284

FLIGHT.

MARCH 23,

1939

MODERNITY in a TRAINER
Advanced Features of the Parnall 382 : Slots and Slotted Flaps
(Illustrated with "Flight" Photographs and Sketches) N the Heck cabin monoplane, a few years ago, Mr. Basil B. Henderson demonstrated what could be done by combining Handley Page slots and slotted flaps with good aerodynamic and structural design. All the best features of the Heck have now been reproduced in a new ab initio training machine which has given a very satisfactory account of itself in trials a t Yate aerodrome and Martlesham Heath. The Parnall 382, as the type is designated, has been

produced for ab initio training and conforms in many respects to an Air Ministry specification. Characteristics worthy of special note are the high-lift devices and the facilities for inspection. The engine is a Gipsy Six Series II driving a Schwartz-finished wooden airscrew. The wing, undercarriage and tail unit are almost identical with those of the Heck. Serviceability of these components is guaranteed by the fact that two Hecks have been in continuous use on the company's business for three years, and at no time has either been unserviceable for more than half a day on each normal twenty-five hour inspection. Tapering in plan form and thickness, the cantilever wing is built in three sections. The outer sections carry Handley Page automatic slots, and flaps are fitted along 80 per cent, of the trailing edge. The inner sections of the flaps can be depressed to an angle of 45 degrees, while the outer portions, which function as ailerons, can be lowered about 15 degrees, still operating normally as ailerons when depressed to the fullest extent. Manual operation is provided for the flaps, permitting setting at any position between zero and maximum depression. The flap and aileron hinges are located beneath the wing on outriggers which transfer the load reaction to the main structure. The slots are of the automatic type and run on three tracks, supported on roller bearings. They are quite independent of the flap gear and are held closed by light springs. A locking device is fitted in the instructor's cockpit. There are two main wing spars of " I " section with spruce flanges and plywood webs, the latter having spruce stiffeners at frequent intervals. The ribs have spruce flanges with spruce posts gusseted to them to form Hie internal bracing. Plywood covering is used for the entire wing. Spruce longerons and plywood sides characterise the fuselage. The sides are assembled as complete units and the fuselage structure is formed in the assembly jig, with bulkheads at suitable intervals. Actually, the fuselage is in two halves, the junction being aft of the rear cockpit. The tailplane is fixed to the top longerons by steel-plate fittings, horizontal trim being adjusted by tabs on the trailing edge of the elevator, and the elevator hinges are so arranged that there is practically no gap a t the junction