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Aviation History
1973
1973 - 2585.PDF
632 20,000 FLIGHT International. 18 October 1973 s 10,000 5,000 - \\ 71 passengers \. ^W and baggage ^ ^V ISA conditions 1 Reserves for 150 n.m. diversion! and 45min hold at 5,000ft I 0 500 1,000 HS. 146-100 PAYLOAD RANGE 1 1 1,500 I 2,000 Range (n.m.) 20,000 15,000 10,000 5,000 0 102 passengers an ISA conditions Reserves and 45mi 0 for 150n.m J bag gage lx Jt 1 'f' l'~ 1 O 1 O 1 a 1 ^ 1 u" 1 ® Il3 pg a diversion 1 i hold at 5,000ft 1 500 1 1 1,000 11 lie i 1 rr spee d 2,840 _ 1 5 J ga l ^ * 1 HS.146-200 I PAYLOAD RANGE ,2 \m li p k Is Is \s 15 \3 15 1« Vs. 1^ 1,500 I 2,000 Range (n.m.) Above and right, the stretched HS.146-200 carries more fuel than the Series 100. The gross weight is increased and maximum operating speeds reduced accordingly to allow the same basic structure to be used AIR TRANSPORT rate at 30kt. Multi-disc anti-skid brakes have a dual hydraulic supply. Design brake life is 1,000 landings and cooling fans are an option. The high-sink-rate oleos have a travel of 21in. The nosewheel is steerable through +70° by handwheel and through a reduced travel with the rudder. The aircraft can be towed to ±115° without dis connection. Low-pressure tyres are an option. Flying controls Elevators and ailerons are operated manually through servo tabs and spring tabs, respectively, while the rudder is powered by two hydraulic jacks and the spoiler on each wing by a single jack. Input circuits are designed to permit continued flight and landing even after a control jam or disconnection. The horizontal stabiliser is of the fixed non-trimming type. The rudder is a powered control to meet the need for large authority at low speed, together with small permissible angles at cruising speeds to prevent fin over- stressing. The input circuit gearing varies with flap posi tion and the rudder displacement is reduced progressively as speed increases. There is a single tabbed Fowler flap per wing, operated by a hydraulic motor driving a screw-jack system. There are three identical lift-dumper surfaces per wing, each operated by one hydraulic jack. The dumpers and spoilers are "armed" before touchdown to deploy auto matically on wheel spin-up, thus ensuring immediately effective braking on short runways, provided that at least three throttles are at idle and flaps are not up. The infinitely variable "petaF'-type airbrake on the rear fuselage is powered by a single hydraulic jack, ensuring precise flightpath control on the approach without dis turbing wing lift or inducing pitching-moment changes. The powered spoiler circuit is activated at 20° aileron deflection, and there is a lateral-control gear change giving greater movement with flaps down. Systems The environmental control system can maintain the cabin at 24°C, 75°F when cruising in ISA + 23°C, + 41°F conditions. Bleed air from all four engines (pre- cooled in the engine pylons by fan-stream air) is supplied to two air-conditioning packs through pipes in the dorsal spine. Two separate cold-air units permit different tem perature control for cabin and flight compartment. An APU can provide ground conditioning air to each of the two packs. Particular attention is paid to separation of water from the cabin air in the design of both the water extractor and the air conditioning ducting. Pressurisation The cabin is pressurised to 6!2lb/sq in. Cabin oxygen for all passengers is not required as the 146 cruises below 25,000ft and only 10 per cent of passengers need to be provided with it for medical pur poses. Autopilot A single-channel autopilot is specified but a Category 2 capability will be an option, as will area navi gation. Electrics A segregated two-channel 115/200V a.c. electrical system is being used, each fed from one of two generator- Be/ow, the HS.I46 has adequate fuel to fly multiple short-haul sectors without refuelling. Bottom, the field-length/range performance of the 146-100 is comparable with that of its primary competitor—(he slatted F.28 Mk 5000 90 st miles (140km) ^> 180 st miles (290km) 180 st miles (290km) v~v—v—\ 180 st miles (290km) Land at max, landing weight No refuelling Following a landing at max. weight three 180 st mile sectors can be operated without refuelling No refuelling Payload: 71 passengers Reserves: 45 min at 5,000 ft 170 st mile diversion Field length/rang 5,000 2 4,000 3,000 Max. speed cruise at 22,000ft 71 passengers at 200lb Reserves: 170st m diversion 45mins hold at 5,000ft *,«>' ..••"• k *S »** c<ulS 3pioc Seal 400 600 Range (st miles) 1,000
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