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Aviation History
1962
1962 - 0046.PDF
Power for the new jetliner is provided by three Rolls-Royce Spey Mk 505 engines, of unparalleled efficiency. At left the starboard engine is seen being hoisted into position on the first aircraft. Over 300hr has been run on the complete Spey pod (above) by Rolls-Royce at their establishment at Hucknall Schematic diagram (below) and control panel (above) of Smiths Aviation Division SEP.5 flight control system in duplex form for BEA Tridents SERVO AMPLIFIERS W A SERVO -1 P AlPSP ——|p v o •~j_OIP_f O DH SERVO BATE GYROS RATE GYROS £H SERVO DM SERVO A" OIR RADIO I ALT | !• FLIGHT DIRECTOR COMPUTER f LIGHT CONTROLLER ARERONS AUTOPILOT COMPUTER COMP»SS SYSTEM RADIO AIDS FLIGHT COMPASS -/ RADIO ALT. RAOIO ALT. FLIGHT COMPASS COMPASS SYSTEM DE HAVILLAND D.H.121 TRIDENT search and development involved in progressing from the initial single-channel military Autoland system to the multiplex SEP.5 flight control with all it implies. Tridents will be delivered with ;i mainly duplex system, but this could subsequently be up-graded to triplex level by the addition of further units. The duplex arrangement will allow for autoflare, in which the coupled approach is continued in the pitch channel to make an automatic round-out and touch-down, while the pilot takes over ailerons and rudder manually to control heading and to kick-off drift shortly before touch-down. Later the duplex system could be used for automatic touch-down when the pilot could still see well enough to take over manually, but the auto matics would make a better landing. Weather minima can be decided upon in relation to the speed at which the pilot will resume manual control after automatic touch-down. The prospects of reducing the weather minima with the initial autoflare systems are not clear. An initial trial period must be allowed for proving the equipment and initiating crews in its operation. This is in itself a major task, and possibly one of the most difficult problems during the early years of operation. Auto pilot testing will begin progressively on the first three aircraft this year, and limited autoflare trials will be made in the autumn. Autoflare in good weather may be a routine operation at the end of next year. The elaboration and weight of the Trident flight control system, by comparison with existing autopilots, are by no means due entirely to the automatic-landing capability. It was decided in the early stages both that manual reversion would not be provided in the powered control system and that autopilot service should be main tained during cruising flight even after failure of part of the system. Smiths considered the multiplex approach to be more effective and no heavier than other equivalent systems. A considerable amount of flying has been done with test aircraft. In addition to the SEP.5 autopilot, Smiths have produced automatic throttle control, air-data computers, Mach stabilization, radio selectors, stand-by flight instruments and the Para-Visual Directors provided for each pilot. All electronic units in the Trideni are packaged in ATR cases and racking developed by Smiths. Smiths engine instruments include r.p.m. indicators and synchro scope, temperature control amplifiers and actuators, high- and low- pressure turbine indicators and fuel- and oil-pressure warning switches. Also provided are the Type 4 transistorized fuel contents gauging system with load management facilities for the refuelling crew; brake hydraulic pressure indicators; cabin rate of climb indicator; and the rear-looking periscope for in-flight examination of the engines. Sperry Gyroscope Co Altogether 27 units for the flight control system as well as Vickers engine-driven hydraulic pumps and ancillaries for the hydraulic system are made by Sperry, who in 1959 formed a consortium with Smiths Aviation Division for this
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