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Aviation History
1946
1946 - 0157.PDF
JANUARY 24TH, 1946 FLIGHT THE D.H. HORNET be isolated from the fuel system. The pneumaticallyoperated balance-cock is spring-loaded for opening in the event of pneumatic failure. Of the two Merlin engines, the 130 has right-hand rota-tion and the 131 left, the difference being achieved simply by the introduction of an idler gear in the reduction gearassembly. The engine bearers have "i four-point attach- ment at the bulkhead and are of a new D.H. design. Thecowling is quickly detachable,' and large over-centre catches are used in place of the normal screw fasteners both onthese and the cannon inspection panels. Cable operation is employed for the engine controls, and • 3,000 2.5OO b 2.OOO u, 15OO UJ I.OOO 5OO MOST ECONOMICALCRUISING SPEED SEA LEVEL - 2O.OOOFT,/ <^ o 3OO SEA LEVEL - H^OOOFT. I I MAXIMUM CONTINUOUS CRUISING POWER 4OO 5OO 6OO 7OO 8OO 9OO TOTAL FUEL CAPACITY GALLS 1.O0O The six curves represent from top to bottom :—One and two,the most economical cruising range from sea level to 20,000ft. and at 30,000ft. respectively ; three and four (dotted), the same,but with allowance for |-hr. combat at the altitude ; five, the maximum continuous cruising range from sea level to27,000ft , and six the same with J-hr. combat allowance. Letters A, B, C and D indicate respectively the followingfuei loads :—Standard, maximum internal, maximum internal plus 100 gall, drop tanks, maximum possible,including 200 gall, drop tanks. The folded Sea Hornet wing. The main locking mechanism may be seen betweenthe inboard spars and attention is drawn to the linkage between the folding jack and outer wing. Note also the two " flags " protruding above and below the wingat the front spar and indicating the withdrawal of the small mechanically operated locking pins. A hold back snap coupling is provided on the Sea Hornetin connection with accelerated take off. The tongue is here seen attached to lugs on the tailwheel compression leg. the throttle lever has a 50 per cent, increase in travel overthat of the Mosquito. This will give the finer movement required to meet the 100 per cent increase in, engine powerover early Merlins and will make for easier movement, over- stiff throttles being a slight fault of most Mosquitos. The Cockpit and Visibility Very properly the cockpit has received a great deal ofattention, and the aim of first-class view has been achieved. For long-range work a pilot must not be at all cramped forspace. On the other hand, for low weight and good per- formance, minimum dimensions are essential. The Hornetcockpit seems to be a fair compromise. Although the screen is made in three panels, the joints are so arrangedoptically that the frame member at the joint cannot be seen from inside the cockpit, and view appears to be con-tinuous. In fact, a thin strip, about half an inch wide, is lost to view ateach joint of the front panel, but as these strips are parallel-sided there isno increased loss due to divergent lines of vision, as is usually the case withframe members. The cockpit enclosure is a single transparent moulding whichwill slide far back down the fuselage to give access to equipment andammunition boxes located behind the pilot's seat. A chain-and-crankmechanism is employed to open or shut the enclosure. Adjustment for both height and tiltis provided on the pilot's seat, and pedal-length adjustment is similar tothat of the Mosquito. No anti-" g " pedals are provided, but the normalposition is high with this purpose in mind. . The Hornet carries four 20 mm.cannons grouped in the lower part of the fuselage nose, to which access isgiven by two large detachable pan'-ls. Full armour protection is provid'-d,and two 1,000 lb. bombs and four rocket projectiles, all carried beneaththe wings, complete the Hornet's com- plement in this section.
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