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Aviation History
1962
1962 - 1434.PDF
230 FLIGHT International, 16 August 1962 1st 2nd | SALOON I SALOON | 3rd SALOON 12 SEATS 6 SEATS; 24 SEATS B- INJECTOF- SPOILER HINGED SHROUD DOUBLE-SLOTTED FLAP ECONOMY CLASS 60 PASSENGERS Layout of standard and economy-class versions of the Tu-104. At right, details of the cabin air system, flaps and spoilers, and the main undercarriage Tu-124 The control panel of the short-wave radio is located at the posi tion of the second pilot. If it is required to take a radio operator on a flight, there is a place for him in the passage behind the second pilot's seat. The passenger compartment is separated from the flight deck by the galley, which has a seat for the steward. There is an addi tional seat for crew members in the forward part of the fuselage. At the end of the cabin are the wardrobe and toilet. In the forward and aft parts of the fuselage are luggage holds, with a combined volume of 14m3 (494 cu ft). An economy-class variant is adapted for 52-60 passengers, in a new model of reclining seat. Payload in the basic version is five tonnes (11,0001b), and for the economy variant it is envisaged as being six or seven tonnes (13,200-15,4001b). Sea-level pressure is automatically maintained inside the pressur ized part of the fuselage while height is gathered up to 5,000m (16,400ft). Above this, the "height" in the cabin begins to grow, and when the aircraft has climbed to 11,000-12,000m (36,000- 39,400ft), the pressure corresponds to a height of 2,400-2,600m (7,900-8,500ft). Pressure differential at cruising height does not exceed 0.50-0.57 kg/cm2 (7.1-8.1 lb/sq in). Hot air for the cabin and flight deck is bled from the engine compressors. When the temperature of the air outside the aircraft falls to -50° or -60°C, a temperature of 20°C is automatically maintained inside. The heated air is mixed with ventilation air by three injectors and delivered at floor level. Ventilation air passes through a turbo-refrigerator and air-to-air radiator and then enters the cabin at 8s to 10'C through the upper ventilator. The relative quantities of air fed by each system are automatically regulated for maintenance of constant temperature. The air is changed 19 to 30 times every hour, depending on the height. In addition, the 124 has an additional system of direct cabin ventilation to maintain normal temperature at low altitudes or during taxying. Ground conditioning is accomplished by coupling up to a mobile air-conditioning unit. The walls of the pressurized section of the fuselage have effective multi-layer sound and heat insulation. Engine noise is so greatly reduced that even in the rearmost rows of seats it is possible to converse without raising the voice. Flying and navigational equipment is comprehensive. There is an autopilot and corresponding equipment for making landings in conditions of low cloud, a comprehensive integrated navigational system and two radiocompasses. Means for astronomical naviga tion can be installed for flights in high latitudes. Radiocommunication is effected by two multi-channel ultra- short-wave sets and one short-wave set. Medium-wave equipment can be added for flights in high latitudes. A public-address system is fitted. High resistance to fatigue has also been secured. The lower load- bearing surface of the wing and the fuselage skin are made of aluminium-copper alloy D-16, having excellent fatigue character istics. On the upper surface of the wing, operating mostly under compression, a high-strength aluminium-zinc alloy has been selected. At the same time, high fatigue resistance is ensured by the low level of working stress in all members under tension in normal horizontal flight, and by the subdivision of the stressed skin. Static and fatigue strength of the airframe was verified with special tests, including some in a water tank. The pressurized part of the fuselage was submitted to repeated stressings by internal pressure simultaneously with simulating the external forces from the wing and tail. Measures have been taken to eliminate the possibility of sudden dcprcssurization. Doors and windows open only internally so as to exclude the possibility of their opening during flight. The windows are double-glazed. The external load-bearing pane has 16mm glass and will withstand internal pressure of 7-8 kg/cma, which provides a safety factor of 12 to 14. The internal layer of glass serves to prevent misting or freezing-up of the outer pane, and also to subdue Concluded at foot of page 232
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