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Aviation History
1949
1949 - 1754.PDF
3** FLIGHT, 20 October 1949 N E W ITALIAN TWIN Macchi Al.JB.320 Six-seater: Wooc/ Construction ASTRONG indication of Italianrevival in the field of aircraftmanufacture is to be seen in the numerous new Italian designs that have appeared during the last twelve months. Many of these new aircraft axe intended primarily for export to " South America; it is from such firms as Macchi, Fiat and SAI-Ambrosini that our own industry must expect increasingly stiff competition in the world market, especially in the light plane and military trainer categories. The first-mentioned company, Aeronautica Macchi S.A. of Varese, has recently completed its second post-war design, the Macchi M.B. 320. The M.B. 320 is a neat and orthodox low-wing cantilever monoplane powered by two 185 h.p. Continental E.185 flat sixes and if its clean con- tours do not belie its performance characteristics, the M.B. 320 should further the success achieved by the Macchi concern with its pleasant little M.B. 308 light aircraft. Construction is of wood. The wing employs an N.A.C.A, 2300 section and is a single-spar structure with stressed plywood skin. Differentially-controlled slotted ailerons are fitted and slotted flaps are installed between ailerons and fuselage. The fuselage consists of three sections; a detachable metal nose cone which houses the retractable nose wheel, a centre section including the cabin and bag- gage compartment, and a wooden rear section supporting tail. The centre and rear sections are covered with ply- wood stressed skin. Of " de Havillandish " contours, the tail unit is also covered by plywood stressed skin. The tailplane is adjustable on the ground and trim tabs are installed in the starboard elevator and rudder. The under- T,,e M.B.320 displays the elegance always associated with Macchi designs. carriage is hydraulically retractable, the nosewheel retract- ing into the fuselage and the main wheels into the engine nacelles. The nosewheel, which is of unusually large dimensions, is fully swivelling and has a centre lock and anti-shimmy damper. The cabin of the M.B. 320 is soundproofed and air-condi- tioned, and accommodation is provided for six persons; pilot and co-pilot seated side-by-side with dual controls, and four passengers seated in pairs; A baggage compart- ment is positioned aft of the rear pair of seats, which can be removed to provide extra baggage space if required. Owing to the position of the cabin over the wing, passen- gers' field of view would appear to be somewhat restricted but, except for this feature, the M.B. 320 should prove useful for feeder-line services over low-density routes. Comprehensive instrumentation is provided and v.h.f. and h.f. radio equipment is installed. The legs of the undercarriage are short, and this feature, combined with the wide track of the main wheels, should make for good stability on the ground. Leading particulars are as follows: Span, 42ft 7^in; length, 28ft 4in; useful load, 1,6301b; all-up weight, 4,8281b ; max. speed at sea level, 198 m.p.h. ; cruising speed (70 per cent power), 180 m.p.h. at 6,560ft; climb to 6,560ft in 7mm; max. range (6 m.p.h. headwind) at 155 m.p.h. at 6,560ft, 620 miles; take-off run, 300 yd; landing run, 240 yd. W.G. SAGA of a KLEMM TYPICAL of the enthusiasm of Finnish youth to getinto the air in spite of hardship and extreme diffi-culty is the example shown by four students who have reconstructed a two-seat Klemm L.25 originally built in Boblingen twenty years ago. Formerly the property of Ready at last. The reconstructed and redesigned Klemm onrc again in flying trim. the Finnish airman Major Bremer, this little monoplane was powered by a 20 h.p. Mercedes engine. Its second owner landed it on ice in 1941 and put its wheels through the surface; from that time until 1946 it was stored out- doors, and was in very poor condition when the four students bought it in 1946, without engine or instruments. Since that time the four have spent about 3,500 hours rebuilding it in a shed at Mikkeli in the southern part of central Finland. A 28 h.p. Poinsard opposed-twin, previously used in a Pou-du-Ciel, was procured, and its installation entailed redesigning the nose of the aircraft. The old fin and rudder were of very square appearance so these were modified to conform with the pattern fitted to later Klemms. The four Finns also designed and built their own airscrew and engine controls. Designed as tail wheels for the Soviet Pr-2 bomber, the main wheels were bought from war surplus stocks. The Klemm was test-flown by K. J. Temmes, the inter- national sailplane pilot and chief technical inspector of the Finnish Office of Civil Aviation, and has completed over 30 hours' flying since its rejuvenation- The measured speed with pilot and passenger is 62 m.p.h. ; the take-off run, with pilot only, is between 200 and 300 yd and, with two up, 400-500 yd. The landing speed is reported as 25-30 m.p.h.
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