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Aviation History
1955
1955 - 0445.PDF
FLIGHT, 8 April 1955 445 JODEL D.112 AND DRUINE TURBI . . . satisfactory. Normal manoeuvres were straightforward in levelflight at cruising speed (A.S.I, reading 120 km/hr, or 74 m.p.h.) and also at 1.3 times the indicated stalling speed of 60 km/hr(37 m.p.h.). In a straight stall, the nose had to be held high to make a break, after which the nose fell cleanly and moderatelysteeply with about 5 to 8 degrees of port wing drop, the loss of height being very small. Sideslips to right and left at 1.3 times stalling speed resultedin heavy stick loads while the rudder lightened considerably. The maximum bank for a straight sideslip was reached beforemaximum rudder-travel. The rudder lightness, coupled with the tendency to wander in the somewhat bumpy conditions,engendered some suspicion of directional instability, but this could not be checked without disconnecting the spring centering device. A check of the aircraft's behaviour in a simulated balked landingresulted in a satisfactory transition from gliding to climbing flight without longitudinal trim changes, and with little correctionrequired directionally. Normal gliding at about 80 km/hr results in a flat glide with an excellent view—except of courseimmediately below. With this flattish glide one could feel that sideslip characteristics might be a little better, when con-sidering the possible forced landing condition. The landing itself, however, is simple enough with a light and effective eleva-tor, and an exceedingly short run without use of brakes. Naturally there will always be a certain attraction in flying anopen aircraft and the use made of the Turbi at Toussus le Noble certainly supports that contention. On my arrival at the Aero-Club de Canton de Sceaux the Turbi was in use, and immediately after I had flown it there was an eager member waiting to carryon with the day's programme. The Turbi is normally flown solo from the rear cockpit, whichis of ample width. The seat is a shaped plywood base similar to those of some sailplanes, and also having provision for a back-typeparachute. One snag in the rear cockpit is that the rudder pedals allow the feet to foul the seat in front if the pilot is wearing heavyshoes. The windscreen is of sufficient size for comfort, and a helmet is not really needed. The Beaussier engine runs smoothlyand quietly, is very responsive to throttle, and seems altogether very suitable for aircraft use. Take-off is not exactly brisk with two up but, considering thelow power of the particular engine, is certainly not worse than one would expect. The run required is about 160 yards tounstick and the subsequent climb is about 400 feet per minute. Naturally the extra fifteen b.h.p. provided by the Continental orWalter Mikron engines fitted in other versions improves this situation. The aircraft tested flew pleasantly and the controlswere adequately responsive. At a reasonable height some straight stalls were tried and, using the method of slowly reducing speedat 1 m.p.h. per sec, the power-off stall was gentle and clean with a straight nose-drop. Holding the stick fully back at the stallresulted in no inclination to spin. There was no stall-warning except with power on, when the fabric on the top surface of theinboard portions of the wing vibrates visibly. Aileron control stays all the way due to the built-in slots. The stalling speed isridiculously low and the A.S.I, is right off the clock. A series of sideslips at varying speeds were straightforwardand easy, the release of either or both controls resulting in a small straightening-up and a downwards pitching of the nose.Increasing speed to about 100 m.p.h. made the aircraft steady-up considerably, die controls becoming noticeably heavier (the eleva-tor being very powerful) with short-period oscillations in the dive damped out quickly. Short-period oscillations in other con-ditions of flight gave satisfactory results, although on the climb the lateral stability seemed to be marginal. Ability to pitch thenose at low speed was adequate in a simulated engine-failure, while a balked landing showed no great trim-changes.The landing is simple, although the elevator control needs to be used precisely enough to form a good exercise. The glide isat about 45 m.p.h. and can be steepened adequately by side-slips. In this respect the Turbi seems to have better characteristics thanthe Jodel. Following these somewhat staidly conducted tests, ColonelFroidefond, the C.F.I, of the club, decided that a "presentation" as he terms it, should be given. In his expert hands the Turbiwas thrown around the Toussus circuit with superlative skill, and at times about 30 extra b.h.p. seemed hidden under the cowling.The aircraft is not cleared for aerobatics but several "abrupt changes of attitude" were involved which showed the aircraft to bevery controllable in recovery from odd attitudes. The impression gained from flying both these types was thatthey were very pleasant little aircraft which, if used in the spirit of their designs, have a definite place in the French light aircraftmovement. H. B-D. SpanLength Wing area ...Weight empty Total weightMaximum speed Cruising speedStalling speed Rate of climbTake-off run Range LEADING DATA Manufacturers' figures) Jodel D.11227.0ft 20.3ft134sqft 594 lb1,1001b 112m.p.h. 94m.p.h.38 m.p.h. 585ft/min125 yd 290 miles D.S Turbi28.75ft 22.5ft139 sq ft 6101b1,0901b 96 m.p.h.74 m.p.h. 33 m.p.h.480ft/min. 175 yd400 miles "WATER-BOMBING" FOREST FIRES EVERY year thousands of acres of valuable Canadian timberare destroyed by bush-fires resulting either from natural causes or from the carelessness of campers and hunters. In theirefforts to curb this vast annual waste, the Ontario Department of Lands and Forests have become more and more air-minded, andrecently they have been experimenting with a "water-bomb" idea of fire-control. The Department operates a number of D.H.C. Beavers.Normally used for fire-spotting patrols and communications duties, they have been found to be ideal for this new method offire-fighting. Now, when the air patrol observes a fire, it will drop water-bombs on the fringes of the blaze, to retard its spread until a team of ground fire-fighters can reach the spot. Occasionally thebombing is repeated, with the men on the ground directing the aircraft by radio. During the summer months, when the danger of fires is at itspeak, all aircraft operated by the Department carry a special kit of water-bombing equipment. This kit normally consists of asmall roller conveyor, a water pail and several large empty bags. These bags are constructed of two layers of Kraft paper with acoat of latex in between. When it has been filled with water, each bag is sealed: a wax paper strip round the inside of the mouthis removed uncovering a coating of latex, which seals the bag when the mouth is pressed shut. The bag holds three-and-a-halfgallons of water and weighs ?5J lb when filled. If a fire is spotted, the pilot lands his aircraft at the nearestsource of water. As most of the Beavers are fitted with floats during the summer months, this source of water is usually thenearest lake or river, never very far away in Ontario's northland. With the aid of the pail, from 17 to 24 bags are filled, dependingon the load capacity available. The aircraft then takes off and returns to the scene of the fire. Bombing runs are usually carried out at a height of not morethan 200ft above tree-top level. Flaps are lowered and air- speed reduced to about 80 m.p.h. The "bomb-aimer," at the pilot's word, thrusts the bags on toa short inclined roller conveyor which leads them rapidly down and out through the camera hole in the floor of the aircraft.Usually about eight bombs can be dropped in one stick. Recently, too, experiments have been made with a helicoptercarrying its own water supply, pump and length of hose. B.E.A. AND COWARDI T is very pleasant to find an adventurous spirit in an amateurdramatic company, and such a spirit seems to animate the B.E.A. Drama Group. For their second production—at theFrench Institute, South Kensington, on March 22nd and 23rd— they chose three out of Noel Coward's cycle of plays known asTonight at 8.30. These were Hands Across the Sea, Still Life (from which was made the admirable film Brief Encounter), andWays and Means, all three requiring considerable panache in production. In the presence, on the opening night, of Mr. Peter Masefield,chief executive of B.E.A., and on the second, of the Mayor of Kensington (Lady Petrie), the audience were presented with aremarkably satisfying entertainment. The first play was pro- duced by Denis Carew, who later took a principal part in StillLife: he carried out these different tasks most ably. Patricia Robertson-Kellie was notable in appearances in all three plays,but particularly so as a scatterbrained young hostess who mis- takes the identity of some Colonially provincial guests in HandsAcross the Sea, a slender study of "society" in the 1930s, which, however, dates rather less than Ways and Means. This last isfull of britde Coward dialogue. Little need be said of the haunting Still Life (produced byReginald Woodley) save that both Denis Carew and Dorothy Stokes stood up well to the inevitable comparison with TrevorHoward and Celia Johnson in the film. They were efficiently supported by Bob Fletcher and Audrey Bentley. Ways andMeans was produced by Gil Burt. P. P.
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