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Aviation History
1947
1947 - 0859.PDF
MAY 29TH, 1947 FLIGHT CT 497 of the cabin windows. In the tail cone of thefuselage, aft of the toilet, the front spar of the fin picks up to a reinforced channel-section frame,about 12m aft of which is a further built-up .. frame to which the tailplane leading-edge attach-ment is made. This frame is spanned by built- up box struts carrying the fairlead pulleys forcontrol cables, and from this station to the extreme tail the fuselage roof is formed as a decking above which thetailplane is anchored. Main attachment of the tail-pane through conventionalfork and lug fittings is made at a second frame, about 30m rearward, built up with three shallow channel pressings,two of which are reinforcing members on each face of the main channel web. A built-up box structure is supportedat this station and carries the control cable quadrants for rudder and eleva-tor actuation. The final frame, of diaphragm form, is raked forward andcarries machined lug fittings to attach the complementary forks at the footof the rear fin post. Floor structure comprises transverse beams at each framestation and fore-and-aft intercostals, all these members being of pressed sheet with their top edges turned overin order to make, with an angle strip, a T-head for sup- porting the floor panels. In order to afford adequate head-room despite the downward curvature of the fuselage roof, an aisle about 15m wide is formed in the floor forward ofthe front spar at a level approximately 3m below the general floor line. The cockpit floor is supported on a grid frame-work of pressed channel beams and incorporates the nose- wheel well. This is bounded by parallel beams which taperprogressively in depth in their forward run. A Y-form fairing panel attached to the nosewheel itself is closedby conventional rectangular doors operated positively by the retraction and opening movement. Dividing the cabin from the cockpit the pilot's bulkheadis stabilized with vertical and horizontal channel members, Two 500 b.h.p. Alvis Lconides 9-cyl. en- gines. Tin. THE CONCORDIA a contour member of similar section framing tin-horseshoe profile doorway. In pcieial structure the cockpit conforms to the fuselage norm but, inaddition, incorporates heavy-gauge rolled top hat section "longerons" about 6in below the si-.-'fscreens, these terminating at the bulkhead where they pick up a vee-blendiug of flanged angle mem-bers which die aft at the leading edge of the front windows in the cabin. At the cockpit nose is a bulkhead frame hung with twodoors affording access to the front of the instrument panels and the rudder controls, etc. ; the extreme nose of the fuse-lage is faired by a detachable nose cap. An escape hatch about 24m by i8in is incorporated in the centre of thecockpit roof, and on each side of this are triangular glazed panels which should be useful in giving inward visibilityduring turns. Referring to escape hatches we might men- tion that two windows in the fuselage (over the wings) areincorporated with pull-in panels. Smooth Skinning Before leaving the fuselage it is worth while making theobservation that the quality of skinning is high, and should the production skinning maintain the standard of the prortotype it will serve as an excellent example of what can be achieved by careful workmanship. We have already mentioned the basic system of attach-ment between wings and fuselage. The dihedral, which is constant throughout the span, springs from the centreline of the aircraft. The centre-section main spar is an I-beam with ex I MK ledT-booms (of constant section) and a plate web, the Li/ntn: line joint being made with doubling plates to the web andstraps and fishplates to the booms. By contrast the rear spar is a channel-section member made with heavy-gaugerolled-angle booms attached to the forward face of a plate web. The attachment fitting joining the spar to the fuse-lage is a half-inch plate bolted to the rear face of the spar and extending inboard to pick up a spherical seat trunnion. "•*Wiaer
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