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Aviation History
1963
1963 - 0663.PDF
FLIGHT International, 2 May 1963 635 By Mark Lambert: Number 166 of the series Stampe SV-4 (Tiger Club conversion) One DH Gipsy Major IS Mk I giving MS h.p. Span, 26ft 2in; length, 22ft 3in; empty weight, 1.1981b; gross weight, l,700lb; wing loading, 8.9lb/sq ft; power loading, ll.7lb/h.p. Performance Never-exceed speed, 170 m.p.h.; stalling speed, 44 m.p.h.; climbing speed, 65 m.p.h.; approach speed, 60 m.p.h. Stampe SV.4 EVERYBODY—or nearly everybody—knows the Tiger Moth, and most people have a great affection for it. For years it was the backbone of the British club movement and has given pilots an almost unique kind of flying—rushing wind, superb downward and rearward visibility, practically no forward visibility, practically no rate of roll, very little climb, very low speed, shrivel ling cold in winter. ... All right, I admit I don't like the Tiger very much. Dragged up in closed cockpits, with parachutes and quick- adjusting harness, I have never been able to reconcile myself to the apparent gross insecurity and discomfort of the Tiger. I do enjoy tussling with them now and then, but there are better aeroplanes— real aeroplanes. One of the real ones is the Stampe, and particularly the Tiger Club's rebuilt, re-engined Stampe which was so expertly demonstrated at many displays last year. I became interested in the type in France when I was told that it was much prized by those clubs which still possessed one. Through the kind mediation of "Becky" Sharpe, of Aero-Impex in Paris, I was allowed to fly the Stampe belonging to the Aero Club of Boulogne Billancourt at St Cyr, near Paris. No 171, registered F-BBPN, it was proudly rolled out and I was fitted up with a big suit and a splendid sheepskin-lined flying helmet. M Godard, whom T visualize as the Nepean Bishop of St Cyr, climbed into the front seat and we rigged up a one-way voice tube, by which he was able to talk to me, but not I to him. The 140 h.p. Renault, without inverted-running system, was started up and I was ordered to taxi out—under caution to use the rather fierce brakes gently. Once off the ground, I was instructed to climb at 90km/hr and 2,200 r.p.m. and execute a few climbing turns and a stall. After that I was left to my own devices. That Stampe felt wonderful. Visibility and comfort were excellent and the controls seemed well harmonized. Aileron response was precise and crisp; the Stampe immediately felt like a real aeroplane. All controls remained effective at minimum speeds, even at the top of a stall turn. With loops, rolls and stall turns I worked my way up to a four-point hesitation roll, which I have practised mildly in Chipmunks, and managed to put up a passable performance. After about 15min I glided down and landed. We had been severely restricted in both minimum and maximum height during the flight and I had not had time to do very much. In addition I was cautious after seeing M Godard lurch up—or rather down—out of his seat when I applied negative g during the hesita tion roll; my shoulder harness was quick-adjusting and I had really felt quite comfortable, but M Godard had apparently not fastened his tightly. During that very short flight I first noticed a quality of The Tiger Club's Gipsy ^ajor-engined Stampe over "edhill Airfield. A special nel system allows prolonged •iriods of inverted fight. ('hotograph by James Gilbert)
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