The KZ-III – Impressions of Flying a Danish Two-seater With Cirrus Minor Engine.

Few light aircraft visiting this country from abroad have caused more interest than the Danish KZ-III. During its brief  demonstration at Hanworth and other airfields, quite a number of British pilots were able to fly it and in view of its excellent characteristics spoke freely in its praise. A brief description with data and a photograph of the cockpit interior appeared in Flight of July 25th.

While visiting Le Zoute in Belgium, as reported on pp 222 and 223 of this issue, another opportunity was afforded for a member of Flight’s staff to fly the KZ-III. As in his custom with pilots who are interested, Mr. Drescher (Sales Manager of Skandinavisk Aero Industri A/S, 26 Vestergade, Copenhagen) explained briefly the instruments and controls, and then walked away leaving our representative to start-up and fly the aircraft himself – such is his confidence in the KZ-III’s simplicity and lack of vices.

The interior of the cockpit is rather similar to that of the Hornet Moth and the impression is supported by the “split” central stick and the luggage shelf behind the seats. The doors are not upholstered but the cabin is quite quiet, and it is possible to talk normally while flying. The cirrus Minor II engine is smooth and well mounted, and the minimum of vibration is felt in the cockpit at full power.

When taxying, extremes of rudder movement are achieved more comfortably than on many comparable aircradt. The brakes, controlled by a large hand lever on the left side of the panel and by differential rudder effect, were satisfactory. Forward view on the ground is quite good. There are four flap positions, and a number two is used for take-off. When the speed reached about 65 km/hr., with tail up the KZ-III rose gently off the ground without any appreeciable backward movement of the stick. It climbed well and seemed equally at home when climbing at any speed between 75 and 100 km/hr. During initial climb 300 metres/sec was indicated at 80 km/hr (50 m.p.h.). At low speeds there is not much change in trim and stick position when bringing flaps in from the take-off position, there is more change, however, at rather higher speeds and when lowering full flap.

Low-speed Performance

Perhaps the most striking flying characteristic are the ability to maintain control during extraordinary steep climbs at low speed, the extremely tight prolonged turns which can be made without loss of height, and the completely docile stall with or without flaps.

With stick on the back stop and rudder completely stalled, there is still a little aileron control. The A.S.I. reading (with passenger up) was 42 km./hr., and the rate of descent very low. Recovering is immediate, and when the KZ-III was finally induced to stall almost violently by using full engine and flap with stick in the full backward position, the left wing dropped in the start of a spin, but full recovery was affected with the loss of approximately 50 ft. It has fixed slots.

Although the aircraft is relatively short, it has good fore-and-aft control and positive feel until touch-down at between 55 and 60 km./hr.

In level flight at 1000ft. the speeds achieved were almost exactly as claimed by the makers. They were: at 2,500 r.p.m. (maximum), 113 m.p.h.; at 2,300 r.p.m. (normal cruising), 103 m.p.h.; at 2,100 r.p.m. (economical), 91 m.p.h.

Later production aircraft are to have extra transparent panels at the side behind pilot and passenger and in the roof, and this should remove what appears to be the only criticism of the KZ-III, namely poor readward view. The present standard provision for carrying a stretcher which can be loaded through a large hinged panel on the port side of the fuselage is to be abandoned.

For the time being the KZ-III is only to be sold in Denmark and “Dollar” countries, but it will be an attractive proposition if restrictions are raised next year and purchase is possible here. A four-seater with 125 h.p. engine will soon be ready for its first flight.