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Aviation History
1963
1963 - 2247.PDF
1046 FLIGHT International, 26 December J 96J 8PORT AND BUSINESS (continued from page 1025) servo-controlled radio compass; marker, Collins 51Z-4 visual, aural beacon receiver; flight instrumentation, Collins PN-101 pic torial symbolic navigation system combining VOR/ILS and gyro compass information, plus Smith's two-needle RMI; AC supply, Collins 488A-1 lightweight transistorized power inverter; speaker amplifier, Flitetronics CA3C; Decca Navigator, Mk 8 receiver, computer, flight log, decometers. This extensive installation has been achieved at the expense of a reduction in baggage space and useful load, but without any res triction on the full volume of the six-seat cabin. One-half of the rear baggage compartment is now taken up by radio racks, while a number of the Decca units are fitted in the nose baggage section. Near-flush fairings were used for the aerials where possible, in order to minimize drag, and an almost complete re-design of the instrument panel was undertaken to accommodate the additional equipment. Other items installed aboard the Aztec include full airframe and propeller de-icing, with Goodrich pulsating boots on the leading edges of the wings, tailplane and fin. Propeller ice protection is unusual in being electro-thermal, instead of fluid, and is similar to that used in the US Navy's Aztecs. To cope with the substantial electrical load, the aircraft is fitted with two 50A generators which together deliver a total of about 85A in a parallel 24V system. An electrically driven artificial horizon is provided as a stand-by in case of failure in the main flight panel. Recently delivered by CSE Aviation, UK Piper distributors, the Aztec is based at Denham and flown by Capt H. V. Kennedy, the McVitie and Price pilot. The machine represents the 200th aircraft handled by Air Couriers during the past six months on various repair, overhaul, installation and conversion jobs. The compam caters for aircraft up to 5,0001b gross weight at its Biggin Hill base, where Air Couriers has a factory-approved Piper service station. and for larger aircraft with gross weights up to 160,0001b at the company's main centre at Gatwick. Among the many business aircraft maintained by Air Couriers are the Automobile Associa tion's Apache and the Aztec owned by Whitbread Breweries. DASSAULT MYSTERE 20 CAPITALIZING on the excellent reputation it has established in the field of supersonic military aircraft the French company Marcel Dassault has made its first sortie into the civil market this year with a sleek ten-seat business jet, the Mystere 20. Showing unmistakable signs of its lineage and sharing the name with a series of Dassault transonic fighters, the Mystere is of wholly Dassault design but Sud-Aviation is taking part in its production, building the wings. Now weli advanced in its flight tests, which began on May 4, the Mystere is fortunate to have attracted early US backing; Pan American Airways are to market the aircraft in the United States in collaboration with Butler Aviation and Pacific Airmotive, and are said to have taken options on 140 aircraft. A full-scale furnished mock-up is now being displayed in New York and moves to Palm Beach, Calif, next month. With a maximum take-off weight of 23,0001b, a maximum landing weight of 19,0001b and a zero fuel weight of 15,7001b, the Mystere 20 is powered by two GE CF700-2B turbofan engines of 4,2001b sea level thrust. Maximum speeds are 370kt up to 23,500ft and Mach 0.85 above this level. A typical cruising regime would be 445kt at 30,000ft and 18,0001b gross weight in ISA + 15° conditions. When the best range is required, and when its total fuel capacity of 970 French tricolour stripes accentuate the sharply swept fin of the Mystere 20 prototype, which has been flying since May 4. It recently resumed its test programme at Bretigny-Merignac following modifi cations to its spoiler-airbrakes Imp gal in integral wing tanks and two fuselage auxiliary tanks is used, a cruising speed of 384kt at maximum altitude and 1,6001b payload gives a range of some 1,320 n.m. with full SR 427B reserves. Cruising thrust at 30,000ft is 1,2781b per engine at Mach 0.8 and a fuel consumption of l,2921b/hr each. In every sense the Mystere transports its eight passengers in airliner style. The standard interior has a 37 cu ft carry-on luggage rack and hanging wardrobe immediately opposite the drop-out door with integral airstairs. Immediately aft of the door, on the port side, is a small galley and then the 15ft 11 in long passenger cabin with eight reclining chairs, two folding tables and individual reading lights. Behind the rear two chairs is a further 16 cu ft carry-on luggage space and a 40in X 72in lavatory and washroom. There are ten cabin windows and an alternative interior arrange ment, for ten passengers, is a purchaser's option. Maximum cabin width is 74in and headroom above the aisle 5ft 7in. Pressurization is by direct air bleed from either engine or both, to a maximum differential of 8.51b/sq in, which gives a cabin altitude of 8,000ft at the maximum cruising level of 42,000ft. Provision for ground cabin conditioning from an external source is a standard fitting. Engine air bleed is also used for wing, engine compressor and fan air inlet and tail de-icing. Duplicated hydraulic servos, each actuated by two hydraulic systems and controlled by rod linkages from the cockpit, power the rudder, ailerons and elevator. Single-slotted flaps, hydraulically actuated, are fitted together with wing upper surface spoiler-type airbrakes. Tailplane incidence is electrically variable for longi tudinal trim. An optional extra is a drag 'chute installation to supplement the anti-skid brakes on the Messier undercarriage. This has dual wheels on both nose and main legs. The nose unit retracts forward; main units inward. The standard radio installation comprises dual VHF transceivers, dual VOR/glide slope receivers, single ADF, DME, marker beacon and ATC transponder equipment. There is adequate space pro vision for optional fitting of dual ADF and DME, weather radar, HF communications, cockpit speakers and a cabin address system. Electrical system is 28V d.c, supplied by 9kW starter-generator? fitted on both engines. Two 40Amp-hr nickel cadmium batteries provide 40min power for essential instruments and radio. Engine starting is completely self-contained, permitting visits to very basic airfields without ground equipment. The landing run is said in technical documentation issued last month to be 4,500ft at a weight of 15,5001b at sea level ISA con ditions. Take-off run at maximum gross weight, in sea level ISA 15° conditions, is given as 5,500ft. Subsequent information is thai the Mystere flight test programme was recently interrupted t< modification of the spoilers, which has increased lift at landing an lowered both the landing speed and ground run on landing. At same time the USIAS stated that the Mystere has shown favouraoie handling characteristics in the Mach 0.8-0.9 speed range and rw been put through searching manoeuvres at Mach 0.85 by a Qari" captain.
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