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Aviation History
1951
1951 - 1860.PDF
COMPASS*^ FLIGHT, 14 September 1951 355 PERCIVAL PROVOST In the Air . . . fhe well-arranged cockpit of the production Provost allows plenty of elbow-room for instructor and pupil, and an excellent field of view. 8SSB 1. Air-speed indicator 1 Altimeter 3 Artificial horizon 4. Directional gyro 5. Race of climb I, Turn and slip 7. Tackometer 8. Boost 9. Oil temperature 10. Oil pressure 11. Clock 12. Fuel gauge 13. Cylinder-head temperature 14. V.H.F. control 15. Pitot head heat 16. Air-bottle pressure 17. Power-failure warning 18. Vacuum gauge those to the right. A fairly good idea of stalls and spins having been obtained, aerobatics seemed to be an appropriate item for next place on the list. There was a time when I used to do a "nice easy" loop first of all and leave the "nasty difficult" slow rolls until the end. Nowadays, with new aircraft, it is the complete reverse, and a nice easy roll comes first. The Provost will go round slowly or fast, barrelled or straight, with the minimum of eftort on tne pilot's part—just stick over, and a bit of top rudder coming out. The speed snould be not less than 130 kt. Tne ailerons can be used to their full extent to produce a four-second full roll. Loops will need some practice before a pupil will be sure of getting them just right. The speed going in should be about 160-170 kt and r.p.m. are better stepped up a bit. A fair pull is needed at nrst to get the Provost going up, but after that it is a matter of feeling the aircraft over the top, otherwise she may stall or half-roll out to starboard. These symptoms are, of course, familiar and harmless enough, though not hitherto found to the same extent in elementary or basic designs. Care is also needed to keep quite straight, even if the stick is handled correctly. Remarks about loops also apply in the main to rolls off the top. The speed needs to be about 190 kt, but even if it gets very slow on top, the ailerons will roll you out quite nicely either way, and the rudder remains effective while coming out. It seems certain that flying schools will like aerobatics in the Provost, will consider them good from the training viewpoint and will appreciate the power to enable aerobatic height to be gained quickly and held during the practices. On the way down to the circuit I dived to an indicated 220 kt and noted that there is much less tightening of controls than might be expected. Both ailerons and elevators remain com- paratively light. Maximum dive speed is given as 250 kt, but a steep dive with power would be needed to reach it. I have not so far commented on the individual controls, but may add here that they are well harmonized, suitably but not too light, and the ailerons in particular are pleasant and effective up to their full range of movement and at all normal speeds. Accurate medium turns can be made with ailerons only, but with rudder used alone a skidding flat turn results, hardly any bank developing. Circuits and landings are pleasant to make. The view is very good, the changes of trim with flap negligible, the approach characteristics comfortable and the touch-down gentle. Circuit speed is a matter of choice, but by the final cross-wind leg 105 kt seems to be a natural speed and take-off flap (speed limitation, 129 kt) is selected. After turn on to finals, full flap is lowered at about 85 kt and the descent then becomes fairly steep unless quite a lot of power is used. Over the boundary the speed can safely be allowed to fall to 75 kt. In fact, lower speeds can be used, but there seems to be no particular virtue in them, for the Provost has very little float before round-out and it was my impression that it approaches and holds off better with the extra 5 kt. A very nice glide approach and landing can be made at about 80 kt and—what is now rather unusual—the Provost side-slips well. A long slipping turn approach reminiscent of the pre-war Auxiliary Hart days is a pleasure to execute. It is as well to come out in plenty of time to steady up for the landing. On holding off there is little tendency to balloon, but a slight float with tail down. The elevators remain powerful and care must be taken not to land tail first. The three-point touch-down is simple and solid, and the smooth and powerful brakes can safely be used on the run. If an overshoot is necessary the Provost has plenty of power to climb away with full flap at a speed of about 90 kt, and when this and a safe height of 200-300 ft is reached, flaps can be raised with little sink. As flap comes up there is a slight nose-down trim change. Both trimmers are sensitive and powerful. The Provost can be flown with hood open (I understand Boscombe have spun it in this condition) but it is rather a rough ride, due to bufieting. In rain, forward view is nil unless the windscreen wipers are used, but sideways (for formation flying) it is very good. The low noise-level, already mentioned, coupled with good intercom, will ease the strain on both pupil and instructor. Because of its docile, according-to-the-book behavour ab initio pupils should quickly settle down with the Provost, even though there is more of it than has been customary with first instructional machines in the past. There seems to be no doubt, in fact, that R.A.F. Training Command will receive in their new basic trainer an aircraft most likely among all others to date to find favour with instructors, pupils and ground crews alike. DATA FOR THE PERCIVAL PROVOST BASIC TRAINER P.M Mk. 1 P.54 Mk. 2 (Armstrong (Alvis „"-•,••...-,:•:•••• • - , ••.•»;-,....: Siddeley Leonide* Cheetah 18) Mk. 25) Performance:— Take-off power . Max. power Max. continuous power ... Max. weak-mixture power Max. climb power Fuel consumption (max. power) (max. w.m. cruise) Max. speed at 2,500ft ... Max. cont. cruise at 2,000ft Max. weak cruise at 5,000ft Stalling speed (flaps down) Initial rate of climb (t.o. power) (climb power) Rate of climb at 5,000ft Time to 5,000ft Time to 10,000ft Service ceiling Take-off (ground run) Take-off (to 50ft height)... Landing (from 50ft height) Landing (ground run) Range (max. w.m. at 5,000ft) Range (max.) 420 h.p. 430 h.p. at 2.500ft 320 h.p. at 5,000ft 280 h.p. at 7,000ft 385 h.p. at 3.500ft 41 gall/hr 17 gall/hr 154 kt 132 kt 128 kt 58 kt 1,270ft/min 1,020 ft/min 920 ft/min 5 min 11.7 min 16.500ft 230 yd 460 yd 630 yd 380 yd 450 n.m. 480 n.m. 540/560 h.p. 570 h.p. »t 1,750ft 450 h.p. u 7,000ft 330 h.p. at 11,000ft450 h.p. at 7,000ft 57 gall/hr 21 gall/hr 174 kt 155 kt 141 kt 2,200 ft/min 1,505 ft/min 1,560 ft/rr in 3.3 min 6.5 min 25,000ft 140 yd 290 yd 650 yd 380 yd 443 n.m. 573 n.m. Dimensions:— Span Length (flying attitude) Height (flying attitude) Ground angle Wheel base Track Wing area Aspect ratio Wing incidence Dihedral Flap area (each) ... 28ft. 5J in 35ft 2in 12ft OJin 9 degrees 20ft 91 in 11ft 1iin 214 sq ft 5.78 3 degrees 6 degrees 9.47 sq ft 29ft. Weight* and loadings:— Structure Power plant Tanks and piping Equipment—electrics, radio, seats, etc. Miscellaneous Crew Fuel and oil (66 gal fuel) All-up weight Wing loading Power loading ... 1,3O4lb 1.205 ib 139 1b 500 1b 127 1b 400 1b 525 1b 4.2001b 19.64 Ib/sq ft 10Ib/b.h.p. 1,242 1b 1361b 529 1b 4,250 Ib 19.85 Ib/sq ft 7.7 Ib/b.h.p.
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