FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1960
1960 - 0986.PDF
Folland Gnat Trainer and Gnat Gloster Javelin FAW.8 MILITARY AIRCRAFT OF THE WORLD . . . a Bristol Siddeley Double Mamba 101 turboprop of 3,035 e.h.p., theMk 4 aircraft has internal and external provision for bombs (500, 1,000 and 2,0001b), depth charges, mines, homing torpedoes, marine markers,sonobuoys and flares. Underwing stowage is provided for two 1,0001b stores or combinations of rocket projectiles. The crew of three are housedin separate cockpits. Span, 54/t 4in; length (over hook), 44/t 6in; weight empty, 15,070*5;normal gross weight, 19,600/b; max speed, 310.5 m.p.h.; economical cruise for endurance, 149.5 m.p.h.; range (max fuel, normal allowances),943 miles. Fairey Gannet AEW.3 This is the last production-type Gannet andis intended for early warning in Fleet Air Ann service as a replacement for the Douglas AD-4W Skyraider. The massive radar scanner is themost notable among numerous changes from earlier marks. The legs of the undercarriage have been lengthened and in order to accommodatethem the wing has been modified. The latter is completely de-iced by Napier Spraymat elements, which are also fitted to the leading edges ofthe triple-fin tail and to the intake of the Bristol Siddeley Double Mamba, the latter being the most powerful version of this engine. The pilot of theAEW.3 sits alone above the nose and two radar observers occupy the rear cabin. Span, 54ft 6in; length (without hook), 44/t. Folland Gnat Mk 1 Although at present Folland aircraft are concen-trating on the Gnat Trainer, the Mk 1 calls for mention as a notable light fighter/bomber already supplied to the Ministry of Aviation, India,Finland and Yugoslavia. Weighing 6,2501b in the intercepter configura- tion, it is powered by a Bristol Siddeley Orpheus 701 of 4,7001b thrust,which affords spectacular acceleration and climb, and Ml can be exceeded in a shallow dive. The fully powered slab tail carries an elevator surfacewhich may be unlocked for reversion to manual control in emergency. The inboard ailerons droop automatically when the undercarriage islowered, and partial extension of the latter allows the fairing doors to act as airbrakes. Armament consists of two 30mm Aden guns, with aradar-ranging sight, and a full range of underwing stores or tanks carried on pylons. Span, 22ft 2in; length, 29ft 9m; gross weight, up to 8,6001b; limiting Mach number, 0.98. Folland Gnat Trainer Mk 1 A very complete description of thistrainer, already adopted by the Royal Air Force, appeared in Flight of November 27, 1959. The instructor occupies space previously usedfor equipment and fuel; the latter have been moved respectively into the nose and the former gun compartments. The fuselage is lengthenedby 9in. The new wing, of 175 sq ft area and 7 per cent t/c ratio, houses 100 gal of fuel in integral tankage round the multiple spars. Outboardailerons and inboard flaps are fitted, providing low-speed handling suit- able for a trainer without compromising high-speed performance. Alltail surfaces are of increased area and the powerplant is a Bristol Siddeley Orpheus 100 of 4,2301b thrust. The airframe is designed for a ten-yearlife of 5,000hr flying. A power-operated slab tailplane, with an elevator which can be unlocked for manual flying, is retained. The rudder ismechanically operated against feel springs and reversion of the powered ailerons to manual control is automatic. The Trainer will be cleared forspinning with drop tanks in place and will be able to operate from 6,000ft runways in any weather. Span, 24/t; length, 30/r 9m; empty weight, 5,140/b; gross weight,7,5001b; limiting Mach number, 0.97. Folland Gnat Mk 2 This fighter/bomber development would havea 6 per cent wing, permitting a Mach number of 1.5 on the power of a late-mark Bristol Siddeley Orpheus. There would be equipment forall-weather operation. Folland Gnat Trainer Mk 2 This supersonic project is based on thesame forward and centre fuselage as the Mk 1, but having a wing of 150-160 sq ft and 5 per cent t/c ratio, fitted with high-lift trailing-and full-span leading-edge flaps and advanced lateral-control devices. These features would permit supersonic level flight while maintainingstalling and low-speed characteristics suited to training and carrier-borne operations. The Orpheus engine would have a Bristol Siddeley reheatsystem. Integral tankage would allow almost the same endurance as that of the Mk 1 Trainer, but a speed of Ml.5 and a time to 50,000ftof 3.5min from brakes off would be possible. Gloster Javelin (late marks) An account of a visit to Gloster Aircraftto see conversion work on Javelin all-weather fighters (production of new aircraft is now completed) appeared in our issue of May 20. On thesame occasion we gave this note on the three latest marks of this standard RAF all-weather fighter: "The FAW.7 introduced the Sapphire 7 engineof 11,0001b dry thrust. This mark was also the first to carry the D.H. Propellers Firestreak air-to-air missile, four of which are hung on under-wing pylons. The associated aircraft-mounted units of the system are carried in the fuselage. A British radar set is fitted, and the rudder isprovided with a yaw damper. The FAW.8 was the first mark to have the Sapphire with limited reheat, giving 12,3901b thrust, and otherequipment includes American radar equipment,! drooped leading edge, dampers on both yaw and pitch axes and a Sperry autopilot. The Mk 9is essentially the Mk 7 converted to Mk 8 standard, differing from the 8 in having a British radar. At present Gloster are not installing anautopilot in the Mk 9 aircraft, but all are being equipped for flight refuelling, for which purpose a huge fixed probe can be attached highon the starboard side of the forward fuselage." Span, 52ft; length, 56/t 4m. Handler Page Victor B.I Two notable articles on this standard RAFstrategic bomber have appeared in Flight during recent months. The first—on October 30, 1959—was a detailed technical description of theairframe and also an account of development. The second (April 8, 1960) described a flight in the Victor and is recommended as an intimateinsight into the operation of a modern bomber. The Victor B.I has four Bristol Siddeley Sapphire 200 Series turbojetsand it is the makers' proud claim that during 1957 an aircraft of this mark exceeded the speed of sound by a margin of about 15 m.p.h. andat a height of about 40,000ft. A crew of five is accommodated in the nose section, which carries a large bombing and navigation radar in itslower part. Excellent handling characteristics result from the use of high-lift flaps and drooping leading edges, in conjunction with a high-settailplane. The eight-wheel bogies of the main undercarriage unit retract rearwards to lie within the wing and there are large airbrake surfacesat the rear end of the fuselage. Span, 110ft; length, U4ft llm. Handley Page Victor B.2 Armed with the Blue Steel stand-off bombthis much improved mark of Victor is likely to remain in service with Bomber Command for some ten years to come. Four Rolls-RoyceConway RCo.ll turbojets, each of 17,2501b thrust, are installed and there are some notable external differences including increased wingspan, enlarged air intakes and retractable scoops just forward of the tail fin. When extended these scoops draw in ram air to drive turbo-alternators for high-altitude emergency auxiliary power. Auxiliary power for use at low altitude is supplied by a Blackburn Artouste gas turbine Left, Hunting Jet Prorost T.3; below. Hawker Hunter FR.9 and Hunter Two-Seater T.66A; right, Hawker Hunter F.6
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
