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Aviation History
1963
1963 - 0939.PDF
The first prototype Centre-Aviation Goucho, with Walter Minor engine PARIS REPORT . . . out about 2001b lighter, and the aircraft will cost $80,000. It is hoped to market a kit of parts to convert existing Beavers in the field. Like its predecessors, the "Turbo Beaver" will be perfectly at home flying off land, water or snow; in fact, with the reverse-pitch propeller, its water-borne manoeuvrability will be improved. With manufacturers in France, Germany, Britain and the USA each offering excellent and closely matched products in the twin-jet 6/10-seat market, competition for sales is becoming very intense. Discounting the North American Sabreliner, which has rather low cabin headroom, small windows and a higher price than the others, the Hawker Siddeley 125 seems to be ahead of all rivals on certification and production. As well as having possibly the roomiest cabin, the 125 is also the cheapest at £150,000 for the basic aircraft. Four 125s have now flown nearly 400hr, and a full Group A Transport C of A is expected late this year, with deliveries following immediately. It is believed that contracts for about ten 125s have now been completed, apart from the substantial number for the RAF. The Aero 1121 Jet Commander is the design next nearest to the delivery stage. So far only one aircraft has flown and the test programme is keeping it away from Le Bourget. The second is due to fly in about two months, and production aircraft will then begin to follow quickly for delivery next spring. So far deposits have been paid for 53 aircraft (nearly all in the US), and the USAF is expected to buy a batch for liaison duties. After the first 50 sales the price went up, due to the increased cost of some components, but the new price of £195,000 includes additional equipment, such as de-icing boots. Wing-mounted airbrakes are being fitted to all aircraft after the prototype. At the time of writing, the only other project moving ahead into production status with sales in the bag is the Hamburger Flug- zeugbau HFB 320 Hansa. The first 320 is due to fly before the end of this year, and the second early in 1964. Orders have been placed for three aircraft by German industrialists. Basic price with com munications radio is £180,000. Unlikely to remain much longer without civil sales is the beautiful Marcel Dassault Mystere 20. Two have been ordered for Gen de Gaulle's communications flight GLAM (Groupe de Liaisons Aeriennes Ministerielles). With two General Electric CF700-2B turbofans of 4,2001b thrust in place of the Pratt & Whitney JT12A8 of 3,3001b or Bristol Siddeley Viper 520 of 3,0001b, the gross weight of the Mystere 20 is increased from 19,5001b to 21,800- lb and the practical stage length with full payload from 810 to 1,350 n.m. The GE engine is favoured by PanAm for the 40 twin jets they hope to buy. The smaller types of twin-jet aircraft with five to six seats, such as the Potez (Morane-Saulnier) Paris III, Saab 105 and the new Messerschmitt Me P 308 Jet-Taifun, do not yet seem to have found their mark in the civil market. The P 308 would remain a paper project without Government money, but the Paris III will fly in September and the Saab 105 next month. Work on the Saab is likely to be concentrated on military trainer versions (page 905). Where a reasonably short take-off run and the ability to operate regularly from grass are requirements, all the twin jets become to varying degrees critical. For this reason sales of the Potez 840 are picking up, and a number of twin-Astazou projects such as the Potez 89 and Sipa Elan have appeared to bring the propeller benefits to a smaller size of aeroplane. The third Potez 840 will fly soon and two aircraft have just been ordered by the French Government for civil service liaison, plus one to J. C. Bamford in Britain, two to German industrialists, and one to Siidflug—the first airline order. One of the really new projects announced at the show is the Potez 89—a twin-Astazou X version of the 840 with a shorter fuselage and wingspan. Gross weight is 11,3001b, equipped empty 7,2001b, cruising speed 270kt, and range 1,150 n.m. Similar to •. " • " ""-"• '••" ;>:-::;':,.,:.:.:• •'•;;:-ra" ".;•-;•••, .v; . "..-'..--:*"• •;•? 910 FLIGHT International, 13 June 1963 the Potez 89 and aimed at the same French Air Force navigational- trainer requirement, the SIPA S.273 Elan is also powered by two Astazou X, but is smaller and lighter. Both aircraft could fill a civil requirement for a 6/8-seat pressurized twin with good airfield performance. A Paris Salon would be incomplete without a project like the Moynet 2000. Designed to carry five passengers and two pilots from a short strip ("distance a decollage, 320 metres") and cruise at 400kt for a range with reserves of 1,250 n.m., this project has a Turbomeca Astazou X turboprop in the nose and a Pratt & Whitney JT12 turbojet in the tail. It appears to have single-slotted flaps, and a range of no less than 3,200 n.m. is claimed when cruising on the Astazou alone—more than twice the maximum with the jet or with both engines. Only recently completed for M Moynet by Engins Matra, and taken by road to Le Bourget, the first 4/5-seat Moynet 360 Jupiter is a tandem twin (like the Cessna Skymaster) with Lycoming IO-360s. There the similarity ends. The Jupiter is claimed to be virtually spinproof and, despite the bluff rear-engine cowling, has been tunnel-tested. Under consideration is the more powerful Moynet 700 version with two 290 h.p. Lycomings and a large fuselage to accommodate 6/7 people. There is a possibility of an Armee de l'Air order for this aircraft, and a tunnel model is on view armed with underwing rockets. Gross weight of the 700 is 4,5301b and empty weight 2,6501b; cruising speed at 75 per cent power is 205kt and take-off run 300yd. A newcomer to Europe on show at Le Bourget is the prototype Aero Grand Commander. So far 35 of this stretched and very roomy executive or taxi-work aircraft have been sold. Two more powerful versions of the Dornier Do28 are the Do28B-l with two Lycoming IO-540A and the Do28B-2 (two TIO-540). A number of improvements to all three versions should make this STOL aircraft more pleasant to fly. The instrument panel has been made larger, with a resulting better layout, and the flaps are now electrically operated quite quickly by a small switch on the panel. On show in the company's hospitality chalet is a model of the Do28C. A twin-Astazou version of the Do28 with retractable undercarriage and a flush panelled glass nose, this is primarily a military project but there are civil possibilities. Amongst the single-engined aircraft, the Astazou-powered Sipa Antilope begins to look better with familiarity, but it is still a very expensive four-seat single-engine machine despite its 243kt cruise. The Bolkow 207 is now obtainable in a training version with shoulder harness and quick-release canopy, the aircraft already being semi-aerobatic structurally as a tourer. Bolkow have a projected development with two 120 h.p. Wankel rotary-piston engines occupying the same space and having the same weight as the 180 h.p. Lycoming. The Bolkow Junior has two dozen detail im provements in the light of experience in service. Flaps are now electrically lowered from a switch on the panel in place of the rather awkward crank behind the pilot's right ear. Each wing-tip has been extended 12in, which has the effect of reducing take-off run from 820 to 490ft and allows towing of heavy two-seat gliders. For ab initio pilot training the completely new C.A.620 Gauche produced by Centre-Aviation looks a tough, cheap and easily repaired Tiger Moth replacement. Made in the typical French manner of spruce longerons and thick ply skin, the Gaucho is a tandem two-seater with a strut-braced low wing and powered by a 105 h.p. Potez. The prototype, which is at Le Bourget, is powered by a Walter Minor. HELICOPTERS THE "biggest aspidistra" of the Show is the mighty WFS-64 helicopter, the all-singing, all-lifting, Janus piloting, kneeling and standing flying tarantula—a fascinating and successful piece of heavy airborne lifting equipment. Designed and made mainly by Sikorsky in the USA, but with continuous assistance from Weser technicians, it is the result of a German-French-Italian crane-helicopter competition and will, it is hoped, be ordered by these three nations. Meanwhile, the US Army has ordered six for evaluation. A picture appeared last week (page 804). The WFS-64 has to fulfil a "standard mission" involving lifting of a load of a certain frontal area (no figures can be dis closed) over a distance of less than 100km against a considerable head-wind. With this end in view it has a keel member, housing
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