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Aviation History
1946
1946 - 1065.PDF
MAY 30TH, 1946 FLIGHT 547 The nose ofDove, with " accessibility "points for the pneumatics, thedashboard and radio, the elec-trical junction- box and battery. nose and tail portions of the fuselage are each jigged in halves. The fuselage is of monocoque construction, with alclad skin reinforced with hoops and stringers of V-section sheet. Apart from the six main "longerons," two above and one below the windows on either side, the majority of the stringers are Reduxed or spot-welded in posi- tion. The bottom section of the fuselage carries the single centre- section spar from which the wings are picked up, with a continuation of two false spars; only the spar [roper is above floor level. This•r structure is designed to carry concentrated freight loads and is covered with a two-piece sand- wich flooring of light alloy and plastics. The cabin entrance door is on the port side, and there are two emergency exits in the roof. Since the fuselage walls are amply stif- fened by the longerons, the win- dows can be large. The roof of the control cabin is of perspex, moulded with an upward exten- sion, in the shape of a fireman's helmet, to carry the' fixed aerial and to enclose the D/F loop. Built up around an I-section member, the wings carry a false spar at the rear to take flap and aileron loads, and, to a point out- board of the engine nacelle, another false spar to which the engine bearers are attached. The ribs are simple diaphragm press- ings and there are span-wise skin stiffening stringers. The leading edges and wing tips are detachable. All the control surfaces, including the " plain " flaps, are fabric-covered. The latter move to a maximum 60-degree "down" position, with an intermediate setting at 20 degrees for normal approach use and for taking off from restricted areas. In its prototype form the Dove had geared-servo elevator tabs, but these were found to be unnecessary, though an elevator balance-weight system was introduced to damp out a tendency to slow-phase instability on the climb. The adjustable tab on the rudder is, however, of the servo type, with very low gearing. There is no flight adjust- ment for lateral trim, though there is a movable tab for any necessary ground setting. During early test flights it was found advisable to in- crease the area of the dorsal fin in order to improve the D. H. DOVE Weights (Standard 8-Seater) Ib Kg Tare weight (including 8 chairs, toilet and standard +, Marconi radio) 5,625 2,556 *i€rewoftwo 340 154 " Fuel, 79 gals (359 litres) for 500 miles <805 Km) still-air range and usual allowances 577 262 Oil. 10 gals (45.5 litres) 90 41 Payload .1,868 847 All-up weight .'. 8,500 3,860 Performance (A.U.W. 8,5O0lb. and standard conditions) Maximum speed (5,800ft. ; 1,770 m.) 222 m.p.h. Continuous cruising speed (0.5 take-off power at 5,000fc, 1.525 m) ••• I55m.p.fi. Fuel consumption 22 gai/hr (7.05 ml/gal. Maximum weak-mixture cruising speed (8,500ft., 2,590 m.) 200 m.p.h. Fuel consumption 34 gal/hr (5.9 ml/gal Climb (normal climb power at sea level)... . 750ft/min Service ceiling 18,500ft. Time to 5,000ft. (1,525 metres) 6.5 min Time to 10,000ft. (3,050 metres) 12.9 mm Distance to clear 50ft (15.3 m) in still-air at sea level (runway), flaps 20 deg., at safety speed 770 yd Distance to rest from a height of 50ft (15.3 m), in stfll sir at sea level (flaps 60 deg.) I?0.*?, Rate of climb at sea level on one engine 230 tt/m 357 km/hr 249 km/hr 100 litre/hr . 2.49 km/litre) 322 km/hr 155 litre/hr 2.08 km/litre) 229 m/min 5,650 metres 703 metres 685 metres 70 m/min very low-speed single-engined control. Apparently the Dove could, from the very start, satisfy the somewhat rigorous control and rate-of-climb "asymmetric " require- ments. The regulations concerned are particularly diffi- cult where low-powered twins are concerned, and the fact that the Dove can compete with these, even at more than the original all-up weight figure, is something of an achieve- ment. Incidentally, all the engine-failure trials were made at take-off level. In order to simplify the ancillary equip- ment, both undercarriage and flaps are pneumatically operated from a Hymatic pressure system fed by duplicated engine pumps and reservoirs. This dupli- cation permits the services to be operated normally in the event of one engine or pump-drive failure, while there is, in addition, an air bottle for emergency under- carriage lowering. Simple Undercarriage Apart from the fact that it is pneumatically operated, the Dove's undercarriage action is very similar to that of the Vam- pire, with the radius rod in two parts and mechanical swinging- link locks to hold the legs in the "up" and "down" positions. A Marstrand double-track anti- shimmy tyre is fitted ta the nose- wheel, which is castoring and self- centring. The relatively small diameter of the aircrews per- mitted the use of short legs and, in fact, the cost in extra weight of the tricycle has proved to be very small. The four tanks in the fuel system are mounted in bays inboard of the power units, those in front of the main spar having a capacity of 26 gallons each and those aft carrying 39 gallons each. The pairs on each side are inter- connected so that there is only one filler cap and fuel feed on each side and need for only two contents gauges. With the use of direct injection for the Gipsy Queen 71 geared and supercharged engines the intakes are in the leading edge on the port side of the engines and can be controlled to provide "ram" entry or filtered air at will. No heated air control is required since the butter- fly and intake elbow are oil-heated. Although the standard Dove has, with full tanks, a still-air range of nearly 1,000 miles, it is intended mainly for work over non-stop stages of about 300 miles. For such runs the seating arrangement can be varied to give accom- modation for eight, nine or eleven passengers. With the normal arrangement there are four forward- facing seats on each side of the centre gangway with, behind them, a toilet compartment and, behind that, a luggage hold. The door in the cabin bulkhead swings rear- wards when opened to form a '' wall'' to seal off the toilet compartment when passengers are entering or leaving. This eight-seater version may be converted to carry nine passengers if the cabin bulkhead is removed and an extra chair installed in the toilet space opposite the entrance door.. For still shorter runs the bulkhead aft of the entrance door and toilet can also be removed, and the luggage locker wall moved back some fourteen inches, thus leaving room for two more seats. Both these con- versions can be made by the operator. The cabin is, as a matter of interest, 6 inches wider and higher throughout its length than that of the Rapide at its largest section. A supply of hot air, which is controlled by the crew, is ducted along the length of the cabin at floor level and enters it through eight grilles. When necessary in tropical conditions cold air can also be directed through ducts. An exclusive, description of the handling qualities of the Dove af-pears overleaf.
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