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Aviation History
1922
1922 - 0338.PDF
JUNE 15, 1922 lire laminated and built up of spruce are of very generous proportion. The double lift wires, front and rear, are. of stranded cable. They run forward, as well as inward, serving both as external drift wires and flying wires. The landing wires extend from the front of the cabane in the centre to the front and rear of the bottom of the interplane struts. This places the rear ,'anding wire out of the way of entrance to the cockpit. This, similar construction, and are well braced internally. The elevator horns are skilfully disposed within the vertical fin, and a particularly strong torsion tube is provided to carry the elevator loads to the elevator horns. The design of the empennage is particularly sturdy and clean and combined with simplicity. The fuselage is solidly constructed. A complete trussing is provided of four solid spruce longerons, with diagonal bracing The BaCo " SKYLARK Three-quarter front view. together with the strut running from the centre of the plane, from the top of the cabane to the forward part of the fuselage, completes the truss for stress of every character, and at the same time reduces the parasite resistance to a minimum ; nevertheless the use of the deeply-cambered U.S.A. 27 wing section enables the weight of the wing truss to be kept down to a minimum. Wing frames are covered with approved grade A cotton fabric, and special care has been exercised in sewing the fabric to the ribs in accordance with Army specifications. Surface treatment is of six coats of Phoenix fireproof dope with a bronze finish. The empennage is substantially built ; the stabiliser is hinged on the rear end so that a large degree of adjustment is members also of spruce. The who'e is covered with maho gany, 3-ply veneer. Although very light, the fuselage has a strength far in excess of that required either in the air or on landing. Great care has been exercised not to weaken the fuselage at the point where the door to the cockpit is placed, special diagonal and longitudinal members being provided at that point to carry the truss through. The smooth mahogany finish is particularly pleasing to the eye and touch. A veneer fuselage of this type eliminates all fittings and provides a good production job easy of repair. The combination of veneer with the complete wooden truss also eliminates all tendency for warping or distortion of veneer. In the cockpit ample room is provided for two persons side by side, together with dual control. The instruments are THE BaCo " SKYLARK Two views showing, on the left, a portion of the lower wing uncovered, and, on the right, the tail planes, also uncovered. possible in flight. Since the balance of the machine is perfect for normal performance, it is expected that the stabiliser adjustment will only be used when the pilot wishes to fly at one particular flight attitude for a long period of time. The stabiliser, as shown in one of the accompanying illustra tions, has a strong rear spar running continuously over-top of the fuselage. The laminated front edge is in one piece of semi-circular shape; three ribs on either side give it adequate strength and preserve the camber required. A strong sprue? member runs on either side of the fuselage from the forward point of attachment of the stabiliser toward the outer end of the rear spar. Two wires run from the top of the rudder post to the outer end of the stabiliser spar, giving added security for severe manoeuvres. The stabiliser and rudder are of symmetrically arranged on a dashboard clearly seen by either occupant. The engine controls—namely, switch, altitude adjustment and spark—are placed on the right-hand side. The throttle is placed between the occupants and easily accessible to both. The instrument board carries a banking indicator, turn indicator, air speed meter, altimeter, tacho meter, oil pressure gauge, oil temperature gauge and air distance recorder. A compass completes the equipment. The arrangement of the cockpit and instruments is such as to make a perfect dual control arrangement, but with more facility for engine control, thus giving to the pilot a valuable point in instruction flying. The machine is easily entered by means of a low step on to the wing, and another low step into the cockpit through the 33%
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