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Aviation History
1948
1948 - 1361.PDF
August 26th, 1948 At right is shown a detail of the starboard wingjfuse'lage attachment at the front spar, whilst at the extreme right can be seen the complementary rear spar pick-up. Note the massive extruded longeron members. awn of the skew-toggle links, struts and pendulum links, to give the requisite pit of the Fowterflapi is clarified by the detail section sketched at appetrigfit. motion to pendulum links, the feet of which are pinned to - transfer struts giving similar motion to the links carrying the flap itself. These supporting links are also pendular, ... and the arrangement of their pivot centres is such that in moving the flap down they also carry it rearwards in con- formity with Mr. Fowler's theories. All the pivot bearings in the flap linkage are of self-aligning ball type, so that static friction in the system is low. The flap surfaces are of 30 per cent wing chord and extend over approximately 60 per cent of the span, to give a percentage increase of area in the region of 6£. The ends of the centre-section spar booms are finished with forged end-fittings for the horizontal pin joints with which the outer wing panels are attached. Only the outer wings are given dihedral, the angle measured to datum being 6 deg. The aerofoil used is an N.P.L. section, with a designed least-drag CL of 0.3. Maximum thickness is at the 40 per cent chord ordinate, and it is justifiable to assess the section as being of mildly laminar-flow type. The description already given for the spar torsion box structure used in the centre-section applies equally for the outer wing panels, but, whereas in the former, the inter-spar volume is available for fuel tankage only if particularly required, in the outer wing this volume is given over to the. accom- modation of three tanks port and starboard, which extend • to within about 10 ft of each wing tip. Aft of the rear spar, pressed sheet ribs carry the skin over the flaps and ailerons, although the profile is altered appropriately to give a '' roof'' over the flaps and to form the sealed balance chamber for the ailerons in a similar fashion to that already described for the elevators. In this connection, the struc- ture of ailerons and elevators is precisely similar. When dealing with the empennage, we puposely omitted reference to the leading edges of the fixed surfaces, because in structure they are similar to that employed on the wings, and we deemed it advisable to leave a structural issue un- confused with the subject of de-icing, a matter which can more appropriately be dealt with here. In the actual struc- ture of the leading-edge thermal duct, there is nothing very new, but novelty is introduced into the system by using the jet exhaust gases as the heat source. The outboard engines serve the. outer wing leading edges, whereas the inboard engines serve the leading edges of the centre-s^c- tiott, tailplane and fin. An electrically actuated thermo- statically-controlled flap-valve in the jet pipe deflects part of the exhaust flow into a duct leading to a mixing chamber in which ram air is also introduced from a scoop in the wing The temperature of the gases abstracted from the jet pipe Han diagram showing distribution of hot air for thermal de-icing from the outboard engines to the outer wing panels and from the inboard engines to the centre-section and tail surface leading edges. Escape paths to atmosphere are also Indicated Details showing at right, leading edge duct,, and thermal flow paths, and below, left and right, the method used for hot exhaust and cold air mixing and distribution ducting.
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