FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1961
1961 - 0728.PDF
738 FLIGHT, 1 June The prototype Potez 840, which gives th- jm. pressionof being a Heron crossedwitha Viscount SALON EXTRAORDINAIRE... path to be beaten through flames to rescue the crew of a burning air-craft. The pack is on view, but the demonstration will not be given because the authorities are alarmed at the prospects of l,500gal of spiltpetrol being ignited for the purpose. A lesser quantity would not meet the requirement, because rotor downwash alone would quickly blowout the resulting fire. Interlocking, two-blade teetering rotors with servo-tabs twisting theblades for pitch control are reported to give good handling character- istics, and the low disc-loading allows very low r.p.m. and freedom fromblade stall. Directional control is partly by aerodynamic rudders on two of the four fins and partly by differential cyclic-pitch control. Therotor is constant-speed. A recent feather in Kaman's cap is the lifting of a 1,000kg load to25,814ft on May 25, which set a new weight-to-height record for all classes of helicopter, including the Russian Mi-6. The HU2K Sea Sprite rotor, incidentally, has flap and drag hingesand twisting roots, instead of twisting blades with servo-tab pitch control. Lockheed C-130C Hercules (58-0712) This aeroplane, better knownas the BLC-130, is the one-off research vehicle modified by Lockheed Georgia division to see how far field length could be reduced by flapblowing. The blow is provided by pairs of extra Allison T56s, in under - wing nacelles, each driving a load compressor; after careful attention hadbeen paid to stability and control problems it was found the aircraft could fly at below 60kt and use a 500ft runway. Lockheed have teamedwith British Aircraft Corporation to produce the BAC-222 proposal for an RAF STOL transport, as described on page 732. Lockheed Macchi Santa Maria (I-AVAL and I-PFOR) Two of thesix Santa Marias so far completed by Macchi in Italy are at Paris. One has a bare cabin and the other a six-seat passenger layout; otherwisethey are identical. The aircraft look rather squat with their thick wings, deep-chord ailerons, wide cabins and short-wheelbase undercarriages.Powerplant is a Continental IO-470 giving 260 h.p. A single door to the left gives onto the third row of seats and a dooron the right, opposite the middle row, forms part of a very large, upward-opening freight hatch. Main-undercarriage suspension appearsto be by torsion rod, while rubber-in-compression is used for the nose- wheel. Structure appears to be practical and simple. Stalling speed isbelow 50 m.p.h., maximum speed for flaps 100 m.p.h., cruising speed up to 140 m.p.h. and VNO 175 m.p.h. There appears to be relatively little scope for future development inthe design, but it is cheap (about $20,000 to 823,000 in Italy) and Macchi are planning to build about thirteen per month. Lockheed will help inselling them. Lualdi L.59 This promising, front-engined, two-seater arrived as ourreport was going to press. Macchi MB.326 Two of the ten 326s so far completed (70 have oeenordered for the Italian Air Force) were due at Paris, but were still held up by weather in the south as this report was being completed. Pro-duction machines are powered by a Bristol Siddeley Viper 11 made under licence by Piaggio, and all the aircraft are painted orange all over.Some of the first ten are in service at Pratica di Mare. Max Holste MH350 Broussard Major An unexpected projectannounced at the Salon is a handsome twin-engined "big brother" of the highly successful single-engined Broussard, of which some 400 havenow been built. In appearance it resembles a scaled-down Super Broussard. The engines are Continental GIO-470As of 310 h.p. Seatingcapacity is for seven passengers and a pilot, plus 1,4301b of freight: and payload is about one ton. The complete fuselage with furnished interioris displayed outside in mock-up form. Max Holste make a point of the fact that the Major can be equipped with skis or floats, equipment thathas not been available on the Broussard. The first prototype is being built at Reims and is due to fly in March 1962. Empty weight of the Broussard Major is 4,3801b, and maximumweight of the freight version is 6,9501b. Payload-range performance allows the maximum payload of 2,0001b to be flown over 100 n.m.stage-length, or 1,5001b over 350 n.m. Wing span is 50ft, length 35ft, wing area 301 sq ft. Take-off distance at maximum weight to 50ft is1,530ft, and landing distance over 50ft is 985ft. Maximum cruising speed is 159 m.p.h. Max Holste MH260 Super Broussard F-WJDV is the prototype.which has now flown about 250hr. It appears in the bright markings of Royal Air Maroc, one of a dozen operators who have signified theirintention of purchasing the 260 or 262 (pressurized) versions of the Super Broussard. Design of the 262 has been undertaken by Nord, whoare producing 20 MH260s. Materials have been bought for the con- struction of five, and the first is due off the line at the end of September1961. It is expected that the first operator will be the Postale de Nuit French domestic airmail line (an Air Franco subsidiary), who arethought likely to have six. Delivery of the prototype to this operator for route-proving may take place on July 1. Operators other than thoselisted on page 708 of Flight last week who are interested in the MH260 are Wien Alaska and BC Air Lines of Vancouver. Max Holste MH262 The pressurized Super Broussard is in the "welladvanced" design stage. It is expected that the first aircraft will fly in mid-1962 and be certificated and delivered in July 1963. Cost of thebasic unequipped machine will be about £120,000. Morane-Saulnier Rail yes Of the five Rallyes expected, only two, aproduction 100 h.p. 880 and the first 140 h.p. 885 (respectively the third and fourth off the line at Tarbes) had arrived last weekend. The 885,with an aileron wheel replacing the usual floor-mounted stick, is to be demonstrated in the USA immediately after the Salon. Both aircraft The Potez-Heinkel CM. 192, below, is obviously derived from the Magister, which has long been licence-produced in Germany Military ancestry is perhaps also evident in the CM. 192 cockpit, which in spite of being severely functional is extremely comfortable and well equipped
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
