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Aviation History
1949
1949 - 1761.PDF
52 f 530s) above, while the first prototype is being fitted with a Centaurus direct comparison in operation. Below are the airscrew reverse-pitch switches. The second pilot has a similar panel and in addition the flap indicator, undercarriage lights, and gill switches and indi cators. These, together with hot, cold and filter air intake switches on his port side, complete what would be the engineer's controls. CentraDy ahead of the pedestal are grouped all engine dials, including boost, r.p.m., oil tem- perature and pressure, fuel pressure and flow, torquemeter gauges and cylinder-head temperatures. Two-needle r.p.m. indicators have been developed especially for the air craft, the needle points carrying a i-shaped or 2-shaped point which is clearly distinguishable by day or night. In a strip above the three main panels are starting and feather- ing buttons. The sturdy but simple pedestal carries throttles, pitch levers, trimmers and their gauges, and flap and undercarriage controls. Three-quarter wheels are fitted to the control columns which protrude from the sides of the cockpit, and forward of the electrical panel on the port side is the nose-wheel steering control of which more will be said later. The pilots' seats adjust for height and reach ; they have folding arm rests and differentially-moving thigh supports :tive appearance of Airspeed's medium-range airliner. Superior aerodynamic form is largely responsible for the Ambassador's economical performance and cruising speed range- on the front edges of the seat cushions. The rudder pedals, also adjust for reach, and, what is probably a unique feature, for angle of brake pedal. From the start, literally, the Ambassador makes a good impression upon its pilot. Having entered through his " private " front door (large and conveniently low) he can gain his seat in the cockpit without dodging or ducking under obstructions, knocking his knees on controls or climb- ing over the back or arm of the chair. As the Centauruses start up there is a quiet remoteness about their sound. The main flying controls remain locked and out of the way. The pilot's first action is to taxy out, and with the aid of the nosewheel steering and toe brakes this is a procedure accomplished with ease and precision calculated to instil confidence in the aircraft. The action of the steering control is smooth, reasonably light and powerful. The grip, con- veniently positioned for the first pilot's left arm, is like a small tiller and it is operated'by pressing with the open palm to energize, and turned by twisting the wrist. Thumb and small finger may be placed against the mounting panel to steady the hand. The right hand is free to work the throttles. The brakes, of the latest Dunlop paired- concentric-copper-ring type, as described in Flight of September 22, have a most powerful and smooth action. To the normal take-off check should be added the testing of flying controls (for free operation over full range and in the correct sense), this having been omitted previously as the control wheel remains locked for taxying. The locking device is a red strap which pulls down from a spring-loaded reel in the roof, passes through the spokes of the "control wheel and is looped on to the locking lever mounted on the pedestal. Taxying, taking off or landing, the Ambassador seems very close to the ground, and this gives a pleasant impres- sion of stability. All the windows round the cockpit seem to be an inch or two deeper than the average for pressurized aircraft, so that there is little restriction upon vision above and below the horizontal. This is noticeable on take off and when banked on the circuit. When lined up and ready to go, the nosewheel tiller, throttles and rudder pedals are the first controls to be used. As the aircraft gathers speed—and it does this rapidly—it is for the pilot to decide when to abandon the nosewheel and concentrate on the normal flying controls. In practice the second pilot would almost certainly open the throttles.
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