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Aviation History
1962
1962 - 2127.PDF
STARLIFTER . or truck loading. The pressure door, hinged along its upper edge, swings up and aft into a recess in the overhead deck. The petal doors rotate out about the slanted hinge lines, and the lower sections of each fold up to maintain the full opening with minimum aero dynamic penalties. On the ground the lower sections of the petal doors can be locked in the unarticulated position, and the complete doors swung wide to provide clearance for the 463L 40,0001b cargo loader. Wing structure is generally conventional, with two main spars and truss ribs—except at the tank bulkheads—and a skin made of integrally stiffened planks. The wing is joined to the centre-section stub at Butt Line 77, and has a manufacturing joint at the planform break. The leading-edge inboard of the inboard pylon is of honeycomb construction, and outboard is made of built-up sheet metal incorporating anti-icing passages. Blow-out doors preclude major damage from a duct rupture. All the JP-4 fuel is contained in integral wing tanks, comprising two main, two auxiliary, and two extended-range tanks on each side. Inboard and outboard surge boxes are provided both to attain minimum unusable fuel and to meet wing dynamic criteria. The fin has three main spars, the centre of which is a built-up truss, machined from plate stock, and the others shear-webs. This two-cell box is enclosed with skin and stringer construction, and attached to the fuselage by multiple tension bolts. The rudder is conventional sheet rib and skin, with the exception of a honeycomb trailing edge. There are no rudder tabs. The tailplane is a two- spar box of skin and stringer construction, and is provided with strip doors for manufacturing and inspection access. The leading edge is basically of glass-fibre construction, and is electrically anti-iced. Constructed similarly to the rudder, the elevator is made of sheet rib and skin, with a honeycomb trailing edge and no tabs. The bullet is a monocoque sheet-metal structure incorporating an HF aerial at its forward end and a Loran aerial aft. Pitch trim is provided by tailplane movement about a large forged steel pivot, designed to be fail-safe and equipped with Uniball-type bearings. The actuator is mounted on the front beam of the fin. Special attention to detail design and use of structural configu rations of proven serviceability are also being employed to assure the service life goal of 30,000hr stipulated in the specification. The fuselage is designed fail-safe for pressurization and flight loads combined. The superior resistance of 7079 alloy to crack propagation and origin, and the use of fail-safe titanium straps at frames, combine to assure both crack resistance and tolerance of skin to cracks should they occur. Milled-plank construction is used for wing surfaces. Analyses show that the wing will attain the service goal, and at the same time sustain loads higher than minimum civil requirements with any single plank, spar cap or spar web failed, regardless of failure cause. There will also be a complete fatigue and fail-safe test programme. Development tests of elements and components and also of critical or complicated joint details are currently underway. These tests will be followed by an elaborate series of tests on the actual airframe. The landing gear consists of a steerable dual-wheel nosegear and two four-wheel bogie main gears. The nosewheels may be steered i 80° by a system which allows free castoring and provides hydraulic shimmy damping. The shock strut rotates about a trunnion to retract forward and up; there are two clamshell doors and a single aft door, all linked to the shock strut. Each main gear retracts about a trunnion forward and up into its 486 FLIGHT International, 20 September 1962 pods, the twin doors being linked to the shock strut. All wheels, are of forged aluminium, with tubeless tyres. Each main wheel incorporates a multiple disc brake, with independent braking and skid control. The anti-skid system is fully modulated and brake pressure is applied during gear retraction to stop the wheels spinning An emergency manual extension system is provided. Engine pylon structure comprises a leading edge, box beam and trailing edge, and it is hung from four points at the front spar and a fifth well aft. The nose cowl is attached to the flange on the engine inlet. The forward cowl panels are hinged at the upper split lines and latched at the lower lines. In addition to providing the outer skin of the nacelle, the aft cowl is also a section of the fan air exhaust duct. These cowls, supported from the engine, are a com bination of honeycomb and conventional structure, and are pro vided with inspection and servicing panels. The full-length fan ducts are a unique feature of this nacelle configuration, and they are divided into three sections provided with pressurized seals at the joints. Electromechanical control is provided for each engine from the flight station in all phases of operation. The start and shutdown functions are provided primarily through an electrical system, but the engine can be stopped by the panic handle operation of the fuel shutdown valve. Reverse-thrust operation is interlocked, and the power levers must be lifted into and through the start position. Both a mechanical interlock and electrical signal are provided to assure full extention of the doors before engine power is increased. Primary engine parameters are displayed on vertical tape indi cators, one set of which is located in the centre of the main instrument panel and a second set on the engineer's panel. Each indicator displays four tapes, one for each engine. From left to right these are: engine pressure ratio, per cent rated r.p.m. (high-pressure), per cent rated r.p.m. (low-pressure), exhaust gas temperature and fuel flow Systems handling fuel are: supply and feed; cross-feed; ground refuelling; ground defuelling; and jettisoning. Electrically driven booster pumps are installed in each tank in the wing box, and a single common manifold is used for all purposes. Ground refuelling is accomplished through dual hose adapters in the aft section of the right main landing-gear pod. All tanks are filled simultaneously at a maximum rate of 900 US gal/min. A filler cap and adapter is installed in the upper surface of each tank to provide for over-wing refuelling. Defuelling is accomplished through the single-point system, using the tank booster pumps. Jettisoning at up to 700 US gal/min is accomplished by closing all cross-feed valves and turning on all pumps in the auxiliary and extended-range tanks. No fuel needs to be jettisoned from the main tanks to achieve maximum landing weight. Most of the engine lubrication system is provided by Pratt & Whitney, apart from a low-level warning switch, low-pressure warning switch, air/oil cooler and regulator, and some tubing. All lines and components except the cooler are within fire zones, and designed for fireproof construction. The oil tank mounted on the fan case provides about 4 US gal, sufficient for a 16hr flight. The oil system of the constant-speed drive is used as the hydraulic fluid for actuating the reverser. This makes each reverser independent of the other engines. Air coolers using fan discharge air are provided for supplementing the cooling of the CSD and main engine oil. Target-type reversers on each engine are designed to achieve 40 per cent reverse. The linkage system is connected to the hydraulic actuators, with an overcentre locking device to prevent the reverser from extending in flight when hydraulic pressure is relieved. The Mock-up of C-I41A flight deck
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