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The Airspeed Envoy

The Airspeed Envoy 244 AIRCRAFT ENGINEERING September. 1934 BRITISH CIVIL AEROPLANES A Twin-Engined Version of the Successful Courier , with Wolseley Engines the mechenism for retracting, is also of high AMON G the now types which aroused plane is provided with normal trimming gear, tensile steel. This is interconnected with a most interest at the S.B.A.C. Display which is located in an accessible position on hydraulic jack which provides the means of a t Hcndon on July 2, was the Airspeed th e port side of the cockpit. raising the wheels into the wing structure. Envoy, officially known as the A.S.6. This The usual set of instruments, including a The wheels can be raised in about 9 seconds is a twin-engined monoplane with, an added tur n indicator, is provided. The pilot's seat and lowered in about 5 seconds. This process point of interest, the first two production is quickly adjustable, and is provided with a of raising and lowering the wheels is quite Wolseley A.R.9 200-h.p. radial engines. This safety belt. easy and requires relatively little effort on the engine was fully described in AIRCRAFT Tail par t of the pilot. ENGINEERING , Vol. V, July, 1933, pp. 157-159. Pains have been taken to give the tail an The movement of the undercarriage has The outer sections of the main plane arc exceptionally clean exterior, having corre­ definite feel, and the pilot knows definitely quickly detachable from the centre section of spondingly low resistance. There are no in what position the wheels arc. Further, an the wing structure. The operation of detaching external wires or struts; nevertheless, both electrical indicator gear giving five positions the two planes is carried out by the simple for each wheel is mounted on the instrument process of taking out four large high-tensile board. This gear is interconnected with the steel bolts. The planes are tapered both in throttl e lever and magneto switch, which plan and front elevational views, thus giving disconnects the apparatus when the machine high aerodynamic efficiency. The wing section is in the air, and the warning is no longer employed is Clark Y.H. suitably stepped up required. A high frequency horn, also giving or down to the required camber to give the warning whenever the wheels are up and the necessary taper. The main plane spars are throttl e is even partially closed, is fitted. of orthodox box construction, having spruce flanges and three-ply web members. These The tail wheel has full 360 deg. castor action webs have been specially constructed, having and is self-centring. The Dunlop 10-in. by the centre laminations double the thickness 3-in. medium pressure tyre on a plain bearing of the outside laminations, thus giving equal wheel is mounted on a shock absorber unit etrength in planes a t right angles t o one another. giving a 3-in. travel. This ply is laid on with the grain at 45 deg. t o the spar's axis, and the strength weight Power Plant ratio has been found exceptionally high. The two Wolseley engines are mounted on Standar d fabric covering and doping scheme is welded steel engine frames. A fireproof bulkhead employed. is arrange d immediately behind each engine. All The centre section of the wing structure petrol piping is of Petroflex, with standard is built on to the fuselage, and represents a couplings. The oil piping is of approved oil similar type of construction to the outer resisting Superflexit. Large petrol and oil sections. This part of the wing structure, by filters are fitted. Twenty-gauge aluminium virtue of its deep camber, has been utilised cowling fitted with Fairey cowling fasteners to house the two fuel tanks, and also the surrounds each engine, and provides adequate undercarriage when it is in the retracted cooling for aerodynamic efficiency. Two Fairey th e fin and tailplane are usually stiff. The position. Reed Duralumin airscrews are standard with rudde r is of large area and is light to operate aluminium spinners. Fuselage owing to a massed balance. The fin is of full cantilever construction, and is built into the Two 28-gallon aluminium tanks, fitted with The rear section of the fuselage may be rea r fuselage. Its fabric covering has been Smith's content gauges, sumps, filler caps, etc., considered as being of semi-monocoque wood arranged to merge into that of the top section are mounted between the centre section spars construction. In order that the top surface of the rear fuselage. The tail plane is of full b y means of duralumin straps holding them can be merged into the fin in a manner giving cantilever construction. It has a large trimming tigh t against wooden formers. Cork packing good aerodynamic lines, the top par t is covered angle of plus or minus 4 deg., and is faired is arranged between the straps, or formers, with fabric and mounted on a system of into the fuselage by panel beaten aluminium and the tank shell. Vickers cocks provided longitudinal stringers. Particular pains have fillets. The elevators are of normal con­ with remote control to the pilot arc fitted. been taken to impart to the rear fuselage a struction, having two spars inter-connected at Each engine has its own aluminium oil tank high degree of torsional stiffness in order to the centre for torsional stability. located in the leading edge of the main plane. eliminate the possibility of tail plane or rudder flutter. PRINCIPA L CHARACTERISTICS Undercarriage The front end, which provides accommodation 4,900 lb. (2230 kg.) Gross weight for pilot and passengers, is also practically of The undercarriage, which is a special feature B.h.p . maximum 404 b.h.p . monocoque construction, having a three-ply of this machine, has necessitated the designing Weight/b.h.p . maximum . . 12∙13 lb./h.p . Win g area skin. It will be noticed that a system of wind­ of all other components of this machine round Win g loading 16∙6 lb./sq. ft. screens, windows and roof lights gives a very this unit, which is the subject of a special Maximu m speed at sea level 170m.p.h . (275k.p.h.) practical means of providing the occupants with Maximu m speed at 5,000 ft. 165m.p.h . (284k.p.h.) patent . It will be noticed that all the main Maximu m speed a t 10,000 ft. (3,048 m.) 159m.p.h . (256k.p.h.) good light and ventilation. Care has been taken features of an ordinary split axle type of Cruising speed at 2,200 revs, a t 1,000 ft. (305in.) to enable the pilot to be able to open all the 153 m.p.h . (246 k.p.h.) landing gear have been maintained. The axle Landin g speed 60 m.p.h . (97 k.p.h.) windows of the cabin so that he can fly with is of normal construction, and is composed of Norma l range a t cruising speed 403 mile s (649 km.) a high degree of safety in bad weather. Any Lengt h of run to take-off (calm air) 235 yard s (215 m.) high tensile steel tube and forged stub axle to Tim e to take-off pane of glass surrounding the pilot can be tak e a ball-bearing wheel (Dunlop semi- Climb, full throttle (undercarriage retracted): cleaned from the inside during flight. The Rat e of climb a t sea level 936 ft./min . (285 m.) balloon 24 in. by 7½ in.). The shock absorber Rat e of climb a t 5,000 ft. 710ft./min . (216 m.) cabin is decorated with leather panels. The stru t is a Vickers oleo pneumatic unit working Rat e of climb a t 10,000 ft. 481 ft./min . (147 m.) seats, which are constructed of a stainless Tim e to climb to 10,000 ft. . . 14 minutes a t a pressure of 300 lb. per sq. in., and having Absolute ceiling 21,600 ft. (6,458 m.) aluminium alloy, are also upholstered in a 9-in. travel. The radius rod, which includes Service ceiling 19,100 ft. (5,822 m.) leather. A large door on the port side provides access to and exit from the cabin, and there is also an emergency exit in the roof. Hot and cold ventilation is provided, the warm air being supplied from a muff embracing the exhaust pipe. A control wheel has been installed for the pilot in place of the usual column. A parallel motion bar, together with the rudder bias gear, gives easy directional control. The tail http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

The Airspeed Envoy

Aircraft Engineering and Aerospace Technology , Volume 6 (9): 1 – Sep 1, 1934
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb029846
Publisher site
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Abstract

244 AIRCRAFT ENGINEERING September. 1934 BRITISH CIVIL AEROPLANES A Twin-Engined Version of the Successful Courier , with Wolseley Engines the mechenism for retracting, is also of high AMON G the now types which aroused plane is provided with normal trimming gear, tensile steel. This is interconnected with a most interest at the S.B.A.C. Display which is located in an accessible position on hydraulic jack which provides the means of a t Hcndon on July 2, was the Airspeed th e port side of the cockpit. raising the wheels into the wing structure. Envoy, officially known as the A.S.6. This The usual set of instruments, including a The wheels can be raised in about 9 seconds is a twin-engined monoplane with, an added tur n indicator, is provided. The pilot's seat and lowered in about 5 seconds. This process point of interest, the first two production is quickly adjustable, and is provided with a of raising and lowering the wheels is quite Wolseley A.R.9 200-h.p. radial engines. This safety belt. easy and requires relatively little effort on the engine was fully described in AIRCRAFT Tail par t of the pilot. ENGINEERING , Vol. V, July, 1933, pp. 157-159. Pains have been taken to give the tail an The movement of the undercarriage has The outer sections of the main plane arc exceptionally clean exterior, having corre­ definite feel, and the pilot knows definitely quickly detachable from the centre section of spondingly low resistance. There are no in what position the wheels arc. Further, an the wing structure. The operation of detaching external wires or struts; nevertheless, both electrical indicator gear giving five positions the two planes is carried out by the simple for each wheel is mounted on the instrument process of taking out four large high-tensile board. This gear is interconnected with the steel bolts. The planes are tapered both in throttl e lever and magneto switch, which plan and front elevational views, thus giving disconnects the apparatus when the machine high aerodynamic efficiency. The wing section is in the air, and the warning is no longer employed is Clark Y.H. suitably stepped up required. A high frequency horn, also giving or down to the required camber to give the warning whenever the wheels are up and the necessary taper. The main plane spars are throttl e is even partially closed, is fitted. of orthodox box construction, having spruce flanges and three-ply web members. These The tail wheel has full 360 deg. castor action webs have been specially constructed, having and is self-centring. The Dunlop 10-in. by the centre laminations double the thickness 3-in. medium pressure tyre on a plain bearing of the outside laminations, thus giving equal wheel is mounted on a shock absorber unit etrength in planes a t right angles t o one another. giving a 3-in. travel. This ply is laid on with the grain at 45 deg. t o the spar's axis, and the strength weight Power Plant ratio has been found exceptionally high. The two Wolseley engines are mounted on Standar d fabric covering and doping scheme is welded steel engine frames. A fireproof bulkhead employed. is arrange d immediately behind each engine. All The centre section of the wing structure petrol piping is of Petroflex, with standard is built on to the fuselage, and represents a couplings. The oil piping is of approved oil similar type of construction to the outer resisting Superflexit. Large petrol and oil sections. This part of the wing structure, by filters are fitted. Twenty-gauge aluminium virtue of its deep camber, has been utilised cowling fitted with Fairey cowling fasteners to house the two fuel tanks, and also the surrounds each engine, and provides adequate undercarriage when it is in the retracted cooling for aerodynamic efficiency. Two Fairey th e fin and tailplane are usually stiff. The position. Reed Duralumin airscrews are standard with rudde r is of large area and is light to operate aluminium spinners. Fuselage owing to a massed balance. The fin is of full cantilever construction, and is built into the Two 28-gallon aluminium tanks, fitted with The rear section of the fuselage may be rea r fuselage. Its fabric covering has been Smith's content gauges, sumps, filler caps, etc., considered as being of semi-monocoque wood arranged to merge into that of the top section are mounted between the centre section spars construction. In order that the top surface of the rear fuselage. The tail plane is of full b y means of duralumin straps holding them can be merged into the fin in a manner giving cantilever construction. It has a large trimming tigh t against wooden formers. Cork packing good aerodynamic lines, the top par t is covered angle of plus or minus 4 deg., and is faired is arranged between the straps, or formers, with fabric and mounted on a system of into the fuselage by panel beaten aluminium and the tank shell. Vickers cocks provided longitudinal stringers. Particular pains have fillets. The elevators are of normal con­ with remote control to the pilot arc fitted. been taken to impart to the rear fuselage a struction, having two spars inter-connected at Each engine has its own aluminium oil tank high degree of torsional stiffness in order to the centre for torsional stability. located in the leading edge of the main plane. eliminate the possibility of tail plane or rudder flutter. PRINCIPA L CHARACTERISTICS Undercarriage The front end, which provides accommodation 4,900 lb. (2230 kg.) Gross weight for pilot and passengers, is also practically of The undercarriage, which is a special feature B.h.p . maximum 404 b.h.p . monocoque construction, having a three-ply of this machine, has necessitated the designing Weight/b.h.p . maximum . . 12∙13 lb./h.p . Win g area skin. It will be noticed that a system of wind­ of all other components of this machine round Win g loading 16∙6 lb./sq. ft. screens, windows and roof lights gives a very this unit, which is the subject of a special Maximu m speed at sea level 170m.p.h . (275k.p.h.) practical means of providing the occupants with Maximu m speed at 5,000 ft. 165m.p.h . (284k.p.h.) patent . It will be noticed that all the main Maximu m speed a t 10,000 ft. (3,048 m.) 159m.p.h . (256k.p.h.) good light and ventilation. Care has been taken features of an ordinary split axle type of Cruising speed at 2,200 revs, a t 1,000 ft. (305in.) to enable the pilot to be able to open all the 153 m.p.h . (246 k.p.h.) landing gear have been maintained. The axle Landin g speed 60 m.p.h . (97 k.p.h.) windows of the cabin so that he can fly with is of normal construction, and is composed of Norma l range a t cruising speed 403 mile s (649 km.) a high degree of safety in bad weather. Any Lengt h of run to take-off (calm air) 235 yard s (215 m.) high tensile steel tube and forged stub axle to Tim e to take-off pane of glass surrounding the pilot can be tak e a ball-bearing wheel (Dunlop semi- Climb, full throttle (undercarriage retracted): cleaned from the inside during flight. The Rat e of climb a t sea level 936 ft./min . (285 m.) balloon 24 in. by 7½ in.). The shock absorber Rat e of climb a t 5,000 ft. 710ft./min . (216 m.) cabin is decorated with leather panels. The stru t is a Vickers oleo pneumatic unit working Rat e of climb a t 10,000 ft. 481 ft./min . (147 m.) seats, which are constructed of a stainless Tim e to climb to 10,000 ft. . . 14 minutes a t a pressure of 300 lb. per sq. in., and having Absolute ceiling 21,600 ft. (6,458 m.) aluminium alloy, are also upholstered in a 9-in. travel. The radius rod, which includes Service ceiling 19,100 ft. (5,822 m.) leather. A large door on the port side provides access to and exit from the cabin, and there is also an emergency exit in the roof. Hot and cold ventilation is provided, the warm air being supplied from a muff embracing the exhaust pipe. A control wheel has been installed for the pilot in place of the usual column. A parallel motion bar, together with the rudder bias gear, gives easy directional control. The tail

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Sep 1, 1934

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