FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1965
1965 - 0089.PDF
R/GHT International, 14 January 1965 55 Q 9 J? 7 Sea Level Standard Day 0 G 7 - .W. ,100 Lb. i Standard/ Day, / / / / / / /103 1 Hot 1 / o Day 0 5 10 15 Takeoff Distance-100 Ft. e wo 5 10 15 Distance-100 Ft. Take-off performance in various altitude, temperature and gross weight conditions The Charger gets away from Lindbergh Field, San Diego, with take-off flap and gear extended portion to give deflected-slipstream lift. Maximum speeds for take-off and landing flap are 146kt and lOOkt respectively. Krueger flaps are fitted under the leading-edge between engines and fuselage. Lateral control is ostensibly by a combination of knife-edge spoilers and spring-tab actuated movement of the trailing-edge flap sections, though the tab mechanism has been moved from the out- board flap to the inboard since the first flight. The right spoiler is showing in photographs of the prototype flying clean with the unhanded propellers first installed. Pitch control is by "stabilator" with a narrow, full-span trailing- edge tab, which may be a servo actuator or simply a trimming surface. Final control layout probably remains to be decided. The two rudders have geared tabs. Handling is designed to produce a good gun platform, but for the engine failure case an automatic torque equalizing system ensures that both engines produce the same power if one fails and that control shall be adequate to provide forced-landing surviva- bility equivalent to that accepted for helicopters or single-engined aircraft. Normal take-off safety meets civil standards. The undercarriage has long-stroke oleos and large tyres to absorb a 20ft/sec impact on to a 4in bump. Contact pressure and powered nosewheel steering allow operation on mud. Systems Flaps, Kruegers and undercarriage are hydraulically operated with optional mechanical stand-by. The under-floor cargo-dropping door is hydraulic. Flight controls are cable-operated and three-axis trimmers electric. Normal fuel is in four 52 US gal tanks in the wing, with gravity refuelling by hand-pump from 55gal drums in the field. Two 150 US gal tanks can be carried on the fuselage pylons and a 300 US gal ferry tank pack can be installed in the aft cabin. Standard 55gal drums can be transported in the cabin. The cockpit is ventilated and heated, has a bullet-proof wind- screen and wiper and can have an armour kit to resist small-arms bullets at 500ft. The zero-zero ejection seat in the prototype is an optional fitting. Electronics basically include com/nav radio, IFF and optional additions such as Doppler in the port tail-boom, camera pack, sideways-looking radar pod, low light level TV, infra-red senser, with a reconnaissance load up to 6,0001b for the present overload gross weight of 10,5001b. The sea-level 100ft/ min climb on one engine depends on jettisoning enough equipment to return to 9,1701b weight. The second seat, which can have dual controls, is normally occupied only in the surveillance role or by the sixth parachutist, who must clamber down into the main bay to follow his squatting companions through an electrically actuated hatch beneath the hinged tail cone. The parachutists' position is uncomfortable, but related to a probable flight time of as little as 15min. On the other hand the extreme range of 2,600 n.m., with 20min reserve, will keep the single pilot in the cockpit for at least 15hr.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
