| P.56 Provost | |
|---|---|
 A Percival Provost T.1 preserved as part ofThe Shuttleworth Collection. | |
| General information | |
| Type | Militarytrainer aircraft |
| Manufacturer | Percival |
| Designer | |
| Primary users | Royal Air Force |
| Number built | 461 |
| History | |
| Manufactured | 1950–1956 |
| Introduction date | 1953 |
| First flight | 24 February 1950 |
| Retired | 1969 |
| Developed into | BAC Jet Provost |
ThePercival P.56 Provost is a basictrainer aircraft that was designed and manufactured by British aviation companyPercival.
During the 1950s, the Provost was developed for theRoyal Air Force (RAF) as a replacement for thePercival Prentice. Designed byHenry Millicer, it was a single-engined low-wingmonoplane, 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 meetAir Ministryspecification 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 theBAC 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 During the 1960s, the type was withdrawn from RAF service in favour of its jet-powered successor.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.
The origins of the Provost can be found in the issuing ofAir Ministryspecification T.16/48, which called for a single-engined basic trainer aircraft to meetOperational Requirement 257, seeking a replacement for theRoyal Air Force's (RAF) existing fleet ofPercival 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 thePolish-bornaeronautical engineer,Henry Millicer (Millicer later moved toAustralia, where he designed the award-winningVicta Airtourer light aircraft).[1]
After reviewing the numerous submissions, the Air Ministry selected a pair of designs, thePercival P.56 and theHandley 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 theArmstrong Siddeley Cheetah engine. Additionally, the company decided to construct a third prototype, powered by the more powerfulAlvis Leonides Mk 25radial engine.[1][3]
On 24 February 1950, the Armstrong Siddeley Cheetah-powered prototypeserial numberWE522 performed itsmaiden 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 atRAF Boscombe Down; it also underwenttropical 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 theProvost 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 ajet-powered derivative, theJet Provost, which ultimately succeeded the piston-engined Provost as the principal training platform of the RAF.
The Provost was an all-metal, single-engined, two-seat monoplane, featuring fixedconventional 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 intentionallyinterchangeable where possible and there was a generous provision of access hatches in the fuselage.[7]
Production aircraft were powered by a singleAlvis 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 ofaerobatic aircraft, which strongly appealed to some instructor-pilots, although it was deemed to be somewhat excessive for general flying purposes.[3] According to aviation periodicalFlight International, thestall characteristics of the Provost were relatively gentle, it was also quite easy to recover from aspin.[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 readilytrimmed for hands-off flight.[9] Recovery from a spin was achieved by a combination of pushing forwards on the stick and applying fullrudder, while a spin could be deliberately induced by pulling hard back on the stick and applying opposite force using the rudder. 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 goodside-slip capabilities.[12]
The three-piece canopy was designed for goodcrashworthiness 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-modernvery high frequency (VHF)radio aids, which enabled pilots to conduct landings through cloud cover using aGround Controlled Approach; this better enabled the training of pilots to fly in cloudy conditions and to navigate at night.[7] 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.[14]
During 1953, the Provost entered service with the RAF, the first batch of aircraft were delivered to the Central Flying School (CFS) atRAF 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 theDe Havilland Vampire after completing training on the Provost. On 1 July 1953,6 Flying Training School atRAF 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 atRAF Syerston was the next to convert and it was followed by2 FTS atRAF Cluntoe, Northern Ireland,3 FTS atRAF Feltwell and then theRoyal Air Force College atRAF Cranwell.[15]
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 severalUniversity Air Squadrons, the first of these being theQueen'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) atRAF 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.[citation needed]
The first export order was placed in May 1953 bySouthern 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.[citation needed]
In January 1954, theIrish Air Corps ordered four T.51 aircraft and in 1960, a further order for six armed T.53 variants.[citation needed]
In 1954, theBurmese Air Force also ordered 12 armed T.53 variants and eventually operated a total of 40 aircraft.[citation needed]
In May 1957, the newly formedSudan 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.[citation needed]
Former RAF aircraft were delivered toRoyal Air Force of Oman as armed T.52 variants. In 1955, theRoyal Iraqi Air Force ordered 15 armed Provost T.53s, with the first delivered in May 1955. The final export customer was theRoyal Malaysian Air Force, who obtained 24 T.51 trainers between 1961 and 1968.[citation needed]
In 1968,Rhodesia obtained further aircraft using a convoluted route to circumvent anarms embargo.[citation needed]
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Data fromWorld Encyclopedia of Military Aircraft,[52]and Military Aircraft of the World[53]
General characteristics
Performance
Armament
Related development
Aircraft of comparable role, configuration, and era
Related lists
