May 2010 covers_Covers.qxd - World Airnews

e established in a ‘best climb’ of 700
ft/min at 80 knots, the gauges showing
117 pz and 2 200 rpm. At almost full power
(455 hp) in the climb a fuel consumption of
135 litres per hour will soon have you easing
back on the throttle to a more economic
420 hp when the gauges indicate 88 pz and
1 900 rpm with 100 knots indicated and fuel
consumption at 76 litres per hour.
Push the throttle and get 93 pz with
2 000 rpm and the speed will increase to
105 knots, but with the attendant fuel consumption
increase to 78 l/hr.
The Broussard’s flaps are effective as
demonstrated at landing or in the stall –
slow speed handling is good in all axes at
52 WORLD AIRNEWS, MAY 2010.
62 knots for loitering/reconnaissance and
deploying 30° of flaps will help bring the
speed back to 57 knots. For landing 80
knots is recommended down-wind with
20° of flaps, then on base leg slowing to
75 knots with 30° of flaps and establishing
finals at 70 knots with 40° of flaps at short
finals, plenty of rudder work and a threepoint
touch down technique.
Every Broussard pilot should be able to
land his aircraft on a 600 metre strip or
less and to take off from same. It is also
capable in cross-winds, the book maximum
for a 90° cross-wind being 16 knots
– just 20° and the limit is 50 knots.
If you want to buy a Broussard they are
available, but prices vary according to condition
and engine time – a good 1960 example
was advertised for sale in France
last year for Euro 49 000 with 4 600 hours
total time.
LARGER VERSION
Max Holste developed a larger, 17-seat,
twin-engine Broussard, the MH.250 Super
Broussard which first flew in May 1959,
ten examples being ordered by the French
Government. The company’s finances
were stretched so Max Holste collaborated
with Nord Aviation to develop and
build the MH.250 – this aircraft eventually
became the Nord 262 commuter-liner.