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Aviation History
1962
1962 - 1134.PDF
58 FLIGHT International,* 12 July 1962 *>TL Turbomeca Bi-Bastan, now being prepared for the Sud-built S-58 Turbomeca Aubisque turbofan on the test bench at Bordes BETWEEN PARIS SHOWS Development of existing engines continues, with excellent pros pects of new small powerplants with application in both helicopters and fixed-wing aircraft. The company claims that an intake filter causing no power loss can be provided for a helicopter installation, thus removing the last source of trouble for operations in dusty areas. Best news of all, which Flight International reported on May 10 after the Hanover show, is that Turbomeca are now fully confident of achieving s.f.c. as good or better than those of equiva lent piston engines, a figure of 0.5051b/h.p./hr having been mentioned for the Astazou. The key to this performance is high-temperature materials. Breguet In their new flight-test facility at Colomiers, on the southern edge of Toulouse Blagnac, Breguet are continuing devel opment of the Atlantic and 941 series, and are devoting con siderable resources to a sales campaign for the 941. The prototype has now completed 150 hours' flying, making 230 landings, 120 of them on rough ground. Performance specifications have been fully met. Most recent modification is a considerable increase in rudder area so that less asymmetric-pitch control of the outer pro pellers is needed during slow flight. The new flexible-shaft trans mission is running on the test rig. Breguet have a technical agree ment with McDonnell in the USA and the 941 may be submitted for the US Army STOL transport competition. The 943 is a slightly modified 941 submitted for the NATO STOL transport competition. In the civil field Breguet have planned the pressurized 942 am! are now developing simplified approach aids for poor-weather operation. Automatic landing capability has been mentioned in the past, but the low-visibility operation with basic aids now seem> to be in favour. At the time of our visit the exact cause of the mid-air break-up of the second Atlantic had not been published, but it was known that neither the engines nor the honeycomb wing-structure were at fault. The accident occurred during a routine test flight invoh - ing positive accelerations of 2.5g. Meanwhile, the first prototype continues to fly and the third is being assembled. Five pre-produc tion machines, including one to full production standard have been ordered and financing of larger production quantities is under wa\ As reported in Flight International for June 28, an Anglo-French Atlantic Mk 2 with supplementary turbojets is being planned. POTEZ 840 DATA Powerplam: Four Turbomeca Astazou II of 523 s.h.p. each driving Ratier Figea: 6ft 11 in propellers. Dimensions: Span, 65ft 7in; length, 52ft I in; height I7fc8in; wing area, 377 sq ft. Weights; Max take-off, I9.600lb; max landing, I8,700lb; zero fuel, I6,700lb. Payload accommodation: Cabin volume, 670 cu ft; baggage and freight volume, 82 cu ft; cabin length, 22ft lOin; max internal width. 6ft; max height, 5ft 9in; max usable floor area, 91 sq ft; dimensions of largest door. 25in x 54in; max seats, 24; at 33in pitch, 16. Fuel capacity: 861 US gal. Performance: Minimum consumption cruising speed at 20,000ft and I7,600lb, 242 m.p.h.; max distance per lb of fuel at 20,000ft, 3.3 miles/US gal; take-off field length (SR 422B). 3.770ft: landing field length (SR 422B), 3,380ft at 15.4O0lb; range with full tanks and ATA reserves, 1,925 miles; corres payload. 1,8001b; range with max payload, with ATA reserves, 600 miles. The S0.30P Bretagne of the French Air Force Croupe cfe Liaisons Aeron- autiques Militaires in which the tour of the French aircraft industry de scribed in these pages and last wee>. was made. This "Flight Internationa! picture was taken from a SFERMt. Marquis, flown by Gen Ladoussf which accompanied the Bretagne from Bordeaux to Pau
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