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Aviation History
1945
1945 - 2103.PDF
442 FLIGHT OCTOBER 25TH, 1945 easily removed. Cruising at low revolutions—the opti- mum figure has not yet been fixed on test—the fuel con- sumption should be very low; a figure of 0.475 pts. per b.h.p./hx. has already been obtained. The de Havilland c.s. airscrews will, in due course, be of the reverse-pitch type for ground and emergency braking purposes. Cool- ing is by a geared fan. Very special attention has been paid to the layout of the control cabin of the Ambassador in order to keep this as simple and as practical as possible, and the provisional arrangement includes a number of instruments and indi- cators which have not previously been standard on any aircraft. The control pedestal between the two pilots is quite one of the neatest we have ever seen, and an in- genious system of instrument lighting is being incorporated. A flight engineer is not carried, and all the engine instru- ments and controls are laid out for attention by the second pilot, while the pressurisation controls are handled by the radio operator, who is installed behind the captain. Immediately below the anti-glare "scuttle" is a row of warning lights and emergency items. On the left, for instance, is a light labelled " take-off" ; this light appears only when the controls are set for take-off and all hatches are shot. Next-in order are the undercarriage indicator light, and airscrew reverse-pitcb warning light, with, on the starboard side, engine check indicator-lights (which show when oil temperatures or pressures are low and when there is metal in the sump), and the test warning lights for checking the various indicators themselves. In the centre, duplicated for each engine, are the oil dilution switches, first extinguisher switches and fire-warning lights, feathering buttons, priming buttons, and starting buttons. All the engine instruments are in the centre of the main panel, with a duplicated blind-flying panel for each pilot. The engine instruments include direct-reading fuel flow meters and engine torque meters—the '' trouble '' warning lights are above the feathering buttons so that the pilot will know im- mediately which of the two en- gines may have lost power and will be able to take rapid action in emergency conditions. The blind-flying panels are more comprehensive than those stan- dardised in Service aircraft. In addition to the usual dials there are those for the repeater com- pass, radio D/F loop reading, and V.H.F. blind-approach indi- cation.* It is probable that the latest type of Smith-Farn- borough automatic pilot will be fitted, and the control box, with its miniature control column, will be on the captain's left. % £0.000 -OEAO PROP fEATOCneD > 0t>0 PROP WUMONS OCAO PROP WTJOMLLNG 4t DOWN He UP RATE OF CLIMB IFT/MIN) SPEED (MP.hU 220 2O 260 TRUE AIR SPEED (MPH; The wide range of possible cruising speeds isadequately demonstrated in this graph showing power-percentages at different speeds and heights. The rates of climb and speeds when flying on one engine. It will be seen that the Ambassador will fly comfortably at 45,000 lb. on weak-mixture cruising power. The control pedestal carries, conveniently arranged, the throttles, the undercarriage and flap controls, the auto- matic pilot cut-out, the trimming wheels for each axis, and duplicated control locks. The main trimming wheel, that for fore and aft adjustment, is a large one lying im- mediately beside and on the left of the throttles. On the right of the pedestal a small panel carries the electric cooling gill and oil temperature control switches. In the mock-up layout no c.s. airscrew controls are to be seen. The idea is that these shall be inter-connected with the throttles. For the benefit of those who have experience only of the inter- connected system as standard- ised in certain fighter aircraft, it should be explained that the system to be used in this case will permit of a maximum de- gree of revolution adjustment by means of throttles manipulation. At each boost setting in the special gate there will be a con- siderable degree of free throttle movement which will not alter the boost, but can be used for synchronising the engine revolu- tions at these boost settings. In the fully back position of the throttles, through a. gate, the airscrews will be coarsening preparatory to feathering, while the reverse-pitch stop will be "error-proof." After a good deal of discus- sion it DOOR FOR CREW & LOAWN& Plan and elevation diagrams of the Ambassador in There is an ample number of exits - the 36-passenger form of-emergency and otherwise. the prototype. has been decided to standardise a pedal control braking system on lines familiar in American aircraft, but with an unusually ample range of relative movement between the braking and rudder controlling "areas" of the pedal p 1 a t e^. Coupled with the direct control-locking system in the cockpit and the '' steerability '' of the nosewheel, such a method of braking seems to be a logical one. The control columns branch up from each side, leaving
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