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Aviation History
1960
1960 - 0781.PDF
PLIGHT, 10 June 1960 789 "High-wing visibility limitations were not nearly as bad as they might be, despite a 'solid' roof" "Flight" photographs CHAMPION TRI-TRAVELER in the Air No 126 of the Series By MARK LAMBERT THERE is a real sales' opportunity in Britain for the comfort-able, simple and cheap club training aircraft—somethingless than a business aircraft, but much, much more than a Tiger Moth. Unfortunately, low first cost is critical for the clubsand directly affects hourly operating charges so that a £4,000 to £5,000 aircraft must be used for journeys by share-paying pas-sengers before it becomes financially acceptable. The trainer to be hired by one man at a time must therefore be cheap. Both theCessna 150 and the Super Cub, though attractive trainers, are expensive by club standards and the two aircraft described inthese pages are for that reason important newcomers to the British market. As an overall assessment of the 90 h.p. Tri-Traveler (the makersspell it with one "1"), I would say that it is rather better as a trainer than the Super Cub 150 because it is less generouslypowered, a fraction more comfortable and, most important, it is cleared for full aerobatics. But it does not, of course, equalthe Super Cub's phenomenal utility performance and short-field capability. The Tri-Traveler also has better visibility than dieCessna 150, a factor which is a real failing in that otherwise delightful aircraft. Even though it lacks flaps, the Tri-Travelerhas good approach characteristics and it is ridiculously easy to land. Its stall is not as realistic as that of the Cessna, but afraction more so than that of the Super Cub. None of them really stalls decisively, but then what modern aircraft does? What really puts the Tri-Traveler in the picture is.its price of£2,995, fly away Biggin Hill (delivery in two months or less), and its aerobatic capability. Six machines of the type are beingimported by Maitland Drewery for a new club at Biggin Hill and the first three are already flying. Branch clubs elsewhere willfollow. The Tri-Travelers are assembled at Ramsgate airfield by Aviation Engineering Services Ltd. The only briefing I had before I flew Tri-Traveler G-APYUat Biggin Hill recently was a quick word with Mike Waterhouse, Maitland Air Charter pilot, about the location of the fuel gauge,switches and similar details. Looking around the outside of the aircraft later, I noticed that the ailerons formed a slot when raisedand closed the slot when lowered—the reverse of usual practice —and that the aileron leading-edge stuck out to provide pro-turning drag. The elevator was spring-loaded downwards to accentuate longitudinal stability and the rudder was spring-connected to the nosewheel. Structure in general was steel tube, fabric covered, with typically smooth American dope finish intwo soft colours. The undercarriage looked tough, with all three wheels encased in metal spats, one of which could be used as a footstep. Damping on the main wheels was by telescopic strut inthe main leg, the inner bracing legs being simply hinged at the fuselage centre-line. The nosewheel also had a telescopic strut.Access to the tandem, two-seat cabin was through a large door- way to starboard. The door had an inclined hinge so that it fellopen against a stop on the rear wing-strut. Climbing in was easy to either seat and the cabin was exceptionally broad. The rearrudder pedals were beside the front seat and cable-connected to the front pedals. The latter were wide enough apart to allow thecarriage of a sizeable dog between the pilot's feet ahead of the stick—an animal lover's dream but doubtless frowned upon byARB. There was also an adjustable ventilator on either side just about where the dog's shoulders would be. The large window onthe port side was in two halves, each of which could be slid open by either occupant. Also in reach of both occupants were thenavigation-, landing-light, master and magneto switches and carburetter heat control in a wall-panel beside the front seat,together with the single fuel cock. The elevator trim handle was in the ceiling above the front pilot's left shoulder. A single fairlycrude fuel gauge in the starboard wing-root showed fuel contents in both wing-root tanks. Quadrant throttles without friction nutswere positioned in the left wall for each pilot. There were no instruments in the rear.The front seat could be screwed forward or back with a knurled knob; and heel pedals for each pilot gave good control for the verypowerful hydraulic wheel-brakes. Distributed over the main panel in front were a series of cut-out blanks ready to take thefull gyro instruments which are optional extras. An a.s.i. and sensitive altimeter were on the extreme left and r.p.m., and oiltemperature and pressure gauges on the extreme right—all visible from the back over the pilot's shoulders. The Tri-Traveler isnormally flown solo from the front seat. Beneath the instrument space was a narrow gutter which formeda useful shelf and on the ledge below that a series of clearly marked toggles and plungers for priming, cabin heating, starting andparking brake. There was plenty of spare room for one or two small radios and a full electrical system and ignition screeningare standard equipment. There was an encouragingly thick mat- tress of soundproofing on the front bulkhead, between occupantsand engine. Thin carpeting on the floor and pleasant, washable plastic lining made the cabin cheerful. Visibility over the nose was excellent and at least half of eachtailplane could be seen at the back. The wing was fairly high above eye level so that sideways visibility was encouraging. Icould just lean forward level with the leading edge and could see
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