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Aviation History
1935
1935 - 1106.PDF
524 FLIGHT. MAY 16, 1935. absolutely level, but there appeared to be no doubt that the cruising speed, with the Pobjoy engine turning at 2,000 r.p.m., is in the region of 95 m.p.h., and the maxi mum speed about no m.p.h. From 80 m.p.h. upwards the acceleration is comparatively low though quite definite, and the machine is extremely comfortable while cruising. With such a low wing-loading, bumps are transformed into mild wallowings, and the machine has at all speeds a '' lighter-than-air '' feeling very different from that experi enced in a heavily loaded affair which drops like a brick when the support is temporarily removed—an impression which is hardly compatible with theory, but which, never theless, can only thus be described. With such a wide range of gliding speeds and angles the need for the sideslip in approach tactics is not great, though such a manoeuvre might be useful when approach ing a very small field in a wind of doubtful strength. Actually, a true sideslip is only possible with the '' Swallow " at a comparatively high forward speed which automatically removes any advantages gained by the slip itself. The nose can be held up by the rudder at 70 m.p.h. or over, but a form of "crab" sideslip, made with full rudder and little opposite aileron, can be used at much lower speeds, and this is more in keeping with the machine's characteristics. Several features of the standard equipment are worth mentioning. An eye-level compass is built into the dash board, and this method of mounting, it must be admitted, is an improvement on that in which the instrument is fitted, by way of an afterthought, somewhere near the rudder bar; a map case is fitted in the pilot's cockpit; a really useful locker is fitted, and another small one for gloves, goggles, and oddments is arranged in the passenger's cockpit; the main wing tank has a rotating type of gauge which tells the pilot rather more than the fact that he has or has not got some fuel left. Incidentally, the duration is very close to five hours, which means that the machine has a fully useful range of between 350 and 400 miles and an actual range of 420 miles. Too many aeroplanes have an inadequate operating radius for modern conditions. The new "Swallow," with its high performance and its still lower landing speed, coupled with several additional refinements, should find a number of new friends. Although the passenger in this view is actually wearing goggles the screens of the new "Swallow" permit comfortable flying without them. Fit. Lt. J. B. Wilson, the makers' chief test pilot, is piloting the machine. THE : Engine: : Duration. | Range : Maximum sprrd : Cruising speed . : L vndiog speed : Tike-off (solo) B.A. ... : Take-off (with passenger*. : Gliding Angle : Ceiling : Overall Span : Folded Span : Height : Wheel Track : Weight empty : Passenger and IUL. : Weight loaded : Price ... gage * SWALLOW " MARK II. British Salmson. Til 75 h.p. 4.8 hr. 420 miles 108 111 ph. ttOm.p.h. 25-30 in.p.h. 40 vds. 53 vds. 1 in 12 ... 16,000 ft. ... 42 ft. 8.lin. ... 13 ft. 9m. 7 ft. 6 ft. Sin. 960 lb. 2191b. ... 1,5001b. £715 Pobjoy " Cataract." • 75/85 h.p. i 4.5 hr. • 420 miles 11U m.p.h. 98 m.p.h. 25-30 m.p.h. 40 yds. . 50 yds. 1 in 12 • 17,000 ft. 42 ft. 8.Un. • 13 ft. 9itt. ; 7 ft. 6 ft. Sin. 1 930 lb. j 24!) ib. 1,5001b. • £7SS tain loadings and elevator settings, one might be able to force the machine into a spin. Although the rudder area has been only slightly in creased, this control is, nevertheless, very much more positive than in the earlier types—a fact which is probably accounted for by the better flow over the tail plane. The rudder is still the lightest of the three controls, but is now more nearly harmonised. The ailerons, of course, increase in heaviness with the speed, and this is probably a good feature, inasmuch as it definitely discourages the most ham-fisted person from throwing the machine about at top speed. The " Swallow " is a flying machine, not an aero- batic device, and handles really nicely in all normal manoeuvres. Once, for instance, a reasonably steep turn has been entered, the machine simply flies itself round with a little rudder and a little backward pressure on the column. The casual investigator might reasonably complain that the stick hand must be used to operate the elevator trimmer, which is on the right, alongside the brake lever. In actual fact the loadings are .so small that this lever can be comfortably left in one position from the moment of opening up on the ground, and during the test, with two up, it was only moved while obtaining some idea of the cruising and maximum speeds. It is difficult, of course, with only a normal altimeter as a guide, to ensure that a particular machine is flying
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