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Aviation History
1932
1932 - 1146.PDF
FLIGHT, NOVEMBER 17, 1932 ARMSTRONG WHITWORTH " ATLAS II " : The engine is an Armstrong- Siddeley Panther. (FLIGHT Photo.) latter figure the wing loading be comes 14 lb./sq. ft. (68,35 kg./ m.-) and the power loading (normal) 13.25 lb./h.p. Detailed performance figures are not available, but the maximum speed is in the neighbourhood of 140 m.p.h. (225 km./h.) and the landing speed approximately 60 m.p.h. (97 km./h.). The considerable power reserve afforded by the four Double Mongoose engines is such that the machine should be able to maintain a relatively great height with any one of the four engines out of action, and thus freedom from forced landings should be ensured, an important considera tion in a machine to be used in Africa. The Atlas II Capable of being used as a two-seater fighter, as a day bomber, or as an Army Co-operation aircraft, the " Atlas II " is a development of the " Atlas I," and is fitted with Armstrong-Siddeley Panther engine. It is, of course, a two-seater, and by giving the wings a considerable sweep back it has been possible to get both the occupants far enough back, especially in view of the cut-out trailing edge, to enable them to use their parachutes in case of emergency. Structurally the " Atlas II " resembles the A.W.XV1. With a normal tankage of 95 gallons (432 litres) of petrol, the military load is 880 lb. (400 kg.). When the " Atlas II " is fitted with supercharged Panther engine the gross weight is 4,625 lb. (2 100 kg.), and the following performances are attained : Max. speed at 15,0(111 ft. Max. speed at 5 000 m. Time to 15,00(1 ft. . . Time to 5 000 m. Service ceiling 164-5 m.p.h. 202 km. 'h. 15-5 min. 17 min. 23,500 ft. (7 170 in. The A.W.XV Designed specially for the African sections of the Im perial Airways' route from England to Capetown, the Armstrong-Whitworth type A.W.XV, or " Atalanta " class (p. 1078), is a four-engined cantilever monoplane fitted with four Arnistrong-Siddeley Double Mongoose engines of 340 blip. each. The very greatest care has been taken in the design of the machine to reduce drag to a minimum, and particularly has every effort been made to avoid inter ference drag. This has resulted in the placing of the four engines in the leading edge of the wing in a position which extensive wind tunnel tests have shown to be the most favourable, and in arranging the undercarriage in such a way that only the faired stub axles protrude, the rest of the undercarriage structure being housed inside the fuselage. Structurally the A.W.XV is of " mixed " construction in that its fuselage is of steel strip construction, partly covered with three-ply (the cabin portion). The canti lever monoplane wing has steel strip spars, but wooden ribs and plywood wing covering. The cabin of the A.W.XV is designed to accommodate nine passengers. This may appear at first sight a small number for a total engine power of 1,360 b.h.p., but the explanation is to be found in the fact that it is expected that mails will form a large proportion of the pay load, while the number of passengers is not expected, for the present at any rate, to be large. Normally the A.W.XV will carry fuel for a range of 400 miles "(640 km.). The quantity of petrol and oil then carried is 1,600 lb. (729 kg.). If a smaller pay load is carried, the range is, of course, correspondingly increased. For example, with a pay load decreased to 3,500 lb. (1 590 kg.), the full tankage available gives a range of 600 miles (965 km.). For the 400 miles' range the pay load is 4,350 lb. (1 978 kg.). The cruising speed is in the neighbourhood of 120 m.p.h. (193 km./h.). The A.W.XV has an overall length of 71 ft. C in. (21,80 m.), and the wing span is 90 ft. (27,45 m). The total wing area is 1,285 sq. ft. (119,5 m.a). The certi ficate of airworthiness covers a gross weight of 20,000 lb. (9 100 kg.), but normally the machine will operate at a loaded weight of only 18,000 lb. (8 165 kg.). At the Arrow Aircraft (Leeds), Ltd. Little Russell Street, Leeds, Yorkshire [</|R. A. C. THORNTON was, until he formed his own company under above title, on the technical staff oi the Blackburn Company at Brough, Yorkshire. His first, and so far his only type of aircraft is the little " Active " (p. 1071), which is designed and produced to incorporate, on a small and economical scale, the features found on modern single-seater high-performance aircraft. The Arrow " Active," intended as an intermediate or transitional training scout machine, is an all-metal sesqui- plan biplane for all stages of advanced flying training and aerobatic practice. The engine fitted can be either the Gipsy III, Hermes II.B, Hermes IV or any similar engine. In addition to serving for flying and aerobatics training, machine gun training, etc., it can be used for high-speed practice bombing, and will carry a. series of nine to twelve 8J lb. (3,9 kg.) practice bombs. The machine has been designed to comply with the British Air Ministry's load factors for " aerobatic " flying, and includes factors of 7.5 with the centre of pressure in the forward position, 1.5 for the terminal velocity nose diving case, and 5 for inverted flight. The official tests have included all aerobatic manoeuvres, such as looping, rolling, spinning, diving, and inverted flying. Pilots report the controls to be responsive, light in action, and sufficiently sensitive to develop the correct sense of touch. The fuselage incorporates two forms of construction. The front part is a metal nwnocoque, with light Duralu min formers and stringers and covered with Duralumin sheet plating. The rear fuselage portion is a steel tube structure, with three longerons, the whole made stream line shape by light stringers and fabric covering. Bracing is by diagonal tubes, so that no rigging is required in use. All-metal construction (with the exception of the fabric covering) is employed, the main wing spars being round steel tubes formed into a " figure of eight " section. The constructional material used is high-tensile steel. The external wing bracing is in the form of streamline wires, and the upper and lower planes are separated by single "I" struts. A " split " type of undercarriage is fitted, the telescopic struts having shock absorbing components in the form of coil springs and oil. The petrol tank is mounted in the top centre section, a position which gives direct gravity feed to the carburetter. Controls of orthodox type are employed, and the " Active " has been reported on by several pilots as being very pleasant to fly, the controls being effective and well harmonised. No data relating to weight, etc., are available, but the following performance figures (relating to the Gipsy III model) may be quoted : — Maximum speed Cruising speed . > Landing speed Take-off speed Climb to 10,000 ft. (3 048 m.) Service ceiling Duration at full throttle Duration at cruising speed 144 m.p.h. (232 km,/h.) 128 m.p.h. (206 km./h.) 50 m.p.h. (80,5 km./h.) 48m.p,b. (77 km./h.) 12i mins, 20,000 ft. (G 098 m.) 2 hours 31 hours 1068
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