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Aviation History
1961
1961 - 0726.PDF
I ^ ,**',*- 736 SALON EXTRAORDINAIRE... between the pilots' heads. The flaps are actuated only at their in-board ends and torsional stiffness is maintained by Styrofoam rigid foam. The undercarriage, with a steerable nosewheel, has spring-rod main legs, each fastened to the fuselage with one bolt, and a graded rubber-in-compression nose strut. Hydraulic brakes are fitted.The tailplane is an end-plated slab with anti-balance and trim tab. Four longerons, and skin panels, form the main members of theaft fuselage, there being only a few light frames. A single, built-up frame takes wing, strut, undercarriage, seat and harness stresses.All major parts are stressed for 6g. The first MF-1 Junior has flown 60hr in Sweden; and SE-CPF, thesecond machine, has flown ten hours. There is room for a small radio and a full blind-flying panel. Range is 560 miles. Reportsindicate that handling characteristics are really good and that the aircraft is docile and very quiet. The cockpit is perhaps a littletight, but the short control column mounted between the seats makes the most of space and is comfortable to operate. There is no per-ceptible control friction. The price of a Junior in Germany is estimated as just over £2,000. Bolkow high-speed rotor and gyroplane test-bed Rotating on theBolkow stand is a four-blade rotor with long, broad-root cuffs, and blades which perform leading and lagging displacements as theassembly lotates. In high-speed flight the advancing blade lags, the the retreating blade advances, relative to the chord-line (radiuc1) ofthe root in a centrifugal pendulum period. Lead/lag angles of up to ±40° can be obtained without creating excessive gear forces. Advan-tages are the reduction of critical speeds in advancing and retreating blades, considerable increase in forward speed capability withoutfixed-wing assistance, reduced power requirements during high- speed flight and improved glide-angle during autorotatiqn. Trans-lational speeds of up to 310 m.p.h. have been achieved in a wind tunnel and a gyroplane test-bed is now being developed by Bolkow. Bolkow 102 Heli-trainer A quiet, effective little training device, the102 is set up in the helicopter arena and is frequently in use. Breguet 941 It had been hoped to fly the first prototype in timefor the Salon, but this has not been possible. Original scheduled date for the first flight was September 1961, so Breguet are wellahead. First flight may be announced during the show. The mock- up bears witness to the military att-loading and dropping capabilityof this STOL transport—40 canvas seats for parachute troops, 24 stretchers and a jeep. The 940 test vehicle, not at the Salon, hasflown about 300hr. No military order has yet been placed; some Army opinions favour the smaller 945 project mentioned below. Breguet 942 The insignia of the French independent Air Interappears on the mock-up of this pressurized commercial version of the military 941. and an Air Inter stewardess is on duty. The bigupwardsJiinging freight door at the back is noteworthy, and the interior is spacious and comfortable, with 45 seats five-abreast, and565 cu ft available forward for cargo. The seat-backs fold for all- freighting, or seats can be taken out. No metal has yet been cut. Breguet 945 A model illustrates the configuration of this twin-Turmo, four-propeller version of the blown-wing STOL type, to- gether with its rear-loading facilities. The 945 design was leading inthe competition for the French order for the light tactical transport, but its position is now seriously threatened by the much simplerSpirale III. Nevertheless, the problem of the complexity of the 945's propulsion and control systems should be greatly eased by theexperience which will first be acquired with the big 941 transport. The 941 is still a design project. Breguet 1150 Atlantic Little can be added to the relatively sparsedetails so far released from strict NATO security about this impor- tant international project; but numerous models, and a few com-ponents such as the undercarriage, indicate the extent of the manu- facturing operation and the number of companies participating. British Aircraft Corporation BAC One-Eleven Models in BritishUnited Airways livery are on display on the BAC stand, one sectioned to show the interior layout (mixed-class) of passenger andcrew cabins. Fuller information about design, performance and economics is being made available. BAC VC10 It was expected that British United would announcean order for four VClOs as the show opened, but at the time of writing no statement has been made. Models in BOAC and GhanaAirways livery are displayed. Bristol Britannia C.I (XL 660) Bearing the name Alphard, thismachine is from No 99 Sqn and its cabin is fitted with sample freight, passenger and casualty evacuation furnishings, includingspecial ball-roller freight mats, rearward-facing seating, and stretcher FLIGHT, 1 Jw,1961 and oxygen equipment. There is Marconi Doppler radar in a blisterbeneath the centre fuselage. Cessna types Represented in France by Fenwick Aviation, .., selection of standard Cessna models is in the static park, and ••c-verai were demonstrated in flight during the light-aviation day.Convair B-58 Hustler Never before seen in Europe, the H.stlers debut was auspicious, for B-58A-1O-CF number 59-2451 appea _d inthe Le Bourget circuit just 3hr 19min 41 sec after passing ove New York. This time has been submitted to the FAI for homolo:ationas a point-to-point record, beating the previous (Boeing 707) ecord by 2hr 26min. The aircraft comes from the US Air Force Strategic Air Com-mand 43rd Bomb Wing, stationed at Carswell AFB, just across the airfield from Convair's Fort Worth plant where the B-58 is builtThe crew were Maj William Payne, aircraft commander: Cani William Polhemus, navigator; and Capt Raymond R. Wagencr de-fensive systems operator. They left Carswell at 0310 Central Stan- dard Time on May 26. Flying subsonically, to prevent too muchground disturbance, Washington DC was overflown at about dawn (the local time was passing at several times the true rate): NewYork went by 19min 48sec later, and then, ence out over the Atlantic—and following the same 3,672 mile route which CharlesLindbergh flew in 33ihr in 1927—the four GE J79 engines were opened up and speed allowed to climb to about 1,300 m.p.h. Ashort distance east of Newfoundland, speed was brought back to M0.85 at lower altitude for a "full tanks" refuelling by a KC-135;and at 21 °W longitude another KC-135 added just enough fuel for the Hustler to be sure of reaching Paris.At 16.20 local time the needle-nosed bomber swept smokily down on to the Le Bourget runway, and then steamed thunderously roundto fill the whole apron with heat haze and kerosine fumes. Walking around it one noted that it was carrying pod B-186 beneath itsslender belly, and the overwhelming impression created by the air- craft was that it was remarkably small for its "mission capability."Already at Paris was Col Johnson, commander of the 43rd. who told us that the aircraft was in every respect capable of being refuelledat once and of taking off. on the return trip. His wing is at present 75 per cent equipped, and will very soon receive its remaining air-craft. Three TB-58s are used for conversion. (Certain other US military aircraft at ihe show are reviewed under"US" headings on page 741.) Curtiss-Wright VTOL After accumulating over 260hr at Caldwell-Wright field on the T5?-powered X-100. Curtiss-Wright are construc- ting two Model 200s, each powered by four 164 engines drivinetilting propellers with full provision for failure of any engine. Dassault Etendard IV P A pre-production IV P with refuellingprobe and nose and ventral camera positions is in the static park. It is painted white underneath and dark grey on its upper surfaces. Dassault Mirage III E The second batch of 100 Mirages orderedwill be of this version, differing from the III C mainly in flavins: "special store" (i.e., nuclear) capability, which has required slightlengthening of the undercarriage. The forward fuselage is extended 12in to accommodate more sophisticated electronics. Powerplant isthe newer Atar 9C providing higher thrust, by overspeeding, and a better s.f.c. A camera nose interchangeable with the Cyrano radomecould be provided for the HI E, but has not so far been ordered. Dassault Mirage III R This is the reconnaissance version, with anogival nose terminating in a flat, sloping, forward-facing camera window. Oblique cameras are behind lateral windows. A cameranose is displayed in the exhibition hall. Mirage III Rs have been ordered for the French Air Force. Dassault Mirage III C The eighteenth production aircraft is inthe static park, surrounded by a wide range of stores including tan- dem pairs of bombs on a fuselage beam, Sidewinders, Matra 530.Nord AS. 30. Matra rocket packs, JL-series combined rocket packs and tanks and plain tanks of up to 286gal capacity. A Cyrano firecontrol, with its radar scope and gun-sight, are shown publicly for the first time on the CSF stand. Cyranos are not yet installed inproduction Mirages. The first Mirage squadron is being formed this year. Dassault Mirage IV A Although the prototype is due to appearin the flying display this coming weekend, the type is represented only by models in the static exhibition. From one of these on theDassault stand it appears that the radome of the operational aircraft is almost circular, and nearly flush with the fuselage contour. Thewing-tips are partly rounded and a fairing at the base of the fin could contain rearward-looking electronic equipment. There is arefuelling probe in the extreme nose. Considerable rearward inclina- tion of the main undercarriage legs is another innovation. Securityhas been considerably tightened since trials of the operational equipment began. Be/ow, model of the projected Hurel-Dubois HD-130 and mock-up of the Max Holste Type 350 Broussard Major r-
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