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Aviation History
1970
1970 - 0079.PDF
, FLIGHT International, 8 January 1970 « 4- < 4 T 1 I By Sqn Ldr M. A. KELLY, RAF I : Sprightly old > FLYING A MORANE-SAULNIER 230 58-59 Frenchman THE MORANE-SAULNIER 230 owned by the Hon Patrick Lindsay is quite some aeroplane in every sense. Designed in 1932 as an advanced trainer, this one was constructed at Villacoublay after the war and refurbished and brought to England in 1968. Therefore, although an old design, it is in very good condition. With a gross weight of around 2,6001b, a great parasol wing to lift it, and an impressive uncowled Salmson radial developing up to 254 b.h.p. to pull it all along, it looms over the other private aircraft with which it shares a hangar. Roll-out ds regal. The tail is too heavy for one man to lift, so two must do a weightlifter's snatch while a third positions the tailskid dolly. It is then just possible for this trio to roll the Morane across the tarmac to the pumps before taking a welcome rest while the great copper tank that forms the lower surface of the front fuselage is topped up to its full 48|gal. This tank can be jettisoned in flight if necessary. The oil tank, with its integral cooler, sits on top of the nose and to fill it one climbs the undercarriage and hangs on to the cabane struts. Next task is to attach the air pump handle to its spigot on the starboard side of the fuselage and, with 1,000 strokes, pressurise the engine air starter reservoir to the 15kg pressure that will ensure rotation if all else fails. One climbs into the cockpits via a duralumin gangplank along the port side. The metal bucket seats are recessed for parachutes, and toggles for static-line attachment are provided on the upper longerons. A five-strap seat harness is anchored to the fuselage. Under the decking aft of the rear cockpit is a small baggage compartment which will just hold a grip, the engine cover and a pair of chocks. Starting and solo flying are carried out from the rear seat. On the starboard side of the floor is the air pump with its reservoir gauge. To port, beside the seat, is a cock which allows this air to pass via a distributor to whichever cylinder is on power stroke. Alongside this cock is another for the priming pump. The procedure is as follows: Select ASPIR (i.e., suck in), raise the piston, select INJECT, press piston down— and so on for ten or more strokes while the prop is turned by hand. Eventually the prop turner reports fuel dripping from the inlet manifold and feels for a prop position just past t.d.c. on one of the cylinders, "Prop clear," and the next steps are to switch on the magnetos and crank the starter magneto. With any luck the engine will then burst into life with a belch of smoke from the two short, thick exhaust stubs up front. If she won't start on the hand magneto alone it becomes necessary to resort to that precious 15kg of stored air. With the oil cooler by-passed by means of a cock on the starboard wall the engine oil is warmed to 50 °C; meanwhile, the fuel pumps are selected off in turn to check that fuel pressure is maintained on either. After five minutes the engine is warm enough and all is ready for run-up. The magnetos are controlled by a single brass lever the size of a cupboard Left, displaying its agility for the camera of "Air Portraits," the Morane-Saulnier 230 is in appearance of typically pre-war French design. It is flown here by the author with the owner, the Hon Patrick Lindsay, in the rear seat
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