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Aviation History
1969
1969 - 0152.PDF
136 BOEING'S LATEST SST PROPOSAL.. FLIGHT International, 23 January 1969 Basic mission profile of the 2707-300, showing the FAR 121.648 reserves procedure Landing pitch control characteristics of the 2707-300 in comparison with those of other Boeing airliners and with the North American 6-70 canard tailplaned delta are rated at 80gal/min at 4,0001b/sq in and out out at 4,2001b/sq in maximum. These pumps are installed on four engine-driven accessory drive systems mounted in the wing— two pumps per ADS. The pump case drain and pressure filters are installed adjacent to the ADS in a readily accessible com partment. The four bellows-type reservoirs of 20 gallon fluid capacity each are installed in the body forward of the tail cone fuel tank. The return filters and control valving for the power system are located in am equipment bay in the body out of the plane of the engine turbines. The auxiliary system, whose function is to supply power to the brakes during towing and is a third power source for landing gear extension, is located in the right hand main gear well. This system consists of a 4igal/min electric motor driven pump, bootstraps reservoir filled by D system and pressure and return filters installed downstream of the isolation valve. Air Conditioning and Pressurisation The ECS (environmental control system) consists of four identical subsystems which condition engine bleed air by using fuel, cabin exhaust air and engine by-pass ram air as heat sinks. Heat transport loops are utilised where required to reject subsystem heat loads into the proper heat sinks. Conventional bootstrap air cycle cooling packs are located in the lower mid body from which cool air is temperature regulated and distributed to four temperature controlled zones in the pressurised cabin. Operational Characteristics The range objective of the Boeing 2707-300 is to carry a full payload from Paris-New York on a hot day and this, Boeing claims, is exceeded with full FAR reserves. The standard-day range with full payload is said to be 3,610 n.m. FAR take-off field length, lift-off velocity, and community noise after cutback to 6 per cent climb gradient are shown (in the curves on page 134) as a function of taxi -weight. The prototype will take off in less .than 8,000ft and the field length on a hot day for the projected production version is expected to be less than 10,000ft. It is hoped that community noise level for the production aircraft will be less than 117 PNdb with a 6 per cent climb gradient—or only 109 P'Ndb with a 500ft/min rate of climb. The cruise altitude of 60,000ft is attained in 320 n.m. and 24min after take-off. The sonic boom in the climb is about 3.51b/sq ft and will average 2.11b/sq ft in the cruise. The control system has been designed to be able to manoeuvre the aircraft to a minimum of 2.0g anywhere within the normal envelope and to 1.5g minimum at the dive boundary even with failed hydraulic systems. The dive placard and the manoeuvre requirements were established Iby flight simulator tests. The FAA's tentative air worthiness standard (TAS) calls for a ig pushover to be held for 15sec after recovery is initiated. These trajectories show the Mach number gain and altitude loss using pull-out (manoeuvre) load factors of 2.5, 2.0, and 1.5. Inasmuch as 2.0 provides excellent safety margins that value was selected for design. Supersonic inlet unstart ("shock popping") and engine failure have been of major concern since the inception of the SST programme. The gull wing and spoiler-slot deflector control are said to allow this remote combination to be handled by the pilot with wheel control only. The large span and moderate sweep were chosen to produce a good high subsonic Mach number cruise. A subsonic cruise of 400 miles to avoid sonic booms overland would reduce the total range on the mission shown by less than 100 miles. Landing field length, approach speed, and approach noise are shown as a function of landing weight. Field lengths are less than 8,000ft and approach speeds at normal weight are comparable to current intercontinental jets. Approach noise of less than 109 PNdb is considerably quieter than current aircraft. Landing pitch control is of primary concern to the airline pilot. The long aft tail arm, large span flaps and moderate sweep combined with engines located near the e.g., provide pitch control as responsive as the current family of Boeing subsonic jets. The mission profile shows the technical detail of the mission, including the calculation procedure for the FAR reserves. DIARY Jan 25 Manchester Aviation Society; Lecture by General Adolf Galland on his flying career; College of Art and Design. Manchester, 7.30 p.m. (tickets required). Jan 28 RAeS Main Society Lecture at Christchurch: "Jumbo Jet—Its Impact and Implications," by K. Waiter and G. Champniss; East Cliff Court Hotel, Bournemouth, 8 p.m. Jan 29 RAeS Brough Branch: "Modern Manufacturing Developments," by A. H. Meleka; Royal Station Hotel, Hull, 7.30 p.m. Jan 30 RAeS Bristol Branch: "Harrier V/STOL Fighter," by A, W. Bedford; Main Engineering Lecture Theatre, Bristol University, 7 p.m. (public lecture). Jan 30 RAeS Cambridge Branch: "Red Arrows," by Sqn Ldr Hanna; Lecture Theatre O, Cambridge University, 8.15 p.m. Jan 30 RAeS Preston Branch: Annual dinner and dance, Dalemy Hotel, St Annes- on-Sea. Paris Show; May 29-June 8.
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