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Aviation History
1961
1961 - 0692.PDF
702 FLIGHT, 25 May \ 61 Rolls-Royce Spey turbofan. Right, Rotax pneumatic starter. Below, the LMC/U playback equipment by Royston Instruments Ltd SHOWING THE FLAG Particular interest will be aroused by the first public showing of theSpey, the subject of a description in last week's issue of Flight. The observation was then made that it appeared to have been largely theneed to meet any future requirement for take-off or fly-over noise, rather than consideration of propulsive efficiency, which dictated thesubstantial increase in by-pass ratio compared with the earlier RB.141. Rotax (Stand B.76) Three new ranges of equipment cover (1) Solid-rotor alternators of which three different sizes will be shown, ranging from 15-45kVA. The solid-rotor alternator is claimed to be unique inthat there are no rotating windings, thus eliminating completely brush- wear and commutation problems. In addition, the stationary coilscan be insulated with fail-safe insulation. (2) A range of low-pressure air starters used on such engines as the Conway and Tyne, together witha small combustor which is used to supply the low-pressure air to operate the starters. (3) Transistorized invertors, even more compactthan those previously shown. (4) Static switches—a natural extension of the transistor field of engineering. Royston (Stand C.168) A wide range of Royston Instruments" Midasmaintenance and flight-recording systems will be shown. Highlight of the display will be the public debut of the CMM.400/7D/60 recorder,intended for civil airline use and already being evaluated by a number of international operators. This will record 270 parameters togetherwith GMT. date, aircraft, flight and stage numbers and is primarily intended for use in routine aircraft maintenance. It has a tape speedof O.lin/sec and a recording duration of 60hr. The machine operates on a 115V 400c/s aircraft supply. It is in two units, the first consistingof the time multiplexing switch, power supplies and electronics together with the mandatory FAA transducers. The second unit contains thetape transport and cassette and this unit is fireproofed. As in all the CMM.400 range, this unit is equipped for cassette loading. The size ofeach unit is l.ATR case. The CMM.400/7S ejectable recorder contains the tape transport andejection mechanism, together with the recovery aids—flotation, homing beacon and marker dye. It can be used as an ancillary to the otherCMM.400-series recorders, making use at the same time of multiplexing and electronics. This system allows the unit to contain an identicalrecord to that on the main recorder, or if required it can be supplied with time-multiplexing and electronics similar to those of theCMM.400/C. The CMM.400/7C recorder will accept 270 inputs plus 45 digits forsuch items as GMT and other digital data. It is in three units, com- prising the time multiplexing switch, the electronics and power supplyunit and the tape transport, including cassette. The tape normally runs at 1 in/sec, with a recording time of 3hr. This recorder is primarilyintended for flight testing. The LMC/U playback equipment is a development of the originalMidas LMC and is intended for line-maintenance playback. It will accept cassettes from a CMM.400/7D/60 series recorder and playbackand demultiplex one basic channel at a time, i.e., 45 parameters. It will also display the digital information—GMT, date, flight and stagenumbers. It will play-back at either ten times or 100 times the recording speed. Sperry (Stand B.73) Sperry will be represented by their new Con-tinental European company, whose formation under the name Sperry Europe Continental was announced in March this year. The purpose ofthe company is to maintain the closest possible contact with Sperry's increasing number of European customers. Both Sperry London and New York products will be displayed,among them the twin gyro platform. Employing Rotorace R bearings, this provides an attitude and directional reference of inertial quality formilitary strike, fighter, tactical, and reconnaissance aircraft, without the need for liquid-supported gyros. It permits rapid operationalreadiness and offers simplicity of maintenance, hence lower operating costs. The Cl 1 azimuth gyro is in full-scale London and New Yorkproduction. This Rotorace R directional gyro (which will be displayed in cut-away form), provides the azimuth reference for a number ofNATO and civil aircraft, including a twin-mounted unit for the de Havilland Trident. Examples of Sperry's integrated instrumentsystem will be shown, as will examples from an extensive range of gyro horizons. In production in the U.S.A. the new SP3 has been designed to offera sophisticated automatic pilot at a price which operators of light aircraft can afford. Block design enables the ultimate 3-axis systemto be built up as the budget permits. Refinements available include automatic altitude control. An approach coupler is under developmentand will be available early next year. Small in size, a single-axis SP3 weighs 111b, the full three-axis system 27|lb. The vertical gyro of theSP40 (displayed beneath a Perspex cover) will represent the complete system. Designed specifically for the medium jet market, and currentlyavailable, the SP40 employs a combination of gyroscopic and inertial techniques to afford automatic control of attitude and altitude at up Vactric split-field d.c. motor and motor tachogenerators
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