Avro Avian Rr:1 Articles 17/1/09 07:45 Page 36 Avro Avian
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Avro Avian rr:1 Articles 17/1/09 07:45 Page 36 Avro Avian Perhaps second only to the Tiger Moth as a pilot favourite, the Avro Avian has flown into oblivion. David Ogilvy recalls a singular flight hen we consider the best of pre-war light aeroplanes we tend to think of Wde Havilland and Miles – probably in that order; yet many other designers and manufacturers became well established in the field and some excellent machines came to light attached to the Avro handle – itself a contraction of A V Roe & Co and a name that built) several other two-seat tandem, open goes back to the very earliest on the aviation Avro biplanes established themselves and a scene. very fine breed they were. The Avro 504 series should need little The Tutor in the military training role and its introduction to even the most recent recruit to successors the Cadet and Club Cadet for civil flying, for its almost legendary fame as the use were among the best; they were strong, type on which pilot training really became roomy and, with ailerons on upper and lower established has lived on even today. After the wings, delightful to fly. Between these, though, famous 504 (of which more than 9,000 were came the Avian, the prototype of which, 36 General Aviation February 2009 Avro Avian rr:1 Articles 17/1/09 07:45 Page 37 G-EBOV, flew as early as 1926 behind an for most machines still in existence at the start edge and, to enter the front cockpit, a Armstrong-Siddeley Genet of only 75hp. The of the war in 1939 were impressed for use as passenger needed not only to reach this but to type developed in the following few years and, ground instructional airframes. Four emerged work round a flying wire in the process! I among the progressive refinements, the early with peace in 1945, but only two flew again. cannot confirm the state of play on other circular 504-type rudder gave way to a more G-ACKE operated from Baginton, Coventry, Avians, but ’BEE offered little in the front other modern-looking, angular, vertical tail surface. until it lost an argument with a Tiger Moth than, strangely, a pair of large, typically-Avro, Avians were produced in various forms and with which it collided. electric-light type ignition switches which lived with quite an array of power sources. They G-ABEE had a happier, though far too short, on even to the last mark of Anson. achieved many successes, including H J (Bert) reactivation in the hands of a group of four The rear cockpit offered a reasonable scale Hinckler’s solo flight from England to Australia members of the then Vintage Aeroplane Club; of kit, including a trimmer without a gauge. in February 1928, which took only 15 days. this organisation held flying meetings in the However, by levelling the two ends of the Before this a lady pilot, Mrs Elliott Lynn, had early fifties for owners of pre-war light types chain that wound round the trim wheel, achieved a light aeroplane height record of and it operated the Avian’s successor, an Avro neutral was engaged! This was correct for 19,200 feet in an Avian powered by the little- Club Cadet, G-ACHP. G-ABEE was the Avian take-off. Points of interest included a generous known Avro Alpha radial. However, perhaps the that I was fortunate enough to fly, and which tank holding 24 gallons and a facility for most frequently documented of the Avian’s forms the foundation on which my comments priming without the need to raise a cowling. successes on the home front was in 1930, are based. Taxying was in the true vintage style. Tail when another member of the fair sex, Winifred G-ABEE had been used as an unofficial skids attached to the rudder had not become Brown, won the King’s Cup Air Race in G-EBZV. ‘hack’ for the C.O. at Bassingbourn (how this the norm when the Avian was built, so, with Strangely by today’s standards, when Britain happened so late in the type’s career is the skid fixed to the rear of the fuselage, some imports so many of her aircraft from the impossible to determine) and in 1948 found energetic efforts were needed to persuade ’BEE United States and elsewhere, the general flow its way, in sick state, to Denham. It lay there, to go round any corners other than those that in the early thirties was the other way; British forlorn, for two years when a group set to work led straight into wind. She had a pronounced machines were acknowledged as the best in to restore it to full flying health. With the help weathercock tendency, which one would the world and many new Avians were exported of parts from G-ACKE, which by then had met expect from her fair expanse of slab-sidedness, to America, with others sent to almost every its Tiger Moth, a rejuvenated G-ABEE emerged but with realistic use of the throttle, opposite country that one can name. Still the type in mid 1951 complete with overhauled Gipsy aileron when needed and a reasonable developed and the later machines to be built, 11 engine. manoeuvring space, movement on the ground known as the mark IV, forsook the traditional As with the original DH60 Moth, the Avian was adequately controllable. wooden fuselage for a stronger structure of was not the easiest aeroplane to enter. With a If there was one crime that the upright Gipsy steel tube. One Avian, G-AAXH, was used by long exhaust pipe down the port side, running 11 of 105hp would not tolerate, it was rapid British Landing Gears Ltd to develop an early near the top of the fuselage to a point behind throttle movement. Fuel supply was by gravity form of tricycle undercarriage. the rear cockpit, entry was possible only from and there was no fuel pump, a feature There are only a few records of Avians the other side. The permitted walkway on the common to most biplanes with tanks fitted in serving with the RAF in an active flying role, lower wing started well forward of the trailing the centre-section of the top wing, therefore P h o t o s v i a P h i l i Above: this Avro Avian IIIA belonged to p J a r E. W. Percival r e t Below left: Bert Hinkler with the Avro Avian t 581 prototype after it had been converted to a 581E with a Cirrus 1 engine. Note the rounded rudder Below: G-ABEE, the subject of David Ogilvy’s flight test Below: The Northern Aircraft Preservation Society built-up a static museum exhibit combining G-EBZM, G-ABEE and G-ACKE General Aviation February 2009 37 Avro Avian rr:1 Articles 17/1/09 07:45 Page 38 providing a good natural head of fuel. The 84mph, which was about what I had specification of any particular mark. Nominally early Gipsy spluttered quietly but decisively expected. Again, textbooks quote cruise figures it was a (Sports) Avian IV. with any harsh power increase, which was a for various versions of the Avian between One of the first qualities that I hope to find mild problem on the ground when a good rush 82mph and 105mph, but these were not in any aeroplane in level flight is a set of of slipstream was needed to bring the rudder accompanied by comparative rpm references; ailerons that are lively and, preferably, light on into business. as by this time the touch. Here the Avian could not claim to Take-off was uneventful if carried out ’BEE was at least shine, for they were slower in response than reasonably into wind. With a mild hybrid, I that of any Moth in the straight-winged DH60 the relatively low doubt if it range; but I viewed the Avian as a tourer and power, there was conformed certainly not the type of machine on which to hardly any swing; precisely to the try anything ambitious in roll. There was some acceleration was tame, cable play fore-and-aft and the stick could be too, but with a low moved an inch or two before any elevator wing loading the run Details from response came to light; however I was assured was short and ’BEE was period that this was a temporary elastic condition as brochures. soon climbing smoothly a result of a new elevator control cable, so to Note and quietly at 65mph Armstrong- criticise this as a type characteristic would be IAS. Vertical success was Siddeley wholly unfair. at a rate of about 600ft Genet Turns needed to be of the traditional biplane min, despite an powered variety. The drag of the ailerons was imaginative range of figures version, left accentuated as they were not differential, so better and worse, published into-turn rudder (to maintain what is now in a number of different documents. The most noticeable features of the climb, which the Gipsy performed very comfortably when slightly throttled back to give 2,000rpm, were the high nose position and the lack of draught. The first, of course, contributed largely to the second. Goggles could be raised and kept raised throughout the climb; this was possible with some other biplanes fitted with upright engines and, consequently, low-slung propellers, but on this score the Avian was more comfortable than most. Lowering the nose for level flight created (not surprisingly) a very marked increase in draught round the face and a first feeling of being mildly cold.