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Aviation History
1920
1920 - 0647.PDF
JUNB 17, I92O Elevator cables run direct from control stick levers to thesteel control arms on the elevators. A pair of rudder cables are run independently from each foot bar, using four cables inall. Fibre cable guides are bolted on the under side of pilot's seat. Fin and rudder are built up with steel tube frames. Therudder ribs are of light-gauge channelled sheet steel drilled for lightness, all wrapped and welded tothe frame. The fin base measures 3 ft. 5 ins.; height, 2 ft. 9 ins. Thin stern-post of steeltube which continues down and fits into the steel tube fuselage termination. Tube bracesare fitted from the stabiliser to points 9 ins. from top of fin. Maximum dimensions ofrudder are: Height, 4 ft. 6 ins.; width, " 2 f t. 9 ins. The stabiliser is bolted to the upperlongerons with |° angle of incidence, and is built up like the wings, with spruce ribs.Overall span at rear edge, 10 ft.; chord, '3 ft. 4 ins. It is supported from below bymeans of steel braces at its forward main beam and solid wires at the rear. Elevatorsare 2 ft. 6 ins. wideband measure 10ft. 10 ins. from tip to tip. The ash tail skid is mounted on a universalfork bearing. Upper ends tied with f-in. rudder cord anchored to steel rings runningthrough upper portion of the solid veneer bulkhead at the station nearest the stern-post. A steel cable limits the stretching of the rubber, and a single length of rubbercord to lower longerons absorbs the re- bound motion. Rawhide lacing used to tierubber cords together, and the lower end of the skid is shod with a substantial metal shoe. Because of the difficulties encountered by tail skids,special research was made to obtain a really efficacious skid, and this design has proved exceptionally satisfactoryin all its details. The engine is an 8-cylindered Model A Wright-MartinHispano-Suiza developing 150 h.p. at 1,450 r.p.m. at sea level.The bore and stroke are 120 mm. by 130 mm. respectively. Displacement, 11,762.15 cub. ins. Weight of engine com-plete with hub-flange and bolts, carburettor and two magnetos, but without radiator, oil, starting magneto,propeller or fuel system, is 44'i lbs. A Zenith Type 48 D.C. carburettor is fitted. Air is led tothe carburettor by means of a megaphone duct behind the at 1,450 r.p.m., and the oil consumption, gal. per hour.The main fuel tank is under the front seat, and has a capacity of 27 gals.; gravity tank in centre section, 8 gals.The oil tank is below flooring of forward passengers' compart- ment, and has a capacity of about 4 gals. A propeller-driven gear pump on right-hand chassismember pumps fuel -from main tank to gravity tank. A THE ORENCO TOURISTER : The engine mounting, showingthe front steel engine plate, and the veneer bulkheads copper feed pipe with shut-off valve leads fuel to the car-burettor jet. Overflow lines run down the two rear centre- section struts; glass sight gauges indicate whether thesystem is functioning properly. A " Sasco " strainer located on lower right longeron under pilot's floor is interposed inthe petrol system between main tank and gear pump, to keep the fuel free from foreign matter. Hartzell walnut propellers, 8 ft. 6 ins. in diameter, arefitted, and the blades are wrapped with linen from tips to within 18 ins. of the centre. Since the foregoing was written some particulars havecome to hand of a test made recently at Mitchel Field, Mineola, N.Y., recently. Piloted by Mr. Clarence Coombs,formerly chief test pilot at the U.S. Testing Aerodrome, it carried three other passengers to a height of i(>,2oo ft.,which is claimed as a new world's record, although] the THE ORENCO TOURISTER: On the left the aluminium fire-proof bulkhead separating the front /•cockpit from the engine. On the right the general arrangement of the tail skid shock-absorber system is seen, together with some details of the swivel mounting, etc. * water radiator. The mixture proportion delivered by theZenith is subject to a slight variation in passing from sea- level to about 3,000 ft. altitude. By moving the altitudeadjustment lever at the side of cockpit, the mixture can be corrected for about 10,000 ft. altitude. The petrol consumption figures out at 13-15 gals, per hour performance does not appear to have been officiallyobserved. It is stated that the climb occupied 1 hrj 10 mins. As a result of this test, the makers decided to put in handa batch of twenty-five " Touristers," embodying one or two improvements on the first model. The chief difference willbe the use of a 200 h.p. Hall-Scott " Liberty Six " motor, 647
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