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Aviation History
1957
1957 - 1304.PDF
392 One of the most heavily loaded of the Hawker Hunters is this Mk 6, fitted with tanks so large that, from some angles, it'resembles a Boeing 707. THE 18th S.B.A.C. DISPLAY... bombs; two homing torpedoes; four flares; two 250 lb No. 2Mk 3 bombs; four 8.5 lb practice break-up bombs; four sea markers; two mine A Mk 9s, and A.S.R. packs. Fairey Gannet T.5 (XG 829). The first training version of the Gannet with an uprated Armstrong Siddeley Double Mamba first flew on March 1 this year. It differs from the T.2 in equipment and powerplant rating only, and like its predecessor, is used to give training in weapons and engine-handling. Fairey Ultra-Light Helicopter (G-AOUK). A total of fiveUltra-Lights have been manufactured, of which G-AOUK is the fourth. The first three, built under M.o.S. contract, are no longerin existence; the fifth machine was due to appear at Farnborough but did not turn up by Monday; and the sixth is under construc-tion. The fourth was displayed brilliantly at Farnborough by Morton on Monday. The fifth machine', G-AOUJ, has an im-proved cockpit layout, slightly re-shaped canopy with less Perspex, and a modified air duct from the Palouste powerplant. The cock-pit layout is generally cleaned up and is said to be a more logical arrangement from the pilot's viewpoint. Following ship-borne trials with G-AOUK, lashing points have been incorporated on the tubular undercarriage. Folland Gnat Mk 1 (GN101). Hailed by some wag as "agnotherGnat," this is the first machine for the Finnish Air Force. It is a true production Mk 1 in all respects, having the Ferranti-producedA.I. gear in the nose, two 30 mm Adens in the flanks and two pylon attachments under each wing. Folland Gnat Mk 1 (XK 740). Flown excellently in the displayby the Indian Air Force test pilot, S/L. Das, this is one of the batch of Gnats ordered by the M.o.S. for evaluation purposes.The task of this particular machine is engineering development, with particular emphasis on engine and fuel system. It, therefore,carries no armament radar in the nose, and there are only two underwing pylon attachments. The drag-chute housing is standard,although an expendable plastic tail cap replaces the usual combined tail-cap and tail-light housing. As in all Gnats, the inboard aileronsdroop for landings. Two sizes of ribbon drag chute can be supplied, of 5ft or 7ft 6indiameter. Alternatively a 2ft 6in chute can be fitted for spin- recovery purposes during test flying. All five of the M.o.S. Gnatshave been completed and are flying. Foll-nd Gnat Trainer. On the eve of the show it was announcedthat the M.o.S. had instructed Follands to proceed with preliminary work on a development batch of 14 Gnat two-seat trainers which itis intended to order for the Royal Air Force. Considerable enthu- siasm for a Jet Provost/Gnat training sequence, in which thelatter aircraft would enable pilots to gain experience of transonic flight, has been evident in R.A.F. Training Command for sometime. Design work on the two-seater—which has been proceeding as a private venture for 18 months—is now being accelerated, andconstruction will be started in the near future. Externally, the trainer and fighter are very similar, but the traineris slightly larger and the wing area has been increased to reduce the wing loading for operation from the short runways of flying-school Rolls-Royce (Greatrex) nozzles on the starboard RA.29s of the Comet. airfields. To accommodate the tandem cockpit, a section nineinches long has been added to the fuselage and the fuel tank between the bifurcated intakes has been removed. Either occupantcan jettison the one-piece Perspex canopy, and Folland/Saab lightweight fully automatic ejection seats are to be installed inboth cockpits; that for the instructor (the rear seat) is raised, to improve the instructor's view of the runway during approach andlanding. A full range of standard trainer instruments and controls, including radio and stand-by set and navigation aid, is duplicated.The trainer does not carry guns, and the gun bays are used to accommodate the fuel displaced from the fuselage. This gives aduration at height of 75 minutes or sufficient fuel for ten circuits and landings, and underwing tanks can be fitted to give an addi-tional 60 minutes' flying. Gloster Javelin FAW.7 (XA 710). Impressively handled in theflying display by Geoff Worrall, this is the development aircraft for the production FAW.7. Main innovations, in addition to morepowerful engines and lengthened fuselage, are pylons carrying four Firestreaks. It is evident that this machine is very extensivelyre-engineered in both structure and equipment. A series of detach- able panels under the inner wing show possible extra tankage orequipment access; bullets are added at the root of each weapon pylon; there now appear to be four, instead of two, pitot heads forthe feel system on the aft fuselage; and the tail has been extended and now ends once again with a flat bulkhead. The slight humpat the base of the fin has been retained. A ring of small pipes is set round each jet pipe to lead exhaust air behind the double wallsof the jet-pipe and to entrain cooling air through this area. A small V.H.F. or U.H.F. aerial is embedded in a plastic insertin the rudder trailing edge. Two small shark-fin aerials will serve either Tacan or a D.M.E. Gloster Javelin T.3 (WT 841). Originally convened from aJavelin FAW.4 by Air Service Training and shown at Farnborough last year, the Javelin T.3 is now in the hands of the parent com-pany for development. As seen in the aircraft static park, it is, in all areas except the forward fuselage, standard FAW.4; but avery large clear-vision canopy has been added, to house the pupil pilot in front and the instructor on his raised ejection seat behind.The instructor has a periscope whose "eyes" are disposed on either side of the cockpit, below the coaming. The A.I. nose is replacedby a smaller radome, presumably housing either a plain radar- ranging gear or a much simplified A.I. Gun armament and battlecamera in the right wing-root are retained. Handley Page Herald (G-AODF). The second prototype (fullypressurized) Herald is shown again this year, in Handley Page colours of blue, silver and white. A minor modification noted isthe new horn mass-balance of the rudder. This version of the Herald, with four Alvis Leonides Major piston engines, is beingoffered to operators looking for a replacement branch-line aircraft, particularly for use from difficult, "hot-and-high" airfields. As announced last May (and prominently indicated on theHandley Page stand indoors), the company is now preparing an alternative version of the Herald with two Rolls-Royce Darts. Theprototype, G-AODE, is now being modified at Handley Page's Reading factory, and is expected to fly next March. This newversion will offer increased speed—up by 70 m.p.h. to 275 m.p.h. —-and increased range. The remarkably early delivery date ofautumn 1958 is being offered. Handley Page Victor B.I (XA 918). The aircraft on show is astandard production Victor powered by four Armstrong Siddeley Sapphires and finished in anti-radiation white. With 19 landingwheels, the Victor has more wheels than any other aircraft in the show—an odd number because a single one is used for the tailbumper. A recent detail is that the N.A.C.A. flush intakes behind the bomb aimer's panel in the nose have been replaced by externalscoops. Other visible details of interest are the multi-plate deflec- tors ahead of the bomb bay doors, the dinghy access panel in theport side of the roof and the 112V and 28V ground sockets.
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