Propulsion system design with smart vortex generators - download pdf or read online

By S. Farokhi

Airplane layout 1 (1998) 127—143

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The aircraft would be much more uitable for operations over shorter, lOO-mile (l60km) stage lengths, wher there was call for more capacity than the 21-36-seat DC-3 could provide. Seating could be increased by redesigning the interior, only one toilet being provided and only basic galley facilities being needed on the shorter flights. Four-abreast seating for fortyeight passengers, or five-abreast for up to fifty-nine to sixty-five, was offered, galley facilities being completely dispensed with in the den er configurations.

Even before producing its own turboprop d ign, the oviet Union had enjoyed a pectacular propaganda coup, putting its own Tupol v Tu-104 jet airliner into regular service a early as 1956. Even Convair wa de igning its own medium-range jet, the CV600, later redesignated CV880. Although the original Comet models had been in service for barely two years, the airlines that had operated them had been very satisfied. Load factors on routes on which the handful of early Comet Is had been operated had oon been in the high-80-per-cent range, in spite of their having offered only an all-first-class service.

Nonetheless. the resulting delays in the engine certification threatened to disrupt Vanguard production. At least the BEA crews were getting plenty of experience of single-engine flying as more problems presented themselves for correction. usually at the least-convenient moments. The crews also found themselves rewriting the manual regarding relighting the engines at altitude. which was proving to be an unpredictable process in itself. Weather delays in the UK in the early part of 1958 caused the whole programme to be decamped to benefit from the more reliable Mediterranean sun of Malta during April and May.

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Propulsion system design with smart vortex generators by S. Farokhi

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