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Aviation History
1961
1961 - 0730.PDF
740 FLIGHT, 1 Jum 196] SALON EXTRAORDINAIRE... Left, the dramatic and unexpec- ted model bearing the !-?end "Super-Caravelle." Although a visitor's first reaction might be "at least we know now wnot it does not look like," it is said that the configuration is quite genuine engine, electrically retractable undercarriage, larger wheels, hydraulicbrakes, all-metal rear fuselage, adjustable seats, and other refinements. The 15ft wing extensions can be quickly fitted for flying at 21,000ft,towing gliders or gliding at 1 : 26. Cruising speed is 155 m.p.h., endu- rance 4hr and useful load 6801b. Gross weight is 2,2001b. The basicaircraft, without night lighting or wing extensions, costs DM38,000 (£3,400). An electric variable-pitch propeller is an optional extra. Saab 105 The prototype of this new twin-jet project is being built atLinkoping, the target date for first flight being early 1963. It is designed primarily as a military and civil trainer and liaison aircraft, but is alsoconsidered to be a contender for the light twjn-jet executive transport market. At present Saab are emphasizing its military role, with aparticular eye on a requirement for the Swedish Air Force. A model on the Saab stand indicates also the potential of the 105 as a lightattack aircraft, with an ability to carry a variety of external weapons and stores. At present the project is being entirely financed by Saab,though strong Government interest is said to have been expressed. The pressurized cabin provides for two pilots side by side and seatsor a bench for two or three passengers behind. Propulsion is provided by two of the new Turbomeca ducted fans of 1,5401b thrust each.The one-piece wing is mounted on top of the fuselage, and the engines are in the sides of the fuselage. Total fuel capacity in two integralwing tanks and two integral fuselage tanks is 310 Imp gal. Cabin pressure is 4.31b/sq in. Provision for radio covers duplicated VHF,ADF, ILS and VOR equipment. Maximum take-off weight of the aerobatic-category aircraft is 7,7201b, with 8,8201b—1,0001b more—scheduled for the ground-attack version. Maximum landing weight is 7,7501b, and manufacturers' empty weight is 4,4501b. Wing area is175 sq ft, wing span 31ft 2in, length 35ft 5in, wheel track 6ft 7in; and wheelbase 12ft 9£in; cabin width at elbow level in the front is justover 4ft, and just over 4ft 21in in the rear. Take-off distance to 50ft (at an all-up weight of 8,1601b) is 3,350ft, balanced field length being4,200ft. Maximum speed at take-off thrust is 490 m.p.h. with a max continuous cruising speed of 440 m.p.h. Normal cruising speed wouldbe 370 m.p.h., with an endurance at this speed of 3.8hr. SAN DR.1051 Ambassadeur This Potez E4-powered Jodel Ambassa-deur in glossy brown and white arrived unexpectedly on Saturday. SFERMA Beech PD.146-01 Marquis (F-WJHC) This fine projectis now an accomplished fact, the first true Marquis having been delivered to M. Szydlowski of Turbomeca a few days before the show opened. Thefirst prototype, F-WJHC, started life as a Travel Air, but now has the long, swept fin and dihedral tailplane of increased span which characterizethe true Marquis. The long engine nacelles and eight fuel tanks in the wing considerably improved airframe strength, and only about 201b ofstiffening in rear fuselage and wing root were needed to allow for almost exactly doubled power of the Astazou in relation to the Continentalpiston engines. The Marquis now cruises at 267 m.p.h. at 9,000ft and can carry fuelfor 870 miles, five occupants and over 1501b of baggage. Take-off run is a startling 165yd, and a rate of climb of 3,000ft/min can be main-tained up to 10,000ft. Single-engined rate of climb is over l,000ft/min. Pitch settings now marked on the power-lever quadrant are a flight-idle,which gives zero thrust at 90kt; 23°. which allows level flight clean or 500ft/min descent at lOOkt with gear and flaps down; and 35C, for fullclimb at HOkt. A 35Ah battery allows independent starting; and full safety devicesincluding under-power, overheat, electrical-fault isolation and unto* matic or manual feathering controls, cover almost all possible operatitand handling faults. The engines can easily be relit in flight and ai; and fuel shut-offs at the nacelles are provided, as well as extinguishersand flame-proof cowlings. The fuel system is entirely automatic Minimum single-engined control speed is 8O-85kt, from which thacceleration on one engine is very fast. Full power is obtained at th pressing of a button. Powerplant apart, the Marquis retains all thetraditional comfort of the Baron. As a next step, SFERMA are planning an all-a.c. electrical system which will eliminate the need for powerpacks in radio and instruments. Short SC.5 Belfast Displayed on Short's stand is the new freightterminal cargo-handling system designed by the company for the Belfast. Described in Flight for May 11, page 648, some more fact'sare available about this method of making the maximum use of the Belfast's 100,0001b freight capacity. Delivery of a civil version, whichhas a swing nose instead of a rear loading door, could be made early in 1965 for orders placed this year. Principal innovation is the pro-vision of two loading tiers of pallets, which are loaded straight fron the terminal pier simultaneously. The main lower floor, 73ft long, is ilight construction and carries three roller-ways on to which pallets art loaded. On each side of the fuselage at a height of about 6ft are twolongitudinal lines of inbuilt rollers into which pallets, stabilized with cages, can be inserted. Ten or more pallets can be installed at this upperlevel, the number depending on galley and toilet facilities. This method of loading permits full use of the internal volume employingpallets no higher than the optimum building-up height of 6ft. Pro- vision of a swinging nose enables the entire hold to be loaded in oneoperation. The display illustrates also the capability of the Belfast as a mixedpassenger/cargo freighter, a type of aircraft for which Shorts expect an increasing interest. The Belfast could make it possible to offer a one-way passenger fare across the Atlantic of £30 while carrying 55,0001b of freight. Corresponding seating capacity would be 138, thechairs being mounted six-abreast on pallets inserted on the upper rails. SIAI Marchetti FN.333 Riviera During the two years since the lastSalon this type has undergone many trials and tribulations, but it is now established in production. The example in the static park is highlypolished and attractive. Sikorsky HSS-2 A US Navy production example first unfurled itsrotor on Saturday and began demonstrations. Sipa S-272 Presence Until the opening of the Salon very little wasknown about this twin-Astazou light transport, freighter and executive aircraft. A full-scale mock-up is on show outside, but no prototype isbeing constructed until market reaction has been assessed. The Presence is primarily intended for commercial operators, though its militarysignificance is evident in view of the important French Army require- ment for an STOL light transport in this class, for which competingtenders are now being made. An unusual feature in an aircraft of this size is the provision of a swingnose, enabling full use to be made of the 635 cu ft useful volume of the pressurized cabin. Cabin height is 5ft 6in and maximum width 7ft, theexternal cross-section being circular. The floor is 21ft 4in long and Biggest aeroplane currently flying, and outclassed in weight only by the 8-52, Tupolev's vast type 114 is now in scheduled service
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