Partenavia's spartacus

Vocabulary: layout, access, glasing, lining, dial, trim wheel, overspeed protection, float, gate, tapered.

Exercises:

1. Read the text.

2. Determine the main idea of the text and of each paragraph.

3. Entitle each paragraph.

4. Make a logical plan of the text.

5. Answer the questions:

1. What are the advantages and the disadvantages of the high-wing configuration?

2. What is the inner arrangement of the Spartacus?

3. What is specific in the cabin layout?

4. How are the controls arranged?

5. What are the flight characteristics of the Spartacus?

VI. Retell the text in English.

Fоr executive and utility operations¹, the high-wing configuration has certain advantages including a ground clearance of only 1.6ft (50 cm), which is sufficiently low to obviate² the need for integral stairs. The disadvantage is that engine nacelles can get in the way³, as is the case with the Spartacus when using the passenger door on the left. The problem is not serious by virtue⁴ of two more doors on the other side of the cabin, one ahead of the wing for the crew and the other, no lean than 3.6ft (1.1 m)wide, aft of the wing. This door can even be opened while the engines are running, which is not possible with the left-hand door. On the AP.68, which has a similar door layout, American airworthiness regulations had even obliged Partenavia to move the left-hand door rearwards.

Even without stairs, access to the Spartacus is easy, because the door sill⁵ is only 2.1ft (65 cm) above ground level. The floor is entirely flat and, despite the modest cabin height of 3.9ft (1.2m), passengers do not have an impression of being hemmed in⁶. This is because the cabin, which is 3.7 ft (1.13m) wide inside, has a rectangular, nearly constant cross-section, which makes it easy to furnish. In its standard form, the cabin contains eight seats, including those for the pilots. Despite the high-wing configuration, the occupants’ view is only obscured⁷ to a very small extent⁸ by the engine nacelles and there are three large windows on each side of the fuselage.

In the optional club-seating arrangement, the cabin is very spacious. Excluding the pilots’ compartment, it measures 9.71ft (2.95m) in length and continues a further 2ft(0.63m) rearwards into the baggage compartment, which has a volume of 35ft³(0.48m³) and is accessible in flight. It is stressed for 2201b (100kg) floor loading.

Аs far as comfort in flight is concerned, the only problem is the rather high noise level, which the Spartacus shares with most high-winged aircraft.

Partenavia is already planning to improve the cabin sound-proofing with such features as double glazing and with the new sound-proofing cabin linings in line with the engines.

The separate door for the pilots on the right-hand side is convenient for the passengers. The pilots’ seat can be adjusted for height as well as leg-reach. All dials and switches are either on the main panel or overhead, so that a single pilot can comfortably see and reach everything. The engine control levers and two of the three trim wheels are on the email f central console. The keynote is simplicity and good order.

Although the flight deck windows of the Spartacus are larger than those of the piston-engined AP.68, they are adequate rather than generous in relation to the normal in-flight attitudes and angles of attack. The only unusual pre-flight action is to check the propeller overspeed protection. It is normal to set 15° of flap for take-off.

The aircraft can be placed precisely on the runway and the pre-touchdown float is very short. Once down, the nosewheel has to be lowered onto the ground and the throttles can be lifted immediately over the flight-idle gate and pulled straight back into reverse, which greatly simplifies the landing run.

All in all, the Spartacus is pleasant to fly both during the cruise and during the approach. Handling during ILS or visual арproaches is better than average. The aircraft has a mild stall and the claimed single-engined performance can be achieved very easily. The flight deck is simple and sensibly arranged. Of the three flying controls, the rudder is perhaps the least comfortable, although the control faces during single-engined flying are unusually low. That long, evenly tapered nose must contribute a good deal to the high cruising speed of the Spartacus, but it is hard to combine it with better than adequate visibility and instrument panel space. Pilots should find no trouble in flying the operations the aircraft is designed for.

2700 знаков

Notes:

1. executive and utility operations – административные операции и операции специального назначения

2. to obviate – избегать, устранять

3. to get in the way – (зд.) мешать

4. by virtue – благодаря (cf. due to)

5. sill – порог

6. hemmed in – (зд.) стиснутый

7. to obscure – (зд.) ухудшать

8. to a small extent -в небольшой степени

6. Translate the text into Russian:

Systems

The systems of the Spartacus have deliberately been kept as simple as possible in the interest of cost and maintainability, but the aircraft can be fully equipped for European airways flying. The fixed undercarriage makes a major contribution to this, simplicity.

An anti-balance tab on the left-hand elevator and a row of vortex generators under the tailplane ahead of it, plus an elevator down-spring, were needed to bring the elevator stick forces up to the levels demanded by the FAA. The rudder carries a plain trib tab, but one of the ailerons carries a geared tab, which doubles as a trimmer. All trims are mechanically operated in the early aircraft, but electric elevator trim is really needed for comfortable handling and will become virtually standard as soon as the autopilot, which is intimately associated with the electric trimmer, has been approved.

There is no engine-powered hydraulic system in the Spartacus. The flaps are electrically actuated, nosewheel steering is by mechanical linkage from the rudder pedals and the wheel-brakes have an unpowered hydraulic system. The flaps have a slot opened by an offset hinge and their only complication is a small panel in the right flap which folds up to clear the top of the rearmost cabin door. Flaps are set at 15° for take-off and 35° for landing.

Engine control is very similar to that of piston engines, which is appropriate for this size of aircraft. The throttle levers control torque, if lifted and pulled back over a definite gate, they put the propellers into beta mode for ground operation and, if pulled yet further’ back, they reverse pitch. The pilot therefore does not have to move his hand from the throttles to the propeller levers to obtain reverse thrust. The propeller levers control propeller rev/min between 80 and 100 per cent over their main sector of movement. When pulled fully back they operate the fuel cut-offs, close the high-pressure cocks and, finally, feather the propellers. They are also used to control the starting cycle. The pilot can thus feather the propeller and shut down the engine with the single movement of pulling the propeller lever back.

The fuel system is simple. Two integral tanks in each outer wing are interconnected and together hold 386 litres. One pump is used at all times, but the engine can safely feed itself with its own shaft-driven pump.

The electrical system is based on two 150A, 28V starter generators and a single 29A-h battery. The loads are divided between three buses, which are normally interconnected, but can be separately switched Amp/Voltmeters and circuit breakers are in the overhead panel.

2200 знаков

UNIT 20