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Aviation History
1955
1955 - 1447.PDF
30 September 1955 557 Suggestive of an earlier design-era, but looking capable of hard work: the Holleville Bambi. (Below) The Girouette Constantin stabilizing de- vice fitted to the Jodel Grand Tourisme. Running true to form on French light aircraft, there was nodirect-vision panel—perhaps they just don't have English weather or steamed-up windscreens in France! The trimmer on theprototype is a simple push-pull affair in the roof and seems insignificant in effect; this point could certainly be improved. With the engine running the cabin is not noisy and conversa-tion is easy (an equally important factor, if light aircraft are to catch on in modern society, is that the external noise is attrac-tively low-pitched). Taxying is simple even without using the hydraulic brakes, and the squat lines of the aircraft, coupled witha wide track, give a secure feeling while dashing across a rough surface such as exists at Pau. The spring-leg cantilever under-carriage certainly suffered a trying test during a day's programme of trial flights by a variety of pilots. On opening the throttle there is a slight left swing, easilycorrected by rudder, following which it is necessary to hold the aircraft with its tail properly off the ground. Dragging off justwon't work but, left to itself, the Emeraude is cleanly airborne and, once having accelerated to safety speed, climbs away at areasonable angle. On this occasion, with two up, full tanks and outside air temperature 27 deg C, the rate of climb was some65Oft/min at a climbing speed of 65 m.p.h. On levelling out and trimming for level flight one is consciousof a real little aeroplane with attractively sensitive controls which, in turns up to the vertical, are beautifully harmonized. The rateof roll is exceptional; the aircraft flown was fitted with little experimental end-plates as befits fashion, but whether they hadany appreciable effect it is difficult to say. Certainly they seemed to have no adverse effect. During the climb the longitudinalstability was just positive, while laterally the stability seemed marginal. Directional stability was positive. All controls werepleasant and, when subjected to short-period oscillations, adequately damped. The elevator was personally considered toolight and a check on its ability to pitch the nose following a simulated engine failure was highly successful. Sideslips to the left with engine on were satisfactory, releasingeither or both controls resulting in the nose pitching down and the aircraft straightening out. To the right there seemed to besome tendency to enter a descending turn when the rudder was released. Diving results in a rapid build-up of speed, the con-trols becoming very positive while at the same time staying reasonably light. Although on this occasion it was not possibleto undertake a stalling programme, an approach to the power-off stalling attitude resulted in adequate control being available and(unusual in a small aircraft) a warning buffet. Gliding is pleasant, the controls being crisp and positive at the approach speed of60 m.pii., which is followed by a firm arrival. It seems difficult to bounce the Emeraude and its landing is very positive, with goodcontrol and shock-absorption. Naturally the napped version is superior to the example flown and as a personal preference threeinches more on the length of the legs would help. Taken all round, the Emeraude is most attractive and shouldprovide a most useful mount for the private owner who wants to fly cheaply at 100 m.pJi. Some twenty are under constructionby clubs and amateurs, and a batch has been ordered from the designer's works (one example was seen from the air at Angoulemeon the return journey to England). For those wanting a snappier performance the 90 bJi.p. Continental with starter and generatoris available. A test programme on the Emeraude is being undertaken by theBritish Popular Flying Association and, following the satisfactory progress of investigations to date, the first plans of the machineare already in this country. Other Aircraft at Pau. Although of somewhat straight andsimple lines, the Jodel D.I 12 two-seater has been developed by certain small manufacturing firms for the private-owner market,which in France is blessed by a subsidy aimed at encouraging a light-aviation industry. One such example at Pau was the GrandTourisme model, produced by the Societe Aeronaunque Nor- mande, which is at Bernay. This little firm produces a spattedand attractively finished Jodel fitted with an 85 b.h.p. Continental complete with starter. Many minor points have been improved,including the trimmer-control positioning, and a direct-vision panel has been introduced. Also fitted as standard is an S.A.N.six-channel V.H.F. radio produced by the same company and, following latest practice, using a roof-mounted loudspeaker. Theperformance of this set is good and, recently, examples were taken with a French team to the German gliding contests, wherethis radio was the only type to stay serviceable throughout the period. As an indication of the use of an ultra-light aircraft as aresearch tool the particular Jodel Grand Tourisme at the rally, F-BDHA, flown by its owner, M. Lucien Querey (directorof S.A.N.), was most interesting. The aircraft is fitted with a device known as the Girouette Constantin, which consists of aninclined sensing-vane mounted on an arm forward of the wing leading-edge and free to swing laterally. Any lateral movementis transmitted to the ailerons, and this is intended to alleviate dutch rolling while at the same time simplifying the pilotage ofthe aircraft. In effect, on a bumpy cross-country trip, the device is almost a co-pilot. With the aircraft trimmed fore and aft into straight and levelflight any tendency to slip or skid is sensed by the vane, which swings laterally; by interconnection, the ailerons are moved inthe appropriate sense to keep the ball bank-indicator central. The stick can be left entirely free and all necessary turns orcourse adjustments can be made by rudder alone. A twenty- minute trial flight in the aircraft was very satisfactory and, evenin the quite severe bumps around the local hillsides, the stick was hardly ever touched. For landing all that was required was totrim the aircraft downwind on the glide and then sit back with arms.folded until ready to check for touchdown, the turns on tobase leg and final approach being simply a matter of pushing on the rudder pedal. The device has caused great interest in France,where it is intended to develop a more compact installation with- out the somewhat complicated linkage of the existing experimentalversion. The prototype has been supported by the Service de l'Aviation Legere et Sportive, who purchased the wing, whilemany of the calculations were made at the Laboratoire Eiffel. Two other aircraft were flown by the writer, the first beingthe dainty little Turbulent by Clochez, who this year deservedly won the R.S.A. cup for the best constructed amateur aircraft.Last year this aircraft was hors concours, having won the cup pre- viously the year before. The sliding hood now fitted to theTurbulent has been very neatly installed and gives no impression of having been added afterwards. It can be locked in three posi-tions, and flying in the hot sun with the hood slid back to its first notch was delight indeed. A half-hour flight confirmed previousopinion that here is a delightful little craft for the true amateur enthusiast. In a discussion with one of the French pilots of the
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