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Aviation History
1918
1918 - 1491.PDF
The major and minor axes of cross section of one of thefront struts (and all four, front and rear, are of equal'dimen- sions) are respectively 2-g$ in. and 4! in.The upper and lower extremitiesiare capped with steel sockets, which allow of attachment to the fuselage at theupper extremities and^at the lower ends serve to connect the two limbs of the vee, and are provided withfaccommoda-tion for the shock sbsorber. Figs. 25 and 26 show respec- tively the component parts of the[attachment>/to the fuselage,and the socket at the lower part of the vee. * From Fig. 25 it will be noticed that the ballat the head^of the strut bedsinto a hemispherical socket attached to the fuselage. The lower half of the balljurticulates withja curved surface on theferrule, and the ferrule next slipped over attachment. In assembling this joint—and this is a matter of seconds only—the ball is first passed through [the] opening provided on the ferrule, and the ferrule next slipped over the body lug andpinned in place. All four body attachments are of this type DECEMBER 26, 19x8 "•••••-* ••"--" Controls v' :;-.",'. ' .. <"< .' ••".As is the case throughout the design, the controls of the two aeroplanes are generally similar, but differ in detail.In the C.V. machine, the'control lever, at the head of which is the usual two-handed grip, operates two rocking shaftswhich axe perpendicular to one another. The transverse tube, which actuates the elevators, is cranked in the middleand supported on four brackets, marked a, b, c, and d, in Fig^27,iwhich*act!asjbearings. To the middle point is pinnedthe front hali of the jaw which is found on the bottom of the control lever. This pin* A, always points directly to thecentre of the pin B, which passes through the rear half of the jaw and is itself always exactly in line with the bearingof the transverse shaft. This somewhat complicated arrange- ment allows the transverse shaft to be rotated round axisa, b, B, c, d, and at^the same time permits the other shaft to rock on its own bearings. A simple contracting band brakecontrolled by a Bowden lever and cable serves to lock the L.V.G. L.V.G. Constructional Details.—32. Exhaust pipes of C.VI. ; 33. C.V. Radiator supports and, radiator ; 34, C.VI.radiator shutter; 35. Camera hole and cover of C.V.; 36. Wireless generator mounted on chassis strut of C.VI.; 37. Release gear for unknown object on C.V.; 38. Gun ring of C.VI. in the C.VI, machines, but in the C.V. model the joint was madeby simply pinning the ball to its socket, without the refine- ment of a ferrule.The shock absorber is of the coil spring type, with three small diameter springs lying side by side, as indicated in Fig.26. A loop of cable limits the amount of axle travel, and between the lower extremities of the vees is a steel com-pression tube, of ij in. O.D., and behind this lies the axle, which is encased in a 3-ply fairing. It will be noticed that thecompression tube is not included in the fairing, and when the axle is raised as the machine lands, the fairing travels withthe axle. This method allows of good accessibility to these components, but is not quite so good an arrangement fromthe streamline point of view as the common method of allowing the axle to lift out of a fixed fairing. The schedule of principal weights, given at the end of thisreport, is of considerable interest as regards the under- carriage.The wheels are 810 x 125, and the track 6 ft. 7 in. The cross bracing does not start from either front or rear fuselageattachments, but from the front spar joint on the fuselage. elevator controls in any desired' position. This brake isfound in both types. The C.VI. controls are rather different, and are shown inFig. 28, which clearly explains their operation. The naked aileron control cables pass through the lower wing near therear spar, and run over the aluminium pulleys illustrated in Fig. 29. The upper extremities of these cables are attachedto the welded control lever which works in a slot in the upper plane. The differences between the two types in the matterof the aileron lever has already been commented upon. The rudder bars of the two types are of the same generaldesign, but the problem of leading the cables round the base of the large petrol tank immediately behind the rudder bar,is solved in different ways. In the later type, a semicircular extension to the rudder bar avoids the necessity for the twoextra pulleys and bearings found in the C.V. type. Reference to Fig. 30 will make this point clear. Engine Mounting and Control '*" The 230 h.p. Benz eagine is mounted on wooden bearersof rectangular section, if in. wide and 3$ in. deep, supported I46O
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