FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1950
1950 - 0884.PDF
FLIGHT, II May 1950 PRINCE in the Air Impressions of a Pleasing Feedertiner with Crew Trainer and Survey Versions No. 38 OF THE SERIES By THE EDITOR WHEN a practical and likeable aircraft—the result ofprivate venture and enterprise—reaches the stageof fruition and orders are obtained, there are few, even among rival companies in the industry, who are not delighted. The extent of the orders for the Percival Prince have not been revealed, but it is known that in addition to a substantial number from the Royal Navy for a long-nosed crew-trainer version, a good many more have been ordered by commercial concerns at home and abroad—among them, we note from our contemporary Aviation Week, no fewer than nine for the Shell Company. When a concern as large as an airline corporation, for example, has decided that a certain type of airliner, Ameri- can or British, is best suited to its needs, negotiations may be opened with the manufacturers, and whether or not it initially costs £250,000 or ^280,000 is not of paramount importance. In the case of such aircraft as the Prince, a modest and businesslike 8-12-passenger feederliner, costing less than the difference between these two figures, the posi- tion is very different; although there may be several com- panies, British and foreign, which would like to operate a fleet of such aircraft, few can afford the £25,000-odd which each such machine costs—especially when they can contrive to get by for a year or two longer with the aid of second-hand and war-surplus machines available at a fifth or less of that figure. In such circumstances the modest sales success of the Prince to date is the more, creditable. A production line is now beginning to move and nine air- craft have been completed so far. Since it was first seen, the Prince has been improved in appearance by the fitting of a new windscreen and elon- gated nose, and also of a shapely, curved fin and rudder with dorsal extension. It is now a friendly, rotund machine, offering above the average performance and comfort. Its Alvis Leonides engines art very smooth and powerful for their size and, following many years of test and develop- ment, await only further operational experience to obtain an even longer period between overhauls. To date, it is learned, the Leonides have given excellent service. Having studied the Prince and watched its progress with close interest, it was a pleasure last week to sample its flying qualities from the pilot's seat and to find—not unexpectedly —that it has a performance in keeping with its character and trim appearance. The more types I am privileged to fly, the more conscious I am of the inadequacy of a mere hour or two at the controls in which to assess any one of them. Consequently, it seems best to confine my experi- ence to the normal flying behaviour and the few most probable emergencies, filling in the gaps with the aid of discussions with, and examination of reports from, those with a great deal of experience on the aircraft. The Prince cockpit has undergone some small improve- ments of late, and the new main instrument-panel layout is illustrated. Its simplicity is apparent, as is the handi- ness of the control positioning. For all ordinary flying the panel levers and switches are adequate, and lavish illumina- tion (both of direct amber and fluorescent type) is provided, but for long periods of night or instrument flying the second pilot might call for a blind-flying panel of his own. There is little doubt that to have a horizon, A.S.I, and the rest directly in front of the pilot is the ideal. Windscreen wipers are provided for the wide and deep screen, and on produc- tion aircraft thty are tucked away as unobtrusively as possible. Personally, I would like adjustment for angle of the seat-backs as well as for seat height. At present they are rather upright. From the passenger's point of view there is ample com- fort for the short journeys in mind, and a good view. Only during the few minutes of take-off, when everything gets buzzing, is there any noteworthy degree of noise or vibra- tion. Otherwise, the neatly cowled Alvis radials are com- mendably vibration-free and quiet. On starting-up, the Leonides idle smoothly at about 1,200 r.p.m. Electric fuel-tank cocks and boosters are on
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
