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Aviation History
1926
1926 - 0654.PDF
14 this machine should be in the neighbourhood of 200 miles, the estimated top speed being 80 m.p.h. and the cruising speed 60 m.p.h. Its weight empty comes out at 500 lbs., while the overall dimensions are not too large for easy handling when on the ground—span 28 ft., length 21 ft. 6 ins., and height 8 ft. ; the total wing area is 210 sq. ft. The " Missel Thrush " is a 2-seater tractor fuselage biplane, with single I interplane struts, and is, as may be seen from the accompanying illustrations, an exceptionally pretty and well-proportioned machine. While, generally speaking, the construction of the " Missel Thrush " is a perfectly straight- forward job, following orthodox practice, and in consequence permitting one of the main aims of the constructors being accomplished—viz., cheap and quantity production—its detail design is not lacking in original " brain waves." Great simplicity is the keynote everywhere, and—to lapse somewhat into Irish—even one or two of the " complicated " fittings are conspicuous for their simplicity ! Furthermore, this simplicity has not by any means been achieved by sacrificing strength—and this applies also in respect to the light weight obtaining throughout this machine, another outstanding feature of the " Missel Thrush." We were fortunate to be able to inspect the " Missel Thrush " during its construction, and were thus able to obtain SEPTEMBER 9, 1926 transverse bulkheads comprising vertical and cross—and, in some cases, diagonal—struts reinforced with plywood. The cross-section of the fuselage is somewhat unusual ; at the nose it is approximately triangular (apex up)—or, perhaps, a pentagon changing into a triangle, would describe it more accurately—after which, in the vicinity of the two cockpits, it is rectangular, and then it merges into triangular again, this time apex down, at the stern. In this way the fuselage is made, first, to accommodate itself to the best possible advantage to the shape of the engine—which is an inverted Y; secondly, to afford ample room for pilot and passenger ; and thirdly, to provide a suitable support for the tail plane. It must be admitted that all three require- ments are carried out by this arrangement m st efficiently. As will be seen from the illustrations, the mounting of the engine is both neat and efficient on account of this method. As previously stated, the two cockpits are exceptionally roomy—which is not always the case in machines of this type—and also well appointed. One cockpit is located at the trailing edge of the main planes and the other comes mid- way between them. The space in between the two cockpits is utilised for " cargo," and it should be noted that this is of ample proportions, in fact a medium sized suit case, etc., No. 13. A.N.E.C. IV " Missel Thrush " : Three-quarter front view. some idea as to the wprkmanship being put in. In this respect we were very favourably impressed indeed, for we . have no hesitation in saying that this was of the best we have seen, even in larger and more expensive machines. The material employed throughout is, we are assured, of the best quality. Constructional Features Turning now to the actual construction of the " Missel Thrush," pressure on our space will not allow us to deal as fully with everv detail as we should like, and we can only, at the present moment, describe briefly some of the more noteworthy features. It should be mentioned that the designer, Mr. J. Bewsher, has paid considerable attention to the matter of streamlining and thoroughly " cleaning up " the machine everywhere externally, with the result that it is : exceptionally free from all resistance-offering projections, and, wherever possible, corners, etc., have been neatly faired. On this point alone the " Missel Thrush " should make good in the matter of efficiency. The Fuselage The fuselage undoubtedly forms the most interesting feature of the machine, and is in every way a remarkably neat piece of work. It is of good streamline form, and has been ingeniously adopted to meet the particular requirements at various points—engine section, cockpits, and tail attach- ment—without interfering with this streamline form. It is practically of monocoque construction, being built up of plywood on a light but strong skeleton framework. The latter consists of four main longitudinals and a series of may easily be stored here. Space is also provided for carry- ing other smaller articles, such as tools, spares, and maps. Both cockpits are provided with controls, of the stick and rudder bar variety. The control gear is a simple but effective affair, consisting of a sliding fore and aft shaft carried on the lower fuselage cross members—including the tubular wing- spar continuation members—between front and rear cockpits. Each joy-stick is universally jointed on this shaft, and is pivoted in a fork mounted on the shaft. The rear end of the shaft is connected to one arm of a double crank, from which the elevator control cables are taken. Thus a fore and aft movement of the stick causes the shaft to slide longitudinally, and so actuate the elevators via the crank, whilst a lateral movement of the stick operates the ailerons through cables attached to lugs on the upper ends of the fork (at stick pivot), passing, over pulleys, through the sides of the fuselage and through the lower wings. The rudder is operated in the usual way by a foot bar. The mounting of the engine in the fuselage is another unusual feature, this being by means of a system of triangu- lated tierods which radiate out from engine plate (on fuselage) to crankcase, and not, as is more general, from engine to fuselage. It is claimed that by thus making each group, or triangle, of tierods converge on the engine plate, a better triangulation of the forces is obtained. Behind the engine plate, which is of the fire-proof variety, is located the petrol tank. A neat metal cowling, enclosing the engine all but the cylinder heads, follows the contour of the fuselage, completing the thorough streamlining of the latter. 578
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