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Aviation History
1961
1961 - 0212.PDF
212 FLIGHT, 17 February 1961 JINDIVIK in Theory and Practice . . . path, assisted by the pilot beside the runway near the touch-downpoint, who can also transmit command signals. The skid meets the runway at about 125kt, and the craft is held level as speed fallsaway. The skid is faced with strips of Stellite temperature-resist- ing steel. Near its trailing edge are shoes on either side which biteinto the runway so that, by applying a few degrees of bank, the bats controllers can impart asymmetric drag for steering purposes.No braking parachute is employed. The tarmac runway surface at Evettsfield (Woomera) is temporarily melted by the skid, butsolidifies without a mark. On this surface the skid-plate generally lasts about five landings. For recovery, the drone is merely liftedon to its handling trolley and towed away. At least 100 Jindivik 2s have come off the line at Fishermen'sBend, and they form the bulk of the fleet operating from Evettsfield which has been of such inestimable value in the development of Iliffe Transport Publications Ltd 1961 Bloodhound, Thunderbird, Seaslug, Firestreak and other weapons.In 1958 an order for Jindivik 2 was placed by the Royal Swedish Air Board, which has now been completed. At the time of thisorder it was stated in Stockholm that the contract was for ten aircraft, priced with ground equipment and spares at £A400,000.Jindivik has also been adopted by Britain, but in this case the story is a more protracted one, to which it is appropriate to returnafter discussing the more advanced Jindiviks now in production. From the outset Jindivik was designed as a high-subsonicvehicle; and, since there has been no official request to do so, no attempt has been made to extend the performance boundaryin a horizontal direction. In contrast, the GAF design and tech- nical staffs, assisted by the Aeronautical Research Laboratories ofthe Australian Department of Supply, have sought ceaselessly for higher altitude performance. Such performance has been obtainedby increasing both power and wing area. An interim development machine designated Jindivik 2A wasflown in 1958. It was the first Jindivik to be powered by the slightly more powerful Bristol Siddeley Viper 8, and instead ofbeing fed from an NACA flush dorsal intake, the engine duct was extended forwards to a semi-pilot intake close above the nose.At the same time the span of the wings was increased by re-stress- ing the inboard portions and adding extension units at the tips.In production form this version is designated Jindivik 2B. First
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