FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1921
1921 - 0098.PDF
FEBRUARY IO, 1921 A NEW DUTCH COMMERCIAL AEROPLANE The N.A.V..6 220 H.P. Benz Engine ONE of the results of the prohibition imposed upon Germanyby the Allies has been to force a number of German aircraft designers and skilled aircraft workers to go abroad, in orderto avoid leaving the indus'try altogether. Holland is one of the countries which German aircraft experts appear tofavour as a temporary home until construction in Germany becomes permitted again. Thus it is natural if one finds,in practically all the Dutch machines, strong family resem- blances to well-known German types of aeroplanes. Oneinstance was the Fokker, which may or may not be a bonafide Dutch production. Lately a new addition to the " Dutch "aircraft industry is the " N.A.V." whose latest machine is the limousine shown in the accompanying general arrangementdrawings, which we reproduce from the German aviation journal Illustnerte Flug-Woche. The initial letters N.A.V.refer to the name of the firm, which is N ederlandsche Auto- mobiel en Vliegteuig Onderneming, with headquarters atEnykaaude, Maas, Holland. The N.A.V. 6 has, it will be seen, a very strong resemblanceto the German " Kondor " war machines, and it is under- stood that, as a matter of fact, German draughtsmen andworkmen from the Kondor works are responsible for its production. The machine is, in many respects, similarto the Sablatnig as regards its general arrangement, with the cantilever thick-section wing and the pilot seated behind thepassenger cabin. In the N.A.V. 6, however, the wings are truly cantileverwings, whereas in the Sablatnig the load on the wings is relieved by a pair of lift struts on each side, an arrangementwhich, while adding a certain amount of resistance, adds enormously to the strength of a wing, which already hasfairly deep spars. It is quite probable that this modification of the true cantilever wing will become popular in i the future,especially for biplanes where a single pair of struts and single-bay bracing will then suffice for biplanes of com-paratively large span. The cabin is meant to accommodate four passengers, but our German contemporary points outthat the space is very cramped, which is not conducive to a feeling of security on the part of the passengers. By a special form of construction the cantilever wingshave been built for as light a weight as 1.64 lbs./sq. ft. (Nothing is said regarding factor of safety.) The span of thewing is 45 ft. 3 ins., and the maximum chord is 8 ft. 4 ins., diminished to 5 ft. iof ins. at the tip. The maximum thick-ness of the wing section is 1 ft. 5| ins. The wing is supported on three struts on each side, two of which run to the lowerlongerons of the fuselage, the third being a drag tube running forward to the top longeron near the nose. These struts arestreamline steel tubes. The wing appears to be built up in five sections. The centre section is, of course, in one piece,and each end section appears to be made up of two pieces, joined at the line where occurs the root of the aileron. Prob-ably this has been done with a view to reduce the space required for crating the machine. It appears that there are two radiators, one mounted onthe leading edge of the plane and the other in the nose. • Probably arrangements have been made for blanketing one of these, thus reducing the cooling surface to approximately half.The engine is a 220 h.p. Benz, and the engine housing is arranged similar to the bonnet of a car, with two flaps whichlift up for inspection of the e.ngine. - ; -, DUTCH N.AV 6 4 SEATER LIMOUSINE General arrangement drawings of the Dutch N.A.V. 6 four-seater limousine. -;i : The N.A.V. 6 Limousine : Three-quarter front view.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
