FLIGHT International, 18 October 1973 630-631

AIR T R A N S P O R T

ALF 502H TURBOFAN

• Seven-stage axial/single-stage centrifugal compressor.
• "Folded" reverse-flow annular combustor.
9 Two-stage air-cooled turbine directly coupled to the compressor shaft.
• Two-stage uncooled fan-drive turbine: the drive extends forward
through the hollow compressor shaft to the fan reduction gear.
• Single-stage fan with additional core-engine supercharger stage.
• Single-stage planetary helical reduction gear transmits power from
turbine to fan.
• Accessory drive (from the power producer) externally mounted on the
lower fan shroud to ensure easy access to engine-driven accessories.
0 Modular construction.
• Designed for 10,000hrTBO.
Take-off thrust (sea level, static 15C/59F day) 6,5001b, 2,950kg
Bypass ratio 6-1:1
Length 56-8in,1-44m
Height 52-5in, 1-33m
Weight 1,2451b, 565kg

and cargo pallets of up to 108inX88in may be carried if Major factors contributing to reduced costs in these areas
the optional cargo door and strengthened floor are include simplicity in all systems design and structural
fitted. Below-floor baggage volume is a generous 500 cu ft jointing areas—no stringer/frame cleats on fuselage and
and an inflated main wheel or engine module can be simplified wing/fuselage joint, with only a single joint
carried in the forward hold, with its 53in-wide door. in the top wing skin.
Noise will have an increasing effect on the operational Maximum standardisation of parts is adopted wherever
flexibility of aircraft and to this end the 146-100 will have consistent with low cost—all six lift-dumpers are identical,
an overall 90PNdB noise footprint smaller than that of the engine pylons are common, both wing spoilers are
the turboprops which it will replace. The approach foot- identical, all four engine pods are interchangeable, flap
print will be about the same, but the superior climb tracks and many undercarriage elements are non-handed
gradient will ensure that the take-off over-flying footprint and seat rails are positioned so that all floor panels in the
will be smaller. parallel section are identical.
Economics Low noise could have a beneficial impact on The airframe structure is designed for long service life
146 economics, with noise legislation continuing to clamp under intensive short-haul utilisation. Conventional and
down on the noisier aircraft. In general terms the direct widely available materials, at moderate stress levels, are
operating cost per flight on short stages should be 15 used.
per cent to 20 per cent below that of current short-haul The entire airframe structure is designed on the fail-
jets in widespread service, while per-seat DOCs should safe philosophy, with duplication of load paths and
be some 10 per cent to 15 per cent below those of twin bonded crack-stoppers where appropriate; fail-safe fuselage
turboprops. Particular attention has been paid to design- frames can contain a skin crack well in excess of one
ing an aircraft optimised for profit on 100-mile to 200-mile frame pitch in length.
stages. Reduction of flight-cycle-dependent costs has
therefore been a prime objective. On a 150 n.m., 280km Design philosophy
stage with a 2,750hr utilisation the DOC distribution is
approximately: engineering, 22 per cent; fuel and oil, Extensive use of metal-to-metal bonding reduces the
26 per cent; crew, 18 per cent; annual costs, 34 per cent. number of rivet holes, to give improved fatigue resistance,
Engineering costs are being held down by simplifica- and well proven corrosion protection techniques are used.
tion, reduction in the number of parts whenever possible Fatigue testing will demonstrate 80,000 crack-free flights,
and use of off-the-shelf components. giving a guarantee of least 40,000 crack-free flights in
Annual costs—amortisation, insurance, interest charges service and an economic repair life of 60,000 flights. The
and spares—are held down by a relatively low first cost. landing gear is to be tested to 200,000 landings.
Structure The 8ft 8in-diameter pressurised fuselage is of
" conventional skin/stringer construction but with the
US. 14S BASIC D A T A cockpit section and tail cone stringerless. Top-hat-section
Span •86ft 6in 26 ; 36m
stringers are Redux-bonded to the copper-based alloy
Length 85ft 10in 26-16m skins above the keel area. Open Z-section stringers are
Height 27ft 11 in 8-51m "wet" assembled with Thiokol and riveted to the skin
Wing •in the keel area. Skins are chemically etched to reduce
Gross a r e a 832sqft 77-3m2
A s p e c t ratio 9-0:1 stress levels. Frames are built-up pressings except for
Quarter-chord sweep 15° the main wing/undercarriage location frames, which are
Anhedral 8° machined from the solid. The fin and tailplane use etched
Fuselage
External diameter 11ft 8in 3-56m
skins and bonded top-hat stringers. The wing-root fairing
Ground clearance 2ft 2in 0-66m is of Nomex honeycomb sandwich, as are the majority
Cabin length 50ft 7in 15-42m of control surfaces.
Entry d o o r s
Height 6ft 3in 1-91m
The wing uses,machined, tapered panels top and bot-
Width 2ft 8in 0-81m tom. The top skin is in zinc-based alloy for compressive
Sill height 6ft 4in 1-93m strength, the lower in copper-based material for the best
Cargo compartment volume fatigue resistance. There is no magnesium in the prime
Front 265 cu ft 7-50m3
Rear 252 cu ft 7-14m3 structure. Engine pylon support ribs are machined integ-
Total 517 cu ft 14-64m3 rally with the wing. ^Outboard of the engines the leading
Fuel capacity 2,220 Imp gal 10,090lit edge has a double skin, for de-icing hot air.
2,664 U S gal
Design speeds
The undercarriage is of the twin-wheel levered suspen-
VMO 315kt C A S 584km/hr C A S sion type with a trailing axle beam. It is made in light
MMO MachO-7 alloy to avoid complicated machining operations on steel
T y p i c a l cruise s p e e d 425kt T A S 788km/hr T A S and is therefore slightly bulkier than would otherwise
at 22,000ft at 6,700m
be the case. Its wide track is determined by the *2g turn