FLIGHT TEST

Still Super…

The ARV1 Super2 – an ambitious attempt at a British world-beater, as Clive Davidson reports… Pictures Neil Wilson

The aircraft is compact, offering just enough cabin space. It really was designed with training, rather than touring in mind.

Flight Test

The ARV1 Super2 is a compact, all metal, dual-controlled trainer that was conceived in the mid-1980s to fill a slot in the market and cut the cost of initial pilot training. It was a bold British undertaking, a step into the realm which was pretty much dominated by the ubiquitous pair from our North American cousins at Piper and Cessna, the PA 28 Cherokee and the 150/152. It was innovative and pleasant to fly, however, any new airframe, also coupled to a new engine, has double the challenge to establish credibility, both in functionality and reliability.

The story begins with Scottish entrepreneur Richard Noble, who in 1983 had gained the world land speed record in the jet-powered Thrust2 at a speed of 633.468mph (1,019km/h). At the time, the American general aviation industry was going through a tough period with a spate of ‘no win, no fee’ litigation which threatened the viability of manufacturing light single-engine aircraft. Indeed, production of light training machines had all but ceased.

Noble saw an opportunity to inject some life into the British light aircraft industry, which by then was ostensibly reliant on the new, but burgeoning, microlight market, by producing a purpose-designed light trainer. He engaged Bruce Giddings as chief designer, along with Nick Sibley, both of whom had experience in the microlight industry, and James Morton who had worked with John Britten (formerly of Britten-Norman) on his unfortunately unsuccessful Sheriff light twin, and established ARV Aviation Limited at Sandown on the Isle of Wight.

Their ARV1 Super2 prototype (ARV standing for Air Recreational Vehicle) made its first flight on 11 March 1985 and generated a great deal of interest. It was a smart looking aircraft, featuring strutted shoulder wings which swept forward, providing excellent visibility from the side-by-side cockpit with its rearward hinged, generously sized, Perspex canopy. It was built from a special British lightweight aluminium alloy called Supral using fewer rivets and bonded skins rather than the more traditional all-riveted technique. The cowling and wingtips were of composite construction.

Of particular interest was the 77hp (56Kw) Hewland AE75 engine, which was specifically designed for the aircraft. An inverted and water-cooled (via a belt driven pump) 750cc two-stroke in line triple, it featured dual ignition and triple carburettors. Rather surprisingly, it ran on a 40:1 petroil mix rather than using an oil injection system which, by the 1980s, had become the norm for high-performance two-stroke motorcycle engines.

The 2.7:1 propeller speed reduction unit (PSRU) featured helical gears running in an oil bath, with the Hoffman two-blade fixed pitch propeller being attached via a rubber ‘doughnut’ coupling. The initial plan was to sell the aircraft as ready to fly, on a Certificate of Airworthiness, or as a kit of major components for assembly under the PFA Permit to Fly scheme. The aircraft undeniably had great appeal, it reputedly weighed 40% less than a C152 and was promoted as cutting flight training costs by 25%. Unfortunately, soon after the first customer aircraft were delivered, there were a number of forced landings due to gearbox problems caused by torsional vibration, ultimately leading to the CAA grounding the aircraft in November 1987.

The story goes that although the engine and gearbox had accumulated many hours in a test cell during the certification process, and successfully coped with the punishing programme of full power running, prolonged cruise etc demanded of it, what the gearbox objected to was prolonged slow idling, as for example during the hold while waiting for a procession of aircraft to land. I was surprised to find that an old friend, Adrian Goodwin, did part of his training on a Super2 at a Bournemouth-based flying club. His overriding reminiscence is of enjoyment, similar I am sure to the majority of pilots for the aircraft they have learned on. However, he did hear a Mayday call from his CFI suffering ‘another’ forced landing with a seized engine. This was Derek Davidson (no relation) whose flying school had invested in the aircraft until the security of his students was no longer tenable.

The failures and grounding naturally caused customer and investor confidence to take a hit, and ARV Aviation was forced into receivership. A management buyout saw the company reborn as Island Aircraft, and with the gearbox issues resolved, a total of around 30 aircraft were produced before production ceased.

At least three other companies have intended to put the aircraft back into production, Aviation (Scotland) Ltd. in the UK; ASL Hagfors Aero in Sweden, which planned to call the aircraft the Opus and supply it with an 80hp Rotax 912; and Highlander in the US. With recent reports that the Luscombe Silvaire is, yet again, going to go back into production, who knows? The Super2 may yet rise phoenix-like from the unfortunate ashes of coming into the market just a few years before the Rotax 912, with which it may have proved to be a world-beater. Only five aircraft were built from kits but in 2004 the remainder of the UK fleet were given the option to transfer from a CoA onto the Permit system. Production of the Hewland engine had ceased along with the aircraft, and with only an 800-hour TBO, it wasn’t long before various other engines were being installed, something of a challenge because the HE75 weighed in at an impressively light 49kg (108lb). Three aircraft were re-engined with the Midwest twin rotor Wankel, but a Nigel Beale (SkyDrive) developed Rotax 912 installation developed on this month’s review aircraft has inspired a number of follow-on installations including of the more powerful 912S and 914. Rotax’s flat-fours fit very neatly but, being heavier than the Hewland, generally require some tail ballast to preserve the CofG.

Designed principally as a training aircraft, baggage space is limited to a bay behind the seats with a maximum permitted 11kg load. The 912 increases empty weight to 333kg but this can be offset somewhat because it is possible to get the max all up increased from 499kg to 525kg. The engine is also wider at the front than the Hewland, so quite significant

changes to the cowling also had to be made. More recently, there has been an example with a neat installation of the more compact 80hp four-cylinder Jabiru 2200.

Paul Robichaud and his ARV

G-OTAL, the subject of this flight test, is finished in the standard red of the original factory aircraft and features the original Rotax 912 engine conversion, first issued a Permit in 1991 – indeed this was one of the first of any aircraft in the UK to be fitted with a Rotax 912. It had then been used to trial the Rotax turbocharged 914 before being re-engined again with the normally aspirated 912-ULS. Owner pilot Paul Robichaud acquired it in a rather tired condition about 18 months ago. Paul had an interesting route into flying, having started with a Rotax 503-powered single-seat Benson gyrocopter. He learned to fly on the Benson, his instructor explaining how he Below The exposed engine coolant pipes run back a long way to the underslung radiator.

Bottom Owner Paul Robichaud with his ARV. He is gradually bringing it back to a much tidier standard. should travel down the runway at increasing speeds to get the feel of it, while he observed at a comfortably safe distance.

Eventually, Paul inadvertently left the ground, and by good fortune, came back down again with no harm coming to either man or machine. The instructor then introduced him to flying in a two seat RAF 2000, which he says bore little similarity to the Benson. With more practice he was soon flying the Benson, and accumulated 620 hours of gyro flying, most of it in an RAF 2000. He then got the itch for fixed-wing and in order to get a Group A licence, all he had to do was fly with an instructor to a level that satisfied an Examiner, with that being a minimum of five hours. He did the training and test within 17 hours. Pretty good going. A tailwheel Pulsar was followed by a Rans S6 and a C150, and he now has the ARV.

First impressions

One’s initial impression is that the ARV is quite a small machine, as you can see the upper surface of the shoulder wings, which puts the fuel tank filler, mounted between the wings, at a convenient height. Overall dimensions are 18ft long with a wingspan of 28ft and 6ins, the fin and rudder extending to seven feet seven inches above ground. With a gross weight of 1,100lb (499kg) it is easy enough to wheel around, making doubly sure first that the mag switches are off if pulling on the prop hub. The wings have an unusual five degrees forward sweep, rather like the Bolkow Junior, and have a comparatively small area of 92.5 sq ft, which gives a wing loading at max all up weight of 11.9lb per sq ft. The aerofoil is a modified NACA 2415.

It’s always tempting to jump into the cockpit and sit in the seat that you will occupy, just so as to get a bit of a feel for the aeroplane, but today, with the canopy unlatched and hinged back, it is possible to lean into the cockpit and reach the various controls. It has an odd arrangement as the two sticks are in the shape of a ‘U’, which pivots at the centre, so the sticks have an off-centre tilt, or rather throw. This is just like the D11 series Jodels, so I expect one quickly gets used to it. Standing beside the cockpit it is difficult to see the ailerons but, like the elevator, they are rod operated with no play within the system. Looking into the footwell, the rudder pedals are just that – with no brake activation system – the brakes being operated by a central lever on the central panel which may be pulled by either occupant. There is no differential braking, both of the hydraulic disc brakes acting in unison, the nosewheel though, has direct steering. The flap lever is situated between the seats, with 0-, 25- and 40° positions, the flap limiting speed being 80kt. Right Baggage space is minimal, being 11kg max behind the seats.

Below The hinged backward canopy is substantial and features latches on both sides.

Left Handling is stable and predictable, with no odd quirks to unsettle an ab initio student pilot.

Right The empennage is pretty traditional. Note balanced, cableoperated trim tab and dorsal fin.

Below The aircraft remains attractive, although the design is now over 35 years old. It is a great shame it ran into problems and did not succeed.

Looking for handling clues, the ASI white arc starts at 45kt and the green arc at 52kt, so with flaps the ballpark approach is going to be around 65, perhaps 60, with a handful of power and helpful slipstream over the small surfaces when pitching and levelling off – we’ll have a better idea about that once we have done some slow flight at height.

The trim lever, I am told, is quite sensitive and is located on the centre console. Directly above is the circular fuel contents gauge, showing a full capacity of 50 litres, a Trig TX21 transponder, and above that a Dittel TQ radio. Higher still is the rpm gauge for the 100hp Rotax 912ULS, which promises good performance with a full 23hp over the original AE75 powerplant. It drives a ground adjustable three-blade Woodcomp Classic prop which Paul says is set at 17° but could perhaps be a little finer for better climb.

The throttle, carb heat and choke are mounted on the lower end of the centre console, so everything needed to fly the aeroplane is situated to be accessible by both occupants without duplication.

Placed in front of the P1 seat the original basic six instruments today have the benefit of an Avmap and an Aircrew Instruments Aircrew, which has three modes: it displays the conspicuity output from a PilotAware Rosetta or SkyEcho; it can be used as a direction indicator; or it can be an artificial horizon. Along the bottom of the RHS panel is a Rotax Flydat which takes care of the major engine monitoring requirements. To the right, the P2’s panel has a ball mount for an iPad running Runway HD nav software, and an easily accessible row of fuse holders along the top.

It shouldn’t go unnoticed that Paul has overhauled the panel since he acquired the aircraft, it was incredibly grubby and, testament to its development history, also had holes here and there where instruments used in its former life as an engine test bed were now missing. Walking around the fluted wing tips, the ailerons may be gently cycled up and down showing their differential deflections of 20° up and 14° down. The cable-controlled rudder moves symmetrically 25° in both directions and, like the other control surfaces, is aerodynamically balanced while, unusually, the elevator mounted trim tab has a dinky little mass balance horn.

The spring steel undercarriage has gained some larger than original wheels and tyres, the original size being OK on firm surfaces but tending to sink into soft grass, unduly prolonging the take-off run. The nosewheel uses a combination of rubber bungees and a substantial suspension damper but works well, with no hint of disconcerting shimmy on this occasion – a service bulletin relates to shimmy problems occurring if the shimmy damper should become ineffective, the resulting violent thrashing about of the steering apparently causing tell-tale creases in the ARV’s rudder.

On the underside of the fuselage, the silencer partly Below Paul’s upgraded panel uses a number of digital instruments, but is not too far removed from the original factory layout. protrudes crosswise along the firewall, and two water pipes extend back to the radiator, which is located in a protruding ‘tunnel’ aft of the main undercarriage.

Settling in…

Before climbing into the cockpit, the standard Rotax oil ‘gurgle’ must be done by pulling the prop blades through sufficient compressions, before checking the oil level, securing the cap with a final twist of the wrist. The coolant system’s header tank, located on the firewall, can be checked at the same time. Entry into the cockpit first needs the canopy to be unlatched and swung aft and back so that it rests against the stops of the extended gas struts, securely past the vertical. With clean soles and one foot on the fuselage-mounted step (avoiding grabbing the tantalisingly close canopy), swing the other leg up and into the open cockpit and support yourself with a hand on the coaming – there’s a convenient grab handle in the centre – then lift the other leg in and settle down into the seat.

I let Paul get settled and sorted in the left-hand seat before joining him, and buckled in with the lap and diagonal harness, then the canopy can then be brought down to lock shut. I wondered what might happen should we need to ditch, as you certainly couldn’t consider loosening the restraining latches on the canopy before hitting the water. But as we were not going sightseeing along the Jurassic coast today, with the sad sight of dormant cruise ships sitting off Bournemouth, thankfully I did not have to let that concern me.

The cockpit is snug, not best suited for ‘large’ occupants, but with the top down and locked there is sufficient room with our headsets on and the view is excellent. Twisting to my left I can see both above and below the leading edge of the wing, rather like on the Nord 854, which I was so taken with when we tested it back in June 2018. It should really help in retaining a good view of the camera ship.

Let’s get going

Brakes on, fuel cock beneath the seats on, ignition – both off. Master on and voltage noted, throttle at idle, ‘Clear prop’ and a five second push on the starter to pressurise the oil system.

And now for the start proper, ignition on both, brakes still good, stick back, choke pulled out and a firm press of the starter sees the prop rotating and the engine quickly catching. A pause and the choke may be slowly pushed in and a 2,000rpm set. The oil pressure has a healthy showing, up within 10 seconds and looking for the starter warning light – yes, it’s out. After a couple of minutes, the rpm is brought up to 2,500-plus, we are waiting for the oil temperature to exceed 50° C and for David Frazer to call in over the RT from the photo ship, a Piper Pacer with Neil strapped in the back seat with a clear view out as the rear door has been removed. Below The Rotax installation is certainly very ‘busy’, there’s not a lot of space beneath a Super2 cowling!

Bottom The highly modified original cowling with large cheeks to accommodate the wider engine and underside cut-out for the silencer.

At the hold, all is well with our 4,000rpm power check, the individual ignition drop being less than the maximum 300rpm allowed. The throttle is briefly opened to 4,600rpm and then slowly back to an idle of 1,500rpm before setting 2,000-2,500rpm.

We backtrack the active runway to turn around and await the positioning of the Pacer, which then takes off first. As soon as it breaks ground, we too commence our streaming departure. ASI live, rpm fine and a slight wing wobble as the ARV1 passes the point where the Pacer took to the air. On and upwards, we need to catch them, so we cut the corner and adjust our climb as required between height gain and speed to manoeuvre into position.

Outbound I sit low in the box, moving in and out of close, low proximity with variation of crossing controls and change of height, attempting to show different angles and aspects. Neil beckons me out, back, up and away. Concentration is all, nothing matters more than our relative positions in the sky as our aerial conductor places us in the sunlight. It is not the first time, nor probably the last, that I comment on the pleasure of movement of one aircraft beside another, gauging its relative reaction and control. I adore these moments and the little ARV1 slots well into the proximity of David’s Pacer as it is held skilfully steady in the air. All too soon I am given the final break from the formation and feel I already know this shoulder hunching machine quite well. I was cranked slightly forward in my seat during the shoot but now relax right back into the seat, which has been neatly recovered since Paul has had the aircraft. Taking stock of the engine condition and fuel contents, I make sure Paul is still happy (he is) – so let’s try a couple of exercises to further ascertain her character. I have been flying her cross controlled a number of times and now, from steady heading side slips release first the ailerons watching each lowered wing rise in turn, confirming her lateral stability. Then releasing the rudder from similar steady heading side-slips, I observe the nose promptly returns to its expected and rightful place, so she is also directionally stable.

Trimmed out to the best of my ability in the slightly turbulent air, our max straight and level is 112kt with 5,500rpm

showing; Paul comments that he gets a variation of three knots at this, our max continuous power setting.

Bringing the power back to an indicated 100kt, a slight pitch down to gain a further 10kt and letting go of the stick, the little ARV1 searches in pitch for her starting height and speed, rising and falling three phugoids to arrive close to where the controls were let go, so she is also nicely stable in pitch as well. Economy cruise is at 80kt at an anticipated fuel burn of 15 litres an hour – that’s a three-hour endurance. The most efficient climb speed is 70kt, well sort of as Paul says he gets the same rate at 80kt as well. Our near max weight and a climb speed of 75 with 4,700rpm gave us a rate of climb approaching 800ft per minute. On his last permit flight test, conducted solo during the Covid restrictions with an all-up weight of 475kg (so 24kg under max), the VSI at times showed 1,200ft per min, but it timed out at 1,000ft per minute.

Vne, velocity never exceed, is 126kt but due to the turbulence, we gave it a miss, not wanting to overstress the poor girl for no purpose other than to say we have done it. But at the other end of the scale, slow flight and stalls show good manners and prompt returns to full control. Clean, without flap, she complains with slight stick shudder before the published stall speed of 55kt, whereupon we start a wings level, high rate of descent, the ASI giving a fluctuating reading. Control returns promptly with stick forward and a handful of power, balancing with the right rudder. The full flap stall exaggerates the stick shake, and when she lets go the left wing thought about dropping, but again all returned to normality with the stick forward, balancing rudder and power. We were in no danger of exceeding the flap limiting speed of 80kt.

Baulked landings and go-around practice proved absolutely no problem at all. The application of power raises the nose slightly to the left, right rudder easily catches this and, as we have seen from the earlier exercises, the sprightly little ARV1 is stable enough to fly away cleanly and reassuringly from a go-around. And of course, the flaps may be milked up as speed and height is gained, not wishing to induce sink. Her circuit manners also hold no difficulties, having a downwind speed range that fits in with local traffic. A quick jiggle between the seats to lower the flaps and the approach Above The swept forward shoulder wings cleverly allowed improved upward and sideways visibility compared to a traditional highwinger. is flown at 70kt and brought back over the hedge to 65. It was easy to hold off for the flare but being a smaller aircraft, I could have done with being slightly lower as the sink was slightly farther than I anticipated, a slight burst of power gave the accommodating main wheels a brief respite before Alpha Lima touched down and ran straight on her mains, the nosewheel being easily held off and then allowed to lower. I must admit to having enjoyed my flight with Paul, gaining an insight into an aeroplane that I had not come across in all my time instructing, but I am glad our paths have crossed, and I really appreciate its qualities.

How fortunate that the Rotax 9 series of engines has evolved to power so many of today’s light aircraft and revitalised this particularly delightful little character from a slightly earlier era. ■

Bulldog Model 120 Specifications (ARV1 Super2)

General characteristics

Crew: Two Length: 5.49m (18ft 0in) Wingspan: 8.69m (28ft in) Width: 2.54m (8ft 4in) (wings folded) Height: 2.31m (7ft 7in) Wing area: 8.59 m2 (92.5 sq ft) Empty weight: 306kg (675lb) Gross weight: 499kg (1,100lb) Fuel capacity: 55L (12 imp gal; 15 US gal) Powerplant: One Hewland AE75 3-cylinder liquid-cooled inline engine, 57kW (77hp) Propellers: Two-bladed Hoffman fixed-pitch propeller, 1.60m (5ft 3in) diameter

Bulldog Model 120 Performance

Maximum speed: 190km/h (120mph, 100kn) at 610m (2,000ft) Cruise speed: 153km/h (95mph, 83kn) at 610m (2,000ft) Stall speed full flap: 102 km/h (55kt) Vne 233 km/h (144mph, 126kt) Range: 500 km (310mi, 270nmi) (with maximum fuel) Rate of climb: 3.1 m/s (620 ft/min) Take-off run to 15m (50ft): 712m (2,336ft) Landing run from 15m (50ft): 470m (1,540ft)

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