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Additional Information from Internet Encyclopedia
The Percival P.56 Provost is a
basic trainer aircraft that was designed and manufactured by British aviation
company Percival.
During the 1950s, the Provost
was developed for the Royal Air Force (RAF) as a replacement for the Percival
Prentice. Designed by Henry Millicer, it was a single-engined low-wing
monoplane, furnished with a fixed, tailwheel undercarriage and, like the preceding
Prentice, had a side-by-side seating arrangement. First flying on 24 February
1950, the prototypes participated in an official evaluation, after which the
type was selected to meet Air Ministry specification T.16/48.
The Provost entered service with
the RAF during 1953 and quickly proved to be more capable than the preceding
Prentice. It was a relatively successful aircraft, being exported for multiple
overseas operators. Various models were developed, both armed and unarmed, to
meet with customer demands. The Provost later adapted to make use of a turbojet
engine, producing the BAC Jet Provost. During the 1960s, the type was withdrawn
from RAF service in favour of its jet-powered successor. It continued to be
used for decades after with various export customers.
Development
The origins of the Provost can
be found in the issuing of Air Ministry specification T.16/48, which called for
a single-engined basic trainer aircraft to meet Operational Requirement 257,
seeking a replacement for the Royal Air Force's (RAF) existing fleet of
Percival Prentice trainers.[1] A major priority of the specification was to
introduce more direct supervision and observation of student pilots by
instructors in order to reduce the rate of late-stage dropouts.[2] On 11 September
1948, this specification was issued, attracting the attention of various
aviation companies; the Air Ministry ultimately received in excess of 30
proposals. Percival was amongst those companies that decided to produce a
response, their design has been attributed to the Polish-born aeronautical
engineer, Henry Millicer (Millicer later moved to Australia, where he designed
the award-winning Victa Airtourer light aircraft).
After reviewing the numerous
submissions, the Air Ministry selected a pair of designs, the Percival P.56 and
the Handley Page H.P.R. 2, and issued contracts for the construction of
prototypes to both companies. On 13 January 1950, Percival was received its
contract for a pair of prototypes, both of which being powered by the Armstrong
Siddeley Cheetah engine. Additionally, the company decided to construct a third
prototype, powered by the more powerful Alvis Leonides Mk 25 radial engine.
On 24 February 1950, the
Armstrong Siddeley Cheetah-powered prototype serial number WE522 performed its
maiden flight.[4] Months later, an extensive evaluation was performed of the
Provost prototypes, which was flown head-to-head with the rival H.P.R. 2 at RAF
Boscombe Down; it also underwent tropical trials overseas.[3] Reportedly,
feedback from trials was largely favourable, especially of its handling
characteristics, with only minor refinements being recommended.[5] Ultimately,
the Leonides-powered P.56 was selected for production as the Provost T.1; on 29
May 1951, an initial order for 200 aircraft was placed.[1] During 1961,
production of the type was terminated, by which point a total of 461 aircraft
had reportedly been completed. The Percival Provost eventually formed the basis
for a jet-powered derivative, the Jet Provost, which ultimately succeeded the
piston-engined Provost as the principal training platform of the RAF.
Design
The Provost was an all-metal,
single-engined, two-seat monoplane, featuring fixed conventional landing gear
with a fully-castering tailwheel. It was developed to provide training that was
better-suited to the increasingly-complicated operational aircraft that were
then being brought into service. The main two seats in the cockpit were
positioned in a side-by-side configuration, enabling the instructor to sit
directly alongside the student, easing training by allowing for mutual close
observation and for flight procedures to be more readily demonstrated; a third
seat had been originally specified for use by an observer, but this position
was later omitted following little use.[6] The cockpit was considered to be
relatively bulky amongst its contemporary rivals, a feature that did not
heavily impinge upon the aircraft's overall performance.[3] The type was
designed to be easy to maintain; various components were intentionally
interchangeable where possible and there was a generous provision of access
hatches in the fuselage.
Production aircraft were powered
by a single Alvis Leonides 25 engine, capable of providing up to 550 hp (410
kW); the performance of this engine meant that Provost was roughly twice as
powerful as the preceding Percival Prentice.[8] The engine operated smoothly
across various speeds and produced relatively low noise levels from within the
cockpit.[9] The Provost had a roll rate and handling similar to the best
fighters upon entering service, it was also known for its rapid rate of climb
and generous power provision from its engine.[10] Its performance level has
been contrasted to that of aerobatic aircraft, which strongly appealed to some
instructor-pilots, although it was deemed to be somewhat excessive for general
flying purposes.[3] According to aviation periodical Flight International, the
stall characteristics of the Provost were relatively gentle, it was also quite
easy to recover from a spin.[9]
The self-centering stick is
relatively sensitive during flight, flying pilots had to be aware of this
during landing to ensure that the tail is not raised too high for the propeller
arc; however, it could be readily trimmed for hands-off flight. Recovery from a
spin was achieved by a combination of pushing forwards on the stick and
applying full rudder, while a spin could be deliberately induced by pulling
hard back on the stick and applying opposite force using the rudders. The
ailerons are used to perform various manoeuvres; a full roll can be performed
in four seconds via full aileron deflection.[11] Both the ailerons and
elevators are relatively light compared with contemporary peers; the controls
are reportedly well-harmonised in general. Landing the Provost is also
relatively easy, being aided by a high level of external visibility for the
pilot, a low tendency to float prior to round-out, and fairly low viable
approach speeds; it also possesses good side-slip capabilities.
The three-piece canopy was
designed for good crashworthiness and to facilitate instrument flying training
in daylight, via extendible amber screens and blue-tinted goggles to prevent
the pupil seeing outside the cockpit, while the instructor (wearing no goggles)
could see through the amber panels. The Provost was also equipped with
then-modern very high frequency (VHF) radio aids, which enabled pilots to
conduct landings through cloud cover using a Ground Controlled Approach; this
better enabled the training of pilots to fly in cloudy conditions and to
navigate at night. The majority of controls are logically grouped together, the
majority of which being set on the central console positioned between the two
seats.[13] According to author David Ogilvy, the complexity of the cockpit was
a deliberate design choice; contrary to earlier trainer aircraft, which were
typically simplified so students would find them easy to fly, the Provost
intentionally exposed beginners to an advanced environment more representative
of the varied tasks of aircraft operations.
Operational history
Royal Air Force
During 1953, the Provost entered
service with the RAF, the first batch of aircraft were delivered to the Central
Flying School (CFS) at RAF South Cerney. The CFS carried out intensive flight
trials in May and June 1953 prior to instructor training commencing. The
Provost was more capable than the Prentice it replaced, which allowed students
to move straight on to the De Havilland Vampire after completing training on
the Provost. On 1 July 1953, 6 Flying Training School at RAF Ternhill started
to re-equip with the Provost. The first pupil training course to use the
Provost started in October 1953. No. 22 Flying Training School at RAF Syerston
was the next to convert and it was followed by 2 FTS at RAF Cluntoe, Northern
Ireland, 3 FTS at RAF Feltwell and then the Royal Air Force College at RAF
Cranwell.
By September 1954, the Provost
had replaced the older Prentice in RAF service entirely.[16] Starting during
1956, the type began to be issued to several University Air Squadrons, the
first of these being the Queen's University Air Squadron, Belfast in January
1956. The last RAF production aircraft was delivered in April 1956. The
aircraft served with the RAF until the early 1960s, when it was replaced by the
newer Jet Provost. A few Provosts continued in service throughout the 1960s
with the Central Navigation & Control School (later Central Air Traffic Control
School) at RAF Shawbury, the last example being retired during 1969. Several
retired airframes were renumbered with maintenance serials and used for
training of airframe and engine tradesmen. At least five Percival Provost have
survived as civilian aircraft.
Export customers
The first export order was
placed in May 1953 by Southern Rhodesia, for four T.1 aircraft which were
designated the T.51. Later, the Royal Rhodesian Air Force followed with an
order for twelve armed trainers, designated the T.52, which were delivered in 1955.
In January 1954, the Irish Air
Corps ordered four T.51 aircraft and in 1960, a further order for six armed
T.53 variants.
In 1954, the Burmese Air Force
also ordered 12 armed T.53 variants and eventually operated a total of 40
aircraft.
In May 1957, the newly formed
Sudan Air Force ordered four T.53 armed variant; two were lost in accidents
shortly after delivery, a further three were bought in 1959, followed by five
former RAF aircraft.
Former RAF aircraft were
delivered to Royal Air Force of Oman as armed T.52 variants. In 1955, the Royal
Iraqi Air Force ordered 15 armed Provost T.53s, with the first delivered in May
1955. The final export customer was the Royal Malaysian Air Force, who obtained
24 T.51 trainers between 1961 and 1968.
In 1968, Rhodesia obtained
further aircraft using a convoluted route to circumvent an arms embargo.
Variants
Percival P.56 Mark 1
Two prototypes with
Armstrong-Siddeley Cheetah engines for evaluation; both later fitted with
Leonides engines; (WE522 & WE530).
Percival P.56 Mark 2
One Alvis Leonides-engined
prototype for evaluation (G-23-1 / WG503).
Provost T.Mk 1
Two-seat, Leonides-powered basic
trainer for the Royal Air Force.
Provost T.51
Unarmed export version for the
Irish Air Corps.
Provost Mk 52
Armed export version for the
Rhodesian Air Force and Sultanate of Oman.
Provost Mk 53
Armed export version for Burma,
Iraq, Ireland and Sudan.
Operators
Burma
Burma Air Force
Iraq
Iraqi Air Force
Ireland
Irish Air Corps
Malaysia
Royal Malaysian Air Force
Oman
Royal Air Force of Oman
Rhodesia
Rhodesian Air Force
Sudan
Sudanese Air Force
United Kingdom
Empire Test Pilot's School
Royal Air Force
Cambridge University Air
Squadron#
Central ATC School (CATCS)
Central Flying School
Central Navigation and Control
School
No. 11 Air Experience Flight RAF
No. 2 Flying Training School RAF
No. 3 Flying Training School RAF
No. 6 Flying Training School RAF
No. 22 Flying Training School
RAF
London University Air Squadron
Manchester University Air
Squadron
Queen's University Air Squadron
Royal Air Force College
Zimbabwe
Zimbabwe
Air Force