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Aviation History
1949
1949 - 0341.PDF
FEBRUARY 24TH, 1949 FLIGHT 221 The view from the cockpit is exceptionally good in every direction. descent was about 1,200 ft/min and perhaps 300 ft/min less without flaps. The round- out and hold-off call for only small movements of the stick and here the fairly large stick load may be regarded as good. On two simulated precaution- ary landing approaches it was possible to bring the Instructor in at a steady 55 kt I.A.S. with adequate control and quite a pronounced sink checkable quickly with an increase in throttle opening. I did not feel prepared to apply brake harshly to try a really short precaution- ary landing on my rather short acquaintance with the aircraft, but I was assured that there is very little tendency to nose over, the wheels being well forward. During the later stages of the flight oil fumes from the engine were present in the cockpit. Not only should they be prevented from entering, but cabin ventilators should be provided. Tests have been made for carbon monoxide with negative results. In many countries a cabin heater would be required. The fuel system calls for a word of description. There are two Goodyear Pliocel tanks of 34 gal total capacity, one in each wing root. Maximum duration is approximately 3| hours. Fuel feed is with the aid of engine-driven pumps via flexible pipe lines and a four-way cock on the instrument panel. Cock positions are 1., r., both or off. Electric contents gauges are provided and a wobble pump and a primer are to be found in the cockpit. (For the ambitious pilot it may be mentioned that the S.n will fly quite nicely inverted if the priming pump is worked good and hard.) A I2v 34 amp battery is fitted and the engine carries a I2v generator and starter. Night-flying equipment is also a standard feature. Before concluding, a brief note on ser- vicing and accessibility must be added. All major components are detachable as units and are, of course, interchangeable between aircraft. Large inspection panels give access to the wings and forward fuselage. An engine change is a simple operation, a four-bolt mounting being provided. The control system can also be exchanged as a unit. The engine cowling is rather unusual and it will be seen that full access is given to the top half of the flat six unit by opening up the upper large cowling panel like a modern car bonnet. Fokker Instructors are shortly to start out on demonstration visits and there is little doubt that such a practical trainer will be admired and well received. Dimensions, weights and performance 'figures are tabulated, and the following information regarding design safety factors has been prepared by the manufacturers: According to Dutch requirements of 1940 ultimate loads equal 1.8 times the limit loads quoted. In the semi-aerobatic category (2,395 lb gross weight) the maximum limit load factor is 3.75 (c.p. forward) and the limit load factor, 3.0 at the design diving speed, 200 m.p.h. E.A.S. For comparison, in the non-aerobatic category (2,560 lb gross weight), the maximum limit load factor is 2.92 (c.p. forward), and the limit load factor 2.6 at the design diving speed, 187 m.p.h. E.A.S. The semi-aerobatic negative limit load factor is 1.7 up to a speed of 179 m.p.h. E.A.S. and is equivalent to meeting up and down, sharp-edged gusts of 13 ft/sec E.A.S. in a 60-degree dive at 200 m.p.h. E.A.S., or up, down and horizontal sharp-edged gusts of 24.5 ft/sec E.A.S in level flight at 144 m.p.h. E.A.S. The wide, short undercarriage of unusual design gives the S. 11 a good feeling of stability on the ground. Note the Aeromatic v.p. airscrew. GLIDING LICENCES '"THE British Gliding Association has been authorized by the •*• Ministry of Civil Aviation to make an announcement on the subject of glider pilots' licences, certificates of airworthi- ness and ground engineers' licences. Of the outcome of the B.G.A.'s negotiations with the Ministry resisting the latter's desire to impose licences and certification systems on gliders, their pilots and engineers, the following details are given: (1) Pilots of gliders not being flown for hire or reward will not be required to hold a licence. Nor will pilots of gliders belonging to a gliding club which are being used for instruction where both the instructor and pupil are members of the club. (2) The gliders referred to at (1) will also be exempt from the requirement to be maintained. in accordance with approved maintenance schedules and to be certified periodically as safe for flight. (3) All gliders to have certificates of airworthiness issued by the Ministry and renewable annually. (4) As an alternative to the certification of repairs, overhauls and modifications, by a licensed engineer, certification by an organization or person approved for the purpose by the Air Registration Board will be accepted. (This will mean in practice that some competent individual or individuals in each club will be made responsible to the A.R.B. for certifying work of this kind.) (5) The pilot of an aeroplane towing such a glider will not be required to have his pilot's licence endorsed for towing.
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