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Aviation History
1963
1963 - 1302.PDF
Westland Wessex 2 Wtstland Whirlwind 10 VTOL aircraft Coastal Command in February 1962. Following successful firing trials last summer, the RAF has ordered modification kits to equip its Whirlwinds with a twin launcher for SS.ll air-to-surface missiles on each side of the fuselage. The following data apply to the Whirlwind Series 3. Rotor diam, 53ft; length of fuselage, 44ft 2in; height, 13ft 2±in; gross weight, 8,0001b; empty weight, 4,9521b; max speed, 109 m.p.h.; cruising speed, 104 m.p.h.; vertical rate of climb at s.l., 265ftjmin; hovering ceiling out of ground effect, 7,000ft; range, 316 miles. Scout and Wasp These versatile general- purpose helicopters are of very modern, all-British design, and are being pro duced at Hayes, Middlesex, by West- land's Fairey Division. They are powered by a 1,050 s.h.p, Bristol Siddeley Nimbus turboshaft, torque-limited to give 685 s.h.p., and have basic accommodation for a pilot and four or five passengers, two stretchers or equivalent freight. The military versions can carry a variety of weapons, including homing torpedoes, four 0.50in machine- guns or six Vickers Vigilant air-to-surface missiles. The first major production order was placed by the British Army in Septem ber 1960, for a version known as the Scout AH.l, and many are now in service. Scouts have been delivered to the Royal Australian Navy, and one example completed recently will be operated by the Royal Arab Air Force as a VIP transport for King Hussein. Twelve months later, the Royal Navy ordered a substantial number of Wasp AS.Is, which differ considerably from the Scout both superficially and in details. For use from frigates it has a folding tail and main rotor and a unique four-wheel landing gear able to alight on violently heaving platforms. The Wasp is very fully equipped for anti-submarine duties, armed with one or two homing torpedoes and vectored on to target by ship-borne radar and its own search and navigation equipment. It will also be used for search and rescue, training and other duties. The first produc tion Wasp flew on October 28, 1962. Deliveries are scheduled to begin this summer, following sea trials on board the Tribal-class frigate Nubian, during which more than 200 successful landings were made in all degrees of wind and sea, by day and night. A production order has been placed by South Africa. Rotor diam, 32ft 3in; length of fuselage, 30ft Sin; height, 8ft lOin; gross weight, 5,3001b; empty weight, 3,1391b; max speed, 138 m.p.h.; cruising speed, 132 m.pji.; vertical rate of climb at s.l., 900ftlmin; hovering ceiling out of ground effect, 10,000ft; range, 320 miles. CANADA Avian Aircraft Ltd Georgetown, Ontario 2/180 Gyroplane Flight testing of the prototypes of the Model 2/180 Gyroplane has continued during the past year and Avian now hope to obtain a Certificate of Airworthiness before the end of 1963. Production will then begin next year. The Gyroplane is a light autogyro, powered by a 180 h.p. Lycoming O-360-A engine. This drives a two-blade fixed-pitch propeller, enclosed in a tail-duct which also houses a rudder for directional control. A belt-drive enables the three-blade rotor to be spun-up for take-off from confined areas. Normal seating is for two persons in tandem, but there is provision for a third seat. The rotor-blades, tail-duct and much of the fuselage are covered with glass-fibre, giving the Gyroplane an immaculate surface finish. 128 FLIGHT International, 25 July 2963 Rotor diam, 33ft; length of fuselage, 16ft 2in; height. 8ft 11 in; normal gross weight, 1,8001b; empty weight 1,2001b; max speed achieved to date, 130 m.p.h.; cruising speed, 100-110 m.p.h.; min speed for level flight, 21 m.p.h.; max rate of climb at s.l., SOOftjmin; normal range, 385 miles. Canadair Ltd Cartierville Airport, Montreal, PQ CL-84 Research work on this multi purpose tilt-wing aircraft was started in 1956 as a joint project by Canadair, the Canadian Defence Research Board and the Canadian Department of Defence Production. In February of this year, the decision was taken to build two prototypes at a cost of $10m, of which Canadair will find $2.5m. The first is scheduled to fly in mid-1965. The CL-84 will be powered by two 1,100 s.h.p. free-turbine engines of unspeci fied type—unofficially said to be the Ly coming T53—driving lightweight propellers with glass-fibre blades. Cross-shafting will permit either engine to drive both propellers in an emergency; a further shaft will drive the small horizontal tail rotor which will provide pitch control in vertical and low- speed flight. For VTOL operation, the wing and power plant assembly will be tilted through the full 90°. When vertical take-off is not essential, the wing will be set at an inter mediate angle of incidence. The CL-84 will then take advantage of deflected slip stream over its slatted wing and large trailing-edge flaps to operate from very short airstrips with an increased payload. Canadair believe that the CL-84 will be suitable for a wide range of civil and military applications, including reconnais sance, tactical support transport, helicopter escort and attack, casualty evacuation, search and rescue, anti-submarine warfare, communications and city-centre to city- centre transport. Gross weight (VTOL), 10,4401b; gross weight (STOt). I2.500lb; max cruising speed, 323 m.p.h. at s.l.; normal cruising speed, 310 m.p.h. at 10,000ft; payload, l,480lt> for 345 miles at 230 m.p.h. after vertical take-off, or 3,1451b for 230 milts at 173 m.pJi. after short take-off (to 50ft in 500ft). Joseph Pidek 1165 West 14th Avenue, Vancouver 9, BC J.P.2B The prototype of this two-seat light home-built helicopter flew in June 1962 after many thousands of hours of work. It is powered by two modified Ariel four-cylinder motor cycle engines, each giving 50 h.p., but Mr Pidek hopes to re place these eventually with two 100 h.p. Continental or Lycoming engines. The layout of the J.P.2B is conventional, with a three-blade main rotor and two-blade tail rotor. The fuselage is of steel-tube, with wooden frames and glass-fibre covering. The main rotor blades are of laminated wood, covered with glass-fibre. As originally flown, the J.P.2B had a simple single-stick control system, similar to that of a fixed-wing aircraft. Initial lovv- altitude tests revealed the need for a number of modifications to the controls. While making these changes, Mr Pidek has brought the aircraft as near as possible to proposed production standards. The following performance data are estimated. Rotor diam, 22ft lOin; length of fuselage, 23ft; heifhU 7ft; empty weight, 760/b; max speed, 120 m.p-"- cruising speed, 80-100 m.p.h.; rate of climb at !•'•> IflOOftlmin; range 400 miles.
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