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Aviation History
1946
1946 - 0902.PDF
464 FLIGHT MAY 9TH, 1946 •ci i tight " photoi/ravh. The glider sits like a kite behind its tug and is towed by a yoke attached to hooks below and just behind the leading edge. sufficient depth efficiently to house engines, crew and fuel in the wing, a very large span is required. In fact, it has been estimated that, to provide an economical wing internal capacity, the minimum all-up weight will need to be not less than 280,000 lb. This has tended until recently to handicap the development ofTHE A.W. FLYING WING (CONT.) such designs. The A.W. 52-G, on which design work commenced in May, 1943, is a very near approach "to the true all-wing aircraft, and only the enclosure to the pilot's ahd observer's cockpits projects outside the wing profile. It is purely a small- scale experimental machine produced for the study of design characteristics of much larger aircraft for com- mercial or military work. In layout, particularly with regard to controls, it is similar to these larger designs. Construction started in March of 1944, and twelve months later, almost to the day, on March 2, 1945, the aircraft was taken up on its maiden flight. Since that time the glider has completed 22J hours of towed flight and I2§ hours of free flight. Most of the flying was done by Mr. Charles Turner-Hughes, but more recently Mr. E. G. Franklin has taken over the work. In view of the limited in- ternal capacity of small flying- wing designs (i.e., with a span of less than 250ft) inter- mediate-sized tailless projects may also appear with short central nacelles and, perhaps, --•3 5EALED PRESSURE-BALANCE CHAMBER PRESSURE-SEALED BALANCE FOR RUDDERS <BLADE OFFSET) ANTI-SPIN PARACHUTE CHIEF among the many novel features of the two-seater ArmstrongWhitworth 52-G is the control system. The layout of the pressure- balanced rudders and controllers and the linkage for the correctors is
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