An experimental investigation of air cargo densities and some other operational factors related to transport aircraft fuselage design. - Page 100 |
Save page Remove page | Previous | 100 of 115 | Next |
|
small (250x250 max)
medium (500x500 max)
Large (1000x1000 max)
Extra Large
large ( > 500x500)
Full Resolution
All (PDF)
|
This page
All
|
80
C-133, in which the doors are installed ornder the upswept
tail. Divided horizontally in the middle, the bottom half
of the door swings down to form a ramp, and the upper por- i
tion swings up flush with the top of the cargo compartment j
thus allowing a maximum door size access. ;]I
The design-point range. Closely allied to the fuse-!
lage size, yet somewhat apart when considering performance,j
is the matter of the design-point range. An aircraft, due 1i
to structural and power limitations and aerodynamic fea- j
jtures, ean lift a certain maximum load and it can carry j
this maximum load a certain range measured in flying hours. i
I But if the aircraft is to travel further than this maximum ; i 1 iJ
j distance with the maximum load, it can do so only by j
jexchanging payload for fuel. If the payload-range curve is;
plotted, somewhere along the curve will lie the design-
| !point range.
j Shown in Figure 12, is the payload versus range
tiplots of nine different turbo-prop aircraft investigated as
Ia part of the Rand project. On the payload-range curves,
tthe sloping lines through the design points are lines of
jconstant take-off weight which show the results of exchanging
fuel and payload. The lines of const suit payload show
the greatest loads that the airplanes are designed to
carry. In the Rand study these capacity payloads are
i
limited by wing strength with the airplanes loaded to maxi-
Object Description
Description
| Title | An experimental investigation of air cargo densities and some other operational factors related to transport aircraft fuselage design. - Page 100 |
| Repository email | cisadmin@lib.usc.edu |
| Full text | 80 C-133, in which the doors are installed ornder the upswept tail. Divided horizontally in the middle, the bottom half of the door swings down to form a ramp, and the upper por- i tion swings up flush with the top of the cargo compartment j thus allowing a maximum door size access. ;]I The design-point range. Closely allied to the fuse-! lage size, yet somewhat apart when considering performance,j is the matter of the design-point range. An aircraft, due 1i to structural and power limitations and aerodynamic fea- j jtures, ean lift a certain maximum load and it can carry j this maximum load a certain range measured in flying hours. i I But if the aircraft is to travel further than this maximum ; i 1 iJ j distance with the maximum load, it can do so only by j jexchanging payload for fuel. If the payload-range curve is; plotted, somewhere along the curve will lie the design- | !point range. j Shown in Figure 12, is the payload versus range tiplots of nine different turbo-prop aircraft investigated as Ia part of the Rand project. On the payload-range curves, tthe sloping lines through the design points are lines of jconstant take-off weight which show the results of exchanging fuel and payload. The lines of const suit payload show the greatest loads that the airplanes are designed to carry. In the Rand study these capacity payloads are i limited by wing strength with the airplanes loaded to maxi- |
