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Aviation History
1964
1964 - 1545.PDF
852 FLIGHT International, 21 May 1964 VTOL AIRCRAFT 1964 . . . stretchers and six walking casualties, the latter using half of the troop seats. Rotor dia, 59ft Sin; fuselage length, 48ft Jin. height 16ft 11 in; max weight, 14,1001b, normal 13,2301b, empty 7,1651b; max speed, I47kt, cruise I35kt; rate of vertical climb, I JOOftlmin; hover ceiling o.g.e., 12,500ft; range, 310 n.m.; max endurance, 2hr 45min. S-58 Bastan Following upon the manu- facture under licence of 150 H-34 army type and HSS-1 navy type S-58 helicopters for the French and Belgian forces, a turbine con- version was built and was flown on October 5, 1962. Powered with the 1,900 h.p. Turbomeca Bi-Bastan, a coupled version of the single-shaft turboprop, the conversion included lengthening the nose by 2ft 3in to maintain the e.g. position with the lighter engine. As this is a shaft turbine, the exhaust is in the nose and the engines are reached by opening clamshell doors. The aircraft underwent full flight trials, but there is no current information about its status. Rotor dia, 56ft; fuselage length, 49ft 3in. height 14ft; max weight, 13,2901b, empty 8,0251b; max speed, Il3kt, cruise 86kt; hover ceiling, 6,900ft; range, 215 n.m,; endurance, 3hr. GERMANY W Alfons Siemetzki 7951 Kirchdorf a.d., Iller ASRO 4 At the recent Hanover Show the first example of this new turbine- powered helicopter was displayed statically. A two-seater, it is powered by a 100 s.h.p. BMW 6012 turboshaft mounted behind the rotor gearbox. Production price is put at "about 68,0O0DM" (some £6,100). Few details of the ASRO 4 have been disclosed, but pilot and passenger are seated side-by- side in a cabin enclosed by only four pieces of transparent plastic (front, roof and two doors). The airframe is fabricated from steel tubes and has a light-alloy skin, and the main rotor has three blades. Herr Siemetzki is doing his utmost to minimize costs. Bolkow-Entwicklungen Ottabrunn bei Munich B646 Three experimental aircraft have been financed by the West German Ministry of Defence to test the Derschmitt articulated rotor. This consists of a rigid five-armed centre portion to which are hinged plastic blades that are free to move 40° fore and aft of the normal radial position. This is intended to overcome compressibility effects on the forward-moving blade as well as tip stall of the retreating one, and wind tunnel models have exceeded 260kt. To attain the flight envelope for full-scale tests of this rotor, the two-seater B646 has a slender stream- lined fuselage, with a derated Turmo IIIB free turbine driving the main rotor and the six-bladed tail rotor. A vertical fin and rudder, tailplane and elevator are fitted for high-speed trim and control. A rigid skid undercarriage is a precaution against ground resonance. Two 88Olb-thrust Mar- bore II turbojets in pods alongside the fuselage will propel the vehicle into the 200kt-plus speed range. Flight tests started in January. At Paris in 1963 a model was shown of the P.310, a 24-seater "Rotodyne" NASA model flight test of Dornier Do3l Dornier Do32 being assembled on its opened box trailer with intermeshing Derschmitt rotors and turboprops at each wingtip. Rotor dia, 32ft Win; max weight, 4,4001b. B6103 Developed from the Bo 102 Heli- Trainer, this was built for the German Government to test a glass-fibre reinforced plastic single-blade rotor. It flew in Sept- ember 1961 with an Agusta GA 70/V engine of 82 h.p. Projects have been announced for the B6103B with a £0 h.p. BMW shaft turbine and xhz B6103C with the 100 h.p. NSU-Wankei engine, but their status is unknown. Th; following data arc for the prototype. Rotor dia, 21ft lOin; max weight, 8601b; empty, 5951b; max speed, 54kt; endurance, 2hr. Bo 105 Th- German Government has loaned 60 per cent of the £1.6m estimated for the development of this four/five-seater. It will have a new rigid rotor with plastics blades, which has already run for lOOhr in reduced scale, powered by an 80 h.p. engine. The resilience of the blades replaces the conventional flapping hinges, while drag loads are taken by the rotorhead. Power will be supplied by two 250 h.p. BMW 6022 turboshaft engines. Rotor dia, 30ft lOin; fuselage length, 26ft 8in; height, I Oft; max weight, 3,5501b; empty, 1,8201b; max speed, I28kt. cruise, Il3kt; climb 2,000ftlmin: hover ceiling o.g.e., IO,800ft; max range, 270 n.m. Dornier-Werke GmbH Friedrichshafen Do31 Two prototypes of this jet-lift VTOL freighter are being built to the order of the German Government, with Dornier • leading the ERNO group of companies. It is a stubby high-wing monoplane with two 15,5001b vectored-thrust Bristol Siddeley Pegasus turbofans in underwing pods. In addition, two removable packs of four 5,5OOlb-thrust Rolls-Royce RB.162 lift jets will give lift-off. Control, which has been tested on a "bedstead," will be unusual: bleed air from the propulsion engines to upward and downward nozzles at the tail for pitch, differential throttling of the lift engines for roll, and swivelling of the front and rear lift engine nozzles in opposite directions for yaw. The Do31 will have a wing with double- slotted flaps and without the lift jets it will still be a STOL aeroplane, with lateral con- trol at low speed by spoiler-assisted ailerons. The fuselage will have side doors and a tail-loading ramp. A tough specification calls for this typical performance: to carry' 3 to 4 tonnes for two 270 n.m. stages without refuelling, from a first take-off (at ISA + 15) in 500ft to clear 50ft, plus a second take-off and two landings vertically. In the event of failure of any one engine at any time, the aircraft must be able to continue the take-off or of making a controlled landing, assuming a 50ft obstacle surrounding the take-off area. Construction of the two Do31E proto- types is well advanced, and the first should fly in little over a year. Originally there was to have been a somewhat different produc- tion version produced wholly by Dornier, but an agreement recently signed between the German Defence Ministry and she British Ministry of Aviation calls for a joint study by Dornier and Hawker Siddeiey Aviation. By October a definitive design acceptable to both countries should have been agreed, and features of it are likely to include: pressurization; two Rolls-Roj-<x or R-R/MAN turbofans with deflection (10,0001b thrust class); inboard lift pods «> the type evolved for the de Havilland Uv, with RB.162s mounted on their sides and
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