Fairchild Model 24 (C-61 Forwarder, J2K и Argus)

Рост продаж машин серии Model 22-C7 побудил фирму "Fairchild" сделать его модификацию с закрытой кабиной. При этом аэродинамическую схему изменили на подкосный высокоплан. В увеличенном по высоте фюзеляже появилась кабина с двумя стоящими в ряд креслами. Также ДальшеMore>>> установили хвостовое колесо вместо прежнего костыля. Первый аэроплан Model 22-C8 оснастили лицензионным британским инвертным четырехцилиндровым рядным мотором ACE Cirrus Hi-Ace мощностью 95 л. с. (71 кВт). Большинство вариантов поставлялись на выбор с колесным, поплавковым либо лыжным шасси. Базисный самолет Fairchild Model 24-C8 сертифицировали в апреле 1932 года. Поначалу собрали только 10 самолетов, но они, как и в случае с Model 22-C7, вскоре привлекли к себе всеобщий интерес и новые заказы.


Варианты

  Model 24-C8A: около 25 машин со звездообразными моторами; прототип летал с 11-цилиндровым мотором Warner Scarab мощностью 110 л. с. (82 кВт), а серийные самолеты имели версию этого мотора мощностью 125 л.с. (93 кВт)
  Model 24-C8B: два аэроплана с рядными инвертными четырехцилиндровыми моторами Menasco Pirate мощностью 125 л. с. (93 кВт)
  Model 24-C8C: около 130 машин увеличенного размера с трехместной пассажирской кабиной и семицилиндровыми звездообразными моторами Super Scarab мощностью 145 л.с. (108 кВт). Первую из них сертифицировали в апреле 1934 года
  Model 24-C8D: 14 трехместных машин, подобных C8C, но с шестицилиндровыми инвертными моторами Ranger 6-390B по 145 л.с. (108 кВт)
  Model 24-C8E: до 50 машин версии C8C с улучшенным оборудованием и рядом усовершенствований
  Model 24-C8F: около 40 машин модификации C8D с улучшенным оборудованием и другими усовершенствованиями
  Model 24-G: до 100 машин C8E с повышенным комфортом либо с четырехместной кабиной
  Model 24-H: около 25 машин, в целом подобных C8D, но с моторами Ranger 6-390D-3 в 150 л. с. (112 кВт)
  Model 24-J: до 40 машин версии Model 24-G с четырехместными кабинами повышенного комфорта
  Model 24-K: 34 экземпляра, подобных Model 24-H с шестицилиндровыми инвертными моторами Ranger 6-410B мощностью 150 л.с. (112 кВт)
  Model 24R9: до 35 машин усовершенствованной версии Model 24-K с двигателями Ranger 6-410B-1 в 165 л.с. (123 кВт)
  Model 24R40: около 25 машин, подобные Model 24R9, строились под заказ только с роскошными салонами
  Model 24W9: до 40 машин усовершенствованной версии Model 24-J, предлагавшихся как с роскошной (deluxe), так и с универсально-практичной отделкой салона
  Model 24W40: около 75 машин, подобных Model 24W9, но доступных только с универсально-практичной отделкой салона
  Model 24W41: до 40 машин, подобных Model 24W40, но с моторами Super Scarab Series 50A
  Model 24W41A: около 10 машин, аналогичных Model 24W41, но с моторами Super Scarab 165D в 165 л.с. (123 кВт);
  C-61 (более позднее обозначение UC-61): военное обозначение Model 24W41 с мотором R-500-1 Super Scarab в 145 л.с. (108 кВт); собрали 161 самолет. Это же обозначение дали двум реквизированным гражданским самолетам
  C-61A (позже UC-61A): армейское обозначение Model 24W41A с модифицированной радиостанцией и другим военным оборудованием; собрали 509 самолетов. Это обозначение также присвоили трем реквизированным гражданским самолетам
  GK-1: обозначение ВМФ США для 13 реквизированных аэропланов Model 24W40
  JK-1: обозначение ВМФ США для двух реквизированных машин Model 24-H
  J2K-1: обозначение Береговой охраны США для двух реквизированных машин Model 24R
  J2K-2: обозначение Береговой охраны США для двух слегка измененных реквизированных машин Model 24R
  От UC-61B до UC-61J: обозначения, присвоенные 14 гражданским самолетам, реквизированным для военных целей
  UC-61K Forwarder: 306 машин последнего серийного варианта времен войны с шестицилиндровым рядным мотором Ranger L-440-7 мощностью 200 л.с (149 кВт)
  UC-86: обозначение ВВС Армии США для девяти реквизированных машин Model 24R40
  Argus Mk I: обозначение британских ВВС для UC-61, поставленных по ленд-лизу
  Argus Mk II: обозначение британских ВВС для UC-61A, поставленных по ленд-лизу
  Argus Mk III: обозначение британских ВВС для UC-61K, поставленных по ленд-лизу


ТАКТИКО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

  Fairchild 24-G

  Тип: трех-/четырехместный легкий пассажирский самолет
  Силовая установка: звездообразный поршневой мотор Warner Super Scarab Series 50 мощностью 145 л. с. (108 кВт)
  Летные характеристики: максимальная скорость 209 км/ч на уровне моря; крейсерская скорость 190 км/ч на уровне моря; начальная скороподъемность 206 м/мин; практический потолок 5030 м; дальность полета 764 км
  Масса: пустого самолета 669 кг; максимальная взлетная 1089 кг
  Размеры: размах крыла 11,07 м; длина 7,26 м; высота 2,24 м; площадь крыла 16,09 м2

Flight, October 1935

TWO AMERICAN MONOPLANES
By C. N. COLSON

  IT is not often that one is privileged to try out foreign aircraft in the country of their origin, so when, during a recent visit to the United States, I was given this opportunity I seized it with alacrity.
  The two machines with which I shall deal are both single-engined jobs, but there any similarity ceases. I chose them because they are at opposite ends of the scale, and I am therefore relieved of the doubtful pleasure of comparing them.
<...>
  Turning now to my second machine, we come to something of an entirely different class. This was the Fairchild 24 three-seater cabin machine with the 145 h.p. Warner Super-Scarab engine. Here we have something which is virtually the American answer to our own Leopard Moth class of machine. I was naturally somewhat prejudiced against it at the start in view of the large horse-power and the fuel consumption, but after flying it I must admit that, from a private owner's point of view, it was one of the most fascinating aeroplanes I have ever been in. It seemed quite impossible inadvertently to do anything wrong. By that I mean that no matter in how slovenly a manner I made turns, or how I stalled the machine, or used the controls in a foolish, coarse manner, nothing serious happened or even looked like happening. The machine would, to all intents and purposes, fly itself "hands and feet off," and for all normal flying it did not matter whether you flew either with the stick or with the rudder alone, provided you had trimmed-up fairly carefully.
  Being a high-wing monoplane design, the Fairchild naturally led me to expect a fairly high degree of pendulum stability, but I was not quite so prepared to find the aerodynamic stability in all planes so pronounced. It was a real pleasure to have a machine in which one could "let go" and turn round to talk to one's passenger or reach for a sandwich without feeling that at any second it would be necessary to grip the controls and pull out of a steep diving turn, or something equally alarming. It would be difficult to imagine a machine more suitable for the American pilot who wants to fly with comfort in any weather and to visit any class of aerodrome.
  From an inside point of view this little Fairchild is admirable. The two front seats are arranged side by side with full dual control, and upon the instrument pane; are all the essential instruments, although the layout in this respect is not so lavish as that of many other American machines. The outlook, however, is good, with deep windows along each side, and the seating is comfortable. The third passenger is placed behind the other two, leaving a space at the side for luggage. Actually, something over 200 lb. of luggage can be carried, as well as three passengers and enough fuel and oil for 490 miles.

Flight, September 1937

THE FAIRCHILD IS HERE
Flying the Ranger-engined Version of the "24": An Excellent Compromise from America

  THE majority of us hold certain quite definite (but dissimilar) ideas about the perfect machine for everyday flying by the amateur pilot who wishes to make reasonably extensive use of the air.
  As an example, my own "ideal" specification stresses features such as a good take-off and a steep, fully adjustable approach (for safe operation in and out of small aerodromes), coupled with a really useful range and the sort of cabin accommodation which provides both actual and visual comfort. Speed above a certain reasonable minimum for dealing with headwinds appears to me to be an overrated virtue unless a machine is to be used for very long distance or competition work. Few people, in any case, appear to know what to do with the odd quarter of an hour which may be saved on a normal journey by a fast aeroplane, and travelling is usually more fun than arriving - provided that we do not not suffer from control cramp.
  Needless to say, the average aeroplane designed for the use of the private owner is an unholy compromise - stress being laid on certain features according to the particular opinions held by the manufacturer. In America power has been laid on without stint (fuel being cheap), not so much to provide great speed as to enable a sort of car body to travel through the air with reasonable swiftness. Over here we have had to do our best with engines of comparatively small power, and cabin space has necessarily been somewhat restricted to some extent.
  Last week, by courtesy of Malcolm and Farquharson, of Heston, I had a chance of flying one of the new Fairchild “24s" with a six-in-line Ranger engine, and it appeared to me that here was an almost perfect Anglo-American compromise. The machine has all the rigid stability (particularly in the fore-and-aft plane), and the interior comfort which one has learnt to expect in American types, yet it should not cost too much to operate. The 150 h.p. Ranger engine, in fact, uses a little less than nine gallons of fuel in an hour's flying at cruising power, and the machine carries three people in considerable comfort with a reasonable amount of baggage. This engine is specially designed for reliability and long service. With the lighter and more efficient Warner Super-Scarab, the "24" carries four people and their luggage.
  There is nothing particularly startling about the performance of the Fairchild. I found that at 2,100 r.p.m. the machine cruised comfortably at 120 m.p.h. It is simply a good, sturdy, viceless and comfortable means of private transport, which is what most people require.
  Properly trimmed, it will take itself off, though the run is shortened if the tail is forced off the ground during the process of acceleration. In the air it will fly by itself and will turn accurately on either rudder or ailerons if the movements are made with reasonable caution. It is quiet, one can fly with each of the two car-type windows right down without experiencing any draught (I flew with the "driving" window down the whole time, having forgotten that it was open), and there is no great multiplication of controls.
  The approach and landing are the easiest imaginable. With the engine throttled back and the glide properly trimmed by means of the roof handle, one can float silently around at 60 m.p.h. until the machine is in a good position for the final approach. The mechanically operated flaps can then be moved to the half-down position with one eye on the boundary, and, finally, if one is still a little high, these flaps can be fully depressed, making the gliding angle as steep as one could wish. There is no change of trim as the flaps are moved to their two positions, though they emit a syren-like sound when fully down. This sound, incidentally, fades out at about 5 m.p.h. above the stall, so it has its uses. The landing can be made anyhow, and the undercarriage should be wide enough to take any accidental swing after touching down. With the flaps either up or down, the "24" sideslips with pleasant visibility, so one has a third means of adjusting the approach without the rumbling which is so necessary on many modern types.

Vicelessness

  At a safe height I played with straight stalls, both flapped and unflapped, and made one exceedingly slow sideslip by way of learning the worst. In each case the machine simply sinks and drops its nose a trifle to the accompaniment of minor shudderings as the A.S.I. indications go below 50 m.p.h. No doubt the "24" will spin with sufficient provocation, but it is difficult to imagine that ordinary carelessness will produce anything worse than an expensive sink into the deck.
  Criticisms are limited to the toe-operated brakes, which do not give one full accuracy of control on the ground and gave me an ankle-ache, and to the view, which, excellent in every normal direction, is non-existent to the rear and poor during steep gliding turns. Apparently the roof window has been discarded as unnecessary.
  If our expansion programme goes on as it is going now there will be no full-size light aeroplanes to be bought over here, and machines like the Fairchild "24" will just fill the gap. A pity; but it is nice to think that something will be available during the lean years. No price has yet been fixed, but it is probable that the Ranger-engined machine will be sold at about ?1,400 and the Warner-engined model at about ?1,350.

THE FAIRCHILD "24."
150 H.P. 6-cyl. RANGER ENGINE,

  Weight empty 1,551 lb.
  Gross weight 2,400 lb.
  Max. speed 127 m.p.h.
  Cruising speed 121 m.p.h.
  Rate of climb 650 ft./min,
  Take-off run 470 ft.
  Landing speed 47 m.p.h.
  Cruising range 500 miles
  Distributors: Malcolm & Farquharson, Ltd., Heston Airport, Hounslow, Mddx.