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Aviation History
1947
1947 - 1820.PDF
460 FLIGHT OCTOBER 23RD, Safir in the Air passenger's seat and the whole of the third seat can be removedor replaced in seconds with the aid of clips and tongue and recess-type fittings. The controls are neatly and conveniently arranged. The1rudder pedals are of separate swinging type and on the pilot's (port) side, toe brakes are fitted. The dual pedals can be dis-connected and clipped up horizontally and the dual stick is also quickly removable. Both the sticks, are tubular, unen-cumbered and roughly "S" shaped, and their attachments, roughly below the seat forward edges, leave a completely clearfloor space. An exceptional feature is the cabin internal width of fourfeet. This ensures adequate elbow room and also gives space between the seats for undercarriage and flap levers. Theselevers protrude from a slightly forward-sloping panel and in flying position both lie horizontally out of the way. A smallspring-loaded door folds over each of the slots in the panel and in the case of the undercarriage lever, acts as a down lock.Tail trim is also adjusted by means of a small lever located between the seats, and the fuel cock with reserve position, com-pletes this group of controls. Layout of Panels A word of praise is also due for the instrument layout. Infront of the pilot is a neat, six-instrument flying panel; centrally, and level with it, are the engine instruments andfuel gauge, while on the starboard side is the radio. Lower down on the central pedestal are grouped the electrical switchesand ammeter, and, just below, an ash tray which folds out of a recess. Concealed behind this ash tray, which has a doublecatch, are the fuses. A great effort has been made to ease the exit and entry prob-lem, and the low tricycle landing gear has done away with the need to scramble up a high, sloping wing root. The enclosurehinges along its top line on both sides, and the large doors have "up" supports with catches. Double flap-over leather seat tops are provided to step onwithout spoiling the upholstery. For entry Jco the third seat one either climbs over the one in front (with its back foldedflat), or opens an even larger hinged portion of the canopy and steps in over the side. The whole enclosure can be jet-tisoned in emergency and, incidentally, the rear release handle needs a protecting cover like the front ones. There is room for improvement in the silencing of the cabin,not from the engine, which is particularly quiet, but from built- in noises. A main source is the clear vision panel which isprovided with a rather inferior catch and seal. The three ventilators are also responsible for a good deal of noise. Havingachieved low engine noise the makers would be well advised again to check over cabin details and external finish to reduce The need for providing a convenient cabin entry and exit, a quality disregarded in many light aircraft, has been recognized, and three very large panels in the canopy, hinged along the to£ line, make it possibls to step straight into or out of the oomy interior. A not very elegant view of the Safir, it nevertheless bears witness to its manoeuvrability and shows the landing wheels in the retracted position. the whistling and rumbling and so permit conversation withoutthe need to shout. Above the fuel tank (behind the pilot) is the luggage rackwhich has a sliding string net cover. An interior • roof light is provided, also sun blinds. Behindthe rear seat are zip fasteners giving access to the inside of the rear fuselage. Sutton typeharness is provided, the machine being fully aero- batic. Having obtained a good clear floor space,the purpose of placing the electric starter button (and its safety cover) in the middle of it is ob-scure. A better position for the winding handle and pitch indicator of the v.p. airscrew has stillto be found and I would also prefer to see the nearby boost gauge grouped with the rest of theengine instruments. Before turning to the performance and handlingI feel a mention of, the pitot head and some other exterior details should be made. The pitot on theport wing tip is purposely stressed for use as a grip for ground handling of the Safir and a dummypitot is fitted on the starboard side for the same purpose. A landing light is built into the portwing leading edge at about mid span and the rear navigation light is in the tip of the fin, peepingback over the rudder which it overlaps. A spring tail skid is fitted as a precautionary measure butthe nose wheel takes a fair proportion of the air- craft weight. The exhaust pipe of the Gipsy Major X, anengine which I found both smooth and responsive, is of new design and has a single convergent outletpipe through the under cowling between Nos. 2 and 3 cylinders. It is reminiscent of early ejectorstubs fitted to Merlin engines. I flew the Safir from the West London AeroClub at White Waltham on October 10th. It was
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