General Aviation Review

The aircraft tested had recently been ferried from the US, and was at that time offering for $58,000 including a satisfying full panel.

AADR’s evaluation was made from Schofields during a demonstration tour by US ferry pilot Peter Goldstern. His preliminary figures provided immediate food for thought; 171kts indicated in transit at 75 per cent power settings (23. 6in. manifold pressure, 2700rpm), giving a fuel consump­tion of nine gph.

The only basic difference apparent during a walkround was the increased beam – a relief after generations of Mooneys apparently tailored to Charles Atlas advertisements before taking the “I was a seven stone weakling” course.

In the cockpit, Mooney’s pilot-tailored instrument layout was apparent, as was the tailored longdistance seating with in­finite adjustment. The panel displays, from left to right, flight and navigation instruments, nav-coms and circuit-breakers.

A comprehensive annunciator panel dominates the array. Throttle, pitch and mixture from left to right on the centre console, with a genuine auto-pilot below. The auto­ pilot is switched out by the former wing-levelling button on the skipper’s control wheel.

Engine start is initiated by normal fuel-injection techni­ques. Ground handling is smooth – smoother than most comparable models. Noise levels were at once tagged as being satisfyingly low.

With two on board and half-fuel, take-off was initiated with half flap. Firm back pressure got the Mooney 201 off the ground in surprisingly little runway at about 75kts, with 30/2650 showing.

Climb rate was initially 1000fpm, altering slightly as wheels and flaps were retracted. Constant climb rate at 25/2600 produced 1100fpm.

Stick forces were immediately assessed as eminently light yet positive, and stability excellent – typical long-striding Mooney pattern.

At 25/2600 the Mooney got on the step with negligible trimming, the entire procedure taking about five minutes and resulting in 161 knots. (later tests from Bankstown in moderate chop over the Blue Mountains with high OAT produced a maximum speed TAS of 197kts.)

Height was kept at 2000ft during the test. Stalls are clean and predictable in the 201, occurring at 56 kts with half flap.

Mooneys have always been slippery beasts to slow down, and some anticipation was necessary to get the Mooney 201 down to circuit entry speed. However, a high Vle helped to accelerate the slowing process.

The circuit was entered on a downwind leg at 80kts, with nil flap at this stage. Base resulted in settings of 17/1700, with half flap and a steady 500fpm descent rate.

Airspeed was bled off progressively to 70 on finals, with a significant crosswind presenting zero problems.

Touch was made at stall speed with 15 degrees of flap, and no suggestion of weathercocking despite a strong crosswind and negligible rudder usage.

Summing up, the Mooney 201 is a typical Mooney product, sensibly modified to cater for comfort and speed, plus long range.

With careful handling, a Mooney 201 pilot could con­ceivably stretch his aircraft’s range to a mammoth 1150 miles, using 18/2000. This, according to ferry pilot Goldstern, works out to 128 indicated and fuel consumption of an astonishing 5gph without over-leaning.

The Australian applications are apparent. Most Mooney pilots stick with their aircraft once they have one – these 201s will without doubt retain their value in a re-sale, if the owner ever deigns to be part with it.

Data Box

Mooney 201, 1978 model supplied for AADR evaluation by Adams Aviation, Bankstown. Four-seat cruising type.

General figures: Max speed, 200mph-plus. Economical cruise, 75 per cent power, 171kts (9gph).

Stall speed: Approx. 56kts.

Price: $58,000 for type tested.

Rockwell 114

One of the most enjoyable evaluations carried out this year by AADR has been that made on the Rockwell Commander 114,marketed in New South Wales and other States by Eastern Commander Pty Ltd, led by managing director Frank Owen.

The 114, solid, infinitely more acceptable than the earlier 112A which, with great respect, left a lot to be desired as a serious offering to a discerning buyer market, is one of those aircraft which welcomes good handling and can yet absorb callous treatment without a whimper.

It has range – one of the 112A s failings- and a proven performance which should be sampled by potent1al aircraft buyers before they make a final choice in either a family machine, a business tool or even a small charter operation.

Powered by a 260hp Lycoming, the Rockwell 114 is the best single yet to emerge from Rockwell Internationals stable. Manufactured with big aircraft styling and ruggedness, this aircraft has much more to offer than the much-publicised knee-action undercarriage and wide cabin featured in most Rockwell advertisements.

It combines the dual magic of being at once a pilots aircraft and a comfortable means of long-striding conveyance for those in the cabin.

Priced at a basic $59,900 in Australia (the type tested was fully-panelled and priced at $69,000 in limited IFR category), the 114 measures up to the toughest US tests in back-up systems or alternative control functions, in addition to being a thoroughly workmanlike aircraft in all regimes.

The aircraft’s panel has its flight instruments backed by a red sub-panel, the remainder of the panel being matt black. In the cockpit, visibility is excellent in all planes, seating both comfortable and anatomically adjustable.

Ground handling brings forth an immediately obvious fact; a high foot loading on the rudder pedals. This is something the pilot gets used to in a few minutes, so much so that we were able to absorb a briefing on the host of stan­dard “extras” in the 114 package during the run out to the holding point at Bankstown.

Rockwell International claim the 114 package offers four superlative specifics – quality, speed, performance and handling. Quality is apparent in finish, assembly and interior appointments. Speed was justified at both ends of the scale during evaluation. Performance was amply substantiated, as was handling during a thorough testing session.

All controls in the 114 – this particular machine was made in 1977 and had 82 hours on the clock when it arrived at Bankstown from the US as November 4971 Whisky – fall easi­ly and practically to hand, the only possible exception being the flap control and indicator to the pilot1s right, on the far side of the power console.

Practicality and simplicity are among the watchwords in describing this roomy four-seater, which has so much beam it even boasts arm rests between the two front seats and back seats. Ventilation is thoughtful and effective, offsetting any heat excess caused through the sharply-raked windscreen.

Torque on the take-off roll can be absorbed either by right foot or rudder trim, and is an apparent factor which sustains itself in a fullpower climbout.

Rotation was initiated at 60kts indicated, and with two up and full tanks, operating in an initial outside air temperature of+ 25C the aircraft left the ground positively in about 1000ft and climbed out at better than 1100fpm with 80kts showing.

Sea level rate of climb is listed at 1160fpm.

Excellent and tractable control response was immediately apparent, setting the stage for a most enjoyable evaluation. At 2000ft, with settings of 24/2400, about 70 per cent power, the 114 settled down on the step in typical cruise without height loss. True airspeed with a OAT of + 20C was logged in this flight at 147kts. Typical cruise speed at greater heights works out to a comfortable and fast 161kts. At that setting, one could expect a range of 643nm including provision for reserves.

Normal manoeuvres are things of great ease, with little or no rudder required in moderate turns. Stalls in clean and dirty configuration produced no surprises. Clean-condition stalls, however produced so much warning that I wondered if a stick-shaker was standard fitting. Stall occurred in both modes at about the 60kts mark.

A flat and ample glide angle can be set up if required with 80kts proving to be a good gliding speed.

In all these tests, the 114 showed great gentlemanliness and no vices. The obedience to power and control movements made it apparent that this aircraft is an excellent IFR platform.

Touch-and-gos at nearby Hoxton Park showed once again the extreme obedience of the 114. Downwind legs took care of undercarriage and first-stage flap extension at 90kts, base was negotiated at 80 and finals at 70. Speed was gradually bled off ove the fence and the aircraft allowed to settle with a positive flare.

The approved Rockwell technique, however, prefers a trickle of power left on over the threshold and the aircraft put in the touch mode in a flattish attitude.

Stall speeds are book-listed as 59kts clean and 55kts dirty.

AADR developed a thorough rapport with this aircraft during its brief acquaintance. This is on of the few aircraft which have an indefinable but genuine response to a “feeling” hand, similar to a well-bred racehorse.

It is also a quiet aircraft within. Later models have an even more silent cabin, thanks to continuing R and D into decibel reduction through soundproofing.

Rockwell’s midfin placement for the horizontal stabiliser is no accident. I found that placement to be a delight in flattening out pitch changes when the big trailing-beam undercarriage was cycled.

The Rockwell Commander 114 is indeed a delightful aircraft in all respects.

It has already sold well in Australia, as more and more pilots who sampled the earlier 112A forget their prejudices and decided not to give a dog a bad name after only one bite.

As a pleasure machine, a business implement or a workhorse, it will be hard to top.

Data Box

Rockwell Commander 114, marketed by Eastern Commander Pty Ltd, offices at Hornsby, NSW. Four- seat retrac­table, low wing cruising/business aircraft, variable pitch propeller.

Engine: Lycoming fuelinjected Model 10 540-T4A5D, 260hp at 2700rpm. Hartzell 77in dia two-blade variable pitch propeller.

Weights: Max. gross 3140lb. Standard empty 1905lb. Useful load, 1235lb.

Speeds: Max. at s/l, 166kts TAS, ISA conditions. Cruise, 157kts TAS. Stall (clean), 60kts. Stall (dirty), 54kts. Rate of climb s/l, 1088fpm/1160fpm. Service ceiling 17,400ft.

Performance: Take-off run over 50ft obstacle, 1805/1990ft.

Landing distance over 50ft obstacle, 1200ft/1318ft.

Cruise range: At 55 per cent, 68 gal, 731nm inc. reserves. At 75 per cent power, 68 gal, 643nm.

Dimensions: Wing span 32ft 9in. Length 25ft 0.5in. Height (inc. beacon) 8ft 5in. Tread 10ft 11. 4in. Cabin height, 49in. Cabin length, 75in. Cabin width, 47in. Baggage volume 22cu.ft. Baggage capacity 200lb. Number of doors, two. Wing loading 20. 7lb/sq ft. Power loading 12. 1lb/hp.

Fuel: 68 gal usable, standard. Oil (max.) 8 qts.

Price: $59,900 basic, $69,000 limited IFR Australian standards, at time of evaluation.

Bellanca Scout

The tough one of the Bellanca trio currently being marketed in Australia by Sydney-based Sportair Aviation the Scout is a maid-of-all-work – with muscles. 

A patrol aircraft, cargo steed, glider tug or plain fun­ plane, this model has already won favour with gliding clubs in New South Wales. Tug pilots have commented favourably on its rugged, dependable performance with the sole comment that control forces are a shade more definite than existing Brand X tugs.

Off-road work is the Scout’s speciality, and it can be adapted as a bush aircraft, floatplane spray aircraft or ski- fitted steed. The AADR evaluation was of the wheel-fitted Scout – and oversize wheels at that, from Bankstown. Weather was bad enough to confine the test to extended circuit work but even in the brief span of time allowed, we felt that this Scout was a big-hearted aircraft.

Departing Bankstown in murky weather, we found the Bellanca claim of, “Give a Scout 510 feet and it’ll give you room to spare”, no mere publicity blurb.

The little tandem two-seater fairly leapt into the air, and rose at an incredible 1080fpm. A slight problem with the ASI (water, we suspected) was overcome in matching height with a stop-watch.

True, the Scout has to be flown with a fairly firm hand and foot. But a few minutes in control lessens the difference between the Scout and its more gentle sister, the Citabria.

Powered by a lion-hearted 180hp Lycoming, the Scout is also an excellent performer at the low-speed end of the scale. This makes it ideal as a station hack, mustering and doing boundary patrols. An armoured under-belly is standard on the Scout, for on-the-ground rough field work.

We found the Scout completely responsive right down to the 45kts stall onset with full flap. The test aircraft boasted a c/s Hartzell – a fixed-pitch variant is also marketed.

Scout is not aerobatic, but can cope with sudden direction and attitude changes encountered in field work.

The beauty of Bellanca’s Scout, when applied to station or bush work, is that it has a multi-purpose role in ag­-spraying, mustering, patrol, runabout and cargo hack.

AADR sees a bright future for the Scout in these applications, plus more than a sidelong glance from gliding clubs who want a gutsy hack with almost STOL characteristics.

Data Box

Bellanca Scout c/s version, supplied for AADR test by Sportair Aviation, Sydney. Tandem two-seat general purpose highwing, fixed gear taildragger.

Specifications: Engine, Lycoming 0-360-C1E, Hartzell HC-C2YR-1BF/F7666A-0 c/s propeller.
Height, 8.7ft. Length, 23ft. Wingspan, 36. 2ft.
Weights: Gross, normal cat. 2150lb. Restricted cat, n/a. Empty 1320lb. Useful load, 830lb.
Fuel capacity, standard usable, 35 galls. Optional usable, 70 galls. Oil capacity, 8qts.
Performances: Max. speed, level flight, 117kts. Cruise at 75 per cent power (TAS), 113kts. Rate of climb, s/l, 102ofpm. Take-off run, s/l, 510ft. Range at 75 per cent power, 343nm, range 75 per cent power, 70 galls, 700nm. Range at 55 per cent power, 70 galls, 802nm. All ranges, nil reserves.
Price: $31,000 for model tested, at time of evaluation.

Bellanca Citabria

The Bellanca Aircraft Corporation of Alexandria, Minn, are doing great things in bringing the fun back into flying. Their Citabria 150hp tandem twin-seat version is perhaps the best endorsement of this statement.

Now in Australia and marketed under the Sportair Aviation banner, the Citabria A-pack (150hp – the C-pack boasts a 150hp engine also, but extended wings and trailing edge flaps) is a delight in all visual and operation aspects, and should lend another choice to flight school students – if the school concerned has the wisdom to provide both tricycle and tail-dragger trainers.

Marketed as a three-in-one aircraft – aerobatics, cross­ country and economy – the Citabria is a lightweight delight with none of the old fabric problems involved in earlier contestants in this field. True, there is fabric in the Citabria, but it is space-age stuff.

Bellanca has made the bold statement that the Citabria is the lowest-priced production aircraft with aerobatic capabilities one can buy.

AADR flew this aircraft on a sortie which included a lan­ding and take-off from Hoxton Park, near Bankstown to evaluate relatively short field performance. The Citabria laughed at the remaining half of Hoxton Park’s runway on the way up…

Like the Decathlon, Citabria is surprisingly roomy and well-appointed, replete with vinyl interior and deep foam tandem seating. Instruments and switches are again typically Decathlon in positioning.

A tail-dragger like its other two sisters the Decathlon and Scout, a Citabria needs about two hours in the hands of a trike pilot before said pilot is adjudged converted.

Australian flight schools are already making firm orders for the Citabria.

The aircraft flown had 40 hours’ engine use, when we tax­ied out to the Bankstown holding point. En route, we learnt that the Citabria has a QC capability – rear stick and seat can be removed in quick time leaving 35 cu. ft of cargo space.

Also Citabria was the first aircraft in the US to be certified for aerobatic flight by the FAA. Both seats in the Citabria boast five-point harnesses.

The Citabria A-pack exhibited no un usual tendencies during take-off run, and the nose could be depressed to what appeared at first glance to be an abnormal angle without fear of prop-tip damage.

Initial climb rate was startling, but settled down at 1100fpm (the book says 1120fpm). As in the Decathlon the first impression of delicate yet unfussy control force lasted the entire flight. This aircraft will be a delight to both student and PPL, in Australia.

Stalls were performed en route, with slight wing drop ap­parent at the point of stall – 44kts. Stall onset was accom­panied by a shrill whine from the strut-bracings’ airflow flir­tations.

Citabria is stressed for +5 and -2G aerobatics. Manoeuvres included a full stall, power off. The ASI went off the clock with about 60 degrees of nose-up angle. The break was relatively clean, any wing drop being picked up by rudder application.

Spin entry was made from the bottom of an accelerated turn, resulting in a crisp near-vertical rotation. Recovery was positive with full opposite rudder, and the turn stopped after about half a turn following relaxation of back pressure.

Steep wingovers produced a modest + 2. 5G.

In circuit work, visibility and handling are no thing short of satisfying – one can wheel the Citabria in or three-point it as the fancy takes you.

Bellanca has given the private fun-pilot almost too much choice, with the three highwing models marketed in Australia.

AADR was told the Bellanca Aries is due soon – one of Bellanca’s  classic low-wing retractables that really picks up its skirts and flies when occasion demands.

Data Box

Bellanca Citabria A-pack, supplied for AADR test by Sportair Aviation, Sydney. Highwing tandem aerobatic-cross country-training type, tail-wheel. No flaps.

Specifications: Engine, Lycoming 0-320-A2D AE10-320-E2B 150hp.
Height, 7. 7ft. Length, 22. 7ft. Wingspan, 33. 4ft.
Weights: Gross, 1650lb. Empty, 1140lb.
Fuel capacity: 35 gal usable. Oil, 8qts.
Performance: Max. speed, level flight, 115kts. Cruise at 75 per cent power (TAS), 112kts. Rate of climb s/l, 1120fpm. Stall, 44kts. Range at 75 per cent power, nil reserves, 438nm. Range at 55 per cent power, nil reserves, 537nm.
Price: $24,700 at time of evaluation.

CESSNA 152

Flying training schools and private owners are being at­tracted in growing numbers to the little Cessna 152, a variant of the well-tried 150 series with that little extra touch. 

Basic difference between the old 150 and the new 152 made available to AADR by Rex Aviation for evaluation lies in the wingtips and engine cowling, plus a 110hp Lycoming 0- 235-L2C, a 2000hr TBO and a 100 octane diet.

A 28-volt system is standard in the 152, 1978 model, to cope with student pilots who have perhaps more than the normal trouble in firing-up a Lycoming.

The wingtips – gone are the droop tips, now available as optional extras. Student pilots thus have to fly the trainer down to landing and low-speed work, not rely on the tips. This does not add up to any lessening of safety, merely teaches the student to fly from go to whoa.

Th engine cowling is a one-piece wrap-round job, giving easier, faster overall access when needed.

Cosmetically, the 152 has a number of desirable modifications within the cockpit. One is the pre-select flap lever, which thankfully does away with either swivelling eyeballs to port to scan the old 150-mounted flap indicator, or guessing what flappage one is hanging out.

Another is thoughtfully anatomically-contoured seating. The minimum of practice is required for students and others used to starting a Continental-powered 150. The Lycoming needs a little more thought, but this is easily over­ come after a couple of engine-starts.

The usual Cessna all-round visibility is apparent as soon as one enters . Ground handling is the usual steady progression, with little bounce or judder.

Cessna claims the 152 is five decibels quieter than the old 150, from the outside listener’s point of view. It appears to be insignificantly less noisier than early models within . . .

Two up, 30 gal fuel and a brisk cross-wind were ap­parent at take-off. Speed was built up to 50kts indicated before rotation with nil flap, and the 152 was held down low until 70 knots was showing.

Torque swing was not noticed, rudder being held on to counteract a brisk cross-wind. Initial rate of climb was record­ed at better than 715fpm, after a ground roll of 800ft 70kts IAS.

Outside air temperature was high – +24 – at cruise altitude of 2000ft.

Growing cross-winds estimated at 30-35kts made true evaluation of speeds difficult. However, with 2450rpm set, the aircraft pottered along quite happily at a TAS near 100kts.

Long-range tanks in the 152 mean 8. 7 hours flight duration, with max. range of 690 nautical miles

In flight, the 152 handles delicately, yet can be settled down in normal conditions to give minimum pilot workload. Ailerons are powerful enough to pick up wings in stalling condition – so powerful that they can get a wing down or up with enough speed to speed up the downgoing wing past stalling angle.

Conventional stalls produce a gentle nodding sink rate.

Circuit work is a pleasure in the 152. Landing is fully controllable down to the stall, in conventional, short-field and performance configurations.

The evaluation made it obvious that Wichita has produc­ed yet another winner in he 152. It is among front-runners for flight schools where being taught to fly properly is still the name of the game – the aircraft won’t bite if mishandled but will let you know you are doing something wrong.

The private owner who wants his aircraft small, and yet wants to go places without constant refuelling will like the 152,

Data Box

Cessna 152, 1978 model, supplied for AADR test by Rex Aviation, Bankstown.

Speeds: Max. s/l, 110kts. Cruise 75 per cent power, 8000ft 107kts.
Cruise: (Inc. 45 mins reserve); 75 per cent at 8000ft with 24. 5 gal usable, 350nm. Same power, height, with 37. 5 gal usable, 580nm. Max. range at 10,000ft with 24. 5 gal usable, 415nm. Same height, power, with 37. 5 gal usable, 690nm.
Rate of climb: At s/I, ISA, 715fpm. Service ceiling, 14,700ft.
Performance: T/o, ground roll, 475ft. Over 50ft obstacle, 1340ft. Landing, roll 475 ft, over 50ft obstacle 1200ft.
Stall: Nil flaps, nil power, 48kts. Full flap (30 degrees), nil power, 43kts.
Weights: Standard empty 1081lb (152), 1118lb (152 II), 1125lb (Aerobat). Max useful, 589lb, 552lb, 545lb. Baggage, all variants, 120lb.
Loadings: Wing loading, 10.5lb/sq ft. Power loading, 15.2lb/hp.
Dimensions: Wingspan 33ft 2in, with conical tips; standard 32ft 8. 5in. Wing area, 159.5sq ft. Standard, 157 sq’ ft. Length 24ft 1in. Height 8ft 6in.
Fuel capacity: Standard tanks, 26 gal. Long-range tanks, 30 Imp gal. Oil, 6 qts.
Engine: 0-235-L2C Avco Lycoming, 110hp at 2550rpm. Propeller, fixed pitch 69in dia.
Price: $24,875

Cessna Skylane

There are more than 16,000 Skylanes in operation at this time, according to Cessna, making it the third most popular GA aircraft ever made.

First and second slots are also filled by Wichita’s products.

Cessna’s latest 182 variant, the Skylane RG, looks set to elbow its way into at least second slot with a plethora of cosmetic and other modifications – the most significant being retractable gear.

This RG mod is just about the last major one which could be fitted to a Skylane, adding about 13 knots on a good passage and boosting max. speed to a refreshingly brisk 180mph.

Rex Aviation, who provided the aircraft for our evaluation, claim – not extravagantly – that the Skylane RG outdoes its fixed-gear counterpart in farther, faster, higher and payload sectors.

Farther; up to 1082 statute miles. Faster; 184 statute miles each hour. Higher; service ceiling 18,000ft. More useful load; 1378lb. And, add Rex, the Skylane RG operates with gear up to an impressive 65 seat-miles per gallon.

Cessna’s RG mod. on its ubiquitous 182 does not obtrude obviously into the rear baggage compartment (200lb permitted back there), but merely modifies the compartment’s configuration.

Engine is a 235hp Lycoming 0-540-J3C5D, operating at 2400rpm and set four inches forward on the RG, axing noise and vibration. Rex, abandoning its old PR policy, has come right out in commendably aggressive “them and ours” style and pointed out that the engine is basically the same as that shipped in the Lance, but the Lance’s motor is rated at 300hp.

Yet the Skylane RG cruises to wihtin two miles per hour of the Lance…

A TBO of 2000 hours is an added attraction for potential Skylane RG owners or operators.

Airframe finish is the same Cessna rivet-pattern with bonded doors and baggage door. This pattern looks likely to stay for many years; Wichita has found that flush-finishing all over will add only about three knots. To undertake expensive and extensive mods. to production runs adds up to at best indifferent arithmetic.

Interior appointments are comfortable, semi-luxurious and what the world has come to expect from Wichita.

The panel is slightly revamped. From left to right, flight instruments, navcoms, engine instruments. On the lower array, left to right, are rocker switches, circuit breakers, undercarriage lever, engine, mixture, prop, carby heat controls (no vernier on the throttle), pre-select flap lever.

Seating is most comfortable and, as far as the left-hand seat is concerned, infinitely adjustable, Visibility is all one can expect from the 182 series – excellent.

Ground handling is solid, with no suggestion of waddle or shimmy. The cabin is quiet within, and one still has that double-handed pull on the wheel to counteract elevator down-spring forces – which balance c. of g. forces in flight.

Normal run-up drill is observed, testing mags at 1700 and triple-cycling pitch control.

Take-off run needs surprisingly little rudder. If wanted, one can easily trim out any torque-swing. Rotation in the evaluation was initiated at 50 knots indicated, with 10 degrees of flap. We made wheels-off distance to be 800ft – the book lists 820ft – three-up and three-quarter tanks.

Wheels up selected, a six-second cycle was timed before the mains tucked themselves away in their open wells, and the nose-wheel did the same into its mini-doors.

Flaps up selection gave surprisingly little pitch change, and normal roc was set up with half-open cowl flaps, flaps and gear up, 23 ins. manifold pressure and 2400rpm set.

In this configuration, with an OAT of +20, the Skylane RG bettered the book roe of 680 handsomely.

Maximum roc with full throttle, 2400rpm, open cowl flaps and the aircraft in a clean condition gave better than 1140fpm with 88 knots indicated.

Setting up for cruise, trims are sensitive enough to get the Skylane RG settled down within minutes. We used 2000ft as the datum, and leaning slightly set 23in. and 2400 – about 76 per cent power – to eventually get close to the book speed of 148 indicated.

In this configuration, the Skylane RG drinks about 13.6gph. Operators can get to 11.3gph using 2400rpm and 20in., the 64 per cent mark, at 136 IAS.

If you really want to lean, try 2100/18 – the 45 per cent power setting. This will lollop yu along at 1119 indicated, with 8.5gph.

Economical variations can be tried at higher altitudes, of course.

In cruise configuration, the Skylane RG sits rock-steady and flies better by herself. Noise levels are acceptably low, adding to the attractiveness of this machine as a long-strider and a family machine. Businessmen-pilots can also guarantee to arrive at point B as fresh as when they stepped in at point A.

Stalls are gentle, predictable, in the Skylane RG.

Stall occurs at 54 knots, power off, flaps up and 50 knots, power off. flaps down. The break is a gentle, definite manoeuvre, with a slight tendency for port-wing drop.

This is preceded by a gradual sing rate accompanied by an initial nod.

A touch and go at Hoxton Park before returning to Bankstown was sheer delight, with plenty of time to make dignified checks. The Skylane RG is fully controllable and typically Cessna-docile to the point of stall on arrival.

There is a great future and place for the Skylane RG, both as a family machine and as a QC hack for hefty outback and on-site work. It also fits the bill for that Cessna-dedicated pilot who wants that little extra touch of professionalism in his flying – retractable gear, long legs, a good turn of speed and a miserly fuel bull.

Data Box

Cessna Skylane RG, 1978 model, supplied for AADR test by Cessna distributors Rex Aviation, Bankstown.

Speed: Max, s/l, 160kts. Cruise, 75 per cent at 7500ft. 156kts.
Range, 75 per cent at 750ft with 56 galls usable, 520nm (3. 4 hrs). 75 per cent with 75 galls usable 7500ft, 740nm (4. 8hrs). Range: Max. range at 10,000ft, 56 galls usable, 655nm (5. 3hrs). At 10,000ft with 75 gal usable, 940nm, (7. 5hrs).
Rate of Climb: At s/l, 1140fpm. Service ceiling, 14,300ft (18,000ft if EGT is used to set best power mixture).
Performance: t/o, ground roll 820ft, over 50ft obstacle 1570ft. Landing, ground roll, 600ft, over 50ft obstacle 1320ft. Stall, flaps up nil power, 54kts; flaps down, nil power, 50kts.
Weights: Max. ramp 3112lb; max. landing, t/o, 3100lb. Stan­dard empty, Skylane RG 1734lb, Skylane RG II, 1794lb. Baggage allowance, 200lb. Max. useful load (RG) 1378lb, (RG II) 1318lb.
Loadings: Power, 13. 2lb/hp.
Dimensions: Span, 35ft 10in. Length, 29ft 4½in. Height, 8ft 9in. Fuel capacity: Standard tanks, 61 galls. Long-range tanks, 80 galls. Oil, 9qts.
Engine: Avco Lycoming 0-540-J3C5D, 235bhp at 2400rpm.
Propeller: C/S two blades, 82in. dia.
Price: Skylane RG, $61,050.

Partenavia P68

Until recently something of a paradox in Australian skies, the Partenavia P68B is now finding a firm place among workhorse twins currently flying in the southern hemisphere.

Perhaps distributor Forrestair has something to do with it. Using a simple, direct marketing philosophy, Forrestair recognised that here was an aircraft which would sell itself given half a sporting chance.

And so the Essendon-based division of oil giant H. C. Sleigh applied to the Partenavia marketing program a time­ tested, aggressive formula, “If you want to sell ’em, get out there and show ’em”.

In the space of a few short years, Partenavia P68Bs have sold to the tune of 33-plus, including two to Papua-New Guinea and one to New Zealand. And the list of firm interest clients is growing by the month.

Many experts said they could see the Partenavia boom coming; the aircraft is a natural for all-round work in this· country, is robust, speedy and quickly adaptable from six­ seater to pure freight configuration by virtue of Douglas-type runners.

Forrestair’s aircraft sales division has been so elated by the consistent success in its Partenavia-marketing assault, that the firm has adopted the same philosophy for its GAF Nomad marketing program. her story.

Partenavia are currently being flown by Government departments, aerial ambulance organisations, charter operators and even PPLs who want the delight of flying a twin they can cross-hire to cold charter operators.

One Partenavia is now operating a Reg. 203 service between Geelong and Tullamarine. The operator, according to reports from Forrestair during AAD’s visit to Essendon, is looking hard at the prospects of another P68B .

What makes this Partenavia such a delightfully simple money-making beast?

The Italians have for long been renowned as engineers par excellence, proof having been shown by the rugged air­ craft produced during World War II.

In the Partenavia P68B, simplicity and strength have been blended together in a sleek fuselage, a functional wing design, fixed gear which doesn’t obtrude significantly and a brace of easy-to-service Lycoming 200hp engines driving propellers which don’t pick up nicks in the most rough out­ back conditions, thanks to high-wing, high-engine mounting clearances.

Despite its almost delicate lines, the P68B is no pansy air­craft. Useful load is pegged at 1676lb, and at 65 per cent power settings it can stride a full 894 nautical miles at a handy 160kts.

I was paced by a brace of P68Bs during the 1976 Australian Air Race (I was in a Bonanza) and had a hard job to shake off these competitors which were pacing along without even panting.

And the P68B can get in and out of places with an ease which belies its fluidity of line and almost invisible under­ carriage. This has been proved in rugged service along the Moomba gas pipeline, on gravel and sandy surfaces and in other environments in which more sophisticated twins would find it hard to adjust, let alone operate without grey hairs.

With a NACA 63-3 515 wing section of constant chord­ thickness, and powerful flaps which drag landing speed down to 61kts (stall, full flap) landing roll is a scant 700ft.

Getting out is not a problem; take-off over a 50ft obstacle is 1320ft with 1600fpm in initial climb.

Many more figures, given in the data box following this evaluation, show the P68B to be no sudden flash of genius. It’s based on a design started 10 years ago, wind tunnel-tested to the nth degree, proved in operations in many parts of the world and safe to the stage where Vmc is equal to stall speed.

Inside, the Partenavia is as luxurious as most people could desire – ultra-luxury if one considers the fully-IFR price in Australia of $132,000 (at time of evaluation).

Purists have pointed out that the sole door – port side midway along the semi-monocoque airframe – makes it sometimes hard for generously-proportioned passengers to transit to starboard seats. Relax, we were told – Capodichoni is working on it.

The cockpit is functional, with visibility unequalled by any other twin AADR has evaluated thus far apart, perhaps, from the Aerostar, and – long ago – the Anson.

Circuit-breakers and fuses line the pilot’s left cockpit side, flight instruments directly in front with auto-pilot below a neat arrangement lower centre houses throttles, pitch and mixture controls, with trims below. Italy has made some sensible mods in Australian P68Bs, in which air blowers are available for hot-air work, impinging on the port and star­ board front sealers who would otherwise pay the penalty for such excellent greenhouse-type visibility.

Even before engine start it was obvious that Forrestair’s use of the Partenavia P68B to enter the GA arena under revamped strategy, was no accident.

Ground handling was good enough to be unnoticed. The cabin was comparatively tomb-like in its silence when match­ed against similar-horsepowered twins. Ditto for the passenger compartment.

Direct nosewheel steering and rugged leaf-spring main undercarriage made it obvious that for any surface this was an ideal aircraft.

On take-off the P68B needed minimal rudder to com­pensate for torque-swing, and once rotated began clawing for the heavens at better than 1000fpm. With best rate of climb speed set (89kts) the aircraft can be coaxed to 1600fpm. Best single-engine roc speed is book-listed at 90kts, giving 310fpm.

In cruise – which is where one would get the Partenavia as soon as possible, to get best operating economics – the aircraft is stability itself. With 75 per cent power settings it can hike at 160kts, at 9000ft. Maximum speed at sea level is 174kts Stall, full flap, occurs at 61kts. The electrically-operated flaps are fast in extension, producing significant pitch changes in earlier models. Partenavia were quick to modify this tendency by fitting coupled stabilator trim.

The stall Is confined to buffet, with no clearly defined break.

On arrival, after turn-tests and stability evaluation (Partenavia’s P68B got full marks in both departments), we found the first 17 degrees of flap could be hung out at 157kts circuit-entry speed. Thirty degrees of flap can go down at 143kts, the last five degrees being extended at 101kts.

Setting up attitude with power, the P68B came down at 70kts, power bleeding off over the threshold to a gentle flar­ing touch. The nose can be held up until well into the landing roll.

AADR found the Partenavia P68B a most desirable aircraft and recommends it for many applications – among them those listed earlier in this evaluation.

It is undeniably an aircraft way overdue for recognition.

Forrestair’s positive exposure policy vis-a-vis this aircraft has literally paid dividends. The program has now reached the stage where Forrestair is seriously considering slowing down advertising – there just aren’t enough Partenavias coming out fast enough to satisfy client demands in Australia, New Zealand, PNG and the Pacific Islands . . .

That’s what sort of aircraft this P68B really is . . .

Data Box

Partenavia P68B, supplied for AADR evaluation by Forrestair, Essendon. Six-place GP aircraft, with QC capability, med/long range fixed undercarriage twin-engine type.

Engines: Two Lycoming 10-360-A1B6 200hp at 2700rpm, no cowl flaps necessary. Hartzell lightweight c/s propellers, fully- feathering.
Fuel: 2 x 45 galls integral tanks, 2 x 18 galls optional aux iliary tanks. 2in. Wing section NACA 63-3 515. Dihedral 1 degree. Wing area 200. 21 sq ft. Chord 5ft in. Aspect ration 7. 75. Max. wing loading 21. 5816/sqs ft. power loading 10,80lb/hp. Wheel track 7ft 10. Weights: Max gross 4321lb, no IFR. limitatibn. Empty 2645lb approx. Useful load,. ‘U;76lb: Luggage capacity 20cu. ft, 40016.
Performance: Max. s/l, 174kts. Cruise 75 per cent power at 5500 ft, 165kts. 65 per cent power, 9000ft, 160kts. 55 p r. cent, 12 000ft 152kts. Stall, nil flap, 71kts. Full flap, 61kts. Minimum control speed 60kts. Rate of climb s/l, 1600fpm. Service ceil­ing 20,000ft. Single engine climb speed 310fpm. s/e ceiling 7000ft. Best roc speed 89kts. Best s/e roc speed 89kts. Best angle of climb speed 73kts.
Take-off run: 750ft. To clear 50ft obstacle 1130ft. Factored to DoT reqts, 2050ft. Landing run 690ft. Over 50ft obstacle 1400ft. Factored to DoT reqts, 1740ft.
Range: Optimum, nil reserves; 75 per cent power, 830nm, 65 per cent 900nm. 55 per cent, 965nm. All at 12,000ft, standard tanks, 86 galls usable.
Consumption: At 75 per cent power 17. 2gph. 65 per cent 15. 2gph. 55 per cent 13. 2gph.
Price: $132,000 fully IFR to Australian standards (at time of evaluation).

Lake Buccaneer

 “Get our dreams off the ground,” sounds just another slogan until you apply it to the aircraft concerned – the incredibly cheeky and happy little Lake Buccaneer.

The Buccaneer (never call it a Lake Amphibian) has endured a deal of criticism since Lake Aircraft, a division of Consolidated Aeronautics Inc. , Texas, put it on the market. It was named by cynics as the highest-powered speedboat they’d never flown, a spam-can which floated and sometimes flew . . . so many soubriquets.

Adams Aviation of Bankstown, provided a Buccaneer for our evaluation, not long after the little aircraft had made a marathon hop of 19. 2 hours from Ensenada to Hilo.

And a woman, Imogene Chamberlain – a 52 -year-old flying instructor from Bryan, Texas – flew the aircraft she nick-named Miz’ Blue.

A full four-seater – and a slowish one at that – the Buccaneer is an ideal craft for safaris along Ne South Wales rivers and inlets, the coastline and inland strips. One of its roles will undoubtedly be taking overseas tourists on look­see jaunts of up to a week along Australia’s coastline, camping al fresco en route.

The only drawback will be in payload limitations . . .

Lake claims the Buccaneer is a triple-role machine – recreation, a bush-plane and a business aircraft. It certainly has a near-STOL performance, can fly IFR, and 1s as manoeuvrable on water as it is on land.

The airframe is alodined and zinc chromated inside and out for salt water operations, and has an easily way-above­ water engine compartment for maintenance and inspection.

Flight characteristics make the Buccaneer safe enough for flight school work.

AADR had ample opportunity to evaluate Adams Aviation’s Buccaneer in a comprehensive test on both land and water during a sortie from Bankstown to Palm Beach and Brooklyn Bridge north of Sydney, via a lengthy photographic run over the Sydney Harbour Bridge.

With three up and near-full tanks (full fuel is 54 galls, the long-range ferry tanks occupying every place but the pilot’s eat having be n removed on arrival), the little Buccaneer proved quiet enough during ground handling. Steering is ac­complished on brakes alone.

Hartzell c/s unit triple-cycled and mag checks complete, we departed Bankstown in a fickle wind, rotating at the 600ft mark and climbing away at a brisk 1000fpm at 75kts. Flaps were left out for a longer-than-normal period to ensure max. climb rate.

The Buccaneer settled down happily enough with set­tings of 22in. /2500rpm, making 110mph indicated. Normal cruise is booklisted in ISA conditions as 150mph, at 8000ft.

The first water landing was made off Palm Beach, after assessing wind strength and chop height. Throttle control is roof-mounted, along with other controls – a not unpleasant method of flying into a landing. First alighting was made in the full-stall mode – holding off after a steepish descent until stall occurred at 45mph, and plopping firmly into the water and thereafter sounding from inside the cabin like a charging aluminium runabout.

Water landing roll distance was close to the booked 475ft. Taking-off – getting on the step meant delicate work to avoid “pumping” the stick into an increasing porpoise – the second alighting was made in a fly-on, cut-the-power mode. This resulted in much less cruelty to airframe undersides, in AADR’s view.

Another take-off in about 1100ft, again watching carefully for any lumpiness which could throw the Buccaneer into the air before she was ready to fly, even with the flap down.

Arriving in the Brooklyn Bridge area, a precautionary search pattern was flown to spot any floating or under-surface debris, and assess wind direction and wave height.

A controlled let-down bleeding back speed to the stall on contact with the water, produced another satisfying alighting. And then came the strangest part of this evaluation.

Opening the large, side-opening windows, pilot and passengers just sat and admired the view, the silence, in a condition resembling that on board a luxury cabin cruiser.

A water rudder made water-manoeuvring a delight – part of the pre-landing drill includes checking water rudder­ up – and we found the aircraft wanted to fly at about the. 34kt mark when proceeding downwind for another final water take-off.

Undercarriage can be extended while waterborne, mak­ing a gentlemanly dry-footed taxi up the nearest handy ramp or firm-sand beach a thing of ease and desirability.

Control response is pleasant while airborne. On the water, fast turns are possible with opposite aileron applied – needless to say, water-handling drills have to be learnt before the terra firma pilot can be converted properly to water­ work.

The applications of this docile, not-fast-but-comfortable machine are manifest. True, it is not a quiet aircraft, but has endless fun possibilities for families, fishing men, outdoor types and just plain people who want to fly away from it all.

Data Box

Lake Buccaneer, supplied for AADR evaluation flight by Adams Aviation, Bankstown.  Four-seat amphibian, retractable undercarriage, overhead-mounted engine, pusher propeller.
Weights: Gross, 2690lb. Empty 1555lb. Useful load, 1135lb .
Dimensions: Wingspan, 38ft. Wing area, 170 sq ft. Wing  loading, 15. 21b/sq ft. Lenght, 24ft 11in. Height, 9ft 4in.
Baggage compartment: 200lb.
Speeds: (ISA), gross weight, normal cruise 75 per cent power at 8000ft, 150mph. Stall speed, 45mph.
Performance: Range, full fuel, gross weight, max range 825 statute miles. Normal cruise, 75 per cent power 8000ft, 650 statute miles. Rate of climb, s/l, 1200fpm. Take-off run, gross, ISA air, land 600ft, water 1100ft. Landing roll, land 475ft, water 600ft.
Fuel capacity: 54 gal max. with aux. Oil capacity 8 qts.
Engine: Direct-cooled, four-cylinder, fuel-injected Lycoming 10-360-A1B, rated 200hp at 2700rpm. Power loading, 1316/hp.
Propeller, forged dural Hartzell c/s 74in. dia.

Piper Turbo Lance

Piper has done itself a power of good with the Turbo Lance II – and yes, a pun is intended, for power is the word with this new offering, marketed in Australia by Ansett General Aviation, Bankstown.

Any resemblance between the old Cherokee 6, or even the original Lance, is strictly coincidental, apart from the basic airframe.

Designed to operate over the weather at 20,000ft, the new Turbo Lance is perhaps the best and mightiest single to emerge from Lock Haven.

It has everything any pilot could want in the big-haul singles range; power (300hp}, turbocharging, the new Piper T-tail designed for smooth operation and response from the rear-end control surfaces, speed (a full 193kts at sea level, ISA conditions, at gross weight) and appointments to delight any occupant.

AADR was unable to flight-test the Turbo Lance, but a probe into specifications and performance, plus voluminous matter provided by AGA at Bankstown convinced us that this is not just another gimmicky aircraft.

The Turbo Lance cabin is now 15 per cent wider than the closest competitor’s product, with a wide centre aisle. Another “biggest” is the luggage area, and fuel capacity – even compared to competitors offering optional fuel tankage.

And it boasts the highest-in-its-class useful load . . . All this adds up to a mighty aeroplane.

One of the most radical changes has been the redesign­ing of the front end where the 300hp Lycoming and its associated turbocharger operates.

In one of the most beautiful design operations we have seen for some years, Piper has pushed a low-slung intake out of reach of a lengthened spinner, ensuring maximum air to be rammed into the turbocharger.

The intake’s position ensures minimum interference to propeller efficiency, and gives maximum engine cooling.

At the other end of the aircraft, the T-tail – a design here to stay- makes a number of things possible. Flight is marked­ly more stable, smoother and quieter without cabin vibration and other decibels so apparent in more conventionally-sited horizontal stabiliser arrangements.

The Turbo Lance’s horizontal stabiliser is now 23 per cent smaller than conventional configurations. It sits high above the fin, providing an effective endplate for the fin and rudder’s airflow.

A great asset of this T-tail is that it minimises pitch changes when flaps and undercarriage are lowered and rais­ed.

And the undercarriage . . . rugged and retractable, with an outside air probe which senses when 102kts is achieved, lowering the undercarriage. This is an overrideable control. If one overrides the automatic-lowering probe’s com­mands, a flashing light takes over.

Inside the aircraft; great accent has been placed on passenger and pilot comfort. Six overhead fresh air outlets and a similar number of cool/warm air vents are standard.

Special sealing between wings and fuselage, double win­dow thickness, double insulation on side panels, overhead panels and firewall, plus a layer of foam under, the carpet, add up to quietude.

Plus the fact that a baggage compartment separates cabin from engine compartment . . .

A six-outlet two-bottle oxygen system is available for the Turbo Lance, when one ascends above the weather. Of course, the next logical step is pressurisation.

The panel is a pilot’s pride – typical Piper. Flight and engine instruments are neatly grouped left of centre, with navcoms occupying the central position. Circuit breakers and optional air-conditioning controls occupy most of the right-hand panel.

Annunciator warning array is standard, as is an EGT and cylinder head temperature gauge.

Emergency gear extension is free-fall.

The Turbo Lance is a most worthy addition to the choice facing Australia’s corporate, commercial, charter and even private sectors. It has a brilliant future in all these spheres.

Data Box

Piper PA-300T Turbo Lance II, distributed by Ansett General Aviation, Bankstown. Six/seven seat aircraft with cor­porate seating capability. Low wing retractable turbocharged type.
Engine: Lycoming T10-540-51AD, 300hp at 2700rpm. Recommended TBO 1800hrs.
Weights: Gross 3600lb. Standard empty, 2071lb with unusable fuel, full oil and operating fluids. Useful load (standard) 1529lb.
Wing area: loadings: Area 174. 5ft. Loading 20. 6I6/sq ft. Power loading 12I6/hp.
Baggage volume/capacity: Forward compartment 8 cu. ft/100lb. Aft compartment 17. 3cu. ft/100lb.
Dimensions: Wingspan, 32. 8ft. Length, 28. 9ft. Height, 9. 5ft. Cabin volume, 195. 3 cu. ft. Cabin length (panel to rear bulkhead), 125in. Cabin width, 49in. Headroom (seat-ceiling}, front seats 36in. , middle seats 36in. , rear seats 35in. Forward baggage door size, 18x24in. Aft baggage door, utility door, 20x28in. Forward cabin door, 35x36in. Aft cabin door, 33x29in. Wheelbase, 7. 95ft. Wheel tread, 11. 1ft.
Fuel capacity: Total, 98 gal. Usable, 94 gal. Oil, 12qts.
Performance: Max. at gross, s/l, 2700rpm, 193kts. Cruise at gross, (altitude cruise speeds TAS, optimum altitude}, 75 per cent power- best power 175kts, best economy 172kts. 65 per cent- best power 158kts, best economy 155kts. 55 per cent power- best power 138kts, best economy 135kts.
Stall, full flap (40 degrees) 70kts. Nil flap 77kts.
Cruise range. (inc. 45 mins reserve at max. range power); 75 per cent- best power 678nm, best economy 740nm. 65 per cent- best power 704nm, best economy 763nm. 55 per cent – best power 743nm, best economy 815nm. Fuel consump­ tion: 75 per cent – best power 18. 8gph, best economy 16. 5gph. 65 per cent – best power 16. 3, best economy 14. 3. 55 per cent – best power 13. 8, best economy 12. 2.
Service ceiling: 20,000ft approved altitude.
Take-off distance: S/l ISA; ground run 960ft. Total over 50ft obstacle, 1660ft.
Landing distance: Ground roll, 880ft. Total over 50ft obstacle, 1710ft.
Price (at time of report): $94,000.

Piper Tomahawk

The first really new trainer in 30 years, is how Piper bill

will learn. We found this type of control strangely niggly, using a combiriation of full hand and finger-and-thumb with other fingers braced against the quadrant itself.

their Tomahawk twin-place school mount. But then, we have been mainly ori plunger typecon- Currently marketed by Ansett General Aviation, trolled engines. . .

Bankstown, the Tomahawk is certainly something new in Instrument layout is typical Piper- commonsense. Dur­ school types. Itsmost prominent feature is the T-tail which, ing a test flight it was obvious thata future modification ina combined with an advanced-technology GAW-1 aerofoil sec- big-brother Tomahawk would be to tuck up theundercart. It tion makes for vastly improved handling qualities and flight would be aesthetically startling, if nothing else . . . characteristics. Tomahawk is safe in all modes of flight- an ideal A highly plausible attribute is that the Piper Tomahawk is confidence-builder to the student. It looks set to holda place certified for aerobatic spins- something AADR feels every in flight schools’ inventories and catcha few hearts in the PPL school aircraft should be capable of performing. light single owner bracket.

Too many students go through to PPL – and indeed often through their flying career – without really knowing ———DATA BOX ­ and practising how to get out of spins. Incipient spins are

about as useful as doing touch-and-gos without starting the engine.

Tomahawk went on the drawing board after a thorough poll of more than 10,000 professional instructors asked, “Describe the ideal trainer”.

The pros wanted many things, the most prevalent request being comfort, elbow room, enough hush to verbally instruct without contracting instant laryngitis, liveliness making it fun to fly, rugged construction to absorb touch-and-gos, and ease of service.

The nett result was an aircraft which already shows that Tomahawk will usher in a new era in flying training, in terms of speed of training absorption plus fun while learning.

Tomahawk is powered by a 100-octane Lycoming 0-235- L2C motor rated at 112hp at 2600rpm. In ground handling it is comfortable, easy to control and sits well on a wide 10ft track. Visibility is truly 360-degree stuff, thanks to a bubble-type cockpit canopy. . which . yet allows ·e or, a side.

Take-off run is gentle enough to get the aircraft off in less than 1000ft, with a 700fpm rate of climb to follow. Once off the ground, flaps up, one can set up cruise at a comfortable 100-120kts and fly all day – or as long as the fuel allows.

Flight is quieter than many trainers AADR has flown, and the T-tail configuration shows to advantage. Elevators operate in undisturbed airflow, and the T-section acts as an end plate against rudder washout, ensuring maximum rudder effec­ tiveness in spins.

Tomahawk’s low wing is, according to the books, an adaptation of NASA’s Whitcomb aerofoil, having constant thickness and rectangular planform with a 9. 25 aspect ration.

Installing quadrant type controls on a basic trainer could be somewhat twiddly for a student pilot – but then, if said pilot knows no other form of throttle and mixture control, he 88

Data Box

Piper PA38 Tomahawk, aircraft supplied by Ansett General Aviation, Bankstown. Twin-seat side-by-side trainer, fixed undercarriage, low wing type.
Specifications: Engine, Lycoming 0-235-L2C, 112hp at 2600rpm.
Weights: Gross, 1670Ib. Standard empty (usable fuel, full oil and operating fluids), 1064Ib. Useful load (standard) 606Ib. Wing area, loadings: Wing area, 125sq ft. Wing loading,
13.36lb/sq ft. Power loading, 14.9lb/hp.
Baggage: Volume, 20cu. ft. Capacity, 100Ib.
Dimensions: Wings an, 34ft. Length, 23.1ft. Height, 8.63ft. Cabin length, pane to rear bulkhead, 68.5in. Cabin width, 42in. Cabin height, SO.Sin. Headroom (seat to ceiling), 35in. Wheelbase, 4.58ft. Wheel tread, 10ft.
Fuel capacity: Two x 16 gal tanks. Usable fuel, 30 galls. Oil capacity, 6qts.
.Performance: Max. speed (1670Ib) 2600rpm s/I, 113kts. Cruise (1670Ib), 75 per cent power at 8800ft, 109kts. 65 per cent
power at 11,500ft, 102kts.. Stall, flaps down (30 degrees), 46kts. Nil flap, 48kts.
Cruiserange: (Inc. 45 mins reserves) – 75 per cent power at 8800ft, 402nm. 65 per cent at 11,S00tt, 436nm.
Rate of climb: SIi, full throttle, 700fpm. Service ceiling (SOfpm), 12,850ft. Absolute ceiling 15,000ft. Take-off distance, s/1, ground run 945ft. Over 50ft obstacle, 1400ft. Landing dis­ tance, ground roll 642ft. Over 50ft obstacle, 1374ft.

Bellanca Decathlon

Sportair Aviation, Sydney-based, is now an authorised Bellanca distributor and according to marketing figures is sell­ing all three types – Decathlon, Citabria and Scout – satisfyingly well.

The Decathlon in particular is attracting increasing atten­tion as a tandem two-seat sports/trainer type, which can be used for the flying couple as a genuine fun about.

The Decathlon leapt into prominence during the Queen’s Silver Jubilee air show aerobatic championships last year, when it won the event with RAAF Squadron Leader Don Pollock at the controls.

Since then it has been a regular performer at fly-ins, air shows – and now as a school trainer and aerobatics teacher machine at more than one NSW flight school.

Using the proven Citabria as a datum point Bellanca in Alexandria modified the wing section to a NACA 1412 semi­ symmetrical section to cope with inverted performance and other unusual attitudes of flight indulged in by sports-flying buffs. Wingspan was trimmed by 18in. More ribs went in, plus heavier struts.

A Hartzell c/s prop replaced the existing Citabria’s Sensenich, and other mods were built in. The result was the Decathlon, representing the old-time classic tandem two­ place machine which has stood the test of time.

Main marketing thrust has been a combination of sports aircraft-cum-short/medium range tourer in the best tradition. Stressed to +6 and -SG (the latter a high factor to cope with bunts and other negative-G manoeuvres), the airframe can take anything perpetrated upon its person.

Sportair Aviation currently markets two types in the Decathlon range – the 150hp model and the 180hp variant.

Ground handling on anything but bitumen is not without undulations. This aircraft has a spring-steel main assembly and a Scott heavy-duty tailwheel. Visibility is excellent for a tail­ dragger, with no need to fishtail to the holding point in order to see ahead.

Take-off needs little rudder. Techniques recommend getting the tail up early, and a pilot can assume a surprisingly nose-down attitude without fear of propeller tips demolishing themselves in an expensive encounter with terra firma.

Rotation was initiated at a leisurely 52kts, AADR’s evalua­tion being part of a formation flight with a Citabria, including a formation take-off.

Rate of climb is listed at 880fpm (1230fpm in the 180hp variant). Sprightliness and sheer fun were immediately ap­parent through the controls, and this sensation persisted throughout the brief air-test.

Maximum speed is 123kts and 135kts for the 150hp and 180hp models respectively, cruise being logged at 118kts and 124kts with 75 per cent power settings.

Visibility was typical bird-dog spotter stuff, and control forces immediately responsive. Pilot and passenger comfort is surprisingly superior in the Decathlon – an attribute com­ mon to all three Bellanca singles marketed by Sportair Aviation.

There is definitely no hint of utility or stick-and-string in these machines’ appointments or performances. Construction is robust as befits an aerobatic machine.

Aerobatics produced nothing unusual except the at­titude. The aircraft evaluated produced a shrill noise at low speeds and in certain altitudes, but we put this down to air­ flow interplay between the wing strut bracings – a good audible insurance for stall onsets.

Dynamically stable, the Decathlon gets itself out of a spin if the controls are released, the tendency being to iron itself out towards level flight.

Incidentally, throttle is a side-mounted affair, needing no conversion period as it fall naturally to hand.

Stall is given as 47kts in both hp models, with service ceilings of 14,000ft and 15,000ft respectively. Using sensible and careful settings, a Decathlon pilot can expect his mount to span 565nm at 55 per cent power, with 514nm ant1c1pated at 75 per cent settings.

Landings are typically tail-dragger – approach is usually around the 61kts mark, speed being bled off over the threshold and three-point attitude assumed. One can make tolerably passable “wheelies” in the Decathlon without any stress.

In summary, the Decathlon, a new breed in Australia far superior to the resuscitated

tasks, ranging from coping for the businessman/pilot in a hurry, the sporting family man, the pure enthusiast and even for advanced school work.

On take-off run, we were advised to apply coarse right rudder, increasing as lift-off occurred. With two up and about half tanks, the aircraft lifted herself off in about 1000ft, thanks to on-the-deck angle of incidence. Coarse rudder was not needed . . . There is no rudder trim in this machine. Take-off was made with 10 degrees of flap outstretched.

The SF 260 climbed easily, with 25-25 set and the VSI pegging at better than 1700fpm with 100kts indicating.

The immediate flying feel was as graceful as another Italian product I tested some years earlier, the Macchi jet­-powered trainer.

Power settings were kept steady on 25-25 while steep, turns, wingovers, and other preliminary manoeuvres were performed. It was apparent that the ailerons were among the most delightful in any aircraft thus far tested, with similar compliments to rudder control.

The aircraft is dynamically stable, oscillations ironing out after two decreasing movements.

Stalls were initiated with 14/2500 indicated, the result being a nodding sink rate with no wing drop apparent.

During these tests it was obvious that this was a professional’s machine, yet tractable for advance school duties.

In the circuit, the aircraft was at first reluctant to slow, but with patient anticipation eventually slowed to 108 to allow gear and first-stage flap extension.

Settings of 15/2300 were applied to give a 105kts downwind speed, reducing to 100kts on base leg with half flap. Speed is bled off gradually to 90 knots on final with full flap application if required. Eighty over the threshold is recommended as float is minimal despite the low-wing configuration. The nose is kept well down on finals to stop a progression into stall incidence.

Ground effect is insignificant – probably because of the flap area so near the ground plus liftlack in the wheel wells area.

Touchdown speed is ideally 80kts. Stall occurs at 60kts.

The aircraft is tractable in all modes, a delight to fly (occupants wear bone domes, as the cockpit canopy leaves precious little space between skull and canopy) and would be an utter joy to own.

It is speedy enough to satisfy the most urgent singles pilot, yet comfortable enough for a family safari.

Data Box

Bellanca Decathlon, supplied for AADR evaluation by Sportair Aviation, Bankstown. Tandem-seat sport/training air­ craft strutted highwing tailwheel type.
150hp – Specifications: Engine; Lycoming AE10-320-E1B, fuel injected inverted systems; Hartzell c/s HC-C2YL-4BF/FC7663- 4 propeller.
Height, 7. 7ft. Length, 22. 9ft. Wingspan, 32ft.
Weights: gross, 1800lb. Empty, 1280lb.
Fuel: 40 galls usable. Oil, 8qts.
Limit load factor: +6, -5G.
Performance: Max. level flight, 123kts. Cruise at 75 per cent power (TAS), 118kts. Rate of climb, s/l, 880fpm. Service ceiling 15,000ft. Stall, 47kts. Range at 75 per cent power (nil reserve), 514nm. Range at 55 per cent power, 565nm (nil reserve).
180hp – Specifications: Engine, Lycoming AE10-360-H1A. Hartzell els HC-C2YR-4CF/FC7666A-2 propeller.
Dimensions as for 150hp model.

Weights: Gross, 1800lb. Empty, 1315lb. Fuel, oil, G-factors as for 150hf model.
Performance: Max. speed, !eve flight, 135kts. Cruise at 75 per cent power (TAS), 124kts. Rate of climb, s/l, 1230fpm. Service ceiling 16,000ft. Stall, 47kts. Range at 75 per cent power, nil reserves, 442nm. Range at 55 per cent power, nil reserves, n/a.
Price: Standard (including a host of standard extras), $25,180 for 150hp model – c/s prop $2100 extra with inverted systems package.

180hp model, $31,330 at time of testing.

Siai Marchetti SF260

SF 260

Once in a while, we are offered a unique light aircraft to test. One such model is the Siai Marchetti SF 260.

The SF 260, once a contender for the RAAF’s training fleet but apparently considered a mite too sophisticated for ab in­ itio work, is currently fulfilling light ground attack duties throughout the world.

A thoroughbred aircraft with classic line – and classic stick control – the SF 260 is made in Italy primarily as an air force primary and advanced trainer, fully aerobatic and stress­ ed to +6 and -3G.

Marketing at $65,000, the copy flown is the only model in Australia, whence it came via the 1969 london to Australia air race.

Variants of the SF 260 are currently flying with rocket pod hard-points and provision for a radar scanner for inshore maritime reconnaissance work. Production is set at 14 per month.

A full four-seater, this aircraft is suited to a variety of

powered trainer.

Po,,,/er settin-gs were kept steady on 25-25 while steep, turns, wingovers and other preliminary manoeuvres were performed. It was apparent that the ailerons were among the most delightful in any aircraft thus far tested, with similar compliments to rudder control.

The aircraft is dynamically stable, oscillations ironing out after two decreasing movements.

Stalls were initiated with 14/2500 indicated, the result be­ ing a nodding sink rate with no wing drop apparent.

During these tests, it was obvious that this was a professional’s machine, yet tractable for advance school duties.

In the circuit, the aircraft was at first reluctant to slow, but with patiem anticipation eventually slowed to 108 to allow gear and first-stage flap extension.

Settings of 15/2300 were applied to give a 105kts downwind speed, reducing to 100kts on base leg with half flap. Speed is bled off gradually to 90 knots on final with full flap application if required. Eighty over the threshold is recommended as float is minimal despite the low-wihg con­ figuration. The nose is kept fairly well down on finals to stop a progression into stall incidence.

Ground effect is insignificant – probably because of flap area so near the ground plus liftlack in the wheel wells area. Touchdown speed is ideally B0kts. Stall occurs at 60kts.

The aircraft is tractable in ail modes, a delight to·fly (oc­ cupants wear bone domes, as the cockpit canopy leaves precious little space between skull and canopy) and would be an utter joy to own.

It is speedy enough to satisfy the most urgent singles pilot, yet comfortable enough for a family safari.

Beech Sierra

Beech Aircraft Corporation produced a workmanlike 200 Series four-place aircraft in 1972. Since then many things have happened to. the basic airframe and engine mounting de- signs. . . , AADR includes·the Beech Sierra 200 as an eminently suitable type for inclqsion in its evaluation series, coming as the aircraft does from a traditionally conservative low-profile establishment but nonetheless selling quietly, efficiently and with an enviable list:•of repeat·customers- who have flown Beechcraft and like it.

The Sierra provided for evaluation by Hawker Pacific Pty Ltd Beechcraft distributorship based at Bankstown, is another much-loved and proven workhorse, accommodating passengers and/or freight in commodious manner thanks to a QC capability.

It is a long-legged animal, capable of striding long dis­ tances in speed and comfort and suited to the Australian en- vironment. .

•. . The new-look Sierra has now blossomed to a six-place aircraft, with lengthened propeller and revamped engine mounting to abolish that irritating (and sometimes serious) stop and start “throw” on four-cylinder motors.

Main wheels now retract into faired wells, adding to

streamlining and speed. Many cosmetic modifications are ap­ parent in the type tested, the nett result being a product well worthy of a lasting place in the Beechcraft lineage.

Three “highs” are listed in the Sierra’s pedigree; high gear extension speed (135kts), high manoeuvring speed (125kts) and high baggage allowance (270I6s). The aircraft now boasts no fewer than three doors – the third being a former luggage compartment aperture port side aft.

A new air intake system has been provided for cabin ven­ tilation. The cabin itself has been quietened significantly – so much so that the hiss of a half-open vent made itself apparent to a marked degree during AADR’s evaluation.

A walkrou nd the Sierra 200 reveals the true Beechcraft finish to this machine, plus an outside-view of the excellent in-cockpit visibility.

In the cabin, this see-ability is enhanced and proves the claim that the Sierra 200 has an almost unparalleled all-round scanning scheme. The fuselage has been picked for Beech’s twin design.

The panel is pure Beechcraft – simple, uncluttered and a typical pilot’s workspace. There is provision for a host of op­ tional Collins extras and a Century Ill auto-pilot.

Fuel injection start drill on the Sierra 200’s Lycoming 10- 360-A186 200hp engine is standard, and in all modes the engine is a quiet, powerful beast, impinging insignificantly on the cabin occupants’ aural comfort.

Ground handling is comfortable, with the exception of the heavy footloads needed for directional control.

Moderate right rudder was needed for take-off – there is no rudder trim in the Sierra 200. At the 1000ft mark, rotation was initiated with about 60kts indicated. Outside air temperature was an uncooperative +20.

Cycling the outward retracting mains and backward­ retracting nose-wheel, and taking in the outspread 10 degrees of flap lowered for take-off, climb was stabilised at 1200fpm after an initial 800fpm ascent. Eighty knots proved to be a comfortable rate of climb speed to attain 1200fpm.

With two on board and full tanks, nil wind, the Sierra was trimmed out at 2000ft with a standard 24/2400 combination. Cruise configuration was established, with about 250ft being allowed to get the Sierra 200 well and truly on the step.

Trimming carefully, using the excellently-sensitive elevator trim, the aircraft assumed a markedly nose down at­ titude with a slight VSI height-loss indicated although in fact no altitude was sacrificed.

A reading of 136kts TAS was eventually recorded. This proved to be better than the book speed – the 24/2400 com­ bination worked out to about 73 per cent power, with a fuel consumption of an astonishingly low 8. 2gph.

And there the Sierra 200 sat. It would have sat all day, and AADR would have thoroughtly enjoyed it. This machine is obviously meant for long hops . . .

Stalls were performed in clean and dirty modes. There were no vices, a mild break occuring about 60kts indicated. A landing at Hoxton Park proved the vicefree handling characteristics at the low-speed end of the Sierra’s scale. A steepish short-field approach was set up; the Sierra proved to be infinitely controllable all the way down, obedient to the slightest change in power or attitude and showing no signs of running away despite a steep nose-down attitude.

Sink rate was rock-steady as was the 70 knots set up on finals. On hold-off, a definite flare should be made and power pulled off – failure to do this could result in a float.

Approach was made at 80 kts indicated, slowing to 70 over the fence and finally bleeding off speed with power reduction. Stall is booked at 60kts (flaps down).

Beechcraft has long established a firm niche in the Australian scene, and the Sierra 200 is part of that picture. It has already proved itself in the fast, comfortable carriage of human and inert freight over long distances – what more can one say of this aircraft other than acknowledge that it has already won its spurs? r———DATA BOX: ” Beechcraft Si_err 200, di_stributed by Hawker Pacific Pty Ltd. B echcraft d1stributorsh1p, Bankstown airfield. Six-place low wing retractable, all-metal QC capability type.

Performance: Max. speed (260016) s/I, 142kts. Cruise (260016), 75 per cent power at 2700rpm, 10,000ft, 137kts. At 65 per cent power, 127kts. At 55 per cent power, 115kts. Stall (power off) flaps down, 60kts. Flaps up, 65kts.

Cruise range: (Inc. reserve); at 75 per cent power, 2700rpm, ,10,000ft, 646nm. At 65 per cent power, 670nm. At 55 per cent power, 686nm. Rate of climb, s/I, 927fpm. Service ceiling 15,385ft. Absolute ceiling, 17,430ft. ‘ _Normal take-off distance: (15 degrees flap); ground run, 1185ft. Total over 50ft obstacle, 1660ft. Normal landing dis­ tance (35 degrees flap) over 50ft obstacle, ground roll 816ft. Over 50ft obstacle 1462ft.

Weights: Max. ramp 275816. Max. take-off 275016. Max. lan­ ding 275016. Empty (with usable fuel and oil) 169616. Useful load, standard aircraft 106216: Wing areas, loadings: Area 146 sq ft. Wing loading, 18. 84I6/sq ft. Power loading 13. 75I6/hp.

Baggage: Volume, 19. 5cu. ft, plus 3. 8cu. ft on accessory shelf. Capacity 27016.

D_imensions: Wingspan 32ft 9in. Length 25ft 9in. Height 8ft 1m. Propeller ground clearance 13in. Cabin length (panel­ low r rear bulkhead), 95in. Cabin width 44in. Cabin height48. 5m. Headroom (seat-ceiling), front seat 39. 25in. Rear seat 37. 75in. Large baggage door size 23. 5in. x 36in. Cabin door size, 38in. x 40in. • Us_able fuel: T”:’o _28. 5 gal tan s = 57 gal. Oil capacity 8 qts.