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Aviation History
1957
1957 - 1473.PDF
FLIGHT, 11 October 1957 HOT FAVOURITE in the NATO light strike tighter contest (see this page) is the Fiat Q91 [Bristol Orpheus) shown here sectioned. ment authorized a design study, and within two months the first wind- tunnel tests were being run. . . . "Wind-tunnel limitations caused Avro engineers to explore furthertechniques for obtaining important aerodynamic data. Eleven large- scale free-flight models with rocket-propelled boosters were fired atranges in Canada and the United States between 1954 and January of this year. . . . "During 1954, when preliminary design was completed, the RoyalCanadian Air Force adopted the CF-105 designation for the aircraft. Later in 1954, powerplant problems arose which required major changesin the proposed programme. The Rolls-Royce R.B. 106 engines [not previously publicly mentioned—Ed.] would not be available in time forthe CF-105, and were replaced by two Curtiss-Wright J67 engines [developed from the Olympus—Ed.]. Then, in early 1955, the U.S.A.F.disclosed that the J67 would also not meet the Avro schedule. At this point the programme now in effect was established—the installation ofPratt and Whitney J75s, as an interim measure, and Orenda PS. 13s (Iroquois) when they become available."From the time the basic configuration was established to the end of 1956, up to 460 engineers, technicians and draughtsmen worked onthe design and development of the Arrow and its systems. Aerodynamic- ally the Arrow was entering a new realm of science. Performance,stability and control problems were difficult to evaluate, and data had to be obtained to establish air loads on the wing, fin, canopy and control surfaces . . . "The procurement department began negotiations which resulted inover 650 suppliers being established, and, as the programme progressed, more than 5,000 people were found to be employed outside Avro inthe manufacture of Arrow parts and tools. . . . The first Arrow was com- pleted in under 30 months from the first design-release. In addition,the man-hours-per-pound expended on the first machine were approxi- mately 80 per cent of that of projects of similar size and complexitythroughout the aviation industry in North America. "It is now four years since the design started. This is considered better than average for the time required to design and build present-day high- performance aircraft. The present Arrow is on the threshold of the heat barrier, and studies are now under way to adapt the aircraft for even higher speeds to pierce this barrier." The NATO Contest THE NATO Contest handling trials of the five NATO strike •*• fighters were completed last Saturday at Bretigny, near Paris; and the committee headed by Dr. von Karman, President of A.G.A.R.D., is now deliberating on the pilots' reports. The tests covered the normal flight conditions generally investigated during the fairly early test-flying period, though handling during taxying on and flying from rough ground was included. Full-load take-offs and landings with the required armament loads were also made. In cases where intimate acquaintance with the aircraft was required to obtain optimum performance, company pilots were substituted for the NATO team. A German test pilot flew the five aircraft in a separate evaluation for the German Government, which has shown great interest in the types. A full description of the French aircraft concerned appeared in Flight for June 7; and the difficulty of installing the larger PRESENTED by Cellon, Ltd., with Roy NockoJds' oil painting of the formation aerobatic Hunters (which wear the company's epoxy finishes) at the Farnborough display: No. NJ Sqn., whose CO., S/L. R. Topp, is seen after receiving it with Mr. Aubrey Barr (left) director; Mr. Nocko/ds; and W/C. J. C. Cantrill, manager, aircraft finishes dept. The aircraft are finished in the Cellon "CC" scheme in black (which shows them up well) and it is said to have been "eminently satisfactory." "Flight" photograph Orpheus 12 engine was then noted. This engine is slightly largerthan present BOr.3 and requires greater air-intake capacity and more fuel. It is a moot point, therefore, whether the presentairframes can be said to represent the final production models since these will now have to be fairly extensively reworked.Nevertheless, the deliberations continue and, after tactical trials, a decision on production is hoped for during the next few months.The 27 Fiat G91 already ordered will be used in an experi- mental squadron investigating tactical applications for light strikefighters in general. The Fiat G91, incidentally, is reported to have performed remarkably well at Bretigny. Antarctic Rescue T^WO members of the British Transantarctic Expedition, F/L. ••• G. Haslop and Dr. A. Rogers, were rescued last week after having spent 11 days on the ice following a forced landing in their Auster owing to bad weather. In a dispatch from Shackleton base the leader of the expedition,Dr. V. E. Fuchs, described how the rescue was accomplished by the use of the "Sarah" air-sea rescue system. S/L. J. Lewis,with Mr. D. Stratton as his navigator, took off from Shackleion in an Otter to try to locate the Auster. They set course for HalleyBay and then flew 40 miles beyond it, but finding nothing returned to Halley to refuel. Before taking off again they set up aSarah beacon there, and meanwhile Shackleton had told Haslop to switch on the Auster's Sarah. The Otter picked up its signalonly 20 minutes after being airborne, and shortly afterwards landed beside the Auster, which was subsequently refuelled.Both aircraft then flew together back to Halley Bay. Dr. Fuchs reports that the stranded men—"both well, although somewhatthinner"—had been living in a hole in the snow, protected by the Auster's engine cover.
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