The big radial seems to awaken one cylinder at a time, belching and coughing copious clouds of smoke guaranteed to create IFR conditions for anyone standing behind.
Prior to my arrival in Livermore, I had asked Haley to clean the aircraft in preparation for photographs that would be taken. He replied that, “it would be clean until after the first engine start.” The airplane sprays as much oil on the fuselage as it burns. (Engine oil consumption is four to five quarts per hour, and oil capacity is 132 quarts.)
“Washing it,” he added, “is like bathing a brontosaurus.”
The rudder and fully castoring, self-centering tailwheel are controlled with a rudder bar instead of pedals. The brake handle is on the control wheel, and it appears and is operated much like a hand brake on a bicycle. Squeezing the handle with the rudder bar neutral applies pneumatic brake pressure to both wheels. But engaging the brakes when the rudder bar is angled more than 15 degrees causes pressure to be applied only to one. Apply right rudder and only the right brake operates, and vice versa.
As the airplane trundles along the taxiway, there is much moaning, creaking, and rattling, as if it were some mechanized, prehistoric beast. Intermittent use of the air brakes adds hissing and wheezing to the orchestral mix. The lumbering Colt has a personality of its own and sounds like an 18-wheeler being maneuvered into a tight parking space.
The huge, supercharged Shvetsov on the nose limits forward visibility, so some taxiing S-turns are in order. Considering the almost 60-foot wingspan, I expected some difficulty taxiing in tight quarters but was pleasantly surprised. The upper wing is so high that it easily passes over other aircraft that would otherwise be in the way, and the lower wing is short enough to pass between them.
A before-takeoff checklist is essential and directs you to every nook and cranny in the cockpit. Finally, check the mags at 2,000 rpm and the prop at 1,900; set the flaps to 15 degrees; and the Colt is ready to rumble.
Haley suggested that I not push forward on the control yoke during the takeoff roll. “Just let it go and she’ll fly off by herself. There’s no need to raise the tail.”
I opened the throttle for a 1,000-hp takeoff setting of 2,200 rpm and 1,050 mm (41.3 inches of manifold pressure). Before there is time to think about it, the “Ant” levitates in three-point attitude, all wheels rising from the ground simultaneously. I had such a handful of airplane that I didn’t have a chance to glance at how many knots we had. I did know, however, that we didn’t have enough, so I lowered the nose to gain speed.
In normal climb at 1,800 rpm and 800 mm (31.5 inches) there is substantial torque and P-factor. This explains why the Colt has such a seemingly oversized tail.
The duties of the copilot include constantly fidgeting with the engine knobs, electrically operated shutters for the external oil cooler, and the electrically operated cowl flaps to keep engine temperatures under control. A pilot flying alone would have his hands full. Although essentially a single-pilot airplane, the Soviets required that a flight engineer sit in the right seat to operate the engine and its systems.
The U.S.-designed engine thankfully turns the “right” way as compared to most Russian engines that turn the “wrong” way (counterclockwise when viewed from behind). My right leg has been conditioned for many years to push against P-factor and no doubt is the stronger of the two. I question if my left leg could have contained the Colt’s right-turning tendency for very long during slow flight with a high power setting had the engine turned the other way.
The aircraft has electric trim about all three axes, but no trim-position indicators. Instead, a light for each illuminates only when the tab is neutral. At other times, trim position is largely guesswork.
At its maximum gross weight at sea level, the Colt climbs its best (551 fpm) at 78 knots. Although its cruise speed of 100 knots (1,600 rpm and 700 mm) is unimpressive, its ability to haul a useful load of 4,510 pounds out of an unimproved strip less than 1,000 feet long is very impressive. Fuel burn during cruise is 45 to 50 gph, a specific range of only 2 nm per gallon.
The AN–2 has a sluggish and delayed roll response. It also has an overbanking tendency during turns that requires “holding off” bank with “top” aileron. The Colt could use the additional ailerons found on the lower wing of many other biplanes. After an hour of flying in formation with a photo airplane, my forearm ached and my right leg throbbed. I am convinced that the Soviets developed this airplane as a training aid for their Olympic wrestling and weightlifting teams. Pitch control is more authoritative and lighter, but I was nevertheless grateful for the electric elevator trim.
Stall speeds are difficult to determine because there is no identifiable stall warning or break, nor is there a stall-warning indicator. Controlled descents can be made at 25 KIAS with the yoke held fully aft. According to the pilot’s operating handbook, “an inadvertent stall is impossible.”
During an approach to a full-power stall (if there is such a thing in the Colt), you can run out of right rudder and not be able to arrest the left yaw.
The AN-2 has a best glide speed of 65 knots, but landing approaches are usually made with power because this is better for the engine.
During the approach, wing flaps are deployed incrementally by pressing with your left thumb a spring-loaded button on the left side of the throttle. It’s a handy feature that enables you to lower the flaps (40-degree maximum) without removing a hand from the throttle or control wheel.
Your first arrival is likely to be made with a thud, as mine was, because it is initially difficult to adjust to flaring a single at a height of 20 or 30 feet. The slats deploy automatically during the flare and if things work out properly, the Colt sort of “squishes” onto the ground in three-point attitude. It is something like landing on a wet sponge.
Crosswind landings can be a problem, though. The aircraft touches down so slowly (28 knots, according to GPS) that the rudder has lost much of its effectiveness.
The AN–2 is a workhorse, not a sportplane, and is not fun to fly. Nor is it as much difficult as it is different. Everything seems to happen in slow motion. The name, Colt, is a misnomer that belies its behavior, which is not perky.
The mixture control does not have an idle-cutoff position. The engine is shut down with a separate stop lever that cuts off the fuel supply to the carburetor. If the airplane won’t be flown for a while, postflight duties include removing the spark plugs from the bottom cylinders. This allows oil to drain into a can instead of pooling in the cylinders.
Haley claims that despite its size, the AN–2 is trouble free, relatively easy to maintain, and does not require special tools. His aircraft has a total time of 17,000 hours and has been fully reconditioned.
The bad news is that although Anushka is fully certified in numerous countries, the FAA only allows it to operate here in the Experimental category, a subject of much controversy. This imposes restrictions that make the Colt impractical for most potential owners.
There are only a few dozen of these gentle giants in the United States, and only a handful are kept airworthy. The AN–2 is a primitive, simple, utilitarian workhorse that turns heads wherever and whenever it lands.
It is not surprising that the U.S. Air Force considered the SIAI Marchetti SF.260 as an Enhanced Flight Screener (EFS) to replace its aging fleet of T-41s, military version of the Cessna 172. With a maximum speed at sea level of 196 knots, it is the fastest piston-powered, naturally aspirated, single-engine, aerobatic airplane in production.
The 260 is a sleek, sensuous-looking aircraft. Its carbureted, 260-hp Avco Lycoming engine nuzzles within a slender cowl. Its sliding, teardrop canopy and shapely lines give the impression of a mini-Mustang poised on tricycle gear. The aircraft is an artistic blend of aerodynamics, ballistics and allure.
When approaching some airplanes, form gives way to flaw, but not in this case. The Italian craftsmanship is su
perlative and withstands scrutiny. Access doors and panels fit snugly, paint is without runs, blemish or overspray, and the thin, laminar-flow wings have flush-riveted, butt-jointed panels.
The quality of an SF.260D is more than skin deep. Before assembly, every structural member is individually etched, alodined, and coated with anti-collision primer. Inspection plates are secured by nut plates, not sheet-metal screws. Fuel and oil lines are either fire-shielded or made of stainless steel. Each of the four rudder pedals has its own master brake cylinder. Circuit breakers are push/pull (instead of the less expensive flush-mounted type that cannot be used to deactivate electrical circuits). The list of standard equipment is lengthy for a civilian single. That is because the SF.260D is manufactured on the same production line as its military counterpart.
The airplane has been designed for ease of maintenance. By removing six nuts, for example, the entire instrument panel slides aft and into the cockpit on telescoping rails. The components are so accessible that all maintenance can be performed while sitting in either of the pilot’s seats.
Cockpit entry is made from narrow wingwalks on either side, but a pilot should mount from the right, because this is where he will sit. The aircraft is essentially a trainer for fighter pilots (who operate the stick with their right hand and the throttle with their left). The captain sits with the center-mounted control quadrant to his left. (A second throttle is mounted on the left sidewall for an instructor.) Although some pilots initially complain about sitting on the co-pilot’s side (that is also where the flight instruments are), most pilots make the transition easily.
The interior was designed by the famous automotive design studio, Pinin Farina. Head and leg room is good. With the seat fully aft, my six-foot, two-inch frame was fully stretched to reach the rudder pedals and my arms fully extended to reach the molded stick grip. Shoulder room for two wide people, however, is only marginally acceptable.
There is a rear bench seat for a third passenger, but it is suitable only for a short person on a short flight, or for baggage. The SF.260D has a maximum-allowable gross weight of 2,430 pounds and an empty weight (equipped) of 1,755 pounds. This leaves room for a maximum payload with full fuel (372 pounds) of only 303 pounds, which is the airplane’s most serious shortcoming.
The 2,430-pound restriction, however, is not due to structural limitations. The SF.260D is certified in the aerobatic category (+6 to −3 Gs), and the military version has a gross weight of 2,866 pounds without much loss of performance.
The weight limit is a result of the FAA’s requirement that single-engine aircraft in the landing configuration not stall above 61 KCAS, which happens to be the SF.260D’s stalling speed at 2,430 pounds. Any increase in gross weight would, of course, increase the 1-G stall speed beyond the 61-knot limit.
If the USAF, however, opts for the SF.260, it could—as a military operator—take advantage of the heavier gross weight and accept the higher VSO of 66 knots.
Aircraft systems are unremarkable except for a few noteworthy items. The fuel-selector valve, for example, cannot be turned off inadvertently because there is no Off position. (In typical military fashion, an independent push/pull shutoff valve is located beneath the panel.) Fuel can be drawn from the tip tanks (18.3 gallons useable on each side) together or one at a time (to control lateral balance). But the two 12.7-gallon wing tanks only can be used individually. Since each of these tanks supplies fuel for only about an hour, fuel management can be a bit demanding. Total useable capacity is 62 gallons.
The panel-mounted landing-gear lights (three green and one red) are supplemented by a mechanical indicator on the floor similar to many Beech Bonanza and Mooney models. A gear-horn cut-out switch is provided to silence the alarm when throttling back during aerobatic maneuvering, but the horn cannot be muted when the flaps are extended beyond 30 degrees, which normally occurs only prior to landing. Gear and flaps are electrically operated.
Other features include a canopy jettison system and bright annunciator lights that warn of alternator failure, low fuel pressure, unsafe landing-gear position and impending stall.
Engine start and preflight are conventional, but the anticipation a pilot feels is not. There is something exciting about just taxiing an SF.260. Perhaps it is the throaty sound resonating from the unmuffled engine. Or perhaps it is simply knowing that you are about to fly a very special airplane. (It is a noisy one, too; noise-attenuating headsets are a must.
With the slotted flaps set at 20 degrees and full throttle, the diminutive warbird accelerates like a squeezed watermelon seed. Rotate at 65 knots, lift off at 70, retract the gear, milk up the flaps at 90, and settle back for an 1,800-fpm ride to altitude.
The creme de la creme is the SF.260’s handling qualities. The controls, activated by both rods and cables, are very responsive, well harmonized and exhibit no noticeable system friction (due to the liberal use of ball bearings). Pilots unaccustomed to such light controls tend initially to overcontrol in roll and in pitch. They should not grip the stick; instead, they should rest their right forearm on their right thigh and maneuver the airplane with fingertips. Finesse is used, not muscle. A pilot does not fly an SF.260; he makes love to it.
Small control deflections result in large attitude changes. Yet the aircraft can be maneuvered (except for takeoff, steep climb and landing) with feet flat on the floor. Rudder input seldom is required. The SF.260D flies the way it looks like it should fly: beautifully.
It has been said that one man’s passion is another man’s peril, and this certainly is true of the SF.260. Experienced pilots are delighted with its control sensitivity, but others may fail to survive it. It takes little effort to build Gs (the aircraft has a shallow stick-force gradient) or flick into a steep turn. Consequently, pilots must learn to avoid inadvertently entering high-speed (accelerated) stalls. Such traits, however, should not pose a problem for ab initio military students. This is because they would not have to overcome habits of complacency that would have been developed had they initially flown aircraft requiring less attention.
Aerobatic flight best demonstrates the handling qualities of the machine. Move the stick to one side and the earth tumbles at 150 degrees per second. From level flight at cruise speed, the SF.260 will perform a high, sweeping loop without a net loss of altitude. The airplane is certificated for all aerobatic maneuvers—including snap rolls—as long as the tip tanks are empty, the rear seat is unoccupied and the canopy is closed. (The canopy may be open six inches at airspeeds below 120 knots.)
The SF.260D also is a good cross-country machine because it crosses country so quickly. Cruise speed at 5,000 feet using 77-percent power is 185 knots. Throttling back to 66-percent power at 10,000 feet yields 178 knots. Range at 9,000 feet using 62-percent power is 755 nm with a 45-minute reserve. (During my flight testing of the aircraft, resultant cruise speeds were never less than those quoted by the pilot’s operating handbook.)
And because of its high wing loading of 22.35 pounds per square foot, the Marchetti’s sharp wing cuts through turbulence like a hot knife through butter, which gives the impression of a heavier aircraft.
At the opposite end of the speed spectrum, the D model has milder stall characteristics than the original 260 because a leading-edge cuff added to the outer 20 percent of the wing’s span. The stall is preceded by an attention-getting, aerodynamic buffet. But this occurs so close to the “break” that it does not serve as an adequate warning. The stall warner, however, does give timely notice and must be regarded seriously because of the ease with which a 260D enters a high-speed stall. The stall itself demonstrates no unusual traits. The ailerons are so effective during a deep (stick fully aft), prolonged stall that a wings-level attitude can be maintained without rudder input.
One reason for such roll effectiveness is that the ailerons are enhanced by lagging balance (or servo) tabs. Another is the small, airfoil-shaped vane attached to the upper, i
nboard side of each tip tank. These energize the air flowing over the Frise-type ailerons.
Stall recovery requires only a slight release of back pressure. A pilot must be careful not to shove the stick forward excessively because this can result not only in stall recovery, but also in the first half of an inadvertent, outside loop.
Spins are conventional but are steeper and more rapid than in most general aviation aircraft. Although recovery can be made simply by releasing the controls, the aircraft is aerodynamically clean and accelerates rapidly to the 236-knot red line. A more aggres-sive recovery, therefore, is required. (A 3-G pullout results in a 1,500-ft. altitude loss.)
Landings require planning because the slippery 260 is reluctant to slow down. Although 20 degrees of flap can be extended at 130 KIAS, the landing gear and additional flap must not be deployed until 108 KIAS. The aircraft has a respectable glide ratio (10:1), but with the gear out and the flaps extended 50 degrees (maximum), it plummets like Wall Street stock just after I buy it. Approaches should be made with power.
Traffic pattern speed is 95 KIAS to protect against maneuver-induced stalls. When on final approach and further turning no longer is anticipated, reduce to 85 KIAS until nearing the threshold.
Landings are softened by the trailing-link landing gear, but consistently good landings require a familiar hand and a conscious effort to avoid overcontrolling (especially in roll during gusty conditions).
After a few circuits and bumps, one realizes that elevator trim rarely is required. You can take off, cycle the gear and flaps, vary power and land without even thinking about the trim wheel. When trim is needed, only a slight amount is used; a little movement goes a long way.
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