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Aviation History
1955
1955 - 1793.PDF
MILES M.100 STUDENT . . . dividing partition aft of the Marbore's compressor. Air is bledfrom the compressor to provide the pneumatic actuation of flaps, undercarriage and dive-brakes. The air-intake ducting to theengine is of light alloy in the prototype aircraft, but the use of Durestos is envisaged for production machines. The air intakeitself will be of moulded Perspex in production aircraft, giving improved upward visibility from the cabin. In the cabin, a built-up pedestal on the central keel carriesthrottle, flap, dive-brake, fuel, starter, elevator trim and nose- wheel-lock controls. Production machines will have a secondthrottle on the port side of the cockpit, located on a built-out mounting above the upper hinge on the door frame. Flying con-trols are conventional and the Goodyear disc brakes are toe-oper- ated. For ground manoeuvring, the steerable nosewheel may beemployed or, with the steering mechanism released, the brakes may be used. The exact layout of the instrument panel is not finalized,but for the R.A.F. the standard blind-flying panel would be cen- trally accommodated. The single-curvature Perspex windscreenon the prototype Student was moulded by the Triplex company. The use of laminated glass for this item is envisaged on productionaircraft. Emergency exit is made easy by the large doors, which arejettisonable by means of hinge-release handles below each end of the instrument panel. 25g seats are to be fitted, the seat harnessbeing attached to rearward strong points. The space behind the two pilots' seats, which incorporates a raised floor, can accommo-date two extra seats, additional radio or other equipment. The control system for elevators, rudder and ailerons is similarto that of the Gemini (consisting of push-pull rods) and control runs are taken back inside the box keel. The pneumatically operated undercarriage, engineered andmanufactured by Dowty Equipment, is based on an original design put forward by Miles. It employs Dowty Liquid Spring andLevered-Suspension principles, and is fitted with Goodyear wheels and disc brakes. The retraction principle of the main under-carriage, which has a track of 7ft, is shown in the diagram on this page. The nosewheel is a development of that designed for theFokker Promoter, and its retraction levers are mounted on the torque tube carried by the extension of the fuselage keel sidesforward of the first-frame bulkhead at the nose. It retracts into the widened cut-out section of the forward end of the keel. The segment dive-brakes are located in the triangular spacebetween the sloping rear frame of the undercarriage bay and the rear-spar frame, and are actuated by a pneumatic ram. The radio equipment and 24-volt battery are to be carried in thenose, respectively on top of and to starboard of the keel member. For ease of access to these items, production aircraft will be fittedwith hinged upper nose panels. Wing. Assembly of the wing has not yet begun, although thematerials and fabricated items for it are already held at Shoreham. The design of the wing incorporates a single main spar at 30 percent chord, which carries all the wing bending loads. This spar will be of I-section, built up from pressed angles and extrudedreinforcing strips which provide extra spar-boom thickness. At 70 per cent chord, the simple rear spar acts as a closing memberfor the wing torsion box, and carries shear loads. The wing section is of the N.A.C.A. 230 series, having a roott/c ratio of 15 per cent. Light-gauge pressed wing ribs will be employed and, as the ribs are closely spaced, there will be no span-wise stringers. Skinning will be of D.T.D. 610 sheet. Leading- edge skinning is simply wrapped around from top to bottom of themain spar: in production machines, this section will probably be 916 Responsible for the de- sign of the Student, Mr. F. G. Miles (left) and Mr. G. H. Miles have an impressive re- cord of successful light-aircraft designs. "Flight" photograph FLIGHT The retraction principle of the main undercarriage, Miles designed and Dowty engineered and built, is clearly shown in the above diagram. The undercarriage is pneumatically operated using bleed air from the Marbore compressor. built as a separate sub-assembly. Wingtips on the prototypebe of welded aluminium, with moulded Durestos a probability for later aircraft. Slotted flaps and Frise-type mass-balanced ailerons will beincorporated, flap actuation being achieved by a single pneumatic ram having an interconnection shaft across the fuselage. Bag-typefuel tanks are to be carried aft of and in front of the main spar, extending to the flap/aileron rib in the main section and one bayfurther outboard in the leading-edge section. Total fuel capacity is 100 gallons. Tail Unit. The twin tail unit is of conventional constructionand the tailplane has a dihedral angle of 9\ deg. An I-section spar comprising extruded L.65 T-section booms is used on the tailplane,together with a light forward spar running from the front attach- ment position. The elevator tabs, in addition to being electricallytrimmed from the cockpit, are fitted with an anti-servo balance mechanism to give improved feel. There is mass balancing in theleading edge of the elevators and in the horn-like section of the rudders. The tailplane tip fairing outboard of the fins accommo-dates the rudder control linkage. Variants and Possibilities. In addition to its basic trainingr61e, the Student can be used for more advanced instruction in- cluding gunnery, dive bombing and rocket-firing training. The BOX KEEL MEMBER TR 19B7 V.H.F RADIO, NOSEWHEEL (STEERABLE) LARGE CABIN DOOR (JETTISONABLE FOR EMERGENCY EXIT) same airframe can be adopted as a twin-jet trainer (two Palas 600sare envisaged). Other possible versions of the M.100 include a light four-seat communications aircraft (still-air range with stan-dard tanks would 450 miles); a ground-support aircraft; and (in modified form) an A.O.P. version. . The main claim made by the Miles company for this aircraft isof economy—in first cost and in operation. The relatively low first cost is attributed to simplicity in design (and light weight)and the absence of very-high-strength steels and alloys (i.e., fewer and simpler components, and materials which are easier to fabri-cate). The economy in operation stems mainly from the low power and economy of the Marbore powerplant. As mentioned, the prototype Student is being built as a privateventure and is at present approximately 70 per cent complete.
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