- Jan 7, 2022
One stick... Okay, that's like the Aeronca C-3, or two seat Bensens... But those only have a single throttle
I think your picture is the wooden prototype of the Millicer Airtourer, which became the Victa Airtourer here in Australia.
Air Progress Article: Cessna evaluated it for a while, sold it to Piper. They evaluated for over a year before they sold it to Mira Slovak in 1967.
If all goes well I will weigh it tomorrow...Lois, I'm guessing your US based, I'm in Australia.
My own design is similar to the Specifications of the Victa Airtourer, designed by Henry Millicer- Pylon is correct. It is a reliable design but would be lighter in Carbon to meet the Light Sport (LS) specs. My own design has similar specs but is a Tandem designed for LS, in Carbon. The Wing is bigger but so too is the weight, it was interesting to do a comparison.
Empty it's 1033 pounds. As weighed, cleaned up and drained of drainable oil and fuel in flight attitude, on three trustworthy but not certified scales.If all goes well I will weigh it tomorrow...
This one is a 100 hp, but from what I see on the performance tables the extra hp was used to offset DA on takeoff and climb, and the Upper Midwest USA has neither mountains or high DAs. (I wish I'd lived back when aeroplanes were regulars at aerodromes and airfields were fields.)I flew an Airtourer 115 (0-235) for roughly 100 hours back in the 90s. Really nice little aeroplane with a few interesting features.
I'd almost call it two sticks permanently joined side by side on a single shaft. As long as you don't swap seats back and forth I imagine you get used to the outboard throttles. On this one the outer panels are flaperons with a mixing lever and the inner panels are pure flaps. Only those anointed with four bars possess the requisite knowledge to operate them so whomever sits on the right has no lever.As noted it has a centre stick, looks odd initially but after a short time feels normal, and means your legs are pretty comfortable. If not flying you can sit your feet on top of the rudder cross bar which is a fantastic footrest. Has ailerons and flaps but they all move together to some degree so could be called flaperons. Great roll rate when compared to other similar aged/powered trainers, and it is aerobatic.
I like the placement of the fuel tank for CG. The manual says 1550 gross, with no baggage, and no more than 425 pounds of combined people and fuel for aerobatics. (Apparently Aussies are also more svetle than Americans weighing 164 pounds to our 170. ) Normal is 1650 pounds, -- 1033 -- 328 -- 11 -- 201 is 1573 leaving 77 or so for radios, a couple gauges, and bags (100 lb limit).Pop rivet construction, looks a bit different but the Aussies certified it so the numbers obviously work. Fuel tank is a rubber bag under the seat, dipstick access is from the fuse side low down at the wing root, and the dipstick is an absolutely hilarious bent thing to allow it to go down a curved tube. Quite a poor useful load for aerobatics from memory.
I like the way the spring steel gear attach to the (mono) spar, looks real sturdy. Older Bellancas and others have fixed seats and adjustable pedals. Cessna probably wishes they had done that.Stall buffet-shakes more than a wet dog so there's no excuse for not knowing what's happening. Very docile in the stall in terms of wing drop, but more than happy to sit there with the stick hard back while the VSI winds up to several thousand fpm rate of descent so I suspect they probably have many more very hard landing occurrences than stall/spin incidents. Hand operated brakes (no problem after you adjust), and fixed seat with adjustable rudder pedals. Make sure both pedals get adjusted the same...
Haven't flown it yet... Will let ya know (but while I like some more than others I haven't ever "not enjoyed" flying anything. )That's all I can remember for now, overall I absolutely loved it and would love to fly one again.
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