Airtest – Aerospatiale Trinidad

Behind the two-bladed constant speed propeller and under that long elegantly styled cowling lies the reason for the Trinidad’s sparkling performance – the venerable Lycoming 10-540 series engine. This engine in its various forms powers such aircraft as the Piper Aztec, Aerostar, Navajo, Pawnee, the Rockwell Shrike Commander and the Islander, to name just a few.

This is a well-proven powerplant and the version that powers the Trinidad, the 250 hp 10-540 D4. D5D, has a 2000-hour TBO (time before overhaul) ensuring economical operation. One can be relatively certain, in the unlikely event of engine problems, that there will be someone who understands this engine on almost every airfield.

Possibly the most striking feature of the Trinidad is its gullwing doors, rather reminiscent of the Mercedes Benz 300 SLR sports car that made them famous. These doors allow easy access to an outstandingly styled 4 to 5-place interior that would do justice to the most discerning Ferrari owner. The interior is 50 inches at its widest point, making it wider than any competitor in Trinidad’s class and even some that are not, such as the twin-engined Beech Baron.

Once nestled into the contoured seats, one can appreciate the excellent visibility out of the Trinidad. There is no doubt that someone has spent a lot of time carefully designing the interior of this aircraft. Everything is exactly where you expect it to be. For example, to change attitude in this aircraft does not require the talents of a one-armed paper hanger. One can manipulate both the throttle and manual pitch trim with one hand simultaneously, making the aircraft very smooth and enjoyable to fly.

The interior is laid out with a centre console that extends to the rear of the front seats. This contains, starting from the rear, two sets of jack points for dual headphone/boom mike installations, an ashtray and cigar lighter, the rudder trim (conveniently marked for takeoff and cruise), the pitch trim and the well-designed throttle, propeller pitch and mixture levers. Ahead of these are the master and alternator switches located next to the flap selector and indicator. Then, at the front are a series of circuit breaker switches with cancel buttons behind them. The function of these switches can be verified by an annunciator panel located under the glare shield on the pilot’s side. Circuit breakers are conveniently located on the lower left-hand side panel where the pilot can easily check them.

Above the console is the radio stack (an excellent array of King Silver Crown in the test aircraft), and topping this off, there are a set of tape display instruments indicating oil temperature, oil pressure, left and right fuel quantity, cylinder head temperature and amps. To the right, in a separate panel, are suitably angled analog displays showing outside air temperature, exhaust gas temperature, engine rpm and a split gauge showing both MAP and fuel flow. The environmental controls are also on the lower part of this panel. In front of the left seat was a well-laid out and easily scanned panel containing the usual flight instruments plus VOR/ILS and ADF indicators. On the lower part of the pilot’s panel, starting from the left, is the magneto/start switch (key type), an idiot-proof ‘left-off-right’ fuel selector, a simple twist knob activating the hydraulic parking brake and the undercarriage selector and indicators. Above the seats are fresh air outlets and reading lights and a very clever innovation, a fold-away approach plate holder. This device does not impede one’s vision in any way and yet allows one to scan the chart freely.

Starting the Trinidad is like most fuel-injected singles, throttle cracked, boost pump on, mixture rich until one has an indication, boost pump off, idle cut-off, start the engine and mixture rich. The engine springs to life with no fuss. Engine instruments checked, after the start check is complete, copy the ATIS and we are ready to taxi. The aircraft taxis quite smoothly, giving positive control and a good ride. I found the brakes very effective.

For our flight we had two souls on board and half tanks; the aircraft did not disappoint us with its performance. We were cleared for takeoff behind a Cessna 172 which we easily out-climbed and passed before we reached the Control Zone boundary on a runway 29 takeoff. The Trinidad was climbing out at better than 100 KIAS and 1100 feet per minute on a setting of 2500 rpm and 25″ MAP. Once at 200 feet we reduced power to do a best economy setting of 2300 rpm and 23″ MAP and leaned the mixture to 12 us/gph. This setting and fuel flow at 4000 feet and + 7 degrees Celcius produced 146 KTAS. The book shows that on an ISA +6 day at 8000 feet, a 65% power setting will return 154 KTAS. Top speed is given at 75% power, 8000 feet and 164 KTAS. The 65% power best economy setting will keep the Trinidad in the air for 6 hours and 56 minutes.

The noise level, especially when one considers the expansive use of plexiglass around the cabin, is quite acceptable. The visibility as mentioned earlier is outstanding, which was just as well as there were several other aircraft sharing our piece of airspace.

Trying a few turns, I found the aircraft a delight to control, being both light and responsive. Stalls both clean and with gear and flap down proved to be quite predictable, and I am sure that even a novice will find no problem recovering from these parachute-style descents. The Trinidad’s excellent design allows good manners at both ends of the speed spectrum.

After stalling sequences, we decided to return to Bankstown for circuits. Lowering the nose on a cruise power descent allowed the speed to wind up quickly. In virtually no time at all we were over 2FC reporting inbound for circuits. Being conscious of Trinidad’s speed capabilities allows one to plan the descent into the circuit area and avoid the unpopular manoeuvre of reporting downwind at 180 KIAS. The aircraft in fact handles very well at 100 KIAS and speed can be controlled by judicial use of undercarriage and flaps to ensure a dignified arrival at the piano keys. The circuits proved to be most enjoyable with very predictable handling. The best angle of climb speed is 67 kts, and at our weight, approach speeds could be as low as 65 kts. Yes, the Trinidad is certainly an aircraft that is equally at home in the traffic pattern behind a Cessna 152 or ahead of a Boeing 747. And with that trailing link undercarriage, your landings are always impressive.

Flight Safety Products is very enthusiastic about the future of Trinidad. In addition to this aircraft, the company also markets the 180 hp Tobago and 160 hp Taralga (the latter aircraft being designed for the local market and named by the distributor). To induce possible buyers to part with their money the company is offering two very attractive bonuses on any of the above aircraft. 1. The company will stand behind its product by guaranteeing a labour content figure of $300 for each of the next ten 100-hourlies. This is of course provided they are undertaken at the distributor’s maintenance organisations. Aerospatial assists the distributor in locating ‘approved’ maintenance organisations at key General Aviation Centres around Australia. The price will remain firm regardless of how long inspections or rectifications may eventually take. 2. All new owners are offered free flying and ground training utilising their aircraft at AFTS. This means if you have never been in an aircraft before, by the time AFT S has finished with you, you will be able to demonstrate your competence and ability in your new aircraft in a professional manner. Even if you are a licensed pilot, the company will ensure you are completely competent before you fly off into the sunset. T his offer should ensure more responsible pilots will fly the Taralga, Tobago or Trinidad.

In conclusion, one can say that Trinidad compares very favourably with its competitors and for the person who requires a sharp-looking, efficient transport with good speed and range, you will have to go a long way before you better the stylish Trinidad.