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Aviation History
1955
1955 - 1151.PDF
FLIGHT, 19 August 1955 265 HANDLEY PAGE HERALD . . . capacity, is in the fuselage roof, near the mainplane shoulder; it supplies the emergency and fire-warning lamps, and the fire extinguishers and the inertia switches. Cables are grouped in looms which run along die fuselage roof and the leading edge of the wing in ducts. All circuits are clearly identified by a code of letters and numbers which indicates the positions of any one cable. Breaks in cable runs have been kept to the minimum, and connection joints, such as terminal blocks and plug and socket joints, are positioned where they will be protected from damage, moisture and oil. Two inverters in the nosewheel bay provide 115-volt 400 cycles, A.C. current for the radio system and for some of the instruments. A standby inverter is provided. Radio includes communication, navigation and approach-aid equipment. The sets are contained in racks suspended in three tiers from the roof of the forward freight compartment, and embodying anti-vibration mountings, to which the trays are attached. Controls are in the roof of the crew compartments, and the radio fuse and circuit breaker panel is on the bulkhead behind the second pilot. The 19-volt supply for the radio services is maintained by a voltage regulator carried in the roof racks; a spare regulator is also carried. The 115-volt supply is taken from the inverters, and the 24-volt supply from the normal aircraft supply. Of three inverters in the right-hand side of the nosewheel bay, two are in use at a time, the other being a standby. Failure of an inverter is automatically indicated in the cockpit so that the standby can be brought into operation by manual switching. The aerials (except HF) are of the suppressed type. The VHF aerial is incorporated in the fin; the ILS glide path aerial and marker aerial are under the front of the fuselage, with the localizer aerials at the sides of die front fuselage; and the radio altimeter transmitting and receiving aerials are under the fuselage, with the transmitting unit nearby. Communication systems con- sidered suitable for the Herald are Standard Telephones STR.12D VHF (twin sets can be fitted if required); STR.18C HF; or Marconi AD.107.A/114 HF. Suitable navigation equipment is AD.7092D ADF (twin sets if required); STR.30 radio altimeter; DME; ILS; and Sperry ZLI Zero Reader. Intercommunication is by Ultra. The quickly detachable cabin seats allow rapid conversion for any of the Herald's three roles (airliner, freighter, or airliner/ freighter) to another. The seats themselves are of low weight and capable of withstanding 9g fore and aft loads. Attachment sockets allow them to be mounted facing either forward or aft on each side of a central gangway, and they can be spaced at 38in or 33£in pitch. In the former case 36 passengers can be accommodated; in the latter, 44 passengers. Each seat is mounted at three points. Two lateral tubes, forming the base of the seat, push into two sockets in a longitudinal member on the cabin wall, and a single vertical leg beside the gangway is keyed to a socket in the floor and secured by a retaining plate and quick-release pin. The bulkheads, which form the front and rear of the passengercabin and the wall of the toilet compartment, are attached to the fuselage frames by spring-loaded bolts and spigots. Theseenable the bulkheads to be removed easily from the aircraft when it is to be converted into a freighter. Alternatively, the front freight compartment can be enlarged by moving the forward bulkhead back to one of the several positions. As a freighter only, the Herald's total volume of freight spaceis 1,575 cu ft with gangways clear. As an airliner with a seating capacity of 44, a cabin floor area of 220 sq ft is available. The bulkheads, in this arrangement, divide the fuselage to give 90.5 cu ft of space forward of the cabin. The rear freight capacity of 171 cu ft is constant for all passenger layouts. Passengers can sit where they wish in the cabin provided that the first 650 lb of freight is placed in the rear hold and remaining freight added in the ratio of 2 lb in the rear hold to every 1 lb in the front hold. With this arrangement the e.g. remains within the proper limits, irrespective of where passengers sit. As a combined airliner/ freighter with a seating capacity of 36, the floor area of the cabin is 204 sq ft; the bulkheads, in this instance, give a forward freight space of 183.5 cu ft. When 24 passengers and freight are carried, the floor area of the cabin is 166.8 sq ft. Forward freight hold capacity is 469.5 cu ft. Lashing points can be inserted into the seat-mounting key-holes in the floor and to the seat-attachmeni sockets at the sides of the cabin. The supports for the foldinp luggage-racks incorporate lashing points, which can be used when the luggage racks are removed. Control and instrument arrangement is such that the Herald can be operated normally with a flight crew of two or—for ferry- ing purposes—with only one. A radio operator's station can be provided, if needed. Full dual flying controls are standard, but the layout subsequently described (based on B.O.A.C. and B.E.A. requirements) can be varied. The pilot-aid and anti-icing installations, together with their controls and instruments, are fitted to operators' requirements. The radio and navigational controls will vary also according to the systems needed by individual operators. A central console carries the main engine controls, trimming controls and selectors for the undercarriage, flaps and pilot-aid systems. Consoles on the left and right-hand sides of the cockpit carry duplicated jack- boxes and control boxes for the intercommunication and radio Alternative arrangements for 36 seats (top), 44 (centre) and a passenger-and-freight load; the dotted lines indicate alternative bulk- head positions. Note fuselage cross-section in the inset view. circuits. The left-hand console, in addition, carries the cabin pressurization controls, the master pilot-aid control and a sensi- tivity switch for the ILS. Generator field circuit breakers and regulator trimmers, the A.C. fuse panel and a compressor gauge for the pilot-aid are on the right-hand console. Engine instruments, cabin-pressurization and temperature indicators and Zero Reader controls are at the centre of the main panel. The left and right-hand sides of this panel carry the under- carriage and flap position indicators, duplicated blind-flying instruments and pressure gauges for the hydraulic and pneumatic systems. Emergency controls and indicators for the power plants (feathering, fire-warning, etc.), and power-failure warning lamps are on a panel fitted to the coaming above the main instrument panel. Engine-starting and fuel-system controls and the meters for the electrical systems are in the centre of a panel above the windscreen. The right-hand section of this panel carries switches for the majority of electrical services, while anti-icing controls are on the left-hand side. Radio controllers are in the cockpit roof immediately behind the engine-starting and fuel-system control panel. IMPROVED MOLYBDENUM CHIEF of the non-ferrous metallurgy division of the BattelleInstitute, Columbus, Ohio, Mr. R. I. Jaffee has announced a method of imparting greater strength to molybdenum for use at temperatures up to 2,000 deg F. The method involves sinter- ing the metal with finely dispersed oxides. The best of the metallic alloys "lasted 292.7 hr" (presumably to rupture on single loading) at 25,000 lb/sq in at 1,800 deg F. The best composition with oxides, however, which was Mo 0.5 —ZrO2, lasted 600 hr under similar conditions. Moreover, the stress to fracture had to be increased to 40,000 lb/sq in during the first 500 hours. The rupture strength of molybdenum at 1,800 deg F can be increased three- to four-fold, without adversely affecting hot workability or room-temperature ductility.
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