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Aviation History
1962
1962 - 0937.PDF
FLIGHT International, 14 June 1962 935 IN THE AIR By Mark Lambert: No 159 of the series BFAGLE TERRIER 2 (One D.H. Gipsy Major 10 giving 145 h.p.) Span, 36ft; length, 23ft 3in; wing area, I84sq ft; basic equipped weight, 1,6001b; gross weight, 2,3501b. Performance: Maximum sea-level t.a.s.. 119 m.p.h.; maximum continuous cruising t.a.s. at 2,500ft, 107 m.p.h.; stalling speed, flaps down, 46 m.p.h.; initial climb, 620ft/min; take off distance to 50ft, 1,440ft: maximum range, 280st ml. Beagle Terrier 2 BEAGLE have taken back the Army's old Auster 6and made an honest woman of her. Which, incidentally, leads one to wonder how the Army supported her so happily for so long, because in her old state she was an unlovable aeroplane for any discerning pilot. The process of Beaglization in the first instance mainly involved giving the Auster 6 a face-lift, a radical cleaning-up and major overhaul in line with the group policy of producing attractive and civilized aeroplanes. The military airframe was refurnished with relatively little alteration to aerodynamics and mechanics, and the Terrier 1 emerged as a very useful three-seater, cheaper than any thing else available in Britain. The Army's Gipsy Major engine was retained, but fitted with a very effective though obtrusive silencer. As near as made no difference, the Terrier was factory-new and ready to begiri a long, useful career with a club. But handling characteristics left something to be desired and the Series 2 version is a real attack on that side of things. One problem was buffet when the flaps were lowered. To cure this, the flaps The full thret-seat capacity is quite exceptional value in an aircraft as cheap as the Terrier. Here, a front seat is folded to allow access to the rear were remounted about 3£in lower; and the area of tailplane and elevator were virtually doubled. Ailerons were made differential and the controls were rigged to give much better stability and genera 1 handling. The traditional Auster roof-mounted, trim handle was changed for a lever in the roof working in the natural sense. The whole instrument panel was reworked to allow for a complete blind- flying panel in the Beagle standard layout, with room to spare for radio. Full night lighting and all manner of other equipment can be added; but the standard aircraft, unlike the Airedale, is equipped to only basic standard. Frills are extra. The Army's floor-mounted two-position flap lever, and seat adjustment by big hand wheel, have been retained. The aircraft I flew, G-ARLR, had a wind-driven generator and electric starter, together with full blind-flying instruments. There was lots of floor space around the single rear seat, a door either side, heel brakes, shoulder harness and attractive trim. Good sales points were an effective cabin heater and the Beagle grouping of master and magneto switches and starter button in an orderly group. Before I flew the aircraft, I asked someone what engine it had; he did not know, so I approached cautiously. A look at the wooden propeller and cylinders soon identified the Gipsy Major, but I searched for some minutes for a primer. Finally I got out and found two tidy little panels in the cowling, behind which were the ring and wobble pump normally provided on Chipmunks for priming. The fuel gauges in the wing roots showed ten gallons, and kept showing them regardless of attitude changes (some fuel gauges change their minds infuriatingly as the attitude changes after take off). I have not had a great deal of experience of Austers and have always regarded the Autocrat as far better left to others. From the Terrier I must admit that I expected rather better than I got, because Beagle have shown considerable ability with controls. The aircraft responded and behaved decently, the reactions one expects being traceable at most times through a rather clogged feel, even though I had to convince myself by repeated attempts that this was so. The only anomaly was that a fair amount of rudder was required to co ordinate turns at any speed, not just at the lowest end of the speed range. Gipsy engines vary a great deal, and I would say that this particular one was a rough example, giving a good deal of vibration, but the noise level was decently low for conversation. Visibility was, of course, infinitely better than that from equivalent American types, by virtue of the extensive glazing in sides and roof. On the way out along the free lane from White Waltham, I set the Terrier 2 at 2,100 r.p.m. at 1,000ft and read off just over 80kt. At 2,300 r.p.m., maximum continuous power, the a.s.i. went up to 90kt. The controls had to be put into position for hands-off flight, because friction prevented them from returning there of their own
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