FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1964
1964 - 0378.PDF
FLIGHT international, 13 February 1964 235 The Lockheed CL-823 has a relatively simple configuration and, like the Concord, has no high-lift devices. The nose fairing droops 15° to give forward vision during the high-incidence landing for supersonic aircraft, proposed two basic designs—an advanced turbojet and a turbofan. GE stated that they had worked closely with the airframe manufacturers and airlines to arrive at a single engine, but mission performance comparisons showed that both types of engine had attractive performance features. Finally, Pratt & Whitney offered two kinds of turbofan because their studies had indicated that this principle offered the best combination of noise characteristics and operating costs. Apart from its variable geometry wing, the Boeing 733 has the appearance of a conventional aircraft. Having decided to go to the trouble of making the wing movable to the extent where, in the low-speed configuration, it has less sweep than subsonic long-range aircraft, the manufacturers have also fitted their design with wide span flaps to achieve an airfield performance equally compatible with today's runways. The wing pivot point is outboard of the four pylon mounted engines at a point near the wing leading edge. A feature of the Boeing 733 is the relative independence of the wing and fuselage design. A bonus with this kind of arrangement is that variations of fuselage length are possible without having to face too many aerodynamic drag and centre of gravity problems. Although the cabin width of the 733 appears to be less than that of its immediate rivals, the cabin is wider than the Concord's and there is room for 150 passengers seated five abreast in the standard version. With the fuselage extension, a medium-range version could carry up to 227 passengers. Lockheed's overall approach to the design problem has been very similar to that of BAC-Sud, the only major difference in layout being that the engines are mounted in individual boxes spaced evenly along the span. A fairing over the cockpit windscreen that can be drooped 15° ensures forward visibility for the crew during the high-incidence approach—a characteristic of deltas. There is ample room within the CL-823's 8,000 sq ft of wing area 'or a simplified fuel system as well as stowage for the conventional retractable main wheels. It would be natural to suppose that North American have given Wie North American NAC-60, not surprisingly very similar to the com- pany's B-70 Mach 3 bomber, has engine thrust lines inclined Inwards to minimize engine-out yaw drag and hence to keep down fin size the FAA the most detailed design evaluation of the three submitted, since their proposal bears a striking resemblance to their own B-70 bomber of roughly comparable weight designed to operate at similar speeds. The NAC-60 almost certainly has double slotted flaps which with the trimming foreplane will enable it to approach at moderate angles of incidence and so avoid the need for devices to improve forward visibility. The problem of counteracting yaw following engine failure at supersonic speeds is partly solved on the NAC-60 by inclining the engine thrust lines inwards. The engines are mounted, like the Concord's, in boxes of two under the wing. Cabin dimensions of the basic NAC-60 are the most generous of the three proposals. Six abreast seating is possible, with a high density capacity of 187. By the end of March the FAA will have completed its evaluation of the designs. Present plans are that on May 1 a decision will be made to proceed with development if a clearly superior airframe and engine combination emerges from the competition. It would indeed be surprising if the three such widely different finalists were all of equal merit. • " . • 1 ..'• '•-•-.''-'' •..:/ s\;v . • •";'.. THE AMERICAN SSTs AND THE ANGLO-FRENCH CONCORD COMPARED Powerplant Number and installation Dimensions Span Length Height Planform and area Accommodation Max seats No abreast Max cabin width Gross weight (Ib) Cruising Per- formanceMach Altitude (ft)TAS (m.p.h.) Range Max payload range (n.m.), no reservesMax payload (Ib) Boeing Model 733 4 individually pylon moun- tea 173ft (86ft swept) 175ft 48ft Variable- sweep arrow 150 (227 ex- tended length) 5 10ft* 430,000 2.7 65,000 1,800 4,000 30,000 at least Lockheed CL-823 4 in separate boxes II 6ft 222ft 49ft Double delta; 8.000 sq ft 218 5 10.5ft* 450.000 3 70,000-80,000 1,950 Not released Not released North American NAC-60 4 in boxes of 2 • • - !2lft 195ft 48ft Modified delta, 65° in- board sweep,50c outboard, canard fore- plane 187 . 6 11.5ft 480,000 2.65 1,750 3,900 35,000 BAC-Sud Concord 4 in boxes of 2 78ft 170ft 33ft Ogive delta; 3,325 sq ft 4 8.6ft 262,000 2.2 50.000-60,000 1,250 3.800 20,000 * Estimated figures
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
