FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1963
1963 - 1221.PDF
FLIGHT International, 11 July 1963 No 2 SYSTEM No. I SYSTEM / \ Fine \ COCK 3T FILTER jOC^ _ R Jl -; j FLAPS j 1 T.F.I. ! ! 1 ——IRUDDtR ] ' SPOILER/ ——|AH»SOA« . ; ELEVATOR' —1„,,. j ifiUDDER ' L FtEL ! FLAPS T.Pl. RUDDER SPOILER/ AIRBRAKE ~ - ELEVATOR ' FEEL j"~" RUDDER j FELL T~^ VALVE WttOSHCLOl [cO-»IL0Tj , LANDING GEAR SELECTION |MA IN U/C I -&- NOSE Ufc 1 AMD I STEERING General schematic layouts of, above, the hydraulic system, and right, the electrical system BAC ONE-ELEVEN... panels containing the windows, and an individual doubler Reduxed to each separate window surround. To these are riveted top-hat section panels as in the centre section. The upper and lower skins of the centre section and outer wings are each made up of four machined panels with spanwise joints. The joints are positioned parallel to the rear spar so that the forward panels taper off progressively along the wing span. The left and right wing torque boxes carry shear in three webs, the front one containing removable doors to provide access forward of the centre web. The wing section consists of the torque box formed by upper and lower integrally machined panels, three shear webs and a number of ribs, the whole being supported on three fuselage spar frames. Access is through two openings cut into the front shear web covered by machined panels bolted to the web. The removable leading-edge section of the wing is made in a number of spanwise portions and attaches to the front shear web. A rear shear web of each wing carries the mountings for the three Fowler-type flaps, an inner and outer spoiler/airbrake, the aileron and the under carriage mounting points. The outer-wing top and bottom surface skin panels are butt-jointed to the equivalent centre skin panels and held by internal and external butt straps. A feature of the ailerons is that should any one of the four hinges fail, the remainder will satisfactorily carry the load. The tailplane is operated by a ball-screw jack connecting the fin top rib and the tailplane beak rib. It pivots about two hinge points, one either side of the fin torque box. Lateral location is by means of a sliding spigot at the rear and a torsion link at the front. The ball-screw jack comprises a screw tube within which is a tie-bar capable of taking the load if the screw tube should fail. The engine mounting comprises a pair of steel beams from which each engine is suspended. A trunnion mounted on the front beam picks up a spherical bearing on the side of the engine, and thrust 'oads are transmitted from the attachment by a tubular strut to the rear pressure bulkhead. These loads are in turn reacted into the fuselage structure by a machined light-alloy beam on the outside of the fuselage between the two engine frames. Alocrom 1200, a non-electric corrosion-protection finish, is applied to about 80 per cent of the aircraft structure. The process I which gives the skin a shiny light gold colour) increases corrosion- resistance and provides a good key for paint. Powerplant The Rolls-Royce Spey RB. 163-2 (Mk 506-14) of the One-Eleven 200 develops a nominal take-off thrust of i0,6001b (10,4101b minimum) under ISA, sea level conditions. The Spey 25 of the 300 and 400 versions develops 11,6801b (11,4001b minimum). I VOLTAGE ' REGULATOR INTROL £•* k ANEl f UAIN AC BUS-BAN •NTfiOl. | *J *tttHsm r |AC ESSENTIAL BUS-8AR : UNDER - -j VOLTAGE: | RELAY WAIN DC BUS-BAR ~>dH* , , C ESSENTIAL BUS-BAB LTERNATIVE EXTERNAL SUPPLY FOR STARTING APu The Spey 2 is of the conventional two-shaft by-pass design with a by-pass ratio of 1 : 1 and an overall compression ratio of 16.75 : 1. A four-stage low-pressure compressor with aluminium rotor blading is driven by a two-stage low-pressure turbine. The steel inlet guide vanes are anti-iced by a hot-air system integral with the engine, air being tapped from the high-pressure compressor. A 12-stage high-pressure compressor is mounted on an outer rotating shaft and driven by a two-stage high-pressure turbine. This com pressor employs aluminium, titanium and steel blading. Variable inlet guide vanes and automatic bleed into the by-pass duct are also used. The first-stage high-pressure turbine rotor blades are air- cooled. The later Spey 25, illustrated on page 49, has a five-stage 1-p compressor, giving a higher overall pressure ratio than the figure quoted above. There are ten straight-flow flame tubes with integral discharge Payload-range performance of all three versions. Assumptions are stated on the graph Payload -lb icpoo ^ooo 1 A I 200 Se Spo 1 "18*. y -2 Kumpttons:- SA Still A y Nominal Performance [X 1 "\[ Reserves . 2 hours at 10OOO it at l•' Climb and descant at 300 kt EAS Cruise at 3QOOO ft (440 kt TAS) I soo I . 1 ipoo \ ""s \ & \A % " oo s<& X fc« ^ A f\f i N" ^ X 4* If V ^ 300 Scrias Sp«y -25 $ in r 1 w \ Sp«y -25 uoo ipoo Range \500 Nautical Miles 2000
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
