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Aviation History
1969
1969 - 0149.PDF
133 KICHT International. 23 January 1969 Artist's impression of the Boeing 2707-300 Mach 2.7 supersonic transport in flight Boeing's latest SST proposal PART TWO* THE GENERAL ARRANQEMENT of the Boeing 2707-300's flight deck is similar to that of current commercial jets. It provides stations for a crew of three—captain, first officer and flight engineer-^-plus two observers' stations,. Visibility is designed to be adequate, with aircraft attitudes of about 4° during the cruise and 9° on the approach. Electronic attitude director indicators (EADI), with a tele vision picture of the real world superimposed on, and indexed to, the attitude and flight-path symfoology, are installed on the captain's and first officer's main panels in place of conven tional electro-mechanical ADIs. Electro-mechanical HSIs (horizontal situation indicators) are located below the EADI's. There is space provision for the eventual replacement of the HSIs by large pictorial-navigation control and display units. Collision-avoidance and clear-air-turbulence detection and display systems are being studied for possible future incor poration, and space is reserved accordingly. The pilot's subsonic windshield vision is 22° below and 16° above the body attitude reference plane through the pilots' eyes. This is claimed to represent the best compromise between instrument panel layout, forebody shape and visibility. The pilots are provided with a view in the direction of the flight path during supersonic cruise. Flying Controls A three-piece rudder provides directional control; a slab tail with geared powered elevators provides longitudinal control; spoilers and inboard and outboard flaperons provide lateral control. Strake flaps, leading-edge flaps and trailing-edge flaps provide high lift for low-speed flight. The outboard flaperons, and the upper rudder are used for low-speed control only and are locked-out at high speed. •Part one of this article appeared last week, January 16 Travel of the mid and lower rudder sections is reduced at high speed. Elevator actuator control inputs are geared to slab- tail movements to increase the camber of the tailplane at low speed, but are otherwise nulled such that the elevators remain faired with the slab tail. Spoilers contribute roll control at all speeds, but lag the flaperons to minimise drag. The spoilers also operate as speed brakes in flight and as lift dumpers on the ground. Flaperons are drooped with the flaps for high lift, and continue to operate as lateral control surfaces about the drooped position. Separate mechanical and electrical control paths are pro vided between the pilot and control surface actuators. Both control paths normally operate full-time and are series- summed. However, either control path may be used to provide control. The artificial feel is applied to the electrical control path together with stability augmentation and automatic flight control inputs. All-weather landing capability is provided by the three-channel fail-operational autopilot included in the automatic flight control system. All four hydraulic systems are used to power the flying control systems. Continued overleaf - Slab tail Upper rudder Middle rudder Lower rudder Spoiler Outb'rd flaperon Inboard flaperon T railing-edge flaps Leading-edge flaps Strake flaps Control Pitch X Roll X X X Yaw X X X Trim Pitch X Roll X X Yaw X X X High- lift X X X X X SAS X X X X X X X pilot X X X X X X X Flying control surface functions are largely conventional and the axis inertias are more nearly balanced than is the case with tailless slender-delta shapes. The flight control surface functions are denoted in the table above c
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