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Aviation History
1962
1962 - 0938.PDF
936 FLIGHT International, 14 June 196; The Terrier panel has been rearranged to allow for full instrumentation Note here the fuel cock, master switch, ignition switches and starts button in a vertical column next to the throttle good low-speed capability. Application of flap produced a nose-ur trim change, but not as strongly as in some types. As one might expect, the landing was very easy, there bein^ plenty of elevator to achieve a three-pointer after a 50kt, power-off approach. The damped tailwheel prevented the back-end bucking. I mads several very short landings in a strongish wind. The standard Auster heel brakes gave good control on the ground; and the rudder became effective so soon after power was applied that when I taxied within about 15° of an into-wind direction it felt as if the tailwheel were connected. Take-off, too, presented absolutely no problems. Perhaps typical of the Terrier was the sideslip. I had to push the aircraft into the sideslip attitude with all three controls and hold i( there, positioning the nose in relation to the horizon by a con scious adjustment of elevator. There seemed to be little interaction between the three axes, so that the Terrier wanted to be put firmly into the required attitude with aileron, elevator and ruddsr together By virtue of this rather innocent sort of reaction to control the aircraft should make an excellent trainer. Some other types are so easy to fly that the student pilot might learn to handle them effectively without ever realizing exactly what he was doing. While 1 freely admit that the Terrier is no more my choice of handling aeroplane than any other Auster—except the Airedale and Agricola—I can see its very real uses as a trainer and its attractiveness as a very cheap club machine capable of being equipped for touring. My slight hostility is based on rather less experience of the breed than average club pilots possess, and their opinions will surely vary a great d;al. I heard a good many variations during a formal presentation which Beagle gave at White Waltham. One fact, however, is worth recording: the Terrier is selling very well and there is a waiting list for it. Beagle are in fact beginning to make money with this type—and the best of luck to them. Practising against a backcloth of English summer skies, this year's five-man Hunting Jet Provost aerobatic team from the RAF Central Flying School or Little Rissington is here seen in action. This picture is one of a series taken by George Dovey of Air Ministry PR&, flown in a sixth Jet Provost by the reserve member. Fit Lt A. J. R. Doyle. For portraits of the five team pilots, see Service Aviation, page 944 In the Air: BEAGLE TERRIER 2... accord; but once there, they kept the Terrier flying steadily along in smooth air. Elevator trim was very powerful, but suffered slightly from backlash. I flew out to Reading, turned south to get out from undir Green 1 and climbed above the four-eighths cloud into brilliant sunshine. Climbing at 60kt with the heater on I was very comfortable. Initial unfavourable impressions began to wear off as I threw the aeroplane around for a while, chasing round clouds and enjoying myself. The Terrier 2 did do the right things, except that most of the available ruddsr was required to back up aileron when obtaining the maximum rate of roll. Despite rather high stick- forces a gocd rate of roll could be obtained. With half flap, the stall-warning hooter sound;d at 40kt and a mild wing-drop occurred at 35kt. With full flap and power off, the stall came at 30kt, but I could keep the Terrier climbing at full power at an indicated 28kt. This was in line with the Auster's very JET PROVOST QUINTET
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