Nesserschnitt Moll0 Aaslysis Sec. IIT Vultee Aircraft, Inc. LIST_OF ILLUSTRATIONS ‘at in Cockpit — Radio Lywipnent end Loection Disgrem — Long and Short Weve Transmitters ----— Long and Short Wave Receiver Units Radio Control Box ‘Antenne Loading Unit and Reel --. Redio Compass Receiver Units -~ 7 Blind Lending Equipment — = 8 Interphone Units 9 Dynanotors — 7 qoAircraft, Ine ri 2 BQUIPMENT mitt Nell@ comprises two complete communi- iver, blind approach end traffic commmica~ pte loc toeation of this equipment in the naviga- ts eeletion to other items of equipment cen Le Viswead located directly in front of the | in the top row, a short wave receiver, ' yowe azimuth indicator; with the short . aud radic control box located in the dower row. AL spit are located an interphone svitch miseton-» | receiver control, ultra-high fr + win beacon receiver antenna-natehing ‘oe the upper, right-hend longeron. oe Lop the right. touy tne Jeft side of the cockpit : His ate, Lemls itself to prefab- ly. Phi proce oF ipa used thesmyghout the : a epee preups oe mechani. bo lslintton ts the szplane. Sohiy Histon! tye whorein the wines are band - los wet! tek plate, and are designed te vobion of the Messerschmitt sol by He. No, Gibb, Staff Engineer, rovt, “ectricst Ragineer, for the Bngi- 6 of Vultee Aiveratt, Ine.Messerschmitt Mell0 Analysis See. IIT, Chap. 9 Vultee Aircraft, Inc. Radio Equipment slide into suitable brackets riveted to the airplane structure. Mass production permits exact determination of every cable and wire in the airplane, and these are undoubtly cut to length, fitted with suitable terminals 8 a sub-uesembly operation, and then stocked until required for an installation. The design is such that it is possible to lift the entire installation (as shom in Fig. 2) into the airplane as a complete unit, with nothing more then mecheni- cal attachment of each component in its propor locution being required to con- plete the installation. ‘Trim panels are installed over the wiri g wftor the Installation is com plete. These are secured by spring-type snap fasteners which ean be operated by the fingers, making tools unnecess-ry for Lion of the wiring. Due to access and space limitations impo: by the airplane structure there are some isolated locations where it in nesess: ry to m wwical. connections at instellation of the radio, but toss ares mechanics! type using a set-screw clamp, and ali wires are prayiously cut to Jengih and supplied with end fittings. Gonnecting to the cables leading from the unis In the cockpit are the pi- lot's station box, send-receive switeh, two antenna -tuners, interphone ampli- fier, three dynamotors, radio compass receiver, antenna reel, and blind-landing equipment. The location of these itens is shown in Fig. 2. ‘The dynamotors are located on the battery mounting bracket. However, this is apparently not for electrical reasons but rather for balance and ac- cessibility, as a large door is placel in the fuselage adjacent to this mount~ ing. The electrical connections for these dynanotors, however, connect to the main clrouit-breaker and electrical switching panel in the gunner's cockpit. These dynamotors, with the exception of the one used for operation of the direc- tion finder and blind landing equipment, are started directly by operation of the relevant cicuit-breaker in the gunner's cockpit, and apparently are tura- ed on prior to making a flight and run continuously throughout the fliglesserschmitt Mell Vultee Aircraft, ‘The entenna-tuners, reel, fairleeds, and lead-in insulator are located in positions determined by the best electrical characteristics for each an- tenna, with the impedence smtemna Leads in each exse linited to absolute minimum lengthy im no case Hein longer then eighteen inches. ‘The antenna~ tuners and reel are rexotely ontrolled fron the radio operator's position by n insulator from the fixed entenna meens of the radio contre mast on top of the cock pit ou-/ecure is designed to provide the lenst possible niviviny © Pavorable electrical leakage path. This wind resistence while 4s accomplished through vie us recassed leakage path allowing the antenna connection to be substonbial ‘the portion of the insulator mount- ing to the skin. Standardizatio: © ceramic parts is achieved by pro- viding a flat mounting surfzce ' | crom the outer face of the insulator, and using contoured wooden rings (« r/1\/ this surface flush with the ekin con- tour of 2 particular airplane. In of connections to the iead in insu- lator and to the antenna tuning units, © sj is! type of gland connection is used es show in Pig. 0+ ‘The trailing antenna feirlead show 1 ie quite wickttve, Andi~ cating the probable use of an extremely lon ‘ + ng would be required for long-wove communication. This %1 ‘ tinrongh the skin, but merely goos close to the inside of ith n lacge opt ing below it sufficient to allow tie antepnn wisi: to be cally retracted with. in the airplane. Blind lending equipment of tie Lov provided, with the apparent sdGition of those changes required tv + hiss equipment to serve the addi- ‘tional purpose of ultra-high freaue: weeption. This equipment cated immediately aft of the gunner, vunled on a frame suspended by @ stand. ard-type German shock mount. sk-mount sonsiste of = rubber eclum ceting in Ge:130 Analysis Radio Equipment ing with the Joad applied tu one end, the other end having a base secured to the structure of the uirplune. Fittings on both ends of the colum are steel plotes valoanized to the rubber. These rubber columns are about 1-1/2 in. long by 1 in dia., and are used throughout the radio installation for mounting all items con. taining vacuum tubes, with the exception of the radio compass receiver. The radio compass receiver is located opposite the blind landing equipment, mounted on en unusual shock mount having a section approximating the letter "W", where the load is applied to a mounting plate fastened across the two lower points of the "W" and th mount is fastened to the structure by e plate fastened to the upper points and middle apex. ‘The redio compass receiver is controlled from the radio operator's (navige- tor's) position by two flexible shafts, a peir of steel wire controls (similar to en Amerivan threns control) and two electricel cables. The loop antenna is located on the bottom of the fuselage, and mechanically controlled from the op- erator's position t yn additional flexible shaft. Quadrantal-error correction ig provided within Lie indicator itsell. The airplane, fn addition to the direction finder loop antenna, carries & "V" entonna, extending from = mast mounted on the cockpit enclosure above the radio operator's position to the’ twin tail-assemblies, s trailing antenna, pre- viously discussed, and dipole antenna nounted on the bottom of the fuselage, aft of the direction-finder loop The radio equipment provides the following facilities: reception and transmission of O.W., 1.0.¥., (conti us wove, and Interrupted continuous wave) and phone on bends of 300 to 600 kilocyeles an 2 bend of three to six bof from megecycles, 75 wotus. implif'ied interphone communication 2: le between radio operator and pilot but no provision is made at sition. Radic b ings uay be taken over the range of 167 to 1000 kilocycles, homing also being provided in 5 range. i |ee aN SONA ROE Sec. IIT, Chen. 9 Radio Equipment, Hesserse raltee Aircre Blind appronch, using the lores system, is provided for the guidance of the pilot, and in sddition, ao wi tra-hd is built into this equipment. Operation of Badio Squipmen! Operation of this on erator with the exceptior gunners compartment. panel at the radio operator’ aments in the interphone ampli receivers are turned on, makiy ing for cathodes to heat. by an eight-position rotary antenna to be used for transi and connects the relevant cuits. Reception is controlled s to any or all of the receiv Individusl volume cont may select either inivry! operstor through ty of the pilot's interp! Limited to s push-to-talk the cockpit enclosure. Either the normal blinc may be selected by the radio oj mounted in his cockpit contro! receiver and its antenna loading unit. in under the dire frequency treffic control channel control of the radio op- rimary power-supply switches located in the tumed on to the main radic-control y closing one of these switches, the f (i transmitters, and both communicstions oso instently eveilable without wait- © function of the equipnent is made in Fig. 5. This switch selects the option by the communication channel, \ otrouits and power supply cir- ich connects io operator. ne box. The pilot may also call the in the volume control knob trol of the radio equipment is y mounted on the left-hend edge of srequency or the communication frequency or through the use of 2 two-position switch : the necessary releys in the main beacon Whether this receiver will be used forMesserschmitt Mell0 Analysis III, Chap. 9 Vultee Aircraft, Inc. Redio Equipment in the interphone switch box to direct its output to either headphones or blind approach Indicator on the pilot's instrument penel. control of the indicator for homing, also mounted on the pilot's instru- mout jue, is Likewise provided in the interphone switch box. Since s common power supply is used for both blind landing and radio compass, mechanical inter- ‘ocks are provided to make it impossicle to listen to one receiver and have the oth © receiver, not connected to any source of power, connected to the indicat- ing instruments for ilot's guidence, since this situation would give inconsis- tent Indication between aural and visual signals. The key for telegraphy on either C.W. or I.0.W. is connected to keying re- leys in the radio control box, one of whieh is of the slow release type, making It unecessary to do more than press the key to change from transmission to re- ception. A time delay of approximately one-half second is allowed following transmission before the equipment will return to reception. Since the transmitters are of the self-excited type it is necessary to pro vide a monitoring position of the radio control switch in which reception can be maintained from the ground, or other net control station, while the trans- mitter is tuned to zero-best, Selection of unmodulated transmission is through an additional switch external to the radio control unit. mitters ‘The transmitters used on this eirplane are mechanicelly identical, the only and thusSee. III, Chap. 10 Messerschmitt Mel10 Analy: Gunnery Equipment Vultee Aircraft, Inc. lock the cennon installation securely to the fuselage structure. Gannon Mount ‘The frame forming the cennon mout consists of three longitudinal ex- traded eluminun-elloy angles(1-1/8 x 1 1/2 x ‘/32), with the right side menber being reinforced by addition of 2 bent up sluminuy slloy angle (3/4 x 1-3/4 x 1/16) to form a channel section. An extruded sluminum alloy angie (1-1/2 x 1-1/8 x 5/32) forms the eft cross nember, while she Forwird eross menber consists of a formed aluminum-alloy "C" section (1-1/8 x 3-1/4 x 5/32) which serves as a support for the left side connon's front mounting post. The frame is covered ty 1/16 in. thick eluminun-alloy sheet, with necessery cut-outs for accommedation of anm- nition drums ond the like. Another "C" section cross-member supports the right- side cannon's front mounting post. Both "C" sections are mounted on top of the frame by three 1/4 in. diometer bolts passing through filler blocks rnd the longitudinal members. Two fittings of .051 in. thick aluminum-alloy sheet are riveted to the top of the frame es supports for the rear mounting posts. Simple chamels of .032 in. thick eluminum elloy-sheet attech the con- pressed air cylinder clamps to the top of the frame at left-front and right - chonnetn carey the elec! rear corners. Similar neck plugs, and simple bent-up "2" sections of .0%0 in. thick eluminum alloy suprort the solenoid valves of the charging control : vf 02 In. thick eluninun- alloy sheet. locates the air cyt iti: yy connection in @ position regis- tering with a cut-out in the lover shin. 1 charging connection is one half of a quick-detachable coupling simi that used for railrosd eir-brake lines, end permits recharging from © service tank as compressor. Tne cast steel mounting hooks st the forvard end of the frame are fas- tened to the outer longitudinal menbors by riveting through the vertical legs of the angles, and using the three bolts attaching "C" section cross-members to fasten the hooks to the horizontal leg of the angles. The similar mounting hooksSee. IIT, Ohi Gmnery Equipnes of the freme incorporate provisions for fore-and-aft adjustmex evo ench secured te the aft ends of the longitudinal members by four 5/i6 Mounting Posts The front momting posts he cannons are attached to lugs on th unon berrel sleeves. The rear mounting posts incorporate provisions for let vol end vertionl adjustment in one fitting. Lateral adjustment requires a ch, vhile vertical adjustment is effected by means of a suell band wheel. A check nut locks the threaded shaft of the handvheel. Blast Tubes. 2 Bh et thick steel sheet formed into a 4 in. dia. circulsr shape. A strip 1-3/4 in, wide is welded the length of the tube to close the seam. The forward ende are profiled to the fuselage contour. The aft ends are formed into « rectiny 2 button, to relieve excessive muzale-blast pressures. A fi 6 och lube provision receives four locking pins to secure the blast tub © fuselage structure. The forward part of exch tube rests on a ¢ nel-section cross-menber in the bottom of the fuselage, and is attecked to thet monber by e threaded metel bend. Tiring Systen sing system is eunatie-slectric, vi le the firing aysten is A charging cylinder is wttached to the receiver of each can- a. and on top of 1. Tiemeter. en]See. ITT, Chap. 10 Messerschmitt Mell0 Analysis Gunnery Equipment Vultee Aircraft, Inc. the airplens for connection to the electrics] ‘tom after Installing the cannon mount in the fuselage. Push-button ewite Hlot!s cockpit operate the charging controls, and firing is contro! vonventions1 eontrol-stick trigger-switeh. Each cannon has its firing selcnwid md rounds counter uthsched to the upper rear portion of the recoiver ny menns of the rear mounting Ly The entire cannon asuevbly, iuciuding all accessories, weighs 125 pounds.Fig. | 2 = t < @ 8 < ON Nose GUN INSTALLATMESSERSCHMITT Me ll0 ANALYSIS ULTE GUNNERY EQuipPMENT AIRCRAFT, INC.MESSERSCHMITT Me 110 ANALY: VULTEE AIRCRAFT GUNNERY EQuiIPMENT mt 10 St Twin Cannon Assempty With Cuaacine An Fiaine Equipment Fie. 3 CANNON INSTALLATION Fic SECTION CHAPTTMesserschmitt Metio Analysis Section 3 Vultee Aircraft, Ine. Chapter I BOMBING EQUIPMENTMesserschnitt Mell0 Anelysis Vultee Aircraft, Inc. SECTION UT BOMBING EQUIPMENT General Description 4 detachable honb-rack assembly capsble of carrying tvo bombs of the 250 kg. class is provider! for the Messerschmitt Mel10, This unit attaches to the bottom of the fuscluge in a location directly below the cannon receivers in the navigator'e cock)i!, with cut-outs provided in the bomb-rack feiring to clear shell cases eject! by the cannon. Tt is apparcn! ‘ut this bomb-rack assembly is intended for use only when Mel10's are prev emergency service as Light bonbers, and is not carried when the airples in used as a fighter or bomber convoy. The bomb-rs for the Mel10 comprises essentially a pair of bomb-racks support! t ronsverse cross-members, which also attach the entire unit to the vir leneture. A fairing, riveted to these cross members, smoothiy £ rneks to the underside of the fuselage. A menual arn-and-safe contr vided, vitle bomb ecleane and fusing sme electri cally controlled. Bonb Rack Instellutii A bomb reck fairy vtrop-hamnered eluni~ num-alloy sheet joined by « r “ ply is stiffened by a Longitudinal member comprising, (0 i 0.064 aluninum alloy placed back-to-back, and reinforead ilony « clge by another angle thet varies in depth to conform to the fairing, coitnur. The outside edges of the fairing are reinforced by dra hat-seclion :iiffoners of 0.040 aluminum alloy. The technical duin for this portion of the Messerschmitt enalysis was contriluled by Mr. George O'Hare, Staff Engineer in Charge of Arnancnt Desiga, and M. H. Sonntag, Armament Engi~ he Enginecring and Development Dept. of Vultee Air~Meyserschmitt Mell0 Analysis Sec. TIT, 9 Vultee Aircraft, Inc. nL Bombing Equipment Box-section cross members formed from 0.051 steel sheet support the fore and aft ends of the bomb racks, and rivet to the fairing assembly. Cle- vis ends on the cross members prot Hide attec! ment to lugs on the fuselage, and © group of four lugs near each end of the cross-mombars form saddles to bolt to the bomb racks. Two outrigger fit on the forward cross member sup- port bell-cranks for conn on aa erm and ‘© control cable leading to the navigator's cockpit. Disconnect recept: for the electrical conduit are mounted on the aft end of the longitudinal stiffener, and are readi- ly accessible from the navigr“wor's cockpit. Streamlined bomb sway braces are mounted directly on both sides of each bomb rack. The entire unit is attached to the fuselage by four 3/8 in. bolts pass- ing through clevis fittings welded to the ends of each cross member and lugs bolted to the sides of the cuselage. The clovie fittings ere veld assemblies formed from two bent-up angles of 3/16 in. steel sheet. The entire bomb rack unit 1s separated from the cannon assenbly by a hinged cover plate of .04] Gurel sheet, provided with cutouts for pessage of ejected shells. Bonb Rack Construction Bach bomb rack is a rectangular box, 35 in. long, 5-1/4 in. wide, and 4 in, hight, mede from 1/4 in. thick sluminum alloy sheet, and containing all the mechanism necessary for londing, arming and release. The boub release con- trol arm is © conventional rateiet, virich is moved tnke po tion for loading by a geared quadrent. This quadrant in rot: v0 lover located on the side of the bomb rack, and accessible through a hond hole in the feiring. Blectri- cal connections inside the bomb rack are mounted on a spring loaded swivel ar- Fangement for easy accessibility. All bomb carrying parts on the ineide of ‘the bomb rack housing, including the control mechanism, are made of atecl.MESSERSCHMITT Me lO ANALYSIS VULTEE AIRCRAFT, INC SECTION CHAPTER " BomsBinG EQuipMENT fn soTTOM VIEWMESS HMITE Me HO ANALYSIS VULTEE AIRCRA! Bomsinc EquipMeENT Seeman ei | TOP VIEW BOTTOM VIEWSection 3 Messerschmitt Melio: Analysis Vulteo Aircraft, Ine f Chapter 12 PYROTECHNICS EQUIPMENT= {SARA TEE MAM AEE B ORT ETE SEOTION Tit Chapter 2 TECHNICS EQUIPMENT PYR Emergency Landing Fleres So far as can be osverteined the flare controls oi the Mell0 are simi~ lar to American practice. comprising T-hendles with bayonet type Locks, and control cables. The ilure handles, located on the control pan the right side of tho pilot's seat, have about 2 two-inch stroke, and are con nected to 1/16 in. din. [exible steel cables. These cables extend aft to de- flecting pulleys on tio fusclage bulkhead just behind the pilot's sent, and there cross over to pulleys on the left side of the fuselage. Tne cables then extend aft and slightly out board to pass through the left side of the fuse- lege at a fairlead immediately forward of the main sper and slightly below the wing upper skin, to terminate in turnbuckle eyes for connection to the flare rack cable ends. The flare racks were not received with the airplane, nor were there installation provisions evident, and it is surmised that the racks were locatod botweon the wing-root and fuselage; and were either installed ocirn ehange taking effect near very infrequently 0 been removed by this airplane's date of mamufreture vovult that the flare control Installation was aol renovnd aniil 4 Ivier point in the production schedule. The pulleys u: b La/8 in. dia., end made of aluminum al- Loy. Cable fastenings are sinpin clamps, rather than swaged or spliced joints. Yery's Pistol The Very pistol. amumiiion iv stowed 4n the floor of the gunner's cock- pit, near the right reer comer, in the form of a G-round clip refilisble only Bditor's Note: The technical ‘or this portion of the Messerschmitt analysis was contributed by Mr. R. E. Krueger, Group Leader ge of Fuselage and Furnishings Design for the Bagineer. ing end Development Dept. of Vultee Aircraft, Inc.Messerschmi Vultee Mell0 Analysis ‘craft, In hep. 32 pment Pyrotechn! om outside the fuselage. The ammunition ips are fixed to a cover plate es- sembly secured by ‘vo pins to en opening in Lhe fuselage skin. A spring-loaded door in the gumner’s cockpit floor provides »rvess to the ammunition clips. The y elther fire the Yory's pistol af't over the tall sur. faces or use a blast-tube in the right tin fuselage, midway between gomner's and navigetor's cockpits. Thi ted aft, down, and to clear the tail surfeces, = " dia. with a split air r be stowed byMESSERSCHMITT Mz lID ANALYSIS R CRAFT, INC. 12 PyroTecHNics EQUIPMENTwdices Nesserschmitt Mell0 Anslysis Vultee Aircraft, Inc. EDITOR'S NOT! Subsequent to the preparation of Yultee's analysis of the Mel10, there were received seversl technical reports cov ering the more interesting accessory components of this airplane. These were prepared by certain firms which had requested the losn of various accessories for the purpose of engineering investigation, and their reports ere repro- duced in the appendices following.APPENDIX 1 GERMAN BOSCH MAGNETO Prepared by THE B. G. CORPORATION 136 W. 82ND ST. N.Y. ©wwpendix I Messerschmitt Mel10 Anslysis Vultee Aircraft, Inc. Project No. M-62 Report No. 1 PAOJIOT TITLE: MAGNETO, DESIGNS OTHER THAN BG SUB-TITLE: GERMAN BOSCH MAGNETO ON MERCEDES-BENZ ENGINE Description: wmeto is a flange-rounted dual ignition, twelve cy- Linder machine. J's overall dimensions are 11" in longth by 11" x 6". It consists of Vive rain castings end a roter assembly. The castings are: 1) the pole vive housing; 2) the housing cover equipped with automatic advince; 3) the breaker compartment; 40 sealing cover; 5) @ breaker ovr. Operation: is of unique design in that it has no gears for spark iis'r/\ulion, but obtains twelve double sparks every revo- lution of thw \\ Uberefore runs half-engine speed. Twelve Magnetic bremis nry obtained each revolution by having four pole shoe Inserts In the bout nd six mgnotic Inductors on the rotor. The pole « Lly gyiced 00° sport oround the rotor tumel. The inductors on t wet 6 t. The diagram shows how magnetic <0 result of this construction. locking down st the diagram as indicated. A. t, opposite rotor inductors #1 and #4 engage with pole « i ond ©, Magnet #2 then sends flux through Pole shoe D to vol! cic “! jn the direction shom. The return to the south pole is made throuyh role shoe A and the rotor. Similarly magnet #2 sends flux through the rotor inductors pole shoe 0 and thence to the #2 coil core in the divection siown, the return being made through pole shoe BeMesserschmitt Mel10 Analysis Appendex 1 Vultee Aircraft, Inc. Project No. N-62 Report No. 1 ° when the rotor has turned 30, inductors #1 ond #4 have passed by pole on A ond C, and now inductors #2 and 5 completely engage with pole shoes Band D. Magnet #1 now sends its flux through these rotor inductors to pole shoe Band thence to coil core #2, but now in the opposite direction to that in which magnet #2 sent its flux through the sume core just previously. In other words, a reversel of flux occurs, Similerly mgnot #2 now sends its flux pole ehoe A to coll core #1, (again in the opjonite direction) the re- turn being made through pole shoe D and the roter inductors. Note thet in this design the width of pole ces und rotor inductors cannot be made the same as the spacings between pol 8 and inductors, as in more conventional designs. I!', “or example, lenving the pole shoes as they are, the rotor inductors hid beon mle 36 wide instead of 18° (their actual width), the magnete could not fwciion, nines reversul of flux would have sterted in a given coil core long before tne B yup had been reached. As In fact there would be no E g: , whon inductors #1 and #4 move off pole shoss A and C to give the B gep, inductors 2 and 5 just stert to engage pole shoos B and D for the reverscl and "scavenging" of flux. The fact that each spark must be cbtained in 30° of rotation is some~ what of a disadvantage. The Bosch magneto has certain meckonicel advantages in the elimination of distributor gears nnd the consequent case of assembly, but it obtains these advantages by @ sucrifice in electrics! generation. ‘The primary current is built up in 20° of the 30° allowable, and then the spark in the secondary must dissipete itself in she remaining 10°. This is quite a short interval. Fortunately for Bosch, the maximum speed of rotation is low, since engine speed is around 2500 and therefore magneto speed need only be 1250 RPM. If the megneto hed to run at high speeds, it would give veryAppendix I Messerschmitt Meli0 Analysis Vultee Aircraft, Inc. Project No. M-62 Report No. 1 poor performance, if it operated at all. In feet, in order to eliminate the ad- verse effects that would result from hoving the breaker contacts close while there is still current in the secmul-ry circuit, Horch must use a condenser in series with the secondary winding. ‘This is incorporated right in the coil. Magnets The magnets are stationery. This cuts down the weight of the rotor consider- ably, since otherwise the rotor would have to be much larger in dinm-ter to ac~ comodate the magnets. Because of the short time for build-up of primry current, the magnots sre quite heavy. Each one is made up of five bor magnets toll! ing 1-31/32" in width, each 1-5/32" high and 1-1/8" thick. The area of cross-see tion is therefore 2.214 sq. inches for each magnet. Bosch has made full use of the advantages of Alnico (or something similar) by having e very short magnet with large cross-sectional area. This enables a magnet of high coercive force to support a maximum flux. Rotor Tunnel: This is 2" in diameter. The width of leminetions on the ends of the pole shoes, is 21/64" which corresponds to 18.8°. The laminations completely cover the magnet wisth, boiny | s/t" nlong the eheft, The end laminations are 5/64" thick, the rest 018" th y cutting londnations properly the pole shoes taper down from 1-31/32" to 14/ ‘The width at this seat is 7/16". The pole shoes ere completeiy surrounded ly the om mete on three sides up to the coil seat. “he ri re neh visible anywhere. Rotor: From the end of the shaft to the eni of the rom the rotor assenbly messures 8-1/4". This does not include the seporivlo wiveuce mechanism which leagthens the rotating pert to 11". In order on the chef't, starting from the breeker end, we heve the can, the breaker-end bell bearing, the high tension collector ringwopendix I Project No. M-62 Report No. 1 Messerschmitt Me110_1u Vultee Aircraft, fine. alysis and distributor for No. 2 coil, the high tension collector ring and distributer for No. 1 coil, the rotor inductor laminations, drive-end ball bearing and the helical spline for the advance mechanism. Gam: f This is a six lobe cam of leminsted horn fibre, 1-1/22" in diemeter and 3/4" wide. It presses ageinst a shoulder on the shaft and is held on with a special Jock-nut. The lobes of the cam are wide (similar to the BG) since the lobe has had to keep one breaker open while the second one for the same coll (there are two breakers per coil in this magneto) is closed. The depression between lobes keeps a set of contacts closed for 20°. The lobe proper keeps these contacts open for 40°. During 10° of this 40° the secondary spark is occurring due to this breaker. During the next 30° the second breaker is in operation. Bearings: ‘The bearings are of the separable type, the imer race and the ball retain- er coming off with the shaft, the outer race remaining in the housing. The ball retainers are bress. At the drive end the bearing has an 0.D. of 1-23/32" and an I.D. of 15/16". For this size bearing the width of bearing is unusually ner- row, being 9/32". The retainer has 17 balls. No particular pains are taken for sealing against oll or grease leakage, an ordinary leather seal and spring steel thrust washer being used. The breaker-end bearing is smaller, being 1-13/64" 0.D. The retainer has 11 balls. Hore toc, the width of bearing along the shaft is emall. Due to the low speed of operation, the bewrings were made small in s dimension. This saved length overall (1/2" total) and the corresponding weight of housing, sheft, ete. High Ter ion Collectors and Distributors: These are made of bekelite. The end of the brass electrode is on a radius of Laven, oeks, but thie would indicate thu’POLE SHOES o \e\ 4 < ) 4 E& ¢ JAGNET NE) ~~ f 5 IAGNET 2, — Vk CORE AS? 2weet Appendix I Messerschmitt Mell0 Anelys! Vultee Aircraft, Inc. Project No. M-62 Report No. 1 the electrodes in the blocks would be on a 3-3/16" diameter with a spacing be- tween electrode centers of .835". The Distributor (or Mo. 2 coll has s brass pin driven through the bakelite and into the electrii: «ovr its end, This provides a sufety gop of 5/8" from the pin to the fot surinee of the rear of the breaker housing. The brush 0!) of brass are 9/32" wide. Protection against flesh- over to grount i : the form of spool rims or aprons either side of the brass ri viug is 1-23/32" in diemeter. The spool ends are 21/32" In ding ier woop! Sor the one next to the rotor laminations, at which point the hifi 1 vole would be nearest ground. Here the spool rim is 2-15/32" In ai The electre fi" wide by 1/16" thick. Rotor Induction ‘There are six iy (64° wide and 1~31/32" long. The individual inductor spans an any! he ond In@inations are 5/64" thick, the others .018". These «+ Yioond feht Light ageinst shoulders and end washers. Helical Spline This hes three splines’, i spline is 25/32" long on the «i! ges with a gear connected with the advance Irve Coil This being a dual magneto, it they are tape-wound for nish end varnished. The coil cor " jong and 29/64" high, giving e cross-sectional ares of .382" sq. invhe ‘he coil seat is 7/16" long at each end. In additon the bottom im sare out away for 7/32" of the height to give addMesserschmitt Mell Anztysix ppendix Vultee Aircraft, Inc. Project No. M-62 Report No. 2 The # je the seating area by 9/32" x 13/64". Tho ond Invinvtions are 1/26" thick, the rest .01e". ry winding consists of an even number of layers, probably 6 layers PY 8 sowsl wire, since its resistance is .52 ohms, Great care is exercised in lucy cub the starting lead which Sits into e groove in the end lamination and videred for 1/4" along this groove. The end of the primary is soldered to 2 siveted to the terminal lead. The primary lead is then taken off this lug nud yoos to the grounding device. 1 secondary could not be measured accurately because it has a series con- denser wound over it. This condenser connects to a brush terminal 3/8" deep which probably has extensions by means of which it is taped down inside the coil. A bras brush end spring ere inserted in the brush holder at the side of the coil winding, the last spring turn being sprond to hold tho brush in place. The brush fits into = high tension connector of bakelite, which itself has « carbon brush riding on the slip ring of the high tension collector. The spacing to ground from the high tension points, is quite large, the minimum being 1-3/16" from the connector brush sert to one of the two holding screws used to hold eac! connector to the frame. The coil terminal heads are made of .074" bakelized paper-base material. ‘They are ellipses vith axeg of 2-21/32" and 2-9/32". The winding space for the coil proper is 1-15/16". There are four breekers in all, two for each coil. One of each set operate simultaneously with the opposite one of the other set. The contacts are alter- nately tungsten and platinum on the bars, end platinum and tungsten on the brac kets, so that each breaker hes one tungsten and one platinum contact. Bvident- ly dire: nis is an attempt to avoid pitting. Hach breaker is eubjocted to uniMesse: i Mel10 Aneysis - Vultee Aircrel' 7 vojeet Kos M62 port Wo. 2 hionel current. The breaker bor is in reality a sheped steel riveted to a mi rte plece. & contact is riveted at one end of this spring, the other one being curved and serving es tho folluxer of the cam. The micarta serves es a bearing ler. & felt wick fits in a groove in the micerta, na brass pivot 7/32" in seen in the end of nek of the spring stevi 1110 A eesled of] hole cun ve contect between the micarta, lending ( pivot. No attempt is made to b lo tubrication takes place by creepage along the tae of] wick an steel followerer. oxcessive ofl pumping at the cam. A wesher and o0 itor isrough the pivot, hold each bar dow in place. ‘The bracket cots 1e adjusted for contact gap. It is held down by a screw working in ‘0 bracket. Another screw is an eccentric mount— ed in a metal piece bw! vrves ag breaker plate. This plate can be shifted as a whole to on hronizing of one breaker with another. Here again there are two screw: workin: in clotted holes. Two detents punched in the movement of the plate. the breaker plate fit in» The followers are sj: ve Tun at the front of the can, two at the back, with a slight ov sp wear. The contacts are .187" in ring tension is about 24 ozs. ce Mechanism: Advance is effected by the pling xember along a helical sp- line. This changes the relatio: : oper rotor shaft, without affecting E gap. A lever \ ss 10 micarta Elocks mounted on lever arms con! wr. Yuase blocks move in a groove cut ina pulley. ‘the cs und forth. The ike outside to stand pulley or coupling has @ bell b still vaile the inside rotetes with | von by the heliMesserschmitt Mcl10 Analysis Appendix 1 Vulteo Airersft, Ine. Appendix 1 Project No. M-62 Report No. 1 Prinury Condensers ‘These are paper-vound, in romd eens, and measure .27 afds. enbillation: ‘There are no ventilletor screens used, as in the Scintilla magneto. But, ihore are holes drilled at various points in the housing and covered with a ld on by folding over two tabs fitting thr- cmide sort of small cup which is b ough holes much Like « peper fastener. There ere three ventilators for the breaker space, eight for the high tension space (found in the sealing cover which forms half of the cable outlets) cnd four at the drive end of the shaft, near the advance mechanism. Advance Angle: This is 25° on the rotor shaft. As the rotor shaft revolves half crankshaft ° speed, the corresponding crankshaft angle is 50°. Medght: The magneto assembly, minus distribution blocks, weights 14 lbs. 1.5 ozs. Nameplate Data: 2M 2BEA Gerat 9-40400 To the original of this report are attached ten photographs of the Bosch magneto. Voltage Curve: A curve was taken of voltage output of the magneto at various rotor speed: by determining the length of Navy gap the machine would fire steadily at each speed. This curve shows that the Bosch magnete does as well as the Scintills magneto. It would probably meet Nevy Specs. concerning voltege, although weAppendix 1 Messerschmitt Mel10 Analysis Vultee Aircraft, Inc. roject Now M-62 Aoport No. 1 vere not able to run a test under load conditions. The magneto ran well at higher speeds than would be expected fron the design, but the contacts flashed oadly at 3000 R.P.M. ‘The output began to drop off et 2800 R.P.M. but it levell- vd off first at 1500 R.P L. JacobsE fAPPENDIX 2 GERMAN SHIELDED IGNITION HARNESS Propared by THE B. G. CORPORATION 136 W. BAND STN. YC.Appendix IT Messersehwitt Mell Analy: REPORT COVERING GERMAN SHIELI IGNITION HARNESS This harness wes received by our Inborstory in very poor condition. Max of the spark plug leads were out and pony uf tie ceramic sleeves were missing The manifold was very badly bent in . image resulti our inability to make a complote test. ‘The vetl v ptudy of this harness, both from the standpoint of observation, opinion, vid tevimtent d The harness is designed for an in-line engine ond has twelve uperke plug leads projecting £ rom a metal manifold. The manifold joins at an olbow to 6 flexible antler pipe carrying the wires back to the magneto. This construction can be readily seen by referring to the accompanying photogreph. Tho entire assembly as received by our laboratory weighed approximately 7$ lbs. (seven and one half pounds). The wires were pulled through the antler pipe end manifold to their individual spark plug 1 uds, then through the leads around the elbow and into a ceramic terminal the entire length of the harness. Dinensionally, the manifold vas epproximately 1 3/16" in diameter and 32" in length. The distance around the elbow at the end of the manifold was approxi. mately 9$". The distunce from the elbow to the end of the antler pipe wes 29". The antler pipe was 1 11/32" in diameter under the protective covering of lea- ther. The rk plug iouds were spaced elong the manifold at intervals and 33" alternately. were brought out. 107 accompenying photogr he uverage length of the spark plug leade waich were left intact on the harness ss received was apgroxinately 6", with the exception of the one long lead brougist cut at the end of the manifold, t wes 12" in length. From a dimensional s!:ndpeint, this harness might be readily comperod with the harnesses used in Americ:n preetice on in-Lin all gid metal perts such tho manifold, elbowe,Hegserachmitt Melo Volten Aircraft, lyats Appendix II vidual sperk plut leads, were made of cadmium plated vagy will thiekness of this brass ran between .022" and .025", von ‘oleresting te note that in ne case were threads used to join various Se manifold together as is customary American practice. Where = ted, cuch as between the elbow and manifold, the sections were sleev- (or with a clamp over the sleeve section. In order to insure tightness ‘sup bolt, a simple safety wire was passed through a hole in the bolt head. ontler pipe leading from the elbow to the magneto was composed of flex- lo wots tubing with no apparent attempt to insure any water or air tightness. hiv Tlewible metal tubing was covered with an aluminum braid and analysis of this Nid Indicated that it was applied by a 24 carrier traider using wire approxi- cly .0075" in diameter. The weave of this braid was not the American practice ©" Vasket weaving (one over, one under) but employed a two over, to under weave hich can be more recdily hendled at higher production speeds. Esch carrier of 24 carrier braid contell d 16 wires, thereby resulting in 2 loose braid. wh practice alvays permits the breicing machine to rum at its maximm speed as r a5 feet per minute production is concerned. This practice is far inferior to the eccepted American standards. All fittings for spark plug leads were soldered to the manifold, as small potions to which e attached the braiding shield for the individual leads. ‘The spark plug leads (between the manifold and elbow) were protected only ty Vhe oluminam wire braid, This braid was produced on a 24 carrier machine using # \wo over, to under weave, having seven ends of .0075" wire per carrier. The braid was merely clamped to a small boss protruding fron the manifold at one end and te another boss at the end of the spark plug elbow. There wes no attempt made to solder the braid wires in place. The small clamp was held tight by a bolt hoving a sefety wire through its head. ‘The entire assembly shoved evidence hand high speed assembly. No particu 7 attention wasAppendix IT Messerschmitt Mel10 Analysis Vultee Aircraft, Inc. given to woter-tightness and eir-tightness. 11 places where the wire passed through the manifold or through the elbow, a small synthetic rubber gromet was applied around the wire to protect it against cutting of the lacquer covering or insulation by rough parts in the metal. One semple of wire renoved from the assembly was subjected to an elec- tricel test. It was prepared by wrapping eround « three-quarter inch diameter steel mandrel using ten pound dead weight for a wrapping tension. The indi~ viduel turns around the mandrel were spaced 1/4" apart and the ends of the wire were securely tied to the mandrel with suitable cords. Over the wrapped wire wos placed a metal shield extending for the entire length of the wrapping. ‘The metel shield and metel mandrel were both grounded and high voltage was ap- plied to the ignition wire. At the start of this test 15,000 volts were epplied for @ period of three hours. The wire in this case showed no evidence of di- stress but strong corona glow was noted over the entire surface. The voltage wes then raised to 25, 000 volts and held for thirty minutes with no apparent failure. Tho corona glow was increased to a rather excessive amount. At the end of this time the voltnge wae very slowly raised until 21,000 volts was reached . At 31,0000 volés there wos on Inmedinte fuilure of the insulation on the outside of the bent ire. After the wire had feiled in this particular test the outer braid and lacyuer covering wus removed and the insulation was ex~ no visible evidence of cut rubber. amined for corona cutting. There w A somple of wire wos removed fron the harness and sent to the Collyer In- sulated Wire Company, Pawtucket, ithode Island, for detailed analysis of the rubber. The following is a report t'rom the Collyer Insulated Wire Company. from German Plene Ignition Wire Construction: 1, 19 x .010" tinned copper.| Messerschmitt Nell0 Analysis Appendix IT Vultee Aircraft, Inc. Inner layer, pink, approx. .025" thick Middle layer, black, approx. .050" thick Outer layer, pink, approx. .025" thick | | | a iM 2. Insulation of 3 layers, apperenty strip-insulated. i Diameter over insulation .245" 3. Close braid, 25 picks per inch, 5 onds per inch, 5 ends per strand about #50 or #60, 2 ply, yern probably mercerized or glazed cotton. Hf 4, Braid is coated with glossy black lacquer. Diameter overall .275", | Ozone Resistance Test: ‘The insulation was exposed to a mixture of osono and air containing approx- ih imately .015% ozone by volume. (a) In one case, the braid was removed and the insulated wire was bent a round a mandrel. When bent around 2 times its om diameter, there was no ozone cutting, in e half hour exposure. When bent around its om diemeter, the insulation cut badly within the first three minutes. (b) In another test, the middle and outer layers of insulation were sepa rated, samples were buffed smooth, then were exposed to ozone while 1 etretched approximately 12%. Comparisons were made with standard rubber compounds, ozone resisting rubber, and rubber-like synthetics. In this test, the German insulation cracks within 4 to 6 minutes waich is the same as stendard insulations made from natural rubber. shows no ozone resistence suci as would be expected if it were a special ozone-resisting rubber or synthetic compound. esistan Specimens of each layer of the German insulation were soaked for 10 days | in #20 W motor oil at 70°C. in comparison with standard rubber insulation and two diff synthetics.E tt Mell0 Analysis ippendix 11 5 ee Airoraft, Ine. The German insulation swelled and partial !y rated in the same menner as standerd rubber, whereas the synthe! ics were practically un affected. ysis: No complete chemical analysis of the & ivhion was made. Ash and specific gravity are as follows: Outer layer (pink) nvity 2614 Middle layer (black) vity 1.58 We estimate that the outer layer cont (bor and the middle layer about 30-40%. Physicel Tests: Middle layer (blac Tensile strength unaged ter oy. in Elongetion " Set Tensile strength after 4 days in air oven at 70°C...i( . (19.6% loss) Elongation after aging Outer Leyer (pink Tensile strength meged sin Elongetion Set Tensile strength efter 4 days in air oven at ‘i = 3 loss) Elongation after aginy: has) There vas not enough materi test, but samples n had riuring ose of the other10 Analysis Appendix IT Mireraft, Inc. tests were exposed to 300 oxygen at 70°C for 4 days and then examined visu~ ally. There was no visible effect of the oxygen, no brittleness and no tacki. ‘The insulation on this wire eppears to be made of natural rubber. Ne tests were made which vould prove this conclusively, but the tests are indicative of naturel rubber, or of one of the Buna type synthetics so similar cheni- cally to netural rubber that ozone and oil resistance are equivalent. The inner layer was too small to use for any tests by itself. The outer layer is a heavily loaded compound, probably intended to give corona resistance better than the middle leyer. It probebly gives slight protection, but we believe thet the lacquered breid must be depended upon for the chief pro- tection from corone effects. The outer layer is a very poor aging compound. The middle layer ages fairly well, although not equal to similur rubber compounds used in American practice In concluding it may be seid thet the Germen practice is apparently to rely entirely upon the insulation of the wire for both mechanical and electrical pro- tection. The shielding in no way protects the wire either against vibration with in the metallic conduit or the attack of moisture, gasoline, ofl, or other detri mental elements. The lacquer covering is the mainstay of the entire insulation in this particular case. The shielding harness itself provides very little me chanical protection for the product and serves only as sn electrical shield. HM. Wilkoff Project Engineer, Harness DivisionAPPENDIX 3 14MM GERMAN BOSCH SHIELDED SPARK PLUG Prepared by THE BG. CORPORATION 136 W. 52ND ST..N. Y. C.Appendix IIT Messerschuitt Mol10 Analysia — Vultee Aircraft, Inc. REPORT COVERING 14 mm. GERMAN BOSCH SHTELDEI SPARK PLUG This plug is of the ordinary two piece type of construction consisting of an insulator having a shoulder of sufficient diameter to accomodate an upper and lower copper gasket which are compressed during the assembly of the ahell and shielding gland nut to produce a gas tight seal. Dimensionally this plug has « 14 mm. external thread (.551) x 1.125m. pitch and a 1énm. (.472) reach, 22mm.(.#66) hex on the shell and a 19m. (.748) hex on the gland nut. The dimension from the engine gasket seat to the top of ‘the plug measures 2 1/16" as compared to 2}" now in use in this country. The upper flashover measures 25/32" ss compared to 1" for American plugs while the lower flashover in the shielding barrel is 21/32" which compares to some domes— tic plugs made in this country. The upper thread for the shielding elbow is 18mm. (.'708) in diameter x ap- proximately Imm. pitch. It is of interest to note that the ceramic sleeve extends to a point flush with the top of the shielding tube and is permanently cemented into place. This type of construction can be used due to the fact that the ceramic sleeve can be made much thicker and consequently stronger inasmich as the elbow thread is lar- ger in diameter as cospsred to Averican-made plugs. This additional well thick ness makes possible the perms Ling of the sleove, sealing the clearance between the 0.D. of the cernmic stonve ari lim L.0, of the sivielding tube and less subject to cracking from engin vibrulion jus the additional dielectric strength. ‘The insulator of the subject plug has been given a qualitative spectro- graphic analysis and 2 petrographic examination under 990 magnifications. This report shows thst the insulator consists of an alumina oxide bese with the re-Messerschmitt Nell0 Analysis Appendix II Vultee Aircraft, Ine. ee maining constituents as follows: - Alumine Oxide Major ~~ (Above 5%) Silicon Minor ~~ (Minus 5%) Magnesium Minor (Minus 5%) Mangenese Fractions of 1% Celeium Fractions of 18 Iron Fractions of 1% Petrographic exsmination of the thin sectioned porcelain under 990 magni~ fications revealed coarse greined clumins of irregulur shape. The average grain size is .025" to .30" millimeter in size. Somo of the larger grains which are fairly evenly distributed throughout the mass measure as much as .075 millimeters. The alumina grains are bonded by interstitial glass. From the spectrographic and petrographic anslysis one may conclude that the original body mix prior to firing consisted of not tre than 90% alumina oxide end accessory fluxes such as tale, magnesia, and titsnlum dioxide included to promote grain growth, bond and elumina into « vitreous mass, and increase the dielectric strength. This porcelain was probably fired to approximately 300°F. his insulator than The hot dielectric velue (te value) vas meh lower for one would expect, vizt 1320°F compared to 1795°F for the English Lodge "Sintox", 1360°F for AC L885, 1620°F for Champion 0345, and 1790" for the ceramic insule- tors which BG is now experimenting with. The low te value for this insulator could be accounted for if it were possible to Imow the degree of purity of the base material (alunine oxide), as certain grades contain relatively high amounts of impurities which tum into glass during the firing cycle and autometically lower the te value. ‘The cement used to seal the center electrode and the ceramic tube into place consisted mostly of 325 mesh alumine plus a cley frection and sodium slicete to "flow" and "set" the cenent.Messerschmitt Meli0 Anslysis Vultee Aircraft, Inc. center electrode consists of a miid steel threaded shank on to which is butt welded a nickel alloy extension appr tely 11/16", long the vhole assembly being slightly tapered to centur Lie electrode in the insulator and force out the air voids in the cement Juri ‘io eoumbing operation. This is © good feature but relativ ‘ion point of view. The ground electrode also consint kel otoy sad is tecuved into the shell by a crimping opor: tics This plug hs evel imp geenstry, and from the phyvicn) dimensions and the electrode alloy u ively that the gap life would be rela! dit is ass short as compared to domestic plugs with their large center electrodes concist- ing of tungsten alloys, and copper filled nickel electrodes. No tests for sparking voltages were made due to the badly corroded conditon of the gaps mak- ing it impossible to properly reset them for a test of this kind. However, the short flashovers allowed in the design of this plug plus the smallness of the ground electode prongs give strength to the belief that this unit has e low sparking voltage both hot and cold. This plug showed up very well on engine tests conducted in a single cy- Linder coperative fuel research engine of 25 cu. in. displacement, injected fuel end supercharged. Shown on the attached graphs and test sheets are data perti- nent to the subject plug relative to its performance. It is of interest to note that this plug has s firing tip or inuilator exposure of 7/16" as compared to 1/4" and 3/8" for most Americen 1mm. plugs. However, the smaller thread size (l4mm) and the high surface to volume ration accounts for the high I.M.E.P. hich this plug shows. ond engineered unit, very light weight, weighing 65.2 grams as compared to 100.9 grams for an ACLS85 and has fesigned for mass production, vation of usterisls plus easyMesserschmitt Nell0 Anelysis Vultee Mroraft, Inc. vendiz IIT original assenbly and simple field servicing. The design of this unit shows that every consideration has been given to use ceramics at their best, notably among these features is the ceramic shield- ing sleeve which has been designed to produce the best results regardless of physical dimensions, and other units have been changed to favor the use of cer- amics which are necessary if a properly designed and durable plug is to be made. E. Mosthaf Ceramic DivisionceMesserschmitt Mol10 Analys Apondex 171 Vultee Aircraft, Inc. B. G. CORPORATION TEST SHEET NO. GC. F.R. Single Gyl. Test Engine 25 Cu. In. Displacement 2000 2. P. M. , 83 Octane Fuel. Fuel Injection _ Germer Bosch 14, m.m. coramic spark plug to be rated. Ce Re 6.63 a R. Setting .300" DATE CONDUCTED BY ABS ™~ Revs. Spec. | 1.M.E.P.] Micro. Time 4# Fuel | Fuel Set Cons. 2 10/15/41 1 22:30 — 2242 0. 408 rS 261! 2 6 10/16/41 7 10:15 Start _|imgine : 10:40 _ [Hea oor _|26.0 7.0 2720 | .66: 260 2515 9 20:55 Hea ro" + |29.2 6.8 275 | .7%6' 285 450 10 11:05 Shut__|Dow _| _ Remarks = There was no leakege on either spark plug and after the run one leaked 2 7/8 c.c. min. and the other 4 ¢.c./min. @ 150 lbs./sq-in. All leakage was past the gasket seal on the shoulder of the ceramic insulator. Mhen put into pre-ignition the load falis off immediately, and when boost is low ered will not instantly recover.12 he 125 "the PITCH / poBee HEX. Ap 74a rOn. “ea ra 18 "oa -1 ha PITCH, : : : i i i SECTION sik = aay CYLINDER GASKET “STEEL” 190 -1"te PITCH oe COUPLING Ni VUT- TALUMINUM ALLOY SPARK Re cam se BG. ConPorATION | A GAG oarema Sew Stu HE tw ¥: 5 ei[Eteow-ceRn Boner] 8.G, CoRPORATION 13@_W. 52" ST. NEWYO AS-150 ‘BY [OR. MATERIAL.APPENDIX 4 WIRING FROM MESSERSCMITT Me110 Prepared by ROCKBESTOS PRODUCTS CORP. NEW, HAVEN. CONN. U.S.A.Appendix IV Messerschmitt Mell0 Analysis — Vultee Aircraft, Inc. REPORT OF TESTS AND EXAMINATION OF WIRE REMOVED FROM MESSERSCHNITT MELO FIGHTER Conducted by "Rockbestos Products Corp.", New Haven, Conn. U. 8. A. In general, the workmanship and constru Lion of all types of wires re- ceived showed excellent vorkmanship and high grade mterinl. The general de~ scription of the various composite parts is as follows: In all cases a bare copper conductor was used usually of (loxible strand either ‘tanched or concentric as is outlined under each type of wire describ all cases over the above conductor there was a blue cellulosic meterial tape 1 rubber used over used as & separator as well ss a protection of the thin w it. This material is very similar to our cellophane tape «nd is apparently a viscose type of cellulosic materiel and smells like cotton when burning. The primary dielectric consisted in most cases of two walls of a rubber compound applied by the strip process and consisted of many color combinations; in most cases, two different colored strips be‘ng used for a given well. The thickness of these walls varied for the different types of cables as given in the descrip- tion of each specimen examined. This rubber was very stretchy and apparently was equivalent if not a little superior to our standard 30% Hevea rubber. In many samples a fibrous braid vas included and was of a cotton type of yarn although in most cases was so well inprorneted that its definite identity could not be ascertained. In general, tho compound used in impregnating the fibrous covering vas ilnr to a Isequer tmt corpletely impregnated the individual yarns as well as couling the suri prous covering. We are not able to ascertain the exuct type of ues nor were we able Lo extract the materiel from the fibrous braid. In some samples a cambric tape wis *)plird will varying positive lays as an ac- tual jacket to the cable. In 0: amples a tubed sheath of rubber was used as @ jacket to protect the finished cuble. Under the jacket, cotton threads vere0 Analysis wwpendix IV * marker and in most cases consisted of a red, grec. used as apps ani yellow cobten thread twisted together. /JL cables had sn aluminum armor of the basket veave type over the conpleted One of the samples had a terminal on it as follows: Terminal end of cable was protected by @ sleeve consisting of 1" long cotton braided lacquered tube held plage by numbered eluminun band vhich also locked free end of eluninun armor. » sleeve was .024" thick and was located between terminal end of cable and end of armor and over the regular braid coat. The conductor wes bonded at ter- minal end by means of a tinned copper sleeve approximately 3/4" long crimped over the conductor end flattened sonwhat for fastening to the terminal. Due to the short samples, extensive dielectric end ageing tests could not be made. However, dielectric breaks were taken on some samples with very uniform results. The smell sized conductors cuch as used in specimen marked "48-4", the breakdown was 11,000, 14,000, 11,000, 13,000, and 12,000 volts whereas the large conductor such as the specimen #2, the voltage breakdown was 18,000 and 18,500. The materials apparently were limited to a maximum temperature in the neighbor- hood of 60 deg. C., according to our methods of rating and it was found that in general the thin strips used in insulating were not well vulcanized together, i.e., the two halves would pull apart readily. However, we found no evidence of voltege breakdowns at these points nor do we believe thet under water or moisture conditions these rubber walls would show to be defective. DETAILED EXAMINATION OF SPECIMENS 1 Marked "91-E" - This was an armored 3-conductor cable, red, yellow, and black. The conductor was approximately No. 18 ANG - 1512 C.M., and consisted of 42 strands of .006' bere copper, bunch stranding. The conductorAppendix iV was covered with the blue cellulosic m the tape. Next vas applied two layers of rubber 2 total thickness of approxinat: over the rubber was -080". One citi! white rubber covered with red ri : white and an outer wall of bl: rubber end an cuter vall of whi together end a black rubber se were to small cotton marl Next wee applied @ fitrow impregnated and coated ' +298", then overal SPECIMEN NO prev AWG - 20356 C.M., and conniate: « The 0.D. of the conductor was parent tape approximately 2 mils 1 thicknesses vere around the condw Next was applied two strips of whi which tvo black strips approximately 0.D. over the rubber of .233". A cami wrapped over the rubber with a 1/8" pov! and .854" ide making an 0.D. over the cotton braid impregnated and coated with burns very readily, the 0.D. over the lacque armor vue applied over the red lacquer braid Messerschmitt. Mel0 Analysis Vultee Aircraft, Inc. eriel and had a dielectric of .050" over the application of four strips of rubber, 5, 80 that the 0.D. of the conductor was insulated with an inner strip of second conductor, on inner val of » third conductor, an inner wall of black ‘These three conductors were cabled over the conductors. Under the sheath 0.D. over the rubber sheath was .275". oy elose ley, which was thoroughly vit, the 0.D, over the lacquer coat being wn weave with a final 0.D. of .338". waple which hed the terminal end vonduetor wes approximately No. 7 stranding of 19 strands of .032". conductor was the blue trans- ” wide and wrapped so that three the tepe vas -165". imately 16 mils thick over wore edded making a total : od with en adhesive vas he tepe was 9 mils thick r “. Over this there was a wor matorial. This lacquer ing 784". A aluminum od of 13 picks per inchMesserschmitt Mel10 Analysis Appendix TV Vultee Aircraft, Inc. zsing three ends of .008" aluminum. The diameter over the armor was .310" as ne nithough there was considerable variation varying between .310" and Mol NO. 3 A14- conductor cable. The individual conductor vas approxinatc! lo. 20 AWG, No. 20 AWG, 877 C.M., and wos mode up of 29 strands of .0055" ‘© copper, bunch stranding. Over the individu} conductors wes @ blue cell- ulese tape approximately 1-1/2 mils thick ani 1/8" wide and applied te give a ght positive lap. The individual condu vere insulated by 4 strips of rubber with an average total thickness of :) wily for the two layers of rubber strips. In ell ceses the inner layer of rubivr vas white. The outer layers varied, some being of al) one color and other: icing made up by applying one strij °f one color and one strip of another color. ‘iw colow coding used is as follows: The outer rubber wal one iabed we shoty ihe following colors: blue and Black, red and black, green smi k, blue and red, blue and blue, slate and slate, red und ret, i 1, black and black, red and green, green end green, yellow and i yoilow and yellow. The diameter of each conductor over the rubber wis .078". The 14 such conduc~ tors were cabled together, approxinately a 4" lay, and had an 0.D. of .340". Lai in with these conductors were slso three cotton marker threads, one red, one greci and one yellow, all twisted together; also one cotton threed alternating in color between white and black, there being 3/8" for each color. A Q-mil cambric tape 3/4" wide which vas impregnated vith a solvent rubber compou: was applied over the cubled conductors with a positive loy of approximately 1/8". The impregnation of this canbric was upyrontly dene after the wrapping operation ‘The 0.D. over the tape was .358". A green Cibrous cotton braid well impregnated and costed with lecquer was applied over the tape. The thickness of the braid being approximately 25 mils with a resultant 0.D. cf .408". Over this en alun- » Sends of 8 imum with a Ciniehed 0.0si cera ami of .467". SPECIMEN NO.4 Consisted of two twisted vables under a common armor and then extending as single conductor cables each with its own armor. One of the conductors was approximately 1% \WG 1548 C.M., and consisted of 43 strands of .006" bare copper, bunche, «ith a blue cellophane tape approximately 2 mils thick and .187" wide, applicd «i!» slight positive lap giving an 0.D. over the tape of .044". Over this tuys vos applied two strips of vhite and then covered with two strips of slate total thickness of the two walls of over the rubber of .077". spproxinately 17 mils with a res Over this was applied a cotton | vevoximately 30 mils thick which was in- pregnated and lacquer conted rv U.D, of 118". Over the cotton braid the marker threads were one yrl! wd, and one green cotton. The alumi- num armor over the braid v eke per inch. 3 ends of 8-mil aluninun, with a resultant 0.D. of -} The second conductor wer wes approximately No. AWG, 1512 C.M., and consisted of 42 vepper, bunch stranding, and was cov- ered with a Til Wier 11 ‘pe .150" wide and was applied with a slight positive Foy. i! ". Next was applied two strips of black rubber « hile rubber, total thickness of the two being approxiw! witant Q.D, over the rubber of .085". A cotton braid was nex +036" thick and impregnated and coated with a black 1a © threads under the braids were yellow, red, and green thre ve. The diameter over the cotton braid was .150". Next was 1 cur consisting of 14 picks per inch, 3 ends of &-mil slumin O00. of 183". The above two cables were twisted Lott point about 12" from one end. The individual armors were ended sci loos covered by a common shield consisting of an open besket wenve aluniny nod by aluminum bend endMesserschmitt Mel10 Analysis Appendix IV Vultes Aircraft, tne. covered by a rubber sleeve 5" long. SPECIMEN NO. 5 Consisted of a single conductor cable, marked "54-B". The con- ductor was e little larger then our standard No. 16 AWG 2707 C.M. and consisted of 30 strands of .0095" bare copper, bunch stranding. These strands were covered with a bine “ellophane tape 1-mil thick end .150" wide, and applied with a alight positive inp, the 0.D. over this taps being approx!- peily .060", Next wae appliod tue strips of black rubber and then two strips of whe eubber, the totel Liisknous of the two layers being approximately Verila vith an O.D- iho rubber insulation. Next vas applied a \ opoeintoly 23 adls thick whieh wae impreg- nated and cote with iueques \Tviug an OD. over the braid of approxi mately Lelpted parker coneishing) of one red, one yellow, and one gree: cotton thread vas placed undor The aluminum armor consisted il picks per inch, 3 ends of 8-mil aluminum with the 0.9. of the cable being is cable protected at terminal end by yellow varnished cam- bric tube 1-1/2" long. This sleeve wes held in position be- tween the sluminum ermor and the breid by @ numbered aluminum band vhich vas crimped on over the eluninun srmor. SPECIMEN NO..6 No identifying number. The conductor wes approximately 18 AWG 1512 C.M. and consisted of 42 strands of 006" bare copper, binch strending. ‘The strands were covered by a L-mil thick blue cellorhene tape, -140" wide which was applied with a slight postive lap, with en 0.D. over the tnpe of -047". Next was applied two strips of white rubber and two strips of black rubber, the thickness of the two being ayproximately 22 mils or an 0.D. over the rubber of .078". ext vas app a 27-mil thick cottoa braid which wes impregnated and coveredi ppendix IV Messerschmitt Mel10 Anelysis Vultee Aircraft, Inc. “ith a black lacquer. The typical marker thread consisted of one red, one yel- low, and one green cotton thread. The diancter over the cotton braid was .129". The aluminum armor was 12 picks per inch, 3 ends of 8-mil aluminum with a finish- x1 0.D. cable of .170". SPECIMEN NO. 7 No identifying number. This conductor was a little laryer thon No. 16 ANG 2707 C.M., and consisted of 30 strands of .0095" bere copper, bunch stranding. The strands vere covered with a l-mil thick blue cellophane tajn ./’0" wide and applied with a slight positive lap, diameter over the tape belny approximately .059". Next were applied two white rubber strips, then Iwo block rubber strips, a to- tal thickness of the two walls of rubber being approxiwitely 16 mils or an 0.D. over the rubber of .090". Next a 22-mil cotton braid impregnated and In juored Linck wag applied. Under the braid was a red, yellow, and green cotto wnrker tuloted together with an additional green marker thread. The 0.D. over thn i vas 132". The al- wminun armor made up of 11 picks per inch, 3 nis cf % mil aluminum. The 0.D. cf the cable being .168". Note: The armor was fastened at 7" from end of conductor by means of cotton threads coated with varnish. SPECIMEN NO. 8 This was an aluminum armorr/ \ conductor cuble marked "48-M". The conductor was approximtoly Nie. 18 AWG 1512 C.M. and con- sisted of 42 strands of .006" bare copper, swish slrunding. ‘The strands were covered with a blue cellophane tape, Imi! tiisi, -1:0" wide, and was applied with a negative lap, the 0.D. over the inp oping approximately 042". The eon ductors were then insulated with tw atriy colozed rubber and then two strips of another colored rubber, ti Unie! 22 of the two layers being epp- roximately 18 mils with © diameter over Lhe cubber Ingulation of approximately 078",Messerschmitt Mel10 Analysis Appendix IV Vultee Aircraft, Inc. The coding of these cables vas as follows: One conductor, a layer of black rubber covered with a layer of white rubber, and the other conductors all first insulated with white rubber end then insulated with, one conductor black, enoth- er red, another green, encther blue. These five conductors were then cabled around @ core which was made up of a piece of cotton braid covered with two Strips of green rubber similar to the strips used on the individual conductors. The thickness of this strip was approximately 8 mile. The cabled conductors were then covered with a cambric tape approximately 12 mils thick and .590" wide applied with a 1/8" positive lap. This tape is similer to surgical adhesive tape. Over this tape were the marker threads consisting of one red, one green, and one yellow cotton threads twisted together with an extra yellow cotton mar- ker, The 0.D. over the canbric tepe was approximately .261". Next covered with a braid 23 mils thick which ves impregnated and lecquered black. Between ‘the cambric tape and the braid was inserted a single green cotton marker. The 0.D. over the cotton braid was approximately .285". The aluminum armor over this braid was made up of 11 pick® per inch, 4 ends of 8-mil aluminum andthe finished diameter of the cable was .320". SPECIMEN NO. 9 Markel "30-8". - Aluminum armored 4-ctmductor cable. The ‘onductor was approximately No. 17 AWG 2048 C.M., and consisted of 32 strands of .008" bare copper, bunch stranding. The strands were covered with a blue cellophane tape, 1-mil thick and .050" wide, and applied with a neg- ative lap. The diameter over the tape was approximately .050". The conductor was then insulated with two strips of one colored rubber and then two strips of another colored rubber, the total thickness of the two layers bein, ‘spproximately 20 mils and the diameter over the rubber insulation being approxi~ mately .090". The coding for these cables wes first white then black and this conductor carrie¢Appendix IV Messerschmitt Mello Anelysis Vultee Aircraft, Inc. @ number identification of #1; another conductor, first black and then vhite with 2 number identification of #53 another conductor, white and then red, with identification #0; and the fourth conductor, white and then blue with identifi- cation #2. These conductors were cabled together and alco had a marker thread, one red, one green, and one yellox cotton thread twisted together with one yel- low thread in additon laid in with the conductors over which an extruded rubber Sheath approximately 20 mils thick was applied. The diameter over the extruded sheath vas approximately .275". in this ecmple both the rubber usel on the conductor as well as the rubber of the sheath appeared to be coated with « wax and apparently was one of the paraffins. Next was applied a cotton braid 17 mils thick whieh was impregnated and lac Quered black. The 0.D. over the braid was .315". The aluminum armor was made up of 10 picks per inch, 6 ends of 8-mil aluminum, with an 0.D. overall of .350". H, S. MOORE, Electrical Engr. ROCKBESTOS PRODUCTS CORPORATION New Haven, ConnecticutAPPENDIX 5 GASOLINE GAUGE FOR MESSERSCMITT Met10 Prepared by GENERAL ELECTRIC Co.Messerschmitt Mel10 Analy: Vultee Aircraft, Inc. SUBJECT: Vultee Aircraft, Inc. ~ German Airplane Gasoline Gauge Data Folder: #45784 Work Directed 3; Cc. F. Savage Tests Made By: R, G. Jevell, F. 8. Sias Report Prepared By: F. R. Sias Report Countersigned By: I. F. Kinnard Date Issued: December 22, 1941Appendix V Messerschmitt Mell0 Analysis a Vultee Aircraft, Inc. Purpose -- Neterial Tested --- General Description -. ‘Transmitter Assembly-—. Transmitter Winding-. Brushes. Connecting Spirals- Resistance Spools--. Magnetic Coupling— Float Assenbly-. Float Shaft— Spiral Slot- Electrical Circuit--. Worknanship--. Operation Characteristics. Brush Pressure-. Megnetic Coupling Torque. Uniformity of Transmitter Resistan Float Shaft Bearing Pressure—--—. Torque Characteristics--.Appendix ¥ Messerschmitt Mel10 Analysis Vultee Aircraft, Inc. GERMAN AIRPLANE GASOLINE GAUGE PURPOSE: These tests vere made to determine the characteristics and con~ struction details of a German gasoline gauge of the type used on the Messersch- MATERIAL TESTED: German gasoline gauge transmitter for = tenk sixteen inches deep. No name plate is attached. The transmitter is similar to an Elektrischer Yorrats-Gober (flectrical Supply Transmitter) manufactured by Hartmann & Breun 4.¢., Frankfurt-Main. No indicator with which to check the transmitter is evail- able, so such tests are omitted. GENERAL DESCRIPTION: The transmitter consists of an enodised eluninun tube sixteen inches long riveted to a die cast anodized aluminum head which is used to mount the unit in a tank. A two end e three pin plug connector receptacle is machined directly on this die casting. This differs from general practice in this country where the receptacles ere menufactured as separate units and attach- ed to the case with screws. The connection pins are screwed into plastic insu- latore, vhich are held in the receptacle by a snap ring. Connections ere polar- ized by making one conection pin larger in diameter and longer than the rest. ‘The head contains the electrical transmitter mechanism which is coupled to a flost mechanism in the tube section by a magnetic coupling. ‘The two sections of the transmitter aro separated by a gesoline-tight partition, or diaphragm which is secured to the head casting by means of a threaded ring screwed up in- side the tube. Through the center of thi inragn is @ stainless steel post, staked in place. In each end o! this post are holes which serve as bearings for the shaft which carries the brushes and the float shaft. The float mechanism con~ sists of a metal float which slides on a square rod (float shaft) pivoted axially in the tube. A pin attached to the rim of the float engages a spiral slot in the tube which causes the float and square rod to rotate as the float is carried, by change of gasoline level, from one eni of the tube te the other. Photogrephs iaAppendix ¥ Vultee Aircraft, Inc. #172081 and 172082 show the external appearance. ‘THE TRANSMITTER ASSEMBL! A general view of the transmitter assembly is shown by photograph #172080 and #172083. It consists of a stationary rheostat winding atteched to an aluminum bridge. Over this winding travel two pairs of brushes. One pair is used to operate the indicator while the other is the low- level warning light switch. Normal rotation of the brushes, from empty to full, is 151 degrees. A stop limits the maximum to 164 degrees. These brushes are soldered to the ends of posts mounted on on cluninum plate by means of plastic insulating strips. To these posts are also niitnched connecting spirals which connect. the brushes to the external ull, iere being no sliding contacts ex- cept those of the brushes thenselves. The plicbic strip holding the warning Light brush is secured by screws passing torongh circular slots in the aluminum plate. These slots aliow un adjustmat range of 10 degrees In the setting of the ewiteh operating position. he aluniuum plete Is pressed onto a brass bushing on a stainless steel shaft waich has polis i pivots at each end. To this plate is also attached the upper magnet of the magnetic coupling. One of the pivot bearings is a hole in the aluminum bridge, while the lower bearing (center of photograph #172083) is a hole in a stainless steel post in which a steel ball is pressed. This ball carries the thrust due to the weight of the trenemitter ro- teting assembly, and the force of the magnetic coupling. The magnetic coupling force is more than sufficient to support the weight of the float shaft. ‘The transmitter winding is wound on a flat strip of soft metal similar to solder which is costed with a white pignonted layer. A luyer of an oily material similar to vaseline covers this whits cont, on top of thet is a layer of trans parent flexible lacquer. The winding is enamel covered wire . close wound. No additional coat of lacquer is used t> hold it in place. The wound strip is forn- ed Into e ring and two ends of leminated phenolic plastic, with grooves for the ring, eve attached with screws.Appendix ¥ Messerschmitt Mel10 Analysis Vultee Aircraft, Inc. ‘The insulation is then removed from the contact surface of the wire. There seems to be little attempt to polish the contact surface. Some of it is quite smooth but & great deul uppoars to have been cleaned with fine sandpaper or a sereper. The enamel is not removed down between the wire, but has the same level a the contact surfaces. The wire itself appears according to a rough analysis of a very small plece, to be a silver-platinum alloy. The chenge in resistance of the winding for uniform chenge in float displacement shows @ maximum depart— ure from uniform of 1.12% as shown by Table 3. The brushes are shown by photographs #172080, 177083, and 172084. They con— ol welded in two sist of two contact wires of .006" round platinum-iridium places to phosphor bronze springs. The springs are one-tenth wide, one inch long, and .003" thick, split at the contact end for 5/16 inch. The other end is wound in one turn spiral and soldered to the post. ‘The combined pressure of both contazt wires on the winding is about 2 grams or 1 gram for each contact. Repeated tests of contact to the winding showed two points at which the contact momenterily opened up. This is considered to be low in view of the low brush pressure, high enanel between wires and consider- able dust which had accumulated on the ¥inding. ‘Ths _connecti consist of @ spiral spring of seven convolutions made of .O15" x .007" phosplor bronze. The outside diameter of the spring is 5/8 inch. These spirals ere nountod teivecn laminated phenolic spacers which prevent them from becoming tangled by covers tion and shock. The resistance spools are wile ol thermo-plastic material with terminal pins molded into one end. The mloriv! becomes very soft at soldering tempera- ture. These spools are secured lo un insulating base by studs which are split at the outer end, the split end being spread like a cotter pin to hold the spools in place. THE MAGNETIC COUPLING: The magnetic ceupling coneiate of two similar magnetspsors: ssorechnstt KellO Anelysis Appendix V two fi craft, Inc. of msterini whose strength corresponds to that of modern high strength magnetic mutorinis. ‘hese magnets are best shown by photograph #172083, 172084, and yieods. ‘They are oval shaped end of uniform thickness, both oval faces being yrounl. \ shallow U-shaped bracket of non-magnetic materiel is placed in the of the oval, the ends of the U extending over the machined surface of the to which it is soldered. Ine notch in the ends of the U is also solder ni goft don pole-piece. ‘The U is provided with tapped holes by means of which © magnet is attached to the shaft. Figure 1 is e graph of the torque in gram-mm. necessary to deflect one magnet of the magnetic coupling from its normal position while the opposite magnet is held stationary. FLOAT ASSEMBLY: ‘The float is nickel plated cylindrical brass box made in two parts and soldered together. Reinforcing ribs are pressed into ends. A one half inch hole extends through the center of the float and has 1/32" thick brass plates with square holes to fit the choft, soldered centrally over each end. ‘These brass plates are the bearings on which the float slides over the square shaft and also serve to rotate the shaft when the float rotates. A stainless steel pin (shown et the lower end of the slot on photograph 172081) is screwed into a brass bracket soldered to the lower rim of the float. This pin engages the spiral slot in the large aluminum tuve and thus rotates the float as it moves from one end of the tube to the other. The float shaft ie 2 .255 inch square anodized aluninun rod with steinless oteel pivots et each end. To one end a cross bar is secured to which the lower nngnet of the magnetic coupling is screwed. There is a maximum play of .001 inch betuven the shaft and the float bearing surfaces which allows the float to rotate one degree without turning the shaft. The angle of static sliding friction be- tween the shoft and float is 8-10 degrees. This angle for the complete assen- i degrees.a Messerschmitt Mei10 Anelysis Vultee Aircraft, Inc. 1) shaft pivots have @ Rockwell "0" hardness of 35. The or Searing, bushing is also of steinless steel having a Rockwell "30N" hard- ne 42 (2 Rockwell C). he epiral slot (see photographs 172086 and 172082) which turns the float fully cut, the play between it end the float pin varying between .00# and inches. Wearing surfaces are quite smooth and have been enodized. The slot veinforeed at 3 inch intervals with eluminun bridges which are riveted to the These rivets, as well as those which hold the tube to the head are of the jugh type with the heads on the inside. The electrical connections are shown ly figure 2. Since ICAL CTRGU: 0 Indicator is available, its connections cennot be shown. Thy indicator prob- obly is a ratio type to those used for positon or temperature indication. One- helf of the winding is used for indication, the other half svking up a Warning Light switch. All circuits are insuleted from ground. hho 24 volt power Based on circuits similar to those known to be in consumption is between tvo and three vatts. All electric: | «djustments are made at the factory; there being no provision for, or necesvily Cor adjustment in the field, since both end scales are fixed by the leni:th of the unit instead of ty the top and botton of the tank as is usual with |!) lost lever type of gauge. WORKMANSHIP: The general workmanship of the ir-ussilter 1s of the best qual~ ity. ALL soldered connections are painted with shelinc. Adjusting screws inside ‘the head ere serled with a black sealing materi»! slutiar to lacquer. External serevs are flat-headed and sealed by driving ile sluninun in which they are seat od into the screwdriver slot. QPERATION CHARACTERISTICS: The electrics} trenamittor mechanism hes a num ber of novel festures, the most import nt be » precious metal and resistance winding. This conbination would definitely provide better contact or allow low- ions. In this case, the brush press- ev brush pressure than other usual comb!rschmitt, Moll0 Ann2ysi¢ Vilton kirerert, tne. Appendix V wre hus bees kept low (one gram) and the possibility of open cireuit occurring Ine to the presence of foreign particles, etc-, is reduced by dividing the brush nto two conbuct shoes. The use of connecting spirals instead of sliding contacts lo carey current from the brushes to the external circuit eliminates the possibil- ty of poor contact et this point. ‘he pivots of the brush end float shafts are small compared with usual prac- tice. Hoth pivots and bearings are made of stainless, the pivot apparently be ing heat treated to greater hardness. Spiral slot type gauges heave mich less effective operating torque then float lover type gauges for equivalent float sizes. In this case, effective torque is only about 10 per cent of that of a float lever type. SUMMARY: Good Points: L. Uniformity of calibrati ?, Good brush contact. Low brush friction. 4. Low bearing friction. . No adjustment in the airplane necessary. 6. Easily installed. Operation of float not affected by distortion of tank. 8. Not seriously effected by surging of fuel. Bad Points! 1, Reserve gasoline supply (fuel remaining below empty) is determined by tank pe ond must be measured for each tank. ov torque to float buoyancy ratio. conve in Sloat sliding friction seriously affects torque. ly verti only in 1 position.Appendix V Megserschmitt Mel10 Anelysis Vultee Aircraft, Inc. 5. Because of points 1 and 2, small amounts of wear make large chenges in operation. 6. Because of small size of square float shaft, wear will make large changes in backlash and calibration accuracy.schmitt Mell0 Analysis Appendix V Vulteo Aircraft, Inc. MAJOR DIMENSION 17 5/16 inches 16 " 27/32" Tube diameter over slot braces - -- -------- ---- 21/32" Mounting flange (square) - - - - - - - - Spee ee eee 31fe Mounting hole spacing - - - - a 212 0 Height of head from bottom of flange - ----------- 156" Distance ecross receptacle - - - -------------- 49e " Slot width - ------- - --- 5/92 0 Slot length (vertical) - - ----------- i " Float travel (vertical) ----------------- ~ 13.9 . TABLE IT Brush Pressure Srush Pressure, Grams Outer Inner Indicator Brush 13 1.0 Warning Light Brush — ae Moan 1.8 1.0 95 Vibration Effect Vibration amplitude at 150 cycles per second to lift brushes from winding second to lift brushes from winding +024 in. Squivalent maximum acceleration 15.5 g. ‘TABLE_IIT Magnetic Coupling Toraue Deflection begrees Torque, Cmmn 0 °Appendix V 32 4 2.0 12g 6.1 301 13.8 473 22.7 588 Bhd 703 39.9 "760 54.5 875 Pull out torque 903 TABLE Iv Uniformity of Transnitter Resistance Change With uniform change in float position Float position Ratio Difference Fess SASS (mie. 2) Oo - Empty - 395 / 605 1 ais / 582 23 2 4b / 558 24 2 467.5/532.5 25.5 4 490 / 510 22.5 5 Lt / 486 2he 6 93 au 7 “59 fab 24 8 983 / ALT 2h 9 603.5/396.5 20.3 102 = fol 626 / 37hchmitt Mel10_ Analy: iveraft, Tne. Beran 25.1 Mavs ia eronce 2.6 pe 108 232 TABLE _V | Bearing Pressure vs shaft end magnet 71.9 gm = .172 1b. wper pivot, shaft horizontal 59 gm > 13 lb. lower bearing thrust shoulder +0035 sq. in. pressure, lover bearing thrust * 49 b./sq. in. vol size, .059" x .050 Long ‘ou, projected, or upper pivot +0035 sq. in. caring pressure, shaft horizontal 37 Ib./eq. in. iordness, lower pivot 35 Rockwell "6" "bearing 42 Rockwell "30N" Under normal operating conditions the thrust is not carried by the lover pivot, but Instead by the magnetic coupling as previously mentioned. TABLE UT Toraue Characteristics eunection spiral torque, 90 degrees ll gn. mm. iwiion torque, brush assembly 3.5 gm. mm. jolume of float 66 ec. jotght of float 29.5 gm. yancy of float submerged in .72 specific gravity gasoline = weight of gasoline displaced-weight of float 18 gn.Appendix V Radius, float driving pin about float sheft 27.5 iam. Angle of spiral slot with tutte axis (a) 11.9 degrees Torque on floet shalt preduved by woight of Moat Distance float falls, rush mazvel held stetionary a in. Total fall of Most 1 degrees rotation 13.9 Angle of Pleat rota +9 in movemont F 9 xsl = 9.78 degrees 13.9 E E Torque for 9.78 degrees rotation of magnetic coupling i (See Figure 1) 383) gm. mm. E Torque on float shaft produced by float buoyancy } f 18 x 385 = 234 gm. mm f 29.5 Calowlated torque produced by float, neglecting friction TSP x B= HE = 29.5 x 27.5 = 3680 gm. mn. tan. = -2i1 Aetual torque = _385__ 10.8% Caloulated torque 3680 Torque of Lever Type Gauge Length of arm of lever type gauge having 13.9 in. rtical float movement (90 degrees lever movenent~ 29.5 gm. float, 151 degrees brush movement) 9.9 an Calculated maximum torque ~ (9.9 x 25.4 x 29.5 x90) = 4470 ‘gm. mn. ( 152) Caloulated minimun torque wt "Fnpty" and "Ral" positions Movement arm of float lever = 9.9 win. 4% depr = 9:9 x -707 = 7 inches Torque = 4470 = 3260 gm. mn. 9 Torque transmitting efficien ¥, geared type transmitterMesserschmitt MellO fnvlysis Vultee Aiceraft, inc (®xperinen'nlly determined) be torque > 87% x 3160 = an ni torque, spiral slot gauze : hunk borque, lever type gauge uh ond brush shaft friction tion spiral torque, 90 degrees 1 torque, spiral slot gauge = 383 = Torque, brush friction tae fect of temperature change + 70°C ~ bearing clearances slightly increased no change in friction -40°C = bearing clearance nearly zero slight increase in friction 2750 gm. mm. +139 3.5 gm. mm. 1 gm om, 109.5ASOLINE GAUGE TRANSMITTER CONNECTIONS. GERMAN ¢ 2 TO_WARNING LICH’ INDICATOR, 23 To ieAppendix: WI Messerschmitt, e110 Anslysi GERMAN ACCESSORIES AS USED ON MERCEDES BENZ *DB-601" INSTALLATIONS IN MESSERSCHMITT "109" AND "110" FIGHTERS Reported By: Eclipse Avistion Divi Bendix Aviation C Bendix, New Jersey ues. ALMesserschmitt Mell Anelysis SUMMARY The accessories described in this report were removed from German aircraft which had been shot down during action over Eng- land and shipped to this country by the Royal Air Force. From all available information, it is quite apparent that this accessory equipment is representative of thet used in the latest German planes. If this is true, the American accessory manufacturers are somewhat ahead of the Germens at this time. Tt should also be noted that none of this equipment showed signs of either poor materials or worknanship. Although, as mentioned above, we appear to be ahead of the German accessory industry at this time, many helpful ideas have been brought out by the study of this equipmont and we are grate- ful to both Wright Aeronautical and Vultee for the opportunity to study this equipnent which they had obteined from the R. A. F.Messerschmitt Mel}0 fnalys ia pendix VI Vultee Aircraft, Inc. STARTERS The Bosch starter is the German version of the Series 11 and is manufac tured under license from Eclipse Aviation. It is a combination hand and electric inertia type and is quite similer to the Eclipse Series 11 insofar as opsration is concerned. This unit is elso somewhat similar to the Eclipse Series 43 starter (however, the Series 43 ie combination inertia and direct cranking, while the Bosch unit is purely inertia) in that the fly-wheel is mounted directly on the armature shaft and a brush raising device is incorporated in the motor to re- Lieve pressure while cranking by hend. The brush raising mechanism actually Lifts the brushes off the commutator by rotating the brush board, whereas, in the Serfes 43 starter, the brush spring pressure is relieved but the brushes nay drag on the commutator. A special brush is used in the German starter, having a bridge over the top such that a small arm located under the bridge acts to lift the brush clear off the commutator. ‘The meshing solenoid is partiully built in the motor somewhat as in the case of the Series 43 starter. Other interesting features of this starter are as follows: 1) The hand cranking shaft support is externally adjustable so as to Line up the hand crank bevel gears by means of a screw action. 2) Neoprene oil seal washers are provided on the meshing rod both be~ fore and after the jew. 3) Instead of doubling the ermature poles to convert from 12 to 24 volt operation, the same punchings are used and the armature length is doubl- ed. (This does not seem to indicate a shortage of materials.) 4) Electrical connections are mde by means of spring loaded screws which require no lock wire or washers. (This is standard on all Gernen electrical connections.)Messerschmitt Mel10 Analysis Appendix. VI Vultee Aircraft, Inc. eee vaCs ‘EST DATA Weights Dimensions complete 2 Lbs. 13 oz. Rotor bor 219.5 grens Dis. 1.7238" oly 3oL.. L. 3.342" euling Ring 26.0" Vane Slots | Yenes oo We 0.042 nse 292.79 Depth 33/64 Shaft Assy o.2 9 O41 heles-0.040" aie. 012 Gover 29.2 8 Body to Rotor 0.003" | Bearing 22.2" Body Drive Mid. Opp. Drive O11 Filler Screw 1208 Dia. 1.969 1.9694 1.969 Gasket * Length 3.586 Inlet Air Screen " wing Ring Inlet Port 91.05" Taick: 0.2367 Outlet Fort %.0 8 4 Vanes Mise. Serevs, Ete. 56.000 Lt 3.347 te 3.3489 Ws 0.487 to 0.493, 0.039 to 0.0405 Becentricity 0.1195"Messerschmitt Mell0 Analysis pendix VI a Vultee Mroraft, Inc. CAPACITY RUN Pump allowed to level out four minutes for each setting Inlet Outlet Body = Air. Room Dy. HP. Ady R/Min. "Hg. wag. °F °: °F 8 HP. C.PM. 1500 6.0 10 100) 17 0.05.19. 2.49 * 6.0 [oe 29 0.10 038-143 2250 6.0 lo 06h a8 Go 010. 05659 " 6.0 BO a 4h 0.210.056 3.37 3000 «6.0 Lo) e199 AT 0.10 0755.09 " 6.0 ht Go 015. 15 468 3750 6.0 lo = 7B 8 Me 0.15 1k) 6.50) ” 6.0 Wo 1 0 57 0.206187 6.26 4500 6.0 1016. 1560 55 0.20225 9 " 6.0 Wo my 025 8) 77 5280 6.0 10 ©6098 590.20 2619.38 " 6.0 40 us 80 79 0.25 «330 8.95 5960 6.0 10 60 pL 65 0.40 «595. 10.5 : 6.0 4.0 156-1560 2 T3 0.45 654 10-4Messerschmitt Mell0 Analysis: Append ix Vultee Aircraft, Inc. GBIERATOR The Loach generator is a conventional four pole wave wound shunt unit rates 30 volts, 50 amperes, with a speed range of from 4000 to 6000 RPM, and blest ccled with thirty Liters of air per second. ically, it is quite in line with Americen generator practice with the veption of its speed renge which cones between the two domestic ranges. hore are, however, several mechsnical features of this generator which dif ‘er from current domestic designs. ‘The most outstanding of these features is the method of reteining armature indings. Instead of banding the armature conductors, the conventional Bosch construction using hairpin conductors is used. These conductors are threaded in from the tail end and the armature punching at both ends and the center have holm rather then slots automatically providing banding. This method is quite satisfac tory so far es operation is concerned but it is believed that assembly would be more complicated than is desirable. The armature balance is obtained by milling slots in the punchings parellel to the conductors. A rotatable arrow in the yoke is used to designate rotation. ‘The bell bearings are retained by plates which must be centered and fastened efter assembly. Cooling is obtained by air blast and no fen is used. A pencil drive shaft, quite similar to recent domestic generators, is used. type shaft extends through the hollow armature shaft and drives the armature n the conmutator end. Its main purpose is to compensate misalignment between engine drive and generator. Tho ©\tuched sheets show several views of the generator and component parte s well as cute obtained from the test of two generators.ge, cca iy ge ‘e III 4-Oopendix VI Messerschmitt Mel10 Anelysis Vultee Aircraft, Inc. Generator No. 1 - Removed from Mercedes Benz D5-G01 engine (Messerschmitt 109 installation) and submitted by Wright Aeronautical Corporation for inspec. tion and test. Nome Plete Data. Gerat 126 ~ 5160 1K 1200/24 on10 FL 3215 = 1 Syst. 24v Werk-IR. 32604 11.3 Kg. N Max. 1500 W-betU30¥ J Mex. 508 Min. 4000 UMin. Zugehoriy, Regherkasten $i Max. 6000 Kuhlung 30 1/sec. Weight 24 lbs. 7 02. Armature 47 slots, 57 bars Rotation C.C. on Comutator Bnd 0.1), 3.265, Fields 4 Poles Connected Series Gap 0165 ML. 317/32" T.D. 3.298" Meld Resistance: 15.35 OHMS at Yoke Temp. of 28.5° o. 1743 HH ow 562 Gg, Drops at 50 Amps. Cold Total, Arm. & Br. Ara. BrushesMesserschmitt Mel10 fr Vultee Aircraft, In Appendix: 7 1. No Loud Saturation RL P.M. Ey Ep Ip Yoke T. (°C) 83 3.3 0.2 3h " wg 4.6 0.3 BAAS ' 15.8 6.4 0.4 35 " 19.4 8.1 0.5 35 " 2.8 10.0 0.6 35 : 25.3 wg 0.7 36 26.5 12.3 0.75 37 . 21h 13.0 0.8 31.5 . 28.5 14.0 0.85 38 " 9 0.9 29 " 16.8 1.0 a ° 25 18.5 a . 33k 20.5 12 42.5 . 36.0 25.6 15 45 : BG 2764 1.6 rr : 27.3 eb LT 46.5 " 37.8 a Le ar . 38-4, 3364 1.9 4s : 38.6 35 2.0 49 Z 39.6 39 2.2 49.5 : 49.5 Mh 2.45 50.5Appendix VI Messerschmitt Mel10 Anelysis = Vultee Aircraft, In 2, Full Load Saturation Re P.M. Ep qT, Ey I, Yoke T. 4000 11.2 50 8.7 0.52 Al " a 2 10.0 0.6 42 " 175 0" 11.8 0.7 43 = 19.80% 13.6 0.8 AA " 29 =" 15.5 0.9 45 a 23.6 " 17.3 1.0 46 " 25.3" 19.0 1a 48.5 " a 20.9 1.2 51 = 28.5 =" 23.0 1.3 52 " oe 24.7 1.4 54 Shut Down " a 26.1 1.5 50 = 32.0" 28.0 1.6 51 " a 30.0 1.7 53 = oo 32.0 1.8 5h . 336" 35 OL 56 7 34.0 " 36.7 2.0 57 y Pea 0 ey ce 59 3. Minimum Speed - Cold RP. Me B oi, Tp Yoke T (°c) 3480 Oe 0 3 a 3340 . 25 28.4 1.72 3k 3110 " oO 28.4 1.70 36 4. Heat Run Time (Min) oR. P.M. I, Ey Ip Yoke T Ambient ° 4000 28.5 50 21.0 1.3 33 30Messerschmitt Mel10 Anelysis Appendix VI Vultee Aircraft, Inc. (cont! a.) en ee 2 oe Ambient 5 W000 26 0 le ee 30 10 " " "235 1.28 5245 7 1s . " Oe 7 19 " " "25.5 1.28 74.0 " Shut down because commutator bearing ran very hot. Nothing apparently wrong with it. Heat run under no forced cooling per requirement on cover. Commatator end left open. Generator, No. 2 - Removed from Mercedes Benz DB-601 Engine (Messerschmitt 110 installation) and submitted by Vultee Aircraft Corporation for inspection and test. Name Plate Data Gerat 126 - 516D Systen 24 We. 11.3 kg. FL 34215-1 Wetts 1500 30v Werk-NR.~60349 J Mex. 508 LK 1200/24 CRLO Min. 4000 Uftin. Mex. 6000 Kublung - 30 L/Sec. ZUGEBORIG REGLERKASTEN SSM 72/12 Wt. 24 lbs. 7 oz. Armature 57 slots - 57 bars Rot. C.C. on Commutator End. O.D. 3.265 Gap 0.0165" Field - 4 Poles connected series M/L 317/32" I.D, 3.298" Field Resistance at 27 °C 14.63 OHMSpendix VI Messerschmitt Mel10 Analysis = Vultee Aircraft, Inc. 1. Cold Minimum Speed RPM. Byg Ep Ip on Yoke (°C) 320 28.5 28.5 1.82 ° 31 3480 28.5 28.5 1.77 25 36 3680 28.5 28.5 1.74 50 37 a) Current limitator cut in at 27 Amps. b) Main switch closed at 25.9 Volts. 3) With current limitator functioning, regulator had about 0.3 Volt droop at 4000 RPM between no load end full load. 2. Cold Regulation - (Current Limitator blocked out) RP. Me Ip Tho Yoke (°c) 4000 28.5 4.3 0.90 ° " 29.1 19.0 1.19 25 36 = 29.3 1.38 50 " . 28.2 0.85 0 ” 5000 28.3 Pe 0.58 oO = = 28.9 11.6 0.73 25 " " 29.3 16.1 2.01 50 = a 28.3 9.3 0.56 o = 6000 28.4 Tk 0.43 oO " * 21 9.6 0.595 * " 29.5 13.3 0.82 50 e = 28.4 WL C.42 oO ” 4000 28.0 13.7 6.84 0 50Messerschmitt Mell0 Analysis Appendix VI Vultoo Aireratt, inc. 3. ent, fun Oporetion on heat run erratic - Variation as much as one Volt Hot field 17.7 OHMS Field Temp. Rise - 56°C ine REM Ey¢ Ip o 4000 29.6 50 Dies 0258 a 09 9 5 " 2.1000" eo 19 " 29.5 . Po 1s , 29.5 " Pe 20 " 29.7 " 2% 149 BD 25 " 29.7 " eo 30 * ae a 40 * 2.8 8 2h 150 50 " 78 218 ioe fe ie 60 " ew 6 tol Hot Minimum Speeds RPM Eye 5 ie Yoke (°c) 3230 2 ° 1.s2 "9 3540 " " 25 Ls 7” 3890 : : 50 1s. 78 5. Hot Regulation RPM Eng Ep Ipc Yoke (°C) 4000 28.2 15.2 ° 0.82 hd : 28.7 20.7 25 1.13 7Appendix VI sserschmitt Mell0 Analysis a Vultee Aircraft, Inc. py REM Eng Ep yg Ip Yoke (°c) 4000 29.4 28.0 50 1.53 14.5 . 28.0 15.2 ° 0.82 : 5000 28.1 10.0 ° 0.54 he " 28.7 13.2 25 0.72 U5 a 28.9 17.8 50 0,98 he " 27.9 10.1 0 0.54 Th 6000 28.1 8.0 ° 0.42 75.0 " 28.5 10.6 25 0.58 75.5 " 29.0 15.0 50 0.83 75.5 : 27.8 18 ° 0.42 15.5 4000 27.8 14.5 ° 0.79 15.5 " 29.0 2h.7 50 1.37 5.5Messerschmitt Mell0 Analysis Vultee Aircraft, Inc. GENERUTOR CONTROL BOX The Bosch control box consists of @ voltage regulator, current limiter, end reverse current relay. The voltage regulator is of the conventional tirrill type. The current limiter end reverse current re- lay are combined on the same magnetic circuit. There are two separate armatures on this part. When the current through the series coil ox- ceeds the value to which the limiter is adjusted, one armature pulls down and introduces resistance on the generator field, thereby reduc- ing the voltage as in current limiters of the conventional American design. The weight of this urit is 21/4 lbs. complete. Test data of the control box is incorporated with the generator test data herein contained.iypendixe VI Messerschnitt Mel10 Analysis Vultee Aircraft, Inc. The Bosch noise filter consists of two choke coils and two non-induetive wound condensers. One condenser and one choke coil are connected in each side of the generator line in an "inverted L" section.Messerschmitt Mcl10 fnslysis Vultee Airers(t, Ine. SOLENOTD SWITCHES The Hloseh solenoid switch unit for starters consists of two switches - nparenbly one for each side of the line. In this way, on two wire shielded systems «s used on this ship, both sides of the line are isolated and radio ronce is eliminated when the switchs are open. ‘The complete weight of this solenoid switch unit is 1-1/2 lbs. ‘This switch can be used only with inertia starters as the movable con- moves metal fron the stationary contact when opening two hundred amperes nt 24 volts. From the standpoint of standardization this solenoid switch would not be satisfactory in this country as it can not be used on direct cranking or con bination inertia end direct cranking starters - the latter being the most wide- ly accepted type starter for modern military aircraft. The accompanying pages include pictures and test data obtained at Eclipse Aviation.poe: Messerschmitt Nel10 tnalysis Vultee Aircraft, Ino. TEST DATA FROM BOSCH SOLENOID SWITCH Fie-4 FIG: 2. Note: Above wiring diagram shows both solenoids connected in parallel (Fig. 1). Therefore, all current readings are for total of both solenoids and each mey be assumed to draw 1/2 the total given. Closing Voltage: 11.4 Closing Current: 2.4 Amps. Opening Voltage: 1.4 Opening Current: 0.3." Lifts at 24 Volts: 3 1bs. 3 oz. from extreme open to ex- treme close Opening Force et 24 Volts: 18.5 ibs. M. V. Drops (Fig. 2) Switeh No. Ey I, AB 5-0 CD DE az BOD 1 24 20022 50 30 22 108 58 2 24 200.20 42 25 15 1005APPENDIX 7 LANDING GEAR SHOCK ABSORBERS Prepared by UNITED AIRCRAFT PRODUCTS, INC. LOS ANGELES. CALIF.Messerachnitt Mell10 Analysis Appendia UE Vultee Aircraft, Inc. ‘MAIN GHAR SHOCK STRUT MEsseRscimirTT 10 The main gear shock strut is of the common air-oil type, but incorporates many unusual features. The strut contains a metering orifice device which is very unique as well a8 complicated, compared to the usuel metering pin and orifice hole used in the United States, This device consists of = metering sleeve which fits inside of the piston tube and is held in place by the upper bearing. This sleeve has sev- eral slots of varying length and shepe running longitudinally and cut through the sleeve wall. The piston tube and sleeve slide over an orifice piston with closed lower end which is attached rigidly at its upper end to the outer cylinder. 4 piston ring in the lower end of tke orifice piston insures a close fit between orifice piston and metering sleeve. As the strut is compressed, the oi] mst flow through the slots in the metering sleeve to get into the upper chamber. The effective orifice area at any instant is determined by the position of the piston ring with respect to the sleeve and is the sum of the cross-sectional areas of the slots opposite the piston ring. There is an additional imubbing device to absorb a portion of the rebound fon atrot energy. During tie +, oll flows readily past the upper flange ompr of the upper bearing. Tis flunge ims considerable clearance between its out- side diameter and the inside diameter of the outer cylinder, which allows ofl to flow by rather freely during the compression stroke. The oil then flows through several holes in the lower portion of the bearing to fill the space between the piston tube and the outer cylinder. During rebound, the piston ring mounted on the upper bearing slides back against the upper bearing flange, thereby restrict- ing the oil flow around the upper flange and foreing it through three small hi located in the upper flange. ‘The method used in filling the strut with oil is somewhat uncertein. ItMesserschwitt Me210_ Ana Vultee Aircraft, 1 Appendix TIT appears, however, thet the strut is filled while in the fully-extended position by removing tv alr valve assembly and filling the strut with oi] through this port, possibly using special fitting screwed into the strut in place of the air vilve. Suring filling, the plug in the end of the air bleeder valve is loos- ened ne up to allow the trapped air to escape. The oil will then fill the strut until the of2 Level reaches the lower end of the ofl level control tube, after which no more air will escape end any additional ofl will rise in this tube un— til it eventually runs out of the bleeder valve fitting. Deteile of the filler plug ond ir valve are shown in the drawing of the strut. The air valve is somevhat similar in operation to our standard Schrader- type valve. However, in case the valve develops a leak, the entire assembly must bo replaced instead of replacing an inexpensive valve core, as can be done with the Schrader-type velve. The packing is of unusual design. Tt consists of alternate leather and synthetic rubber-cord packing washers with adapters at each end of the stack to support the weshers in the proper position. The angle of the washer surface with rospect to the central axis is 45°. This type of packing probably only seals ef- ficiently along the edge which is nearest the source of pressure; hence, tvo sets of packing mst be used to seal the surfaces which ere in contact with the inside ond outside diameters of the packing. "This probably accounts for the arrengenent of mocking shown on the drawing, When the gear is fully extended, the force tend- ing to push the piston out of the strut is entirely supported by the packing, which 1s not considered good practice in this country. This type of packing has commer- cial appli dons in this country, but is not acceptable for air corps shock struts. "he torque links are quite conventional except for the bushings used at the spex of the Links. The outer ends of the bronze bushings are finished to a sphericel raéius which fite a steel mating adapter ground internally to the same spherical tiue. There is considerable clearance between the inside diameter74 Appendix VII Messerschmitt Mel10 Anal: Vultee Aircraft, Inc. i | of the bushings and the body of the apex bolt, which allows some rotation in any Girection between the spherical surfaces, thereby correcting for a fair anount of misalignnent at the bolts connecting torque links to the strut. This arrenge- nent is quite unique end has « definite advantage. The grease fittings used are very similar to those commonly used in this country. Another unique feature is the self-aligning bushing used quite extensively for the connection of various parts to avoid line reaming. The outer rece is Pressed into the fitting. It has an internal spherically-ground surfsce. ‘There are two slots cut in the outer race so that the inner race, which has a spheri- cally-groung outer surface, may be inserted edgewise end rotated 90° to lock it in place within the outer race. In this position, the bushing is free to align itself properly with connecting members. The manufacture of this strut is unnecessorily complicated and expensive. One example ie the metering sleeve which has been previously mentioned. The use of @ metering pin would have been much simpler, It would have been a great deal simpler to uso a steol tube for en outer cylinder with necessary lugs and bosses welded in place, rather than ure a solid forging and bore out all the material in the middle, as the case in thi rut. The piston tube was ap- Parently made by boring « solid bur from both ends to leave a transverse vall seross the interior to serve as an oil seal. The use of a straight tube with Separate plug welded in place or held by other means would be mch cheaper and better fron e production standpoint. This strut has very little welding on it, and then only at points apparently subject to very low stresses. ‘This strut is connected to the airplene at four points. The upper end has @ number of teeth cut, as shown in the drawing, which mate with @ similar set of Seeth in a cross arm running in the spanvise direction and connected to fittings on the wing spor. These teeth transmit all torque from the gear to the wingAppendix Vit © take a portion of the side and drag loads. Vertical onde, 9 well an the remainder of the edde-end-drag components, are taken at the 0 ted on the outer cylinder, The lug containing the self-aligning bushing o the retracting strut. piston tube and axle are plated with what appears to be @ very thin lay- or of bard chrome. n general, the workmanship is very good, and hone and grind dimensions are wiform. Bearing fits and the like appear good.pendix VIL Messerschmitt Mel10 Anelysie Vultee Aircraft, Inc. TAIL WHEEL SHOCK STRUT MESSERSCHMITT ME-10 The tail wheel gear is made ur of two main elements. These are (1) a shock-absorbing unit and (2) a centering mechanism. These tvo elements are con- tained in one housing, as may be seen in the essembly drawing of the strut. The shock-absorbing unit consists of two steel springs, one inside of the other, and an oil snubbing device. The shock load of lending and taxiing is taken by the springs in compression. There are three holes drilled through the fixed or upper centering cam, which serve as an oil passage between the main interior space in the strut end the space between the inner cylinder end piston tubs. The volume of this last-mentioned space varies with the position of the gear, being a minimum when the gear is fully extended and e maximum when the gear is fully compressed. There is no provision for filling the strut with air under Pressure; hence, when the strut is fully extended the air contained in the strut ie under atmospheric pressure only, but this pressure increases as the strut is compressed. During the compression stroke, oil is forced through the holes in the centering com into the space around the piston tube partially by the increase in ef prossure due to compression of the strut and partially by suction due to imerease in volune of the space arourd the piston tube. The oil restrictor ring, located in tho upper centering cam, moves awsy from the oil holes until it is restrained by the snap ring. In this position, with the oil restrictor ring free of the oil holes, thore is little restriction of flow between the main body of oil and the smal) body of oil around the piston tube. As the strut extends during rebound, the restrictor ring drops back, covering the oil holes, thereby restric— ting the return flow of oil and serving to snub the gear by absorbing a portion of the energy stored during comprossion. The exact amount of oi} used in the strut is not mom, es apparently sone was removed before the strut was received by United Aircraft Products, Inc.Messerschmitt e110 tnelysis iovendix Vultee Airersi't, nr The small amount of ei! found in the strut seemed to contain colloidal graphite. The chanign consists of @ lover floating cam and an upper fixed cam, Tho floats cum slides within the inner cylinder, but is prevented from rotubing with respect to the inner cylinder by an integral key which mates with situdinel internal keyvey in the inner cylinder. The upper fixed cam is idly to the piston tube, which in turn is connected rigidly at its upper end to the outer cylinder. The construction of the cam is such that it can only center the gear with the wheel ine trailing position. The centering force is supplied ty the compression springs, which act against the lower float— ing com and force it into engagement with the upper fixed cam. Any swiveling nection of the tail wheel is obteined by additional deflection of the springs, which allows the cams to rotate with respect to each other and partially separ- ate. The gear is not steerable. There ere three bearings. A bronze bearing is attached to the lower in- side end of the outer cylinder end supports the inner cylinder. A bronze bear- ing attached to the upper end of the inner cylinder slides over the piston tube. ‘The upper can and piston assembly which is attached to the piston tube slides against the inside surface of the inner cylinder. There is quite e bit of welding used on this assembly as compared with the main shock strut. Mounting lugs end bosses have been welded to the outer cylinder. The tail wheel fork is made by velding formed plates together, as shown on the assembly drawing. This seems to be an expensive procedure for mass production as compared with a forging. This unit apparently is one of the early models end may account for the fabrication methods used. ‘The inner cylinder, which is welded to the teil wheel fork, is chrome-plated. ‘The plating appears to be quite thin. Internal sliding surfaces are ground. On the whole, the workmanship seems to be rather good, with cylinder bores and piston surfaces being very uniform and of good fit.Appendix Messerschmitt Mell0 Analysis Vultee Aircraft, Inc. | Thread pitches are often much finer then used in this country. This is sometimes necessary when threads occur in thin-walled tubing. The tail geer is attached to the rear monocoque section of the airplane at two points. The lower lugs take the full axial load of the gear and sone of the fore and aft lond es well as all torque. An adjustable plug at the upper end takes the remaining fore and aft load. This adjustment feature corrects for any variation in the distance between mounting points in the monocogue section. The casting into which the upper plug screvs is rather peculiar. From its shape, it appears to have originally had a different purpose, as there are projections and bosses incorporated in the casting which have no use vhatscever in this applice- tion. The packing is of a pressure-sesling type. The main body of the packing consists of cord impregnated with rubber which probably is synthetic. The inner lip is of solid synthetic bonded to the main body. In general, this design is not as efficiont or modern os tail wheel gears made in this country for similer applications. However, it must be remembered thet this design is about four or five years old, and hence this type of design may no longer be in evidence in newer airplanes.ousting om 2 8 {MOUNTING LUG:STEELHT 182,000 Bs HOLL STEELS 178090 881 ae ——EE— INNER CYLINQER-STEEL-HT 176909 5: \ yuntes ° AL ALLOV-FERMLMOLD CASTING | preoensasuer \ Lowes stasis nema ice / / a STON TUBE LOCK SCREWS (eens 2 sea | Gees [vos com socsune 10 “Same SERINE OUTER SHOCK ABS SPRIG-STEEL:1OMMWIAE (£2 HOCK ABS SPRNIG-STEEL BMMLWIAE EXPLODED VIEW OF TAIL WHEEL CENTERING CAMS section B-BS INTEGRAL Wee Ty PREVLN ROTATION Lhies US ASSEMBLY-TAIL WHEEL SHOCK STRUT IESSERSCHIMIT T - MEAPPENDIX 8 Met10 MESSERSCHMITT RADIATOR AND OIL COOLER Prepored by AIRESEARCH MANUFACTURING CO. INGLEWOOD, CALIF.Vultee Aircraft, Ine. INTRODUCTION 4m oil cooler and an engine coolent redietor removed from the Me-110 at Vultee Airoraft were sent to Airesearch Mfg. Co. for test and examination. Only the coolant radiator was tested as the ofl cooler was damaged so badly that re- pair for test vas impossible. The radiator was punctured by a bullet in one place and apparently dameged in landing on the face of the radiator, necessi- teting blocking off a total of five connected tubes. ENGINE COOLANT RADIATOR Method of Testing. A photograph of the test set-up is shown on page 7. The red- dator wes tested with water heated in an open tank with live steam. The flow of water was weighed by diverting the return flow into s tank by moons of a ewing pipe. ‘The air flow wes measured by a Pitot tube in a calibrated duct. ‘Temperatures were measured by mears of mercury thermomoters, one each in the inlet water, outlet water, end the inlet air stream. No outlet cir tempers- tures were taken and therefore no heat balance obtained. Similar arrangenents, however, on smaller coolers when the exit air temperature was measured after passing through a mixing box gave good heat bslance. ‘The air flow vas measured in a 12" duct which joined the radiator through an adapter provided with distributing vanes. The vanes vere initially shifted until a uniform air flow wes obtained over the entire core face. This position of the vanes «1so corresponds to the lovest air pressure drop across the core. This pressure drop was measured through amall openings on ell four sides of the radiator ins straight piece of the adapter four inches upstream from the core. The water pressure drop was measured at the inlet and outlet to the radiator by means of a calibreted Bourdon gauge.Messerschmitt Mell0 Analysis a Vultes Aireral Appendix VII A copy of the test results is on page 8. Results, The heat dissipation is shown on Graph PO-72-1 on page 4. It is evi- dent that very little will be gained by increasing the coolant flow above 800 Lbs/min., -- the capacity of the pump used during the test. Coolant pressure drop is shown on Graph PC-72-3 (page 5), the points shown being average readings. On PC-72-4 (page 6) is shown the cooling air pressure drop and the totel pressure at the face of the radiator. The latter is obtained by calculating the velocity pressure for standard air for an area equal to the face area of the rad- iator snd adding this to the pressure drop for standard air, In calculating the pressure drop “sp the average pressure and average temperature of the air through ‘the radiator was used. DESCRIPTION OF COOLANT RADIATOR Figs. 1 and 2 on pege 9 show 3/4 views of the radiator, the entrance and exit of the bullet being clearly visible. Fig. 3 page 10 shows the damge to the face near the top of’ the picture. Fig. 4 is 3/4 view of the bottom. Fig. 5 on page 11 is an end view with the tank removed showing the break in the header plete around inlet and outlet coolant connections and the in-line tube arrangement. Fig. 6 is an inside view of the end tank showing that the tank is divided into two parts with a valve housing being located in the inlet section of the tank. The valve itself vas missing. Fig. 7 on page 12 is an isometric viev of the radiator giving dimensions and materials. The following is supplementary: 004" x 6-13/16" wide x 13-2/2" (full length) Pins: Copper — .004" x 6-13/16" wide x 8-1/2" (shortest length) Six heavy brass fins (.012") ere distributed evenly across the face (probably to give rigidity).Appendix VIII Messerschmitt Mell0 Anelysis Vultee Aircraft, Inc. Tubes: Seamless brass - 3/4" long 0.D. x .067" wide 0.D. +008 to .009" wall. Tube Arrangement: In-line (7 rows) Tube Spacing: +357" in no-flow direction 1.00" in cooling airflow direction. Tank Ends: Brass. Side Plates: Steel, ribbed end spotwelded to tanks. Photographs show method of support end reinforcement. Face area: 3.31 sq. ft. Number of fins: 293 full length 50 11.0" average length Number of connected tubes: 259 Internal surface of tubes 97.0 sq. ft. External surface of tubes 100.0 sq. ft. Net fin surface 372.0 sq. ft. Total external surface 472.0 sq. ft. Ratio of external to internal 4.866 Ratio of external to fece area 142.5 Weight 135.5 lbs.PC-72-/ MESSERSCHMITT ME-110 RADIATOR =HeEarT REéJECTION + eat i tf Yeo 60 Goo loo teotonee 788 Bio 360 a a 1300 AIRFLOW ~ LBS/MIN. f AIRESEARCH MFG CO 1219 -BLoe PC- 72-3 MESSERSCHMITT ~ ME-/10 RADIATOR COOLANT (WATER) PRESSURE DROP THROUGH CORE, é QU. ~105/s PRESS URE DROP 15028 258 108 100 100 to ood 4509 2S Pe WATER FLOW -LBS/MIN. Airesearcn Meg, Co. L219 [46PC-7e# -6- MESSERSCHMITT ME-H0 RADIATOR RESISTANCE TO AIRFLOWS AIRFLOW- LBS/MIN. AIRSEARCH MiG.CO 1200-41Appendix VIII Messerschmitt Mell0 Anslysis WaieSS irokeres tase AIRESEARCH MANUFACTURING COMPANY aafa/i Bar- 30-14" HEAT DISSIPATION of MB 10 RADIATOR | (WATER) i [oF TEMPERATURES ‘AIR_READINGS WATER FLOW Run |__Inlet let Tibs/Sa.In.Pres.| No.| Bir Mater Water | Room | v.P.|st.P.|Ap [In [Out “| Lbs. bec. Lbs./Min 1 | 93.0 209.5 pe3.8 | 89.0 |12.9 |-.07 | 3.6 | .875 | 525 06.0 }60. | 206.0 2 | 93.0|207.4 162.5 | 89.0 [12.9 +875 | .525 R05.0 | 59.9 | 205.7 3 | 92.5 |204.0 [177.0 | 89.5 /12.8 12.25 |1.25 195.0 | 30.0 | 390.0 4 | 91.0 |203.3 175.5 | 90.5 |12.85 12.25 |1.25 [190.5 | 29.9 | 380.2 5 | 93.0 196-5 [177.8 | 91.0 [12.85 14.625 |2.50 00.5 | 20.1 | 599.8 6 | 93.5 |195.6 [177.3 | 91.0 |12.85 99-5 | 20.1 | 595.5 7 | 88.5 |194.0 [179.8 | 91.0 |13.15 17.75 [4.125 f99.0/15.0 | 795.2 @ | 88.0|192.6 178.5 | 91.0 |13.15 R00.5 | 15.1 | 798.5 9 | 85.0|293.5 [180.5 | 87.5 | 8.95 7.875 |4.125 fi99.0}15 | 796.0 10 | 84.0|294.5 [181.4 | 87-0 | 8.95 h99.0)15 | 796.0 11 | 85.5|196.8 ]179.7 | 87.5 | 8.95 4.40 |2.30 97.0 | 20.05] 590.0 12 | 85.0|198.5 180.9 | 87.0 |8.90 fig8.0 | 15.05] 592.5 13 | 84.0}205.2|178.9 | 86.5 18.95 12.25 |1.25 94.0 | 30.0 | 388.0 85.5|206.0|180.0 | 86.5 |8.85 ft93.5 | 30.0 | 387.5 15 | 85.0|207.0/162.5 | 86.5 |9.10 -875 | .525 [197.5 | 60.0 | 197.5 16 | $5.0!206.8 /162.0 | 86.0 |9.25 f96.0]60 | 196.0 EK 17 | 80,0/210.0/172.0 | 83.0 | 4.25 1.36 [193.0 | 60 193.0 18 | 80,0)/202.3/168.0 | 81.0 |4.25 |+.19 | 1.38 108 .0 | 60 208.0 19 | 80.0/190.5|271.8 | 81.0 | 4.45 |+.21 [2.405) po1.5| 30.1 | 402.0 20 | 79.0/190.0/171.5 | 80.5 | 4.40 |+.21 AU | 01.5 | 30.1 | 402.0 21 | 79.0]200 186.0 | 80.5 | 4.35 |+.23 | 1.41 1199.5] 20.1 | 596.0 22 | 79:0/200 |2a6.0 | 80.0 | 4.35 |+-21 | 1-42 | loo” | 20.2 | 597.0 23 | 78.0|198 {187.2 | 80.0 | 4.40 201.5] 15.1 | 800.0 24 78.0 |195.6 185.9 | 80.0 | 4.41 R00.5} 15.1 | 797.0 25 76.2 |204.5 195.5 | 78.8 (2.25 1198.0} 15.1 | 787.0 26 | 75.0)204.0/195.0 | 78.8 | 2.26 1198.5} 15.1 | 789.0 27 | Th21207.51195.8 | 77.2 | 2.24 202.0 | 20.15} 602.0 28 | 74.01207.4/195.5 | 77.0 | 2.25 201.0 | 20.1 | 600.0 29 | 74.0]209.2}190.4 | 77.0 | 2.25 fsa:s 30.2 | 364.0 30 | 74.0|210.3]192.5 | 77.0 | 2.27 1197-0 | 30.1 | 393.0 31 | 74:0/210-9|178.2 | 76.5 | 2.23 liga. | 60.0 | 198.8 32 | 74.01211.4/178.4 | 76.5 | 2.21 201.0| 60.0 | 201.0 joneal ot me t } A ui ULL ARR Sa 4 wd EU itt 4 Mat AUN Le a in ty | aa Uta sO2. SHEET STEEL ~Riesep— SPOTWELDED ~ 54 M.M. INLET WATER JACKET ISOMETRIC VIEW ME-0} “RADIATOR | AIRESEARCH MANUFACTURING Co. INGLEWOOD, CALIFORNIA, illMesserschnitt Mel10 Analysis Vultee Aircraft, Inc. The of2 cooler was damaged so badly that repair for capacity test was deemed impossible. DESCRIPTION OF OIL COOLER ‘The ofl cooler is of the cartridge tube type: Length of tube (overall) Tube diameter - outside Tube wall thickness Length of hex. Distance across flats Composition: Copper Zine Yield Point: Actuel load in pounds Pounde/sq. in. Tensile Strength Actual load in pounds Pounds/sq. in. Elongation in 2" 9.85" “177 +006" 13/32 +204" 67.8 32.2% 200 66,600 230 76,600 ae Photographs of the oil cooler appear on pages 15 to 20. As will be noted, the cooler is ennular in shepe, the redius of the curvature being 21" on the outside and 16" on the inside. mately 22" outeide, 17" inside and 5" wid ‘The dimensions of the core face sre approxi- The core is divided by radical baf- fles into eight sections, each section having approximately 280 tubes.Messerschmitt Mel10 Analysis Appendix VIII Vultee Aircraft, Inc. The photograph on page 15 shows bottom and face of cooler. The tubes have been removed from one of the sections. Photograph on page 16 shows @ top and end view. The fitting shown gives access to the by-pass velve. On the left hand side of the top a series of tubes is clearly visible. These form a by- pass circuit and are in close metallic contact with the top of the radiator. ‘The contact is accomplished by sweating the tubes to the cooler shell. ‘The photograph on page 17 is a top view from the opposite end. The photo- graph on page 18 shows top, face and both ends. One of the by-pass tubes was apparently torn off in landing. The patches where it was sweated to the shell ere visible. The photograph on page 19 1s @ view of one of the passes with tubes re- moved. The baffle construction and the means of fastening it to the shell is plainly shown, In addition to the large openings in the baffle at the top there are three 1/8" holes in the baffles at the opposite end. ‘These holes are apparently for the purpose of establishing flow through the core when the ofl in it is congealed. The photograph on page 20 is a view of the other baffle in the seme pass. The face area of the core is 90 sq. in. or .625 eq. ft. or somewhat less than a standard 11" cooler. The weight is approximately 50 pounds, which is 45% nore than the 11" cooler. ‘The heat rejection to this cooler based on the report of R. W. Young of WAC 48 3900 BYU/Min et an airflow of 97 1bs/min. with of1 entering engine at 155°F, i.e., the cooler should reject thia amount of heat at an average ofl temperature of 155 - _3900_ = 195° F. 97 Such performance is only obtained by passing an enormous amount of sir through the cooler and by rather high oil pressure drops. The latter is borne out by the fact th the relief valve is set to open at 31 to 32 lbs/sq. in. g