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Aviation History
1961
1961 - 0548.PDF
558 FLIGHT, 27April 19,] The 180 h.p. Wassn=r Super IV seen alongside a Piper Comanche 2 50 on the Wassmer airfield "Flight" photograph WASSMER SUPER IV in the Air ... Wassmer, and two passengers. We pulled the canopy shut andopened the very large fresh-air vent in the roof. Visibility through the horizontal 270", upwards through the sides and down overand past the nose was exceptionally good. The rudder pedals came back to within comfortable reach, but the control wheel,emerging on a piston from the panel, was set rather low and bumped my knees when 1 applied full aileron. This was more inconvenientfor the passenger beside me, because 1 could spread my knees before applying full aileron deflection. On the other hand, thelow position meant that, during long periods of cruising, I could have rested my arms on my knees while flying. The low mountingalso avoids obstructing the important instrument space on the panel. A very small inconvenience, felt only during approaches inrough weather, is fair exchange for comfortable cruising and more panel space. The Lycoming, of course, started readily and 1 taxied off acrossrather rough turf. I could see well, the suspension was excellent and the nosewheel steering allowed me to turn easily almost aboutone mainwheel, the wing-tip almost moving backwards over the ground. The brakes acted together for slowing down, Comanche-fashion, and were effective. The normal checks were adequate for take-off and I opened upwith flaps retracted. We gathered speed reasonably quickly and M. Dumont signalled me to pull off at about 90km/hr (56 m.p.h.).In the climb at 150km/hr (93 m.p.h.) the aircraft felt very pleasant, with light control forces, smooth feel and good stability. Weclimbed at 4.8m/sec (940ft/min) with tanks half full. The ailerons were particularly smooth and light and the aircraft felt reallymanoeuvrable. 1 then levelled off and set 2,400 r.p.m. and 78 Pz, about 75 percent power, at 3,500ft. As the speed built steadily up the nose had to be pushed right down and the trim change was progressive.We finally settled at 240km/hr (149 m.p.h.) and steamed along with superb visibility for map-reading. The big roof ventilator producedlots of cool air. Lateral control was still very smooth and lateral stability neutral. A sharp pull-up produced two phugoids beforetrimmed speed was regained; and the rudder was light and direc- tional stability positive. I noticed that the Super IV did not snakein rough air like many other types. The only complaint was that the noise level was a little high, a rather hollow noise from theengine which was intrusive, but would prove fatiguing only after some hours. We could talk to each other reasonably well. Turns with aileron alone produced virtually no skid and a high rate ofroll was available. The general feel was very pleasant. Closing the throttle smartly caused only a slow nose-drop, andstickback pressure increased steadily as the speed fell off. The ailerons remained light and by 120km/hr (74 m.p.h.) the nose waswell up and we were beginning to sink. By lOOkm/hr we were sinking fast and the stall followed with a little warning buffet and aroll over onto the right wing. The Super IV dived away, but quickly regained flying speed and I pulled out without using power orforward stick. Flap and undercarriage speed was 160km/hr (100 m.p.h.). The gear dropped down with a thump, causing littletrim change. The flaps, too, left little trim change and, with power off, we went downhill at 130km/hr (81 m.p.h.) and a very usefull,000ft/min. Control was still excellent, with very responsive ailerons (if the knees were spread to avoid the wheel) and there wasplenty of power left in the tailplane. This was real control as I like it, not a petering-out of elevator near the stall. I pulled back untilwe stalled at about 90km/hr (56 m.p.h.) and again we rolled over to the right and dived. Recovery was once more completely straight-forward. For the landing, I set up the approach at 130km/hr, which Ijudged adequate, and breezed in with no trouble at all. There was ample elevator to round-out into a very tail-down attitude and wetouched down softly on that rubber suspension, holding up the nosewheel for a long time afterwards. The Wassmer Super IV proved a thoroughly pleasant aeroplaneto handle, with an excellent undercarriage and quite exceptional visibility at cruising angles of attack. Add to this some six hours'endurance and the ability to carry even a stretcher in the cabin and any amount of radio, and you have a valuable touring aircraft.The structure looks tough and straightforward, the price is very reasonable and the styling and comfort are attractive. 1 only hopethat the aircraft achieves its deserved market and that Wassmer press on with production. WASSMER SUPER IV SANCY (One Lycoming O-360 giving ?. 80 h.p.)Span, 32ft 9in; length, 24ft llin; wing area, !72 sq ft; empty weight. 1,4301b; gross weight, 2,6501b; wing loading, 151b/sq ft; fuel capacity,50 Imp gal. Performance: Maximum speed, 170 m.p.h.; cruising speed at 75 percent power at 7,500ft, 165 m.p.h.; sea-level cruising speed at 75 per cent power, 152 m.p.h.; stalling speed, 58 m.p.h.; sea-level rate of climb,900ft/min; take-off run, 655ft; landing run, 590ft; service ceiling. 16,400ft; endurance at 75 per cent power, 5hr. 810 miles; endurance ateconomic power, 6hr 30min, 960 miles. PIPER PAWNEE in the Air No 145 of the"series WITH my rather reprehensible liking for odd-looking aero-planes, I was greatly entertained by the Piper Pawnee.It is about as specialized an aircraft as you can findanywhere and, an added distinction, it is virtually built to crash safely. I did not put it to this particular test. After some delay, thePawnee now has its British C of A and can be bought in Britain for £5,045. Agricultural flying can be a dicey business and the operatorshave long wanted something specialized (but inexpensive) for doing the job more safely than can the usual conversions from trainersand touring types. Piper's answer, the Pawnee, was designed by Fred Weick—formerly head of the Aircraft Research Center ofTexas A & M and now director of the Piper Development Center— in accordance with the recommendations of the Crash Injury Re-search Unit of the Cornell Medical College. The pilot sits in a "safety capsule" behind the hopper, fuel tank, engine and wings, and isprotected by a stout roof and secured by inertia-reel shoulder harness. He normally wears a crash helmet, and forward accelera-tions would be absorbed by a curved light-metal scroll across the cockpit in front of him. The rudder pedals have no sharp cornersand the steel tubes round the cockpit are slightly bowed outwards so that they will not turn in when collapsing. There are sharp'blades "Flight" photograph The Pawnee seats i pilot high up in i "safety capsule," behi the hopper, fuel tank ( engine. Note the robi undercarriage and m colour-scheme
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