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Aviation History
1948
1948 - 0815.PDF
After takeoff the Scandia climbs steadily away with one engine feathered. *• Note the huge but characteristic Swedish barn in the background. dead engine. The Scandia is in a strong position in this trial and passes with flying colours. Quite steep turns can be made in each direction without trouble, and direction can be maintained at speeds of just under ioo m.p.h. OQ the climb. Xhe correct economical single-engine cruising speed with 31 in boost and 2,200 r.p.m. is 170 m.p.h., and the climb should be at 115 m.p.h. giving a rate of 600 to 700ft/min. My interest was next turned to the stall, which was reported to be another good Scandia characteristic. I throttled back to just above ' horn power" with wheels and flaps up, and gently hauled back on the wheel. The nose became more and more diffcult to hold up as speed decreased, and at about 93 m.p.h. a slight shuddering of the tail was detected. This was followed at once by more vibration, and the nose gently dropped away in a straight stall, from which recovery could be made almost instan- taneously, and during which some lateral control remained. With flaps down, the symptoms are the same, but the speed is reduced by approximately 12 m.p.h. The only small criticism I could apply to the stall is that the warning period of turbulence is very short. On arrival at Linkoping field I enquired about the hold- ing conditions, and was informed that the. best duration speed was 143 m.p.h. with engine settings of 20 in and 1,700 r.p.m. S.A.A.B. are impressed with the Sperry A. 12 autopilot's holding capabilities. With some height to spare, I treated the Scandia to one or two evolutions rather unbecoming to a passenger transport, such as a .medium dive followed by a mild wing-over. They served to confirm my earlier op;nion that .whatever the initial aileron load There is ample space for comfort in the 24-seat layout. Tyler seats hove been designed for the Scandia. Christie- troubles may have been, they have now been cured, andthe elevators too show no sign of becoming unduly heavy as speed builds up. The approach to land was begun at 125 m.p.h., andafter wheels were locked down, about 10 deg of flap was auificient for the turn in. Our final speed was slackened to100 m.p.h. with full flap, and then 85 to 90 m.p.h. over the boundary. Touch-down on main wheels came at justunder 80 m.p.h. Approach attitude is good and the air- craft appears to assume a more nose-down attitude thanthe moderately steep angle of approach would lead one to expect, thus giving a very good view of the runway.Action of full flap is powerful, and apart from the con- siderable lowering of stalling speed, there is sufficient dragto demand the use of more than average power on a normal approach. There seemed to me to be a considerable changein attitude between approach and hold-off—rather more than is desirable—but the need for a strong pull-back onthe wheel can be blamed, to some extent, on the forward e.g. on this particular flight. Concessionaires for the Scandia in the British Common-wealth are Christie-Tyler, Ltd,, and the selling agents are R. K. Dundas, Ltd. A proportion of the cost of theAmerican equipment must be paid for in dollars. Such is the quality, specification and performance of,this first Swedish transport to be offered in a market hitherto dominated by British and American designs, thatit will command the attention of all operating companies and, in particular, those who seek a successor in the Ju 52-E).C.3 class. -^^ V*
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