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Aviation History
1964
1964 - 1541.PDF
850 FLIGHT International, 21 May 1964 Dassault Balzac V-001 lage, tail boom, three-blade main rotor and skid undercarriage, but also displays some unusual features. A 180 h.p. Lycoming is mounted vertically, and the tail rotor is replaced by a compressed-air nozzle which is fed from a fan driven by the engine exhaust. Rotor dia, 24ft 3in; max weight, 1,5651b, empty, 1,0361b- max speed, 8bkt, cruise, 70kt; hover ceiling z.g.e. 10,000ft; endurance, 2hr. ' VTOL AIRCRAFT 1964 . . . bladed glass-fibre tail rotor. Testing of the J.P.2-B has been suspended and a modified version of the control system, together with some other components, has been mounted in the Pi.4, which is at present being pre- pared for two 150 h.p. gas turbine engines. The designer is not prepared to release details until his patents have been granted. Rotor dia, 22ft lOin; fuselage length, 23ft; height, 7ft: weight empty, 760/b; max speed, IO4kt; max rate of climb, l,000ftlmin; range, 350 n.m. CZECHOSLOVAKIA Omnipsl Washingtonova 11, Prague 3 The only information obtainable is that no helicopters are in production and that no VTOL aircraft are contemplated. The 4/5 seater HC-3 and Z-35 Heli-Trener proto- types were briefly described in the 1963 Survey. FRANCE Generale Aeronautique Marcel Dassault 46 Avenue Kleber, Paris XVle Balzac V-001 This application of VTOL by using a battery of separate lift-jets, as pioneered by Rolls-Royce, is an ingenious adaptation of the original Mirage III prototype airframe. The fuselage centre has been enlarged to hold eight 2,2001b-thrust Rolls-Royce RB.103 turbojets, mounted in coupled pairs fore and aft of the mainwheel recesses and pointing slightly aft and out- ward from the vertical. The engines are not swivelled to assist acceleration and deceler- ation; instead, extendable louvred intake and outlet devices assist the airflow and the efflux, while the aeroplane is tilted toprovide accelerating and decelerating thrust com- ponents. Under VTOL conditions stability and control are maintained through dupli- cated wing jets (at about three-quarter semi- span), nose and tail jets, supplemented by tail side-jets for yaw, using similar auto- stabilizing equipment to that in the Short SC-1. The original SNECMA Atar engine was removed and the smaller and lighter Bristol Siddeley Orpheus was substituted. Rolls- Royce co-operated with the installation and made model and full-scale mock-up wind tunnel tests on the air intakes and ducting. Originally the Balzac was operated from a grille over a pit to get rid of the exhaust and avoid ingestion. Later a light platform with deflector cascades was used and, finally, deflector doors under the belly were tried successfully. The lift engines can now be run to half thrust with efflux deflected aft for control-jet checks, then opened up to full power and the brakes released. When the doors are fully opened ths aircraft accelerates to 40kt and jumps vertically into the air. The Balzac project was started in Feb- ruary 1961 and the first hovering flights were made in October 1962, with the first transitions during the following March. Many hundreds of successful flights were made before the aircraft crashed in an accident closely resembling the one which befell the SC.l—suggesting that there may be something in the rolling instability of the sharply swept thin delta wing which accent- uates a temporary loss of control. The Balzac is repairable, but the whole pro- gramme has been static for several months. Span, 24ft; length, 43ft; gross lift thrust, I7,600lb; max VTOL weight, IS,2O0lb. Mirage JilV The first of two prototypes should have been flying this spring; but at the time of going to press it seems that the programme has been finally abandoned because of its excessive cost. This is in spite of 1963 announcements that the Mirage IIIV would be the next fighter for the Armee de l'Air, that it would be in squadron service during the sixties, and that no attention would be paid to lh: NATO NBMR-3 specification. The HIV was to have been considerably larger than the standard fighter, with a necessarily broad (and unwaisted) fuselage to contain eight 4,40G!b-thrust Rolls-Royce RB. 162 lift jets. Propulsion was to have been by a 20 ODOib-thmst Pratt & Whitney TF.105 turbofan built and developed by SNECMA to take an afterburner. The performance envelope was to have been of the order of Mach 1.15 at low altitude and 2.3 at height. Societe des Engins Matra 49 Rue de Lisbonne, Paris VH1 Bamby Upon his return from Spain to France in 1962 Jean Cantinieau took up his light helicopter work with Matra. Flight trials of the Bamby helicopter began in 1963. It has a conventional layout of bulbous fuse- Sud-Aviation 37 Boulevard de Montmorency, Paris XVle SE 3130 Alouette II At the end of March, 909 examples of this ubiquitous helicopter, which received its Type C of A on May 2, 1957, had been sold in 31 countries and the 886 already delivered had totalled 770,000 flying hours. Production continues at two per month. The Alouette is familiar throughout the world; but, briefly, it is a five-seater with a glazed cabin and a girder fuselage; undercarriage with rigid skids and retractable handling wheels; and a conven- tional rotor system with Redux-bonded all- metal three-bladed main and two-bladed tail rotors. The engine is the 405 h.p. Turbomeca Artouste lie single-shaft turbine derated to 300 h.p. All the usual light helicopter duties, from missile launching to crop spraying, have been successfully performed by military and civil Alouette Us. Rotor dia, 33ft 6in; fuselage length, 31ft bin; height 9ft; max weight, 3,5301b, empty l,960lb; max speed, 95kt, cruise 92kt; max rate of climb, l,OO0ftjmin; hover ceiling o.g.e., 4,300ft; range, 275 n.m. SA 3180 AIouette-Astazou This model, as its name implies, has been fitted with the Astazou HA, derated from 530 s.h.p. to 360 h.p. like the Artouste of the Alouette II. As a result, the fuel consumption is reduced from 30 to 23 Imp gal/hr, so that the range is much greater. Airframe and equipment are identical with those of the SE 3130, save that the Alouette III rotor transmission is used, to the advantage of overhaul life and serviceability. First flight was on July 31, 1961 and the first 15, delivered to the Armee de Terre and the Gendarmerie, have flown over 6,000hr. The Type C of A was granted on February 18, 1964, and production is now three per month, with the first export deliveries having been made to West Germany. Rotor dia, 33ft bin; fuselage length, 31ft bin, height, 9ft; max weight, 3,5301b, empty, 1,9701b; max speed, lOikt, cruise 92kt; max rate of climb at max weight, 84Oftimin; hover ceiling o.g.e., 3,500ft; range, 485 n.m.; max sea level endurance, 5hr 25min. SE 3160 Alouette m The production model of this much-refined version of the Sud-Aviation Alouette III with four Nord AS-I I missiles and two reserve rounds
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