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Aviation History
1948
1948 - 1080.PDF
FLIGHT DESIGN IN LOGIC . . . of the main joint. This system of fan-cooling should, it is calculated, permit prolonged running on the ground without incurring high cylinder-head temperatures, and, in addition, the use of an air-shrouded, silenced exhaust with a remote discharging point should provide a lower noise level for the cabin than, perhaps, ever before at- tained in' a single-engined aircraft. Furthermore, it is calculated that the exhaust thrust obtained will compen- sate the cooling losses. -*' Transmission Details « The transmission system linking engine anfl propellei" is neat and clever. The engine shaft is splined to a high- tensile steel four-armed spider retained on cone seatings by a nut, itself held to the spider by a cage. Around the periphery of this nut is cut a worm-rack, and a wormwheel is carried in one of the spider arms: this worm is mounted on a square-ended pin, and when turned by a brace and bit (through an access hole in the fuselage) the nut is caused to turn, to butt against the retaining cage, and so draw the spider off the engine shaft. The converse also applies, and, the worm being irreversible, built-in locking is, of course, embodied. High-tensile steel bolts through the spider arms engage Silentbloc rubber/metal bushes in the arms of the complementary spider carried at the for- ward end of the cardan shaft. The spider retaining/ / N selecting this view, our artist, F. Munger, has chosen the aspect which most clearly shows the unorthodox design of the Satellite. The ribs and spanwise members in the wings and tail surfaces are primarily for making skin joints and only secondarily for stiffening. Among the other interesting elements of the design should be men- tioned the use of nylon crash-proof fuel tanks, the bjnged arm-rests in the doors which fold down to provide steps, the forced-draught engine cooling, the break-joint in the fuselage and flight controls. extracting nut also has a spherical profile which registers in the bushed end of the cardan shaft to provide concen- tric location for the latter. The cardan shaft is itself interesting in that it is a magnesium extrusion, machined to an outside diameter of 5in and machine-bored to give a wall thickness of o.iin. The machining work was done at Woolwich Arsenal—the shaft is approximately 8ft long—and the weight, complete with spiders, is but 14 lb. At the rear end of the cardan shaft, a somewhat similar arrangement of spiders obtains, the '' driven '' spider being splined to the propeller shaft This is carried in a journal roller bearing at its for ward end and in a ball thrust bearing at its rear end, these bearings each being housed in the ends of an oil bath shroud enclosing the airscrew shaft. The ^ forward end of the oil bath is housed in the bore of a cast magnesium, three-spoked ring, from the periphery of which a triangulated formation of six tubular struts carry a machined magnesium collar enclosing the rearward end of the oil bath. Gyroscopic couples, thrust and torque loads are taken by the strut triangulation and transferred into the fuselage cone. Incidentally, in the event of a crash landing, the engine would be restrained from moving for- ward into the cabin, since the cardan shaft is stressed for 26 g tensile load which would be resolved as compression in the fuselage cone. The bending load on the engine mounting frames would be slight. Whilst concerned with the power unit side of the Satel- lite, we may mention that, although the intention is to make, available high- and low-powered versions respectively
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