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Aviation History
1958
1958-1- - 0138.PDF
140 FLIGHT, 25 July 1958 Convair 880 ... very large doors on either side. The intake lip, which is thermallyde-iced and must withstand impact and abrasion, is manufactured from stainless steel. Within the close-fitting nacelle the engine issupported at three points and reacts the principal loads into a steel forged hoop. A General Electric thrust reverser, ejecting onboth sides and a noise suppressing nozzle (generally similar in design to those developed by Rolls-Royce) form part of theinstallation. The nacelle is slung from anchorages on the wing front spar by a raked-forward pylon. Additional attachmentpoints are at the leading edge and centre (inboard engine) or rear (outboard) spars. The pylon is a fire-sealing structure arrangedto shear off in the event of an accident. SYSTEMS Fuel All fuel is contained in the integral tanksin the wings, sealed with Scotchweld primer and taps. Inboard wing tanks are divided by the centre spar and by a transverse riboutboard of the inner engines from a tank between the engines. Another tank extends outboard to the tip. The total systemcapacity is about 8,968 Imp. gal, and there are four refuelling sockets through which the tanks can be filled at a rate of 250Imp. gal/min per socket. The fuel system is pumped at 60 lb pressure by eight Thompson Products engine pumps andeight auxiliary pumps; hydraulic motor-driven pumps provide for fuel jettisoning. Fuel can be carried in the centre section in long-range "overwater" versions. Flying Controls The Convair 880 uses an almost entirelymanual flying control system which has been developed for cruis- ing speeds of about Mach 0.9. The most novel feature is theailerons which are placed outboard of the inner engines and operated by an aerodynamic tab along the entire trailing edge.Four sections of spoiler ahead of the flaps supplement the ailerons for lateral control, but can also be operated in unison through thecommands of a mixing box for rapid let-downs. Rudder and elevators are manually operated by tabs, but the variable-incidencetailplane is hydraulically powered. Cabin Air Ram air ducted from intakes at the front of a fairingunder each wing root is supplied to the cabin by two main engine bleed-driven compressors. The 160 lb/min air supply is sufficientto give a complete change of air every 2\ min and is temperature- adjusted to keep the interior at 75 deg F. Maximum cabindifferential pressure is 8.2 lb/sq in, but sea-level cabin altitude is held up to 20,000ft, 6,000ft at 35,000ft and 8,200ft at 40,000ft.An air conditioning systems bay is situated in the ventral bulge under the centre section which houses the retracted undercarriage.Customers may specify either electric or pneumatic refrigeration circuits. In the former case, Freon compressors, recirculatingblowers and cooling fans are driven from the main AC supply; otherwise, bleed-air turbine drives are used. De-icing Wing leading edges are thermally de-iced by com-pressor bleed-air ducted between double skins which extend over the entire region. The outer skin is chemically milled to providechordwise paths for the airflow. Air is also used to protect the leading edges of the nacelle and the front of the powerplant. Finand tailplane leading edges are de-iced electrically by equipment produced by B. F. Goodrich and Canadian Applied Research,Ltd.; the skin is a three-layer sandwich of which the outer layer is stainless steel sheet, the middle layer a plastic-embedded elementand an inner layer of light alloy. The windscreen is protected electrically and provision is made for blowing the panels clearof rain. Hydraulics Four Hamilton Standard pumps supply pressureat 3,000 lb/sq in for operation of the undercarriage, wheel brakes, 25 OO Q "2Oi 15 SPACE PAYLOAD LIMIT 88 PASSENGERS / /) LONG RANGE CRUISE 3.5OO O tt. \ \/ \ J \\\ \ \1OO 5OO 1OOO 15OO 2OOO 2£OO 3.OOO 3.5OO 4.OOO1 STACE LENGTH (r,m.) Payload range curves for the 88-seat Convair 880. The full line represents a take-off weight of I78J500 Ib and 8,968 Imp. gal tankage, and broken lines 186500 Ib take-off weight and 10,633 Imp. gal tankage. Reserves include two hours holding and 200 n.m. diversion, and still air, I.S.A. is assumed. anti-skid units, flaps, tailplane screw jack adjustment, spoilers,and fuel jettison system. Apart from air starting, there is no associated pneumatic system. Electrics Four 40kVA General Electric alternators provide themain electrical supply at constant 400 c/s frequency for 115 and 200 volt circuits. Constant speed drives are also manufactured byGeneral Electric, and the complete AC generating system is fault- protected and fully paralleled. Four 50 amp transformer rectifierunits convert current from the main AC busses to feed a 28V DC system. The latter is also fed by a 24V, 13| amp hr nickel-cadmiumbattery. FLIGHT DECK Cockpit layout—conforming with thelatest S.A.E. practice—is fairly conventional. Behind the two pilots' seats is a third swivelling seat adjacent to a wall panel onthe starboard side; the normal occupant is likely to be a flight engineer, as demanded for domestic operations by the C.A.A.Weather radar is carried in the nose, ahead of the pressure bulk- head, and most electronic equipment is installed under the cabinfloor aft of the nosewheel bay. PAYLOAD ACCOMMODATION Three standards ofaccommodation are being suggested by Convair: a high density coach layout carrying 109 passengers, arranged mostly five abreast(21X 5 and 1X4); a standard version with 88 first class seats, mostly four abreast at 38in pitch, but with a forward lounge seat-ing 12, and a further variant with no lounge seating 84 four- abreast. Seats are manufactured by National Seating Co. toConvair specifications and the average weight of a double seat is 50 lb. With the first class layout, the double seat unit is 50inwide and there is a 28in aisle. In coach-class seating the double and triple units are 44in and 65in wide respectively and the aislewidth is then 28in. The cabin has a maximum width of 120in and is 39ft 3in long. Tip-up seats are provided for threestewardesses and there is a food buffet opposite the forward entrance door and a liquid buffet aft. One toilet, stewardess seatand coat-compartment is positioned forward and there are two toilets and stewardess seats aft; an arrangement that applies to allversions. In the two standard versions coat-hanging space is pro- vided in a central partition to reduce the apparent length; Conyairare also experimenting with variations in ceiling height to achieve the same effect. Between the electronics bay and the air conditioning system isa cargo hold and there is another behind the wing. A total volume of 365 cu ft is devoted to baggage and freight; the rear hold beinglarger than the front. Air-stairs are not standard equipment, but Convair estimate turn-round time at not more than 25 min. y.t CONVAIR CV-980 ; ; , ; , Four General Electric CJ-805-3 turbojets, each rated at 11,2001b thruft,excluding losses from reverse-thrust and quiet nozzle Dimensions: Wing span, 120ft; root chord, 35ft 8in; gross area, 2,000 sq ft;dihedral, 7 deg; horizontal tail area, 395 sq ft; vertical tail area, 295 sq ft; overall length of aircraft, 129ft 4in; fuselage overall length, 124ft 2in; ruling exteriorwidth, 11ft 6in; exterior height, 12ft 5in; height to tip of fin, 36ft 0.3in; track, 18ft 10.6in; wheelbase, 52ft 11in. Weights (domestic version with 88 seats): Empty, 82,1001b; basic operatingweight, with 1001b oil, 86,2001b; space-limited payhoad (passengers, 14,520, baggage 3,520, freight 5,110), 23,1501b; operating zero-fuel weight, 109,3501b;maximum weight, 178.500 1b; weight-limited payload, 30,8001b; maximum landing weight, 132,8001b; maximum zero-fuel weight, 117,0001b; maximumweight with centre section fuel tank, 186,500 1b. Performance (CJ-80S-3 engines, 178,5001b, 100 per cent temp, accountability,Obstacle height, 35ft): Take-off field length, 6,930ft at s.l., I.S.A.: landing field length (same conditions, flaps 50 deg, spoilers 60 deg), 6,000ft; range with capacitypayload, 2,600 n.m. in l-r. cruise at 35,000ft in normal cruise configuration and thrust; block speed for 2,000 n.m. range in normal cruise for best cost, 445 kt(512 m.p.h.) with 42,000 Ib block fuel; maximum cruising speed at 128,0001b, 615 m.p.h.
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