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Aviation History
1963
1963 - 1691.PDF
FLIGHT International, 19 September 1963 Each main unit has a steel bogie and shock strut carried in a light-alloy forging hung on a canted pintle axis from the rear-spar frame, with loads transmitted through large light-alloy forgings and the drag strut passing aft in a strong box structure to an anchor on a strengthened frame. The four wheels have Dunlop disc brakes with Maxaret control, and each wheel has two 33 X 9.75-16 tyres inflated to 1201b/sq in. The gear retracts forwards, the bogie rotating to lie along the leg. Normal, emergency and free-fall extension is provided, the main side doors closing when the oper ation is complete. The nose gear is hung from keel webs and retracted forwards. It has twin 34 X 11-16 tyres (larger than those on the mainwheels) inflated to 1471b/sq in, and it is steerable through ±50°. A pair of 19 X 6.00-8 tyres are fitted to fixed tail-bumper wheels. Powerplant Engine of the SC.5/10 is the Rolls-Royce Tyne Mk 101 turboprop, with the RTy.12 rating of 5,730 e.h.p. In conformity with the philosophy underlying the design of the aircraft, this was favoured over more powerful versions less advanced in development; and the installation is in most important respects identical with that of the Vanguard. The way the powerplant is hung from the wing breaks new ground, and the nacelle forms a semi-podded body carried well below the mainplane. This puts the thrust lines in the desired place, leaves the wing aerodynamically clean—and, in particular, eliminates the Mach- limiting supervelocity of overwing nacelles—and enables wetted area, drag and weight to be minimized. Moreover, the jet-pipe is of minimum length and discharges almost straight aft, although in this installation a calibrated propelling nozzle is not fitted in order to obtain peak shaft power at the expense of jet thrust. Each nacelle [is a semi-monocoque of aluminium alloy and titanium, hung from the two webs of the wing torque box. Ahead of the steel firewall is the standard Tyne steel-tube mounting system. Starting is electric (28V), and a brake is fitted for propeller parking. A Dowty Rotol auxiliary gearbox is mounted below the engine, and a jet-pipe bleed heat exchanger for de-icing purposes is mounted further aft. Engine intake and propeller are anti-iced by raw a.c. Future Belfasts could well have later types of propeller, but the present pattern is the Hawker Siddeley Dynamics 4/7000/6, closely similar to that of the CL-44. This 16ft unit has four light-alloy blades and is equipped with all modern features required by the propeller of a two-shaft engine of high power, as described in this journal on April 22,1960. A total of 10,090 Imp gal (12,118 US gal) of usable fuel, of any normal turbine grade, is carried in integral tanks within the wing torque box, individual tank capacities being noted in the key on page 506. The whole torque box outboard of the centre section is prepared with Thiokol sealant, and corresponds closely with that for the CL-44. Fuelling is accomplished at up to 600gal/min through two 501b/sq in sockets in the port main-gear blister, and a Flight Refuelling probe above the nose can accept at 500gal/min. A non-retractable jettison pipe can be extended from each wing to bring the aircraft to MLW within lOmin from tanks-full. Although the Mk 101 engine is essentially identical with that which has now flown over l,000,000hr in airline service it incor porates a power-restoring water/methanol system. A 62Jgal tank is mounted adjacent to each engine behind the main wing box, and fed by an SPE pump to the appropriate compressor inlet. The system effects a slight boost in take-off power and maintains this to a sea- leve! temperature of ISA+20°C. Above this temperature the W/M flow is held constant. The flow-rate varies from one powerplant to another, up to the maximum of 600gal/hr per engine. The system is tripped by selecting take-off power, and is thus brought in automatically after a baulked approach. Systems In addition to shaft-power extracted from the main powerplants, an auxiliary power unit is mounted in the starboard main-gear busier. The a.p.u. prime mover is a Bristol Siddeley Artouste ™»K 120, fed from No 2 main fuel tank. It drives an alternator and ydiaulic pump and can provide bleed air for ground cabin con ditioning. " is relevant to note here that Short & Harland have in this Programme gone to the immense trouble of writing a specification or every item of bought-out equipment, basing their requirements on the draft BS.2G 100 then in preparation. After asking poten- th Vhid°?t "Can you ^PPty it?" and "Have you got it on ' sheu?", the firm undertook exhaustive examinations of every 501 major component to ascertain its fitness for the aircraft. The approval status and limitations of every item have been probed, and actual acceptance tests are run on all hardware before instal lation in a Belfast. Current specifications exceed 420, and the number of different vendor items is 975, counting the dozens of different types of hydraulic pipe as one item and the same for the 20 or 30 types of crimping lug, warning lamp or magnetic indicator. Several of the more important bought-out items are discussed in the "Industry International" section of this issue, beginning at the foot of page 518. Three reliability engineers have from an early stage in the pro gramme been visiting vendor firms, to check that bought-out parts meet the stipulated specification, ascertain or agree upon life, storage, maintenance and related factors and arrange for ad hoc testing where necessary. In many cases the part concerned has been improved, sometimes in several major respects. Mention should also be made of the close collaboration between the Belfast company and the RAF Central Servicing Development Establishment. If ever an aeroplane ought to give trouble-free service the Belfast should. Electrics The Belfast has exceptional generating capacity, which at present leaves a wide margin over norma) electrical loads. By far the largest loads are those needed to provide ice protection, Take-off and landing field performance of the SC.5JI0 Belfast C.I. Full lines represent normal civil procedures, and broken lines "military necessity" technique; curves A are for ISA, and curves B are for ISA+ I5°C Curves of payload against stage-length, with full civil allowances, for the SC.5JI0, now in production, and the three principal projected versions of the Belfast family
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