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Aviation History
1960
1960 - 0143.PDF
FLIGHT, 29 January 1960 143 screen, an abnormally high gear-down speed of I75kt, an annuncia- tor panel with individual warning lights for all likely emergencies, simple manual flying controls, inherently good ditching charac- teristics, a steerable nosewheel and a structure specially designed to withstand crash-landing (the cockpit region is stressed axially to 24g). In common with most of its competitors, the CL-41 can carrya varied assortment of stores. No guns are installed, but a pod housing rifle-calibre weapons may be carried on the single pylonbeneath each wing. These pylons can also carry rocket pods, 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 2-4 25 2« 27 28 29 30 31 32 33 34 35 36 37 Taxi light Ground observer tight Nosewheel doors Access to D.C. relay panel and battery drain Forward-retract ing,steerable nose- wheel Liquid-oxygen filler Liquid-oxygen convertor 24 volt, 36 amp-hr battery Electrical main distribution panel 17L-7 type VHF transmitter 51X-2type VHF receiver 51Y-1 type VHF receiver Gyro control unit Gyrosyn amplifier type A2 AM300/AIC type AF amplifier Heat and vent regulator and shut- off valve AM142/AICtype mixer amplifier— two units ADF receiver access door Dual-control rudder pedals Heat and vent ducting Main instrument panel Throttle lever and flap control Retractable footstep Kick-in step R.H. console electrical controls Utility cockpit light Debris screen actuator Air intake debris screen, operated in conjunction with undercarriage Air intake Forward fuel cell Centre fuel cells Rear fuel cells Personal-baggnge access each side Wing/fuselage attachment points Main-gear door—closed when undercarriage locked down Actuator for (35) Main landing gear—Goodyearbrakes 38 Actuator for (37) 39 Landing light 40 Detachable leading-edge panels 41 Detachable wing tip 42 Tip access panel43 Pitot/static tube 44 Wing navigation lights 45 Ailerons 46 Aileron spring tabs—solid honey- comb construction 47 Aileron trim tab ground adjusted 48 Aileron trim tab electrically oper- ated 49 Aileron shroud access panel 50 Single-slotted flaps—honeycomb panels 51 Flap actuator 52 Flap interconnect actuator 53 Flap shroud access panels 54 Aileron control and interconnect rods 55 Aileron control rod bellcranks and idlers 56 Attachment point for external stores 57 Engine access doors 58 Pressure-differential regulator and shut-off valve 59 Starter external power receptacle 60 Ground power receptacle 61 Engine bearing strut hinge points 62 Engine bearing struts 63 Compressor bleed duct 64 Fuselage break for engine removal 65 Aft firewall 66 Primary heat exchanger 67 Fuel vent mast 68 Fire-extinguisher access panel 69 Airbrake hinge access panels 70 Airbrake 71 Airbrake actuator 72 Tailpipe support ring 73 Tailpipe 74 Fin-attachment bulkheads napalm, bombs of up to 5001b or auxiliary tanks. The Pratt &Whitney JT12 is cantilevered from the rear of the centre fuselage, and is bared completely by pulling off the rear end and empennage.Major access to systems is obtained via doors along the ventral centre-line, which open on to an unpressurized tunnel and, atthe rear, to the powerplant and its accessories. Equipment in the nose section can be reached through large doors at waist level,and it seems likely that no ground equipment or trestling of any kind will be required for normal operations. Fuelling is carriedout from a single point. The cockpit is exceptionally capacious, and the automatic pres-surization and air conditioning enable extended missions to be flown up to 18,000ft without oxygen. With oxygen in use 38,000ftis a fair limit for normal operations, the cabin altitude then being 23,000ft. Even at heights of this order there is plenty of excessthrust for manoeuvres, and the data indicate that the rate of climb at 30,000ft is still substantial. Moreover, all this is achieved witha derated engine, in order to improve reliability and overhaul life; Pratt & Whitney are lifing initial fully-rated JT12s at 600hr,and this will "subsequently be increased to 1,000." (Incidentally, it is worth noting that the engine was actually designed byCanadian Pratt & Whitney in Montreal.) Canadair's flight-test personnel have been exceptionally busythis winter. In the last two months they have flown the first pro- duction Canadair 540 (two Napier Eland) and the CL-44 heavyfreighter (four Rolls-Royce Tyne). The trainer did not fly until January 13, but Ian MacTavish, the company's assistant chiefengineering pilot, made up for the somewhat delayed start to the flying programme by going through a whole routine of aerobaticmanoeuvres at 15,000ft during a 70-min shakedown. As the accompanying photograph shows, the first of the twoprototypes bears civil experimental registration. Both aircraft have been constructed with company money, and Canadair arenaturally anxious either to sell some complete aircraft or at least manufacturing rights. Certain foreign air attaches in Montrealhave been showing keen interest in the aircraft; and, notwith- standing its late arrival into a most competitive field, it seems tohave a good chance of success. 75 Tail navigation light 76 Rudder 77 Rudder bottom hinge 78 Rudder bend tab 79 Tailplane-attachment points 80 Elevators—solid honeycomb construction 81 Elevator gear tab—starboard only 82 Elevator trim tab 83 Elevator trim-tab actuator—port only 84 Elevator control lever 85 Elevator controls 86 Rudder controls 87 Elevator/rudder control rod idlers 88 Elevator/rudder control rod levers 89 Elevator/rudder control rod bell- cranks 90 Elevator/rudder control rods. 91 Flush inlet—cooling air aft of fire- wall 92 Flush inlet—cooling air forward of firewall 93 Engine oil filler access 94 Upper position light 95 Electrically operated, jettisonable canopy 96 Canopy actuating and jettison mechanism 97 Canopy hinges 98 Canopy demist disconnect points 99 Canopy latching hooks—engaging with rollers at (100) when canopy closed 100 Canopy roller slots ' , 101 Canopy seal disconnect 102 Rear view mirrors ' 103 Sense aerial 104 Flux valve access ? . • 105 Ejection seats , ._ 106 Fire extinguisher . 107 Control columns ' . • .:• 108 Cabin air distribution 109 Canopy manual operation—acces- sible from outside 110 Magnetic stand-by compass 111 Centre console—electrical/radio controls 112 Windshield defrost hot-air outlets from heat and vent system 113 Electrical/radio compartment access door 114 Nose stowage access door 115 Brake fluid reservoir and pressure transmitter 116 Brake fluid reservoir access 117 Nosewheel steering selector valve 118 Secondary heat exchanger 119 Secondary heat exchanger access 120 Cooling turbine 121 Underside access panels to flying controls, hydraulic and electric lines and heat and vent ducting carried in unpressurized tunnel under cockpit floor 122 Fuel collector tank, incorporating negative-g boost pump. Fuel is contained in five interconnected cells 30. 31 and 32. Total usable fuel capacity, 250 Imp. gal. 123 Fuel-filler access CANADAIR CL-41 Powerplant: Pratt & Whitney JT12A-2. Single-shaft turbojet with nine-stage compressor and two-stage turbine. Normal maximum thrust, 2,900lb, with specific consumption of 0.84; in the CL-41, the engine is derated to 2,400lb to improve life. Initial overhaul life will not be less than 600hr. Dimensions: span, 36ft 4in; length, 32ft; height, 9ft 4.5in; track, 13ft 2.74in; wheelbase, 9ft 5.25in; gross wing area, 220 sq ft. Weights: design gross weight (also max landing weight), 6,5001b; maximum internal usable fuel (JP-4), 1.7501b. Performance (ISA, estimated): sea-level take-off to 50ft, 1,830ft; initial rate of climb, 4,100ft/min; rate of climb at 30,000ft, 1,400ft/min; time to 30.000ft, 11.7 min; service ceiling, 44,500ft; maximum speed, 385kt at sea level, 412kt at 30,000ft; dive limit speed, 500kt e.a.s., or M 0.8; stalling speed, 65kt e.a.s; landing distance from 50ft, 1,920ft. Typical missions (internal fuel only); a training mission might consist of a take-off and climb to 15,000ft, 10min; medium and steep turns at 15,000ft, 10min; stalls and recoveries, 5min; emergency-landing practice, 12min; return to base at sea level, 5min; circuits, 42min; reserve, standing-off at 5,000ft, 64min; total mission, 2hr 28min. A maximum-range mission could cover 800 n.m., cruising at 311 kt at 38,000ft for a total time of 2hr 25min, with 1751b of fuel remaining. 1
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