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Aviation History
1969
1969 - 0128.PDF
106 WATER riPE ENCLOSED HATRACK PASSENGER SERVICE UNIT SIOEWALL LIGHT RIGHT International, 16 January 1969 Dimensioned sections through the fuselage of the 2707-300 show the five-abreast seating possible in the American SST at widest and narrowest stations. The (8in-wide a/sie towards the rear of the cabin seems (ikeiy to be a little cramped MAKE • BUY H 37X 63% «AJ0R SUBCONTRACT TEAM AEROJET GENERAL NORTHROP-N0RA1R NORTH AMERICAN ROCKWELL ROHR FAIRCHILD HILLER REPUBLIC LING-TEMCO-VOUGHT AVCO Shaded sections of the Boeing 2707-300 airframe are those which the prime contractor expects to sub-contract. The likely team of major manufacturers is specified. The numbers on this manufacturer's drawing refer to a production coding system BOEING'S LATEST SST PROPOSAL combination of fuel management and transfer techniques. A water ballast tank is provided in the lower forward section of the fuselage, to be filled when only small payloads are being carried. The ECS (environmental control system) con tains four independent sub-systems using engine bleed air. conditioned by air cycle machines. Dispatch capability is maintained with one pack inoperative. Passenger comfort and safety level, says Boeing, will be comparable to that of contemporary subsonic aircraft. Initial cooling of engine bleed air is accomplished within the nacelle to reduce the air temperatures in duct runs through the airframe structure. Flight control is provided by conventional aerodynamic surfaces powered by multiple actuators driven by independent sources of hydraulic power and controlled by both mechanical and electric commands from the pilots or from the automatic flight control system. Multiple stability augmentation systems are employed to improve handling qualities, ride comfort and safety characteristics. A high-lift system of leading- and traiiing-edge flaps is used for take-off and landing. Electrical power is provided by four variable-speed constant- frequency generating systems of 75KVa each driven by their respective ADS gearboxes. Dispatch with one system inopera tive is possible. Hydraulic power is derived from eight ADS-driven pumps rated at 80 gal/min at 4,0001b/sq in. An auxiliary electrically driven pump which provides power for emergency landing gear release and brake operation during towing is also installed. An advanced concept of integrated communication and navi gation equipment is installed, employing a central computer to process sensor inputs for conditioned outputs to the various instrumentation and control consoles. In addition to inertial navigation and conventional communication require ments, space and circuit provisions are being made so that this system may include air turbulence detection, collision avoidance, and independent landing monitors when such equipment becomes available. An AIDS (airborne integrated data system) with 500 test points is installed. Structure The basic structural arrangement of the wing is a multi-spar sandwich panel using titanium 6A1-4V as the primary material. This is considered to be structurally more efficient for the relatively low end-load index of the fixed- wing design. Panel stability for flutter and compression necessitated some form of sheet stabilisation so that this material could be used. Aeroelastic requirements for maximum stiffness in torsion at minimum weight require that a propor tionately greater percentage of the cover material be retained in the skins than is possible with a conventional stiff-stiffener rib construction. Panel thickness and gauge combination were optimised to satisfy all the structural requirements while providing the proper resistance to heat conduction and lightning strike with out the addition of single-function material such as insulation. The basic panel covers in the high end-loaded structure uses titanium 6A1-4V truss-core sandwich made by a combination of resistance seam welding, fusion welding, diffusion bonding and mechanical fastening. The panels in the lower end load regions outboard of the outboard engine and forward of the wheel well use titanium 6AI-4V titanium stressed-skin panels. Panel widths were selected to satisfy fail-safe requirements, and the individual panels are mechanically attached to the in-spar structure. The front and rear spars are of conventional stiffened-sheet construction to provide easy attachment of leading- and trail ing-edge structures, surface actuators and systems while all the in-spars will use a welded titanium 6AI-4V sine-wave construction. For the fixed leading- and trail ing-edge structure and con trol surface structures use is made of a combination of titanium 6A1-4V stressed-skin panels, truss ribs and wedges fabricated from Stresskin or adhesively bonded titanium honeycomb. Brazed steel heat-resistant panels are used in the trailing-edge areas over the engines. The basic structural shell of the fuselage is a semi- monocoque design using frame stabilised skin-stiffener con struction augmented with integrally stiffened skins in the high compression and shear areas. The basic structure material is titanium 6A1-4V continuous rolled sheet. The relatively high end-loads caused by the bending characteristics of the fuselage shell structure, combined with hoop tension pressure loading and insulation requirements, showed this type of construction to be competitive with a sandwich-type shell in structural
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