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Call for research material... (Fairchild C119G Boxcar)

We know E and F are ailerons, G is a regular trim tab while we think H is an anti-servo tab.

What we can't figure out is:

1. Do E and F move together and if so why are they split, what purpose do they serve being in two parts?

2. If H is an anti-servo tab then we assume it works in the opposite direction to the aileron to increase back-pressure on the controls.
Click to expand...

Probably built this way to fix some problems that the strange configuration caused. Too much action to control banking/level flight??

Just a guess but my only flight in a C-119 convinced me that something was AWFULLY SCREWY on this plane. It creaked, shook, was LOUD. . D..D..D, and seemed about to fall out of the sky at any moment. Still, it was/is a very capable looking aircraft
There was one upside: several (err, quite a few) of the troops could not face their inflight lunches so the rest of us had plenty of extra. This was a Canadian (RCAF) plane and those folks really knew how to put together a good meal.
I don't recall which was referred to as "the crowd killer". by paratroopers: the C-82, 119, or 124.


Blast!! I could have just quoted falcon409. He said it all in one sentence:
" All I can remember is that I hoped it would stay in one piece til we got home, lol."
 
Matt Wynn said:
...they even succeeded in coaxing muggins here out from under my rock! :wiggle: still very, VERY early days with the girl! lots of lines and rivets to do before I let her anywhere near the simulator! (as well as tidying the AO etc...)

muggins2_zps7ke7pmee.jpg
Click to expand...

Very Good, Matt!!!
 
Most large transport aircraft have two sets of ailerons. Both are used in low speed flight when you need more surface area to move mass, and one set is locked out for high speed flight when small control deflections are required. The lockout can be a speed switch from the air data/pitot system or as in the case of the DC-8 a spring loaded torsion bar which restricts the inboard aileron as speed is increased and vice versa as speed is decreased.

Just looking at the aircraft
 
Sorry about the half finished last post. My battery in the laptop died. It appears the flight controls are not hydraulically assisted. That would make this thing a real beast at low speeds. Looking at the vertical stab and rudder size, I can well imagine that an engine failure just after takeoff was a bit of a hand full. On the Dc-8 which is the oldest thing I have experience with, the elevator was not powered and it was really heavy at low speeds. The aileron and rudder were normally powered. I had the pleasure of flying once with a complete loss of hydraulics, meaning all the flight controls were unpowered. At cruise it was no big deal, however in the approach and pattern when we slowed and configured it became a real upper body and thigh workout to move the ailerons and rudder. I can imagine this thing was no different.
 
johndetrick said:
Most large transport aircraft have two sets of ailerons. Both are used in low speed flight when you need more surface area to move mass, and one set is locked out for high speed flight when small control deflections are required. The lockout can be a speed switch from the air data/pitot system or as in the case of the DC-8 a spring loaded torsion bar which restricts the inboard aileron as speed is increased and vice versa as speed is decreased.

Just looking at the aircraft
Click to expand...

Actually the reason for locking out the ailerons at wing ends is more to do with reversal caused by wing twist at high speeds. I.e the ailerons act as servo tabs to twist the wing resulting in ailerons reversal.

However, back to the subject in hand, it would seem control loads would be offset with the use of servo and balance tabs, so I would hazard a guess control loads would be similar to any other design of the same age.

Ttfn

Pete
 
mvg3d said:
Hi Friends,
A model without cargo doors (used for heavy loads drop) ?



:wavey::wavey::wavey:
Click to expand...

yes, the doors could be taken off for delivery of outsized loads. In some cases by air drop, but also, for example artillery pieces transported with the trails hanging out the back of the plane.

Really excited by this project!
 
My First Sergeant in the AF was a chief gunner aboard both AC-119Gs and AC-119Ks. From what he told me you are correct about the impressions one gained from flying in the aircraft - big, slow, bulky - but also immensely strong. His bird got a 37mm hit over the HCM trail one night, had a hole in the floor big enough to drop a VW through. This resulted in severe damage to the aircraft's hydraulics, fluid soaked the parachutes but they put them on anyway, maybe just for peace of mind. At any rate they got home all right. The birds must have been effective, he and all his squadron mates had prices on their heads.

I did ask him one time why he never transitioned into AC-130s, with all their improvements. His answer told you something about the -119's simplicity. He asked me which one I would rather try to escape from in an emergency - a high-rise hotel or a log cabin.
 
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