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Aviation History
1949
1949 - 2004.PDF
77© CANBERRA ejector seat. To complement the latter the fuselage roof above the seat is arranged as a jettison escape-hatch, and, to provide the navigator with direct light, the hatch incor- porates a circular panel of Perspex. In order to give the requisite clearance in ejection, the bulkhead upon which the navigator's seat is carried slopes backward roughly 20 deg. This bulkhead is the rear diaphragm of the pres- sure cabin and, for this reason, plus the fact that it is required to carry some of the seat loads (and, too, to func- tion as an anchorage for the nosewheel strut), it is heavily grid-stabilized on its after face. Approximately 21 in rear- ward from the top of the pressure bulkhead is the transport joint between the front and centre fuselage sections, the joint being in a plane normal to the fuselage axis, and closed with a bulkhead. Between this last and the pressure .diaphragm is the nosewheel well, the fuselage being hori- zontally divided by a decking which forms the well roof. The nosewheel assembly—which, in common with the majority of the hydraulic components used in the aircraft, is by Dowry Equipment (although the hydraulic pumps are Lockheed Mk. 6 units)—has its strut pivoted in a pair of forged brackets bolted on the rear face of the pressure bulkhead, the radius strut and jack head being anchored on the front face of the transport-joint bulkhead, so that the nosewheel retracts rearward. Above the wheel well is stowage space for oxygen bottles, the hydraulic system reservoir and the master unit of the autopilot; this last is, however, not fitted as yet. On each side of the wheel well are useful stowage volumes, that on the starboard side affording accommodation for the ground/flight switch, the ground-supply socket, voltage regulators and so forth, whilst the complementary port compartment is given over to V.H.F. equipment, the Vokes hydraulic filter, the air bottle and pressurization silencer; in addition, access is here given to the flying-control transmission linkage. Access to the three stowage compartments surrounding the nose- wheel well is through hatches in the roof and in the port and starboard flanks. Another stowage compartment—for the accumulators— is embodied in the space between the transport-joint bulk- head and the forward wall of the bomb bay. The batteries are carried on roller trays, wihereby easy installation and removal are facilitated through the access door on the port side. The bomb doors are 22ft 3m long and are so arranged that, to open, they retract upward instead of swinging PRESSURE CONTROL UNIT FLIGHT, 15 December 1Q49 down. At each end of both doors is bolted a forged, bracket, centrally pivoted to the fuselage; vertically mounted jacks at each end contract to open the doors, each jack-rod being pin-jointed to a pair of radius struts, the heels of which are, in turn, pin-jointed to the inboard ends of the bomb-door pivot-brackets. Thus, as the jacks close, the doors are raised, each being supported in three roller guide tracks, one at each end and one in the centre. The bomb-bay roof is, somewhat naturally, a massive structure, and is built up on thwartships beams of plate webs with extruded L-booms, to which fore/aft intercostal channel beams mate to form a grid skeleton carrying the floor plating of the tank cells. Tankage capacity is not extended to the full volume of the bomb-bay attic, and, as the tanks themselves are bag-type crash-proof units by Fireproof Tanks, Ltd., the inner surfaces of the cells are skinned on the free flanges of the fuselage frames. About 27m aft of the bomb-door trailing-edges is the transport joint to the rear fuselage. The latter is a plain, semi-monocoque structure, the channel frames of which are notched for the extruded Z-stringers. In way of the empen- nage, however, the channel frames give way to pear-shaped semi-diaphragm frames, to which the fin-posts are attached. The extreme tail of the fuselage is formed with a flat deck- Crovn Copyright Engine nacelle, showing mounting points and tie-links on side walls. The tunnel roof structure is clearly discernible. BU3WER ACTUATOR MR TO SPILL Schematic diagram of cabin pressurization system, showing flow- paths. The type of cooler used is novel in that ambient air is used as the coolant, the blower air being passed through passages adjacent to the leading-edge skin, which itself forms the cooling surface. (Right) Detail of bell-crank in flap transmission-linkage and, below it, transmission layout for the (port) flaps.
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