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Aviation History
1956
1956 - 1460.PDF
FLIGHT, 12 October 1956 WIDGEON IN THE AIR . . . An exception to all this is the rudder control (tail-rotor pedals)which seems to be unchanged and therefore, in contrast with the other much improved controls, seems ill-matched. I believe whenI flew it, Widgeon G-ALIK's tail-rotor control was not at its best. It was not very effective, rather lumpy and heavy, and it did nothelp me with my unpractised handling at all. A larger rotor and more sensitive operation would be desirable in a later series. Lest I give the wrong impression, it should be stressed thatthe tail-rotor controls are similar to those which have been regarded as satisfactory on a very large number of Whirlwinds. But in theWidgeon one is dealing with a livelier and more responsive machine, which may on occasion require quicker response. In addition to the servo-assisted rod-and-lever system for themain hand controls, torsion-spring trimmers have been incorpor- ated for lateral and fore and aft adjustment. This, of course,helps further towards hands-off flying. Indicative of the success achieved is "Slim" Sear's party trickof landing into wind and taking off again without touching the cyclic pitch lever. Naturally he first steadies and trims theWidgeon very carefully to hover at, say, 20ft, and he isn't always successful in gusty weather. I managed to repeat the manoeuvrewith about the same standard of flying, using all controls! My recollections of cross-countries over moderate distances inBell 47 or Dragonfly are not particularly pleasant. I recall some anxiety and a fair amount of wallowing in all but the calmest air.The occasional banging and napping noises and the need to hang onto everything increased the fatigue and tension. In the Widgeon,all was different. With engine r.p.m. at about 3,000, and the superimposed rotor needle indicating 200, I eased up firmly onthe collective pitch and without shake or lurch it became airborne and ready to move off in the Ilminster direction. An incidentalpiece of information quoted in the crew's notes interested me: "At 500ft using 2,800 ej.pjn., the specific air range reaches its opti-mum value of 3.3 nautical miles/gal at 62 kt I.A.S." Carrying two and a full fuel load, the Widgeon climbed eagerlyat 50 m.pJi. forward speed. At circuit height the slight changes in power setting and control positions were made almost withoutconsidered thought. Only the minimum of adjustment of the throttle was needed at any time, and the easing down of thecollective pitch lever seemed to co-ordinate boost and rotor r.p.m. without help from the pilot—as it should. Always beforeI have been a bit of a rotor-r.p.m. worrier; on the Widgeon I quickly felt able to let them fend for themselves, except whenchanging flight regime. Within minutes of leaving the airfield I felt able to relax, enjoythe ride and examine the countryside with its terrified dots of hens, dashing in all directions. I have a theory that chickens do not lookup but hear or feel the beat of the rotor blades, even 1,500ft above them, and instinctively scatter in panic, anticipating the silentswoop of hawk or eagle which might follow. In the past I should have hesitated about recommending mediumor light helicopters as transport for an executive, because of the "One does not need to look hard to see that the Widgeon has many features in common with the familiar Dragonfly . . ."
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