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Aviation History
1960
1960 - 3054.PDF
986 FLIGHT, 23 December 1960 Government Aircraft Factories Jindivik 2B NordCT-10 Targets and Drones A "FLIGHT" COMPILATION OF THE PILOT- LESS VEHICLES OF THE WESTERN WORLD EVER since Elmer Sperry developed a practical autopilotin 1910, aeroplanes without pilots have engaged the atten-tion of many inventors, and from the semi-successful pro- jects of the inter-war years have stemmed two main classes ofcontemporary vehicle. The first are the guided weapons which today form the bulk of the primary delivery systems of anytop-line fighting force; the second is a family which may be described as embracing targets and drones. All the members of this second family are basically miniatureaeroplanes, and their functions are manifold. By far the most important role is that of acting as an Aunt Sally for all formsof anti-aircraft defensive systems. On the other hand the hard- worked drones—surely a contradiction in terms—are alreadyassuming functions previously the prerogative of piloted aero- planes; for example, they are already engaged in reconnaissanceby visual, TV and infra-red methods, electronic countermeasures and a variety of more classified types of mission. In addition,related devices are employed as test-beds for powerplants (especi- ally for ramjets) and in aerodynamic research. What follows is a catalogue of the many Western aircraft whichcome within these overall categories. Their diversity is astonish- ing; although the simplest targets cost less than a small familycar, some of the more sophisticated vehicles are priced at appreci- ably more than a fully equipped bomber of World War 2. Ifthere are any trends discernible they are all associated with the increasing complexity and specialization of each of the systemsconsidered. Ten years ago the standard types of target had a performanceof some 150 to 200 m.p.h. at an operating height of below 10,000ft. This sufficed admirably for light A.A. guns, such as the Bofors;but today there are targets which can not only fly at three times the speed of sound, at over 100,000ft altitude, but by incorporatingclever electronic devices can present a radar picture which is a faithful representation of any of perhaps a dozen types of aeroplaneeach much larger than the target itself. AUSTRALIA Nord CT-41 GAF Government Aircraft Factories, Fishermen's Bend, Melbourne.Jindivik In view of the prolific range of targets and drones developed in other countries one must conclude that the solitary vehicle designedfor such work in the British Commonwealth should be of singular efficiency. This is indeed the case, and the latest marks of Jindivikare now in large-scale production, principally for use at the WRE Woomera, but also for export to the United Kingdom and othercountries. It was early in 1948 that, following meetings between representativesof the Ministry of Supply and their opposite numbers in Australia, a specification was issued for a high-speed pilotless target. Initialproblems were solved with the aid of a piloted version, and the first true Jindivik, launched without boost from a self-steering re-usabletrolley, was delivered to Woomera in November 1951. The original order for six Mk Is was later doubled, and these entered service in thewinter 1952-53. The Mk 1 was powered by an Armstrong Siddeley Adder turbojet, and carried an Elliott-built autopilot, GEC-built remote-control equipment and McMichael telemetering gear, all originally developed at the RAE. The last Mk 1 was delivered in 1954. The first of four prototype Jindivik Mk 2s flew in December 1953.powered by a Viper turbojet of 1,6401b thrust. Following a first batch of 50, further orders were placed by Australia, Great Britain andSweden. The first British contract was for ten, and at least 40 more have since been ordered for use at Aberporth, operating out of Llanbedr.The Swedish order was for ten, said to cost £400,000 with ground equipment and spares. In 1958 a much-improved prototype, designated Jindivik 2A, wasflown to prove aerodynamic alterations aimed at extending the opera- tional altitude. This aircraft paved the way for the current Mks 2B,2C, 3 and 3A. The first two variants are powered by a Bristol Siddeley Viper ASV.8, while the Mk 3 family have the more powerful ASV.ll.Most important current production model is the 2B, to which the following details apply. Within the forward fuselage are housed themajor elements of the control and guidance systems. Access to this equipment can be gained by removing the large canopy which formsthe front portion of the engine intake duct. The centre fuselage contains the main fuel tank and encloses the engine compressor zone. To itare attached the retractable centreline landing skid and the constant- section wings which form integral fuel tanks. In the lower forward
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