Taylor Chummy и Cub
"Taylor Brothers Aircraft Corporation" развернула свой бизнес в США в конце 1920-х годов. Первым ее изделием стал самолет Taylor Chummy - легкий двухместный подкосный высокоплан с закрытой кабиной для двух человек, размещавшихся бок о бок.
Chummy, оснащенный звездообразными моторами Kinner K5 или Brownback Tiger мощностью 50 л. с., быстро стал популярен, но экономическая ситуация в 1928 году, когда началось серийное производство, резко ухудшилась, из-за чего массовым он не стал. Фирма переехала в Бредфорд, Пенсильвания, и сменила название на "Taylor Aircraft Company". Но нехватка финансов заставила прекратить выпуск самолета Chummy.
Президент, главный конструктор и главный инженер С. Гилберт Тейлор, разработал улучшенный двухместный Cub E-2 с 37-сильным мотором Continental A40. Благодаря агрессивной рекламной кампании удалось построить более 300 таких самолетов. Фирма в итоге сумела пережить кризис.
Далее появились Cub F-2 с 40-сильным мотором Aeromarine AR3-40 (построено около 30), Cub H-2 с 35-сильным мотором Szekely SR-3-35 (построено четыре) и, в конечном итоге, очень удачный улучшенный Cub J-2 с возможностью установки мотора Continental A40 мощностью 37 или 40 л. с.
До уничтожения производственной линии пожаром в 1937 году было построено более 1200 Cub. После пожара Тейлор оставил фирму. Еще 63 самолета собрала "Aircraft Associates Inc." из Лонг-Бич, Калифорния, после покупки прав на самолет у Тейлора. Далее выпуском этого самолета, получившего наименование Piper Cub, занялся Уильям Т. Пайпер.
Flight, July 1937
A LITTLE CUBBING
Some Impressions of the Taylor Cub: America's Idea of the "Flivverplane"
NOW that they have become accustomed (again) to the idea of low-power flying, pilots are beginning to expect something more from a machine than a mere capacity to rise in the air and return to the ground. They are, in fact, and rightly, demanding a full-size take-off a short landing, reasonable travelling comfort and space for luggage.
As one might expect from a country producing its own special brand of private-owner types, one of America's most successful contributions to the idea of flying-by-the-man-in-the-street, the Taylor Cub, is, in many respects, simply a scaled-down version of the "formula" which has, during the past few years, been most popular in the bigger sizes - the high-wing cabin monoplane, of mixed wood and welded steel tube construction, with straightforward flying characteristics. The scaling-down, however, has not merely been in the matter of size, but in all-round performance and handling qualities. Instead of 130 m.p.h. we have 85-90 m.p.h. as a top speed, but instead of 55 m.p.h. as a landing speed we have 30 m.p.h. or lower; the wing-loading has come down to suit the purposes of the machine, and the controls are lighter in proportion. At the same time these are pleasantly powerful and remain operative right down to the stall.
Generally speaking, the machine flies more like a lightly loaded Mark I Moth than anything else, though the take-off is a good deal better (to the point, in fact, of being quite phenomenal when flown one-up), and the stall less pronounced. It is safely possible to bring the Cub in on a half-stalled sideslip, with the controls in two opposite corners; the pilot still has plenty of control left to take off bank and carry out the landing. One does not recommend this method of approach as a normal procedure, but it would be useful if it was necessary to put the machine down in a very small space. To quote another instance of controllability, we brought the Cub into Hanworth slightly off-wind, discovered the fact with only about 5 m.p.h. of air speed to spare, and fiat-turned into wind without difficulty or delay by use of the rudder alone. The majority of machines would have skidded for the first second or so and the drift would have been more pronounced than ever at the moment of contact.
Stalling tests at a safe height showed that the Cub merely sank on a level keel with the stick right back, while the nose rose and fell gently against the horizon. The application of rudder caused a wing to drop momentarily, but there was no tendency for the machine to flick into a spin. Apparently the Cub can only be made to spin on wide throttle openings - a deficiency which, from the instructional point of view, can be treated as a good or bad thing according to one's attitude to such things.
The occupants sit tandem-wise, the machine being normally flown from the rear seat. There is, however, plenty of trimming range and one can fly solo from the front seat if preferred, the only risk in this case concerning a possible landing on rough or muddy ground, when the forward position of the e.g. might cause a nose-over. The all-round view from either seat is excellent by cabin standards, and the two-piece door on the starboard side can be fully Opened or completely removed for summer flying (if any). Curiously enough there is little or no draught when these panels are open, yet quite a lot is experienced when the port-side window is opened by itself.
Unfortunately the A.S.I, on this particular machine was virtually useless, merely showing nothing much at maximum speed and rather less at the stall. However, the standard spring-loaded strut indicator appeared to be telling a fairly true story; at cruising revolutions (2,200 to 2,300 r.p.m. with the Continental flat-four) this indicator showed 70 m.p.h., and at maximum revolutions (2,500 r.p.m.) it showed 85 m.p.h. On a carefully timed flight from Hanworth to Hatfield and back, with a 20 m.p.h. beam wind, the Cub's cruising average - including a climb to 1,500 ft. at each end but not the takeoffs and landings - worked out at 62 m.p.h., a figure which, in the circumstances, tallies fairly well with that indicated. The effect of the wind alone, apart from the climbing periods, would account for 3 or 4 m.p.h.
In standard form the Cub is sold with the barest essential flying and engine instruments. Different buyers will require the machine for different purposes and additional instruments can be ordered as required. The wings do not fold. The official figures are given in the accompanying table.
Although the price of the imported Cub is necessarily high by ultra-light standards, there should be a niche in the market for a machine which is quite practical and which can be used for training or leisure touring at very small running costs. Not only can the machine be put into ridiculously small spaces, but it can also be flown out of them with safety; as a flying device pure and simple it is as nearly foolproof as any fixed-wing machine can be; and the Continental engine uses an average of 2.7 gallons of fuel an hour in general work.
THE TAYLOR CUB (J.2)
40 h.p. Continental Flat-four Engine
Span 35 ft. 5 in.
Length 22 ft. 5 in.
Weight, empty 563 lb.
All-up weight 970 lb.
Maximum speed 90 m.p.h.
Cruising speed 75 m.p.h.
Take-off run 125 ft.
Landing run 100 ft.
Range 200 miles
Concessionnaire: A.J. Walter, 37, Lancaster Close, St. Petersburg Place, London, W.
A period shot of Piper J-2 Cub G-AFFH, currently under restoration by Wiltshire-based enthusiast Martin Honeychurch. He has acquired a Continental A-40 side-valve engine to power the aircraft, which was recovered from Spain last spring.
Mr. Beard, the pilot of the interesting little American machine, the Taylor Cub, which was virtually a non-starter owing to carburation difficulties. The opening action at the side is noteworthy.
The County Flying Club's first Taylor Cub seen at Rearsby during the winter of 1938/39.
Удачный Taylor J-2 Cub больше известен как предшественник классических высокопланов Piper Cub. На фотографии: самолет постройки 1938 года с британской регистрацией.
The County Flying Club's Taylor Cub probably during the winter of 1937/38. This G-AEXZ being wheeled out at Rearsby, aircraft is still based in Leicestershire.
Garth Elliot’s rare Taylor E-2 Cub, seen recently at Burbank International, was built in August 1933 and flew in July 1980 for the first time in 41 years. Registered C-GCGE the E-2 is powered by a 40 h.p. Continental and cruises at 56 m.p.h.
Opening day, June 1, 1939; as well as the various airliners on show, three privately-owned aircraft were on hand to celebrate the airport’s inauguration. They were Taylor J-2 Cub LN-EAN (the tail of which is visible here), Taylorcraft A LN-FAG and Fairchild 24 LN-EAF. In the background is DNL’s Caproni Ca 310 LN-DAK Brevduen.
TRINIDAD'S AERODROME. - In the absence of any other place to land aeroplanes on the island, Mr. F.D.St.Hilaire has prepared this field, 100 yds. by 1,000 yds., and flies his Taylor "Cub" from it.
Первым действительно массовым самолетом в семействе стал J-2 Cub, построенный в 1935-1938 годах в количестве 1216 машин. Первоначальную цену в 1470 долларов в дальнейшем снизили до 1270 долларов.
Первым серийным вариантом семейства Cub был Taylor E-2, оснащенный двигателем Continental A-40. Обратите внимание на открытую с бортов кабину и угловатую форму вертикального оперения.
E-2 Cub серийно выпускался в 1931-1936 годах с моторами Continental MO-2 или Continental A40-3.
LANDLUBBING "MAYO": One Mike Murphy lifts his Taylor Cub from the roof of an obliging automobile at Miami.
The start: P. B. Elwell's Taylor Cub is seen getting away, and Alington's Dart Kitten is next in the line.
An idea of the range of vision provided for the pilot of the Cub may be gathered from this view, which, however, does not show how the starboard side can be opened right up for summer flying.
Mr. Elwell brings his victorious Cub in over the attractive clubhouse at Ramsgate.
Three Taylor Cubs, representing the County Club’s fleet, fly in professional formation over the new clubhouse at Rearsby.
An interesting attempt at a simple VP propeller was the American Everel, dubbed the "amputated airscrew". The blade was pivoted on an oblique bearing and reacted to centrifugal and aerodynamic forces to change pitch through a limited range. It could be used only on small, low-powered aircraft, like the Cub.
Like most unorthodox pieces of machinery, the Everel airscrew looks a little uncouth until one becomes used to its appearance.
Like most unorthodox pieces of machinery, the Everel airscrew looks a little uncouth until one becomes used to its appearance. In the picture is seen the take-off demonstration, with the Everel-fitted Cub nearest the camera; both had left the same mark simultaneously.
The American private-owner type: The Taylor Cub as a floatplane.
8,000 MILES ON 40 H.P. Mr. J. Clancy (shaking hands) and Mr. R. H. Julius welcomed back by Mr. Bridgeland, secretary of the Royal Australian Aero Club, from a remarkable 8,000-mile flight round Australia in a Taylor Cub (40 h.p. Continental) by far the lowest-powered of the few machines which have ever made the circuit. Starting from Sydney and flying in an anti-clockwise direction, they made excellent progress, their only difficulties arising from primitive aerodromes and from navigational problems of the kind encountered when flying over hundreds of miles of territory virtually barren of any landmark. Between Perth and Adelaide they followed the longest stretch of dead straight railroad in the world - 400 miles. The other snapshot above shows a typical stretch of the uninviting country over which the little machine flew. Mr. Julius is a partner in the firm of Julius Gardiner and Co., of Sydney, who are handling the Cub in Australia, following an introduction by Mr. “Bill” Shackleton when he was visiting America some time ago.
A detailed view of Mr. Elwell.