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Aviation History
1943
1943 - 2011.PDF
AUGUST 12TH, 1943 FLIGHT 179 A RUSSIAN FIGHTER Exhaust Manifotd. bonded veneers ofabout 0.2 mm. thickness. Webs ofthree-ply birch 4.0 mm. thick(o.isin.) are inter- posed, and thespar sheathed on "both sides with1 5 mrri. (0.05m.) three-ply birch. The front spar is 100 mm.thick (3.911-) and 260 mm. deep (io.2in.) at the wing root, while the correspondingrear spar is 65 mm. thick (2.5m.) and 200 mm. deep (7.8m.). Spar fittings are ofwelded sheet steel, fitted with eyes for two holding bolts, that for the front spar being30 mm. in diameter (i.i8in.), that fo;r the rear spar 25 mm. (0.98m.). Wings are equipped with split flaps ofduralumin sheet with single piano hinges and operated by pushrods working in dur-alumin rollers. An accompanying drawing shows how these rods are actuated. The Undercarriage RADIATOR TO GAS CLEANER Radiators and Electric Motor : (A) Guide vane with Venturi ; (B) Screw ; (C) Circuit breaker ; (D) Flap ; (E) Electric motor. AUTOMATIC SLOT i—• r. (RUSSIAN DeSIGN) OBLIQUEPUSHROD IN FRONT OF RAOIATOR WELDED The conventionally designed hydraulicallyoperated undercarriage retracts upwards and. inwards into pockets in front of the main spar in the centre section. The wheels are light alloy castings with cooling ribs on either side and cross-grooved treaded tyresof 650 x 200 mm. (25.5 x 8.6in.). The main shock-absorber legs turn onheavy pivots passing through the main spar, and are secured by riveted flanges. For a better distribution of loads, an auxiliary sheet-metal strut is riveted to the wheel axle and bolted to both wing spars. The conical- sliaped pivot itself has two cylindrical bear-ing surfaces working in bronze bushes, press- fitted into the steel head of the leg, the centre line of the leg at an angle of about 105 deg. with the axis of the pivot. Shock absorbers are oleo-pneumatic, and the wheel ii guided by reversed toggle links. When the undercarriage is retracted, spats on the outside of the legs fair them entirelyinto the wing surface. The tail wheel is also hydraulically operated and retracts backwards. It is locked in the down position by the action of the hydraulic cylinder; in raising the wheel a locking bar is released by the first inward movement of the retracting strut, and the tail leg drops slightly to allow the wheel to retract. The shock-absorber leg is oleo-pneumatic. To centre the tail wheel after take-offa tapered spring catch is employedwhich allows the wheel to swivelonly under the in- fluence of sufficientlateral force. An electrical under-carriage indicator is provided on theinstrument panel, and mechanical in-dicators are also fitted on the upperwing surfaces. The hydraulicsystem operating the undercarriagegear and wing flaps Varied controlbalances : (Top) By weights ;(Centre) Spring device (A) ; •a K- Horn and mass rudder balances. Wing flap arrangement showing theduralumin split flaps operated through a system of levers. Nose of Lagg-3. (A) Air intake for windscreen de-icing ; (B) Induction air intake. 1. Automatic slot. 2. Bearings. 3. Top view : (A) Stop ; (B) Rub- ber buffer; (C) Strut; (D) Spar. features a pressure oil tank in front of and to port of theengine, with the coolant tank placed correspondingly to star- board. An engine-driven pump produces the required pressureand is controlled by a pressure governor with a special gauge on the instrument panel. The control valves on the lower instrument panel are eachoperated by two push-buttons for dropping and retracting respectively. Several non-return valves are incorporated inthe circuit. Hydraulic liquid used is a mixture of 65 per cent, glycerine and 35 per cent, alcohol. Balancing of Controls Brakes are pneumatic, supplied from a cylinder placedbehind the pilot's seat and of an approximate capacity of 14 litres with combined reducing and distributing valves con-trolled from the rudder bar. Double hand brakes are fitted, adjustable by means of a lever on the brake handle. Thebrakes are operated with the right hand, and the distribution of air to port and starboard effected by the action of the rudderbar. * On the Lagg-3 examined by enemy experts, all control sur-faces are fabric covered on metal frames, while the tail-fin (integral with the fuselage) and the tailplane (attached to aspecial spar at the rear of the fuselage) are of wood. The ailerons are of standard design with partial slot effect and lead-weighted leading-edge balance, and have a differential control. The elevator has two trimming tabs acting also as servo-tabsand, similarly to the ailerons, is operated by pushrods. The rudder is also fitted with trimming tabs and operated by wiresrunning over wooden rollers on the port side of the fuselage. Since balancing arrangement of the control surfaces differedin three captured types, it is presumed that it presented some difficulty. - In one case two pendulum elevator balance weights werefitted just aft of the pilot and immediately in front of the tail wheel. These weights—one of 10 kg. (22 lb.) and the other
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