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Aviation History
1960
1960 - 0146.PDF
146 FLIGHT, 29 January 1960 SPORT AND BUSINESS ... VERY MUCH A STEP in the right direction is an arrangementintroduced by the Ministry of Aviation whereby flight plans may now be filed for flights between a number of aerodromes at whichsuch a facility was not previously available. Linking major civil airports in the British Isles is the Aero-nautical Fixed Telecommunications Network of teleprinter stations, and what has now been done is to connect most otherBritish aerodromes to their nearest major "parent" station by public telephone, and to arrange that the parent passes on themessage to the destination airfield—whether "the latter is on the teleprinter network or not.Several categories of message can be passed under this system, including, of course, safety and distress messages (which carryhighest priority) and—perhaps of more everyday interest—all messages in the "flight safety" category; a phrase covering traffic-control messages, flight planning, position reports and so on. Other messages are also permitted, and these are set out in Part 1of Appendix 11 (COM 141) to Air Pilot. The airman's "bible" also gives in rather formidable detail the form in which variousmessages should be transmitted—it is necessary, for example, for the sender to give his initials at the end of the message and thereceiver will do the same when he reads it back. Who pays for the telephone call? In the case of a messagepassed on to the parent station, the aerodrome authority or the pilot of the aircraft foots the bill, but the Ministry will pay forcalls transmitted from parent stations. Details of the scheme are given in a recent Civil Aviation Information Circular No 3/1960which includes a list of aerodromes and parent stations to which the scheme applies; it is sufficiently inclusive to make this auseful cross-country facility for club, private and business pilots. EIGHTY-FOUR SAILPLANES from 26 countries have beenentered for this year's World Gliding Championships at Butzweilerhof, near Cologne. No fewer than 61 of these are15-metre machines in the standard class. A practice-flying period from May 29 to June 3 will precede the championships, which willbe opened on June 4 and will continue until June 18. The organizer of the meeting, on behalf of the German Aero Club, willbe Seff Kunz, and 25 Dornier Do 27 aircraft will be used for aerotow launches. The German team of three pilots will be chosen from This new version of the Rollason Turbulent, seen in the snow at Redhi'l recently, incorporates a sliding canopy, spatted wheels, and independent braking to each wheel. Cruising speed of the aircraft, powered by a standard 30 h.p. Ardem, is improved by some 5 m.p.h. Ernst Giinter Haase (the current world champion), Heinz Huth,Hans Bottcher and Rolf Spanig. The countries which have entered are Australia, Austria, Belgium, Brazil, Canada, Czechoslovakia,Denmark, Finland, France, Great Britain, Hungary, Iceland, Israel, Italy, Jugoslavia, Netherlands, Norway, Poland, Rhodesia,Rumania, Spain, Sweden, Switzerland, USA, USSR and Western Germany. Entries from Japan, the Argentine and South Africaare also anticipated. The gliding research organization OSTIV is again holding itsbi-annual congress in conjunction with the championships, and this year Cologne has been selected as the location. PRIVATE AND EXECUTIVE aircraft sold by Cessna AircraftCo during 1959 numbered 3,564. These comprised 648 Model 150s, 874 Model 172s; 727 Model 175s and Skylarks, 258 Model 180s,774 Model 182s and Skylanes; 43 Model 210s and 240 twin- engined Model 310s. In the US light-aircraft field Cessna havebeen first on the basis of unit sales for the past four years, and first in terms of dollar volume for three of these four years. Fourof the company's 1960 range of aircraft were illustrated in our January 15 issue; Cessna's UK representatives are AirworkServices, 35 Piccadilly, London Wl (Regent 8494). WINNERS of the two flying scholarships offered by the AirSchools group to mark the parent company's 21st birthday are E. R. Goodwin, who is learning to fly at Elstree Flying Club,and R. H. Calder, who is flying at Derby Air Centre. At Elstree, the tower is now operating on 122.4Mc/s; normal hours of controlwatch are 9.30 a.m. to 1 p.m. and 2 to 5.30 p.m. TURBOJET-POWERED LIGHT AIRCRAFT are to beoperated by Ostrava Flying Club, the largest club in Czecho- slovakia. The aircraft type has not been specified, but the machineswill be of indigenous design and manufacture. PERFORMANCE OF THE RW3 MULTOPLANE has beenimproved with an increase in power of its Porsche engine from 65 to 75 h.p. Some 25 aircraft have been built to date, of which18 have been sold, mainly in South America and the USA. RETROSPECT From "Flight" of January 29, 1910 _ Mdlle. Dutrieux Has a Fall: On the 21st inst., while Mdlle. HelencDutrieux was practising on her Santos-Dumont machine at Issy, she had a somewhat exciting experience, which fortunately ended withoutinjury to herself. The ground was very muddy and heavy, and in her endeavours to get the machine to rise Mdlle. Dutrieux pushed thfelevating-lever right over, with the result that the machine shot up very suddenly to a height of 10m. It flew along for a few minutes, andthen as suddenly fell forward, and after striking the earth remained standing perpendicularly. Much to the relief of the terror-strickenonlookers, Mdlle. crawled out from her seat quite unhurt by the fall AND THE MOONEY Mk 20A (continued from page 145) usefully higher and the slightly greater empty weight passesunnoticed. For this test the air was smooth and in the climb the 20A exhibited hands-off stability—the slight lack of directionalstability commented upon earlier seemed no longer apparent. After levelling off at 5,000ft the Mooney settled down at 2,400r.p.m. and 22.5in manifold pressure to accelerate up to its indi- cated cruising speed of 155 m.p.h. This Mooney also appearedto "lock in a slot" above the g-load manoeuvre-limit speed of 130 m.p.h. i.a.s.; as the speed increases the stick forces also riseand pedal loads increase in sympathy—although very little rudder is ever required. In its groove the Mooney is highly stable; a5 m.p.h. speed increase was almost completely damped out in one pitch cycle. There is a further limitation to be watched for at the high-speedend of the scale. The Mooney has a definite VnEof 183 m.p.h. i.a.s. and this speed is fairly close to the indicated cruising speedat, say, 70-80 per cent power. But no pilot need worry unduly about exceeding this, thanks to that endearing Mooney charac-teristic of limited speed build up when the nose is lowered. A couple of spot checks with the throttle closed and the propellercontrol untouched showed that the Mooney would descend at l,000ft/min at 120 m.p.h. and at l,500ft/min at about 127 m.p.h. At 4,000ft I closed the throttle completely and went througha series of stalls in various configurations. Clean, the Mk 20A stalls at about 54 m.p.h. i.a.s.; with 10° flap and wheels down at 51 m.p.h., and with full flap at between 48 m.p.h. and 49 m.p.h.,the stall occurring with warning only from the buzzer; a slight tendency to drop a wing is easily held. Absolute minimum flyingspeed with full throttle and 10° flap is about 43 m.p.h. i.a.s.—but this is a highly unstable condition of limited interest. After some experience with the Mk 20 I anticipated no greatdifficulty in setting down the Mk 20A. And so it proved; the just-adequate flaps are moved down by the knife-through-hot-butter selector and below 120 m.p.h. the undercarriage lever is picked off the floor and thrust forward into its notch. It was thenagreeably easy to hold the Mooney at about 80 m.p.h. on the final approach, but it sits so low on the ground that for the best resultsthe flare-out must be made with the wings practically brushing the grass. Quiet, easy to fly and apparently robust, the Mooney is vetanother example of the refinement that ten years of active develop- ment has brought to US executive light aircraft. Among potentialowners in Great Britain it deserves to be more widely known. Leading Data Dimentions: As Mk 20 except height, 8ft 4?in. Weights: Max, 2,4501b; empty, 1,4401b; pay load, 1,0101b; baggage capacity, 1201b. Performance: Max cruising t.a.s. at 6,500ft, 75 per cent power, 180 m.p h.j economy cruising t.a.s. at 10,000ft, 55 per cent power, 165 m.p.h.; max rate of climb at sea level, full throttle, 1,150ft/min; normal range at 7,500ft, 630 st mile (with auxiliary tank 900 st mile); take-off distance, sea level, 10 m.p.h. wind, 600ft; landing distance, 10 m.p.h. wind, 575ft.
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