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Aviation History
1936
1936 - 1132.PDF
APRIL 30, 1936. FLIGHT. .471 min" is carried out by means of elevator tabs operated by a small and conveniently placed handle on the left of the pilot. Full dual control for the side-by-side forward seats is part of the standard equipment, which includes naviga tion lights, an electric starter and, for the European market, a Reid and Sigrist turn indicator. Such special instruments as a Kollsman sensitive altimeter are naturally part of the list of " extras," which, when the machine is to be used as a fast charter type, includes such items as Grimes retract able landing lights and bonding and shielding for wireless installation. A very wide series of two-colour finishes are available at the standard price, though an additional sum is charged for white or lemon yellow, which demand addi tional coats with intermediate rubbing-down. Internal Features The cabin seats four people, and there is a small luggage locker at the rear, behind the squab. The single door provides easy access to the rear seats, but to reach those in the front it is necessary to slide back the off-side seat. At first, the newcomer gains the impression that the for ward accommodation is cramped, but after an hour or --.o in the air this impression is, to a large extent, lost. The In this interior view the standard equipment is shown. The : small window on the left can be opened. : tact is that with a spar behind one's head and a rail across the dashboard the more sensitive person suffers from a feeling of claustrophobia, and this is inaccuratelv judged as lack of body space. With no emergency exit these forward occupants might, however, have some diffi culty in removing themselves in case of accident. While in flight the view in essential directions is good,- since the nose is well down while travelling at cruising speed. It is not possible to see to the rear before making a turn near a crowded aerodrome, though one can cover quite a wide area by making use of the cabin windows while entering the turn. However, there are not many machines which are likely to be overtaking, and the phenomenal climb will take the Cessna away from almost anything else during a departure. As in the case of the majority of ma< -hines, the general view improves, so to speak, as the machine is better known. Pilots who are accustomed to the characteristics of ntish machines will make a number of interesting dis coveries when flying the C-34. The take-off is perfectly fiormal, but the climb is so steep that an effort is required 0 point the nose as high as it should be, and the machine usually flies itself when trimmed for level cruising. At ls speed the controls are good, though a trifle heavy, ut when gliding at 80 m.p.h. one's first impression is the stall is near since the ailerons are weak. To be examined in conjunction with the interior sketch, this picture shows how the offside seat is slid back for entry to the pilots' seats. Flight photograph.) In actual fact the machine is perfectly safe and under some control right down to the real stall, which takes place at about 50 m.p.h., and the only point to remember is that the final approach must be made in a straight line and properly into wind. With such a clean machine it is naturally essential to watch the gliding speed, which can rise very quickly indeed, even when the flaps are down. Quite a lot of work is required to depress these to their fullest extent; this has an advantage inasmuch as the careless pilot is given time to think seriously of such things CESSNA C-34 CABIN MONOPLANE 145 h.p. Warner Super-Scarab Weight empty Disposable load Maximum speed Cruising speed Lauding speed (flaps down) Initial climb ... C Busing range Service ceiling Price ... 1.300 lb. §91 kg*.) 020 lb. (iIS kgs.) 162 m.p.h. (259 km.'hr.) 143 m.p.h. (229 km'hr.) 47 m.p.h. (76 kmjhr.) 1,000 ft.'min. (-108 m.) 350 miles (880 kms.) 18,900 ft. (3 760 m.) £ 1,375 as gliding speeds and gliding trim—which change some what as the flaps are lowered. So far as rate of descent is concerned, on one approach with full tanks and with three people aboard we passed the Croydon Hotel with a burst of engine at about eighty feet at 8o m.p.h., and still put down on the edge of the tarmac. The actual landing is done by the machine, and one does not hold off and haul everything back in the accepted manner. One's impression is that the elevators are merely being used to check the sink as the ground is approached. This, of course, is merely an impression, and the actual facts are probably rather different. There is, however, very little in the approach and landing once the machine is understood. In the matter of performance it is only possible to talk cf indicated speeds. With the revolution counter showing 1,700 r.p.m. and the Kollsman sensitive altimeter indicat ing neither climb nor descent, the A.S.I, showed a steady 143-145 m.p.h. Since the machine landed just off the clock (50 m.p.h.) with two persons on board there is no reason to suppose that the instrument was reading high.
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