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Aviation History
1963
1963 - 1349.PDF
* t \ I!\ ILIGHT International, 1 August 1963 173 BUSINESS CESSNA DEALE The 1963 Cessna 210 outside Westair's hangar at Blackpool Cessnas on the Go in Britain WESTAIR are running a flourishing Cessna dealership and a servicing, charter and club organization at Blackpool Squires Gate, with a dozen or so bright new Cessnas of all sizes on hand, most with extensive radio and some with autopilot as well. Recently they arranged a two-day exhibition to demonstrate the brand-new Skymaster centre-line twin, this year's Omnivision 210 and the first Rheims-built 172 delivered to a British private owner and fitted with a Rolls-Royce-made Continental O-300 engine. This was the eighth 172 assembled at Rheims and was delivered to Mr F. M. Emery, a Stockport building contractor, who already has a Rolls-Royce car. Westair's hangar was gaily dressed with bunting; and the 172, mounted on a flower-decked rotating pedestal, was surrounded by other Cessnas and by new Ford cars supplied by a local motor dealer. Westair were clearly bringing aviation into the prosperous citizen's field of view, in an area where much potential interest and purchasing power lies. It is here that American light aircraft are selling; and Westair (and the Cessna dealers in other parts of Britain) are steadily capturing the single-engined market. The Skymaster, on which an "In the Air" report will shortly appear in these pages, has been intensively demonstrated in Britain for a week and one is already on order. Though its makers' principal aim is to bring twin-engined flying within the range of the relatively inexperienced pilot, no prospective purchaser will ever again be able to ignore its remarkably docile single-engined behavior compared with that of any side-by-side twin. Its sales prospects are as interesting as its technical innovations are significant. This year's Cessna 210 incorporates several detail improvements, the most noticeable of which is the Omnivision rear windows. Although these make for a lighter cabin and improved visibilty for the passengers, they give the pilot a rather downward view, which reveals mostly the tailplane. Nevertheless, any additional rearward view can be helpful. The existing deep windscreen gives good view for a high-wing aircraft. Other new features are a hydraulic pack in the centre console with flap and undercarriage levers and stand-by hand-pump directly into the pack. New seats with adjustable height as well as sliding and reclining freedom, (Right) Mr F. M. Emery's new Cessna 172, assembled by Rheims Aviation Md fitted with a Rolls-Royce-made Continental 0-300, displayed at Blackpool in company with Ford cars. (Below) The new Skymaster toxy/ng at Cranfield with front propeller stopped, during demonstrations bY VV. H. & J. Rogers (Aviation) the Cessna dealer at Bedford together with exceptionally pleasant and serviceable cabin trim, enhance the traditional clean and tidy cabin decor. There are new detachable arm rests for all seats, the rear units lifting out to allow the rear-seat backrest to fold down flat and form a liberal cargo deck in the back. Baggage can be stowed on two levels and loaded through a baggage door. The demonstrator we flew had to have a window open, Volkswagen-style, before the sealed doors could be shut. There are also new cabin lights and cast rudder pedals—and a courtesy light underneath the wing is standard. Empty weight of 1,7801b and gross of 3,0001b leave a dispos able load of 1,2201b—standard fuel, four people and 1701b. The 210 flies "in the groove" and accelerates very quickly from climbing speed of 105 m.p.h. (l,270ft/min) to its 67 per cent cruising speed of 173 m.p.h. at 2,500ft. At 7,000ft, 75 per cent power gives 188 m.p.h. TAS at 14.2 US gal/hr: at 10,500ft, 65 per cent trues out at 185 m.p.h. with 12.3 US gal/hr. Standard tankage is 65 US gal and optional 84 US gal. Gear and 10° flap can be lowered at 160 m.p.h., giving very useful deceleration. All flap extensions give a nose-up trim change and full aft trim stabilizes 80 m.p.h. at an excellent rate of descent of l,000ft/min. The 210 will fly hands-off on the approach. A classic docile stall comes, with full flap and gear down and power-off, at 57 m.p.h. e.a.s. Rudder trim is handy in the climb and elevator trim is precise and light. The 210 is a real travelling aeroplane with excellent low-speed handling. It is comfortable and quiet, feels rather more sturdy and stable than the smaller aircraft in the Cessna line, and is a worthy competitor for the Comanche and Bonanza. c. M. L.
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