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Aviation History
1917
1917 - 0269.PDF
MARCH 22, 1917. pinned are used to hold the wheels in position. The air valve is accessible through a small circular aluminium door in the casing, which latter is of the same material as the wing covers, similarly doped and finished. The wheel tread is 5 ft. 3'5 ins., or slightly more than one-seventh the span of the lower wing. The weight of the complete chassis, including disc wheels and shock absorbers, is only 86 lbs. A tail skid of low head resistance protects the rear of the machine. This is of substantial ash construction, operating semi-universally against the tension of the rubber shock absorber coils, enclosed within the fuselage. The skid floats on a reinforced tubular steel cross strut, and is aligned by heavy helical springs concentric with the strut. A large aluminium door in the side of the fuselage allows easy inspection and adjustment of the skid mechanism, and this con- struction has reduced the resistance of this component to a minimum. The skid is shod with a bronze shoe, which is secured in place by bolts and readily replaced when worn out. There are empennage brace anchor- ages in connection with the skid or stern post. The empennage consists of a moderately double cambered fixed horizontal stabiliser of high aspect ratio, to which are attached the dual elevators, on each side of the unbalanced rudder, forward of I/GGHT brazed. No welding operations whatever are employed in making up the empennageiTa.rn.es. All ribs and spars are attached to the tubular frame members by sheet socketing clips tangent brazed in place. The internal cross bracing consists principally of the wire and fitting system employed in the main planes, though four light sectioned spruce diagonals are used in addition. The stabiliser rib structure is constructed over an I-section spruce spar of large section located laterally 1 ft. 2 ins. back from the entering edge. By the use of this substantial spar, all external bracing to the forward part of the horizontal stabiliser has been eliminated, and the necessary depth of section is provided for the double-cambered profile. Elevator and rudder hinge fittings are steel stampings pinned and brazed in place. These are provided with means for lubrication, and the surfaces are unhinged by withdrawing quick-detachable pins. Quarter-inch nickel steel bolts and steel jaw clips attach, respec- tively, the stabiliser front spar and entering edge to the fuselage. The rear spar is secured by two ft-in. bolts, and the whole assembly locked by the fin extension which telescopes into the fuselage tubular stern post, there secured by a lanyarded taper pin. The tail components of the Wright-Martin model •' V " tractor biplane, and on the right, sketch of the chassis of the Wright-Martin model " V " tractor biplane. . . * . which is the fixed vertical fin. The design of the empennage .enables the units to be very quickly assembled, the chief novelty being in the system of inter-locking the various parts and the minimised external bracing required to adequately support the The whole system is then interbraced by the stream- lined tubing outside stays. The Dep. system of control is used, consisting of the wheel column, and ash and steel foot rudder bar. The rudder bar is substantially mounted on a steel surfaces to the fuselage structure. Only four stream- pedestal secured to the flooring and fuselage truss. line steel tubes are required, two from the fin down- ward to the rear spar of the stabiliser, and two diagonally forward from the stabiliser to the fuselage lower longerons. These braces, like the struts and other components noted above, are fitted with approved clevis ends and are locked in place with nickel steel pins. All elevator and rudder ribs are carefully sparred, and these surfaces provided with The 16-in. corrugated control wheel is mahogany rimmed, with an aluminium spider and chain sprockets of bronze, all mounted on a steel column. The control surfaces are operated through doubled control cables, changes in direction being taken care of by substantial chains passing over pressed steel pulleys of novel design. An enclosed rock shaft is disposed in the elevator control mechanism back a light spruce spar disposed 10 ins. forward of the of the pilot's seat to eliminate any lost motion and trailing edge to aid in equalising the load on the ribs the usual crossing and slacking of these control wires, themselves. Bracing wires anchored on or in proxi- and all adjustments can be made from the cockpit. The general characteristics of Model "V" machine are :—Span, 39 ft. 8*5 ins. ; chord, 5 ft. 9-5 ins. ; gap, 5 ft. 7 ins.; overall length, 27 ft. 2 ins. ; overall mity to the trailing edge are not used, and the control arms are designed to eliminate brace wiring as much as possible. The frames of the tail components are made entirely of cold-drawn seamless steel tubing of height, 9 ft. 5*5 ins.; stagger, 1 ft.; dihedral angle, various sizes and thicknesses, and in some cases of -° - - •• - r •-- -- rL - *--*••-- special section, depending on the function of the par- ticular part. Steel members are joined by special -„-., , *orged^or^drawn steel fittings pinned in place and then oil for 6 hours' flight). 269 1" 15 ; supporting surface, 430 sq. ft. ; loading, 5*66 Ibs./sq. ft. (16*86 lbs./b.h.p.) ; weight empty, 1,725 lbs. ; useful load, 905 lbs. (including fuel and / .•
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