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Aviation History
1931
1931 - 0215.PDF
FLIGHT, MARCH 6, 1931 v.'.-iiU be striking one elevator flap practic-/ip " edge on," and the other at a large au'-'le. and that this would prevent ther—chine from continuing the spin. It is a li tie difficult to see the theoretical justifi-cation for Mr. Navarro's claim, but as the machine will be flying shortly, the proof oft'"e pudding should soon be available. The non-sideslip characteristics of themachine Mr. Navarro hopes to attain by the use of up-tilted wing tips. These, itwill be recalled, are used on the fixed wings of the latest " Autogiro " machines, and soare less experimental in character than the diagonally-hinged elevator flaps. The non-stalling qualities of the machine Mr. Navarro hopes to obtain mainly by the plan formof his wing, in conjunction with an elevator of somewhat unusual section. Finally, an air brake is fitted in the Navarro " Chief "which, although not entirely original, has not been seen on an aircraft since the early days of flying. This takes theform of a " split " rudder, the two halves of which lie close together in normal flight, but open like a book when used THE NAVARRO "CHIEF": Attachment of wing-bracing Vee struts to lower corner of fuselage. (FLIGHT Sketch.) " Chief " is not without unorthodox features, but even if allthe designer's hopes are not realised, the machine should be none the worse off for the use of these unusual ideas, asthe general behaviour can, presumably, be tried out without adding to the risk. For example, the " split " rudder need not SPAN 38-10" LENGTH 24-6" WING AREA 196 SQ. FT. NAVARRO 3 SEATER 3 A.B.C. "SCORPION" ENGINES as an air brake. A very similar principle was experimentallytried many years ago, on, if we are not mistaken, a Bleriot monoplane of the " Cross-Channel " type. What success, ifany, attended this arrangement we do not recollect. From what has been said, it will be clear that the Navarro "WO INTERNAL FUSELAGE DETAILS : On the left the internal fitting i - way of lift strut attachment, and on the right a typical fuselage bracing bracket. The pillars projecting inwards from the fuselage walls are of cork, and are intended to deaden noise. (FLIGHT Sketches.) be used until the machine has been otherwise tried, while thediagonal elevator hinge could hardly cause trouble, even should it fail to do what is expected of it in the matter ofpreventing spinning. Regarded as an ordinary aeroplane, and leaving on oneside all the experimental features introduced in the design, theNavarro " Chief " might form a serviceable type for certain kindsof work. The use of three engines must, of necessity, reduce the aero-dynamic efficiency and so the " Chief " can scarcely be expectedto be, for instance, as fast as a single-engined type of the sameweight and power. But if the three-engined power plant arrange-ment results in a marked improve- ment in immunity from forcedlandings, the sacrifice of a few miles per hour might well be toleratedfor certain classes of flying. It would also seem that a three-engined machine, whatever its engines, must be more expensive toproduce than a single-engined type of the same power and seatingcapacity. Maintenance is likely to be more expensive, as there arethree engines to look after, with three separate engine installa-tions. Thus one cannot help thinking that in this small size the 199 c 2
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