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Aviation History
1964
1964 - 2314.PDF
FLIGHT International, 27 August 1964 321 n windows ati under-floor hold I door duit air duct for leading-edge anti- booster pump erwing refuelling point lage keel beams -gear retraction jack wheel bay -gear doors (also closed when down) lage-to-wing fairing lines under-floor hold hes sure bulkheads 33 APU 34 Engine-support beams 35 Tail bumper 36 Airbrake actuating jack 37 Honeycomb sandwich skin 38 Hot air duct for tailplane anti-icing 39 Rudder jacks 40 Stabilizer trim jacks 41 Elevators (manual) 42 Landing lamp 43 Double slotted Fowler flap 44 Movable flap-shrouds 45 Lift dampers 46 Aileron (hydraulic) 47 Anti-icing air outlet 48 Firewall 49 Flap rails 50 Antenna 30 33 31 weight on to the wheels and improve braking during landing. A distinctive feature of the Fellowship is the split beaver tail airbrake at the extreme rear of the fuselage, a location chosen because, while it gives sufficient drag both at high speeds and during the approach, it does not decrease lift as wing-mounted devices do. rhe panels are also in way of the engine efflux so that they diminish residual thrust and allow approaches at relatively high powers. Fhe airbrakes are hydraulically operated and retract automatically when full power is applied. Powerplants When it was originally intended that the F.28 should be an aircraft of similar productivity to the Friendship, 'win engines in the 7,0001b thrust class were considered. Well favoured for a long time was the Bristol Siddeley BS.75 of 7,5501b thrust, with a by-pass ratio of 1.75 :1. But with the growing acceptance of the Rolls-Royce Spey of almost 10,0001b thrust for foe Trident and then the One-Eleven, Fokker began to consider i cheaper, simpler and derated development of this popular engine Nhich eventually materialized as the RB 183-1 Spey Junior with a static thrust of 8,6501b. The Spey Junior was selected for the new Fokker short-haul jet late in 1961 and finally determined the size tf the aircraft. Simplification of the Spey to produce the cheaper Junior consists nainly of deleting the turbine blade-cooling and associated equip- ment. The engine is a twin-spool turbofan with a by-pass ratio of ' : 1 and, because the majority of the Junior's components are dentical to those of the Spey, it will benefit from the operational •xperience now being accumulated by Spey Is in BE A Tridents. « a result, initial TBO is expected to be at least l,500hr. The Spey Junior has neither water methanol injection nor thrust reversers. Fokker say that it would be difficult to maintain effective directional control on the ground with asymmetric reverse thrust, and that efficient, automatic anti-skid brakes, together with the lift dumpers, were adequate to achieve the required landing perfor- mance. The cost and weight savings of eliminating these systems are obvious. An AiResearch auxiliary power unit mounted in the rear fuselage aft of the pressure bulkhead will provide compressed air for engine starting and drive an a.c. generator. It will be cleared for in-flight use so that failure of one engine-driven generator is an allowable deficiency for normal operations. Hydraulic System Of the two independent hydraulic systems on the Fellowship, system 1 is fed from a large-capacity pump on each engine and system 2 is fed by smaller pumps, also engine- driven. Operating pressure is 3,0001b/sq in and Skydrol 500A fluid is specified for its fire-resistant properties. The primary system 1 powers one section of all powered flying controls, retraction of the Dowty landing gear and door fairings, nosewheel steering, wheel-brakes, passenger door and retractable entry stairs. System 2 supplies only the second section of the flying control actuators. Accumulators cover failure of system 1 to operate airbrakes, spoilers and wheel-brakes Jarry Hydraulics of Canada are to supply the hydraulic components for the flying controls. Air Conditioning and Pressurization Charge air is bled from the 7th and 12th compressor stages of each engine to pressurize the cabin up to a maximum differential of 6.551b/sq in, giving a cabin altitude of 5,500ft at the design cruising altitude of 25,000ft. Cooling is by a ram-air heat-exchanger and an expansion turbine, which also drives a fan to provide a cooling airflow through the heat exchanger at low air speeds and on the ground. Two air conditioning units are installed, one each for the cabin and cockpit. The equipment is of AiResearch manufacture. Fuel System Fuel tankage consists of two integral tanks in each wing and a collector tank (provision is made for an additional bag- type centre tank). The two electrically driven booster pumps in the collector can crossfeed to either engine if necessary. Single-point refuelling with pre-setting shut-off is provided. Total tankage Capacity is 2,170 Imp gal. Continued overleaf
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