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Aviation History
1947
1947 - 0519.PDF
APRIL IOTH, 1947 FLIGHT than for the bottom Wing skinning is as follows: tank and centre-section skin panels are respectively i4g top and i6g bottom; outboard ot the tanks the top skinning is i6g foi the inner and outer panels, and 16 and i8g respectively for the bottom inner and outer panels. The leading-edge structure has a single wrapped skin and, inside this, a corrugated inner skin. This is supported on pressed sheet nose ribs forward of which is the span- wise thermal duct, the hot air flowing between corrugations and outer skin to preclude ice accretion. Similar treatment is applied to the leading edges of the tail surfaces. Tail Structure The tailplane is a two-spar structure with pressed sheet chordal ribs and Z section stringers. Attachment to the fuselage is by vertical blade forgings—two per spar—the upper and lower blades being united by a single vertical bolt. End-fin construction comprises two spars spanned by pressed sheet ribs with Z-section stringers. These fins are inter- changeable and are anchored to the tailplane spars by lateral versions of the vertical blade forgings used at the tailplane/fuselage joint. The central fin is structurally similar to its outer fellows, and is anchored to the tailplane spars. Rudders are essentially similar in construction to all the other control surfaces, being monospar and braced-rib units with metal- skinned torsion-box leading-edges. Aft of the spar the surface is of fabric attached in a unique man- ner : the rib contour flanges carry a top-hat section member and the fabric is pressed down into the groove by an external channel member, this being Chobert-riveted through the fabric to the rib, the whole being enclosed by a doped-on fabric cover strip. A very neat job, Control surface tabs are, in general, of conventional geared balance and trim type, but the central rudder carries a torsion spring-tab the spring anchorage being adjustable for rudder trimming. Input motion moves the rudder through the spring tap only for the Jjrst five degrees port and starboard: inlegral stops then make the drive effec- tively solid. The control system, in brief, is designed to give very low static friction, and, at the same time to provide integral compensation for lost motion and temperature change. Control motion at the cockpit is translated by linkages to push/pull rods terminating in racks which mesh withf. . 1 r .. .. ,, ,.„• :_ p inion ana OUTER (Above). Anchorage details of centre and outer fins showing, in the latter case, the operating lever for the rudder. (Left). View fromstarboard quarter of elevator and rudders'main operating link- age in fuselage tail.The elevator torque tube is the rear lateralmember and forward of it is the centralrudder torque tube i , operated by the lin- kage at bottom right. On the forward side of this torque tubeis carried a quadrant around which are wrapped, and attach- ed, the tie-rod cables to the outer rudders. in fairly wide limits, and similarly permit wider tempera- ture tolerances As the control surface loadings limit to 120 lb the maximum tensile stress which can be put in a cable, very light and, therefore, small diameter cables can be used, With reasonable pulley diameters friction can be reduced to negligible proportions. Translation of cable motion to control-surface movement is by means of similar rack and pinion units for rudders and elevators, but for the ailerons the cables drive ball-bearing screw jacks one inch •A pinions driving cable pulleys, the difference in pii pulley diameters giving a linear ratio of 5 :i, i.e., push/pull rod travel will give five inches cable travel. The object of this is to make cable stretch uncritical with- AS.57 AMBASSADOR DATA . Two Bristol Centaurus «l engines of 3,000 b.h.p. each driving 16ft dia. 4-blade airscrew. Wing area PIncidence T/p and elevator area Fin and rudder area, grosr ... Flaps area Gross weight .. Wing loading ..- Power loading, normal cruise Percentage structure weight Useful load : tare wt. ratio Max. cont. W.M. cruise Recommended econ. cruise : (60";, METO) Recommended cruise, I engine dead Payload Range Speed Altitude 9,710 Ib for 1,200 miles t 245 m.p.h « 7,000ft 7 tan |«4O 245 . . 7,000ft (full perm, tanks) 115k Om 80ft 3in ... 18ft lOin l,200.sq ft II '.'.'. N.A.C.A6524I5 I deg22 min 2 deg 5 min 30ft 6in 198.8 »q ft I58sqft 82 sq ft/wjng 49,500 Ib 41.25 Ib/sq ft ;;. 19.0 Ib/b.h.p. 32.8 ... 0.245 :1280 m.p.h at 10,000ft 250 „ 10,000ft195 10.000ft 7,680 2,960 „ 1,640 2,600 . 245 . 245 '. 7'oOOft (+2 x300 gill, aux tanks) THE BLACKPOOL. PAGEANT TpHE Air League announces that a change in the fiates oi -L the Pageant at Blackpool has been made necessary by the operational commitments of the R.A.F. The air exhibi- tion will±>e open at Squiie's Gate airport from July 2nd to July 23rd inclusive. Flying displays in connection with the exhibition will be given on three Wednesdays: July 2nd, gth and 16th. LANDPLANE v. FLYING-BOATW HEN Mr. A E. Russell, Bristol's chief aircraft designer, lectured to the Isle of Wight Branch of the Royal Aero- nautical Society (a revised version of his recent lecture to the R.Ae.S., he dealt at length with the Brabazon 1), he illus- trated undercarriage problems of the square-cube-law variety by pointing out that if an elephant was doubled in size, the weight would be increased eight times and the loading on its feet would be doubled, and so it would sink into the mud. Mr. Henry Knowler, Saunders-Roe's chief designer and chair- man of the Branch Society, retorted by calling attention to the fact that the flying-boat suffers from no such disadvantagejvith increasing size, and he drew an apt comparison with a whale. Mr. Russell, in a good humoured reply, admitted that •• seemed that, like the elephant, h<j had " put his foot in it." In view of the fact that Mr. Russell has designed our largest landplane and Mr Knowier our largest flying boat, it will be appreciated that, apart from this gentle leg pulling, there was intense interest in the technical aspects of the lecture
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