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Aviation History
1963
1963 - 1315.PDF
FLIGHT International, 25 July 1963 141 VTOL aircraft... with a cab at the front and a cargo hook under its main rotor. The BS-12D3S has two 260 h.p. supercharged Franklin 6AS-335s, one on each side of the rotor shaft. The fully-articulated four-blade main rotor is wooden, with a stainless-steel leading edge and glass-fibre covering. Rotor diam, 39ft; overall length, 48ft 4i'm; height, 13ft; gross weight, 5,1001b; empty weight, 3,3501b; max speed, 100 m.p.h.; cruising speed, 60-90 m.p.h.; max rate of tUmbats.l; l,IOOft/min; range, 175miles. Piasecki Aircraft Corporation Island Road, International Airport, Philadelphia 42, Pennsylvania Model 16H Pathfinder Since it flew for the first time on February 21, 1961, in stripped-down form, this five-seat compound helicopter has made steady progress. Its stub-wings were fitted in the second half of 1962 and high-speed tests are now underway. It is powered by a 500 s.h.p. United Aircraft of Canada PT6B (T74) turbine. This drives both the fully- articulated three-blade main rotor and a tail propeller in a duct housing a system of vanes to provide directional control and torque correction. The fixed wings off-load the main rotor in cruising flight. (Picture, page 80 last week.) Rotor diam, 41ft; fuselage length, 25ft; height, 10ft Sin; gross weight, 5,7001b; empty weight, 2,61 lib; max speed, HO m.p.h.; max cruising speed, 165 m.p.h.; range, 610 miles with / ,9501b payload. Airgeep II First flown ia the summer of 1962, this aircraft is a successor to the single- engined Airgeep I. Its layout is generally similar, with two horizontal three-blade ducted rotors to provide lift, and pivoted vanes under the rotors for directional con trol. The powerplant consists of two 400 s.h.p. Turbomeca Artouste IIC turboshafts, mounted between the rotors. The Airgeeps are not air-cushion vehicles, and the Airgeep I has demonstrated its ability to fly at considerable heights on many occasions. They are true VTOL aircraft and the Airgeep II will have the added advantage of a drive system to its wheels, enabling it to extend its range by travelling over the ground when conditions are suitable. tength, 24ft 5in; width, 9ft 3in; height, 5ft lOin; gross wight, 4,8001b. Ryan Aeronautical Company Lindbergh Field, San Diego 12, California XV-5A The first of the two "fan-in- wing" VTOL research aircraft which Ryan are building under US Army contract should be about ready for flight. It is a mid-wing monoplane of conventional lay out, with side-by-side seating for a crew of two. Its powerplant consists of two 2,6581b thrust General Electric J85-GE-5 turbojets Mounted in a dorsal duct and fitted with a system of valves by which the entire jet efflux can be diverted to drive a pair of 6 ift-diameter General Electric X353-5 lift j*ns in the wings and a smaller General Electric X376 lift-fan in the nose of the fuselage. All three fans have a ring of turbine blades around their periphery a gainst which the jet efflux impinges to drive them. The main fans are contra-r °tating and each engine supplies half the Ryan XV-5A (artist's impression) Sikorsky S-6IN Lockheed XV-4A WeserjSikorsky WFS-64 Skycrane gas needed to drive each fan, so ensuring that both fans will continue to turn at the same speed in the event of an engine failure. The air mass flow through the fans is several times greater than that through the turbojets, and the total trimmed lift is expected to be 13,9461b. The upper surface of each wing above the fan is made up of two semi-circular chordwise-hinged doors which open when the fans are operating. The undersurface beneath each fan consists of 13 span wise louvres which are opened and closed differentially by the pilot's control column in low-speed flight to pro vide control in roll. They are also deflected forward and aft differentially by the rudder pedals for yaw control. After take-off, the pilot can deflect both sets of vanes rearward Sikorsky CH-53A (S-65) mockup by means of a thumb-wheel on the control column, to obtain propulsive thrust for transition. While all this is happening, the airflow through the nose-fan can be de flected upward or downward by curved doors (actuated by fore and aft movement of the control column) for pitch control. When forward speed is sufficient for the wings to provide all necessary lift, the efflux from the turbojets is exhausted convention ally from tailpipes under the fuselage, and the doors and louvres above and beneath the fans are closed to seal the wings and fuselage. Span, 29ft Win; length, 44ft 6in; height, 14ft 9in; max VTOL weight, I2.200lb; max gross weight, 13,6001b; empty weight, 7,0541b; max speed. Mach 0.83; cruising speed, Mach 0.7; max rate of climb at s.l., 6,l00ft/min; ferry range, 2,080 miles.
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