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Aviation History
1957
1957 - 1495.PDF
FLIGHT, 11 October 1957 Business and Touring Aircraft . . . aid cabin temperature can be fully adjusted."Jean Cliquet, the Paris test pilot who took me up, started the engines with the aid of anexternal battery and activated all the neces- sary circuits for instrumentation and radio. Heraxied out using the steerable nosewheel, set- ling a spanking pace down the long, straightVillacoublay taxi-way. There was, of course, no need to run-up the engines and, after turn-ing on to the runway, setting trims and check- ing switches, we were smartly away. Thetake-off took 20 sec, the Paris unsticking at 92 kt with four people up; and by the time wereached the end of the 2,000 yd runway we were making 150 kt. "Cliquet held the aircraft level for a whileuntil we reached 215 kt, when he settled into a l,640ft/min climb at climbing power. Onthe way up we engaged hood-seal inflation and selected air-conditioning with a pleasantflow of cool air. Though the pressurized atmosphere produced in the cabin is neverquite the same as plain untreated air, it is pleasant to be able to regulate the temperatureto be just right . . . "For a demonstration stall the power leverswere pulled back and the speed fell off very slowly. After a long wait we reached 92 ktand, with the nose held up at about 15 deg, rough airframe buffeting developed into astraight stall. With the stick held well back neither nose nor wing dropped and the Pariscontinued to lose height in that attitude until 585 Below, Morane-Saulnier Paris (two Turbomeca Marbore II). Above, the interior of the same. Max Holste Super Broussard (two Pratt and Whitney R-1340). Cliquet let go of the stick. The aircraft thendropped its nose and recovered straight ahead all by itself."Having had the Paris demonstrated for him by the Morane-Saulnier test pilot, Mr. Lamberttried it for himself and wrote as follows: "I soon began to enjoy that balance of steadinessand responsiveness which* is the hallmark of a well-harmonized control system. I turned anddived and zoomed happily for several minutes and then asked somewhat hesitantly whether,with four people up, it would be in order to try a roll (as a two-seat trainer the Paris is, ofcourse, fully aerobatic and spinworthy, but I wasn't sure about such things with four occu-pants). Cliquet just gestured briefly and, enjoining everyone to tighten his harness, Irolled it as cautiously as if I was turning over a crate of eggs. I need not have worried; theaircraft behaved perfectly, showing no un- natural tendency to fall out of the roll or doanything strange. I rolled again several times, taking care, for the passengers' sake, to applythe minimum of negative g, and felt rather pleased at performing at least a minor aerobaticmanoeuvre in a jet aircraft carrying four people —though not forgetting that "Tex" Johnstonhad rolled a slightly larger passenger aircraft, the Boeing 707. . . ."I still look back on my trip in the Paris as one of the most pleasant I have had in any kindof executive aircraft. From the pilot's point of view the Paris certainly deserves every successit may achieve." Societe Morane-Saulnier, 3 et S, rue Volta,Puteaux. Sud-Aviation Gouvernsur The Gouverneur is a splendidexample of a modern executive helicopter, being of up-to-date design and having gas turbinepower (a Turbomeca Artouste II of 360 h.p. max.). The cabin seats the pilot and four pas-sengers in comfort and quiet, and excellent visibility is afforded by the large transparentpanels. Features include soundproofed uphol- stery; carpeted floor; passengers' seats withhead-rest and folding central arm-rest; baggage compartment under the passengers' seats fortwo suitcases; and anti-glare curtains which slide out of sight in the ceiling. V.H.F. radio,dual control, blind-flying equipment, night-fly- ing equipment and rotor brake are optionalitems of equipment. Djinn Depicted below is the little Djinn heli-copter—powered with Turbomeca Palouste compressor, supplying air to tip jets—operatingin the agricultural role. Additionally, the makers claim, it is very suitable for forestry andconservation work—for controlling flood zones and inspecting forested areas as well as foranimal husbandry and wild-life control. Sud-Aviation, 37 Boulevard de Montmor-ency, Paris, XVI. Below, Sud-Aviation Gouverneur (Turbomeca Artouste II). Sud-Aviation Djinn (Turbomeca Palouste).
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