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Aviation History
1946
1946 - 1915.PDF
- SEPTEMBER 26TH, 1046 FLIGHT TOWED TAILLESS same time—and vice versa—so giving servo assistance foraileron work; but since as elevators both elevons move sympathetically, the tab motion is neutralized and noservo action results. Rudder operation is straightforward, each rudder havingan outward range of movement of 30 deg and an inward movement of 4 deg. By a system of cross-links the motionis so arranged that in straight flight each rudder is cen- tralized, but when, say, left rudder is applied the portrudder moves outward and, at the 15 deg point, the star- board rudder has correspondingly moved inwards 4 deg;however, as the port rudder continues to move outward the starboard rudder centralizes itself, and is truly centralonce more when the port rudder has reached its full 30 deg limit of movement. This action is not a purposelydesigned condition; it is an incidental result of '' over centre" effect in the transmission linkage. Two sets of split flaps are fitted, both of 20 per centchord and both of 39.6 sq ft (n.3 per cent) area. The first set is hinged at the 50 per cent chord line and therear set at 70 per cent chord. Only one set may be used FUSELAGE -CROSS MEMBER Detail of spar attach-ment top-fitting showing threaded T-socket for joirting pin, andmating fuselage cross-member. The drawing shows the socket fullyscrewed in, giving maximum dihedral. Detail of fuselage structure showing spar attachment pointsat top and bottom. In the centre can t>e seen the bell- cranks and cross-links of the control transmission with,above, the fairlead pulleys for trim cables. the compressed ah- being stored at 1,800 lb/sq in and delivered through a reducing valve to a reservoir at 200 lb/sq in. In order to enable a variety of conditions to be investi- gated, the wing/fuselage attachment incor- porates a device whereby the wing dihedral Diagrammatic layout of control transmissionsystem illustrating articulation amd cross-link- age of rods, and cable runs for trimand servo actuation. The manner in which sympathetic elevatoraction and differential aileron action from the samesurfaces is achieved made clear. at a time, the change-over being effected on the groundand taking about five minutes. This scheme was intro- duced to enable the best choice to be made of flap positionin relation to flap effect, since little was actually known about tailless aircraft with flaps, and it was necessary to provethe wind-tunnel indications. Flap operation is pneumatic. 1 flight ' photogr*; Close-up showing the 20 per cent, chord flaps in fully down position. The flaps shown are the forward pair—at 50 per cent, chord—the rear set being locked up. may be adjusted.Briefly, the spar in each wing is attached to the fuselageat top and bottom booms, the latter attachment being a simple pin-joint pivot,whilst the top attachment, also a pin-joint, picks up a socket fitting screwed into the end of a massive tube span-ning the fuselage. The tube can thus be likened Lo a double-ended screw-jack, and byscrewing the pick-up points in or out relative to the cross-member the dihedral of the wingis respectively increased or decreased. The top lug fittings on the spar engage eccentric bushesin which the jointing pin operates, this measure being introduced to negative arcing effect ofthe top joint axis as the dihedral is changed. Structurally the glider is very simple, con-sisting of a steel-tube girder-braced fuselage skeleton clothed with a ply skin, and all-woodwings built up around a single spar in torsion- box form. Conforming to General Aircraftpractice, the spar is made up with two lamin- ated booms faced on both sides with ply sheardiaphragms to make a box section. Diaphragm ribs, closely spaced, are attached to the sparat an angle so that they lie parallel to the fuselage axis, and the wing is surfaced with askin of '' up-graded '' ply ; this matefial is composed of laminae of low-quality wood sheetsinterspersed with sheets nf Kraft processed-
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