FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1955
1955 - 0580.PDF
580 FLIGHT, 6 May 1955 ACTUALITES FRANQAISES ... form with wing-tip fairings of balsa. It comprises 24 ribs andtwo spars, the main spar being of box type with the rear face located at 30 per cent of the chord. This line is the basic datumfor the construction of the mainplane. The rear spar consists of two flanges with a gaboon plywood web while the front spar hastwo flanges of decreasing thickness towards the tips. The front spar webs are in both birch and gaboon ply. Two ribs on eachside are reinforced to carry the aileron hinge brackets, which are of tubular construction and have ample bearings in bronze. Theailerons themselves are of slotted type and operation is by means of an adjustable push-rod actuated by a differential controlmounted on ball bearings and operated by cables; turnbuckles for adjustment are located under the seat, at the base of the controlcolumn. The root ribs are boxed and carry the control cable pulleys and safety-belt attachments. The leading-edge covering is entirely of birch plywood invarying thicknesses. A stiffening-strip reinforces the wing struc- ture outboard of the footwalks. Structure aft of the 30 per centchord line is fabric-covered while the ply skin is covered with a lighter fabric thus giving a durable finish. The undercarriage attachment is to two special ribs which formpart of the leading-edge box, this method tending to limit the damage resulting from an unusually heavy landing. The under-carriage is of the single-leg type, the joint to the wing being by three substantial bolts. Shock absorption is by a simple pile ofrubber interspersed with aluminium washers around a centre tube; a conventional compass-type tracking arm maintains thecorrect alignment of the wheel assembly. The wheels are fitted with mechanical brakes, operated from pedals located between thefeet of the occupant of the left seat. The tailwheel assembly, mounted forward of the sternpost, isfitted with a wheel of approximately Sin diameter, centred by means of bungee cord accommodated within the fuselage. Theshock-absorbing medium is a spring, covered by a rubber bellows- type gaiter. The fuselage structure is a wooden one, comprising two flatsides united primarily by the engine bulkhead and fire-proof panel; the main bulkhead for the wing attachment; the locker,with the first part of the fuselage rear decking; and the stern- post and fin spar combined. The longerons are of spruce, withthe skin covering in birch and gaboon plywood. The whole is covered with light-grade fabric doped on and finally painted. Cabin shape is given by a light-gauge steel-tube welded struc-ture, the windscreen—made in one piece without moulding— being set at a slope which permits, even on the ground, fullforward vision. Particular care has been given to the problem of rear vision, the cabin being fitted with two ample panels ofPlexiglas ensuring a 360-deg visual range in flight. The doors open upwards, and the edges are fitted with flexible tubularcushioning to prevent the entry of slipstream, water and noise. Dunlopillo is employed for the seat upholstery and the seatbacks are adjustable on the ground. Two suitcases measuring 36in x 18in and of average thickness can be carried in the luggagelocker. The whole cabin is pleasantly trimmed in a durable grey crocodile-finish plastic. The tailplane is in one piece, completely ply-covered and thencovered in fabric in the same manner as the other main structure. Its framework is formed by two I-section spars and simple ribswith ply *eb, and the elevator is attached at three hinge points, the pins picking up in bronze bushes. A trimming tab incorporated in the starboard elevator isoperated by a Bowden-type cable which ends at the control knob located in the centre of the cabin roof. Fin construction isidentical with that of the tailplane and integral with the fuselage, while the rudder is of similar construction to the elevator andlikewise is fabric-covered. Following a close examination of the Condor, and with theprevailing superb weather, any delay in being airborne would have been time wasted; so, after I had heard a brief description ofthe cockpit from M. Druine, the little engine was started and the cockpit tried for size while warming up. One pleasant feature isthe lack of static friction in the control circuits; in fact, it was quite unusual for a light aeroplane to have such good characteris-tics in this respect. The side-by-side seats are. very comfortable and the cabin has a satisfying depth about it, with plenty'ofroom for big feet. The central control column (with extensions) is in the right position and makes entry, particularly for theskirted sex, much easier than usual. Rudder pedals are similar to those of the Auster, with ingenioustoe-operated brake pedals fitted in the nort-side set. The cabin top is neatly made and the side panels hinge upwards very simply;as stated above, the view is exceptionally good, particularly to the rear, and there is plenty of headroom. Ventilators are fittedin the roof panel at the after end, while a trimmer control knob moving fore and aft in a slide, is mounted at the forward end forelevator trimming. Like several other French aircraft, the Condor has no direct vision panel or sliding window. Instru-ments are well laid out on the centre of the panel and covered with a light alloy flanged cover to hide all the various screws thatmar so many light aircraft installations. A sharp edge on the coaming seemed just the thing to leave a trademark on the pilot'sface should the aircraft decelerate quickly, but this is being altered in the production aircraft. Taxying is very smooth and positive, without any need to usethe brakes, and small figures-of-eight were made with ease on the tarmac apron in front of the hangar. Opening up to full poweron the tarmac the Condor was airborne in a short distance, taking about seven seconds to unstick and climb away smartly, the timefrom ground level to 1,000ft being approximately 1 min 30 sec, with two up. With the aircraft trimmed into level flight at cruising r.p.m. of2,200 in calm air, the A.S.I, (with a wing-tip pitot head) was showing 160 km/hr (100 m.p.h.) while at full power the I.A.S.was 180 km/hr (112 m.p.h.). The controls felt most pleasant— particularly the ailerons—and the general feel of the aircraft inflight inspired confidence. The trimmer was adequate for all conditions of flight and hands-off flying seems to be the normalmethod of travelling. The design of the controls has obviously teen well thought out,and checks on stability gave good results. The longitudinal stability in the climb was positive; setting the speed a few milesper hour either above or below the trimmed climb speed resulted in the nose pitching in a gentle oscillation which damped out.In level flight short-period oscillations caused by sharply deflect- ing the controls and leaving them to their own devices showedall controls to be heavily damped, particularly the ailerons. At 70 km/hr (44 m.p.h.), which is about the take-off safety speed,the elevator control was adequate to pitch the aircraft following a simulated engine failure. At all speeds upwards from 70 km/hr, normal manoeuvres wereperfectly straightforward and pleasant. Turns up to nearly vertical, feet off, with rapid reversals into the opposite turn, werepossible without slipping in. A simulated baulked landing with The tail of the Condor is characteristically marked with the name of the manufacturer, and the type number, type name and serial number. (Right) The first prototype outside the hangar at Buc.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
