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The Monospar S.T.10 Monoplane

The Monospar S.T.10 Monoplane 240 AIRCRAFT ENGINEERING September, 1934 BRITISH CIVIL AEROPLANES Th e General Aircraft Company's Twin-Engined Machine whic h Won the 1934 King's Cup H E General Aircraft Company's S.T.10 girder in duralumin bolted to the compression The undercarriage is divided, with a Dowty monoplane was the winner of this bracing tubes. compression leg beneat h each end of the centre year's King's Cup Race. Fitted with The ailerons are buil t up round deep channel- section. two Pobjoy Niagara radial engines which sectioned spars with channel-section ribs at Fuel Tankage develop 90 h.p . a t 3,500 r.p.h. for a weight of intervals. They are of the aerodynamic servo 145 lb. it maintained an average speed in the type , additionally fitted with external static The 40-gallon standard petrol tan k is located final round of 134·16 m.p.h. piloted by Flt.-Lt. balance weights at the wing tips. under the front seat, on which the pilot and Schofield. front passenger sit. It gives a duration, at The Fuselage cruising speed, of 4½ hours. An extra tank, The Cabin t o hold 27 gallons, increasing the duration to The frontal area of th e fuselage is 16·72 sq. ft. The S.T.10 monoplane is a four-seater with 7½ hours , can be fitted under the rear passenger's It is in two portions . The front portion is of the seats arranged in a comfortable completely hammock scat. shallow section on normal box-girder lines with enclosed cabin with glass roof, sides and front duralumin-tube longerons. Behind the cabin, from which an exceptionally good view in all Dual Controls which is mounted as a superstructure on the directions is obtained. forward section, the rear section of the fuselage The rear passengers sit in a hammock seat, A central control column is provided, with is on the Monospar principle, much on the of which the structur e is integral with the cabin. a " throw-over " wheel so tha t either the pilot There is a luggage rack in a recess at the to p or front passenger can take control. Dual of seat. The backs of th e front seats are adjust­ control rudder bars, with a connecting strut, able for angle to suit the convenience of the are fitted. There are also two set s of throttles, occupants. The cabin is upholstered and on the left of the pilot and right of the carpeted by Messrs. Rumbold. passenger, which arc interconnected with a friction locking device. Access to the cabin is by a walkway on th e por t wing flap. There is a separate side door t o the cabin with the cabin top lifting about a Engine Cowling hinge on the starboard side. The cylinder heads arc completely enclosed within the engine cowlings with an annular Centr e Section air outlet at the rear. The front cowling is designed to direct the air on to the cylinder Apart from the wing construction, perhaps heads. Baffles between the cylinders are also the chief feature of the machine is the centre- fitted to ensure adequate cooling. An oil section, which forms a single unit with the tan k is mounted behind each engine with an engine bearers and undercarriage members. oil cooler on th e under-surfacc of the wing. The top member of this centre-section girder runs through the fuselage to the engine housing on each side. The botto m member is in three PRINCIPA L CHARACTERISTICS portions : a tube across the fuselage connecting Span 40 ft. 2 in. the bottom longerons, and a tube on each side Height .. 8 ft. (cabin ton) 8 ft. 5 in. (with 2-blade airscrews sloping up a t an angle to meet the spar fittings vertical) a t the wing roots. Triangular frames are formed Length 26 ft. 4 in. Wheel track 11 ft. 3in. on each side by struts between the top and Engine Centres 9 ft. 11½ in. Mean Chord 5.37 ft. bottom members and, in a horizontal plane, by Aspect Ratio 7·45 two tubes connecting the outer ends of the Incidence . -2 deg. girder to the bottom fuselage longerors. Dihedral 7 deg. (lower wing surface) Main plane area (with ailerons) 217 sq. ft. Aileron area (total) 18·2 sq.ft Outer Sections Tail plane .. 21·0 sq. ft. 32·1 sq. ft. Elevators, two 11.1 sq. ft. total The outer sections of th e wings are constructed Fin .. 4·00 sq. ft. 10·64 sq. ft. on the familiar Mono-Spar system which was Rudder '.'. '.'. 6·64 sq. ft. total fully described in AIRCRAFT ENGINEERING, Tare weight 1,470 lb. (normally equipped) Vol. I, August 1929, pp . 187-190, in an article, same lines as the wings, attached to the front Disposable load: "Cantilever Wings for Modern Aircraft," written Crcw(4) 640 lb. section a t the poin t where a series of triangular l'ud 40 gals. 330 lb . 1,080 lb. total by Mr. H. J . Stieger himself. They are mad e t o tubes, forming a rearward extension of the Oil 4J gals. . •• •• fold back, the portion of the wing behind the Baggage, 110lb. front portion, meet at a vertical knife-edge. Gross weight 2,550 lb. spar at the root being constructed in the form The central girder of the rear portion thus Wing loading 11·75 lb./sq. ft. of a flap, hinging about the side of the cabin, forks at its front end to join the two side Power loading 14·16lb./h.p. Maximum speed 144 m.p.h. t o make the folding operation possible. frames of the front box-girder portion. The Stalling speed, full load 55 m.p.h side members are tubes, mainly in duralumin, The built-up steel-girder main spar is braced on Cruising speed (85 per cent max. speed) .. .. 122·5 m.p.h. Best climbing speed 74 m.p.h. t o which the extremities of the king-post tubes the king-post system by compression tubes Best gliding speed 69 m.p.h. arc attached, the main girder member itself passing through it at right angles horizontally, Best gliding angle 6 deg. Take-off run 78 yds. being formed of built-up top and bottom from the extremities of which swaged rods are Landing run 110 yds. (partial braking) taken to the top and bottom flanges of the channel-section members connected by vertical Service ceiling (2 engines) 16,000 ft. spar. The leading edge is a channel-section and diagonal struts. Rate of climb at sea level 900 ft./min. Climb to 5,000 ft. in 6·52 mins. Fuel consumption: Full throttle 13 gals./hr. for two engines Cruising 9 gals./hr. for two engnes http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

The Monospar S.T.10 Monoplane

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/eb029842
Publisher site
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Abstract

240 AIRCRAFT ENGINEERING September, 1934 BRITISH CIVIL AEROPLANES Th e General Aircraft Company's Twin-Engined Machine whic h Won the 1934 King's Cup H E General Aircraft Company's S.T.10 girder in duralumin bolted to the compression The undercarriage is divided, with a Dowty monoplane was the winner of this bracing tubes. compression leg beneat h each end of the centre year's King's Cup Race. Fitted with The ailerons are buil t up round deep channel- section. two Pobjoy Niagara radial engines which sectioned spars with channel-section ribs at Fuel Tankage develop 90 h.p . a t 3,500 r.p.h. for a weight of intervals. They are of the aerodynamic servo 145 lb. it maintained an average speed in the type , additionally fitted with external static The 40-gallon standard petrol tan k is located final round of 134·16 m.p.h. piloted by Flt.-Lt. balance weights at the wing tips. under the front seat, on which the pilot and Schofield. front passenger sit. It gives a duration, at The Fuselage cruising speed, of 4½ hours. An extra tank, The Cabin t o hold 27 gallons, increasing the duration to The frontal area of th e fuselage is 16·72 sq. ft. The S.T.10 monoplane is a four-seater with 7½ hours , can be fitted under the rear passenger's It is in two portions . The front portion is of the seats arranged in a comfortable completely hammock scat. shallow section on normal box-girder lines with enclosed cabin with glass roof, sides and front duralumin-tube longerons. Behind the cabin, from which an exceptionally good view in all Dual Controls which is mounted as a superstructure on the directions is obtained. forward section, the rear section of the fuselage The rear passengers sit in a hammock seat, A central control column is provided, with is on the Monospar principle, much on the of which the structur e is integral with the cabin. a " throw-over " wheel so tha t either the pilot There is a luggage rack in a recess at the to p or front passenger can take control. Dual of seat. The backs of th e front seats are adjust­ control rudder bars, with a connecting strut, able for angle to suit the convenience of the are fitted. There are also two set s of throttles, occupants. The cabin is upholstered and on the left of the pilot and right of the carpeted by Messrs. Rumbold. passenger, which arc interconnected with a friction locking device. Access to the cabin is by a walkway on th e por t wing flap. There is a separate side door t o the cabin with the cabin top lifting about a Engine Cowling hinge on the starboard side. The cylinder heads arc completely enclosed within the engine cowlings with an annular Centr e Section air outlet at the rear. The front cowling is designed to direct the air on to the cylinder Apart from the wing construction, perhaps heads. Baffles between the cylinders are also the chief feature of the machine is the centre- fitted to ensure adequate cooling. An oil section, which forms a single unit with the tan k is mounted behind each engine with an engine bearers and undercarriage members. oil cooler on th e under-surfacc of the wing. The top member of this centre-section girder runs through the fuselage to the engine housing on each side. The botto m member is in three PRINCIPA L CHARACTERISTICS portions : a tube across the fuselage connecting Span 40 ft. 2 in. the bottom longerons, and a tube on each side Height .. 8 ft. (cabin ton) 8 ft. 5 in. (with 2-blade airscrews sloping up a t an angle to meet the spar fittings vertical) a t the wing roots. Triangular frames are formed Length 26 ft. 4 in. Wheel track 11 ft. 3in. on each side by struts between the top and Engine Centres 9 ft. 11½ in. Mean Chord 5.37 ft. bottom members and, in a horizontal plane, by Aspect Ratio 7·45 two tubes connecting the outer ends of the Incidence . -2 deg. girder to the bottom fuselage longerors. Dihedral 7 deg. (lower wing surface) Main plane area (with ailerons) 217 sq. ft. Aileron area (total) 18·2 sq.ft Outer Sections Tail plane .. 21·0 sq. ft. 32·1 sq. ft. Elevators, two 11.1 sq. ft. total The outer sections of th e wings are constructed Fin .. 4·00 sq. ft. 10·64 sq. ft. on the familiar Mono-Spar system which was Rudder '.'. '.'. 6·64 sq. ft. total fully described in AIRCRAFT ENGINEERING, Tare weight 1,470 lb. (normally equipped) Vol. I, August 1929, pp . 187-190, in an article, same lines as the wings, attached to the front Disposable load: "Cantilever Wings for Modern Aircraft," written Crcw(4) 640 lb. section a t the poin t where a series of triangular l'ud 40 gals. 330 lb . 1,080 lb. total by Mr. H. J . Stieger himself. They are mad e t o tubes, forming a rearward extension of the Oil 4J gals. . •• •• fold back, the portion of the wing behind the Baggage, 110lb. front portion, meet at a vertical knife-edge. Gross weight 2,550 lb. spar at the root being constructed in the form The central girder of the rear portion thus Wing loading 11·75 lb./sq. ft. of a flap, hinging about the side of the cabin, forks at its front end to join the two side Power loading 14·16lb./h.p. Maximum speed 144 m.p.h. t o make the folding operation possible. frames of the front box-girder portion. The Stalling speed, full load 55 m.p.h side members are tubes, mainly in duralumin, The built-up steel-girder main spar is braced on Cruising speed (85 per cent max. speed) .. .. 122·5 m.p.h. Best climbing speed 74 m.p.h. t o which the extremities of the king-post tubes the king-post system by compression tubes Best gliding speed 69 m.p.h. arc attached, the main girder member itself passing through it at right angles horizontally, Best gliding angle 6 deg. Take-off run 78 yds. being formed of built-up top and bottom from the extremities of which swaged rods are Landing run 110 yds. (partial braking) taken to the top and bottom flanges of the channel-section members connected by vertical Service ceiling (2 engines) 16,000 ft. spar. The leading edge is a channel-section and diagonal struts. Rate of climb at sea level 900 ft./min. Climb to 5,000 ft. in 6·52 mins. Fuel consumption: Full throttle 13 gals./hr. for two engines Cruising 9 gals./hr. for two engnes

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Sep 1, 1934

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