With it's unique control system.......the Chrislea Super Ace
Soon to be released from Dave Molyneaux, Brian Horsey and myself is the Chrislea Super Ace Series 2. This high wing four seat aeroplane was characterised by a fixed tricycle undercarriage and twin fins.
The airframe was all metal, comprising a welded steel tube fuselage frame with Redux-bonded shear panel floors. The wing panels had two tubular steel spars with light alloy ribs, internally braced by tubular steel diagonal braces. The tricycle undercarriage was formed from welded steel tube with rubber cord shock absorption, Goodyear differentially operated hydraulic brakes on the mainwheels and a castoring, self centering nosewheel. Fuel was contained in two tanks beneath the rear passenger seats with a total capacity of 25.5 gallons.
Most notably, the Ace also featured a novel control system in which there was no rudder bar, all controls being provided by a steering wheel control mounted from the dashboard. A universal joint at the base of the 'steering column' allowed control inputs to be provided in all axes. Pitch control required vertical translation of the wheel (The wheel was pushed up to raise the nose, pushed down to lower, rotated left/right to bank left/right and pushed left/right to operate the rudder. A floor-mounted foot throttle was provided as well as a normal hand throttle.
In 1948, Flying Club Instructors and other possible customers who had sampled this unique control system, found it difficult to obtain exactly the right combination of control input on the ball-jointed column. It was difficult to rotate the wheel for aileron without unintentionally also applying some sideways and/or up and down movement, thus providing unwanted rudder or elevator as well.
So after only one airframe had this system fitted, all the other Super Aces had rudder pedals installed, though the ball and socket joint remained for the elevators and ailerons. The floor mounted throttle also being removed.
Chrislea Aircraft ceased production In 1952 and its assets were acquired by C.E. Harper Aircraft, including seven Super Ace and two Skyjeep aircraft in various stages of completion. Unsold, these were scrapped in 1959, hence the CH3 aircraft that eventually were sold comprised one Series 1 Ace, and eighteen Series 2 Super Aces. Most examples of the Super Ace were sold overseas of which a few remain in museums today. Two are still airworthy (G-AKUW and AKVF). The latter is modelled here.
The registration for this aircraft was issued on March 8, 1948. It was deregistered on July 28, 1950 as it was sold to Lahore Ferozepur Transport Company, Lahore, Pakistan, where it was registered AP-ADT. The aircraft had flown back to the UK by August 24, 1957, its registration in Pakistan was cancelled September 6, 1959, and it reappeared on the British register (again as G-AKVF) on November 20, 1959. After crashing on the approach to Shoreham in 1972 it was declared ‘damaged beyond repair’. However the remains were bought by Paul Longthorp who undertook the lengthy repair and restoration project culminating in its air test in 1981.
I flew in this aeroplane on 7th September 1985 from Bodmin to Lands End and return. I can't seem to remember much about the flights, but do remember that weird control system where it was all too alien for me, having by then being used to the docile and a lot more familiar Cessna 150. It really is a unique aeroplane.
I hope you enjoy 'flying' her as much as we have in producing her for you and look forward to hearing your comments after you have taken her aloft.
Happy Landings,
Martin Pengelly
Soon to be released from Dave Molyneaux, Brian Horsey and myself is the Chrislea Super Ace Series 2. This high wing four seat aeroplane was characterised by a fixed tricycle undercarriage and twin fins.
The airframe was all metal, comprising a welded steel tube fuselage frame with Redux-bonded shear panel floors. The wing panels had two tubular steel spars with light alloy ribs, internally braced by tubular steel diagonal braces. The tricycle undercarriage was formed from welded steel tube with rubber cord shock absorption, Goodyear differentially operated hydraulic brakes on the mainwheels and a castoring, self centering nosewheel. Fuel was contained in two tanks beneath the rear passenger seats with a total capacity of 25.5 gallons.
Most notably, the Ace also featured a novel control system in which there was no rudder bar, all controls being provided by a steering wheel control mounted from the dashboard. A universal joint at the base of the 'steering column' allowed control inputs to be provided in all axes. Pitch control required vertical translation of the wheel (The wheel was pushed up to raise the nose, pushed down to lower, rotated left/right to bank left/right and pushed left/right to operate the rudder. A floor-mounted foot throttle was provided as well as a normal hand throttle.
In 1948, Flying Club Instructors and other possible customers who had sampled this unique control system, found it difficult to obtain exactly the right combination of control input on the ball-jointed column. It was difficult to rotate the wheel for aileron without unintentionally also applying some sideways and/or up and down movement, thus providing unwanted rudder or elevator as well.
So after only one airframe had this system fitted, all the other Super Aces had rudder pedals installed, though the ball and socket joint remained for the elevators and ailerons. The floor mounted throttle also being removed.
Chrislea Aircraft ceased production In 1952 and its assets were acquired by C.E. Harper Aircraft, including seven Super Ace and two Skyjeep aircraft in various stages of completion. Unsold, these were scrapped in 1959, hence the CH3 aircraft that eventually were sold comprised one Series 1 Ace, and eighteen Series 2 Super Aces. Most examples of the Super Ace were sold overseas of which a few remain in museums today. Two are still airworthy (G-AKUW and AKVF). The latter is modelled here.
The registration for this aircraft was issued on March 8, 1948. It was deregistered on July 28, 1950 as it was sold to Lahore Ferozepur Transport Company, Lahore, Pakistan, where it was registered AP-ADT. The aircraft had flown back to the UK by August 24, 1957, its registration in Pakistan was cancelled September 6, 1959, and it reappeared on the British register (again as G-AKVF) on November 20, 1959. After crashing on the approach to Shoreham in 1972 it was declared ‘damaged beyond repair’. However the remains were bought by Paul Longthorp who undertook the lengthy repair and restoration project culminating in its air test in 1981.
I flew in this aeroplane on 7th September 1985 from Bodmin to Lands End and return. I can't seem to remember much about the flights, but do remember that weird control system where it was all too alien for me, having by then being used to the docile and a lot more familiar Cessna 150. It really is a unique aeroplane.
I hope you enjoy 'flying' her as much as we have in producing her for you and look forward to hearing your comments after you have taken her aloft.
Happy Landings,
Martin Pengelly
Even the prop isn't enough to fret about. I expected as much since I just finished moving your awesome Auster AOP9 over yesterday. Absolutely clean port-over. Now I can have all of my favorite Austers(plus all your other bits) in my new world of make believe