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Aviation History
1948
1948 - 0814.PDF
Two 1,650 fi.p. Pratt and Whitney Twin Wasp R-2180 engines will power the S.A.A.B. Scandia. Radio operator's panel. Provision is now made to carry S.B.A. and Gee on the starboard side. The spacious toilet, situated aft of the main door is fcot/i modern and simple in style. SCANDIA Discussed . . . use it. The control pedestal is quite pleasing as it stands. There is plenty of room for 3 (or 4) crew, and yet it is "chummy." An effort has been made to keep the main instrument panel as plain as possible and to keep the roof clear for an escape hatch and dome which are to be fitted. The whole expanse of panel is now so plain as to lack character or a salient feature around which to orient the many instruments. It occurred to me that the central group of engine instruments might well have a background of a different colour in order to separate them from the flight dials on the port side, and auxiliaries and electrics to starboard. I would judge the controls to be good, with ailerons particularly pleasant, their lightness and smoothness being such that one tends to make steeper turns than intended or than are expected for a passenger transport. Rather more use is made of the rudder than might be expected, and this, if any, would be named the weaker control. The Scandia does not turn readily on aileron alone, and although the single fin and rudder appear to be on the small side, there is plenty of keel surface and dorsal fin area. The rudder trimmer is powerful and high geared in con- trast with that for the elevators, which is set at neutral for all normal e.g. positions and remains there for most of a flight. Elevator trim might well be made more sensitive. For economical cruising just over 50 per cent power was used" with engine settings of 27 in boost and 2,100 r.p.m. This gave an indicated speed of 200 m.p.h. A feature of the Scandia which one notices is what may be called speed tenacity. If the (nose is pulled up from level flight, or the aircraft put into a turn, throttle setting remaining constant, an appreciable period elapses before the speed drops off at all. One at first suspects the A.S.I., wondering if it is sluggish, as are the climb indicators (graduated in m/sec), but it is lively enough in a dive and on the approach. It seems, therefore, that the aerodynamic cleanness of the Scandia makes it "zoomworthy." This may also account in part for the exceptionally good climb which at maximum power (METO on R-2000 engines) was in the region of 1,500 ft/min—a rate nearing the top limit for passenger comfort. On arrival over Norrkdping I let down for a trial land- ing, and then taxied round and took off again for return to base. To recount my experiences in more logical sequence, taxying must be mentioned next. The view from the first pilot's seat is, in general, good. The side panel, which slides to the rear, is also bulged to allow better rearward vision when closed, and this gives an excellent view. The hinged, clear-vision panel, left half front, also gives a good view ; however, I thought that forward vision might be improved, for nothing but the best possible should be accepted. On the Scandia it is average and somewhat interrupted by the frame for the clear-vision panel, and by a rather deep main screen lower frame member. The screen panels are of the anti-mist sandwich type. ^Wire-element de-icers and wipers are fitted. The steerable nose wheel, which is to be a feature of the aircraft, is not yet in operation, but even so the smooth and powerful brakes, foot-operated, together with engines responsive at near idling speed, make control on the ground a simple matter. Take-off is preceded by a number of checks. In America there is at present—rather surprisingly—a move toward less automaticity in the matter of cooling, flaps, mixture controls and similar items. Comment on this tendency appeared recently in Flight, with the explanation that economy lies behind it. Initial cost and unserviceability due to minor faults, are reduced. However, to return to the Scandia, having selected fine pitch, rich mixture, low supercharger gear, neutral trim, flaps up, etc., etc., all was ready. The non-use of flap for take-off was unexpected. Once rolling straight on the take-off path, the throttles can be opened rapidly to full power with- out any tendency for swing to develop. Like most nose-wheel types, the Scandia tends to pop off the deck if the aircraft is allowed to reach flying speed with all wheels on the ground. However, using correct technique (which I did not do on the first attempt) the nose can be raised slightly before flying speed is reached, and then the machine flies off sweetly. The wheels come up at medium speed, and the nose-wheel locks up with a resounding '' clunk.'' Such thuds, the whine of flap motors and noise of other equipment, which can be heard in the cabins of the various aircraft, are to be avoided where possible. I have frequently noted a look of alarm on passen- gers' faces on hearing them. During the return flight I feathered an airscrew and tried., normal turns towards and away from the Captain ClaesSmilh.S.AA.B.se^ test pilot. Nearly all the flying and engine instruments are grouped on the main panel before first and second pilots, while ancillary and engine controls are carried on the compact central pedestal. Mr. 0. Hagermark, who has done much of the development flying.
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