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Aviation History
1949
1949 - 1852.PDF
«5P* ...--IT-:- In these special Flight drawings are shown the essentials of the design theme upon which the Sea Hawk has been conceived. The bifurcation both of the air inlets and the jet outlet has alone made possible the symmetrical distribution of fuel load. SEA HAWK ... Hook loads are distributed through a pair of horizontal diaphragms running forward approximately 3ft and with their flanges riveted to the fuselage / fin skin; the hook attachment fittings also pick up to the base of the second fin/tailplane spar-frame. In order to give some indication to the Deck Landing Control Officer during night flying, the head of the hook strut embodies a faired light-fitting. The elevator is built up with a wedge-section nose spar, pressed-sheet chordal-ribs and 2-section stringers, and is made in port and starboard halves joined by a bridging torque tube off which is a horn lever for control trans- mission attachment. A cantilever inertia-mass projecting forward into the fin is incorporated in the linkage so that in the no-load static-case the elevator is in the up position. Before going on to deal with the wing proper—in which no ancillary components are embodied—the stub wings must be considered, and these are effectively an integral part of the centre fuselage. Between the wingifold joint, both the main- and rear-spars are continuous structures, the diaphragm webs of which are expanded centrally to conform with the full diameter of the circular-section fuselage. Extruded and machined angle-section booms are carried continuously across the spar diaphragms, and although the main-spar is a straight unit perpendicular to the fuselage axis, the rear-spar bends forward outboard of the fuselage to conform with the trailing-edge taper of the wing. Forward of the main-spar in the wing-root is the air intake to the plenum chamber, the airflow being swept through 90 deg in four passages divided by curved guide vanes at the "elbow." Between the intake volume and the fuselage skin is a narrow slot through which the lower- velocity air of the boundary layer is scooped and exhausted back to atmosphere via exit slots in the upper and lower leading-edge root-surfaces: by this means, the entrained air to the turbine is kept largely free from the losses occasioned by boundary turbulence and drag. Between the main- and rear-spars in the stub wings port and starboard, and disposed at an angle of about 20 deg, is a pair of diaphragm ribs with extruded booms, and between the forward ends of these ribs are bolted a pair of bearing blocks for attachment of the main undercarriage leg, whilst at the rearward ends of the ribs is pivoted the crown of the undercarriage radius-strut. Perpendicular to these is a further pair of diaphragms running inboard to the fuselage and between which the leg lies when retracted. The undercarriage actuating jack is anchored across the upper inboard ends of the diaphragms next the fuselage
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