FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1952
1952 - 1020.PDF
456 « FLIGHT Those who know Austers well will be able to detect the absence of Aft of wing span in the company's latest trainer. "Flight" photograph AIGLET TRAINER In the Air An Economical Machine for Civil and Air Force Schools No. 47 OF THIS SERIES By THE EDITOR 1IGHT trainers—elementary, initial, basic, club—are by nature relatively simple, yet not one that I can recall has been introduced and accepted without a good deal of controversy and a degree of criticism. Today, of course, the old 504, to mention one of the best-known veterans, can do no wrong in anyone's eyes, and any adverse opinions there may have been of its luxuriously appointed successor the Tutor have long ago mellowed. The Tiger Moth, too, is aging well, although most reports would have us believe that its not very spacious and rather draughty cock pits no longer hold much attraction for the V.R. pilot Monoplane Magisters (or Hawk Trainers, as the civil versions are called) have assumed a rather more sporting air in recent years, and the "vicious spin" of their adolescence is forgotten. And so we come to the days of the shapely Chip munk (the neglected Primer), the lumbering Prentice and the seemingly near-perfect "basic" Provost, all designed to do a job of training, often to a rigid and difficult specification, and representing a compromise in cost, weight, power, perform ance and accommodation. But is there a gap in the ranks ? The answer, I believe, is yes, for in none of the varied types listed has the intention been simply to provide the essential performance coupled with economy and comfort. But the new Aiglet Trainer goes far towards accomplishing this aim. It would not be claimed as the best trainer under any single heading, but it is economical to purchase and operate, it is easy to maintain at home or abroad, it will do all that is required in the air, and it is comfortable and roomy as trainers go. For club work it introduces performance and conditions which are likely to be met with when on business or pleasure bent in the future. The seating is side-by-side— but let's not start on that argument—while for what it is worth (and in some circumstances it is quite a lot) it can do several other everyday jobs in addition to training. Delivery time can be quoted in months by the manufacturers, Auster Aircraft Ltd. In appearance the Aiglet Trainer is similar to others from its stable; here, of course, is the open secret of its cheapness and the basis for belief in its reliability and economy of operation. It differs, however, in several important respects, more particularly in being stressed and approved for aero batics and inverted flying. While certain other Austers have been capable of limited aerobatics this one is intended for them. Additionally, a full standard blind panel (price £150), two-stage amber, navigation lights (£32 5s) and radio are provided for. The two extra seats which are also available could be used during navigational training and air experience. It would be fair to say that the Aiglet Trainer does much to recover the traditional simplicity of the elementary trainer while providing the essentials for modern instruction. Oyer a year ago (February 1st, 1951) I gave some prelimin ary impressions of the Trainer's closest relative, the Aiglet, which to my mind was the liveliest Auster I had flown to date. Now, with its clipped wings (2ft off each tip) and simplified struts, this variant takes the lead under that heading. The structure, being normally stressed for 4jg, is a little heavier than that of the Aiglet (1,320 lb empty as compared with 1,215 lb)- Several of my earlier remarks regarding handling apply to the Trainer, as, for example, my satisfaction with the control on the ground. This is both positive and easy, although the brakes did not seem quite so smooth and progressive in action as those of Goodyear disc-type on the Ambulance/ As neat and simple a cockpit as one could wish, yet all necessities are there. It is preferable to sit directly behind a blind-flying panel, but equally important, on the other hand, to see the dials from both seats.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
