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Aviation History
1946
1946 - 1726.PDF
2,.f2 fllCHT SEPTEMBER 5TH, I946 PRIVATE FLYING IN FRANCE very interesting tail-less two-seater 2100. Although this machine has been flying for quite a long time,- it is still very much in the experimental stage and is not yet on the market. On July 1 this year, Marcel Doret, accom- panied by M. Deprez, managing director of S.N.C.A.S.E., put up a very good performance in the SE.2300. They accomplished a flight of 2,860 miles—Paris-Marseilles- Tunis-Bovfarik-Toulouse-Paris in 40 hr. 46 min. (or "less than 23 hr. flying time), at an average speed of 127 m.p.h. Their longest non-stop flight was of 1,025 miles—covered with two hours' fuel to spare. Certainly one of the most interesting efforts to produce a cheap yet relatively high-performanced machine has been made by the manufacturers of the Guerchais-Roche T.30, who have installed a Ford V-8 engine in their wooden two- wing tricycles) represent the serious modern light aircraft being built in France. There is also the new S.U.C. 10 "Courlis," which is at present undergoing its trials. This machine is of the flying automobile type, being a tricycle, four-seater, high-wing monoplane, all-metal, with a twin- boomed tail. The motor is a Mathis V.8 of 200 h.p. driving a pusher airscrew and being fan-cooled. The machine appears very well built and great things are expected of it—including a moderate price. It would take up too much space to mention in detail all the individual types manufactured by the smaller com- panies. The majority of them are old designs, some modernized by the addition of flaps, some not modernized at all, like the trusty Leopoldoff biplane. The Paul Aubert Cigale 201 was pretty advanced when it was designed in 1937. It is a cantilever high-wing monoplane, either a two- seater or a four-seater, depending upon the engine installa- tion. I flew it as a two-seater with a 75 h.p. Regnier engine which lacked two compressions. Even taking into account the* missing compressions, the aircraft gave me the impression of being underpowered. 3- K- • — ' sealer low-wing monoplane, as in the early Wicko over here. The V-8 has duplicated magnetos and two fuel pumps, but is otherwise standard ; it drives a fixed-pitch airscrew through a reduction gear. Although doing its stuff well, the motor is naturally much too heavy in its present form. A modified Ford "Mercury" V-8 is being fitted with an aluminium crankcase and otherwise lightened by the Ford Company in Paris especially for installation in this machine. As the G.R.30 was in for a routine over- haul 1 was unable to try it in the air. However, M. Lanne, the doyen of French test pilots, kindly let me do a few circuits on the G.R.35, which is, apart from the fact that it mounts a Renault 140 h.p., identical. I found it a particularly easy, docile machine, whose flaps might be a little larger in area, and which badly needs a tail trimmer. I understand this is to be fitted to production aircraft. The above-mentioned aircraft, together with the much- publicised Max Holste 52 tricycle all-metal two-seater trainer and the Morane 560 and 570 likewise all-metal low- 1. An all-metal two seater, the Bengali-engined S.O. 3050.2. The Carmier 10 with 40 h.p. Train engine. 3. A cross be- ' tween a'Tiger Moth and a Bucker, the Stampe S.V. 4B built by.S.N.C.A.N. 4. The incredible Peyret " Taupin," considered to- be practically fool proof. * With the Renault 140 h.p. Bengali, as an occasional four- seater, tliis should be an excellent aircraft. It is very clean, having both cantilever undercarriage as well ;_s wing, and handles very well in the air. Unfortunately, owing to _ the rather thick door-pillar and the close proximity of the '1 front spar to one's forehead, it is rather blind in the air I and on the ground. Mauboussin and Starck The old-established firm of Mauboussin are building two low-winged tandem monoplanes of wooden construction, resembling B.A. Swallows with flaps. Both machines are fitted with Salmson 60 h.p. radials. Some incredibly fine work is being done by a young constructor by the name of Andre Starck. In a little Paris factory he is turning out two or three of his A.S.70S per week. This machine is worthy of a note. It is much to the author's regret that he had to leave Paris without flying it. Its performance at Toussus. in the hands of one
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