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Aviation History
1985
1985 - 0743.PDF
The cockpit provides outstanding visibility. Edgley expects to produce 14 Opticas this year ancients for base leg to Runway 06 at Old Sarum airfield. A speed of 70kt is flown for the circuit with 10° flap, and 50° flap on finals. Full flap has to be anticipated, as it induces strong nose down trim. The clean rate of descent with idle power was but 500ft/min, and with 10° flap little more; 50° is important for a good approach slope; idle then gave about 900ft/min. Flap selec tion is undetented, and only two flap set tings are marked. I can't say that I found that easy. But, as Chadwick says: "Once you are used to it you can feel the flap setting and don't need to look too much at the ASI either". I lacked familiarity, and was not attuned to the 11° nose-down change in pitch angle with full flap selection directly from 10°. Unfamiliar with landmarks, and out of perspective with the snow below, I ended up aiming at the middle of the strip carved out previously. Because of deeper snow at the bottom of the downwind rise, I settled for a go-around—even if the nominal landing roll is 1,100ft. Throttle response is far from linear; there is a large dead band in the forward lever range. Considerable movement is needed on levelling from climb; approach setting adjustments are made with the hand quite well back. The power setting at which I had felt the sudden bite on the ground was less noticeable, but remained evident. I approached to flare height, to get a feel for the height and attitude with so much glass area. It was like running on in a helicopter. Three circuits and landings from different alignments rapidly acclimatised me to the ground surging up from behind the instrument cluster in the last few feet. I began to realise the view's fantastic advantage in comparison with that over and around the amount of structure that most of us accept. The good ground handling in these con ditions was confirmed as I swung to a halt alongside the Old Sarum tower. The clear view was nearly my undoing, as I went to get out without opening the door. This air craft had been flown in -5°C the day before with both doors off. Door-off operation is a likely require ment. Control is unaffected within the speed range used in the circuit and to loiter. Nose airflow enters the back of each door frame though. A deflector will be fixed at the forward hinge position when a door is taken off. A small window and frame is to be fitted into the door trans parencies, serving as photography hatch and emergency viewing hole. At £139,000 the Optica represents a challenge to the helicopter in light obser vation and loitering roles. With operating costs at about one-third of a rotary-wing aircraft it is a very serious challenge. Its range is 600 n.m. and its endurance now 8hr 45min absolute. A 100+kt economic cruise speed is not substantially less than that of a light turbine helicopter. (Hover ing is the outstanding difference.) Edgley claims binding orders for 80 air craft on which deposits are paid (currently 15 per cent) and anticipates producing five to eight a month through 1986. Line posi tions are not offered sequentially, so that customers with urgent commitments can be accommodated. Options are not given. Shortly a trip will be made to Malaysia with a contract in view, and a sales tour of South American governments is immi nent. The aircraft can carry some stores on wing hard points. The two flying aircraft have been mainly tied up with certification but now that this has been concluded, it is intended to provide a full-time demonstrator from February 1986. Edgley expects to main tain a full year's orderbook through the coming years, for which it needs an equipped machine to show to those who need just that little more convincing. If it can't hover, Optica can circle within a 800ft diameter with 30° bank—a not too intrepid pilot should be able to keep horizontally within 300ft of a target at a comfortable 45° bank. The Edgley Optica is an agile machine, with "watchtower" visibility. It was great fun to fly. • Harry Hopkins flew the Optica from a snow-covered Old Sarum airfield FLIGHT International, 16 March 1985
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