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Aviation History
1983
1983 - 0350.PDF
PRIVATE FLIGHT claimed to have a 4-5 gal/hour consumption at economical cruise, a range of 281 miles, and a climb performance superior to that of a 150 h.p. Piper Super Cub. Schweizer believes that the aircraft could have a big future in many applications, and is studying the marketplace. Vice-president Paul Hardy Schweizer puts the SGM 2-37 in the same category as the Grob G109, but the 2-37 is larger, arguably more durable because of its metal struc ture, and more expensive. Schweizer hopes to be able to make the 2-37 commercially available by Spring 1983 for $69,700. Advanced developments are being studied, the first of which is a high-altitude, stand-off surveillance aircraft based on the SGM. It could be a manned or unmanned aircraft of 50,000ft capability, basically to complement the role of the TR-1 currently being used by the USAF. Schweizer points out that, whereas each TR-1 costs $22 million each and operational costs are high, the Schweizer craft would cost between $l-ll million and be capable of Tail surfaces and cone come from the 2-32 sailplane handling a large number of day-to-day surveillance jobs at low cost. Powerplant would be the P&W PT6 or Garrett TPE331. Paul Schweizer says that he is already talking to several "overseas" countries regard ing use of an advanced SGM in Mini-AWACS roles. Schweizer 2-32s have already been used in developing special purpose aircraft, in cluding the LTV and Martin Marietta affordable stand-off aircraft programmes. The Lockheed YO-3A Quiet aero planes were also developed from the 2-32, as was the Bede BD-1 long range, record- making aircraft. Paul Hardy Schweizer was an engineer at Boeing, in charge of the Compass Cope programme. He is therefore well-acquainted with high altitude-operating aircraft. He foresees the SGM being capable of development into special derivatives, much as the 2-32 was employed in the past. Glider and Ag-Cat production continues The name Schweizer has been synonymous with gliders since 1929, when teenage brothers Ernie, Paul, and William con structed a single-seat utility glider. After all three brothers had gradu ated from Aeronautical Engineering School, they formed Schweizer Metal Aircraft and produced the world's first all-metal sail plane, the SGU 1-6, followed by a second metal design, the SGU 1-7. In 1939 the Schweizer Aircraft Corp was estab lished at Elmira, NY, where it began production of training gliders for the military Glider Training Programme. A total of 200 SGU 2-8 (military designa tion TG-2) and SGS 2-12 (TG-3) was built for the US Army Air Force. Post war models started with the SGU 1-19 and SGU 1-20, followed by the SGS 1-21 high-performance aircraft which won the National Championship in 1947 and again in 1957. Other designs followed during the ensuing years, and Schweizer now holds 11 FAA Type Certificates and has produced some 2,150 sailplanes. To date, the 1-26A has been the most popular, accounting for 448 aircraft. Schweizer has also been greatly involved with pro duction of the Grumman- designed Ag-Cat. It has produced 2,520 of them, initially under licence for Grumman, and then for Gulfstream. Schweizer purchased the full Ag-Cat rights from Gulfstream in 1980. Although the Ag-Cat is the highest priced ag aircraft on the market in the USA, it is still the most popular, and Schweizer manages to corner about 25 per cent of ag aircraft sales, even in a depressed economy. It now has a complete range of Ag-Cats, all from the same pro duction line and using the same basic components. In 1976, Schweizer produced 286 Ag-Cats (85 A models and 170 B models); last year this total was barely 50, indicating a very depressed economy. Present production sail planes .are the 2-33A trainer ($24,750) and the newer 1-36 Sprite, of which approximately 50 have been built since production was commenced in 1980. The Sprite is priced at $21,750. Sailplane produc tion at the Elmira factory should soon be up to three/four per month, to include the 2-37. Schweizer has also been a major subcontractor for a number of other aircraft manufacturers for years, and this work accounts for 50 per cent of its business. The company is Bell Heli copter's oldest subcon tractor, and also produces gunner windows for the Silorsky Black Hawk, wing tips for the Boeing 757, and is a Grumman Aerospace subcontractor, as well as a parts supplier for Gulf- stream's GUI. The company also groduces satellite items, Emro and Sperry simulators com ponents, and A-10 parts. 518 Briefings... The first ethanol-powered flight in a light aircraft across the USA has been completed by Max Schauck, a University Professor from Baylor University, Waco, Texas. He flew a Bellanca Decathlon 3,000 miles from Los Angeles to Washington D.C. via Texas, New Mexico, Arizona, Missouri, Georgia, North and South Carolina, and Virginia. The fuel was locally-pro duced en route from a variety of sources, and this flight brings Schauck's total ethanol-powered flying hours to 250. Only problem to date has been quality control after production of the fuel. He is currently working on a long- term plan to gain FAA approval for ethanol use in Bellancas and other compar able two-seaters. As well as insuring against loss of licence, you can now insure in the USA against the legal costs of contesting medical denials. Cover is obtainable via the Airman's Certification and Defence Plan, PO Box 225, Greenvale, NY 11548, and premiums are around $150 per annum. The Aeronca C3 of the Thir ties could have beaten many of today's "minimum" aero planes, lifting two people on 37 h.p. in its squat side-by- side fuselage that earned it the nickname of "The Flying Bathtub". It became a favour ite during the US depression and was later built under licence at Hanworth in England. They can still be seen flying on both sides of the Atlantic today, and an owners association is now active in the USA. Contact the Aeronca Aviators Club, 511 Terrace Lake Road, Columbus, Indiana 47201. Sussex University economics graduate Philip Berent is planning a record long distance flight by microlight from Salisbury, Wilts, to Harare (formerly Salisbury) in Zimbabwe. He expects to take three months, flying in stages and accompanied on the ground by support crew. Starting date is expected to be February 27. FLIGHT International, 26 February 1983
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