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Aviation History
1959
1959 - 1307.PDF
634 FLIGHT HANDLING THE ' META-SOKOL . The characteristic stance of the Meto-Sokol results from the re- versed - nosewheel undercarriage. Note the sharply raked, wrapped- round windscreen palm of the hand along the knurled rim. The related indicator,close by, is very clearly marked. Undercarriage retraction gave me some trouble at first, but itbecame simple with a little practice. The main action is from a crooked lever with a good big hand-grip which is easy to movefrom the fully rearward "down" position to the fully forward "up" position. But first, a small lever must be moved over to unlatchthe locks and then a good hard shove down is needed actually to effect the release of the locks. Another shove afterwards is requiredto engage the up-locks. Little red and green tell-tales beside the locking lever indicate lock-position. Additional little tell-tales in the wing show when the down-locks are engaged. The physical effort required is not excessive and the locks can beengaged by feel with a subsequent glance to make quite sure of things. Having ascertained these various points with the aid of an inter-preter, we set off with myself in the right seat, Brabec in the left and the Czech interpreter behind. The tanks were about halffull. Apart from a sharp vibration when accelerating from the very lowest r.p.m., the little Walter ran smoothly and was preciselycontrollable. I would say it was a fraction rougher than a small Lycoming, but just as responsive. The take-off, by Brabec, was awee bit long, but the climb quite respectable, especially when the aircraft was "cleaned up." The blower was disengaged forthe climb and we settled to chase the Proctor in which our photographer was waiting for us. I took control just as we came into close formation and foundno difficulty in manoeuvring according to the photographer's motioned instructions. Power response was excellent and, despiteextremely bumpy weather, I had no difficulty in staying in close and keeping where I was wanted. I feel that formation flying isalways a good indication of manageability. Photography completed, I flew around for a while trying thecontrols. At cruising speed the stick forces were light in the first bit of movement and heavied up considerably with further deflec-tions. The rate of roll attainable was not very high, but steep turns required no particular co-ordination and could be reversedwith the rudder pedals free without excessive adverse yaw. I tried one quick stall with the aircraft clean. It came with somewarning at about 60 m.p.h. I.A.S. and was as docile as one could wish. Neither nose nor wing dropped and recovery was immediateon centralizing the stick. We then landed to drop the passenger. Approach was made at80 m.p.h. with plenty of power because of the very strong wind and was not representative of approach capability. I took overfor the touch-down, flying through a long float and straight on to three points with the minimum of round-out. The whole procedurewas a little more long-drawn-out than I would like, but ridicu- lously easy, with precise control, particularly on the elevators.Once on the rough grass of Biggin Hill, the undercarriage gave The Meta-Sokol has a distinctive wing plan-form and sharply tapered • . .•••;.! -.-.•.• fuselage. Cruising speed is 126 m.p.h. an excellent ride and direction was simply maintained. Rear-wheel steering was heavy and not too responsive, but adequate. The tail-wheel connection can be over-ridden in the usual way.Despite the close-grouped wheels, stability on the ground seems to leave nothing to be desired. I next took the left seat and started up. That was simple andquick. Rear wheel steering was heavy and took a little practice, but was effective. With someone in the back seat as I later had, itwas a good deal heavier and more sluggish, because of the extra weight right on top of the wheel. To the standard pre-take-offchecks are added a propeller pitch-setting one "blip" short of fully fine to avoid overspeeding at take-off. The blower is engaged andflaps extended to the first stop. On opening up, acceleration is good and directional controlvery easy. I was told to pull off at 55 m.p.h. and climb at 80 m.p.h. Allowing a pause while speed built up, I found I had to watch theA.S.I, and r.p.m. fairly carefully concentrating at the same time on manipulating the undercarriage. During about three take-offsI learnt the knack—and it is no more than that. Raising of take- off flap causes no perceptible sink. We then climbed up to 1,500m (almost 5,000ft) to try somespins. In calm air the Meta-Sokol handled very smoothly and flew virtually hands-off. Rate of roll was still moderate, but responsevery smooth. While climbing at about 4,000ft we tried the super- charger and the rate of climb went instantly from 400ft/min to800ft/min. Above 4,500ft it can be used continuously and will really give a very worthwhile cruising T.A.S. Otherwise onesettles into level flight and coarsens pitch progressively as the speed builds up to keep the r.p.m. at about 2,300 with an intake pressure,at that height, just below 0.7 atmospheres. The aircraft seems to get "on the step" and the nose goes well down. Visibility formap-reading is exceptionally good. OMNIPOL META-SOKOL (Walter M 332,direct injection, supercharger, v.p. propeller,giving 140h.p. with and 110 h.p. without supercharger) Span, 33ft; length, 24ft 6in; wing area, 136 sq ft; empty weight, 1,177 Ib; useful load (inc. four occupants, 24 Imp. ga! fuel and 11 Ib baggage), 880 Ib: gross weight, 2,060 Ib; wing loading, 13 Ib/sq ft; max. s.l. speed with supercharger, 147 m.p.h.; cruising speed, 126 m.p.h.; landing speed 59 m.p.h.; service ceiling with super- charger, 16,400ft; take-off run, 870ft; range, 680 st. miles; fuel consumption, 3.6 gal/100 miles. Brabec took over to demonstrate spins. He made a three turnspin in each direction and then a one-turn spin in each direction and recovered after a total height loss of only 2,100ft. Each timethe aircraft was put into the spin and recovered with absolute precision using all three controls. All spins were remarkablysmooth and did not dislodge a satchel lying on the rear seat. Brabec then showed minimum speeds at 65, 60 and 55 m.p.h.,each time waggling wings to demonstrate full control. Half- and full-flap stalls followed at 45 m.p.h. each, again with absolutelyinstant recovery when the stick was merely centralized. Neither wings nor nose dropped. Then he flew the aircraft clean at2,500 r.p.m. at 50 m.p.h. with the nose sharply up but under full control. Finally we landed, picked up the interpreter and returned toCroydon. It was during severe turbulence that I noticed an odd habit the Meta-Sokol has of snaking sharply in rough air. It willfly hands-off, but oscillates sharply from side to side intermittently. The fin might well be altered to eliminate this, although thesnaking is no worse than, for example, the waffling of a Gemini in rough weather. Back at Croydon, I decided to test my impression that theMeta-Sokol could use more drag on the approach. I decided to make a glide landing into the middle of the field from a positionwhich I would think desirable in an aircraft of this type, making allowance for a very strong wind. The 80 m.p.h. I chose indeference to turbulence and wind gradient on the 170 runway at Croydon, was probably too high, but only a long side-slip got uson to the chosen point. It is, however, unfair to judge such a quality in a blustering wind with a strange aircraft. Unfortunately,there is insufficient clearance between wing and ground to allow greater flap deflection. All in all the Meta-Sokol gets a remarkable amount of energyout of a small and very economical engine. It is completely vice- less, and its simplicity and excellent visibility are great assets. Itis comfortable, roomy and remarkable value at its price, - ;
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