FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1963
1963 - 1852.PDF
FLIGHT international, 17 October 1963 659 The 1964 version of the Cessna 150 incorporates the "omni-vision" rear canopy already featured on the larger Cessna types. Powered by a 100 h.p. Continental 0-200A, the new 150 has an increase in gross weight from 1,5001b to l,600lb. Price of the standard version is $7,825 SPORT AND BUS NESS • •• • •,"•. .,. Slingsby's New Baby development work on the new Slingsby T-51 fifteen-metre sailplane is expected to be complete by the end of this year, with production deliveries planned for early 1964. Aircraft of this type will fly in next year's National Gliding Cham pionships, and "will be available in quantities" before the next world championships. The following description of the machine (illustrated last week) has been given by the company. "The object has been to create a machine which incorporates the latest aerodynamic refinements in design, while still being com fortable and pleasant to fly. The fuselage has low, clean lines but still allows the pilot to sit in a natural seating position where he has good visibility through a large aerodynamic shaped canopy. Extremely reclining seats were considered in the early stages of design but were rejected on the ground of reduced pilot efficiency. Considerable saving in fuselage depth has been obtained by running all flying controls along the side of the cockpit instead of under the pilot's seat. "The wing has an aspect ratio of 18, and is of low taper ratio with a straight leading edge. The constructional methods allow a very clean profile to be obtained and all external excrescences have been avoided by running the flying controls entirely inside the profile. "The tailplane is of the all-moving type, and tail unit areas have been kept to a minimum by the use of a long rear fuselage. The overall length of this component is the same as one wing. "The ailerons and elevator are operated by open-circuit, push- rod controls. These are unaffected by variations in temperature. Throughout the control system, all moving parts are mounted on either "sealed-for-life" aircraft bearings or p.t.f.e. plastic bearings. This means that the control system will not require lubrication in the life of the aircraft. The only components requiring lubrication on the aircraft are the tow release and the landing wheel. "Great care has been taken in the design of components to ensure straightforward servicing and maintenance. All components in the control system can be readily removed through access holes. Control cables and push rods can be withdrawn and replaced in the components without cutting away the ply skin or fabric. The fuselage nose round the cockpit area is made up of separate units which can be replaced by unskilled labour in the event of damage. "The undercarriage consists of a mainwheel, which is mounted well forward of the e.g. forward point on the aircraft. A light rubber-mounted skid is positioned along the underside of the forward fuselage to prevent damage in the event of nosing over on landing. The tailskid is rubber-mounted. A band-type wheel-brake is fitted on the main landing wheel, but a highly efficient internal expanding brake is also available at small extra cost." This attractive ultra-light, designed and built by John 0. Isaacs of Southampton, is based on a seven-tenths scale version of the pre-war Hawker Fury. Spanning 21ft and powered by a 65 h.p. Walter Micron III, the machine made its maiden flight on August 30 with John Heaton at the controls
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
