 286 kt; ceiling, 1,000ft/min, 21,700ft; ceiling, 400ftfmin, 33,5OOff,times to height, 10,000ft, 4.7 min; 20,000ft, 11.4 min; 30,000ft, 24.7 min; endurance at 20,000ft, 1.6 hr; range at 20,000ft, 270 n.m. ^Production version with ejector seats and other modifications. handle, but I was later a little disillusioned when I left a fragmentof my little finger on the parking-brake catch. In general, the cockpit is very comfortable and a congenial atmosphere can beobtained from the combination of ventilator, heater and good draught exclusion. Windscreen wipers, alcohol de-icer pump andhot-air demisting should avoid unpleasant blind landings. Electric blind-flying instruments to the latest standard should ensure thata pupil never has "nothing on the clock." The Jet Provost is not short of normal decent comforts and certainly offers outstandingqualities as a trainer. AGRICOLA DESIGNER'S N.Z. VISIT "TOURING his recent visit to New Zealand to see how the-"-' Agricola is faring, Mr. R. E. Bird, chief designer of Auster Aircraft, Ltd., watched it operating under workaday agriculturalconditions for the first time on May 9 in the Ohariu Valley. Mr. Bird stated in Wellington that the Agricola's design hadbeen decided on after a visit to New Zealand four years ago. It had been well tested in Britain but it was not possible to simulateactual New Zealand conditions, so for that reason he was pleased to see it operating there and was delighted with its performance.Another purpose of Mr. Bird's visit was to canvas the opinions of flying clubs and other operators of light aircraft. He said thatin satisfying the requirements of flying clubs, British firms had been handicapped by the lack of suitable engines. Auster werenow able to import American engines and had produced the prototype of an aircraft which should enable Britain to improveits position in this field. The company also had an alternative design and would seek advice as to which was preferable.
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