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Aviation History
1961
1961 - 0731.PDF
741FLIGHT, June 1961 Left, "Flight" samples the Gyrodyne Rotorcycle; right, the lift-fan, V/STOL attack model displayed by General Electric a range of car-size vehicles can be accommodated. The mock-up on dis-play is fitted with 12 seats three-abreast; another passenger version accommodates 16 seats facing inwards along the sides, in the con-figuration set by the Potez 840. Wing span is 57ft, length 45ft 7in, and wing area 355 sq ft. Emptyequipped weight of the cargo version is 6,3801b, and of the transport version 6,6001b. Maximum weight is 10,7401b, useful load, dependingon empty weight, varying from 4,1001b to 4,3501b. Cruising speed at 20,000ft is 223kt, and take-off distance to clear 50ft is put at 1,754ft.Maximum range is quoted as 1,550 miles. Sue 11G Super Courlis A number of Courlis twin-boom, pusher-engined airframes dating back to the 1940s are still available, and this conversion to Continental 240 h.p. engine produces a pleasant andefficient touring or utility aircraft at low cost. A payload of 6601b can be carried at a cruising speed of 137 m.p.h. for 530 miles. Take-offand landing distances are both under 660ft. Sud-Aviation Alouette III At least three of the four so far built areat Le Bourget, one on the field and another in the little French army ALAT display. Sud-Aviation (North American) T-28 The 109th T-28 converted forFrench use in Algeria by Sud is in the static park—curiously bearing USAF insignia and French servicing instructions. It carries fourunderwing pylons which can accommodate SFERMA-made twin 0.5in gun-packs. Sud-Aviation 3210 Super Frelon A full-scale mock-up of this develop-ment of the Frelon, representing the definitive configuration, is in the static park. It has a boat hull, outrigger floats over the mainwheels, arear loading ramp, hand-folded six-blade rotor with full hub fairing and three Turbomeca Turmo IIIC free turbines giving 1,300-1,500 h.p.each. Production is foreseen, under the Loi Programme, two years from now; and German and Italian companies will participate in manufacture,whether or not those countries adopt the type. Recent discussions indi- cate that the Super Frelon has been offered to the Germans. Possible applications include transport of vehicles, freight, passengersor stretchers, and towing, minesweeping and anti-submarine work. An autopilot is contemplated. Rotor diameter is 62ft, empty weight13,2001b, normal gross weight 24,2501b and maximum gross weight 25,3501b. Maximum and cruising speeds will be respectively 135kt and119kt; hovering ceiling out of ground effect will be 9,200ft. By virtue of existing Sud-Sikorsky agreements, the American companyhave an increasing share in the Super Frelon. Sud-Aviation Caravelle 7 General Electric are showing the Caravelle 3which they converted last year to Caravelle 7 standard with two 16,1001b CJ-805-23 turbofans, powerplant of the Convair 990. Formany months TWA have shown a strong interest in this version of the Caravelle, which could be delivered a year ahead of the JT8D variant.(It is possible that, in order to obtain early delivery of Caravelles— perhaps in July or August of this year—TWA may buy Avon-poweredaircraft.) GE have completed about lOOhr flying, with a view to FAA certification by September 1961. Intake performance under maximumyaw of 17° has been found satisfactory, aircraft balance has been found virtually unaffected, and GE say that the test programme has proceededwithout any setbacks. The company has a contract with Sud-Aviation to supply two complete engine nacelles, plus a spare engine, for installa-tion in the first of four Caravelle 7s now being built at Toulouse. This aircraft is due to fly in February of next year, and production deliveriescould be made in July or August of 1962. The four are being built by Sud-Aviation on speculation. So far 113 Caravelles have been ordered,and 76 delivered, and Sud are considering authorizing a further batch on top of the 160 for which materials have been ordered. Normaldelivery date being quoted for a Caravelle 6 is four to five months, and April or May 1962 for the improved Caravelle 6R. Mock-up of the SA.32I0 Frelon, likely to become the basis of a joint Sikorsky-Sud-Weserflug helicopter for military use Sud-Dassault Super-Carayelle Perhaps the most unexpected revela-tion of the entire Salon is the display by Sud Aviation of a model of their M2.2 supersonic airliner project. The wing is of the ogive"Gothic-delta" configuration, widely held in Britain to be the opti- mum plan-form for this Mach number. There is no sign of a canardforeplane. control being provided by ailerons, elevons and rudder. Sud say that the model is exactly representative of the layout whichcurrent research is intensively exploring. No details are being pub- lished to add to the bare facts and figures already issued (see lastweek's issue); reports that the powerplant will be Snecma-built Pratt & Whitney JT-lls (designated M-35) are not discounted, butSud emphasize that British powerplants are under study, both Rolls- Royce and Bristol Siddeley having made detailed proposals. Pratt &Whitney have also made a direct proposal, and the presence of a JT-11 at the Salon is obviously not without significance. The design work so far has not been Government-financed, butrate of expenditure is obviously about to rise sharply, and this is the type of prestige project very dear to the French President's heart.Independent Sud and Dassault design studies are now being evalu- ated, and when a firm decision is reached a Government contractwill be signed for further research into the more promising project. Whichever company's design is chosen, both Sud and Dassault willfrom that stage work together, and the urgency with which the pro- gramme is proceeding can be gauged from the fact that M. GeorgesHereil, Sud's president, hopes for a first flight early in 1965, and scheduled service in 1967. Dassault are showing nothing of theirsupersonic project—nor are Nord, who are also participating with flight-test research by the Griffon. It is thought that before the endof the show there may be an official announcement about the pro- gress of this enormous and ambitious programme.Transall C.160 First flight of this Franco-German twin-Tyne trans- port is expected "during 1962." Three prototypes are being assembledby Nord; fabrication is shared by Nord (wing and powerplant-build) and the three German companies (fuselage and tail) in the Transallgroup. One static-test specimen and one for fatigue-test are being built also. This aircraft is known correctly as the C.160—not as Transall, whichis the name of the manufacturing consortium. Tupolev Tu-114 (76470) According to one of the crew that brought the114 to Paris, ten are now in service with Aeroflot, with "more for delivery every year." First passenger service (Moscow-Khabarovsk)was on April 24; cruise is at "about M0.7." External impressions are good skin finish despite a very large amount of close-pitch rivetingalong stringers, seams and spars. There is no sign of bonding or of integrally machined wing skins. Undercarriage structure is roughlyfinished, with a typically Russian amount of welding. The huge contra- rotating propellers are no longer roughly buffed, but finely finished andblue-dye anodized—and as we went to press we were still wondering how it was we were able to push both units of one propeller freelyround by hand in the same direction. Tupolev Tu-124 An example of this new short-haul Aeroflot turbofanwas expected at the Salon, but—like the An-10 and An-24—had not arrived as this went to press. US Air Force types Republic F-105 Thunderchiefs are now beginningto arrive in Europe. The first was flown over by Lt Retterbush, who is in Paris as custodian of F-105D number 60-0436. His unit is the 36th TacFighter Wing at Bitburg, and the aircraft at Paris is the wing com- mander's, with all three squadrons' stripes on the fin. Equipment in thenew D model includes Nasarr fire control and a doppler radar, which permit practically any type of mission to be flown under any weatherconditions. Next to the big Thunderchief is a Lockheed F-104C Star- fighter (56-0894), flown up from the Tactical Air Command base atMoron, near Seville. Externally very similar to the 104As seen at Paris in 1959, the 104C can carry a wide variety of stores, can fly at 135kt in aslow pass and then accelerate under full power while pulling a tight 360° circuit and come out of the turn at 5lOkt and go straight into a loop—"but," said the pilot at Paris, "I'm not allowed to do it here." A rather different aeroplane is the Douglas C-133A Cargomaster (54-137A),which is a standard MATS workhorse from Dover, Delaware. Close by is a North American T-39A-1-NA Sabreliner (60-3478A), outside theUSA for the first time. USAF Air Training Command are due to receive nearly 100 T-39s, all but six of which will be standard navigation andcrew trainers. The exceptions are the T-39Bs, equipped with Nasarr in the nose and a doppler radome aft. Another Air Training Commandaeroplane at Paris is a Northrop T-38A Talon (60-0551), which is quite standard and has been demonstrating a breathtaking performance.US Army types New to Europe, Grumman's AO-1 Mohawk looks very pert in glossy khaki emblazoned with hundreds of white, yellowand red stencilled inscriptions—one of which reads "oxygen filler—fill with oxygen." The aircraft is actually an AO-1AF (aircraft 6O-373lf),without the APS-94 side-looking airborne radar. Close by is a de Havilland Canada U-l A Otter (55-3282), the placard beside which givesthe price as $80,000.
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