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Eartoground

Eartoground 38 AIRCRAFT ENGINEERING October 1967 *RESONANCE TRIALS COMPLETED ON CON­ CORDE. Resonance trials on the Concorde 001 pro­ totype were recently completed at the Sud-Aviation factory at Toulouse, Blagnac, in France. The object of these trials, which lasted from 10th August until 10th September, was to measure the vibration characteristics of the airframe structure itself in order to assess its dynamic performance throughout the whole flight envelope. For these tests the aircraft structure was raised on resilient mountings of special design, and was subjected to controlled vibration. The responses were recorded by 600 pickups situated all over the structure. Subsequent scrutiny of the thousands of measure­ ments resulting from these readings enable accurate comparisons to be made against the design calculations and provide information to guard against 'flutter' in flight. The trials are part of the overall programme for Concorde, and the results of these will also apply to prototype 002 under construction by British Aircraft Corporation at Filton. Now that these trials are completed, prototype 001 will enter the last phase of its equipping and furnishing for ground testing. *PROGRESS WITH NIMROD. Two Hawker Siddeley Nimrod prototypes have together completed more than 90 hrs. test flying. Destined for service with R.A.F. Coastal Command in the late 1960s, Nimrod is the first pure jet maritime reconnaissance aircraft in the world. Since its maiden flight, the first Nimrod, powered by four Rolls-Royce Spey turbofan engines, world. With this anticipated growth in air travel, it compartment, and 80 per cent in the coach section. has been joined in the test programme by the second was apparent that the market potential for an inter­ The first-class scats will have a pitch of 38 in. and the prototype. Both aircraft fly from Hawker Siddeley's mediate range airliner of the L-1011 type is approxi­ coach scats will have a seat pitch of 36 in. In the all- Woodford airfield. mately 800 transports. coach configuration, the scat pitch will be 36 in. In service Nimrod can fly at high subsonic speeds, The size of the L-1011 was based upon the know­ for 258 passengers in an eight-abreast seating arrange­ and high altitudes, to the search area, for patrol at low ledge that a 227-300 passenger transport will fulfill 70 ment. When 300 passengers arc carried in the nine- level and at a low speed, followed by a high speed per cent of the free world traffic requirements in the abreast, economy configuration, the scat pitch will return to base. Flight tests made so far have been con­ 1970s and beyond. Airline traffic growth will be be reduced to 34 in. Underneath the passenger cabin fined to these important cruise and search conditions. seriously constrained by 1975 unless greater capacity is an area of 3,035 cu. ft. for baggage and cargo. A Low level tests have included flights out to sea, with aircraft arc provided. The congestion at airports maximum of 30,350 lb. can be carried in nine bins. the two outboard engines shut down for the slow speed alone will reduce growth because of the limitations on Sea-level pressure will be maintained up to a flight search role. The engines can be relit rapidly for the flight frequency. altitude of 22,000 ft. At the service ceiling of 42,000 ft., fast return flight. The L-1011 will use three high bypass ratio turbo- the cabin pressure altitude will not exceed 8,000 ft. When it enters service Nimrod will have an 11-man fan engines. Each engine is rated in excess of 33,000 lb. Cabin temperature will be maintained at 70 deg. to crew, and their onboard facilities will include a galley thrust. The engines being offered in this thrust cate­ 75 deg. Fahrenheit. For emergency use, a simple and a rest area. Detection equipment will be fitted in gory include: the Pratt & Whitney JT18D, the solid-state oxygen system will be provided in self- the main cabin, and operational equipment and weapons General Electric CF6/34, and the Rolls-Royce RB. contained units at each scat. The oxygen will remain in in a pannier under the fuselage. The aircraft is equipped 211-06. Each of these engines uses a large fan stage a solid state until the system is activated electrically. with a fully integrated avionics system for navigation, to bypass four times as much air as earlier turbofan This is a new system that has never been used in search and attack, and can carry a wide range of engines. commercial transports. weapons. In addition to its maritime reconnaissance At the design range of 1,850 n.m., the L-1011 will role, the Nimrod can be used for trooping. Despite the large number of passengers, the L-101 F carry a payload of 50,400 lb. including 227 passengers will require only 20 minutes to make a turnaround at and 5,000 lb. of baggage and cargo at high speed intermediate stops and 30 minutes at terminal airports. *LOCKHEED AIRBUS UNVEILED. The con- cruise. Much ground service, maintenance, and all refuelling cept for the Lockheed L—1011 began to take form early On a transcontinental flight, 2,500 n.m., the airliner will be accomplished from below the aircraft. in 1966 after exploratory discussions with airline will carry a payload of 45,500 lb. at long range There arc four integral fuel tanks in the wing with officials. The firm investigated 66 different configura­ cruising speed. The aircraft has a maximum payload a centre section mounted through the lower fuselage tions on paper and with computers, before the present of 60,000 lb. at shorter ranges. with an outer panel on each side. The wing area totals design was finalised. The timing for such a transport The passenger cabin is 235 in. or 19·6 ft. wide, 57 3,150 sq. ft. The wing is swept back 32 deg., and it was given the most serious consideration by Lockheed per cent wider than jet transports now in service, with has an aspect ratio of 6·9. officials because it has a direct bearing on the antici­ a floor area of 2,100 sq. ft. Double-slotted Fowler flaps on the trailing edge, pated growth of air travel. Lockheed has shown three basic interior seating Krucger-type leading edge flaps inboard, and slat- The range of projected average annual growth for arrangements. In the mixed-class arrangement, 20 type flaps outboard on the wing help to assure the 1967-1980 period is 10 to 11 per cent in the free per cent of the 227 passengers will be in the first-class medium-size airport capability. Spoilers on the upper surface will assist in roll control, serve as air brakes, and as lift dampers. Aluminium will be used as the basic metal in the structure of the L-1011. However, use will be made of steel alloys, titanium, corrosion-resistant steels, and other metallic and non-metallic materials to provide weight saving and assure long fatigue life. The aero­ plane has been designed for a minimum service life of 50,000 hours. At maximum take-off weight of 320,000 lb., under standard-day conditions, the L-1011 will need only 7,650 ft. to clear a 35 ft. obstacle at sea level. Take-off speed is 149 knots. The aircraft will need only 5,680 ft. to land. At maximum landing weight of 265,0001b., the L-1011 will land at 131 knots. The L-1011 will have a maximum rate of climb at normal rated power of 3,500 ft./min. and will cruise at 515 knots at 24,000 ft. http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

Eartoground

Aircraft Engineering and Aerospace Technology , Volume 39 (10): 1 – Oct 1, 1967
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb034303
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Abstract

38 AIRCRAFT ENGINEERING October 1967 *RESONANCE TRIALS COMPLETED ON CON­ CORDE. Resonance trials on the Concorde 001 pro­ totype were recently completed at the Sud-Aviation factory at Toulouse, Blagnac, in France. The object of these trials, which lasted from 10th August until 10th September, was to measure the vibration characteristics of the airframe structure itself in order to assess its dynamic performance throughout the whole flight envelope. For these tests the aircraft structure was raised on resilient mountings of special design, and was subjected to controlled vibration. The responses were recorded by 600 pickups situated all over the structure. Subsequent scrutiny of the thousands of measure­ ments resulting from these readings enable accurate comparisons to be made against the design calculations and provide information to guard against 'flutter' in flight. The trials are part of the overall programme for Concorde, and the results of these will also apply to prototype 002 under construction by British Aircraft Corporation at Filton. Now that these trials are completed, prototype 001 will enter the last phase of its equipping and furnishing for ground testing. *PROGRESS WITH NIMROD. Two Hawker Siddeley Nimrod prototypes have together completed more than 90 hrs. test flying. Destined for service with R.A.F. Coastal Command in the late 1960s, Nimrod is the first pure jet maritime reconnaissance aircraft in the world. Since its maiden flight, the first Nimrod, powered by four Rolls-Royce Spey turbofan engines, world. With this anticipated growth in air travel, it compartment, and 80 per cent in the coach section. has been joined in the test programme by the second was apparent that the market potential for an inter­ The first-class scats will have a pitch of 38 in. and the prototype. Both aircraft fly from Hawker Siddeley's mediate range airliner of the L-1011 type is approxi­ coach scats will have a seat pitch of 36 in. In the all- Woodford airfield. mately 800 transports. coach configuration, the scat pitch will be 36 in. In service Nimrod can fly at high subsonic speeds, The size of the L-1011 was based upon the know­ for 258 passengers in an eight-abreast seating arrange­ and high altitudes, to the search area, for patrol at low ledge that a 227-300 passenger transport will fulfill 70 ment. When 300 passengers arc carried in the nine- level and at a low speed, followed by a high speed per cent of the free world traffic requirements in the abreast, economy configuration, the scat pitch will return to base. Flight tests made so far have been con­ 1970s and beyond. Airline traffic growth will be be reduced to 34 in. Underneath the passenger cabin fined to these important cruise and search conditions. seriously constrained by 1975 unless greater capacity is an area of 3,035 cu. ft. for baggage and cargo. A Low level tests have included flights out to sea, with aircraft arc provided. The congestion at airports maximum of 30,350 lb. can be carried in nine bins. the two outboard engines shut down for the slow speed alone will reduce growth because of the limitations on Sea-level pressure will be maintained up to a flight search role. The engines can be relit rapidly for the flight frequency. altitude of 22,000 ft. At the service ceiling of 42,000 ft., fast return flight. The L-1011 will use three high bypass ratio turbo- the cabin pressure altitude will not exceed 8,000 ft. When it enters service Nimrod will have an 11-man fan engines. Each engine is rated in excess of 33,000 lb. Cabin temperature will be maintained at 70 deg. to crew, and their onboard facilities will include a galley thrust. The engines being offered in this thrust cate­ 75 deg. Fahrenheit. For emergency use, a simple and a rest area. Detection equipment will be fitted in gory include: the Pratt & Whitney JT18D, the solid-state oxygen system will be provided in self- the main cabin, and operational equipment and weapons General Electric CF6/34, and the Rolls-Royce RB. contained units at each scat. The oxygen will remain in in a pannier under the fuselage. The aircraft is equipped 211-06. Each of these engines uses a large fan stage a solid state until the system is activated electrically. with a fully integrated avionics system for navigation, to bypass four times as much air as earlier turbofan This is a new system that has never been used in search and attack, and can carry a wide range of engines. commercial transports. weapons. In addition to its maritime reconnaissance At the design range of 1,850 n.m., the L-1011 will role, the Nimrod can be used for trooping. Despite the large number of passengers, the L-101 F carry a payload of 50,400 lb. including 227 passengers will require only 20 minutes to make a turnaround at and 5,000 lb. of baggage and cargo at high speed intermediate stops and 30 minutes at terminal airports. *LOCKHEED AIRBUS UNVEILED. The con- cruise. Much ground service, maintenance, and all refuelling cept for the Lockheed L—1011 began to take form early On a transcontinental flight, 2,500 n.m., the airliner will be accomplished from below the aircraft. in 1966 after exploratory discussions with airline will carry a payload of 45,500 lb. at long range There arc four integral fuel tanks in the wing with officials. The firm investigated 66 different configura­ cruising speed. The aircraft has a maximum payload a centre section mounted through the lower fuselage tions on paper and with computers, before the present of 60,000 lb. at shorter ranges. with an outer panel on each side. The wing area totals design was finalised. The timing for such a transport The passenger cabin is 235 in. or 19·6 ft. wide, 57 3,150 sq. ft. The wing is swept back 32 deg., and it was given the most serious consideration by Lockheed per cent wider than jet transports now in service, with has an aspect ratio of 6·9. officials because it has a direct bearing on the antici­ a floor area of 2,100 sq. ft. Double-slotted Fowler flaps on the trailing edge, pated growth of air travel. Lockheed has shown three basic interior seating Krucger-type leading edge flaps inboard, and slat- The range of projected average annual growth for arrangements. In the mixed-class arrangement, 20 type flaps outboard on the wing help to assure the 1967-1980 period is 10 to 11 per cent in the free per cent of the 227 passengers will be in the first-class medium-size airport capability. Spoilers on the upper surface will assist in roll control, serve as air brakes, and as lift dampers. Aluminium will be used as the basic metal in the structure of the L-1011. However, use will be made of steel alloys, titanium, corrosion-resistant steels, and other metallic and non-metallic materials to provide weight saving and assure long fatigue life. The aero­ plane has been designed for a minimum service life of 50,000 hours. At maximum take-off weight of 320,000 lb., under standard-day conditions, the L-1011 will need only 7,650 ft. to clear a 35 ft. obstacle at sea level. Take-off speed is 149 knots. The aircraft will need only 5,680 ft. to land. At maximum landing weight of 265,0001b., the L-1011 will land at 131 knots. The L-1011 will have a maximum rate of climb at normal rated power of 3,500 ft./min. and will cruise at 515 knots at 24,000 ft.

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Oct 1, 1967

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