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Aviation History
1964
1964 - 0213.PDF
144 FLIGHT International, 23 lanuary l<fu SPORT AND BUSINESS Although simplicity of construction and stability in flight are two of the prime reasons for the continuing popularity of the Baby Ace, there are many others. One is the ease with which components salvaged from factory-built aircraft can be blended into the general design. Another is the fact that the design can be modified (some- times almost out of recognition) yet still give a good, and sometimes even better, account of itself. One particularly pleasing adaptation is the Baby Ace equipped with Edo floats which was custom-built for Casey Lambert by Cal Latham and several other enthusiasts. The second of two such floatplanes, Lambert's Ace, is powered by a 160 h.p. Lycoming. It has a climb rate of 2,000ft/min and has been flown to 13,000ft in 18min. Under normal circumstances it breaks water at 350ft, can be flown "hands off" and has excellent flight characteristics. Normal cruise speed is 118 m.p.h. and maximum speed is more than 130 m.p.h. Another interesting variation using a tricycle undercarriage is "Glad Juan," built by J. E. Rogers and Charles D. Grow. It was inevitable that the Baby Ace should blossom once more into a two-seater but, although modified versions seating two people side-by-side have appeared, they have not achieved particularly wide popularity. Possibly this is because designs for more advanced aircraft such as the Wittman Tailwind had appeared in the mean- time. Being so simple to build, the Baby Ace is particularly suited to construction by newcomers to the hobby who must rely on written information. This became evident when Canadians, somewhat belatedly, were also bitten by the homebuilt bug. Although the first post-war homebuilt was a Stits Playboy, the familiar parasol monoplane shape of the Ace soon began to appear in increasing numbers. One of the most pleasing Baby Aces presently flying (although, perhaps, virtually unrecognizable) was built by a Canadian. This is the biplane constructed by Will McGregor, a flight mechanic who adapted the design by the addition of a lower wing and a few minor modifications. McGregor's aircraft is strut-braced, which greatly simplifies rigging adjustments. Its lines are vaguely reminiscent of early Hawker biplanes, and the machine flew well "straight off the drawing board." In recent years the Ace has begun to relinquish to more modern types its place as the most popular of homebuilt aircraft. Its rela- tively large size and more-than-adequate wing area allows a wide margin of safety, but only at the expenditure of performance. Its open cockpit offers an excellent downward view and a nostalgic taste of helmet-and-goggle flying, but does not have the comfort offered by modem canopy enclosures. Perhaps, more than any other factor, the increased knowledge and the skills attained by modern homebuilders are gradually rele- gating the Ace to a secondary position. Among homebuilders who have acquired the sophistication that experience brings, mention of the Ace is sometimes greeted with silence—but only rarely with derogatory remarks. Aces are still being built, and probably will be for many more years to come. Whatever its fate, the Ace will always be remembered in North America as the plane which, in the years immediately after World War II, first sparked the homebuild- ing hobby. Blackbushe Activity Two full-time flying clubs, five part-time flying groups and a number of private owners are now based at Blackbushe Airport. Planning permission has been granted for three new permanent hangars, each consisting of 12 lock-up bays able to accommodate one medium-sized or two small aircraft. The airport recorded 6,870 aircraft movements during 1963, its first full year of operation as an independent airport under the management of Dart Aircraft Ltd. 1964 Mooneys A new, 200 h.p. version of the Mooney Mark 21, known as the Super 21, is one of three types making up the com- pany's range of aircraft for 1964. The other two are the 180 h.p. Mark 21 and the 180 h.p., fixed-gear Master. The Super 21 is powered by a Lycoming IO-360-A1A which has a tuned manifold, fuel injection, and a ram air system known as "power boost" which is stated to add about 12 m.p.h. to the speed of the aircraft. Maxi- mum speed is quoted as 197 m.p.h. TAS (97 per cent power, 2,700 r.p.m., 2,500ft) and optimum cruising speed 179 m.p.h. TAS (63 per cent power, 2,300 r.p.m., 10,000ft). Now under construction at the Mooney plant in Kerrville, Texas, is the prototype of the M22, described by the company as "the most sophisticated single-engine airplane ever commercially produced." Powered by a 290 h.p., six-cylinder Lycoming, the M22 will have a pressurized cabin and a speed of about 250 m.p.h. Standard seating will accommodate four people, with an optional fifth seat, and price is expected to be under $30,000. The prototype will fly this year and deliveries are scheduled to begin in 1965. The company plans to produce some 600 aircraft during 1964, compared with 502 in 1963 and 387 in 1962. The United Kingdom distributors for Mooney, International Aircraft (Guernsey) Ltd, have introduced a number of contract hire schemes designed to appeal to clubs, groups and individuals wishing to operate the Mooney Mark 21. Under Scheme 1 the hourly cost is £14 for the first 200hr, £11 for the third lOOhr, and £8 for the fourth lOOhr (subject to a guarantee of 250hr per annum). Scheme 2 involves a guaranteed 400hr at £9 per hour, after which the rate decreases to £5. For a guaranteed 500hr, Scheme 3 has a rate of £8 per hour. Finally, Scheme 4 provides a purchase method under which a £1,700 down payment is made on a new Mark 21 fitted with radio, VOR, etc, plus £2,980 per annum with the option to purchase at the end of the first year at £5,420, at the end of the second year at £3,860, at the end of the third year at £2,232 and at the end of the fourth year at £600 (including new engine). These figures include insurance, maintenance and C of A, and cover new engines after l,000hr. Normal UK selling price (including tax) of the Mark 21 with full instruments is £8,150; that of the Super 21 is £9,180. Brantly in 1963 Flying hours accumulated by British Executive Air Services' 14 Brantly B.2s up to the end of 1963 exceeded 3,640. Ten of these machines were acquired during the year, and individual operators now include Pontins Holiday Camps, Heliconair, Wessex Helicopters, Mr S. de Ferranti, Mr D. de Ferranti, Mr A. Everard and Alvis Ltd. Regular contract flying has been provided by BEAS for Warners Holiday Camps and Shell-Mex & BP Ltd. Develop- ments during the year included validation of the US crop-spraying kit, of the B.2A and B.2B (fuel injection) models and of the float undercarriage kit; completion of trials by the MoA on behalf of the War Office in the UK and in Libya; and a major revision of ARB maintenance schedules. Major airframe modifications in the UK have been handled by Beagle-Auster and engine overhauls by Alvis Ltd. All engines have achieved their full overhaul life without premature retirement, and the reconditioning of engine cylinders by rechroming in the UK has enabled engine overhaul costs to be significantly reduced. BEAS became the first MoA-approved helicopter school in the UK during the year, thus reducing the ab initio PPL requirement from 40hr to 30hr and the fixed-wing conversion from 30hr to 25hr. Twenty hours' free instruction is provided by BEAS with each sale of a new or secondhand aircraft. T.51 Named The Type 51 15-metre sailplane developed by Slingsby Sailplanes Ltd is to be known as the Slingsby Dart. A description of the machine appeared in last week's issue. Annual Dinner of the Association of British Aero Clubs and Centres will be held on Friday, February 7 at the Waldorf Hotel, London, with Mr Neil Marten MP as principal guest. Good Month for Cessnas A total of 515 civil aircraft were deli- vered by Cessna Aircraft Company during the month of December, 1963, representing sales of over $8,500,000. This included 103 air- craft which were exported, and constituted a record for the com- pany in terms of dollar volume.
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