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Aviation History
1947
1947 - 0857.PDF
MAY 29TH, ig47 ORDIA O unliffe-Owe Structurally, the Concordia conforms with accepted modern practice in the employment of semi-monocoques, as is well illustrated by this special "Flight" drawing. The wing is especially noteworthy for lightness, its percentage structure weight being but 10.3. glazing is formed as a two-panel dry-air sand- wich, and, an unusual feature, the e4ge of the outer pane is rebated so that the external win- ^ dow surface lies perfectly flush with the skin. Wing/ fuselage marriage is effected by the centre-section main spar piercing the fuselage in port and starboard halves where, joined on the centre line, it is enclosed by a boxed casing. The rear spar— a much lighter unit—does not enter the fuselage; the port and starboard sections are pin-jointed to a box- form spanning member, which is integral with the fuse- • lage floor structure. The main spar box rises above the cabin floor line roughly I2in, and so divides the cabin into two compartments—although no bulkhead is fitted at this station—but the rear spar spanning member does not obtrude above the floor. At the main spar station the fuselage frame is composed of two channel hoops which pick up to the sides of the spar casing. Above the casing the channels are joined by a cover- strip, so making the frame a box-section member. Attachment between the frame and the spar casing—which is formed with a channel top member and plate webs—is by three main bolts, one each side and one at the keel line, the bolts regis- tering with internal distance pieces on each side of the spar web. The spar box is supported on its forward side by two triangulated built-up box brackets which pick up to the fore-and-aft floor beams, the head of each support being bolted through the case web to the top boom of the spar. The rear spar spanning structure is a box-beam of plate webs with a channel top member, the fuselage frame at this station being a slightly lighter but other- wise similar unit to its fellow at the main spar. Attachment between the spanning beam and the halves of the rear spar is made with a massive channel strut set vertically in the fuselage spar frame, and joined by triangulated side plates to the channel top member of the spanning beam. Between the side plates registers a single lug-fitting on the spar end, the actual attachment being by means of a pin joint. Stringers pick up to the webs of both spar frames with forged T-terminals, the shank of the T being riveted to the stringer and the cross-head bolted to the frame web. Control Linkage Immediately behind the main spar just below floor level are the cable quadrants for aileron operation, the quadrants being rim-pivoted to push-pull tubes passing out to the wing. Behind the quadrants is fitted the undercarriage actuator, complete with gear box, the universally jointed torque tubes passing spanwise out to the screw-jacks fitted in each nacelle. Behind the rear spar is fitted the actuator and gear box for the flaps with universally jointed. torque tubes carried out in the under- carriage manner. At the rear of the fuselage to port is the main entry door, fhe cut-out being com- pensated by channel intercostals in place of stringers between the door frame and the adjacent fuselage frames. The door frame itself is formed with rolled channel posts which are, in effect, additional fuse- lage frames, and the lintel and threshold are formed by similar channel members. The corners are curved cut-outs of the actual skin plating, the edges being rein- forced by angle strips. Opposite the entry door, and very con- venient for access, is a useful volume luggage compart- ment enclosed by stressed partitions, the forward wall being a corrugated light-alloy sheet of about 22 gauge, whilst the side and rear walls are of plain sheet stiffened with Z-section horizontal stabilizers; the door posts are rolled channels. Immediately rearward of the luggage hold is the toilet—a rather small compartment—lighted by windows in each side wall which are smaller versions
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