Pilot September 2017

http://www.pilotweb.aero Pilot September 2017 | 63

minimum sink of 220fpm but I feel both
claims are optimistic. Engine on or off,
performance is barely adequate although,
to be fair, it is quite an old design.
Engine-off handling is rather ‘loggy’, and
plenty of rudder is required when entering
or exiting a turn. Without power, the stall
is even more of a non-event. There is
ample pre-stall buffet, and if the speed is
reduced sufficiently slowly it never really
stalls but instead simply mushes with a
high sink rate. I think the limited up
elevator plays a part here. It’s a very safe
aircraft and (to paraphrase Northrop test
pilot Max Stanley) can just barely kill you.

The speed washes off quite quickly, so just

fly level about a foot off the ground and

keep... holding... off. You really need to get

the stick right back on touchdown. There’s

no damping on the big monowheel: get it

wrong and you’ll be bouncing down the

runway like a kangaroo on steroids. Get it

right and, when landing on grass into a

reasonable headwind, it’s not that

challenging. However, swap the grass for

tarmac and throw in a lively crosswind and

you’d better be ready for some pretty deft

footwork (or a diversion to a more

amenable alternate!)

By now you’re probably thinking ‘Dave,

you’re really not selling it to me. It sounds

a slow, cumbersome and uncomfortable

compromise, being neither an efficient

sailplane nor an effective powered

aircraft−what’s the attraction?’ Well firstly,

cost. The Buckmister Gliding Club hires

G-BUFR out at £60 per hour wet.

Hangarage aside, Ventures are very

affordable aircraft, both to buy and

run−and if the rumours regarding them

transitioning to Annex II are true they

should become even more affordable. In

fact, they never should have been EASA

aircraft in the first place, as they are

ex-military machines.

The Venture is an excellent basic trainer

on which to teach real airmanship, such as

‘flying the wing’ and reading the sky, even

how to taxi properly! Finally (and just like

that other great British trainer the Tiger

Moth) although a Venture is easy to fly, it’s

not so easy to fly well.

SPECIFICATION

SLINGSBY T61F VENTURE T2

Empty weight 403kg

Max AUW 612kg

Useful load 209kg

Wing loading 35kg/m2

Power loading 18.3kg/kW

Fuel capacity 32 lit

Baggage capacity very little!

 WEIGHTS AND LOADINGS

Vne 99kt

Cruise 60kt

Stall 36kt

Climb rate 350fpm

Best Glide 22:1

Min Sink 220fpm

 PERFORMANCE

Length 7.6m

Height 1.68m

Wingspan 15.33m

Wing Area 17.47sq m

 DIMENSIONS

Rollason RS2 (modified

Volkswagen) air-cooled flat

four, producing 45hp (33kW) at

3,300rpm driving a Hoffman

two-blade fixed pitch propeller.

 ENGINE AND PROPELLE

 MANUFACTURER

Slingsby Engineering

Flight Test | Slingsby T61F

It’s a very safe

aircraft and

can just barely

kill you

It is a truism of aviation that having
retracted the undercarriage there is always
the possibility of it failing to extend or lock
into position. Similarly, and irrespective of
the type of engine, there is no cast-iron
guarantee that it will start again having
stopped it. I only ever shut it down within
easy gliding range, and−unless the airfield
is very quiet−usually restart the engine
prior to joining the circuit. An air start
(diving to use the airflow to turn the prop)
can use quite a lot of height−the starter is
much more efficient. The engine cools down
very rapidly, but that’s what windchill will
do. It usually likes a bit of choke.
Back in the circuit, wait until we’re close
abeam the threshold at around 800 feet
then select carb heat on, close the throttle
completely and swap hands so that your
right is now on the stick and your left on
the spoiler lever. Control speed with pitch
and the rate of descent with the spoilers.
Trim for about 60kt, start with about ‘half’
spoilers and see what happens. Then on
very short final carefully ease them right
out while simultaneously adding back stick.

Easy to fly, yes — but like any good trainer not so easy to fly well