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Aviation History
1969
1969 - 0150.PDF
Payload-range with FAR 121.648 reserve fuel allowances and in still air, showing the effect on speed and range of reduced cruising speed from higher ambient temperatures. VMO climb and a take-off gross weight of 750,0001b are assumed (Below, left) Take-off performance summary showing, for variation in take-off weight and flap setting, the FAR field length, the lift-off speed, and the community noise level at power for 0.6 climb gradient at 3.5 n.m. from brakes-aff and with 6° flap (Below, right) Landing performance summary showing, for variations in landing weight and flap setting, the FAR landing distance, the approach speed, and the approach noise I n.m. from the threshold 134 H.IGHT International. 23 January 1969 BOEING'S LATEST SST PROPOSAL . . . Longitudinal Control System Pilot commands are transmitted from the control column by mechanical linkage and cables to the master servo. The master servo is connected mechanically to the control valves on the four slab tail actuators. Artificial feel force is introduced near the control columns. Control column signals are also transmitted electrically :through a four- channel ECSS electric command and stability system), which determines aircraft handling qualities. Autopilot inputs are introduced through the ECSS. In the event of a mechanical cable system failure, the spring centres the master servo, and the pilot commands are transmitted by the electrical path. Trim is introduced downstream of the centring spring and is not dependent upon mechanical cable system continuity. Dual mechanical paths are provided from the control columns through the feel system and from the master servo to the actuation of the four slaib tail surfaces. Four electrical control paths are used from the pilot controls to the electric command servos. The elevators are each powered by three actuators controlled by a linkage which senses slab tail movement. When this mechanism ds_ unlocked, the elevator control inputs are geared to slab tail movement to increase the catnlber of the horizontal tailplane. At high speed this control mechanism is locked and the elevators remain faired with the slab tail. Four hydraulic systems are utilised to power the four slab tail actuators; three systems power the.six elevator actuators; three systems power the master servo. Each electric command
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