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Aviation History
1964
1964 - 1636.PDF
fLIGHT International, 28 May 1964 893 IN THE AIR SIMMERING-GRAZ-PAUKER SGP.222(Two 200 h.p. Lycoming IO-360: constant- speed, feathering propellers) Span. 39ft; length, 28ft 9in; wing area, 197.8 sq ft; empty weight, 2,8601b; gross weight, 4,4001b; fuel capacity, 84± Imp gal; wing load- ing, 22£lb/sq ft; power loading, I llb/h.p. Performance Maximum speed, 204 m.p.h.; By Mark Lambert: Number 185 of the series cruising TAS, 183 m.p.h. at 75 per cent power, 173 m.p.h. at 65 per cent power. 162 m.p.h. at 55 per cent power; service ceiling, 18,000ft; single-engined service ceiling, 4,900ft; initial climb, 1,416ft/min; single-engined initial climb, 354ft/min; stalling speed, 65 m.p.h.; take-off run, 625ft; take-off to 50ft, 985ft; landing run with brakes, 526ft; best range, 1,000 miles; endurance, with 30min reserve, 6hr SIMMERING-GRAZ-PAUKER SGP.222 THE development life of Austria's business twin, the Simmering-Graz-Pauker SGP.222, every bit as long as its name, hastaken it through several distinct stages of configuration and power. But all is now apparently set for production and the third prototype, in production configuration, was at the Hanover show. When I asked the Austrian test pilot, Herr Wiesinger, for a flight his reaction to the prospect of his umpteenth demonstration flight from crowded, windy, rainy Langenhagen airfield was a predictable one; but he was soon enthusiastically showing me the exceptional handling qualities of the aircraft and eagerly agreed when I com- mented that it was a distinctively "European" type as far as handling went. Being a 4,4001b four-seater with a weight: power ratio of 1 llb/h.p. and two 200 h.p. Lycoming IO-360 engines, it also fills a much more European customer requirement than do the rather larger American light twins. It is really in the Twin Comanche bracket as far as capacity and size go. Simmering-Graz-Pauker state that the standard price of an SGP.222, ex-works in Austria, is $39,000 (about £13,800) and that delivery date is March 1965. Considering that the import duty from Austria, as an EFTA country, is lower than that from the USA, and that delivery charges should also be considerably lower, this price may well prove quite competitive. Although the composite structure—wooden plywood-skinned wing, metal tip-tanks and control surfaces and steel-tube fuselage with plastics non-load-bearing skinning—may prove a little un- attractive to those accustomed to American all-metal production structures, the layout of the SGP.222 is good and the finish clean, while all the accepted business-aircraft trimmings are there. A large separate baggage compartment, hand-holds and walkway, good access to both front and back seats through two wide and easily operated doors and plenty of instrument-panel space are particu- larly welcome at first inspection. The provision of a door on both sides of the cabin is particularly welcome in an aircraft of this category. Steerable nose-wheel, toe brakes, levered undercarriage suspension and big wheels are appropriate for grass-field operation. Excellent slow-flying qualities with high-lift flaps are backed-up by airbrakes on the wing, which are most valuable for deceleration and to steepen the approach and give a positive touchdown. I have always felt that a combination of high-lift flaps and airbrakes is more flexible and useful than flaps intended to provide lift and drag at the same time. British Lockheed hydraulics, with a single pump on the right engine, power the flaps, airbrakes and undercarriage. There are two undercarriage extension stand-bys. If the pump is inoperative, reservoir pressure suffices for one operating cycle. If the lines break, the pressurizing air from the hydraulic accumulator can be fed through separate leads directly to the jacks. A Goodrich de-icing boot installation is soon to be cleared. Two-setting cooling gills are mechanically operated, but are virtually unnecessary in temper- ate climates. Fuel is contained in two auxiliary (permanently attached) tip- tanks each holding 17.3 Imp gal and two main tanks in the outer wing each holding 21.5 Imp gal, making a total of 77.6 Imp gal weighing 5581b. In future aircraft total capacity is to be increased to 84J Imp gal. Tanks are individually selected, with cross-feed from the inner tanks only. A South Wind heater provides for cabin heating, and there are adjustable ventilators. The demonstration aircraft, OE-FEC, had near-production cabin furnishing of good standard, with comfortable front seats sliding on very long rails and a fixed bench rear seat with two lap-straps. It was particularly noticeable that the front seats at their fully aft in-flight stops left some lOin leg room for the rear occupants. Piloting position was comfortable, well back from the panel, with good visibility, but I thought the control wheel was a bit far for- ward and apt to bump the knees unless the legs were held out of the way. Noise-level in flight was reasonable, though the vibration was slightly harsh (softer engine mountings are contemplated). Payload with full tanks is to be a very handsome 9501b or so when some final structural lightening has been effected. Controls and leading-edges show signs of considerable rework- ing, but to good effect. The metal ailerons have thickened trailing- edges and mass balances and are sealed with fabric over the upper hinge-gap. Two geared tabs have ground adjustment for lateral trim. Dihedral horizontal tail has two trim-tabs on the elevators, also with thickened trailing-edges, one for normal attitude trim- ming and the other connected with the flaps to provide automatic trim cancellation. The rudder has been greatly enlarged since the original lower-powered prototypes appeared and a ventral fin has been added for low-speed stability. There is a sizeable rudder trim tab. Trim-wheels are both on the central throttle console and are of good size, easy to reach and excellently geared to their separate purposes. The leading-edges have received considerable treatment in the development process and now sport fillets and breaker strips, but the overall finish is very clean and smooth. The metal flaps are in three sections either side, moving rearwards and downwards on con- cealed rails. A quick preliminary briefing elicited that the single-engined best
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