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Aviation History
1946
1946 - 2086.PDF
FLIGHT SHORT STURGEON moving the wing through roughly half the folding motion. When this first jack reaches its limit of travel, pressure oil feed is transferred to the second jack which, reacting through the " A " frame against the now solidly extended first jack, accounts for the remainder of the folding motion. An adjustable jury strut, manually fitted, braces the folded wing by -=4- engaging an end socket in the under- carriage cross tube and, at its other end. the lug fitting on the top boom of the front wing spar Wing structure is fairly orthodox, but the wing leading edge having been swept back whilst the trailing edge is normal to the fuselage axis has had the effect, in conjunction with the wing fold layout, of making the front spar rake about 10 deg from the verti;al whilst the rear spar is raked about 33 deg Details of, lett,the control cable rigging compen-sation device, and right, of the entrydoor-cum-ladder. in conformity with its parent member in the centre section. Other than in these respects the structure is quite normal in its composition of diaphragm type interspar ribs and light braced contour members. The leading edge is built up with stretched-pressed skin surfacing on pressed sheet ribs, each of these latter carrying two threaded spigots which pierce the vertical flanges of the spar booms and are secured behind'with lock nuts. The trailing edge structure is fabricated with pressed sheet ribs contoured for housing the Zapp split flaps (the roller guides for which are housed be- tween doubled ribs) whilst farther outboard the ribs are re- cessed for the aileron nose shrouding. The aerofoil section used is a modified NACA which, with its greatest depth at 40 per cent chord, has a gently reflex- curved trailing contour; that is to say, it is slightly cusped on the upper surface. Skinning is, on the whole, excellent—for the complete machine—but the leading edge of the wing back to the maximum depth station is particularly good. Laminar flow is a phrase that has grown some- what threadbare with use, but it has an application to the Sturgeon wing despite the fact that the section is not very "thin." However, the use of such an aerofoil together with the general overall cleanliness of the Stur- geon—?aerodynamically—and the rea- sonable power loading are car- dinal factors in the aircraft's performance. Design ingenuity has not by any means stopped short at the wings. The structural arrange- ment of the front fuselage and pilot's cockpit is remarkably clever. As previously stated, • the centre-section fuselage is \\ STURGEON Wing area Aspect ratio Aerofoil section SMC Dihedral Incidence Wing loading Power loading Tailplane span T/P and elevator are^ Elevator irea Fin and rudder are Rudder area AiLron span Aileron area Flap type Area Gross weight Percentage weights Structure . ... 36.30 Engines 33.20 Tankage 1.81 1 DATA 560.4 sq ft 6.4 N.A.C.A. 65,2—2.5 modified 9.354ft 3 deg 45 min 2 deg 38.7 Ib/sq ft 5.22 Ib/b.h.p. 20ft 108.22 sq ft 37.5 sq ft 72.7 sq ft 21 sq ft 1 Ift 9in each 16.78 sq ft each (aft of hinge) Zapp, split 86.4 sq ft per wing 21,700 Ib • Equipment... ... 12.58 Crew 3.08 Fuel and oil ... 13.02 PERFORMANCE Fake-o.. power ... M.E.T.O. power Max all out power Max cruising power Max climbing power Max all out speed Max cruising speed Max climbing speed S.L. initial R.O.C Absolute ceiling AbsciMte ranee (600 gal) Max ranje with max nayload ... 1 1,660 b.h.p. 2,050 b.h.p. 2,080 b.h.p. r.t 2,000ft 1,220 b.h.p. 1,440 b.h.p. 373 knot: T.A.S. at 19,000*-, 313 knots T.A.S. at 22,000ft 343 knots T.A.S. at 24,200(t 4,l50ft/min at 20,000 Ib 36,400ft at 20,000 !b 1,450 sea miles 900 se?. miler STRUCTURE In this special "Fli, the general structural be appreciated. Portia, neat nesting of the an and view deadlights fc age above; and the
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