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Auxiliary Equipment

Auxiliary Equipment Details of Some Components Used for Subsidiary Services in Aircraft, Missiles and Space Vehicles PORTABLE MAINTENANCE TOWER of the rigging lines, which change the size and shape of the canopy. The previous objections to its use in the The Aircraft Division of Martin Thomas Ltd., Hayes air are thus no longer valid because its drag can be Road, Southall, Middlesex, has introduced an addi­ immediately cancelled in an emergency. The deploy­ tion to its 'Hi-Way' range of aluminium staging. The ment of a large parachute of this form on the landing unit is the airportable maintenance tower. approach enables full engine power to be developed at The airportable tower is constructed in six foot low airspeeds to counter the high drag, thereby creat­ stairway lift sections to a maximum platform height of ing a strong slipstream. Because a large proportion of 49 ft. above ground level. The complete unit is the wing is immersed in this slipstream, the lift is sub­ assembled on a demountable steel base with 10 in. stantially increased, and may be further augmented by diameter castors, 'screw down' stability jacks and tow deflecting the slipstream with an efficient flap, to yield bar if required. a very substantial overall reduction in landing speed. 25 tons, the R.F.D. type C lifting bag, which supple­ After touchdown, maximum parachute drag can be ments the Company's existing 8 and 12 ton bags, is selected to brake the aircraft in the usual manner but, designed to meet the special problems incurred in because the parachute is already streamed, the response recovery of larger aircraft. Multi-chamber design pro­ is virtually instantaneous, thereby saving valuable vides greater stability of lift under higher loads. In seconds in the critical early stages of the ground roll. point of fact excellent stability under any load up to A particular feature of the design is that the very 25 tons is one of the leading characteristics of this high aerodynamic loads on the canopy are themselves lifting bag. used to change the configuration whenever rapid Up to eleven superimposed independent inflation response is required. Previous attempts to evolve a chambers are bonded together to form a complete controllable parachute, employed mechanisms which bag assembly. Two further sub-divisions in the top opposed these forces, and were therefore heavy and two compartments allow varied pressure adjustment dangerously slow in operation. to cope with uneven surfaces. Lifting angles of be­ The canopy of the Short parachute is reversible and tween 9 deg. in one plane and 13 deg. in the other are is provided with conventional rigging lines around possible. Each chamber has two inflation/deflation its periphery, gathered to a collar which slides along an valves permitting operation from adjacent sides. Suit­ additional centre rigging line. The latter controls the able transportable inflation equipment is required to position of the canopy apex. Winches within the air­ operate the lifting bag, consisting of compressor, con­ craft tail enable the relative positions of the collar and sole control box and pressure hoses. centre line to be altered by the pilot, thus changing the The lifting capacity of the new lifting bag varies canopy shape as required. with the pressure introduced into the chambers and The main parachute is normally stowed in the tail of the contact area with the aircraft. The maximum con­ the aircraft, and is extracted on the initial landing tact area with the bag at full extension, is around approach by a small pilot parachute. When initially 7,700 sq. in. Lifting capabilities, with esch chamber deployed, the outer rigging lines are slack and the at equal pressure, are as follows: parachute is streamed in a 'collapsed' shape resembling the popular cartoon picture of an umbrella blown at 3 p.s.i. the ba g can lift 22,100 lb. inside out. In the course of the approach, the outer ,, ,, ,, ,, ,, 26,950 lb. rigging lines are progressively drawn in towards the 4 ,, ,, ,, ,, 30,800 lb. aircraft by winding in the collar, whereupon the para­ ,, chute gradually inflates to a partially reefed or 'mush­ ,, ,, ,, ,, ,, 34,650 lb. The adjustable cantilever mounts on one side of the room' shape, having the high drag required to reduce 5 ,, ,, ,, ,, ,, 38,500 lb. tower and can be winched up and down on a roller the landing speed. Upon touching down, the centre and runner mechanism, fitted to the tower, into any line is slackened, freeing the apex constraint, and the 6 ,, ,, ,, ,, ,, 46,20 0 lb. position from approximately 5 ft. above ground level canopy immediately assumes its maximum diameter Maximum lifting height when supported is 7 ft. 6 in., to the maximum platform height of the tower. The to brake the aircraft as rapidly as possible. The main when face and ground are parallel and horizontal. dimensions of the cantilever are 6 ft. long by 2 ft. 6 in. parachute is collapsed towards the end of the ground wide. The cantilever platform has a safe working load roll to avoid damage from ground contact, and is of 400 lb. or two men, on a safety ratio of 6 to 1. retracted into the aircraft tail for repacking on the Fitted to the cantilever, to provide adequate safety to ground. Should an emergency develop at any time in the operators in the event of a cable or winch failure, this cycle of events, the outer lines are slackened and is a positive safety locking mechanism. the parachute instantaneously collapses into the original inverted or low drag shape which will not The airportable maintenance tower is made from embarrass the aircraft's recovery. The complete cycle heat-treated aluminium alloy and is very quickly may then be repeated at successive landing attempts. assembled. A tower of 25 ft. platform height can be This would not be possible with a conventional form erected by two men in approximately 25 minutes, taking of parachute requiring to be jettisoned in an emergency. up an area of approximately 160 cu. ft., and weighing some 1,200 lb. Wind loading of 55 to 60 knots can be sustained by a tower of this nature, although by NEW THREADED INSERT FASTENER adding extra ballast to the base or picketing to the ground, much higher wind speeds can be sustained in An entirely new type of fastener, an anchor nut storm conditions. insert of unique flexibility in a range of thread types, has been announced by Avdel Ltd., Welwyn Garden City, Herts. LANDING PARACHUTE FOR TACTICAL Called the Nutsert, this is an entirely new concept BELFAST in threaded insert fasteners, and can be used in most For a number of years, tail parachutes have been materials, including steel, aluminium alloy, glass used to slow down aircraft after landing, but until now fibre, cast iron, wood and plastics. The Nutsert is a they have not been used in flight to reduce the touch­ blind fastener placed from one side of the work only A stiffened valise fitted with carrying handles pro­ down speed. Because the drag of a conventional vides case of handling and protection whilst in transit. and is an ideal replacement for conventional anchor braking parachute is extremely high, the consequences For jacking operations, a contact cover, 12 ft. by 9 ft. nuts. Skilled labour is not needed and speedy, accurate of accidental release in flight are usually disastrous, made of ½ in. thick Rubazote sheeting, is provided to installation can be carried out with a simple-to- but Shorts have now devised a novel form of parachute avoid direct contact of the bag's top with jagged edges operate tool. for the tactical Belfast which overcomes the problems, or sharp projections on the damaged aircraft. A 3 in. and which radically improves the landing performance foam rubber sheet of similar dimensions can be in­ R.F.D. LIFTING BAGS LIFT COMET IN AN HOUR in complete safety. With its aid, the tactical Belfast can cluded for ground surface protection, used with a IN SUCCESSFUL TEST AT STANSTED AIRPORT land on short airstrips which hitherto could only further ground sheet of 500 polythene film. accept small S.T.O.L. aircraft, thus enabling heavy Five of the new type C inflatable lifting bags Basic dimensions of the lifting bag are as follows: Army equipment to be delivered near the combat area. developed by the R.F.D. Co. Ltd., Godalming, Surrey, Size deflated (flat) 10 ft. x 7 ft. x 6 in. This simple and effective device achieves results com­ successfully lifted a Comet Mk IA in an hour in a parable with the sophisticated boundary layer control simulated salvage operation held at Stansted Airport Size rolled in valise 7 ft. 3 in. x 20 in. x 12 in. and thrust deflexion systems used to augment the lift on April 7. Weight in valise Approx. 350 lb. of large S.T.O.L. transports—but at a far lower cost. Five of the new R.F.D. 20-ton lifting bags were Size fully inflated 9 ft. 6 in. x 6 ft. 6 in. x 7 ft. 6 in. The Short design now makes it possible for the pilot used in the exercise, two under each wing of the Comet to control the drag of a tail parachute by adjustment and one under the fuselage. Capable of lifting up to Contact area Approx. 9 ft. x 6 ft.—7,700 sq. in. June 1965 195 http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

Auxiliary Equipment

Aircraft Engineering and Aerospace Technology , Volume 37 (6): 1 – Jun 1, 1965
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb034033
Publisher site
See Article on Publisher Site

Abstract

Details of Some Components Used for Subsidiary Services in Aircraft, Missiles and Space Vehicles PORTABLE MAINTENANCE TOWER of the rigging lines, which change the size and shape of the canopy. The previous objections to its use in the The Aircraft Division of Martin Thomas Ltd., Hayes air are thus no longer valid because its drag can be Road, Southall, Middlesex, has introduced an addi­ immediately cancelled in an emergency. The deploy­ tion to its 'Hi-Way' range of aluminium staging. The ment of a large parachute of this form on the landing unit is the airportable maintenance tower. approach enables full engine power to be developed at The airportable tower is constructed in six foot low airspeeds to counter the high drag, thereby creat­ stairway lift sections to a maximum platform height of ing a strong slipstream. Because a large proportion of 49 ft. above ground level. The complete unit is the wing is immersed in this slipstream, the lift is sub­ assembled on a demountable steel base with 10 in. stantially increased, and may be further augmented by diameter castors, 'screw down' stability jacks and tow deflecting the slipstream with an efficient flap, to yield bar if required. a very substantial overall reduction in landing speed. 25 tons, the R.F.D. type C lifting bag, which supple­ After touchdown, maximum parachute drag can be ments the Company's existing 8 and 12 ton bags, is selected to brake the aircraft in the usual manner but, designed to meet the special problems incurred in because the parachute is already streamed, the response recovery of larger aircraft. Multi-chamber design pro­ is virtually instantaneous, thereby saving valuable vides greater stability of lift under higher loads. In seconds in the critical early stages of the ground roll. point of fact excellent stability under any load up to A particular feature of the design is that the very 25 tons is one of the leading characteristics of this high aerodynamic loads on the canopy are themselves lifting bag. used to change the configuration whenever rapid Up to eleven superimposed independent inflation response is required. Previous attempts to evolve a chambers are bonded together to form a complete controllable parachute, employed mechanisms which bag assembly. Two further sub-divisions in the top opposed these forces, and were therefore heavy and two compartments allow varied pressure adjustment dangerously slow in operation. to cope with uneven surfaces. Lifting angles of be­ The canopy of the Short parachute is reversible and tween 9 deg. in one plane and 13 deg. in the other are is provided with conventional rigging lines around possible. Each chamber has two inflation/deflation its periphery, gathered to a collar which slides along an valves permitting operation from adjacent sides. Suit­ additional centre rigging line. The latter controls the able transportable inflation equipment is required to position of the canopy apex. Winches within the air­ operate the lifting bag, consisting of compressor, con­ craft tail enable the relative positions of the collar and sole control box and pressure hoses. centre line to be altered by the pilot, thus changing the The lifting capacity of the new lifting bag varies canopy shape as required. with the pressure introduced into the chambers and The main parachute is normally stowed in the tail of the contact area with the aircraft. The maximum con­ the aircraft, and is extracted on the initial landing tact area with the bag at full extension, is around approach by a small pilot parachute. When initially 7,700 sq. in. Lifting capabilities, with esch chamber deployed, the outer rigging lines are slack and the at equal pressure, are as follows: parachute is streamed in a 'collapsed' shape resembling the popular cartoon picture of an umbrella blown at 3 p.s.i. the ba g can lift 22,100 lb. inside out. In the course of the approach, the outer ,, ,, ,, ,, ,, 26,950 lb. rigging lines are progressively drawn in towards the 4 ,, ,, ,, ,, 30,800 lb. aircraft by winding in the collar, whereupon the para­ ,, chute gradually inflates to a partially reefed or 'mush­ ,, ,, ,, ,, ,, 34,650 lb. The adjustable cantilever mounts on one side of the room' shape, having the high drag required to reduce 5 ,, ,, ,, ,, ,, 38,500 lb. tower and can be winched up and down on a roller the landing speed. Upon touching down, the centre and runner mechanism, fitted to the tower, into any line is slackened, freeing the apex constraint, and the 6 ,, ,, ,, ,, ,, 46,20 0 lb. position from approximately 5 ft. above ground level canopy immediately assumes its maximum diameter Maximum lifting height when supported is 7 ft. 6 in., to the maximum platform height of the tower. The to brake the aircraft as rapidly as possible. The main when face and ground are parallel and horizontal. dimensions of the cantilever are 6 ft. long by 2 ft. 6 in. parachute is collapsed towards the end of the ground wide. The cantilever platform has a safe working load roll to avoid damage from ground contact, and is of 400 lb. or two men, on a safety ratio of 6 to 1. retracted into the aircraft tail for repacking on the Fitted to the cantilever, to provide adequate safety to ground. Should an emergency develop at any time in the operators in the event of a cable or winch failure, this cycle of events, the outer lines are slackened and is a positive safety locking mechanism. the parachute instantaneously collapses into the original inverted or low drag shape which will not The airportable maintenance tower is made from embarrass the aircraft's recovery. The complete cycle heat-treated aluminium alloy and is very quickly may then be repeated at successive landing attempts. assembled. A tower of 25 ft. platform height can be This would not be possible with a conventional form erected by two men in approximately 25 minutes, taking of parachute requiring to be jettisoned in an emergency. up an area of approximately 160 cu. ft., and weighing some 1,200 lb. Wind loading of 55 to 60 knots can be sustained by a tower of this nature, although by NEW THREADED INSERT FASTENER adding extra ballast to the base or picketing to the ground, much higher wind speeds can be sustained in An entirely new type of fastener, an anchor nut storm conditions. insert of unique flexibility in a range of thread types, has been announced by Avdel Ltd., Welwyn Garden City, Herts. LANDING PARACHUTE FOR TACTICAL Called the Nutsert, this is an entirely new concept BELFAST in threaded insert fasteners, and can be used in most For a number of years, tail parachutes have been materials, including steel, aluminium alloy, glass used to slow down aircraft after landing, but until now fibre, cast iron, wood and plastics. The Nutsert is a they have not been used in flight to reduce the touch­ blind fastener placed from one side of the work only A stiffened valise fitted with carrying handles pro­ down speed. Because the drag of a conventional vides case of handling and protection whilst in transit. and is an ideal replacement for conventional anchor braking parachute is extremely high, the consequences For jacking operations, a contact cover, 12 ft. by 9 ft. nuts. Skilled labour is not needed and speedy, accurate of accidental release in flight are usually disastrous, made of ½ in. thick Rubazote sheeting, is provided to installation can be carried out with a simple-to- but Shorts have now devised a novel form of parachute avoid direct contact of the bag's top with jagged edges operate tool. for the tactical Belfast which overcomes the problems, or sharp projections on the damaged aircraft. A 3 in. and which radically improves the landing performance foam rubber sheet of similar dimensions can be in­ R.F.D. LIFTING BAGS LIFT COMET IN AN HOUR in complete safety. With its aid, the tactical Belfast can cluded for ground surface protection, used with a IN SUCCESSFUL TEST AT STANSTED AIRPORT land on short airstrips which hitherto could only further ground sheet of 500 polythene film. accept small S.T.O.L. aircraft, thus enabling heavy Five of the new type C inflatable lifting bags Basic dimensions of the lifting bag are as follows: Army equipment to be delivered near the combat area. developed by the R.F.D. Co. Ltd., Godalming, Surrey, Size deflated (flat) 10 ft. x 7 ft. x 6 in. This simple and effective device achieves results com­ successfully lifted a Comet Mk IA in an hour in a parable with the sophisticated boundary layer control simulated salvage operation held at Stansted Airport Size rolled in valise 7 ft. 3 in. x 20 in. x 12 in. and thrust deflexion systems used to augment the lift on April 7. Weight in valise Approx. 350 lb. of large S.T.O.L. transports—but at a far lower cost. Five of the new R.F.D. 20-ton lifting bags were Size fully inflated 9 ft. 6 in. x 6 ft. 6 in. x 7 ft. 6 in. The Short design now makes it possible for the pilot used in the exercise, two under each wing of the Comet to control the drag of a tail parachute by adjustment and one under the fuselage. Capable of lifting up to Contact area Approx. 9 ft. x 6 ft.—7,700 sq. in. June 1965 195

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Jun 1, 1965

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