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Aviation History
1948
1948 - 1315.PDF
AUGUST 19TH, 1948 FLIGHT •1 PerciVal Prince 213 (Top) : A close-up view of the starboard Leonides power plant installation. The "Flight" drawing of the undercarriage illustrates clearly the knuckle jointing and in the photograph the port wheel is shown in the retracted position. and, when approved by the A.R.B., reversible control will also be included. Two flexible fuel tanks in each wing, one on each side of the Leonides 501/4 engine, are sup- ported by internal skin, and each side feeds its adjacent engine, but a csx>ss-feed arrangement to the opposite engine is also provided. Outboard tanks hold 35 gals, each, inboard tanks 55 gals. Main undercarriage assembly comprises knuckle-jointed main legs with oleo shock absorbers. Pick-up points on the mainplane are at the apex of a triangular beam bracing connecting the main and subsidiary spars. Operation of the undercarriage, flaps, wheel brakes, carburettor air regu- lator and slow-running cut-out is pneumatic, and the com- pressed-air supply system is duplicated by the use of a compressor on each engine feeding its own storage bottle, so permitting all services to operate normally in the event of one engine or compressor not functioning. The main cabin has a floor stressed for a freight loading up to 1,090 Ib/sq ft. Hot air for the cabin is conducted from Janitrol heaters through the floor in the centre of the fuse- lage, which is fitted with detachable panels, stressed equally for heavy freight. Main entry is made through a door which is particularly wide and opens outwards in two sections from one of the frames, a section of which is removable. The forward half would be used for pas- sengers, but when the frame section is removed, ample width is available for loading bulky freight. The opening is strengthened top and bottom with semi-longerons. In the eight-seater version toilet arrangements include an Elsan, a wash basin, and cupboards made of coloured Perspex which weigh only 61b. The entire compartment can be removed in a very short time to provide extra seating. Aft of the toilet is the luggage compartment. Plastics and Glassweave There is said to be more plastics used in this aircraft than in any known previous design. In fact, in the interior furnishing it has been used whenever possible, and it is rather interesting that sixteenth-of-an-inch Perspex is slightly lighter than 22-gauge duralumin. Consequently, window surrounds, reading lights and all switch covers, and other trimmings, are in Perspex, making a total weight of about 5olb. Other advantages which are obtained from using plastics are that it is fire-proof and will not cam- disease. For similar reasons all the seat coverings and curtains are in material of glass weave, and the panels on the inside of the aircraft are of Dufaytex, which is an asbestos board covered with fibre glass and glass weave. All the panels and sound-proofing are attached by Dzus fasteners and can be taken away when the aircraft is con- verted for freighting; in fact only the quilting between the windows remains in the aircraft when it is converted, an operation which can be carried out in about an hour. The first Prince prototype has now flown 40 hours, mostly on handling trials. Single-engine tests have been carried out in the air but not on take-off since Luton has no run- ways. The tests are said to have been highly successful; general stability is reported to be good, and no marked swing was apparent when an engine was cut. Flying with port engine feathered represents the most unstable con- dition, but even that can easily be trimmed-out. Production aircraft problems have been anticipated and eliminated where possible for standard aircraft, but it is thought the special survey version may require an increase in tail areas since pitching and yawing moments can be effected by the longer nose. Full performance figures and consequently operating costs are not yet complete, but those which are available indicate that the Prince is an aircraft capable of carrying a useful payload over distances normally expected of feeder-line aircraft. It may not be quite large enough for United Kingdom internal scheduled operations, but at something like -£20,000 apiece—a figure which must be regarded as approximate since bulk orders will reduce the price considerably—the Prince will be attractive to charter operators in this country and air- line operators in many parts of the world. B i7
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