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Aviation History
1951
1951 - 0185.PDF
FLIGHT, 1 February 1951 119 wind-driven generator; sunblinds; long-range belly tank (13| gall); blind-flying panel; silencer; cross-wind landing gear; seeding, dusting or spraying equipment; and metal airscrew. The last-named, together with complete metal- spraying of all metal airframe units (specified at the time of ordering) is recommended for tropical use—these two items cost under £100 extra. Magnetic compass, vynide uphol- stery and dual controls are standard fitments. According to the distances involved, crating, transport, shipping and insurance to countries such as Africa, India or Australia costs between £200 and £300. There will, we believe, be occasions when larger-section tyres will be called for on overseas orders. For years past there has been a tendency to fit too-small tyres to British aircraft, even for home usage. The Gemini (3,000 Jb "a;u.w., with tyres the same size as the Auster) is a particular offender in this respect. It may be that no suitable larger tyres are available for Austers, although some of the first doughnut tyres ever seen on aircraft were British. Now it seems to be left to machines such as the Piper Cub to keep this practical fashion going. At the Controls.—Although I am no lover of heel brakes it must be admitted that the Aiglet responded smoothly and quickly to a touch on one or other of the heel-operated pedals as I taxied out. In any case, with the aid of the large rudder the machine taxies well without the use of brakes. The Gipsy engine installa- tion does not look much larger than that of the Cirrus Minor, and cabin view is unaffected. For take-off with full normal fuel tank, but long-range tank empty, I was advised to use the first flap-lever setting (take-off and manoeuvre) to obtain the best results; and cer- tainly, with negligible wind blowing, the Aiglet lost no time in leaving the ground when the throttle was opened. Autocrat owners would find the directional control during the early part of the run more positive, and there seems to be an improvement in the fore-and-aft control sensitivity at the same time—the weight of the Major may have something to do with this. Moreover, the quicker take-off much reduces the period of possible hopping and bouncing— tendencies more particularly noticeable on un- even fields in the case of die Autocrat. The overall effect is to give a feeling of greater stability and confidence to the pilot. (That is, perhaps, the English translation of the state- ment in the Auster brochure, "New harmony- designed tail gives rock-firm ride.") At the reduced weight the climb of the Aiglet was rather better than 900 ft/min at about 65 m.p.h. Raising the split-type flaps on the climb made very little difference to trim, nor was there any appreciable sink. The rudder trimmer is much the same as on the Autocrat—a winder above the pilot—and very sensitive. In most places the cloud-base was 500ft above ground level, and visibility was patchy, averaging about 2,000 yards. In spite of these poor conditions, the new type of aircraft, and some weeks without flying practice, I quickly settled down and flew with more confidence and accuracy than would have been the case with many other light types. Directional stability and response to controls were much improved by comparison with some earlier types and, for example, accurate medium turns could be made with feet off the rudder control?. Cruising at 2,150 r.p.m. and about 108 m.p.h. I.A.S., the aircraft could be trimmed to fly hands-off for long periods. The noise from the exhaust and from the buzz and rattle of panels and equipment has been much reduced by, respec- tively, the silencer and good fitting and finish of cabin details. Having devoted several minutes to photography, some results of which are published herewith, there was little time to do more than stall, approach, overshoot, and then make a final circuit and landing before mist again blanketed out the field. The stall was straight and most gentle, and recovery was almost instantaneous when the stick was cen- tralized or eased forward. It came at about 38 m.p.h. I.A.S. When stalled with flap down the aircraft proved to be equally docile, but the air speed was even lower. For a trial baulked .landing the Aiglet was brought in with full flap and three-pointed on an uphill section of the Auster field at Rearsby. The throttle was then banged open and the aircraft rose lift-like with full flap and continued to climb at about 50 m.p.h. Again, the virtual absence of sink was noted as the flap was raised. By this time I was also getting the knack of raising and lowering flap without undue effort. The Auster flap-operating system has the important virtue of simplicity, but needs getting used to before movement of the lever becomes a more or less un- conscious reaction when the need for flap arises. Fancy systems, we know, lead to expense and unserviceability. . For approaching and landing, the gliding speed limits can be quite wide—anything between 60 and 80 m.p.h. would usually be acceptable. A comfortable over-the-hedge speed would be 60 m.p.h., and the aircraft rounds out very nicely at about 45-50 m.p.h. As in the case of the take-off, so with the landing there is a pleasant feeling of stability, evera solidarity, in advance of that found in earlier Austers. Springing and brakes also seem well matched to the air- craft's requirements. There is no doubt that the Aiglet is an appealing little An unusual visibility. angle for a photograph, dictated in this instance by low cloud vnd poor The pilot (the author) was able to keep the photographic machine in view by looking over the wing. aircraft capable of handling a variety of everyday flying jobs with efficiency and safety. Its price makes it strictly competitive with products for similar duties offered any- where in the world, and its overseas prospects should be excellent. We hope, in better weather conditions, to further our acquaintance with this latest Auster type. , AUSTER AIGLET (130 h.p. de Havilland Gipsy Major I) Span Length ... Height Wing area Total weight empty Max all-up weighc Performance at inaximu Take-off run Landing run Rate of climb at s.l. ... ... Cruising speed Maximum speed Stalling speed (full flap, engine off) Cruising Range, still air : Normal fuel tankage (IS gall) ... Normal and long-range tanks (28J gall) 36ft (II m) 23ft 3in (7 m) 6ft 6in (2 m) IBSsq ft (17 mS) 1,215 Ib (551 kg) 2,0001b (907 kg) weight 135 yd (123 m)125 yd (Him) 710 ftmin (3.6 msec) 105 m.p.h. I.A.S. (169 kmihr)126 m.p.h. I.A.S. (203 km/hr) 28 m.p.h. I.A.S. (45 kmlhr) 245 miles (394 km)465 miles (748 km)
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