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Aviation History
1965
1965 - 0947.PDF
International, 8 April I96S 523 IN THE AIR By Neil Harrison: Number 192 of the series VICTA AIRTOURER 100 (One Rolls-Royce Continental O-200-A 100 h.p.; McCauley fixed pitch metal propeller 49in diameter) Span, 26ft; length, 20ft 9m: height, 7ft: wing area, 120 sq ft; empty weight of basic aircraft, 1,0501b; empty weight as tested, 1,0751b; gross weight, 1,6501b; gross weight for aerobatics, 1,5501b; fuel capacity, 28.7 Imp gal; wing loading, I3.75lb/sq ft; power loading, 16.51b/ h.p. Performance (claimed) Max speed at sea level, 138 m.p.h.; max cruise at 4,000ft, 128 m.p.h. (TAS) fuel ccnsumption 5 Imp gal/hr, and dry tanks range 735 miles; economy cruise at 4,000ft, 109 m.p.h. (TAS), fuel consumption 4 Imp gal/hr, dry tanks range 780 miles; normal take-off distance, 1,770ft; normal landing distance, l,5O5ft; max sea level rate of climb, 675ft/min. VICTA AIRTOURER 100 NOT for six years—since import restrictions on foreign-builtlight aircraft were lifted—has the British light-aviationmovement shown enthusiasm for a new aircraft to compare with that with which it has greeted the Australian-built Victa Airtourer. Within days of the launching of the sales campaign last month the planned import quota was sold out; and, despite a longish waiting-list, the number of eagerly interested customers continues to grow. In 2£ years of production over 100 Airtourers have been built, and the delivery rate is being increased as fast as possible. But perhaps the most telling testimony to the worth of this quite ordinary looking little aeroplane is that two leading . American rival builders have each sought to buy one for its own research department to evaluate. To what can be attributed the Airtourer's instant success? One simple answer is that it was conceived with a clear understanding of the needs, taste and pocket of the British Commonwealth market. The design springs from Mr Henry Millicer's winning entry in the British Royal Aero Club's 1952 competition for a low-cost two-seat trainer/tourer. Picking the right specification was obviously a significant factor; yet, remarkably, there is no other aircraft at the price which combines fully aerobatic capability with the light, powerful and precise flying controls beloved of European pilots plus all the up-to-date convenience and reliability exemplified in American aircraft. A great deal of the current malaise in British private flying can probably be traced to the characteristics of the aircraft commonly used. Most American machines are nothing more than efficient A-to-B vehicles, and once the very simple task of learning to fly them from A to B has been accomplished there is virtually no more scope for more advanced pure flying. This obviously does not worry pilots who merely learn to fly in order to travel; but the proportion of people who regularly fly in this way must be very small compared with those who start flying, would like to do more, find they can't afford it, and ultimately give up altogether through lack of challenge or purpose. British flying clubs and groups clearly need a safe and cheap general-purpose aircraft, suitable for aerobatics yet comfortable and efficient for touring, and with parachuting and glider-towing capabilities. This is just what the Victa Airtourer 100 offers. General-purpose devices of any kind are usually criticized for not performing any single function particularly well. The all-metal Airtourer is the heaviest 100 h.p. aircraft on the market, because it is stressed for the fully aerobatic manoeuvring load of +6g (factored by 1.5 for design) and a design diving speed of 220kt. Nevertheless, by the application of clever aerodynamics, the airfield and cruising performance penalties have been kept to a minimum in comparison with those of other aircraft. The gross- weight wing loading and power loading are higher than average, yet a low-drag shape has saved the day. The single-slotted flaps and drooping ailerons confer a remarkably high maximum lift co- efficient—hence the small wing area. Powered by a 100 h.p. Rolls- Royce Continental O-200-A flat-four piston engine driving a 69in diam fixed-pitch McCauley metal propeller, the Airtourer 100 is offered at £3,950 delivered and tax-paid in Britain. The more powerful Airtourer 115, fitted with a 115 h.p. Lycoming O-235, costs some £500 more than the Airtourer 100. Included in the basic specification of both aircraft, which have identical airframes, are an overall paint scheme and complete internal corrosion proofing, a cabin heater and night lighting. Optional equipment includes a full blind-flying panel (£124 extra installed), radio, anti-collision beacons, and landing lights. Australians are notoriously tough customers in the matter of field support, and from home experience Victa are determined to provide faultless backing for their product on world markets. Demonstration pilot Peter Philips' aerobatic routine in the Victa is not much less spectacular than his similar display in the Cosmic Wind. The length of inverted gliding is limited by engine lubrication considerations in the absence of "inverted systems"
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