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Aviation History
1951
1951 - 1623.PDF
224 FLIGHT Our photographer, who secured all these pic- tures, remarked with good reason that the S.7 is as pretty an air- craft as one could see in the sky. A bubble en- closure and retractable tailwheel could make it almost perfect. AMBROSINI S.7 in the Air Flying an Italian Operational Trainer: Low Power but High Performance No. 44 OF THIS SERIES By THE EDITOR WHAT better way could there be of starting a weekthan to drive to Redhill bright and early on a Mondaymorning, and from there to climb South-coastwards in a lively and responsive single-seater ? To a sports-car enthusi- ast, even the knowledge that the Ambrosini S.7 has an Alfa- Romeo engine under its tight cowlings added zest to the occasion. It will be remembered that two of these Italian Alfa- powered trainers were entered for the Daily Express Race, and it was No. 92, to be flown by Dott. Ing. G. A. Ferrari, which I piloted just before it returned to Italy. The accom- panying photographs were taken, incidentally, from the Miles Aries, which, at over 1,500 ft/min, outclimbed the Ambrosini, though it could not matchUts top speed on the level. In a class of its own, the S.7 is described by the makers as an aerobatic and military trainer. It was designed in wood for ease of construction by the parent company, or by other concerns under licence, and both single and tandem two-seat versions are being produced. Some forty have been completed for the Italian Air Force and as many more are on order. The majority are monoposto and are used by experienced pilots, at present on staff appointments, to practice on and keep their hand in. In conception the S.7 is not new, and, in fact, it is regarded by most people over here as belonging to a past generation of trainers—if it is a trainer at all in the accepted sense. Never- theless, it is attractive, and for its power has an interesting performance. We have no counterpart here and would now probably classify it as a private-owner type for competition work or touring, with one or two seats to choice. Of the few British pilots who have been lucky enough to fly the S.7, one at least has aptly described it as a baby Mustang. In view of the recent debate in Parliament, during which the lamentable aircraft position—Tigers back—in the R.A.F.V.R. schools was mentioned, one cannot help reflect- ing that the S.7, or a type like it, is exactly what such units would like to have for ex-Service pilots to practice in. It carries all the necessary equipment and has a representative and worth-while performance on the power of a Gipsy Queen 30. In the R.A.F., pilots are instructed to carry out an external check of their aircraft before getting in for a flight. In the more rugged atmosphere of private flying, some light aircraft are lucky if they get any check at all between annual C.s of A. However, old habits die hard, and I gave the Ambrosini a careful once-over before climbing in. What I saw was very pleasing, beginning with a tight-cowled shapely nose, the lower panels of which hinge-up to give unimpeded access to the six-in-line engine. One reason for the machine's com- plete freedom from dirt and oil is the provision of a tiny tank, bulkhead-mounted, at the delivery end of the breather pipe. Oil can thus be drained away on the ground instead of blow- ing back over the underside of the fuselage, there to collect flies and dirt. This was one of many unusual gadgets and fitments on the S.7. The landing gear can be deservedly described as fine, wide and handsome, and the machine sits well on the ground. Just the sort of morning to be pushing an aircraft out of the hangar: The Ambrosini at Redhill airfield. Explanation of the controls and instruments before starting-up. the angle and size of the flaps. Note
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