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Aviation History
1948
1948 - 0178.PDF
Ah outer mainplane rib is seen undergoing a strength test (left). The section of a main frame (above) is indicative of the immense strength of the floor. Belew is a typical double-plate pressed rib. CTOVERSAL TRANSPORT width 10ft, and height ioft. A second removable deck can be installed to give 1,830 cu ft of stowage space for light cargo. Of massive construction, with a central "keelson,'' the reinforced floor is designed to take a load of 250 lb/sq ft over the whole area, and 6,500 lb applied through one wheel of a vehicle. The floor panels have a non-skid surface, are remov- able in sections, and have built-in gutters, to permit flushing. Spaced at alternate 20-inch pitches are holding-down shackles of 5^ tons and one ton strength, supplemented by tubular rails mounted on struc- tural frames for additional lashing.1 For the internal manipulation of freight, an overhead rail can be provided for use with the electric winch, which is standard equipment. Two hydraulic jacks effect the lowering of the loading ramp and hold it in position to prevent tipping during loading. It is possible for a lorry to be backed under the rear fuselage and for the ramp to be lowered on to the floor of the vehicle, allowing direct access to the cargo compartment. In the retracted position, the ramp is covered by fairing doors which preserve the smooth contour of the fuselage. Though planned primarily as a freighter, the Universal will provide what the makers describe as "adequate, but not super-luxury'' accommodation for 90 passengers (on two decks) and for 7,000 lb of baggage and freight, stowed Mr. F. F. Crocombe (above) and Mr. C. W. Prower, respectively Technical Director and Chief Designer, dnd Assistant Chief Designer to General Aircraft Ltd. in the nose compartment beneath the pilot's cabin. In this condition rear entry is retained, and a retractable stair- way is built into the fuselage structure. A separate door gives access to the baggage and freight compartment in the nose. At the forward end of the upper deck is space for a buffet. Though at one time it was intended that the twin nose- wheels should be retractable, the latest specification provides for a non-retractable undercarriage. Not only does the nose-wheel arrangement allow a level floor, but is beneficial under conditions of reverse thrust combined with heavily braked landings. To enable the Universal to operate freely from indifferent airfield surfaces, and not necessarily from prepared runways, tyre inflation pressures are kept low at 45 lb/sq in. The nose-wheels are hydraulically steerable. The four Bristol Hercules 761 civil-rated engines differ from the earlier 630 series in having a redesigned power section permitting an increase of some 20 per cent in take- off output. They have two-speed superchargers and torque-meters and on standard 100/130 grade fuel maintain their take-off power of 1,950 h.p. to about 5,000ft. A point of special interest concerning the engine installation is that each of the interchangeable power plants is removable complete with oil tank, oil cooler, fire extinguisher and all accessories. The four-blade, reversible-pitch Rotol airscrews measure 14ft in diameter and have electric de-icing. Lifting the throttle levers when in the slow-running positions, initiates the pitch change, and it is impossible to move the throttles forward or backward until this change is completed. Direct operating costs the G.A. Universal cruising at 170 m.p.h. at 8,000ft. 0 100 200 388 400 500 600 STAGE LFNfiTH 801 980 STATUTE MILES 0 d.
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