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Aviation History
1957
1957 - 1631.PDF
1 November 1957 DOUBLE SLOTTED FLAPS EXTEND DOWNWARDS ON OPENING 3S SEATS PLUS IM iq. ft.FREIGHT FLOORSPACE PASSENGERS'TOILET NAPIER SPRAYMAT DEICING ON L.E. Of TAIL PLANE AND HNS FLAP OPERATINGGEAR BOX SIDEWAYS OPENINGFREIGHT LOADING DOOR 1 SECURED WITH "WING FOLD" LOCKS JOHN PALMCK. BAG TYPE FUEL TANKS ROTOL 11 h. 6 in. DIA - PROPELLERS ROLLS-ROYCE DART 526 <R. D». 7/2) TURBOPROP OF 2.100 e.h.p. REARWARD RETRACTING MAIN UNDERCARRIAGE •'•-." :.-. FUEL AND METHANOL .••.• . • --i. • . ' _ . . ' REPUEUING POINTS •.•-•..•-..'•-" '•• ON UNDERCARRIAGE STRUT landing, 73.000 Ib; zero fuel, 70,000 Ib: structure weight, 24,400 Ib; empty weight, 39,190 Ib; basic operating weight, 39,850 Ib. Performance: Average cruising speed, (13,600 r.p.m.) 276 m.p.h., (14,000 r.p.m.) 296 m.p.h ; range with 25,000 Ib payload (no reserves), 1,830 st. m.; max. range with 15,4001b payload, 3,000 st. m.; take-off field length (s.l., I.S.A.), 4,050ft; take-off field length (4,000ft and I.S.A.+15 deg C), 5,550ft; min. all-engines- operating take-off, 3,050ft; approach speed, 117 m.p.h.; landing distance, 2,280ft; performance ceiling, 23,000ft; three-engine performance ceiling, 20,000ft. The projected four-Dart AW.670 car ferry; six cars and 30 passengers. LEADING EDGE THERMAL DEICING choice for the operating role of the aircraft, and the sametail/boom/wing/powerplant arrangement is used to form a basic carrying vehicle for at least three distinct fuselages. Fuselage The capacity of the long fuselage is 3,680 cu ft(that of the shortened AW.650 fuselage is about 3,000 cu ft) with a floor width of 10ft, an area of 426 sq ft, and a minimum verticalclearance between the floor and wing spars of 6ft 8in. In section, the fuselage has been compared to that of the Ambassador; roofand belly curves are struck from two radii, sides from a third and there is a well-defined chine at the level of the floor and a lessprominent one at roof level. The floor is four feet above the ground and both loading doors are at truck-bed height. Thefuselage is of conventional stressed-skin construction with I-section frames, generally at 21in pitch, backed by doubling strips withintercostal stringers riveted through; two robust additional double- frames carry loads into the centre-section spars. The interior ispressurized to a dP of 5.5 lb/sq in and the end doors are closed on inflatable seals. The front door, which is faced with a bulkhead,incorporates a large baggage compartment and the crew toilet. In addition to the freight loading doors there is a 66in by 30inpassenger door on the port side aft and an emergency exit 48in by 24in opposite. Four of the 19 windows also function as emer-gency exits, two 36in high by 20in wide and two more 26in high by 19in wide, the latter positioned between frames pitched at23.5in. Wing During the preliminary design it was found that amodification of the Shackleton 3 wing would be very suitable for the AW.650. The responsibility for the wing has hence beeninvested in Ayro at Manchester, where as much of current Shackleton tooling as possible will be used. Fatigue experiencewith this type of wing is considerable, and a safe life in normal operation of 30,000 hr can be predicted with confidence. Thefinal wing is in fact now much modified in detail largely because of the tail-boom attachments and different engine spacing.Nevertheless, the basic three-section, two-spar design is retained.
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