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Aviation History
1961
1961 - 1158.PDF
260 BEAGLE B.2O6 . . . FLIGHT, 24 . 1961 bench fitting covered in white Vynide, the walls and ceiling of thecompartment being similarly covered. Opposite the toilet to port is a washbasin console embodying integral water and drainagetanks, the water supply being lifted by a neat little hand-pump on the right of the basin. Clean towels are retained in a recess out-board of the basin, and a flap-door in the front of the console allows soiled towels to be put through into a basket underneath theunit. The rear wall of the compartment divides it from the luggage bay and this is roofed with a decking that serves as a shelf in thetoilet compartment. At the front of this shelf is a shallow locker, with access through a top flap, in which bottles and glasses can bestowed. The luggage compartment is, to say the least, commodious, andthe floor height from the ground sufficiently low to allow loading and unloading without difficulty. There is an access panel in therear wall of the luggage bay giving into the systems bay so that attention to, for example, the radio equipment is simply a matter ofreaching in from the air-stairs door and pulling the equipment out. In the fuselage nose is housed a 35,000 BThU combustion heaterwith electrically controlled fans. This installation has the great merit that, in winter for example, the cabin can be warmed readyfor occupation without starting the engines; equally, the fans can blow ambient air into the cabin without the neater being in use.There are slots at the base of the frontscreen for de-frosting/de- misting, and warm air is likewise ducted (with control of flow) tothe pilots' feet. Warm air for the cabin as a whole is distributed from ducts at the base of the sidewalls. Fuel for the combustion heater is taken from the main fuelcapacity housed in integral tanks within the wing spar-box. The fuel off-take to the engines is normally direct from port tank toport engine and similarly for starboard (although there is a cross- feed cock for use if necessity arises). The fuelling system is rather ingenious in its starting and safetyprovisions. The Rolls-Royce Continental IO470D engines are, of course, fuel-injection units and each injector is served by its engine-driven pump. However, in the tank fuel line is an electrically driven booster pump which provides the injector with pressure-fuel to start the engine, at which the engine-driven pump takes over. In normal running conditions the booster pumps can be switchedoff, but it is sensible to switch them on for landing, and to keep them on during take-off so that, in the event of engine-driven pumpfailure, a flow of fuel is maintained to the injectors. It is pertinent to record that, from the very first, Continentalengines were envisaged for the aircraft that has now come to actuality as the Beagle B.206. And, of course, when Rolls-Roycedecided to build Continental engines under licence, the whole B.206 project took on an even more attractive aspect. These arewidely considered the best engines of their type and, from a world-marketing point of view, the spares, maintenance and over-haul situation could scarcely be bettered. The prototype B.206 goes very well indeed with the 260 b.h.p. 1O470D engines withwhich it is powered. The preliminary flight trials show a perfor- mance better than expected, so the prospects for the productionaeroplanes, which will be powered with the geared GIO470A engines of 310 b.h.p., are of an exceedingly vigorous performance. Another prospect with direct relevance to the engines is thematter of quietness and smoothness The engines have deliberately been placed well forward so that the propeller planes are ahead ofthe windscreen (which, for the same reasons of quietness, is unusu- ally thick), and even in the untrimmed, un-soundproofed cabin ofthe prototype it is possible to converse easily. With the cabin walls stabilized with semi-rigid plastic foam, and a glass-wool blanketunder the trim, the cabin should be quite extraordinarily quiet. Equally, whilst the present engines are admirably smooth, thegeared engines for the production aeroplanes are considerably smoother. And these advantages are enhanced by the positioning ofthe exhausts on the outboard flanks of the nacelles. A cross-over Top, Beagle-Auster Mark Eleven Rolls-Royce Continental IO470D of 260 h.p.; span. 36ft 4in; length, 23ft 8in; height, 8ft I lin; track, 6ft 8in; wing area, 198 sq ft; aerofoil, NACA 23012, performance with I5gal fuel at 2,1191b gross, zero-wind take-off 100yd, zero-wind landing run under 70yd, initial climb l,630ft/min, max cruising speed 146 m.p.h.; performance at 2,1 191b at 7,000ft in ISA — 30°C, distance to clear 50ft is 385yd and initial climb l,040ft/min; performance with 30gal at 2,5501b overload, temperate sea-level zero-wind, distance to 50ft is 268yd, landing from 50ft is 203yd and initial climb l,33Oft/min. Centre, Beagle-Auster A.6I Terrier D.H. Gipsy Mai r 10 of 145 h.p.; span, 36ft; length, 23ft 7.75in; height, 8ft 8.25in; track, 6ft; wing area, 184 sq ft; aerofoil, NACA 23012; gross weight, 2,3501b; max speed, 123 m.p.h.; normal cruise, 110 m.p.h.; max range, 415 miles. cone crui&e i ti m.p.n., ana range at economy cruise OT I J3 4.8hr; with long-range fuel (52ga!) the range is 1,050 miles
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