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Aviation History
1962
1962 - 0864.PDF
862-863 FLIGHT International 31 May 1962 <8 IV 17- 1 Knock-off wing tips 2 Skid 3 Five aileron hinges 4 Split aileron 5 Aileron shroud 6 Rear (diaphragm) spar 7 Diagonal balsa planking (opposite direction under surface, prefab ricated in four large planks) 8 Spruce main spar • Main ribs; 59 in each wing 10 Sub-ribs 11 Wing-root ply stiffening 12 Horizon bar 13 Vane type ASI 14 Mass-balanced yaw and pitch vane 15 Pilot's breathing tube 16 Control column 17 Pilot-support frame of magnesium tube 18 Cine-camera mounting pads 19 Longerons (spruce forward ends, balsa aft) 20 Torque tube (0.002in-wall light- alloy) 21 Tail wheel 23 Bevel-gear propeller drive Detail sketches 24 Balsa and ply bracket 25 Pulley sewn to aileron 26 Melinex covering 27 Holes for structure-humidifying steam pipes 28 Tear-off access panel 29 I in x I in spruce booms 30 Balsa ribs and sub-ribs 31 Colour-coded speed scale 32 24in x I fin training wheel 33 3 : I step-up gear 34 Harness 35 Seat 36 Sorboprene foam 37 Canopy rubber-band attachment points 38 Balsa planking • 3 14 / '2 39 Elevator control system 40 Aileron control system 41 Rubber control system 42 Wing fences 43 Spigots for handling-trolley 44 Wheelbrake lever is- \ V 16 10 45 Expendable balsa tongues 46 Universal joint 47 Ball-races 48 Balsa blades with spruce inserts 49 Handling point MAN-POWERED ROUND-UP... from approximately level ground on a course to be approved by the Royal Aero Club, who are officially to observe each flight. The course is to be a figure-of-eight with two turning points not less than half-a-mile apart. The starting line will also be the finishing line and will be between the turning points, approximately at right angles to the line joining the turning points. The height, both at the start and finish of the course, must be not less than 10ft above the ground. The aircraft must be in continuous flight over the entire course. The aircraft will be considered as gliders and no permit to fly or Certificate of Airworthiness will be required, but all entrants must be insured against third-party risks. The closing date for the competition, originally February 1, 1962, has been extended. The Hatfield Project The Hatfield Man Powered Aircraft Club consists of 32 full members, a team of apprentices from the de Havilland Aeronautical Technical School and a number of honorary members who have given help and encouragement. Many, but not all, of the team are employed by de Havilland Aircraft at Hatfield. All have contri buted their various specialized knowledge and skills to the design and construction of the Puffin. The fusing of the enthusiasm and talents of aerodynamicists, mechanical, structural and production engineers, experts in instrumentation and many others is an essential part of the story. At least two members, Mr Wimpenny and Mr Haggas, have been interested in man-powered flight since the 1940s. A model was built by the former in 1946 to demonstrate essential features of such an aircraft, whilst Mr Haggas produced his first proposals in 1948 after hearing a lecture by Mr B. S. Shenstone. Announcement of the Kremer competition and of grants for worthwhile projects, made in February and June 1960 by the Royal Aeronautical Society, gave the necessary impetus to get the project under way. The sympathetic response of directors of de Havilland Aircraft, with whom Mr Wimpenny discussed the proposals, led in June 1960 to discussions between a number of interested people who, on August 12, 1960, resolved to "herewith form them selves into a club to be known as 'The Hatfield Man Powered Air craft Club' . . ." The de Havilland directors agreed that facilities for construction should be given at the de Havilland Aeronautical Technical School at Astwick Manor. All work by the club was to be carried out by the members in their spare time. It was agreed
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