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Aviation History
1962
1962 - 1295.PDF
FLIGHT International, 26 July 1962 141 Over 80 aircraft took part in the Royal Aero Club's Deauville Rally on luly 7-8, including this trio—a Miles Whitney Straight, a Cessna 1725 andanAusterJ.I Imbaugh Progress The managing director of Holman & Co (Engineers) Ltd, the UK dealers for Umbaugh aircraft, has reported progress on the Umbaugh 18 in a recent circular letter. He states: "For some months we have refrained from activating the Umbaugh 18 project. This is due to the adverse publicity and financial difficulties the Umbaugh Corporation have been involved m, of which you may be aware, and lack of information we have received. It appeared at one point the complete programme would collapse and all distributors and dealers involved would suffer heavy financial loss. However, after a meeting of all distributors it was agreed to form a separate manufacturing corporation and trust fund, both controlled by the distributors and dealers. "I have just returned from Florida where I spent two weeks at the plant seeing for myself what progress was being made. Most of the tooling and machinery are installed, airframes are being assem bled and parts are flowing in from all component manufacturers. Welded pylon assemblies are complete and ready for fixing to airframes. Within several weeks the first batch of aircraft will be complete and from there on production will be stepped up accordingly. "Our own demonstration aircraft should be complete by next month, or at the very latest September." Basic price of the Umbaugh 18 is quoted as S9,995 (£3,498), or SI 1,695 (£4,093) for the de luxe model 18A. Sunderland Airport in Use The first aircraft to use Sunderland"s new municipal airport at Usworth, a former RAF airfield, was the executive Dove operated by Hepworth & Grandage Ltd of Brad ford. The chairman and managing director of the company, Mr Jack Hepworth, was visiting the new Hepworth & Grandage factory in Sunderland and had made a 35min flight from the Leeds-Bradford Airport at Yeadon. Tom Blyth We record with regret the death in a flying accident recently of Tom S. Blyth, chief flying instructor of the Scottish Aero Club, Perth. During war service with the RAF he was awarded the DFC and AFC, and he joined Airwork Services Ltd as a flying instructor at Perth in 1952. In 1954 he was appointed chief flying instructor of the Scottish Aero Club, and also of all PPL courses run by Airwork at Perth. He later became a member of the panel of examiners of the Guild of Air Pilots and Air Navigators. Fairtravel Linnet THE Linnet is on the British scene once again, now being built by Fairtravel Ltd at Boynhill Road, Maidenhead, Berks, and continuing the operation started by Garland Bianchi a few years ago. Behind Fairtravel is AVM Don Bennett, who has revived Blackbushe as a private flying centre. Selling at the very reasonable price of £2,395 ex works, the standard Linnet has a 105 h.p. Continental O-200 engine, full blind-flying panel with venturi-driven, reconditioned instruments, standard 18 Imp gal fuel tank and an indicated cruising speed, using 72 per cent power at sea level, of 116 m.p.h. Its useful load makes it possible to carry two people, the full optional 28 Imp gal of fuel and 601b of luggage or equipment, for a maximum range of 645 miles. Delivery time of a few weeks is being quoted. The Linnet is, of course, closely based on the French Emeraude and has the sweet handling qualities one has come to expect of the type. At present it operates in the normal category at a gross weight of 1,4001b, but the claim is made that it could obtain clearance for aerobatics at a weight limited to 1,2851b, which would still allow two people and normal fuel to be carried. Flight International flew the first Fairtravel Linnet, G-APRH, at Blackbushe with AVM Bennett and found it corresponded quite closely to the French original. It achieved its 116 m.p.h. cruise speed at 1,000ft and was very pleasant to handle. Elevator ttim, worked from a lever between the seats, was so effective that the aircraft could easily be flown with this rather than with the stick. Dual control is standard, but the right stick can be undipped and stowed. Trim changes following flap movements were virtually cancelled out by a separate elevator trim tab linked with the flaps. Heel brakes and spring-connected tailwheel made ground handling easy. Visibility through the optional sliding canopy (a hard top with doors is standard) was excellent. Full blind-flying panel as part of the standard aircraft is an unusual and most welcome bonus for either touring or training. There was some space for fitting radios below the instrument panel. Electrical system and starter are standard, as are stall warning horn and fuel-boost pump. Cabin furnishings were comfortable, but considerable draughts emerging from the flap actuating tunnel on either side of the seats remain to be stopped off. A heater is standard. The Linnet at present has the original short undercarriage, which gives a very flat ground angle, making three-point landings difficult to achieve without touching the tailwheel first. The legs are to be lengthened by 3in in future aircraft. As a tourer the Linnet should be economical and pleasantly fast, while offering handling characteristics of a quality all too rare nowadays. For training, too, it should prove very useful by virtue of its "pure" handling and extensive equipment. Above all, the very moderate price and the prospects of spares service from a manufacturer virtually on the spot should allow clubs to quote a very reasonable hire rate. There is still a great need for a small modern aircraft to replace ageing Tigers and the older Austers; and the Linnet could play a useful part in this. FAIRTRAVEL LINNET (One Continental O-200 giving 105 h.p.) Span, 26ft 5in; length, 20ft 9in; wing area. I 16.8 sq ft; empty weight, 8101b; gross weight. 1,4001b; fuel capacity, standard 18 Imp gal. optional, 28 Imp gal; wing loading, ll.5lb/sq ft; power loading, I 3.31b h.p Performance Maximum speed, 132 m.p.h.; cruising speed at 72 per cent power, 116 m.p.h.; economical cruising speed, 109 m.p.h.; extreme range, at 103 m.p.h. with 28 Imp gal, 643 miles; take-off run, 900ft: take-eff to 50ft, 1.500ft; landing run, 820ft. AVM Con Bennett demonstrated the first Fairtrove/ Linnet at Blackbushe recently (see report above). The cockpit, above, has the standard full blind-flying panel, heater and electrics. The Linnet is basically an Anglicized version of the French Emeraude "Flight International" photographs
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