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Aviation History
1957
1957 - 1622.PDF
710 FLIGHT AIRLINERS OF THE WORLD HERALD . . . 1 Transport joint 2 Top-hot-section stringers 3 Seat rails 4 Removable floor panels 5 Main wing-to-fuselage frames 6 Wing-to-fuselage pick-up 7 Notched frames 8 Hinged panels full length of roof 9 Rods carrying stringer stress through centre section 10 Main roof rail, carrying roof lights 11 Fin attachment 12 Corrugated skin 13 Tailpiane attachment 14 Centrespar (floatsthrough fuselage) 15 Corrugated-sandwich centre web 1* Corrugated-sandwich top and bottom booms 17 Tank fillers IB Fuel contents unit (dipsticks stowed on freight door) IV Cords lacing flexible tanks to top panels 20 Z-section outer wing stringers 21 Removable tips 22 De-icing air outlets 23 Outer wing joint 24 Undercarriage 25 Intake to heat exchanger for cabin air system 26 Intake to de-icing air heat ex- changer (40) 27 Non-return valve in duct to cabin 28 Main roof duct 29 Cabin air distribution duct 30 Air piped to floor-level duct 31 Air to cockpit and windscreen de-misters 32 Cockpit air louvres 33 Mass flow control 34 Main discharge valve 35 Inwards relief and safety valves 36 Pipe from controller in cockpit 37 Individual punkah louvres 38 Fuel heater 39 Accessory-box drive 40 De-icing heat exchanger on tailpipe 41 Hot air cross-feed and supply to tail surfaces 42 Distributing corrugations spot- welded to skin (all leading edges) 43 Accessories-cooling air 44 Oil cooler 45 Cabin-air silencer 46 Cabin blower 47 Cabin-air heat exchanger 48 6 kW generator 49 7i kVA alternator wide margin of safety against failure since the maximum load is withinthe overload capacity of one generator. If one generator fails, the other is capable of carrying all essential, and some non-essential services. FLIGHT DECK Two pilots form the flight crew for normaloperations, but a radio operator's position can be fitted aft of the flight deck at the expense of some payload space. The layout of instrumentsand controls varies according to the requirements of operators as does that for the radio, navigational aids, and other equipment. A consolebetween the pilots carries the engine and propeller controls, fuel controls, trimmers, flying control position indicators and selectors forthe undercarriage, flaps, and autopilot. PAYLOAD ACCOMMODATION The Dart Herald's cabin is58ft long with a volume of 2,075 cu ft with a floor stressed to 150 lb/sq ft in the forward and rear freight areas, and 100 lb/sq ft elsewhere.There are two entrance doors. One on the port side towards the rear is an outward opening double door 5ft 4in high by 5ft 5in wide. Itsforward section is used for passenger entry; both doors are opened for freight. The other door, 3ft lOin by 3ft, is also on the port side at thefront of the cabin and hinges outwards and forwards. It acts as entry for the crew and for passenger or freight access to the forward cabin.The standard cabin accommodation seats 36 passengers at a pitch of 38in. Maximum seating, at a reduced pitch, is 43. When both freightand passengers are carried the freight is stowed in the front of the cabin and a movable partition secludes passengers from freight. COMMERCIAL HISTORY The first Alvis-engined Herald,G-AODE, flew on August 25, 1955. The second machine—more fully representative of the production aircraft—took the air just over a yearlater. The two aircraft have completed their programme of flight tests, mainly from Handley Page, Reading, and the bulk of certification workon the Alvis-engined Herald is now completed. Early interest in the Herald was strong (options on 35 aircraft were placed by four operators)but airlines subsequently became more and more influenced by world acceptance of the Rolls-Royce Dart. This led Handley Page, inMay 1957, to offer the twin-Dart version. The first prototype had in the meantime been withdrawn from flight tests for conversion to Darts,and the present programme is for this converted aircraft to fly in early 1958, and for certification and production delivery of orders placednow, for either Leonides or Dart Heralds before the end of 1958. HANDLEY PAGE DART HERALD Two Rolls-Royce Dart RDa.7 Mark 527 turboprop* of 2,100 e.h.p. each driving Rotol four-bladad, 12jft propellers Dimensions: Span, 94ft 9^in; length, 71ft 11in; height, 22ft 4in; wing area 886sqft; flaps, 81 sq ft each side; ailerons, 29.7 sq ft each; tailplane, 252sqft; elevator, 71.13 sq ft; fin and rudder (total), 193sqft; track, 22ft; wheelbase, 25ft 10in. Weights: Basic operating weight, 36-seater, 22,269 Ib; max. payload, 10,160 Ib; zero fuel weight, 32,968 Ib; max. take-off weight (also max. landing weight), Performance: Take-off, balanced field length, sea level standard conditions, 3,700ft; tropical conditions (I.S.A. + 1S deg C conditions), 3,950ft; sea level rate of climb, 1,580ft/min; rate of climb at 10,000ft, 1,030ft/min; cruising speed at 35,000 Ib, standard conditions, at 17,400ft, 241 kt; stalling speed, max. weight, sea level standard conditions, 69 kt; landing distance from 50ft, 2,260ft; corresponding distance in I.S.A. + 15 deg C conditions, 2,350ft. |HANDLEY PAGE LEONIDES HERALD Four Alvis Leonides Major piston engines of 866 h.p. each driving de Havilland three-bladed, lift propellers Dimensions: Length, 70ft 3in, otherwise as for Dart Harold. •^~-^^*m Weights: Basic operating weight, 36-seater, 25,241 Ib; max. payload, 10,100 Ib; zero-fuel weight, 25,880 Ib; max. take-off weight (also max. landing weight), 37,500 Ib, Performance: Take-off, balanced field length, sea level standard conditions, 2,928ft; tropical conditions (I.S.A. + 30 deg C), 2,714ft; sea level rate of climb, flaps and undercarriage up, 1,370fc/min; rate of climb rated power, at 7,150ft, 1,050ft/min; absolute ceiling, 21,600ft; level speed at 36,000 Ib, standard conditions, max. weak mixture power, 10,000ft. 186 kt; corresponding speed at 13,350ft, 195 kt; stalling speed, max. weight, sea level standard conditions, 70 kt; landing distance from 50ft, 2,247ft; corresponding distance in tropical conditions, 2,430ft. , . ROTOL 1»*(n DIAMETER ';. \ AIRSCREWS RADIO RACKS H F V H F. A.D.F. I.L.S ANO RADIO ALTIMETER REMOVABLE TO PORT Below, Dart Herald; right, Leonides Herald. The direct operating cost curves (extreme right) are for the Dart Herald (S.B.A.C. method); broken line, 1,500 hr utilization, full lines 3,000 hr; A=l.F.R., B=I.F.R., C^V.F.R. Prices (furnished) =Dart Herald, £175,000, Leonides Herald, £145,000.
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