FLIGHT, OCTOBER 4,
The capacity is 16 gallons, and a dial type contents gauge is
fitted in the back of the sump, and is readily seen from the
cockpit ; the main petrol cock is fitted directly in the
same sump, and is within easy reach.
Petrol flows by gravity direct to the carburettor ; it also
feeds a priming pump mounted in the cockpit, just below
the centre of the dashboard.
An oil tank, which holds 1\ gallons of oil with plenty of
expansion space, is of rectangular section and long. It is
mounted transversely just behind the fireproof bulkhead,
through which the filler neck passes. This filler is exposed
by opening the port top bonnet, so that any oil spilt falls
into the undershield and not inside the fuselage.
THE SURREY A.L.I. :
1929
enables the shock absorber casing to be hinged open, exposing
the rubbers and separators. Rebound loads are taken on
steel springs.
The tail skid is of novel design, employing compression
rubbers identical with those used on the main chassis. It
has absolutely free castor action, and the whole skid and
shock absorber can be withdrawn after undoing four nuts
below the fuselage. At the same time, it is completely
enclosed and protected.
Main Planes
These are of very sturdy construction, comprising top
centre section, top outer and bottom planes. The external
Three-quarter front and three-quarter rear views of the Surrey Flying Services'
biplane. ('• FLIGHT " Photos.)
A horizontal baffle inside the tank ensures that all the
oil is kept in circulation. This baffle is situated between
the return and service pipes, which are both midway between
the tank ends. Oil returned from the engine has to pass
outwards to each end of the baffle before rejoining the
main body of oil. This helps also to dissipate the heat in
the returning oil.
Undercarriage
The undercarriage is of the compression rubber type,
with two side vees, braced in front, and a transverse shockabsorber incorporated in them, while universal joints are fitted
wherever desirable. The axle is of ample proportions and
the wheels of large diameter.
A feature to be noted is the accessibility of the shock
absorbers for inspection. The withdrawal of a single skewer
bracing' is of the single-bay type with spruce inter-plane
struts and rafwires. Both back and front lift wires are
anchored to the fuselage at the lower front spar root. This
facilitates entry to the cockpit, for which purpose steps
are provided on the lower back spar roots, on both sides of
the machine.
The centre section is fully braced all round. The construction of the planes themselves is extremely simple.
Spars are of the box section, having spruce flanges and
plywood webs.
Blocks are fitted both inside and outside the spars at
points where the main fittings occur ; and the latter are
fitted outside the fabric, which enables them to be inspected,
or replaced if damaged in stores, with the absolute minimum
of trouble.
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