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Aviation History
1956
1956 - 1627.PDF
The second P^tyPeofJhe Spanish AI.S.A. AVD-12C is powered by a Continental O-470-A 225 h.p. engine. Among many noteworthy feature are tne exhaust system entraining cooling air through a narrow passage at the rear of the engine cowling (above left). Emile Dewoitine's Latest The Spanish A.I.S.A. AVD-12C •"THE AVD-12C is the second prototype of the first all-metalA design by the Spanish A.I.S.A. company (Aeronautica Indus- trial S.A.). When the decision was made to change to metal con-struction, Emile Dewoitine, the famous French designer, was engaged by the Spanish company, and the construction of theAVD-12 is based on the Dewoitine patented monospar principle. The aircraft was designed to a Spanish Government specifica-tion for a light liaison type, and first flew over a year ago, powered by the 150 h.p. E.N.M.A.S.A. Tigre G-IV-B. Another aircraftbuilt to this specification was the Dornier Do 25, produced by C.A.S.A.; this, too, had the Tigre. Both machines proved tobe underpowered and the Dornier aircraft is now flying with a 270 h.p. Lycoming engine. The second prototype of the AVD-12, designated AVD-12C,was completed earlier this year and is now undergoing flight test. It is powered by the same type of Continental engine as theAmerican Cessna 180, but the company claims that either Lycom- ing or Continental units of between 190 and 275 h.p. would besuitable. The mountings for these units are interchangeable and only cowling panels would have to be modified for thefitting of a different type of engine. The 12C's cabin will accommodate four people, and there isroom for baggage aft of the seats. Fuel carried allows an endur- ance of about four hours or a range of 620 miles. Some of themilitary uses suggested for the aircraft include liaison work, light transport duties, artillery spotting, cable laying, aerial photo-graphy and ambulance work. For civil use the AVD-12C is claimed to be suitable for agricultural work; business and charterflying; mail carriage, including the picking-up of sacks without landing; and glider or advertisement-banner towing. FLAP 4O° AILEBON+2O0 ^ The full-span ailerons are hinged on the trailing edge of the full-span flaps and droop with them as shown above. The surfaces are mounted in eight sections to allow for bending of the unbraced wings. A high-lift system based on the use of combined flap andailerons is employed; the ailerons are, in fact, hinged trailing edges to the full-span flaps, both surfaces being slotted. Therange of movement of the ailerons, from —25 deg to +20 deg, is measured relative to the flaps and not to the wing (as the diagramshows). The variable-incidence tailplane is connected with the flaps to cancel-out trim changes caused by flap extension. Engine cooling is controlled directly in relation to powersetting by an exhaust-pipe augmenter system incorporated in the cowling-panel layout. Laige sections of the engine cowling arehinged for ease of inspection. The faired, single-strut under- carriage legs are pivoted at the point of entry into the fuselageand oleo-pneumatic shock-absorbers are mounted at their inboard ends, under the cockpit floor; dust is thus largely pre-vented from attacking the shock-absorbers themselves. Main- wheel brakes, based on or actually employing motor-car units, arehydraulically operated and differentially controlled. For access to the cabin there is a large door, hinged at itsforward edge, beside each front seat. In addition, there is a further hinged door aft, to port, while a fourth door aft to star-board hinges on its upper edge to lie flat against the underside of the wing. The mcin door-post at this point can also be readily detached and swung up with the door to allow unobstructed loading of a stretcher. For ambulance work a single stretcher can be carried to starboard, in addition to pilot and attendant. Comparative data on the A.I.S.A. AVD-12C and the Cessna 180. Both are powered by the Continental O-470-A 225 h.p. engine:— Cmsna 180 AVD-UC Span 36.0ft 36.2ft Length 26.2ft 25.4ft Height 7.5ft 6.9ft Weight empty 1,4801b 1.6681b Weight loaded 2.5501b 2.7181b Wing loading 14.4 lb/«q ft 14 Ib/sq ft Power loading 11.3 Ib/h.p. 12 Ib/h.p. Max. speed 165 m.p.h. 173 m.p.h. Cruising speed „ 150 m.p.h. 166 m.p.h. Initial rate of climb 1,150ft/min 1,180ft/min (with 2,320 Ib) — 1.510ft/min Service ceiling 19,B00ft 21,000ft Endurance (cruising) 4 hr 30 mm 4 hr 10 mm THE Tu-104 FLIGHT DECK (continued from opposite page) A Loran receiver of the older (World War Two) type is fitted,and there is some form of 6in search radar, which pivots on a verti- cal strut to the navigator's right and which probably connects withthe scanner immediately below it. The bulge made by the scanner can be seen from outside the aircraft. No magnetic compass of the "P" type was noticed, but thereare two compass systems. One seems to be of the "flux-gate" variety wi:h two scales visible, which were taken to be theunconnected scale and a variation scale. The other compass system might be anything, possibly a magasyn. The usual A.S.I,and altimeter were fitted and there was, it is believed, a Mach- meter. No sextant or sextant mounting was observed, but thismight have been overlooked. Lastly, there was a complicated drift-sight rather like thestabilized automatic bomb-sight of the last war, presumably to measure ground speed as well as drift. Summing up, the overall impression gained was that here wasan adequate, fully equipped aircraft, though not an outstanding one by Western standards. In particular, it looked as though theSoviet radio industry is some way behind that of the West.
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