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Aviation History
1950
1950 - 0290.PDF
194 FLIGHT P. 10 52•••-. . . is also the point from which the spar is swept back. The rear spar has a plate-web furnished with extruded angle-section booms which are taper-machined to a die- away point roughly ioin inboard of the aileron. From here out to the tip, the plate-web of the spar is flanged to become a pressed channel-section member. Attachment of the rear spar to its complement in the stub wing is by means of steel bridge-straps through-bolted with the booms. These spar joint arrangements are illustrated in an accompanying detail sketch, from which can also be seen the extremely strong inboard end-rib used on the outer wings. The rib diaphragm is riveted to extruded T-booms, and between the wing skin and the boom flange is interposed a stainless steel reinforcing strip, extending approximately i2in for- ward and aft of the main spar station. The purpose of such reinforcement is to compensate for the break in the end-rib booms necessitated for passage of the spar joint fittings. Wing skin-plating is reduced in thickness spanwise; that at the inboard end is io gauge as far as one rib bay outboard of the spar crank, thickness thence changing to 12 gauge over the next four rib bays, thereafter being 14 gauge for the remaining span out to the tip. Forward of the main spar, the skin panels are in upper and lower sections, joined along the leading edge with an internal butt-strap ox doubling strip. Aft of the main spar, the skin gauges are similarly zo, 12 and 14 back to the rear spar, but inboard i|pf the ailerons, the upper skin surface roofing the flap ^recess is reduced to 20 gauge. Chordai ribs are pressed sheet diaphragms with ftangfed contours and the webs are liberally pierced with flanged lightening holes. At the joints in the skin plating, however, the ribs are fitted with extruded T-booms and above the boom flanges are interposed butt-straps beneath the adjacent edges of the skin panels. Two extruded angle- section stringers, running broadly parallel to the main spar, are used for additional stabilization of the upper surface of the wing, the ribs being slotted for passage of the stringers and attached to them with small angle brackets. In way of the aileron, the rear spar web carries small vertical brackets on which the curved wall of the aileron shroud is supported. The shroud lips are formed by the trailing edges of the wing skins which are supported by miniature cantilever brackets machined from light alloy •T-section extrusions. Reference has already been made to the use of spring tabs on the ailerons, but a brief resume of the articulation is worthy of note. The transmission linkage consists of push-pull tubes carried on swing links, thiy system pre- In the sketch below, the spar Joints between stub-and outer-wings are detailed,whilst at right is shown the re-designed method of undercarriage attachment in- corporating plummer blocks, by means of which installation and removal of themainwheel struts are facilitated* vailing from the cockpit, down the fuselage, and out along the wing approximately to mid-aileron span. Here, transition is made through a bell-crank carried on the front face of the rear spar and linked to the torsion bar. This is mounted spanwise close to the aileron hinge axis and is directly connected to the trailing-edge tab. The latter, incidentally, is approximately of 30m span by 5in chord and is mounted about 8in from the inboard end of the aileron. Trimming arrangements for the tail surfaces do not follow the aileron precedent and, instead, the elevators are each furnished with a conventional pilot-operated trim tab, whilst the rudder employs an electrically actuated tab. This latter is powered by a small, Rotax rotary actuator com- plete with integral reduction gear, which is mounted in the leading edge of the rudder with its axis substantially vertical. On the output shaft from the reduction gear is an eccentric-cam assembly, the purpose of which is to increase irreversibility, whilst at the same time providing a greater effective reduction ratio. From the eccentric, a push-pull shaft runs back through the rudder to the port side of the tab. This has a range of 5 deg and, in that the angular rate of the actuator output is 5 deg/sec, the tab rate is consonantly 1 deg/sec. Position indication is given by a Desynn system. The two 1052s which have been completed have well over 100 hours' handling and research flying to their credit, and both Boscombe and Famborough pilots have had an oppor- tunity to report on their flying characteristics. They have reported that the 1052 is a pleasant aircraft to fly, being free from any vices likely to endanger the safety of the aircraft, and having no important features likely to affect its operational capabilities adversely. By comparison with the 1040, the swept-back wings produce the desired effect of a high usable Mach number. The aircraft does, in fact, a reasonably high c/1 maximum up to high Mach h hihlid l iy g / p gnumbers and the high-altitude manoeuvrability is reported to be good and to represent a useful improvement by com- parison with current straight-wing turbojet fighters. C. B. B-W.
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