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Aviation History
1950
1950 - 0288.PDF
192 FLIGHT The illustrations on this page have been deliberately chosen as direct complements of those which Flight published for the Sea Hawk, so that a direct comparison between the two aircraft can the more easily be made. Apart from the change in wing shape, the drawing clearly shows the intrinsic form of stub-wing structure, and the narrower and longer intake trunks of the P. 1052. P. 1052 . . . panels was made on the Sea Hawk at the extremities of stub wing booms carried off the front diaphragm of the engine plenum chamber, the front attachment booms on the 1052 are anchored to the front bulkhead of the engine compartment. This has not incurred the deletion of the stub wing booms from the front plenum diaphragm, it has merely resulted in their being reduced in scantling. The front bulkhead of the engine compartment is a twin-walled diaphragm with a rolled-channel peripheral-member. Attached by side-plates to this are double-channel-section spanwise ribs over and under the intake trunks, joining outboard for mounting of the spigot which actually forms the forward attachment point of the outer wing panel. The intake trunking is supported on a gridwork of pressed channel-members, to whkh the external skin (i.e., of the stub wings) is also riveted. The centre-section main spar design is similar to that of the Sea Hawk in employing continuous light-alloy angle-section extrusions with plate- webs which are, in fact, integral with the rear plenum chamber diaphragm. Abaft the main spar, the undercarriage girder slopes outboard at an angle of approximately 20 deg and is formed by two heavy-gauge pressed webs with extruded angle booms. We have already stated that, except in length of leg, the Dowty undercarriage used on the 1052 is essentially similar to that found on the Sea Hawk, but the leg anchorage arrangement has been somewhat simplified. As shown in the detail drawing, the crosshead of the leg is anchored in a pair of plummer blocks and, by unscrewing the four nuts securing one block and the three nuts securing its fellow, the leg can be unshipped. The rear spar in the stub wings is basically a lighter-scantling variant of the main spar, and the upper surface skin panelling is carried on rolled, top-hat fore/aft members in conjunction with ^-section spanwise stringers ; the lower surface is largely made up of undercarriage fairing panels and doors. The stub wing structure abaft the rear spar is a simple skin roof to the recesses for the inboard portions of the split flaps. Although the flaps themselves have been slightly modified in shape, recourse is still made to a port/ starboard interconnection system of universally jointed
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