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Aviation History
1953
1953 - 0985.PDF
REINFORCING PLATE TO REACT SKIN TENSION AT ENDS OF PANEL 31 July 1953 (Below) In the OC-3 replacement now being built the fuselage panels begin aft of the cockpit, at a point where the fuselage diameter is nearly at the maximum (fore ground). A half fuselage is here being assembled in the simple erection jig. 139 STIFFENING FLUTES IN EDGE MEMBERS At the end of each panel a bridge- plate accommodates the end-load and so stabilizes the structure. maximum built-in tension approximates to 16,000 lb/sq in, which results in a skin of almost mirror-like smoothness over the entire area. 7. Large holes such as would be required for window openings and doors have been satisfactorily cut in panels without loss of skin tension. When tensioned, the basic continuous skin is capable of taking the shear and end loads. Reinforcings required for local attachment are beneath the outer skin, leaving the external surface free from discontinuities. Very large cut-outs are bounded by suitable reinforcings added to the tensioned skin and frames internally before the aperture is cut. 8. Sub-contracting transport problems are eased, since a " Queen Mary " trailer could handle sufficient panels for five or six fuselages of DC-3 dimensions. 9. Large-scale repair becomes possible by the removal of a part or the whole of a panel or panels from the damaged structure, owing to the unit type of construction and the avoidance of skin lap joints. 10. Construction takes the form of a longitudinally split shell enabling half fuselages to be brought to a fair state of completion before they are joined together, with a separate floor attached to one half or to the complete shell. 11. Actual testing has proved that the stiffness of the final structure compares very favourably with that of a conventional fuselage using thicker skins of similar material. Such, then, are the advantages claimed for the Heal fuselage construction; the fact that its sponsor is seeking to publicize it is evidence of the progress made, and can be taken as indicative of the promise which it holds. On the debit side, to ourselves at least, there appears to be virtually nothing. It is to be noted that— HALF FUSELAGE SHELL as indicated by the comparatively light load required to deform the panels—the pent-up strain energy is sufficient only to resist the early onset of buckling under load. There is no doubt that, provided that it is applied to a fresh design in which no compromises are made, the method has much to commend it; the certain reduction in tooling and all other costs and the improved appearance of the fuselage alone represent important advantages, and combined with the considerable reduc tion in weight possible makes a very strong case for its serious attention. At present, Aviation Traders (Engineering), Ltd., are proceed ing with full-scale constructional experiment on a design specially developed for the purpose; this aircraft, known as the " Accountant," will be described in an early issue. That this is possible is largely due to the enterprise of Aviation Traders, and —in the first instance—to the assistance of Percival Aircraft, Ltd., for building and proving a test fuselage. Further developments are the applications of the method to the construction of wings and tail surfaces, and the use of cemented skins; we shall watch the work with interest. VOL DE NUIT VX7E have all become accustomed by now to find among the '' more solid aeronautical fare provided at the Salon de PAeronautique something of the elegance and graciousness of France. This year it was offered to us in even greater measure in the form of an enchanting flight over the illuminated chateaux of the Loire. A series of these flights was arranged by Air France for the duration of the Salon and in its honour. We left the Aerogare in the evening of that wonderful Sunday on which we had been present at one of the finest flying displays we have ever seen. We drove in the twilight to Orly, where we embarked in the DC-4 F-BELH. It was arranged that only forty passengers should be accommodated in this 66-seat aircraft in order to ensure that everyone had a position from which there would be a perfect view. We set course for Orleans, soon achieving our selected height of 1,000ft. Our first treat was a glimpse, from a lighted cabin, oTthe Cathedral of Orleans, which slid by beneath us and served to whet our appetite for what was yet to come. The short pause between Orleans and Tours was taken up by an inspection of the special and attractive flight-folder which contained a short history of each chateau as well as a selection of the wonderful publicity material of Air France. Here, too, it was explained with subtle skill that the DC-4 had been chosen for this cruise because of its " moderate " speed; the more modern Air France equipment would have flown too fast for one to catch more than a fugitive glimpse of the chateaux! We purred on over Tours, where the lights of the city shim mered round the Cathedral of St. Gatien, which was itself aglow with light. And now the stage was set. The lights m the cabin went out and the Twin Wasps hummed sweetly and provided a fitting background to this unique air show. We had reached our first chateau—Langeais. It is ironical that, from now on, when the floodlit castles we had come to see revolved beneath us in their fantastic lambent majesty, no words can be found properly to translate their par ticular loveliness. They were like jewels lying on a velvet pillow. The texture of the ancient walls was aglow under the dark sky and could be seen in perfect reflection in the calm water of the Loire. Around some the dark shapes of trees served to throw out the light with piercing intensity. The great arches of Chenonceaux, standing in a wide pool, appeared to have been flooded-in with Indian ink and the turrets of Chaumont gleamed with a slippery blue. Having attempted, thus inadequately, to describe the objects of our journey we can only return to more prosaic terms in order to record that round each chateau we made one complete turn to port and then one to starboard, though not necessarily in that order. Indeed, we who were sitting on the port side were always pleased when our turn came second, since our aircraft inevitably lost a little height in the first turn; thus, on the second, one was a little closer to the dark hills, the circling Loire and the glowing castle. The tour embraced the chateaux of Langeais, Usse, Azay-le- Rideau, Chenonceaux, Amboise and Chaumont; and then once more the lights went up and the elegance of the flight was com pleted with a light dinner which hinted at the gastronomic delights of Touraine while one more jewel was sighted as the Cathedral of Chartres glided past beneath the wing. This flight was a microcosm of France—the glory of the country, wine and food served with delicacy, the ready acceptance of the air by ordinary people, and the beautiful pilotage of the aircraft. **• S.
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