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Aviation History
1961
1961 - 0729.PDF
,.-!>•'-? • -IT, 1 June 1961 I were • rightly painted in typically graceful Morane motifs. The structure• noW ncludes extensive spot-welding.I 5; ill ii b l I m I nOne afi - Jeve ,Vlor, has cl pg, are still increasing, but no longer at the spectacular rate of five s ago. The vast majority ordered are of the 140 h.p. version,allye was recently destroyed during spinning trials at extreme ... but there is no indication that this loss will seriously delaypment. ,e Saulnier MS.760C Paris III The Paris II, with Marbore Vis,l, as msiderably better performance than the Paris I. It also has asecoi'J generator, electrical de-icing of intakes and engine-intake bullet, an additional 94gal in integral tanks along the whole leading edge and a strengthened undercarriage allowing an increase in grossweigii from 7,7001b to 8,6001b. Five Paris Us have been sold, two of them in Germany. A surprise at the Salon is the Paris III, which incorporates all the newfeatures of the Paris II, but has a five-seat cabin with a car-type access door to port instead of the sliding canopy. Window area has alsobeen greatly reduced. The III can be made in the same jigs and could be put into production very quickly. The freedom of movement in the cat,m—4ft 3in wide—and the new atmosphere created by side-door and"solid" roof should prove a highly effective selling factor in face of the new competition from other executive jets. The Paris III could also beavailable some time before the others. Nord 1500-02 Griffon 2 Now being used by Nord for kinetic-heatingresearch in connection with a supersonic-transport project, this hard- worked and unique research aircraft has heat-sensitive paint, tempera-ture-sensing points and plastic overlays on various parts of the left wing, fixed-incidence foreplane and nose. The windscreen now alsoconsists of four flat panels of very thick glass, this having been the first part to yield under heating at the M2.25 speeds attained. Test pilotAndre Turcat brought the Griffon in on Saturday and made several runs with the ramjet billowing an enormous, gently rumbling flame.The turbojet component is an Atar E3. Nord 3400 Examples of this French army observation aircraft are inthe static park and, partly dismantled, in the exhibition hall. Nord 3202 Two examples of this French army trainer are on view in the static park. Piaggio P.166 (I-PIAK) The Piaggio demonstration aircraft is in the static park. Pilatus Porter (HB-FAD with Astazou; HB-FAZ standard) Thestandard Porter is an efficient aircraft, but at high altitudes the Astazou gives better performance for a lower fuel consumption than does thesupercharged Lycoming. Despite greatly increased power, the empty weight has increased by only 201b. Gross weight has been increasedfrom 3,9701b to 4,3201b and, at the new gross weight, take-off to 50ft is only 13ft longer at 738ft. Cruising-speed is 158 m.p.h. at 9,800ft insteadof 125m.p.h., but endurance and range are down from 6hr and 746 miles to 3|hr and 500 miles. Flying from Geneva to Paris the Lycoming-engined Porter took 2hr 35min at 6.000ft and used 170 litres of 100- octane fuel. The Astazou-engined Porter took lhr 50min at 14,000ftand used 200 litres of cheaper kerosine. The price of the Astazou, and particularly of the propeller version, isstill rather high, but when compared with the short life of the super- charged Lycoming at full power, the difference is not so marked. Directperformance comparison is very significant. Pilatus at present have no firm plans for production of the Astazou-powered version. Piper Cherokee (N 5007 W) The first Cherokee in Europe, just as-sembled by Vigors Aviation at Oxford Airport, reached Paris minutes ahead of the Airedale. With low-set wing, slab tailplane and fixedundercarriage it is in the modern style and should very well replace the Tri-Pacer. With its sumptuous comfort it should also hold its own wellin a European market which is producing more and more aircraft of this class. Piper are represented in Paris by Jonas Aircraft, a company nowbased on Paris, but soon to move to Geneva. Jonas are exhibiting several of the established Piper range, including the Aztec, Comancheand Super Cub. Potez-Air Fouga Magister (F-BJDX) This is one of the prototypeMagisters fitted with Marbore VI engines. Six of a batch of 100 have now been completed for the French air force. No structural alterationsare required to accommodate the more powerful engines, which increase top speed to 450 m.p.h. and maximum attainable Mach number to 0.83.Service ceiling is 40,700ft. Potez Heinkel CM.192 The prototype is mounted on the Heinkelstand and will not make its first flight until August or September. Although it is at present equipped for flying training, Heinkel feel thatno civil market exists. Under the sliding canopy there is reasonable room for four comfortable seats and the cabin is pressurized at 9,000ft sothat oxygen is not necessary. Instruments (including two full blind- flying panels) are well arranged, with a battery of electrical switches,Lear ADF-102 and ARC-34 UHF across the lower edge of the panel. Controls are well distributed, systems being basically the same as thoseof the Magister, on which most of the airframe is based. The 192 can operate from grass fields. Either 33 or 60 US gal tip-tanks can be carried to allow respective ranges of 1,156 miles and 1,318 niiies, and endurance of 3hr 49min and 4hr 25min. A cabin tank replac-ing the rear seats will extend range to no less than 1,650 miles. With the 192 clean, cruising speed at 20,000ft is 358kt. Gross weight variesbetween 8,4791b and 9,7801b. Cost of a 192 with basic instruments is DM900,000 (£81,000) and deliveries are to begin in 1962. Severaloptions have already been taken. Heinkel will sell the aircraft every- where except in French territory, where Potez will officiate. Production»!•" be in Germany. Potez 840 (F-WJSH) First flown on April 25, since when about 40flying hours have been logged, the Potez 840 occupies a prominent P'a e in the aircraft park and is giving regular demonstration flights 739 to potential customers. No firm orders have been announced, thoughit is said that Mr Don Payton, president of Turbo Flight Inc, an American business corporation, is prepared to place an order for 25.In any case, Potez, who are financing the programme, have decided to lay down a production batch of this quantity. The second 840 isexpected to fly in September; this aircraft will differ in its equipment, and weather radar will be fitted in the nose. Price of the productionaircraft is quoted as "less than $400,000"" (£150,000), and delivery to a commercial operator could be achieved by "the beginning of 1963."A military version is also being developed, though no details are available. The 840 is designed primarily as a civil transport aircraft, and theexecutive market is obviously potentially promising. In appearance it is reminiscent of a scaled-down Viscount, the extremely clean Dart-like nacelles of the four 550 h.p. Astazou turboprops and their Ratier- Figeac propellers strengthening the resemblance. The reasons givenfor the choice of four Astazous instead of two Bastans are: superior performance in the engine-out case; passenger preference; ease offerrying back to base, following an engine failure; superior reverse- thrust performance for landing (quoted as 800ft); and, with the use of60 of flap, maximum exploitation of slipstream effect. Potez are putting special emphasis on their ability to support the 840 with acomprehensive after-sales service. Procaer F.400 Cobra (I-COBR) The prototype of Stelio Frati's latestdesign is in Paris, having obtained its Italian C of A on May 20. It is powered by a Marbore II, giving a maximum speed of 360 m.p.h. at13,100ft and endurance of lhr 50min at 236 m.p.h. at the same height. A pre-production batch is to be begun in September for delivery in1962; price, including Narco Mk V VHF and ADF-29, blind-flying instruments and oxygen equipment, will be Lit 50m (£29,000). Procaer F.15B Picchio (I-PROC) Full aerobatic demonstrations arebeing given by this exhilarating 180 h.p., four-seat tourer. Ths F.15B version is the latest, with all-metal moving surfaces, tankage in thewings only and other detail improvements. Rhein Flugzeugbau RW.3 Passat (D-ELYL) An improvement of thePorsche-powered Multoplan, the Passat has a 150 h.p. Lycoming O-320 The new Saab-105 in model form Above, model of the S.272 Presence, with two Astazous Below, the model Super Caravelle, also portrayed overleaf
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