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Aviation History
1947
1947 - 0660.PDF
388 FLIGHT MAY IST, 1947 BONANZA or NAVION? column. Personally, I don't like this. It is somewhatconfusing and might lead to mistakes at critical moments, for not only are all the switches identical but their actualorder is not very good. Also the undercarriage indicator lights are far too small, and the tail trim-tab indicator ishard to see, being below and partially hidden by the control pedestal. This is a bad fault on this aircraft, as the trim-tab is powerful and needs to be used frequently during changing conditions of flight. The Navion, however, follows standard military practicein its instrumentation and layout, but some of the switches and instruments could have been better placed. (Nomanufacturer has surpassed Grummans in this regard, whose F.6.F., F.7.F. and F.8.F. Naval fighters were out-standing.) There is plenty of leg room in the Navion cock- pit for both pilot and passengers, but the seats are nearerthe floor level than in the Bonanza, the single door of which latter machine is on the passenger side, and thisgave me an uncomfortable feeling of being shut in, although both passenger windows are emergency exits. In theNavion, however, the whole sliding canopy is jettisonable. The view from both types, whether on the ground or inthe air, is excellent. The Tricycle Undercarriages I thought that the Bonanza undercarriage was a little softer than the other, but the steerable nose wheel on the Navion gives it a great advantage and makes it delightful to taxi. The take-off is easy on both, but the acceleration on the Beech is noteworthy. Both undercarriages retract fairly rapidly, but on the Navion the undercarriage lever safety catch was too difficult to operate. The Bonanza landing gear switch is identical with that for the flaps (or the radio or the lights), which might be confusing. The climb is good in both cases, but in all conditions of flight in rough air I thought that the Bonanza was apt to yaw too much, the divergencies being very rapid. The rudder control was also a little heavy, both of which characteristics may be due to the butterfly tail. On the other hand, the Navion has a distinct flat spot in the early parts of the rudder travel, although I think that its con- trols are rather better harmonized than those of its competitor. Actually there is little to choose in effectiveness, and both machines arc; pleasantly light to handle, the Bonanza particularly so. Stability is better on the Navion, although I have a feeling that there was not much room for an aft C.G. travel on this machine, and that the Bonanza was better in this regard. The stall on both machines was good, the speeds being so low that it was difficult to get accurate readings due to fluctuations of the airspeed indicator, but both stalls appeared to be between 50 and 60 m.p.h., depending on the conditions with regard to flaps and undercarriage. Tn both cases lateral control remained down to tf last, but the Bonanza stall is quicker than that of the Navion, the latter giving ample warning in the shape of severe tail buffeting. Although the Bonanza is probably the fastest machine of its type and horse-power to-day, its deceleration does present a difficulty even with flaps and undercarriage down. The flaps have not enough travel, being limited to 20 deg., presumably due to C.A.A. regulations with regard to the trim changes permissible when flaps are raised after a " wave off." The approach and landing in either case are easy. I think on the whole I .preferred the Navion in this respect, but cannot give a reason for such a choice. Per-. haps the feel on the controls is better, or it might have been , the better gliding angle, or the fact that I think it has rnoM elevator control at low speeds and with flaps down, ^ characteristic that always gives confidence. (Of those wht» flew the Comper Swift, few will forget the sloppy elevatoc "feel" during the final approach and landing, a reason- that made one land that machine too fast.) I did not try to side-slip either machine, nor did I try- any manoeuvres on the Bonanza that might have been expected to confuse the issues on the tail surface! For those who have not flown with a butterfly tail I would say that in normal flight you cannot tell the difference between such a tail and the conventional fin and rudder, either in feel or response. So, once more back on the ground, and even after having written down some impressions, I still cannot make up my mind which is the better flying machine. Obviously, there are differences that will make one pilot prefer ont; machine to the other, but it will be interesting to see how the sales go. Such things as price, equipment, reputation on maintenance problems, even the colour of the uphol- stery, will affect the issue. Personally, I would be happy to have either if someone were kind enough to give me one, but whichever a buyer chose he would get a good aircraft. SPECIFICATIONS BEECHCRAFT BONANZA Continental E.I45 (145 h.p.) PERFORMANCE (Sea Level)— Top speed Cruising speed (at 115 h.p.) Rate of climb Service ceiling Take-off run, 10 m.p.h. wind Landing run, 10 m.p.h. wind Stalling speed, with 20 deg. flaps Stalling speed, without flaps ... Max. range at 165 m.p.h. at 10.000 ft Fuel economy depending on speed and altitude 184 m.p.h. 172 m.p.h. at 8,000ft 950 ft/min 18,000ft 425ft 315ft 55 m.p.h. 59 m.p.h. 750 miles 14.5 m.p.g. to 18.8 m.p.g. WEIGHTS— Gross weight 2.5501b Empty weight 1,490 Ib (Empty weight includes complete set of flight instruments ; radio receiver ; trans- mitter ; marker beacon receiver ; homing loop ; and automatic antenna reel ; cabin heating and ventilating system, with wind- shield de-icers; soundproofing; continuously variable controllable pitch airscrew ; naviga- tion cabin, instrument, and landing lights.) Price $7,975 NORTH AMERICAN NAVION Continental E.I85 (185 h.p.) PERFORMANCE (Sea Level)— Top speed 160 m.p.h. Cruising speed 150 m.p.h. at 75 per cent, power 830 ft/min 15,600 ft Approx. 695ft Approx. 605ft 54 m.p.h.with 40 deg. flap Range 500 miles at ISO m.p.h. Rate of climb Service ceiling ... Take-off run, no wind Landing run, no wind Landing speed ... WEIGHTS— Gross weight 2,7001b Empty weight 1,630 Ib (Empty weight includes cigarette lighter ; circuit breakers ; baggage compartment ; tie-down straps ; landing gear lacking pro- visions ; firewall soundproofing ; finer' upholstery ; finer hardware ; landing gear control handle lock ; wiHg walkway strip ; anti-creep spring on trim tab wheel ; radio; landing lights ; turn-and-bank indicator ; sensitive altimeter ; eight-day clock.) Price $7,750 LA COUPE MONTANA A RRANGED at very short notice to coincide with the Cannes**• air rally at Whitsun, the contest for the Montana Cup, organized by the Cannes club " Ailes d'Azure," may have noBritish competitor in view of the short time available for pre- parations. The contest is for jet-propelled aircraft (aero-dynes) and the Montana Cup, valued at some 20,000 francs (£4°) • W'N bf awarded outright to the first pilot who flies fromParis (le Bourget) to Cannes within one hour. In addition, the pilot and his wife (if any) will have a two weeks' free stayat the Hotel Montana, Cannes. The municipality of Cannes is endowing the contest with250,000 francs in cash, divided as follows: 200,000 francs to the winner of the Cup. A competitor who covers the coursein more than one hour but in less than ihr 30mm will receive 50,000 francs. Competitors may make their attempts any time between the16th and 24th of May, but must make their own arrangements about timekeepers and observers, and must have their entriesrecorded by the Aero Club de France five clear days before the proposed date of the attempts. The entry fee is 2,000fiancs (approximately four guineas), one-half of which will be refunded to competitors who cross the starting line. Although competitors must cross a finishing line laid out onCannes airfield, they may land elsewhere should they so desire. This concession may be useful if conditions at Cannes are nortoo favotirable.
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