FLIGHT, 30 May 1958
Initiation of Important STOL Programme
The first flight of the Integral (above
and below) was made by Bernard
Witt, with M. Evrard as flight
observer. The machine was airborne
for 15 min at heights up to 2,300ft,
and the flight was described as
"extremely successful." M. Witt is
seen (left) in the Breguet Taon, in
which he established a 1,000-km
closed-circuit record of 649.7 m.p.h.
MILESTONE in the history of one of the world's great
aircraft constructors was the first flight, at 6.30 p.m. on
May 21, of the Breguet 940 Integral STOL research
aircraft. The Integral uses the principle of the "blown wing" and
is powered with four 400 h.p. Turbomeca Turmo II turboprops.
Although purely experimental, it has a loading ramp.
The four three-bladed propellers are driven by a common
transverse shaft in the wing leading-edge, pitch being electrically
controlled and synchronized by shafting from an actuator and
synchronizer located in the centre-section. Generator and
hydraulic pump are mounted near the wing-tips and also driven
by the transverse shaft. Each of the engines, running at 34,500
r.p.m., drives a free turbine at 24,000 r.p.m., this being reduced to
3,545 r.p.m. and fed directly into the cross-shaft. Each propeller
is driven by an extension shaft through a further reduction,
maximum r.p.m. being 1,027. Nos. 1 and 3 propellers turn left-
handed and Nos. 2 and 4 right-handed. All four propellers are
permanently connected to the cross-shaft and run together, while
the engines are connected to the system only by their free turbines.
Failure of one engine therefore only reduces the power available,
and feathering is unnecessary. Breguet report that transmission
friction is so low that finger pressure on one propeller blade
easily turns the whole transmission and propeller system. The
12.4ft-diameter propellers are by Breguet, and the transmission by
The makers state that if the Integral comes up to expectations
they will proceed with the 18-ton Type 941, having four General
Electric T58 turboprops. They add, "The prospect of such an
aircraft in the assault transport version interests NATO as well as
the French and American Governments. Civil operators are
interested in the cargo or passenger (40) version. . . . This plane
will be able to operate from 656ft non-prepared fields. . . . To
exploit this principle to the fullest, boundary-layer control devices
will probably be used, for sucking and blowing on the high-lift
flaps and the tail." Under the Piasecki-Breguet agreement the
aircraft would be assembled in the U.S.A. by Piasecki.

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