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Aviation History
1962
1962 - 2169.PDF
504 FLIGHT International, 20 September 1%: STARLIFTER (Continued from page 487) supply lines, originating in the forward section of the right main landing-gear pod and extending to about station 700 inside the fuselage on the right side, and the distribution lines extending down each side and down the centre overhead. There is a manual shut-off valve installed in each supply line in the wheel pod, operated by a knob inside the fuselage in the pressurized area. The distribution lines have self-sealing quick disconnect couplings spaced at inter vals to match the paratroop seat, aft-facing seat and litter spacings. Also permanently installed are mounting brackets for eight type MA portable cylinders, four at the forward end of the cargo compart ment and four at the aft end. Power for the primary a.c. electric system is generated by four paralleled 40/50kVA brushless generators driven by hydraulic constant-speed drives, one on each engine. An auxiliary 40/50kVA alternator is installed on the APU. Direct-current power is supplied by two 200A transformer-rectifiers, and a 2.5kVA a.c./d.c. genera tor driven by the No 2 hydraulic system is installed to provide emergency electric power; this unit is not time-limited, as a battery would be. Voltage regulators, control panels, battery, and transformer- rectifiers are under the flight deck. The main junction box, which contains the a.c. system contactors, is on the aft side of the bulk head separating the flight deck from the cargo compartment. The utilization equipment circuit-breaker panels are to the aft of the flight engineer. The electric power system is controlled from the engineer's station, which presents the system in schematic form. Four main a.c. busses, a tie-bus for paralleling, two essential a.c, two main d.c. and isolated a.c. and d.c. busses constitute the bus system. The isolated busses receive power from the hydraulic- driven emergency generator when emergency power is required. Protection systems are supplemented by three additional features considered to enhance safety. An automatic load monitoring system functions in the event of the loss of three main generators, and four a.c. main bus power disconnect switches are provided for in-flight emergencies (such as electrical fires). In addition, a lock-out feature de- energizes and locks out the generator if a generator feeder fault occurs. Dual radio compass, VOR/localizer, glide-slope, and marker- beacon equipments provide the normal radio navigation aids. These equipments are of the Arinc solid-state variety. ARN-21 Tacan and APN-147 and ASN-35 Doppler radar are standard Air Force units. A general-purpose digital computer (ASN-24) utilizes the various forms of aircraft position information from the naviga tional systems to display aircraft position and compute an optimum flight plan. Capabilities for cruise control, take-off monitoring, airdrop target determination, and jet penetration profile are in cluded for future use. Heading information, magnetic or latitude corrected gyroscopic, is provided by dual independent gyrostabilized compass systems with flux valves in the wing tips. Loran-C permits long-range navigation by providing determination of air craft position, with a high degree of automaticity, from ground stations located over 1,000 miles away. The APN-59B navigation and weather radar is a standard Air Force unit. Integrated flight system functions are provided by dual CPU-27 flight director computers, and standard Air Force course and alti tude indicators. A push-button mechanical switch network enables the pilot and copilot to select any of the modes of navigation pro vided. The communication system consists largely of standardized LOCKHEED C-I4IA STARLIFTER Management Requirement, to provide global airlift for all US forces, and especially the STRIKE Command including the Strategic Army Corps and the Composite Air Strike Forces of Tactical Air Command (Specific Operational Require ment 182): customer, US Air Force; user, Military Air Transport Service, as vehicular portion of Logistics Support System 476L; production direction, Air Force Systems Command, Aeronautical Systems Division, Wright-Patterson AFB; the Federal Aviation Agency is co-operating at all levels, to ensure civil certification of the commercial Model 300. Programme The Air Force has stated that the initial programme will include 132 aircraft, costing approximately $l,300m (£465m) between 1961 and 1967; present operations are based on letter of intent for five development, test and evaluation aircraft; prime contractor named March 13, 1961; first flight, December 1963; first squadron of 16 aircraft operational mid-1965. Main Contractors Prime contractor, for programme management, manufacture of fuselage, assembly and test, Lockheed-Georgia Co, division of Lockheed Aircraft Corp; main wing box, tip-to-tip, Nashville Division of Avco Corp; tail unit, Convair division of General Dynamics Corp; main landing gear, Bendix Products Division; nose landing gear, Cleveland Pneumatic Industries; nacelles, pylons, thrust-reversers and main-gear doors, Rohr Aircraft; ailerons and flaps, Beech Aircraft; cargo floor plates, Bell Aerospace Corp; wing trailing-edge units, Twin Industries; wing flap tracks, Cleveland Pneumatic Industries; main wheels, tyres and brakes. Goodyear; •environmental system, AiResearch Manufacturing Co of Garrett Corp; flight-control functional equipment capable of satisfactory performance in world wide logistic operations. Controls are grouped on the pedesti. accessible to both the pilot and copilot. Consistent with DOD directives, the Air Force is procuring commercialized equipment where operational requirements can still be met. The dual HF (SSB) and VHF communication systems are in this categor- Typical Air Force UHF (ARC-90), IFF (APX-46), public address (AIC-13)and intercom (AIC-18) systems complete the complement. Major components of the navigation and communication system: are rack-located just beneath the flight deck. A centralized air cooling unit is provided for those units which are plenum cooled This system contains two fans, either of which will meet ground cooling requirements. In-flight air flow is maintained by cabir. differential pressure. Arinc racking, with vibration-isolated shelves, are provided for the majority of the equipment, and the remaining components are individually cooled and isolated. Space for add.- tional or alternate equipment is provided. The aerial arrangement was arrived at by numerous pattern tests on scale models. The 30in radar reflector and a dual glide-slope aerial are installed in the nose. All but three of the bottom-mounted aerials are flush (this is largely necessitated by the 19in ground clearance). Both top and bottom aerials are provided for each of the two Tacan and UHF sets, whereas all other dual systems are provided with only one top and one bottom aerial. The isolated forward section of the tail bullet makes up the HF aerial, and the isolated aft section makes up the Loran, couplers for these systems being located just outside the isolated sections. The Loran receiver is automatically decoupled from its aerial when the HF set is trans mitting, to prevent overloading the receiver. Vertical-tape flight instruments consist of an altitude indicator and an airspeed indicator, installed adjacent to the flight director at the pilot's and copilot's positions. The former displays altitude to 60,000ft by means of gross and vernier scales. Vertical speed is also displayed on this instrument; rates up to l,500ft/min are dis played on a fixed scale and a moving index, and rates from 1,500 to 20,000ft/min are displayed on a moving scale and a fixed index Digital readout of actual or command altitude is also available. The a.s.i. displays airspeed, Mach number and angle of attack, ali functions being presented on a moving tape read against a fixec reference. Digital readouts of actual or command Mach and air speed are at the bottom of the indicator. Two separate and in dependent central air-data computer systems (Arinc characteristic 545) are installed. The CADC receives inputs of total and static pressure and total temperature, and operates upon these variables, to produce functions of t.a.s., i.a.s., Mach and q0 (impact pressure). The pilot's computer operates only his vertical-tape instruments, except for the monitoring tie to the air-conditioning heat exchangers and artificial-feel system. The second computer supplies the co pilot's flight instruments as well as the remaining auxiliary equip ment, such as the let-down computer, the t.a.s. indicator, the maxi mum-speed warning system, AFCS computer, Mach trim compensa tor, ASN-24, and flight director. Outputs of both CADCs are utilized for the heat exchanger in the air-conditioning system, and for the artificial-feel system which monitors the pilot's CADC by comparing its output with the copilot's. A warning signal notifies the pilot when a malfunction exists, and provisions are made for switching the artificial-feel input to the pilot's CADC. system, Bendix Eclipse-Pioneer Division; electric power system, including CSDs, General Electric Co.; fuel-contents gauging, Liquidometer Corp; tailplane actuator. Western Gear Corp; airbrake hydraulics, Jarry Hydraulics Ltd; navigation computer. Librascope division of GPL Powerplant and fuel system Engines, four Pratt & Whitney TF33-P-7 turbofar.i sea-level static thrust, 21.0001b, with s.f.c. of 0.605; fuel, JP-4; system capacity. 23,080 US gal (19,218 gal); single-point fuelling, 900 US gal (750 gal) per minute; jettison, 700 US gal (583 gal) per minute. Dimensions Span, 160ft lin; length, 143ft; height, approximately 39ft; leading- edge sweep, 25°; wing area, 3,228 sq ft; wheetbase, 53ft lin; track, between main, oleos, 17ft 6in; cargo-compartment section, I23.25in wide X I09in high; cargo- compartment length (exclusive of ramp), 70ft; additional length over ramp, lift cubic loading volume, 7,357 cu ft (6,531 cuft + 826 over the ramp); pallet loading 10 pallets with volume of 5,484 cuft; full-section rear door with cill 50in.from ground two paratroop doors each 72in x 36in with cills 50in from ground. Weights Max ramp, 318,0001b; max flight, 316,1001b; max landing, 257.500lt equipped weight empty, 135,0311b; max payload, 94,0001b; max fuel, 150,0201b. Performance (estimated) Max cruise, 485kt; long-range cruise, 440kt; air-droc speed. H5-200kt; take-off over 50ft at 316,1001b (military), 5,330ft; rate of elimt (sea-level ISA, four engines, normal power, 316,1001b), 3,330ft/min; landing distance from 50ft at 257,5001b, 3,700ft; range with 80,0001b payload. 3,240 n.m.; payloac with max fuel, 32,0001b; range with max fuel, 5,440 n.m.; ferry range with no payload 6.220 n.m.
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