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Aviation History
1943
1943 - 1024.PDF
•414 FLIGHT APRIL 22ND, 1943 A NEW EMPIRE ELEMENTARY TRAINER elevators, and each elevator has a separate trimming tab operated by a cable, chain, sprocket, worm and push-rod system. Three ball bearing hinges attach the rudder which has a- trimming tab adjustable on the ground only. All the con- trols are operated by push-pull tubes and bell cranks, and sealed ball bearings are used throughout. The split flaps are operated in the same manner and are controllable from either front or rear cockpit. The longerons and the other main fuselage members from the rear cockpit forward are square tubes. The stringers and all bracing members to the rear of the cock- pits are round tubes. A separate engine mounting of similar construction to the forward portion of the fuselage is bolted to it. Four aluminium panels attached by Dzus fasteners, and a nose piece, all supported on steel tubular framework, cowl the engine, which is both accessible and clean exter- nally. The fuselage is fabric covered except for the decking around and behind the cockpits and certain small fairings which are of light sheet metal. Wood is used for the cockpit floors. Between the cockpit enclosure and the tail fin, the so-called turtle deck is removable in large panels, giving access to the whole interior of the rear fuselage. Undercarriage The undercarriage consists of separate port and star- board cantilever units comprising cast magnesium alloy housings and attachment fittings bolted to the front main spars and welded half forks and cylinders of heat-treated chrome-molybdenum steel. Oleo legs of the normal spring and oil type are used, but the design eliminates packings and glands and provides for landing loads to be taken by the oil without rebound and taxiing by the spring. A nutcracker-type torque knee connects the cast housing to the cylinder assembly. Tyres, size 6.5Oxioin., and hydraulic brakes are fitted. A steerable tail wheel is utilised, the operating arm being spring-loaded and attached to the rudder control rod. As is now the usual custom, the tail wheel can be caused to become disconnected and free to castor if the pilot wishes to turn sharply or pivot about one wheel. A leather boot In this flying close-up the good view from uotn cockpits is apparent. The 175 h.p. six-cylinder air-cooled Ranger engine. covers in the tail wheel assembly from just above the fork to the metal fairing on the fuselage. ^ Cockpit Layout and Equipment From the instructor's point of view, the Cornell has many good features and few weak ones. With regard to equipment and layout of the cockpit it is undoubtedly among the best elementary trainers produced so far, and the impression gained is that, exceptionally, the designers have consulted the man who best knows the requirements and who will have to use the aircraft—the instructor. For example, characteristics of the Cornell include: Cockpits sufficiently roomy with good visibility from both of them. Cockpit enclosure with its fixed centre por- tion and sliding front and rear covers well designed and sturdy, a centrally placed crash pylon which looks strong enough to give proper protection in a somersault but does not unduly interrupt vision from the rear cockpit. Entry into and exit from the cockpits is quite easily accomplished and wing walks are provided on each side. Seat height and rudder reach are adjust- . able in flight, and a harness release catch is provided to permit freer movement after the straps have been done up. Formerly these refinements had been restricted in the main to Service type aircraft. Controls work easily and smoothly and, with the ex- ception of the flap lever, are within comfortable reach for all manoeuvres. The flap- operating lever can be locked in the down, midway or up position, arid is situated low- down and forward on the port side of the cockpits. A normal sized pilot has con- siderable difficulty in reach- ing and releasing the lever on the floor to lower the flaps, also in locking the lever in the down position after rais- ing the flaps. It is most in- convenient and at times dangerous to lower the pilot s seat during an approach to land, so it has become neces- sary to develop a flap-lower- ing technique employing the heel and hand together. This
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