276:, which considerably reduced the length of the forward strut as well as being them a slender and somewhat elegant shape. As per convention amongst monoplanes of the era, the undercarriage was principally stressed in the axial direction. The axles were composed of high-tensile steel and were intentionally shaped as to ensure maximum rigidity as well as minimising weight. These axles were positioned at the ends of struts hinged to the fuselage at the planes of symmetry which reduced the lateral motion of the wheels to a minimum. Each axle incorporated a device that minimised the braking stresses imposed on the whole assembly; the brakes were controlled either by hand or via the
493:
447:
177:
cabin. The transverse frames and side walls of the fuselage were constructed in a manner that provided ample unobstructed spaces and permitted the use of relatively large doors without incurring excessive external dimensions. A total of four doors were present, two on each side of the fuselage; this was felt to increase the aircraft's safety level. A specialised device was present to overcome any difficulties in the opening of the doors during flight, better facilitating the occupant's emergency egress.
424:
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37:
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while the third rod, which carried a shock absorber composed of rubber disks inside the fuselage, was aligned vertically. The lower end of the third rod was hinged to the top of the skid, which had a spoon-shaped show with a guiding rib. This style of skid was somewhat unorthodox and was claimed to be less prone to digging into the ground.
158:
easily disconnected at the direction of the pilot. Directly behind the pilot' seat was a sizable baggage compartment, the variable weight of which could be easily offset via adjustments of the aircraft stabilizer. Structurally, the fuselage, wing and tail surfaces were all supported by a tubular framework made entirely of
334:, 9-cylinder radial engined example to set the seaplane altitude record in its class at 7,362 m (24,154 ft). Swapping wheels for pontoons, the same aircraft went on to set the equivalent landplane record two days later at 9,282 m (30,453 ft). Long-distance feats included flights from
157:
aircraft intended for long-distance touring and training. Both the pilot and passenger were completely enclosed within a cabin, the latter typically being seated in front of the former. The aircraft was typically provisioned with two complete sets of flight control; however, the forward set could be
293:
for the adjustment mechanism, while the elevator incorporated a pair of balancing projections towards the ends of its leading edge. The hinge axle at the leading edge had a casing composed of duralumin sheeting that matched a corresponding casing on the rear spar of the stabiliser, both having been
176:
were fitted that permitted both the pilot and passenger to stick their heads of the aircraft without being fully exposed to strong winds. The pilot's position also benefitted in this respect from the use of a transparent roof for the cabin. Active ventilation was used to regulate the climate of the
261:
instead of being rigidly embedded. A box rib that was suitably joined to a corresponding rib integral with the fuselage established an optimal junction between the wing and fuselage. Precautions were taken to suitably stiffen the wing structure against the stresses transmitted by its covering. The
284:
The aircraft was outfitted with large tail surfaces; the tail unit had a similar duralumin structure to that of the wing. The aircraft was furnished with an adjustable stabiliser, although such adjustments could only be performed while on the ground; it was otherwise easily adapted for effective
280:
bars in order to facilitate ground movements. The tail skid consisted of three steel rods that formed a pyramid, the vertex of which was the point of contact with the ground. Two of the rods were attached to the fuselage via coaxial hinges normal to the vertical plane of symmetry of the fuselage
200:
fuel tanks located on the roof of the cabin, which had a capacity of 125 liters (33 gallons); an additional pair of supplementary tanks, with a capacity of 45 liters (roughly 12 gallons) each, could be installed in the cabin. The oil tank, complete with a
241:. Similar tubing was also used for the spars, which were lightened along the walls as well as reinforced where it was deemed to be necessary to do so in relation to the covering of the wing. The lightening along the spar's walls formed a
217:
manoeuvres. The engine mounting was a thick duralumin sheet with to which the supporting struts were bolted into steel fittings; these had relatively large dimensions in order to amply handle the engine's vibrations. The
213:
bar and had a capacity of 10 liters (2.6 gallons). Fuel is delivered to the engine via a self-regulating engine-driven pump; this is capable of consistently supplying fuel even during protracted
162:, save for numerous steel fittings. The forward section of the fuselage was partially covered by a metal sheathing; aft of the pilot's position, the remainder of the fuselage was covered using
322:
was used to set endurance, distance, and altitude records in its class, respectively 29 h 4 min 14 s, 2,746.2 km (1,706.4 mi) and 6,782 m (22,251 ft). On 28 December 1932,
257:. These spars were mutually braced using steel wires and duralumin compression members. The spars of each half-wing were attached to the fuselage's central body via a relatively simple set of
262:
struts that connecting the wing spars with the fuselage were made from faired duralumin tubing that was suitably reinforced to appropriately handle all secondary stresses.
269:
had a relatively wide-track gauge that provided considerable lateral stability while on the ground. The struts of the forward landing gear were equipped with long stroke
131:
The type proved to be extremely popular, and the production run would eventually extend to over 500 machines, with roughly half of these purchased by the
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conformed to the lines of the fuselage to give a fairly slender and elegant appearance without negatively impacting the engine's cooling.
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AS.1s were used successfully in a number of competitions and record-breaking events. In August 1929, they participated in the
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Favourable external visibility was provided by sizable windows at both the sides and front area of the cabin; specialised
249:
that were to be withstood. Attachments to the spars were made using numerous steel fittings that were typically
1520:
952:
883:
365:
The TR.1 also had competition successes in 1931 in the Giro Aereo del
Piedmonte and the Giro Aereo d'Italia.
973:
905:
1456:
245:, the lateral plates of which were braced using diaphragms of varying strength in accordance with the
289:
used a rigid control arrangement using a single lever. The stabilizer had a rectangular notch in its
206:
109:
17:
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control during flight. Actuation of the rudder was achieved via a pair of control cables while the
935:"The Fiat "T.R.1" training and touring airplane (Italian) : a two-place high-wing monoplane"
492:
411:- version with metal structure, shorter span wing (9.00 m; 29 ft 6.5 in) and enclosed cabin.
192:; however, numerous aircraft were furnished with alternative engines, such as the more powerful
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and Gino
Capannini) and an aerial circumnavigation of Africa by Francis Lombardi, Count
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124:, fabric, and (around the nose) metal. A later development, designated
104:
The AS.1 was a relatively basic and conventional design, possessing a
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aircraft designed and produced by the
Italian aircraft manufacturer
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930:. London, UK: Bright Star Publishing. pp. File 894 Sheet 18.
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international contest, and in
January 1930, an AS.1 piloted by
277:
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838:
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and seating for two, the pilot and one passenger/trainee, in
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Fiat TR-1 3-view drawing from NACA Aircraft
Circular No.130
335:
36:
298:. The stabiliser was structurally similar to that of the
237:
were composed of square duralumin tubing with triangular
234:
202:
189:
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who covered 27,600 km (17,150 mi) in 54 days.
1454:
225:
The wing structure consisted of a pair of triangular
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featured a metal structure and a shorter span wing.
120:. Construction was of wood throughout, covered by
209:, was positioned directly underneath the forward
1502:
233:that connected to the base of the fuselage. The
196:radial engine, instead. Fuel was housed inside
188:, capable of generating up to 100 hp at 1,900
974:
876:Italian Civil and Military Aircraft 1930-1945
180:Typically, the AS.1 was powered by a single
939:National Advisory Committee for Aeronautics
869:. London, UK: Studio Editions. p. 383.
801:"Round Africa by Light Plane" 1931, p. 137.
771:FAI General Aviation World Records database
504:National Advisory Committee for Aeronautics
981:
967:
623:
621:
619:
401:- version with strengthened structure and
942:, 1 December 1930. NACA-AC-130, 93R19548.
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592:1,000 km (621 mi, 540 nmi)
873:
858:The Illustrated Encyclopedia of Aircraft
818:
781:The Illustrated Encyclopedia of Aircraft
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586:158 km/h (98 mph, 85 kn)
14:
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878:. Fallbrook, US: Aero Publishers, Inc.
864:
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153:The Fiat AS.1 was a light twin-seat
44:Fiat AS.1 of Lombardi and Capannini
860:. London, UK: Aerospace Publishing.
774:
765:
537:10.40 m (34 ft 2 in)
229:that were supported by a series of
24:
531:6.10 m (20 ft 0 in)
25:
1542:
988:
946:
549:17.5 m (188 sq ft)
543:2.53 m (8 ft 4 in)
330:used a 127 kW (170 hp)
184:engine seven-cylinder air-cooled
1488:
1476:
1464:
928:World Aircraft Information Files
467:
445:
422:
35:
1526:Single-engined tractor aircraft
867:Jane's Encyclopedia of Aviation
804:
795:
786:
865:Taylor, Michael J. H. (1989).
13:
1:
906:"Round Africa by Light Plane"
604:
598:6,800 m (22,310 ft)
1531:Aircraft first flown in 1928
1516:1920s Italian sport aircraft
609:
415:
7:
874:Thompson, Jonathan (1963).
627:Thompson, pp. 135-136, 174.
561:690 kg (1,520 lb)
368:
10:
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571:, 67 kW (90 hp)
555:450 kg (990 lb)
148:
43:
34:
29:
955:in Flight, 4 April 1930
914:: 137. 13 February 1931
814:. Nevington War Museum.
812:"Abyssinia 1935 - 1936"
792:"Italy–Japan" 1930, 896
510:General characteristics
393:- ski-equipped version.
377:- initial version with
497:
294:shaped as to minimise
110:tailskid undercarriage
1521:Parasol-wing aircraft
495:
488:Specifications (AS.1)
387:- floatplane version.
892:: 896. 8 August 1930
824:NACA 1927, pp. 6-15.
93:was a light touring
762:NACA 1927, pp. 4-5.
721:NACA 1927, pp. 3-4.
696:NACA 1927, pp. 5-6.
671:NACA 1927, pp. 1-3.
648:NACA 1927, pp. 2-3.
636:NACA 1927, pp. 1-2.
460:Ethiopian Air Force
437:Brazilian Air Force
306:Operational history
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482:Spanish Air Force
356:Lodovico Mazzotti
247:shearing stresses
134:Regia Aeronautica
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16:(Redirected from
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352:Francis Lombardi
328:Mariano Lanciani
143:liaison aircraft
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54:Type of aircraft
52:Touring aircraft
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439:- One aircraft.
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558:
552:
546:
540:
534:
528:
522:
516:
509:
507:
503:
500:
499:
408:
398:
390:
384:
374:
364:
360:Mario Rasini
324:Furio Niclot
309:
291:leading edge
283:
264:
224:
179:
171:
152:
132:
130:
125:
106:parasol wing
103:
90:
88:
79:Number built
1391:other types
843:FAI website
577:Performance
565:Powerplant:
519:One (pilot)
403:Fiat A.50 S
174:windshields
164:fireproofed
1505:Categories
1353:C.A.N.S.A.
605:References
547:Wing area:
1483:Companies
1304:C.M.A.S.A
1246:Rosatelli
1197:Rosatelli
1168:Rosatelli
1049:Gabrielli
610:Citations
569:Fiat A.50
535:Wingspan:
523:Capacity:
501:Data from
416:Operators
385:AS.1 Idro
379:Fiat A.50
350:(both by
340:Mogadishu
215:aerobatic
194:Fiat A.53
182:Fiat A.50
169:instead.
160:duralumin
155:monoplane
95:monoplane
91:Fiat AS.1
18:Fiat AS-1
1495:Aviation
1424:Centauro
992:aircraft
918:17 March
896:17 March
848:19 March
453:Ethiopia
391:AS.1 Sci
381:engine.
369:Variants
344:Vercelli
300:ailerons
287:elevator
255:soldered
207:radiator
139:trainers
118:cockpits
83:ca. 550
1457:Portals
1444:Spartan
1439:Freccia
1429:Cicogna
1417:by name
1166:Series
1047:Series
1000:Ansaldo
998:Series
832:Sources
541:Height:
529:Length:
405:engine.
332:CNA C-7
251:riveted
239:bracing
220:cowling
122:plywood
1382:F.C.20
1377:F.C.12
1343:A.S.14
1338:R.S.14
1294:C.R.42
1289:C.R.41
1284:C.R.40
1279:C.R.33
1274:C.R.32
1269:C.R.30
1264:C.R.25
1259:C.R.20
1235:B.R.G.
1230:B.R.20
911:Flight
889:Flight
783:, 1778
590:Range:
472:
450:
430:Brazil
427:
358:, and
278:rudder
259:hinges
243:girder
231:struts
211:rudder
205:-type
167:fabric
149:Design
114:tandem
1471:Italy
1434:Falco
1403:T.R.1
1355:types
1328:MF.10
1306:types
1254:C.R.1
1225:B.R.4
1220:B.R.3
1215:B.R.2
1210:B.R.1
1186:R.700
1157:G.222
1152:G.212
1147:G.91Y
1038:A.S.2
1033:A.S.1
1028:APR.2
1018:A.300
1013:A.120
1008:A.100
517:Crew:
475:Spain
348:Tokyo
227:spars
198:steel
116:open
73:1928
49:Role
1408:7002
1398:C.29
1323:MF.6
1318:MF.5
1313:MF.4
1205:B.R.
1181:R.22
1142:G.91
1137:G.84
1132:G.82
1127:G.81
1122:G.80
1117:G.61
1112:G.59
1107:G.57
1102:G.56
1097:G.55
1092:G.50
1087:G.49
1082:G.46
1077:G.18
1072:G.12
1023:AN.1
990:Fiat
953:Fiat
920:2008
898:2008
850:2012
567:1 ×
409:TR.1
399:AS.2
375:AS.1
342:and
336:Rome
326:and
296:drag
265:The
253:and
235:ribs
141:and
126:TR.1
108:, a
99:Fiat
89:The
64:Fiat
1372:C.6
1367:C.5
1362:C.4
1333:BGA
1176:R.2
1067:G.8
1062:G.5
1057:G.2
346:to
338:to
203:fin
190:rpm
137:as
101:.
1507::
908:.
886:.
841:.
744:^
726:^
701:^
676:^
653:^
641:^
618:^
302:.
145:.
1459::
982:e
975:t
968:v
922:.
900:.
852:.
20:)
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