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Aviation History
1959
1959 - 0589.PDF
288 31 — FLIGHT, 27 February IQ59 JACKAROO PARAGON New Four-seater Designed at Thruxton ; AN attempt to meet the frequently stated need for a new /2^ British light aircraft, reasonable in cost and versatile in*- -*• application, is being made by Jackaroo Aircraft Ltd., of Thruxton Aerodrome, near Andover. Design of the machine,known as the Jackaroo Paragon, has been completed, and it is hoped that the first of two prototypes will fly in the spring of next year.The basic aim was to produce an aircraft that could be used not only as a trainer and tourer for club and private use, but also asa light freighter and general agricultural type. In the opinion of S/L. J. E. Doran-Webb, managing director of the Jackaroo com-pany, such a machine would have a world-wide market. In the absence of a suitable British engine at the present time,the company have specified a 180 h.p. Lycoming for the Paragon. Simplified construction and simplified maintenance have been thetwo main objects throughout the design of the aircraft and, on the basis of a minimum of 50 machines produced in the first year, theselling price per aircraft is quoted as approximately £2,500. The following description of the Jackaroo Paragon is based onthe specification of the machine compiled by Mr. Eric Smith, D.C.Ae., A.F.R.Ae.S., chief designer of the company.As a four-seat cabin aircraft for private flying, the Paragon has a rugged and easily maintained structure. Night-flying equip-ment, radio and other optional equipment can easily be fitted. Occasional luggage is accommodated on a shelf behind the rearbench seat, and there is a 15 cu ft baggage space, also behind the seat. For agricultural work the aircraft can be fitted with an 80-galspray tank, or a dusting hopper, in place of the rear bench seat. Spray-booms or wingtip atomizers—or both—can be fitted ifrequired, and filling will be by a 6in-diameter filler neck on the starboard side. Freight-carrying can be accomplished by removing the rear &eatand utilizing the baggage and seat space. Lashing-rings which pick up on the seat rails are provided.The fourth main role envisaged for the Paragon is that of train- ing. At a gross weight of 1,800 lb the aircraft is fully aerobaticwith a crew of two, and the wide cabin (approximately 4ft across the front seats) is well suited .to side-by-side dual instruction. Theaircraft comes into the semi-aerobatic category at a gross weight of 2,400 lb (pilot plus 770 lb freight; or pilot, three passengers plus260 lb baggage), and normal-category weight is 2,500 lb. Construction. The fuselage employs two identical steel-tubeside-frames of Warren-girder construction running from the dash- board to the rear wedge. These side-frames are joined by tubularcross-struts, the assembly then being plan wire-braced to form a box-type fuselage. The non-load-carrying upper fuselage is plyor aluminium-covered and is removable for inspection and main- tenance. The lower fuselage structure is fabric-covered. The wings are of constant 5ft chord, and port and starboardhalves are interchangeable, wing root fittings serving to attach the wingtip fairings when positioned outboard. Flaps and ailerons areidentical in size. Wing construction is normal two-spar type and employs tubular steel spars and pressed light-alloy ribs. Each wing is braced at its mid- point by two struts, from the spars to the toplongeron, and is fabric-covered, except for the light-alloy-skinned leading edge. The tailplane is a complete assembly incor-porating the fuselage rear wedge. Vertical and horizontal surfaces are interchangeable; allsurfaces are fabric-covered and are operated by torque tubes. Powerplant of the Paragon is a Lycoming O-360-A1A develop-ing 180 h.p. at 2,700 r.p.m. for take-off and 135 h.p. at 2,450 r.p.m. for 75 per cent cruise. Fuel consumption at cruise poweris 10.5 gal/hr. Standard items include self-starter and fuel pump. The engine mounting is attached by means of four studs to thebasic fuselage structure at the fireproof bulkhead. Fuel capacity is 40 Imp. gal in two 20-gal inter-spar wing tanks, which can bewithdrawn through the wing-root rib for inspection. In the cabin, the two front seats are adjustable fore-and-aft anda bench-type rear seat is fitted. The cabin floor is mounted on four longitudinal beams to which the seat rails are fitted. Allcontrol rods are located under the floor, and the floor, seats and controls are removable as an assembly. The upward-openingdoors are 4ft long and incorporate sliding windows. Three tubular- steel hoop members form part of the canopy as a safety precautionfor agricultural flying, and the windscreen is of Perspex. Dual flight controls will be standard equipment in the aircraft,with centrally mounted throttle, flaps, trim and other main func- tional controls. When the machine is used for agricultural workthe controls for spraying or spreading will be duplicated, enabling the training of agricultural pilots to be carried out.The tailwheel-type undercarriage has soft-suspension main gear (using long spring tie-rods) and a fully castoring tail wheel.Palmer cable-operated brakes are fitted to the main wheels. Jackaroo Paragon (180 h.p. Lycoming O-360-A1A) Span, 40ft; length, 26.5ft; height, 8ft; wing area, 180 sq ft; grossweight, 2,500 lb; wing loading, 13.9 lb/sq ft; wing section, NACA 23012 (constant 5ft chord); flap area, 16 sq ft; tailplane area, 32 sq ft;undercarriage track, 9ft. Cruising speed, 120 m.p.h.; s.1. rate of climb, 800ft/min; distanceto 50ft, 850ft; endurance, 4 hr; range, 480 miles. WARRINGTON DIRECTORSHIPS WO directorial appointments have been announced by Electro-Hydraulics Ltd., Warrington, and one by its associated com- pany Conveyancer Fork Trucks Ltd. The new directors of theformer concern are Mr. A. Harold, A.F.R.Ae.S., who is on the Board of Conveyancer Fork Trucks and chief engineer of Electro-Hydraulics; and Mr. P. Edwardes, A.C.W., A. C.W.A., director and secretary of Conveyancer Fork Trucks and secretary of Electro-Hydraulics. Mr. T. C. Wright, who is director and works manager of Electro-Hydraulics, has been appointed to the Board ofConveyancer Fork Trucks. AWARDS FOR METALLURGISTS A PPLICATIONS are invited for the award of Mond Nickel**• Fellowships for 1959. Their main object is to enable selected applicants (of British nationality and educated to universitydegree or equivalent standard) to obtain additional training and wider experience in industrial establishments at home or abroad,so as to equip them better to appreciate the significance of research and apply its results, if they are subsequently employed as execu-tives or administrators in the British metallurgical industries. It is hoped to award five fellowships annually, of an approxi-mate value of £900 to £1,200 each, and tenable for a full working year. There are no age limits (though in practice awardsare seldom made to those over 35); and applicants are required to define their programme of training and supply details of theireducation, qualifications and previous career. Full particulars and forms of application may be obtained from the Secretary, MondNickel Fellowships Committee, 4 Grosvenor Gardens, London. S.W.I. Completed forms must reach the secretary not later thanJune 1 this year. TOUCH AND GLOW AS recorded in a news-item last week ("Anti-Collision• Liveries?" p. 238), fluorescent Day-Glo paint is being used on M.T.C.A. aircraft. This paint, manufactured in the U.K. byDane & Co. Ltd., Sugar House Lane, Stratford, London, E.li, is used extensively in the United States both on civil and U.S.A.F.aircraft. It has also been used at an American civil airport (Santa Monica Municipal) to paint the runway-light cones, making themvisible to pilots in the daytime before other landmarks. At night, it is said, their lights are reflected by the fluorescent paint, "givingthe appearance of a row of bonfires." Day-Glo does not, however, have any phosphorescent qualities. Its original manufacturers are Switzer Brothers Inc., ofCleveland, Ohio, with whom Dane & Co. have had a licence manufacturing agreement since 1950.
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