FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1957
1957 - 1015.PDF
26 July 1957 105 dynamic control. The tail came up quickly and easily and I flewthe machine off when she seemed ready for it at something over 60 m.p.h. The flap switch and gauge, on the main panel bang infront of the pilot, are very good though flap response is fast and takes a little getting used to. The fairly stiff undercarriage switchis covered by a plastic dome (marked with maximum-extension speed) which has to be raised before operation. Red lights stayon all the time the wheels are not locked down, i.e., while they are moving or retracted; and green lights show locks engaged f?,rlanding. Mechanical indicators on the wings give additional indication of wheel position. Individual levers can be actuatedto release compressed springs which will force each wheel down in case of electrical malfunction. Initial climb at full load is a reasonable 750ft/min, achievedrapidly at about 95 m.p.h. after the aircraft is cleaned up. The climb-pitch setting is normally used for take-off, the settingmarked "take-off" being reserved generally for short-field work. Care must be taken not to exceed r.p.m. limits when changingto finer pitch settings at high airspeeds. The climb is made at 2,500 r.p.m. Limiting r.p.m. are 2,600.Settling into the cruise at about 800ft (just below cloud) I immediately felt the light and responsive ailerons. Lateralstability was neutral. The elevators were rather heavier, though not too much so. Fairly pronounced trim-changes occurred widivariation in either speed or power. Torque effects were small and could be precisely taken out with the rudder trim wheel. Bya weird oversight this wheel requires more than one turn from "lock to lock" but has absolutely no sure indication of trim-tabposition! One finds the actual setting by experiment, since the rudder itself cannot be seen from the cockpit. Elevator trim iseffective, but the lever provided for the adjustment is annoyingly spongy and could well be replaced by a wheel. (Blaha said thishad been suggested to the manufacturers.) Settling down to a hands-off cruise takes a little time, but once the speed and powerhave stabilized and the trim has been fiddled into place, the Super Aero flies fast and steadily. For manoeuvring, elevator trim is ofgreat assistance in taking up moderate elevator stick forces. I felt that part of the difficulty (though this is by no means a majorcomplaint) in adjusting for a hands-off cruise was due to a certain amount of friction in the elevator control circuit. Blaha agreed,but I would take into account the fact that this machine was brand new. Available rate of roll is good and stability gives a very reassur-ing feel. One admirable characteristic is that, even with the trim set fully tail-heavy, a hands-off glide will rapidly stabilizeat about 80 m.p.h. In case of an incipient stall the best drill is to release the wheel and the aircraft will immediately make for the80 m.p.h. mark. With everything out and down, elevator trim is sufficient only to trim-out forces at this speed. At about 60 m.p.h.a fair rearward force is still required. Gliding in the approach configuration at 80 m.p.h., hands off, the Super Aero is steady asa rock and therefore the approach is simplicity itself. The maxi- mum flap setting provides very marked drag and is recommendedmainly for short fields and obstructed approaches. About 45 deg is a more normal setting. Engine control on the approach isexcellent and the glide angle can be precisely controlled without difficulty. The flare-out, reducing power quite gradually, isexact and, though it is not too easy to put the tail right down for a three-pointer, the oleos are excellent and bouncing appearssatisfyingly difficult. Full control on the ground is instantly available once the tailwheel is firmly down. The Super Aero is a sleek machine and offers an excellent compromise between real performance and range and highlycommendable economy. It nevertheless carries "grown-up" equipment without unnecessary complication. Full navigationand communications radio, both M.F. and V.H.F., has been installed in many of the Super Aeros sold in Switzerland. Themachine in fact offers the performance (and equally important the intelligent design and good workmanship) of the smallerAmerican light twins, but retains the "feel" of a pilot's aeroplane which distinguishes a European aircraft.I imagine that the Czechoslovak Government is allowing the export of aircraft just as much for prestige as for financial gain;with this example they deserve both. SUPER AERO Two 105 h.p. Walter Minor 4-111 engines, with V-401E v.p. (electrically operated) airscrews Dimensions: span, 40.46ft; length, 24.8ft; height, 7.73ft; wing area, 184.914 sq ft. Weights: weight empty, equipment included, 2,112 Ib; crew (4), 682 Ib; baggage (in compartment), 1321b, (in cabin) 66 1b; fuel (68.201 Imp gal). 492.8 Ib; gross weight, 3,322 Ib; wing loading, 18.1 Ib/sq ft; power loading, 15.7 Ib b.h.p. Performance: top speed (at 3,307 Ib), 168 m.p.h.; cruising speed (at 2,300 r.p.m.), 146.17 m.p.h.; landing speed (55 deg flap), 62.2 m.p.h.; initial climb, 754.63ft/min; service ceiling, 16,614ft; s.l. take-off to 50ft (15 deg flap), 1,480ft; landing run from 50ft (brakes applied), 1.365.35ft; cruising (2,300 r.p.m.) fuel consumption, 10.67 Imp. gal/hr; cruise (149 m.p.h.) range with 60.201 Imp. gal, 6 hr or 871 miles; at 114.41 m.p.h., 8 hr 40 min or 1,088 miles. "Flight" photographs The photographs on this page emphasize the clean lines of the Aero 45, its distinc- tive canopy design, and the closely cowled engines. On the right, test pilot Blaha and C. M. Lambert take the aircraft along the South Coast west- ward from Brighton. The small picture above shows it in company with the "Flight" Gemini at Croydon.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
