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Aviation History
1961
1961 - 0591.PDF
f, GHT, 4 May 1961 601 PROCAER F.15 PICCHIO in the Air BY MARK LAMBERT No 146 of the series "Flight" photograph THE Italians have given us masterpieces of art and engineeringwithout number—perfect blends of line and shape, technicalingenuity and skilled craftsmanship. In the aircraft field anexcellent example is the work of Stelio Frati, who since World War Two has designed more than a dozen sleek and graceful aircraft, in-cluding the splendid Falco aerobatic two-seater and its four-seat derivative, the Nibbio. Batches of these aircraft were made byAviamilano at Milan; and Frati then joined Procaer and designed the Picchio, which I think is his best yet. In 1957 I referred to the Falco as "a real pilot's machine, a smallfighter and a two-seater fit for kings to show their ladies." In Flight for October 16, 1959, I reported on my second flight in a Falco,this time in the first British-registered aircraft, and tried to dispel what I felt was a growing nervousness about this allegedly hot andslippery aeroplane. I found that it stalled decisively, but at only 62 m.p.h., and that it was surprisingly tractable and manoeuvrable atspeeds only 10 m.p.h. above the stall. It could be landed in a perfectly normal way from a power-off approach at 80 m.p.h. The point is that the average British private pilot will never haveencountered anything so crisp and light as these Italian aircraft. I heard someone say after first flying the Falco that one had toapproach at 100 m.p.h. and really needed a good runway. This is just not true, and a few minutes of experiment in the air reveal asurprising docility near the stall and remarkable control effective- ness at the very lowest speeds. Aviamilano took great trouble tomake the Falco as docile as possible without affecting its 186 m.p.h. cruising speed on only 140 h.p. The same applies to the Picchio. A service-trained pilot would bedelighted by it: the PPL type would feel just the same after a few hours at the controls. But enough of these preliminaries. Here ismy report on what I consider to be Europe's most exciting touring aeroplane. The British agents are Maxfield Aviation Co Ltd,66 Pembroke Road, London W8. The Picchio is powered by a Lycoming O-360-A1A engine andconstant-speed propeller giving 180 h.p. for take-off. The wooden airframe is glued with synthetic, water-repellent glues and all woodsurfaces coated with synthetic varnishes giving, the makers claim, the same durability as a metal structure. All external surfaces areiormed by prefabricated ply sheets to which thin plates of Peralluman 45 corrosion-resistant aluminium alloy are glued. The first five Picchios had a 160 h.p. engine and three scats.They were followed by ten F.15A Picchios with the 180 h.p. engine, tour seats and various improvements. It was the seventh of theseaircraft that I flew. Now Procaer have completed the first two of a bach of 25 F.15Bs which have all the fuel in two wing-tanks (makingsmoking in the cabin permissible), all-metal moving surfaces, and <; ner detail improvements; and Procaer are working on the necessaryfutures, such as jettisonable windows, to allow certification for aero- <tics. Stressing is adequate for aerobatics with two occupants. External finish, with a coat of clear protective varnish over thevirtually unbroken metal surface, is superb; and the small, laminar- flow wing, with its 144 sq ft area and 9 per cent t/c ratio at the tip,must be working very effectively. Controls are conventional, with fixed tailplane and normal elevator trim-tab, the control column inthe cockpit being curved deeply forward and back to clear the knees. The hand-grip is an oval loop which is comfortable to hold.Slotted flaps are manually extended by a lever between the seats to about 20° and 40° for take-off and landing and proved very effectivein reducing stalling speed and increasing drag. The main under- carriage with levered suspension and nosewheel with long-strokeoleo are extended together by a single electric motor, there being mechanical indicators on wings and nose as well as lamps inthe cockpit. Some 32 turns on a folding handle will operate the undercarriage mechanically in case of motor failure. The nose-wheel is directly connected to the rudder pedals for steering on the ground, the tightest turning circle being rather wider than forequivalent American or French aircraft. Both hydraulic main- wheel brakes are operated together from a long horizontal leverwhich emerges from beneath the panel on the left—an unusual but very comfortable control. Access to the cabin is by walkway over the starboard wing-rootand through an upward-opening door with catches and locks which are stout and easy to operate. The front seats are fixed, but theirback-rests fold down to allow very comfortable access to the rear bench seat, where there is plenty of leg- and head-room. Immedi-ately behind is the baggage shelf with accommodation for 40kg. The front seats are not so easy to get into, but not so much moredifficult than those of a Comanche. Instrument-panel space is adequate for a blind-flying panel onthe left, together with stall-warning lamp and hooter and parking- brake lever, and, to the right, the engine dials, fuel contents andpressure gauges, ammeter and magneto switch. Just beneath the centre of the panel are the vernier throttle and pitch plungers,mixture, carburetter heat and cabin heat controls. A small winding handle and indicator in the roof serve elevator trim. The centreof the panel is for electrics, with a block containing all circuit- breakers and switches and the undercarriage switch and starterbutton with their little guard plates. There is room above for two Narco Mk 5 radios or equivalent. Upholstery and furnishing are comfortable and neat; and thecombination of "solid" roof and high side-windows, together with a high seating position, give excellent visibility. Both tips of thetailplane are visible and the small wing interferes very little with the view of the ground. A useful feature is that the roof is swept fairlyfar down in front, forming something like the peak of a cap for the pilot; folding visors are also fitted. Ventilation is by two verylarge adjustable intakes, one on either flank level with the pilot's calves. They are accurately adjusted by two vernier controls on the
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