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Aviation History
1963
1963 - 1303.PDF
FLIGHT International, 25 July 1963 VTOL aircraft... CZECHOSLOVAKIA Omnipol Foreign Trade Corporation Washingtonova 11, Prague 1 HC-3 First flown in May 1960, the HC-3 is a four/five-seat general purpose helicopter of conventional single-rotor layout, pow ered by a 270 h.p. M 108H flat-six engine. The fuselage is an all-metal semi-monocoque structure; the main and tail rotors each have three blades of wooden construction. No production has yet been undertaken. Rotor diam, 38ft; length of fuselage, 32ft 9\in; height, lift 4in; gross weight, 3,1301b; empty weight, 2,2051b; max speed, 112 m.p.h.; cruising speed, 87 m.p.h.; rate of climb at s.L, 985ft/min; hovering ceiling out of ground effect, 2,950ft; max range, 360 miles. Z 35 Heli-Trener Smallest of the Czech helicopters, the Z 35 has been built at the Moravan factory at Otrokovice. Powered by a 105 h.p. Walter Minor 4-III, it is constructed principally of aluminium alloy, has "only three gears, ball bearings and elastic couplings" in the transmission system, and appears to have two seats side-by-side. Empty weight, 7051b; gross weight, 1,1001b; max speed, 98 m.p.h.; range, 155 miles. FRANCE Generate Aeronautique Marcel Dassault 79 Quai Carnot, Saint-Cloud (S-et-O) Balzac V-001 This jet-lift VTOL research aircraft has been produced by modifying the original prototype of the Mirage III fighter, under a French Government con tract. The normal Atar turbojet has been replaced by a 5,0001b-thrust Bristol Siddeley Orpheus. This has made room for the 129 installation of eight vertically-mounted Rolls-Royce RB.108 lift-engines, each of 2,2001b thrust, in pairs fore and aft of each mainwheel bay. The usual system of jet reaction nozzles, under the nose, tail and wings, is used to provide stabilization during vertical and low-speed flight. The Balzac made its first hovering flight on October 13, 1962, and was fitted at that stage with a non-retractable under carriage. This was replaced by retractable Messier gear in time for the first transition tests from vertical to horizontal flight last March 18. At present the Balzac operates from a special transportable metal platform, de signed to carry lift-engine efflux clear of the airframe and so remove any risk of local heat build-up or recirculation into the lift- jet intakes. The aircraft remains loosely anchored to this platform by a chain during the first stages of vertical take-off, while the pilot checks that control and stabilization are satisfactory. Demonstrations at the recent Paris Salon showed the Balzac to be rock-steady in hovering flight. It has a gross weight of 14,3001b and is capable of about Mach 0.9 with its present powerplant. Mirage m-V Two prototypes of this French VTOL tactical fighter are under construction, with the first flight scheduled for late 1963. Although similar to the Balzac in powerplant layout, the Mirage HI-V will be larger and much more powerful. Jet lift for vertical flight will be provided by four pairs of Rolls-Royce RB.162 turbojets, giving a total of 35,2001b lift. A SNECMA TF-106 turbofan, developing 19,8401b thrust with full afterburning, will be used for propulsion, enabling the aircraft to combine the Mach 2 performance of the conventional Mirage III with VTOL capability. The French Air Force has announced that it intends to develop the Mirage III-V as its next production fighter for service in the mid-sixties. GAMD Balzac V-001 GAMD Mirage lll-V model Z 35 Heli-Trener Sud-Aviation 37 Bd de Montmorency, Paris 16e SE 3130 Alouette II By April 11 this year, Sud-Aviation had delivered 863 Alouette lis to customers in 28 countries. These aircraft had up to that time logged 540,000 flying hours and earned NF 260,000,000 from export orders. Such statistics pay eloquent tribute to the quality of both the helicopter and its 406 s.h.p. Turbomeca Artouste IIC turboshaft engine. Construction of the Alouette II is con ventional, with a steel-tube open-girder fuselage, light alloy cabin structure, all- metal three-blade main rotor and two-blade tail rotor. A skid undercarriage is standard, but can be replaced by wheels or pontoons when required. Standard seating is for a pilot and passenger in front and three passengers behind, but the Alouette is suitable for the full range of helicopter applications, including freighting, rescue, crop-spraying, observation, training and close-support with SS.ll air-to-surface missiles. As an ambulance it carries two stretchers, two sitting casualties and a medical attendant inside the cabin, or two heated external litter panniers. Rotor diam, 33ft 6in; length of fuselage, 31ft 6in; height, 9ft; max gross weight, 3,5271b; empty weight, l,960lb; max speed, 109 m.p.h.; cruising speed, 106 m.p.h.; max rate of climb at s.l., I.OOOftlmin; hovering ceiling out of ground effect, 4,265ft; max range, 372 miles. SA 3180 Alouette Astazou This aircraft is similar to the Alouette II except that it is powered by a 530 s.h.p. Turbomeca Astazou II shaft-turbine engine and is fitted with a new centrifugal clutch. It first flew in prototype form on January 31, 1961, and 15 production models had been deliv ered by the beginning of 1963. Construction of a second batch is now under way. Dimensions and weights are similar to those of the Alouette II. Maximum range at optimum gross weight and cruising height is increased to 560 miles. The range with a pilot and 7501b payload is 185 miles. SE 3160 Alouette III Sud-Aviation have made provision for a production series of 230 Alouette His, of which 122 had been sold and 85 delivered by April 11 this year. The first production aircraft flew in July 1961 and those in service have logged well over 20,000 flying hours, often under extremely rigorous climatic conditions. The Alouette III was conceived as a larger, more fully-equipped development of the Alouette II, with higher performance, to take advantage of the increased power of the 870 s.h.p. Turbomeca Artouste IIIB shaft-turbine. Even when derated to 550 s.h.p. in this installation, the Artouste
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