Fratelli Pascale Story: from the 30s onward - Tecnam.com

Fratelli Pascale Story: from the 30s onward
participate to the “Circuito dei 7 Laghi”, organized by the Varese Aero Club, with transfer flight obliged on the 29 th ,
destination Venegono. This time Gino left with Caracciolo with departure from Capodichino at 7.30 of the 28 th . First
stop at Rome Urbe, second stop at Pisa, third stop at Milan with arrival to Venegono at 17.30.
Unfortunately arriving in Venegono, the Astore landing made a strong yaw on the left, luckily without any damage
for the strong landing gear. During the inspection Gino noticed the overlap of the rudder bar cables on a bolt of the
rear small wheel. He made a temporary repairs and the day after the Astore did the competition circuit regularly,
conquering a nice cup. The departure started from Venegono on the 30 th , this time with a stop in Florence Peretola,
then Naples at 5.30 pm. It is of no use trying to explain the anxiousness of the wait, then finally the roar, the dot in
the sky, the landing and the hug with Gino.
After many flights with Caracciolo the desire of piloting ourselves our Astore was always stronger. We got the first
grade license since one year flying with the Macchi 308 and it was a real torment seeing our airplane without being
able to drive it. Especially Gino did not resist the temptation and I tried to discourage him fearing that some troubles
could happen mainly because we were lacking in “aircraft transfer” being ourselves entitled only to the MB308.
Besides the Macchi had a front tricycle undercarriage while the Astore had a small tail wheel.
The difference of piloting was considerable so without a dual control proper training it was risky to attempt. I was
worried for Gino and feared that landing the Astore could have some damages with consequences easily intuitable.
One day we were in front of the garage of the 5°RTA to make some checking to the aircraft helped by the Captain
Poli, instructor of the Aero Club. We started the engine twice; everything was ready, so I waved Gino that was inside
the aircraft that he could bring it back to the hangar. He stepped on the gas and went towards the link to cross the
field: Mr. Poli and I glanced at him when we noticed that after having entered the grass, he was directly going at the
head of the strip. In a moment I understood: he was taking off! Together with Poli we ran to the head of the strip, we
wanted to stop him but it was too late: Gino was rolling at full speed and after a perfect take off; he was already up in
the sky. I could not explain the tension; I was following the aircraft that was turning around the grass. I was trying to
talk with Poli; I wanted to reassure him but I couldn’t do it. He was our instructor and was obviously considering us
his creatures to be kept always under control. I was going up and down in the grass and was talking to Gino: be
careful, check the turns, the engine, stay calm, as if he could hear me. Then finally the heart-bumping step, the most
difficult one: the landing. Gino pointed the snout straight towards the grass, Poli, squatted down, was following with
his eye the manoeuvre and was saying: go Gino, faster, ok like that, slower Gino, good Gino, bravo Gino, fine, stop.
Finally he had landed, I ran towards him, we hugged each other. That night in the town head office of the Aero Club
which at that time was in Via S. Brigida, the director of the flying school, Captain De Cristofaro wanted to
congratulate him and toast for the brilliant performance.
The time was ripe for building another aircraft and more demanding. Gino and I were thinking about this new project
more suited for competitions.
Relentlessly we worked on it until late. We obviously had to find a sponsor that could only be Principe Caracciolo.
We proposed him our ideas and found him enthusiast. He also was agreeing to point on a sport aircraft able to
compete in national and overseas competitions. The aircraft with low wing, three-seater, with a velocipede
retractable undercarriage, was quite a demanding job. As engine we choose a Continental 90 HP and called it P52
Tigrotto.
To start the works we necessarily needed the financing that was being late. Caracciolo did not make up his mind and
Gino and I were impatient to start the works. One evening, in the head office of the Aero Club Santa Brigida, we met
Caracciolo that finally gave us a cheque of L. 200.000 as a first account for the construction of the new aircraft. With
De Cristofaro and Marciano, President of the Aero Club, we went to the Bar Pippone in the Gallery and toasted to
the event. We were starting the second step, much more demanding, with a huge passion, a bit more experience and a
lot of enthusiasm. The garage empty by now was put in order again; we pulled down a dividing wall to make it larger
to be able to house the new aircraft whom wingspan was of 10 meters. The old members of the team were in part
gone. Canestrelli, the turner, had become bank employer, Gagliotta was into nautical, and Genua was always more
occupied with the shop. To face the new demanding job we employed our first worker, Mr. Beneduce, aeronautical
fitter, ex employee of IMAM. As joiners they lend us for three months two workers of the aeronautical yards and for
the plywood covering of the structure we employed a worker from the 5°RTA. Giovanni Sessa, the designer, was
always with us and used to work promptly to prepare the construction drawings. We bought from the Ponta company
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