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Aviation History
1964
1964 - 2116.PDF
-T FLIGHT International, 23 July 1964 137 19+ HOOP JOINT SK.INNINC AFT Of FR.HM£. t9+- Tuvo - PoSi TION HFTEO.BUII.HVL NOZZLE (ON - POINT WING ATTACHMENT fl-r FP.z POSITIONS A . $ 0 W S f i K © Iliffe Transport Publications Ltd 1964 A full cutaway drawing of the RAC.22I may not yet be prepared, but this illustration has been drawn by the "Flight International" head editorial artist to indicate the main features of the aircraft. The nose and tail are shaded to show the deep-blue paint on these areas; ultimately the whole aircraft will be so finished, not only to improve its appearance but also to provide a good photographic background for the tufted starboard wing sensitive engine control. Rather gilding the lily, BAC have installed a new push/pull linkage and also added an autothrottle system. The latter is connected to the a.s.i. and at speeds below 20Okt is intended to maintain constant airspeed. This facility should be especially useful in reducing pilot workload while research record- ings are being taken. It is a product of Elliott Bros (London) Ltd, using a Sea Vixen-type electromagnetic clutch. Fuel Compared with the FD.2 a different system of tankage is employed, with appreciably greater capacity. The FD.2 had four wing tanks, but the 221 has two wing tanks and two cells in the fuselage. Each wing is basically a simple three-spar box forming an integral tank. Triangular reserve tanks lie ahead of the main box outboard of each main-undercarriage unit. Fuselage tanks are flexible bags, with roughly twice the capacity of those fitted to the original aircraft. All main tanks are pressurized by engine-bleed air, as in the FD.2. Independent fuel supplies from port wing and forward fuselage tanks are proportioned through a Gloster Equipment valve and delivered via a dual transfer shut-off valve into the collector tank. Supplies from the starboard wing and rear fuselage tanks are similarly proportioned by a second Gloster valve and delivered to the collector tank via the second branch of the same dual transfer valve. By this means aircraft e.g. is automatically controlled. From the collector tank fuel is delivered to an SPE bleed-air turbopump supplying the engine and reheat systems. Fuel to the reheat system is automatically cut off if the level in the collector tank falls below a predetermined level. Air-conditioning The bleed-air system of the FD.2 has been retained unchanged. Gaseous-oxygen supplies are generally also unaltered, although the emergency bottle has been relocated on the ejection seat and the main bottle has been repositioned in the nose bay. Hydraulics The 221 has two systems. No 2 being more complex than that in the original aircraft. Each is served by an engine- driven constant-delivery pump feeding DTD.585 oil to accumulators via 3,0001b/sq in cutouts. The first system serves one of the two tandem chambers in each power-control system: elevators, rudder, and ailerons plus booster jack. System 2 supplies the other half of the control power units as well as all the general utilities', under- carriage, wheel and airbrakes, nose droop and nose-leg shimmy damper. In case of engine failure No 1 system can be energized by a drop-out ram-air turbine. An emergency accumulator is provided for lowering the undercarriage, and two smaller ones for the wheel brakes. Each hydraulic tank was low and flat, but is now circular for pressurization, causing a bulge behind the cockpit canopy. Both are self-pressurizing Dowty reservoirs, that in No 1 system being of
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