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Aviation History
1923
1923 - 0405.PDF
JULY 19, 1923 The Fairey Series III D seaplane. The machine shown here is fitted with a 360 h.p. Rolls-Royce "Eagle IX." m * m m m m m m ft x The Fairey Series III D, converted to a land machine by the substitu- tion of oleo under- carriage for floats. A 450 h.p. Napier " Lion " is fitted to this machine. type of the Series III—which has, modified from time to time, given such excellent service since the first of the type was designed in 1917—incorporating all modern modifications and constructional improvements. That this machine is up to modern requirements is borne out when we state that by the latest test the Series III D, fitted with a 450 h.p. Napier " Lion," has a top speed of 116 m.p.h. at 12,000 ft., £ ceiling of 18,000 ft. with full load, a rate of climb of 1,300 ft. per min. at sea level, and 600 ft. per min. at 10,000 ft., carrying a total useful load of 1,650 lbs. This machine can be converted from a seaplane to a land machine, or deck type, and the Fairey Oleo-pneumatic chassis employed for this purpose is also shown. The Fairey Series III is a tractor fuselage biplane of some 46 ft. wing span, and when used as a seaplane is fitted with twin floats of the latest Fairey design, which are constructed after boat-building practice. The principal feature of this machine—as with all other Fairey types—is in the patent variable camber gear. This is an extremely simple and effective device, consisting of an arrangement, worked by cables from the pilot's cockpit, for pulling down the entire trailing edge of the wings and thereby increasing the camber and consequently the lift. The whole trailing portion of the wing, from the rear spar to the trailing edge, is hinged, the outer portions, at the tips, being separate from the rest, so that the differential aileron movement is retained at the same time. In other words, the ailerons function as usual with the flap at any position. The effect of this arrangement, which has proved very satisfactory in practice, is to allow of a considerably higher wing loading without any increase in the landing speed. Apart from the flap gear the wing construction more or less follows standard practice. The wings are made to fold back, vertical pins in the rear spar fitting forming the pivots. The fuselage is of the usual rectangular girder construction, with ash longerons and struts in front and spruce members aft. The longerons are straight, and do not taper, with the result that the fittings are identical throughout the greater part of the fuselage. The tail is of the trimming type, with divided elevators.The rudder, of ample proportions, is balanced, and a large vertical fin is mounted in front. The pilot's cockpit is located forward between the planes,and immediately behind him, well back of the planes, is the gunner's compartment, which is large and roomy. Gloucestershire Aircraft Company, Ltd., Cheltenham THE Gloucestershire Aircraft Company, the constructors of the world-famous " Mars I," or " Bamel " racing machine, which holds the British speed record of 196-6 m.p.h., have two types of machines at Gothenburg, one on view in the exhibition itself, and the other giving actual flying demon- strations. Both machines are of recent design, for which Mr. H. P. Folland, who also designed the " Mars I," is respon- sible, and, as may be expected, possess several distinctive features. The first of these machines—t^at which is being shown in the exhibition—is known as the Gloucestershire " Grouse," and has been designed with the object of serving the purpose of an intermediate type of scout .for training work, or it can equally be employed as a ship's 'plane for duties with the fleet. As will be seen from one of the accompanying illustrations, it is a single-seater tractor biplane, with a comparatively deep and well streamlined fuselage. The special feature of the " Grouse " is in the improved arrangement of the wings, which. have high lift and medium lift sections. The top plane, it will be observed, is very much larger in comparison with, the lower plane, both as regards span and chord. It is stated that in actual tests these wings have proved to be superior to the more orthodox arrangement usually employed on machines of this type, in that a lower landing speed, greater load- carrying capacity, and a better performance at the height of operation required for a scout, are obtained. The control- lability, stability and general handling of the machine is also greatly improved. The top planes are in two sections, and are attached toja pylon of two inverted V's of steel tubing, while the lower 405
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