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Aviation History
1968
1968 - 0642.PDF
620 FUGHT International, 25 April 1968 KEY TO CUTAWAY DRAWING (continued) Powerplant and APU P I Rolls-Royce Tyne R.Ty.20 Mk 22 engine P 2 Oil tank P 3 Engine oil-cooler P 4 Airflow through twin-coolers P 5 Petal-type cowlings P 6 Engine mounting lugs P 7 Zone I venting-air via cowl leading- edge gap P B Stainless-steel firewall P 9 Zone 2 venting-air PIO Zone 3 venting-air PI I Bleed from low-pressure compres- sor, for discharge of surplus air during starting-cycle PI2 Zone 3 firewall PI3 Jetpipe connecting ring PI4 Jetpipe, thermally insulated PIS Engine mounting lugs Pit Built-up forged nacelle mounting fittings PI7 Nacelle/wing mounting lugs PI8 Nacelle/longeron mounting lugs PI? I8ft-diameter fully reversing pro- P20 AiResearch type GTCP 85-160 APU P2I Combustion chamber P22 Hydraulically actuated APU air- intake door (may be opened in flight) P23 APU exhaust PM Generator vent P25 Water/methanol tank (right u/c fairing, 86 US gal) Radio and Electronics R I Weather radar scanner R 2 Rebecca aerial (both sides) R 3 VHF aerial R 4 HF aerial R 5 Tacan aerial (above and below) R 6 VHF navigation aerial (both sides) R 7 VHF radio/com aerial R 8 UHF radio/com aerial R 9 Radio-racks stowage area RIO Static discharge wicks Safety Systems S I Two-shot high-rate discharge fire extinguishing system (one in each engine nacelle and APU bay) S 2 Forward upper emergency exits, 22in x 22in S 3 Forward emergency cargo com- partment door 22in x 34in S 4 Crew door and paratroop doors S 5 Escape ropes and ladders at each upper emergency exit S 6 Rear upper emergency exits, 22in x 22in (both sides) S 7 Emergency crew-oxygen bottle stowage (under floor) S 8 Self-inflating life-raft stowage S 9 Two 10-litre lox containers SIO Evaporator unit Undercarriage U I Nosewheel steering-control quad, rant U 2 Forward-retracting fully-steering nose undercarriage U 3 Nose-leg retraction jack U 4 Twin tubeless 12.50-16 tyres, 50lb/sq in U 5 Main - door travels rearwards under belly of aircraft U A Pre-opening and closing side and front undercarriage bay-doors U 7 Main undercarriage fixing lugs U 8 Retracting jack U 9 Drag links UIO Four tubeless l5.00lb-l6 low- pressure tyres, 50lb/sq in Ull Interchangeable anti-skid units UI2 Leg door retraction jacks UI3 Adjustable main undercarriage TRANSALL C-160 ... Two integral fuel tanks in each outer wing panel provide a capacity of 4,354 US gal. The fuselage is built up from three units and is of circular cross-section, flattening out somewhat underfloor with a transi- tion to elliptical cross-section near the tailplane. The front section comprises the pressurised flight deck, which contains the radio compartment, a toilet and the corridor between the flight deck and the cargo compartment. The centre fuselage com- prises the pressure-tight cargo compartment, of 4,07leu ft usable volume (excluding loading ramp). This compartment is 44ft 4in long, 10ft 4in wide and 9ft 9in high. To facilitate loading, an additional door at the front of the compartment on the port side has been provided to allow simultaneous -loading and unloading. The floor is stressed to 1 tonne/m2 but the two vehicle tracks which run the length of the cargo compartment are stressed to 5 tonne/axle; both figures apply to a 3g stressing case. The Transall is cleared to air-drop loads of 2x8 tonnes, while 12-tonne loads have been dropped during trials. These drops are made at 130kt. The main undercarriage consists of a tandem, twin-wheel arrangement each side of the fuselage, each twin-wheel assembly being mounted on its own oleo. A twin-wheel nose- gear assembly allows the aircraft to turn on NATO runways. To assist in loading, the main undercarriage is arranged Mechanism of the double-slotted Fowler flaps to kneel so as to bring the loading ramp nearer the ground, a la Andover. In its tactical role, the C-160 requires to be self-supporting in the field. To this end, a Garrett AiResearch gas-turbine auxiliary power unit Type GTCP 85-160, is installed in the forward section of the left undercarriage fairing. This APU is used for generating com- pressed air and electrical and hydraulic power. Compressed air is taken from the APU compressor for the purpose of starting the two Tynes and supplying the air conditioning system during ground operation. A 60kVA 400 Hz, three- phase 200/115v generator driven from the APU energises the aircraft electrical system on the ground when there is no ground truck available. The APU may also be run during flight to provide emergency electrical power. The third use of the APU is to drive a hydraulic pump for ground services, such as the operation of the landing ramp and the kneeling under- carriage. It would be idle to pretend that the process of manufacture by three firms in two countries has resulted in the cheapest possible aeroplane. Obviously, co-operative projects between nations are subject to many difficulties: legal, financial, tech- nical and administrative. In the case of Transall, with no less than three production lines, the cost of transporting—by train- large sub-assemblies adds to the final price. The need to standardise on equipment which has already been adopted by both countries for the Atlantic, and to divide this contract equally between the two countries, also complicated matters. The disadvantages of multinational collaboration are small. however, compared with the benefits accruing. In any case, with the limited national requirements, the aircraft could not have been built without co-operation; as it is, Transall has pro- vided a most valuable exercise for both Germany and France. Leading data Span, I3lft3in; wing area. 1.723 sq ft; length, IO5fc2in; height, 38ft Sin; powerpljnt, two Rolls-Royce Tyne R.T>.20 Mk 22 turboprop engines, each of 5,e«5 s.».p. (take-off, ISA) or 5,440 s.h.p. (take-off ISA + \TC) with water methanol infection. weights: empty, 6l,8S0lb; payload (normal, 3g), 17,6401b (overload, 2.5g), 35;*™1?' gross take-off, 108,2501b (concrete), 97,4501b (semi-prepared); max speed (14,/H**. 90,4051b) 289kt; max cruise (26,250ft, 90.4051b) 268kt; range (10 per cent reserve plus 30min holding, TOW 108,2501b), 930 n.m. (35,2701b payload) or 2,«0 n-"- (17,6401b payload). A Transall scenario at HFB, Bremen. Two German aircraft at left are accompanied by a FAF Transall, while at right is the tailplane of the frst pre-production C-160 C 160 4 01
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