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Aviation History
1952
1952 - 2227.PDF
I8Q FLIGHT 15 August 1952 PRE-FAB AIRCRAFT DOCKS —to Facilitate Maintenance: An Adaptable Sytem of Staging THE rate at which modern civil transports can earn revenue is so high, and is increasing so rapidly, that the time such aircraft spend on the ground must be reduced in proportion if lost revenue is not to become excessive. This is generally recognized, and service turn around times are usually of a commendably brief order; but the biggest waster of potential earning-time is without doubt the need to put every transport "in dock" at specified intervals—sometimes with distressing frequency and for inordinately long periods. The number of man-hours required for major overhauls, or the "Check IV" overhauls made by the Corporations, or running Cs. of A, will probably always extend to hundreds; but there is no doubt that, by careful time-and-motion study and attention to detail, much more brisk schedules than those now in force will eventually be obtained without the servicing itself being in any way hurried. As a step along this profitable road, many operators are using aircraft "docks" which embrace all necessary facilities for servicing, including static and /or movable platforms; air, electric and hydraulic circuits; lighting; fire-fighting appliances; check-sheet boards; offices; and lockers for clothing and tools. Such docks must be light and robust structures and must be capable of providing adequate working space (both above and below the platforms, if possible) with non-skid flooring at heights suited to the type of aircraft which the staging will be required to accommodate. The first essential requirement for an efficient dock is a basic structure to which all other equipment is complementary. Tiltman Langley Laboratories (Redhill Aerodrome, Surrey) be lieve they have found, in the "Keylock" system of assembly, a means for pre-fabricating the dock structure to permit easy breakdown into small components for rapid transport and, if re quired, re-erection in a com pletely different form to suit the needs of a new aircraft-type. Alternatively, a more elaborate, fixed structure can easily be built for major overhauls, to which additions or alterations can be made at any desired time. The system utilizes extruded light-alloy channel-section members with one-inch sides in which are punched keyholes. Into these holes are fitted precision die-cast aluminium-alloy keys and locking elements which are then held rigidly in place by inserting a taper pin through a hole. By this means, complex assemblies can be built quite rapidly, using no tool other than a hammer. Dismantling is equally straight forward, the taper pins being driven out and so freeing the locking elements for removal with a screwdriver. Tiltman Langley docks using this Keylock system have been designed for two types of aircraft. One, for Pionair DC-3S, is being constructed for use at the B.E.A. base at Renfrew, and is scheduled to be in use at the end of this month. A model of this dock will form the centre-piece at the Tiltman Langley stand at the S.B.A.C. show at Farn- borough next month. The Pionair dock is made up entirely of mobile stands so that, once the aircraft has been positioned in the hangar, these sub-assemblies can quickly be moved into place around it, as shown in the drawing below. The other Keylock-type dock has been developed as a fixed structure for Check IV work on the Ambassador; the working platforms here surround the aircraft completely, except for two movable sections around the nose. In both types of dock, as is apparent from the illustrations, absence of any obstructing members beneath the platforms facilitates easy access to the underside of the aircraft. The Ambassador dock (top of page) is a fixed structure embodying offices (seen on the rear staging) and—looking like small huts—check-sheet boards and stowage lockers. The Pionair dock (right) is completely mobile. NOSE STAND. UNDER WING STAND
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