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Aviation History
1962
1962 - 2126.PDF
. • • ... :'' . • ••••..••• • .: • • • • •.•;• ••;%;•:•• •; STARLIFTER New Details of Lockheed-Georgia's Big Jet Freighter A DESCRIPTION of the C-141A StarLifter, the turbofan-powered logistic support aircraft, to meet the US Military Air Transport Service SOR-182 requirement, was published in Flight for November 16 last. Since that date the design has undergone detail alteration, the specification has been finalized, numerous subcontracts have been awarded, the mock-up review has been conducted by the US Air Force and Federal Aviation Agency, and metal has been cut on the first aircraft. Winner of the SOR-182 prime contract was Lockheed-Georgia Company, of Marietta, adivision of Lockheed Aircraft Corporation. Known to them as the model 300, the C-141A is the subject of the largest new aeroplane manufacturing programme outside the Soviet Union. The Air Force has stated that the present programme includes 132 aircraft, representing an expenditure of approximately SI,300m (£465m) between 1961 and 1966. Only a minor share will go into Lockheed's pocket, for 60 per cent of the aircraft (on a weight basis) is being subcontracted. Altogether, the C-141A is "a natural," and engineers from Georgia can produce convincing calculations to back up their belief that it will be able to move cargo more cheaply than any other aircraft. It will be the fastest aeroplane ever designed for all-freight operation, and also promises to have an unrivalled air-drop capability. From the outset, Lockheed have carefully steered a course between, on the one hand, a very advanced design posing severe problems in development time and cost, and, on the other, a vehicle too far removed from the optimum to be competitive. As a result, the design involves no state-of-the-art advances, as the following text—by R. D. Gilson, C-141A project engineer—emphasizes. The forward fuselage is conventional frame and skin structure. Aft of the crew station, the fuselage is monocoque skin and stringer construction, with two major wing-attachment forged frames and two main landing-gear forged frames. An overhead deck extends aft over the ramp and petal door to combine with the frames in providing a torque box for the support of the empennage. The pressure door and ramp take only pressure loads, and the petal doors must meet only requirements for stiffness and air loads. The underfloor structure is composed of bulkheads made up of stiffened shear webs at the sides with truss frame centres. An overhead escape hatch is provided in the crew station and three in the cargo compartment. Two side emergency exits are provided on each side of the fuselage, in addition to the forward crew door and aft paratroop doors on either side. The MATS crew compartment provides duty stations for pilot, copilot, flight engineer and navigator, and a check seat can be fitted on the centreline, aft of the pedestal. Two bunks, the lower of which also acts as a two-man seat, and two airline-type reclining seats against the aft crew station bulkhead, are included for relief crew and off-duty use. Remaining crew facilities are incorporated on the lower level. On the left is a galley, behind which is a coat locker. The locker is entered by raising the flight station ladder; this technique is also used for access to electronics equipment under the flight deck. The winch required for the 463L cargo-handling system is installed on the centreline, and a closed lavatory is provided on the right side. The forward and inboard walls of the latter are openable to provide access to the electronics equipment racks behind them. To provide an in-flight passageway, the cargo envelope ends 30in aft of the flight-station bulkhead, and a 14in safety aisle is provided down each side for in-flight access to the cargo and aft fuselage. The cargo interior is trimmed with fire-resistant blankets providing thermal insulation and soundproofing. Designed to accept a 20,0001b axle load along the treadway, the cargo floor contains rails and four sets of rollers compatible with 463L system pallets. These rails fold up into the side, and the rollers can be turned over to provide a smooth unobstructed floor for bulk materials or vehicles. There are 303 10,0001b tiedowns on a 20in grid and 26 25,0001b tiedowns at 20in intervals on Butt Line 56, left and right. Continuous seat tracks are installed at Butt Lines 20 and 60, left and right, to allow the installation of the new MATS three-man troop seats at variable intervals. Through the incorpor ation of the continuous seat tracks, litter and paratroop stanchion attachments in the floor and overhead, and paratroop seat attach ments along the sides, compatability is furnished for a number of military missions. Using the seat tracks with the MATS seats at 34ininasix-abreast configuration, 135 troops can be accommodated, although 154 may be provided for. Paratroops must be seated in a fore-and-aft arrangement to facilitate the jump, and in this con figuration it is possible to carry 127. Arranged generally in four tiers, 80 litters and eight seats for attendants can be installed. The rear ramp lowers to the plane of the cargo floor for air drop A "Flight International" drawing showing the C-I4IA StarLifter in inboard profile: I, air-conditioning unit; 2, cabin-pressure relief valve; 3, rear pressure door; 4, integral ramp; 5, clamshell doors; 6, stabilizing jack; 7, API); 8, life
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