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Aviation History
1927
1927 - 0912.PDF
DECEMBER 1, 1927 THE CURTISS " CONDOR " : Two views showing the somewhat unusual arrangement of the gun stations. One is located in the nose of the fuselage, whilst two others are situated one at each rear end of the engine nacelles. fabric wings of the NBS-4—in spite of the fact that the " Condor " has a greater wing loading. The tail is of the biplane type—similar to that used on the NBS-4—of Duralumin construction, fabric covered. The stabilisers are adjustable in flight, and the twin rudders are provided with an automatic compensating device which can be set by the pilot to hold the rudders in an offset position when flying on one engine. The fuselage is a Warren truss structure of Duralumin tubing, except in the highly-stressed parts, where steel is employed. Fittings are of steel tubing or sheet steel fastened into the tubing with hollow steel tubular rivets. A standard Army G-5 bomb rack is fitted in the fuselage, just aft of the pilot's cockpit, and non-shatterable glass windows are provided in the nose and floor for bomb sighting. The two Curtiss V-1500 engines arc carried in outboard nacelles on the lower plane, each engine being located at the forward end and driving a tractor airscrew. The nacelles are of steel tubing and the engine mounting is detachable. In each nacelle, just aft of the engine, is a 192-gal. petrol tank, while a third, 60-gal., tank is carried in the upper wing. Either engine can draw fuel from any one of these three tanks, while in the event of failure of the fuel pump on either engine, the other pump will supply fuel to both engines. Cartridge core type radiators, of fan streamline section, are employed for cooling, one radiator, with vane shutters, being mounted above the nacelle behind the engine. <3> <$> The engines are neatly cowled, new flush type fasteners being used, which facilitate quick removal and replacement. Each engine drives a 14-ft. Curtiss-Reed airscrew at 1,200 r.p.m. (engine speed—2,400 r.p.m.). The pitch of the blades can be adjusted on the ground. The landing gear is of the non-axle type, and the shock- absorbing unit is a combination of oleo and the compression rubber disc unit employed successfully on other Curtiss machines. It may be of interest to note, in conclusion, that the " Condor " when completed weighed within 10 lbs. of the original calculated weight ! The principal characteristics of the " Condor " are :— Span 90 ft. 0 in. O.A. length 47 ft. 5J in. Height 16 ft. 6In. Chord 9 ft. 0 in. Gap (max.) 3 ft. 6 in. Wing area .. .. .. .. 1,498 sq.ft. Weight, empty 9,020 lbs. Weight, laden' 16,300 lbs. Wing loading .. .. .. .. 10-9 lbs./sq. ft. Power loading 13-6 lbs./h.p. Speed range .. .. .. .. 56—116m.p.h. Climb (ground level) 860 ft./min. Ceiling 14,000ft. Range (cruising) .. . . . . 800 miles. oooooooo o o o o o o o o o o o o o o o o o oooooooo The Great Flying- Boat Cruise : Our picture shows one of two all-metal Supermarine " Southampton " flying boats that are being shipped to the East in connection with the R.A.F. Far East flight. It —that is, the hull —is being trans- ported by road, in a neat little packing-case, from Southampton to the London Docks. The wings and other fittings are disposed of separ- ately, in extra suit cases ! 820
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