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Aviation History
1938
1938 - 0644.PDF
23° FLIGHT. MARCH IO, 1938, PRIVATE FLYING (CONTINUED) "Flight" photograph THIS YEAR'S u 24" Some Flying Impressions of the Latest Fairchild—Now Available as a Full Four-seater with Either Warner or Ranger Engine FLYING costs and conditions are so very differentin America that it is customary to treat their luxurvprivate-owner types almost as one would treat small transport aeroplanes. Whereas the difference in run- ning costs between a 100 h.p. and, say, a 300 h.p. machine is comparatively small in that country, such costs are of considerable importance over here, and very few enthu- siastic people are in a position to afford the advantages which unlimited power can provide in the way of equip- ment and roomy comfort. Among American cabin machines the Fairchild 24 is one ofthe few which are comparable in size and power with the light aeroplanes which have been developed in this country. Never-theless, the interior arrangements of the latest version arc on lines to which we have become accustomed in machines fromthe other side of the Atlantic—and, regrettably enough, to which we are far from being accustomed in this country. Wherethe young and enthusiastic aeronaut is concerned the general appearance of the outside and, particularly, of the inside of amachine is not very important, but it is impossible to over- estimate the value of familiar furnishings and fittings, designedto give an appearance of immense solidity, when one is attempt- ing to interest the newcomer. To a very large extent the Fairchild 24"makes the best ofboth worlds. .Although flying only on 165 h.p.—in the case of the Ranger version—the compromise in favour of comforthas not been made at too great an expense in cruising speed. It is idle, of course, to pretend that any particular Americanaeroplane is more perfect than a typical English one—in fact, tjie average "ship" has flying characteristics which are dis-tinctly peculiar to English hands and feet—but some of these visitors certainly tend to give one ideas above one's station.The wide car-type seats, the solid-looking control arrange- ments, the superior finish and the very complete standardequipment should always (but rarely does) provide salutory ideas for our own manufacturers. In the case of the Fairchildthe standard equipment includes an electric starter, navigation lights, fire extinguisher and, interestingly enough, a built-infirst-aid kit, while amongst approved accessories which the machine has been designed to take are such items as two-wayradio, landing lights and all the mass of special instruments which, for ordinary flying, are amusing rather than essential. Although the word "visitor" applies to the Fairchild, Mr.Antoine Gazda, who has been empowered by the company to arrange for its distribution in this country, is looking out for apossible manufacturer over here. In its imported form the cost of the De luxe model is not likely to be very much less than £r,9oo or £2,000, but the suggestion is that if some firm could be encouraged to make the machine over here the price would be in the region of £1,400—which is reasonable enough when its performance, capacity and equipment are taken into consideration. As a flying machine the new "24" is not very different from that dealt with in Flight of September 2, 1937, but the controls are rather lighter and smoother, the cabin is roomier, the finish is better and, most important of all, the payload has been increased so that the machine may be treated as a full four-seater with either the 165 h.p. in-line Ranger Six- or the radial Warner Super-Scarab. The one which I flew is fitted with the Ranger, which, though not permitting quite so large a payload as that in the case of a machine fitted with the Warner, is likely to find greater favour, particularly as this engine has been designed for really hard wear rather than for maximum efficiency in terms of power-weight ratio. It is in- teresting to surmise what the machine's performance and characteristics would be like if it could be fitted, for instance, with a Gipsy Six. Without Attention In common with the best American private-owner types, the Fairchild's most outstanding feature from the pilot's point of view is its rigid stability in all axes, and it is probably fair to say that it requires less attention in the air than any British light aeroplane. It will fly and turn accurately on either the ailerons or the rudder, though the effect is more accurate in the latter case when the machine is trimmed to a climbing attitude. The stall with the flaps either up or down is harm- less enough. For the best results a rather special take-off technique is applied. During the initial part of the run the stick is le« in the neutral position with tail just clear of the ground, and this is lifted only a few seconds before the moment when the machine is airborne. Once one is off the ground the machine can be held firmly in the air, and it is neither neces- sary nor advisable to attempt to level off in order to gait speed. Again, for better results, the take-off is made win the flaps in the half-down position. , Remembering its innocuous stall, the approach can be rna > if necessary, very slowly indeed, and the flaps, even when iu y down, are not so potent that the hold-off period, eveuTL gliding speed of 55 m.p.h., is dangerously shortened- l flaps, however, are very effective at somewhat higher SP_^ ^ and in case of emergency, or if there was any doubt a
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