FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1947
1947 - 0856.PDF
THE CONd Structural Details of Light/Medium Feei |N accordance with our established practice of dealing with new type air- craft in three basic stages—preliminary appraisal, structural survey, and final analy- sis—we give here the second stage of Concordia progress, the initial appraisal having appeared in our issue of March 14th, 1946. As may be seen from the illustrations, the Concordia is a purposeful, good-looking and obviously practical aircraft. It falls into the very useful 10/12-seater cate- gory, is equipped with, to borrow a phrase, every modern convenience, and for its designed field of duties should prove to be an eminently worthwhile machine. Leonides engines "have been designed by Alvis to combine with all accessories in a unit power plant which , is anchored at four pick-up points on the forward face of the firewall, and it is claimed that a com- plete engine change is possible in no more than 40 minutes. In this connection it is worthy of note that the power plants are inter- changeable. Although the new type Rotol three-blade airscrews are avail- able with reverse-thrust braking if specifically required, the stan- dard Concordia will not make use of this function. Single - strut Lockheed undercarriage legs are actuated electric- SKIIPS s V ' R ally, and are fitted with Goodyear wheels, tyres and the new single-disc type hydraulic brakes. Undercarriage retraction is quite rapid—of the 8 sec. order—the main legs retracting forward and upward whilst the nose leg moves rearward and up, and, at the same time, rotates through 90 deg., so that the plane of the wheel is hori- zontal when stowed. « In conformity with the airframe as a whole, the fuse- lage is a Simple and straightforward fabrication of light, pressed channel frames notched for the passage of bulb- angle section extruded stringers. At each stringer/ frame intersection the frame flange is joggled to ride inside the stringer flange, these primary members being attached, together with the skin, by a single rivet. In the main trunk portion of tbe fuselage, stringer pitching is approximately 7m centre-to-centre, and this gradu- ally decreases fore and aft accordingly as the fuselage tapers towards nose and tail. Above and below the windows run extruded T-section stringer/longerons which are, in point of fact, of very little heavier section than the normal stringers. Win- dows are of generous area, the openings being bounded by built-up channel-section surrounds, the free flanges of which line up with those of the fuselage frames ; the
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
