o ua

RAV R

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DECEMBER 1, 1951

CONSOLIDATED VUL TEE SAN DIEGO, CALIFORNIA

VOLUME III Number 8

 r

Convair has made a careful study of interior window frames, magazine racks, consoles,
lining and trim materials for the Convair-Liner etc. Screws can be drawn tight with no danger of
340. With the many new decorative plastic mate- fracture.
rials now on the market, making a selection was Kalistron, a product of Deco Plastics
not an easy ' task. The materials decided upon Inc., is a t ·ransparent flexible material that is
were chosen with an eye to beauty, durability, formed of a special vinylite plastic with the desired
ease of handling, and resistance to stains and soil. color fused to the underside by a special process
Important too, was to find products that were that produces richness and depth. The color is then
lightweight as well. The materials selected embody protected by a suede-like backing.
all of these desirable features and result in an Another variation in the use of transparent Kal-
appreciable weight saving over those used in com- istron lies in fusing to the underside actual wood
parable applications in the Convair-Liner 240. veneers, patterns, designs, photo or art murals,
The following paragraphs describe briefly the and the like, with suede-back flocking, thus mak-
products selected for the various uses in the ing one complete fabric. Not only does it add
Model 340. richness to the design but it provides a protective
Royalite, a product of U. S. Rubber Company, coating that preserves the original pattern or rep-
is neither a rubber nor a plastic but combines many resentation.
desirable characteristics of both synthetic rubber The vinylite surface makes the material prac-
and plastic. It is a versatile material for which tically mar-proof, assuring resistance to scuffs,
many and varied uses have been found in the scratches, and stains. It shows exceptional resist-
Convair-Liner 340. It will not stain, spot, or ance to the effects of sunlight. It is waterproof,
streak, even in salt water. It is outstanding for stain-resistant, and can be easily cleaned. Because
its toughness, being highly resistant to impact, it is soft and pliab!e and easy to fabricate, it is
abrasion, and fracture. It is used in rigid and used for upholstering crew members' seats.
flexible applications throughout the airplane and Goodallite, a product of Goodall Fabrics; Inc.,
can be produced in almost any color. The finish is a textured plastic material that is available in
can be smooth, grained, or patterned. It is easily a variety of colors and designs. This product can
punched, drilled, and sawed, and can be formed be used in the same applications as Kalistron. Like
into intricate shapes. Kalistron it is resistant to fading, abrasive wear,
One of the most outstanding uses of Royalite and spots, and is easily cleaned with soap and
is in the pilots' compartment overhead. It is pre- water.
formed so that it fits the fuselage contour. By Vinyon, a product of Flightex Fabrics, Inc., is
remov ing a few screws, the formed sections can used in the headlining. It is a synthetic material
be low ered or completely removed for easy access spun from a solution of copolymerized vinyl chlor-
to the electrical wiring in the overhead. ide and crylo-nitrile, with color added by a light
Another a pplication in the 340 is in the wain- coating process. It has elastic memory so tha t it
scoting in the p assenger compartment. In this returns to its original tension after severe deforma-
a pplic a tion , sufficientl y flexible Royalite panels tion, yet is dimensionally stable in that it does not
a re used t o permit r ea dy installation. Because it is shrink or stretch with changing moisture con-
easily formed, it is used in such applications as ditions. It is non-absorbent, making sta ins, grease,

•
86
December 1, 1951 Convair Traveler

and grime easy to It is unaffected by ex- Floor coverings, in addition to fine grade car-
treme low or high temperatures, and has good peting in the passenger compartment, consists of
acoustical characteristics. Durug (a product of Duracote Corp.) and Rug
Another overhead lining that is available is Top Avtrim (made by B. F. Goodrich). Both ma-
Dynel; also a product of Flightex Fabrics, Inc. terials are wear and scuff resistant. They are un-
It has the appearance and feel of fine wool but affected by moisture, oils, greases, and most acids
is superior in that the low moisture pick-up of and alkalis, and are easy to clean. Dirts are not
the fibers makes it difficult to stain or spot. It is ground in and "spotting" is unnecessary since the
virtually unaffected by such strong chemicals as material is highly non-absorbent. The effective
hydrochloric acid, sulphuric acid, and sodium styling of these materials simulate grains that, at
hydroxide. It is immune to mildew, moths, and first glance, can be mistaken for actual wool
fungi. carpeting.

ON THE COVER

Pictured on the cover is an artist's con- Initially they will be powered with 3000-
ception of the Convair-Liner 340 with turbo- horsepower Allison T -38 gas turbine engines.
props. Structural provisions will be made for easy
The successful flight-testing of the 44-pas- installation of advanced Allison turboprop
senger Convair-Liner 340 plus the fine per- engines with higher horsepower ratings as
formance of the Convair Turboliner have soon as they become available.
interested the Air Forces in the possible ad- Pressurization will provide training condi-
vantages that could be obtained from a com- tions that will simulate actual military mis-
bination of these two airplanes. As a result, sions in modern high-altitude bombers.
a number of Convair's 44-passenger 340 com- First delivery of the new planes will be
mercial transports with turboprops have been accomplished in a relatively short time since
ordered by the Air Forces for test purposes. the design was developed from the T -29 and
Three configurations will be built: a basic Convair-Liner 340, both of which are in cur-
airplane without special equipment, a bom- rent production at Convair.
bardier trainer, and a third type that will Convair-Liner 340s may be converted to
contain the latest electronic equipment and use turboprops when they become available
instruments. for commercial use.

Copyright 1951
The TRAVELER Consol idated Vultee Aircraft Corporation December 1, 1951
Son Diego, California

A digest of Convair-Liner operation and service published monthly by Convair in the interest of Convair-Liner operators and for
the promotion of sales and service. Communications should be addressed to Chief of Service, Convair, San Diego 12, California.
F. W. Fink, Chief Engineer J. J. Alkazin, Chief of Service G. S. Hunter, Editor
Th e information published in the Convair TRAVELER is to be conside red accurate and authoritative as for os Convair approval is concerned .
CAA approval, is nO.t to be implied unless specifica lly noted . Airline personnel are therefore advised that use of this material may
be restricted by their respective company policies or by CAA publications. Permission is hereby \jranted to republish any information here pre-
sented, but It IS suggested that the material be verified with Convair to insure that it conforms wit h latest changes and developments.

VOLUME III Number 8

87
..
/ ,

A maintenance tralnmg course has

been set up by Convair's Service En-
gineering Department for the familiari-
zation and training of Convair-Liner Model 240s will want their personnel
340 customer personnel. The staff of to take advantage of the full course to
instructors is made up of a carefully acquaint them with, for example, Con-
selected group of Engineers and Field vair's configuration of the R-2800 en-
Service Engineers from within the or- gine, reversible propellers, and pres-
ganization. The instructors have had surization.
many years of experience in all phases Individual operators' trainees are
of aircraft work including engineering, scheduled so that they will be able to
field operation, and manufacturing pro- receive training in individual classes.
cesses. Their maintenance experience on In addition, this will permit the instruc-
the Convair-Liner 240 and their close tors to devote the entire course to the
contact with the design and fabrication one model airplane. Where it is neces-
of the Convair-Liner 340 mock-up and sary for maintenance trainees from dif-
prototype befits them for this assignment. ferent organizations to attend classes to-
A wide range of subjects is offered, gether, every effort will be made by the
and schedules are flexible enough to instructors to insure that adequate ap-
meet the needs of airline personnel who plicable information is offered.
require either general or specialized Several hours of each subject lecture
training. wil1 be devoted to conducted tours of
The schedule is so arranged that the flight and assembly lines. On these tours
operator may send trainees in one or the trainee will not only become familiar
more phases of maintenance. Since some with the airplane as a whole, but will
340 customers are already operating be able to observe manufacturing and
Convair .240s, their maintenance per- fabrication details as well. The entire
sonnel may require instruction only on cO'urse will run four forty-hour weeks
those systems that differ from the 240. and will cover seven major subjects.
Operators can schedule their personnel Patterns of instruction are formulated
for one or more required classes, as de- for the practical man who requires an
sired. Convair-Liner 340 customers immediate understanding of the features
operating flight equipment other than of the airplane he is to service.

",
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I
I

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....
December 1, 1951 Convair Traveler

To assist the instructors and also help the vair-Liner 340 will be available. In addition to
trainee to understand quickly and easily the providing more effective methods of illustrating
mechanisms and diagrams, considerable emphasis system functions, the slides eliminate the need for
is placed on visual training aids. One of these train- cumbersome wall charts.
ing aids is the Visual-Cast projector, a method Another form of visual training will utilize
whereby schematics or flow diagrams are projected dynamic and animated mock-ups. Several operable
on a large screen in a normally-lighted room. The cutaway components will also be used to show
instructor can outline a system function merely system and component function.
by placing a transparent sheet over the visual Classes will run from 8: 00 AM to 5: 00 PM,
aid slide and tracing the system with a grease Monday through Friday, and the first class is
pencil or a ball point pen. With this device, the tentatively scheduled to start January' 7, 1952.
instructor can hold the groups' attention Model 340 Maintenance Manuals will be used as
he faces the group and no part of the picture is the basic text. To supplement class room lectures
obstructed during the projection. Should he desire and discussions, those taking part in the courses
their undivided attention to further some phase will use a Maintenance Manual and an instructors'
of the subject, he removes the subject matter by guide. An appropriate certificate will be issued to
covering the transparency. each trainee upon successful completion of the
Slides of all the important systems in the Con- course.

The illustrations and chart on pages The graph in the upper right-hand corner of
90 and 91 show the basic water lines, figure 1 locates four beltframe stations and gives
beltframe stations, and buttock lines the contours at these points, this information being
of the Convair-Liner 340. The sketch supplied in the chart.
immediately below the beltframe stations diagram To use the chart for plotting the contour of
of figure 1 shows the basic water lines, plus the station 9, for example, proceed as follows:
constant section, or that portion of the fuselage
between stations 182.5 and 679 that is uniform 1. Locate B.L. 0 and W.L. 65.55.
in dimensi()n. (The shaded area is contoured for 2. Locate B.L. 10 and W.L. 63.42.
which W.L. and B.L. offsets are provided in the 3. Locate B.L. 14.56 and W.L. 60.
chart.) The radius of the constant section is
4. Locate B.L. 16.97 and W.L. 56.5.
56.5. The center line of this radius is shown on
the chart. The same radius center line holds for 5. Radius for station 9 is 18.94, which is to be
all stations aft of 679, since that portion of the located at W.L. 47.46.
fuselage is also symmetrical. The radii from 6. Using this radius, draw an arc from the
stations 9 to 182.5 vary on the lower surface. center line to the first connecting point, which is
These radii are given in the accompanying chart. the mark made at B.L. 16.97 and W.L. 56.5.
The illustration at the right-hand side of the 7. Connect remaining location points by draw-
chart shows the exact point of intersection of ing a line through them.
water lines and buttock lines with relation to the
stringer and skin. The point of intersection is that Note
point inside the fuselage skin where the buttock The sketch in the upper left-hand corner
line, the heel of the horizon tal stringer, and the shows Water Lines and Buttock Lines as
water line intersect. well as Horizontal Stringer locations.

89
 Decem ber 1, 1951
Convai r Travel er

'".,;
N
.0
M

0 '"
.:!

of all Water
Base line of fuselage is taken at Water Line O. Planes
Lines are parallel to horizonta l base line.

Vertical of fuselage is 0 Buttock Line. Planes of all Buttock Lines

are parallel to vertical plane.

al axis of semi-
Hori%onta l Stringers are opprox . parallel to longitudin
.
monocoqu e fuselage. Stringers ore numbered as indicated

WAT ER LINE AND BUTT OCK LINJ

64 78 92 109 125
9 26 42 59
Station (in inches)
WATE R L
98.70 104.Jl 107.38 109.75 111.21
65 . 55 74.Jl 77 . 86 80.03
B.L. 0
103.06 106.25 108.69 110.2
63.42 73.76 77.52 79 . 68 94.75
B.L. 10 (Win<lsh ield)
78.94 99.75 1 03.28 105.84 107.4
71.16 76.09 78 . 34
B.L. 20 102.5
75 . 08 75.80 93.82 97.92 101.01
71.66
B.L. 30 93 . 7
65.75 67.87 89.75
B.L. 40 54.0
44.09 46.86 49.84 52.27
B.L. 50
BUTTO CK I
22.21 31.85 36. 38
W.L. 70 48.50
36.81 41.44 38. 28 41.09 44.69
14. 56 29.40
W .L. 60
16.97 30.16 37.34 42.04 43.48 46.22. 49.27 51.89 53b
W.L. 56. 5 {
RADI I FOR DETE RMIN ING WAT ER LINE AND BU
92 109 125 158.25 17 6.
26 42 59 76
Sta tion (in inches) 9
9 to station 182 . 5)
(Not e : Radii shown are lower sur/ace only from station
49.96 52 . 31 54.035 56. 08 56.
18.94 30.67 37.65 42 .99 47.035
Radii 56.
53 . 08 54.05 54.87 55 .48 56.305
47.76 49 . 10 50.50 51.88
W .L. Height of R a dius
776
Sta tion
681 698 712 730 745 760
50.47
\...., --
48.
56.49 56. 14 55.43 54. 00 52.40
Radius
56.5 ..
W .L. H eight of Radius
Figure
90
 December 1, 1951 Convair Traveler

n 100
95 - -
90 \

-
915 1\
85 1\
924 STA 64
80 r-
933 TA 42
1.32
75
70 - r'\ STA 26- -
65 \ STA 9- -
60
........ t-- 1\ \ :\
\ \
55
W.L 50 !I
45
40 / I I
35
I
./" II I
30 J /
25 ./ V V
20
,/ V /
.... ....-'1-'" V
15
V
10
-

m
5
I

W.L . 113 o
o 10 20 30 40 50 60
-----r- -W.L.56.5 B.L.
-, ' ----W.L.O
\£ OF STA STA
RAOIUS
182.5 679

All con"t ours are to the

inside of fuselage skin.

INE OFFSETS FOR SHADED AREA

125 140 158.25 176.5 STR INGER
ER LINES
111.22
110. 24
112.12
111.215
112.74

111.845
112.965
112.075
BELT FRAME
/
107.435 108.38 109.025 109.315
102.55 103.30 103.975 104.35
93.78 94.975 95.875 96.36
54.02 80.065 82.12 82.73

)CK LINES
74.74 53.51 54.455 54.83 I

5;'72 55.05 55.93 56.35 /

n
53 j 79 55.19 56.075 56.46

LINE OFFSETS (EXCEPT SHADED AREA)

176.5 182.5 - ..- - - - - - - - Constant Section --------679

56.46 56.5 ... Constan t Section .. 56.5

56.48 56.5 .. Constant Sectiori .. 56.5

798 836 875 889.25 897 906 915 924 933 941.32 950
48.00 44.12 35.95 25 .8 9 21.84 19.55 16.83 14.03 11.15 8.22 5.45
Constant Water Line Center Point .. 56.5

lure 1. 91
Convair Traveler December 1, 1951

T
HE CONVAIR-LINER 340 door utilizes the
same basic main entrance door and co-acting
folding stairway that was a distinguishing
feature of the Model 240 airplane.
Many improvements, as a result of service exper-
ience acquired with large fleets of Convair-Liner
240s, have been incorporated in the new integral
to the stairway. Micarta rollers, between which
door and stairway. To make the airplane more
the stair rail track moves, are installed at the top
useful to the operator, the stairway has been lo-
to prevent binding of the stair rail, which could
cated on the left-hand side of the airplane, for-
result from an inadvertent pull near the upper
ward of the propeller plane. This location will
end of the rail. The stair rail rollers move freely
facilitate utilization of the operators' present
along the track.
ground handling facilities.
The stairway structure, including the steps,
The door and stairway installation on the 340
risers, side rails, fairings, and handrails, is con-
is completely hydraulic in lieu of the hydraulic
structed of magnesium and 24ST aluminum alloy.
door with air boost as used on the Model 240.
(See figure 2.) Unlike the door and stairway installation on
the Model 240, the 340 door and stairway do not
The door opening covers approximately the
move in unison. In closing, for instance, the stair-
same area as that on the 240, the dimensions being
way is first raised and locked in the UP position;
36 Yz inches wide by 83 inches high. The door
then the door is lowered. This eliminates the close
structure and inner and outer skin are fabricated
tolerances and closely synchronized action that was
from 24ST aluminum alloy, hinged with two steel
necessary for proper operation of the 240 door.
piano hinges at the top.
The door actuating mechanism consists of two
The door is pressure -sealed by a new type self-
actuating cylinders ... one each for the door and
energizing synthetic rubber seal that is easily in -
stalled. Aluminum alloy extrusions riveted around
the periphery of the door are the retainers for the
seal. Simplicity of installation of the new seal is
stairway . . . a relief valve, variable restrictors,
sequence valves, latching mechanisms, and the
connecting tubing and linkage. The relief valve
c
illustrated in the October 1, 1951 issue of the protects the system from gusts or manual override.
TRAVELER. The door and stairway actuating cylinders each
have a variable restrictor that is an integral part
The stairway is in two sections: The upper sec-
of the cylinder . The speed of operation of the en-
tion is mounted on a pivot shaft (at wa·t er line
trance door and stairs may be adjusted by setting
10.64) that is supported by assemblies attached
the restrictor, which is set at the factory to
to the fuselage structure, one on each side of the
obtai.'1 5 operation at normal tempera,-
entrance way. The lower section of the stairway
is connected to the upper section at two pivot tures. The mechanism is designed to operate at
points. This permits the lower section to swing temperatures from - 40 ° F to +140 °F.
downward (jack-knife) as the stairway is raised The mechanically-operated sequence valves con-
or lowered. (Figure 3 illustrates the three positions trol the sequence of operation for the door and
of the stairway.) stairway and are designed into the linkage for
The stairway . handrail is in four sections. Fold- positive over-travel before sequencing.
ing and unfolding of the stairway is accomplished The latch mechanisms are located in the fusel-
by utilizing the handrail sections as tension tubes age and are operated from the insic1e of the air-
operating in conjunction with a pair of spring- plane by a handle similar to that used on the
loaded telescoping tubes. These spring tubes are Model 240. Figure 4 illustrates the typical hook
connected at the center pivot assembly of the latch, secondary pin and lock-plate, and the inter-
railing. The pivot is mounted on the upper end of lock.
the large fairing that is attached to the upper The main entrance door and stairway are oper-
section of the stairway. The spring tube assembly ated by hydraulic power derived from the landing
passes over the stair-folding pivot when the stair gear DOWN line or by the auxiliary hydraulic
moves from the folded to the unfolded position. pump. When the main system is in operation, the
In so doing, the spring tube furnishes a positive door receives pressure from the landing gear
moment, tending to hold the stairs folded when DOWN line to prevent operation in the air and
UP, or unfolded when DOWN. to keep pressure off the door durin'g flight.
At the top, the handrail connects through a A selector valve, located on the stairway com-
series of pivoting rod, arm, and support assemblies partment wall, controls door and stairway actu-

92
December 1, 1951 Convair Traveler

a tion. The door (canopy) is and When the control handle is moved to the OPEN
automatically locked when in the OPEN position position, the selector valve is positioned to allow
and the stairway is similarly locked when in the fluid to enter the EXTEND side of the door actu-
retracted position. The door, when closed, is locked ating cylinder, opening the entrance door. Move-
in position by mechanical latches manually oper- ment of the door to the UP and LOCKED position
ated by wall handles. The stairway, when extended, in turn serves to actuate the door sequence valve,
is not locked but simply rests on the ground, permitting fluid to pass on down to the stair up-
stabilized by its own weight. latch cylinder, where it serves to unlatch the stair.

DOOR UPLATCH
CYLINDER

TO NOSE GEAR
DOWN LI NE

ELECTRIC PUMP PRESSURE

(FOR GROUND OPERATION)

STAIR STAIR
UPLATCH ACTUATING
CYLI NDE CYLINDER

• DOOR UP
ISSSSSI { STAIR DOWN
STAIR UP
II1:II::. { DOOR DOWN
VARIABLE
_ PRESS . SUPPLY LINE RESTRICTOR

RETURN LINE

c
Figure 2. Hydraulic System Schematic of Main Entrance Door.
93
Convair Traveler December 1, 1951

DOOR
ACTUATOR

HAND RAIL
CENTER PIVOT

STAIRWAY
ACTUATING
CYLINDER

STAIRWAY
EXTENDED
POSITION

SPRING LOADED
TELESCOPING TUBE

VIEW LOOKING FORWARD

94
 December 1, 1951 Convair Traveler

Fluid then flows into the EXTEND side of the stair. Movement of the stair to the UP and
stair actuating cylinder, acting upon the piston LOCKED position in turn serves to actuate the
and extending the stairway. stair sequence valve, permitting fluid to flow to
When the control handle of the selector valve the door uplatch cylinder where it serves to un-
is moved to the CLOSE position, the valve is posi- latch the door. Fluid then passes to the RETRACT
tioned to allow fluid to enter the RETRACT side side of the door actuating cylinder, acting on the
of the stair actuating cylinder, thus retracting the piston and closing the entrance door. When the

DOOR CLOSED- DOOR CLOSED- DOOR OPEN -

LATCHES UNLATCHED LATCHES LATCHED LATCHES UNLATCHED

INTERLOCK
LOWER
LONGERON

UNLATCHED POSITION INTERMEDIATE POSITION LATCHED POSITION

PRIMARY LATCH

Figure 4. Main Entrance Door Latch Mechanisms.

95
Convair Traveler December 1, 1951

door is closed, it is locked in place by mechanical the and stairway may be operated from out-
latches that are manually operated. side the airplane by use of the electric hydraulic
motor, for which a control switch is located out-
Note side the airplane in the nose wheel well. The electric
Uplatching is mechanical in that the door pump switch is hot at all times. Controls for ground
and stairway override the spring-loaded operation are located under an inspection type
latches. Unlatching is hydraulic since door at station 183, just aft of the lower edge
fluid pressure overrides the_springs. of the door. The two sets of controls are connected
by bell cranks and tubular linkage. The ground-
During the first degrees of opening travel of
operated door latch actuator has a removable_
the door latch actuating handle, a cam raises the
handle that is stowed in the nose wheel well when
secondary lock stop pawl, freeing the lock-plate
not in use. For ground operation, the auxiliary
and allowing the latch-operating shaft to rotate.
pump motor switch in the nose wheel well is placed
A spring-loaded interlock mechanism, disengaged in "BAT," or to an auxiliary powe-r source fo
only on contact with the door frame, prevents charge the accumulator. Through the access door
movement of the operating handle and latching at the lower aft edge of the entrance door, the
shaft when the door is in any but the CLOSED handle is attached to the door latch actuator, and
position. This prevents intentional or accidental is mov.ed to the UNLOCKED position for oper-
movement of the latches from the UNLOCKED ation. The valve is then turned to the EXTEND
position with the door open or partially open.
Secondary latching is accomplished by a spring- The door latch release handle is so located that
loaded stop pawl that drops into position behind when it is in the LOCKED position, the hydraulic
a lock-plate on the latch operating shaft at com- valve actuator would be difficult to place in the
pletion of the closing travel of the handle. When PRESSURE position. After the door latch ha.
the stop pawl is in the fully-locked position, a been released, the release handle allows easy access
micro-switch in the door warning light circuit is to the valve actuator. In normal operation, pres-
operated by the stop pawl through a secondary sure can be obtained from either the main or
lever mounted on the stop plate. auxiliary system. If there ·should be a break in
In addition to operation by means of hydraulic the main system line, the system is placed in BY-
pressure supplied by the landing gear DOWN line, PASS and the auxiliary pump is operated.

Since the first flight of the Con- wheels and tires were installed. These weren't
vair-Liner 340, completed one d-ay available for the first flights.
ahead of the scheduled date of Oc- Convair-Liner 240 will be interested
tober 6, 1951, the airplane has to know that the Model 340 has flight character-
flown quite steadily, and consider- istics similar to its predecessor, the 240. If a pilot
able flight test data have been were suddenly transplanted from the cockpit of
accumulated. New-airplane "bugs" have been no- the 240 into the 340, the differences would be
hardly noticeable. Control forces and panel layout
ticeably lacking, a fact that we feel is due to the
positions closely resemble those on the 240.
excellent engineering and the high quality of work-
Operators presently flying 240 aircraft will be
manship and inspection. For instance, the airplane
pleased to know that the transitIOn trammg time
spent but one day in Field Operations ... only one
will be very low because of the similarity of the
taxi run was made before take-off. two aircraft.
Very little maintenance was required between In general, the Model 340 has retained all of the
flights. The only delay of any consequence was
when the new main landing gear struts and larger
excellent flight and handling characteristics of the
240 with many added refinements. ..
96
 TRAVELER

*
UNITED
NOll {AIRLINES?

AIR LINES
WESTERN

AIR LiNes

CONSOLIDATED VULTEE SAN DI EGO, CALI FORN IA

NUMBER I
,.t ..
(f"Ct"*
 land ing and taxi
and Eas t ter- run way and sup plem enta l

F
LIG HT S fro m the No rth strip s. We athe r bur eau repo
rts sho w Lin dbe rgh
the Sou thw este rn- time , mak ing
min ate at San Die go, Fiel d to be ope n 97.3 per cen t of the
Uni ted Stat es . . . flig ht test s.
mos t par t of the it an idea l loca tion for con duc ting
the Sou th by Mex ico, Baj a
bor dere d on pica l clim ate
the We st by the In add itio n, the dry sub -tro
(Lo wer ) Cal ifor nia, and on on man y of the line mai n-
perm its carr yin g
Pac ific Oce an. l ope rati ons out -
air term inal is tena nce and airp lane ove rhau
Wit hin a ston e's thro w of the side . . . ope rati ons tha t wou
ld nor mal ly be
The plan t adjo ins
Con vair 's San Die go Div isio n. carr ied on insi de a han gar .
0-fo ot hea vy- dut y
Lin dbe rgh Fiel d's mai n 8,60
 The entrance to Convair's San Diega Division where
the world's leading twin-engine airliner is being built
for the world's leading airlines.
Insignia of present Convair-liner operators and
purchasers are shown an the cover.

Copyright 1952
Consolidated Vultee Aircraft Corporat ion
Son California
May 1952
digest of Convair-Liner operation and service published monthly by Convair in the interest of Convair-
operators and for the promotion of sales and service. Communications should be addressed to Chief of
Service, Convair, San Diego 12, California.
F. W. Fink, Chief Engineer J. J. Alkazin, Chief of Service G. S. Hunter, Editor
The information published in the Convair TRAVELER is to be considered accurate and authoritative as far as Convair
approval is concerned . CAA approval, however. is not to be - implied unless specifically noted. Airline personnel are
therefore advised that use of this material may be restricted by their respective company policies or by CAA publications.
Permission is hereby granted to republish any information here presented, but it is suggested that the material be
verified with Convair to insure that it conforms with latest changes and developments.
-------------------------
VOLUME IV Number I

3
 May 1952
Convai r Travel er

HOR TL Y after World War II, airline oper- be wheele d up, nor do they have

S ators throug hout the world were much in need

of modern two-en gine aircraf t and, with such
guiding factors as recomm endatio ns by domes-
tic and oversea s airlines and pilots, and other
to wait in the termin al for their
luggag e to be brough t to them.
This high degree of efficien cy is
particu larly time-sa ving at inter-
, Convai r's first volume -produ ced mediat e points where a numbe r of
interes ted groups
rt, the Convai r-Liner 240 was termin ating passeng ers deplan e and
comme rcial transpo
new passeng ers board. The smooth -
conceiv ed.
ness and speed of the operati on is
The Convai r-Liner 340 design is a recital of an a pleasan t experie nce for passen-
astonis hing numbe r of "firsts, " which were de- gers. Convai r-Liner 340 operato rs
veloped and incorpo rated into the Model 240. have found it a "must" for new
Contin uing to strengt hen its positio n as a leader in aircraf t.
the manuf acture of twin-en gine aircraf t, Conva ir Many improv ements resultin g
has incorpo rated these "firsts, " with additio nal re- from service experie nce acquire d
fineme nts and improv ements , in the new transpo rt. with large fleets of Convai r-Liner
In making these change s and improv ements , Con- 240s have been incorpo rated in the
vair did not lose sight of the operato rs' spare parts new integra l door and stairwa y.
stockin g problem s. They planne d many of the as- To make the airplan e more useful
semblie s for interch angeab ility, not only for inter- to the operato r, the stairwa y has
change ability with the 240, but with aircraf t of been located on the left-ha nd side
other manuf acturer s as well. of the airplan e, forwar d of the
Some of the distinc tive feature s incorpo rated in propell er plane. This locatio n will
Convai r-Liner s- are: the self-co ntained door and facilita te utilizat ion of the oper-
stairwa y installa tion, orange peel cowlin g, reverse ators' presen t ground -handl ing fa-
propell ers, cabin pressur ization , low drag cooling cilities. The door and stairwa y
provid ed by augme ntors, a cock- installa tion on the 340 is comple te-
pit designe d by pilots, and ly hydrau lic in lieu of the hy-
many other feature s. A draulic door with air boost as used on the Model
descrip tion of these and 240 airplan e.
other feature s follows , The Convai r 240 was one of the first twin-
with a brief engine transpo rts to use Pratt & Whitne y's war-
on the improv ements proved Double -Wasp R-2800 series engines . A
and change s that have unique installa tion of Convai r design makes use
been made in the Model 340. of jet exhaus t thrust augme ntation to provide low
The self-co ntained door and drag cooling . The exhaus t gases from the engine
stairwa y appeale d to airline man- are ejected from special ly designe d exhaus t pipes
agemen t and the flying public and enter the augme ntors at a speed of around
1700 mph. The velocit y of the gases a low
alike. With this stairwa y and ac-
cessible luggag e racks, passeng ers pressur e which sucks outside cooling air into the
offered the choice of carryin g nacelle .
their lugga ge aboar d or Althou gh CB 16 / 17 engines (used on the Model
checkin g it in the usual 340) have horsep ower ratings compa rable to the
These same pas- CA 15 and CA 18 engines (used on the Model 240),
sengers can pick up their higher cruisin g powers are allowed and take-of f
luggag e and deplane in power can be held to much higher altitud es, where
less than three minute s. these powers really count. The increas e in fuel con-
There is no need to wait sumpti on with the higher rated engines is neglig-
for a portabl e ramp to ible. CB16 power ratings are based upon use of

4
May 1952 Convair Traveler

100/ 130 grade fuel. In the event that grade

108 / 135 fuel is used, the engines can be operated
to CB17 ratings (T.O. power, wet, 2500 BHP;
T.O. power, dry, 2200 BHP).
in the CB 1 6 / 17 engines is a single-
stage, two-speed supercharger. Shifting from one
speed to another is electrically-controlled by a
switch on the pilots' pedestal.
Being service-tested and studied is a CB 16 / 17
engine installation in a Convair-Liner 240. Con-
vair-Liner operators have shown a marked interest
in this installation because they would like to
modify their Convairs primarily to effect engine
standardization and to obtain improved perform-
ance and service life. This installation is especially
of interest to those Convair-Liner operators who
will operate both Models 240 and 340 airplanes.
Siamese exhaust stack assemblies used on the
Model 340 are expected to lower exhaust port back
pressures and cylinder head temperatures with re-
sultant increase in service life and engine reliability.
The stacks will result in better cooling of the
exhaust stack ends because of increased spacing
provided by a new clamp arrangement. The stacks
are available with or without ceramic coating.
Orange peel cowling, after serving a successful
"apprenticeship" on the Convair-Liner 240, was
adopted for the ' Model 340. Maintenance per- than that obtained from conventional cowl flaps.
sonnel acclaim it the greatest time-saver The addition of two small residual heat doors in
and maintenance aid ever devised for the top cowl panel provide the necessary heat con-
any aircraft. Because it provides trol, and give the nacelles exceptionally clean aero-
quick accessibility to the power plant dynamic lines. On the Model 340, two additional
installation it is being adapted to nacelle flaps are added in the lower cowl panel to
many military aircraft. facilitate engine cooling below specified operating
This cowling, being fully canti- limits, if desired.
levered with the nacelle, does not Hamilton Standard three-bladed, dural, 13' 51/
vibrate with the engine; consequently, propellers provide for selective constant-speed op-
its wear and maintenance are mini- eration, full feathering, and ·.reversing. The revers-
mized. The panels are attached to the ible pitch feature provides a powerful braking
nacelle, even during engine change, force during landings, and makes possible reverse
thus minimizing handling damage. taxiing. On icy or wet runways, they help to stop
Snubbers secure the panels in the open the airplane safely. Inadvertent propeller reversing
position. In flight, trunklatch fasten- is prevented by an electro-mechanical locking sys-
ers with secondary camlocs secure the tem that is not actuated until the airplane is on
panels in the closed position. the ground. Since Convair 240 operators did not
Cowl flaps as installed on other air- find secondary throttle locks necessary, Convair
were not considered necessary on the 240 feels that they are not justified for installation on
since augmentors provide more efficient cooling the Model 340, and they have been eliminated.

5
 May 1952
Convair Travel er

the glass is automa tically turned off to preven t

The 13' 5" propell ers are a standa rd type that
damag e from overhe ating. The system thus cycles
are interch angeab le with those on other aircraf t.
This same propell er can be cut off for use on Model betwee n these temper ature limits.
240 airplan es, thus simplif ying the stockin g pro- In event of failure of either inverte r, the wind-
gram for operato rs. shield anti-ic e selecto r switch may be turned to
Convai r enginee rs, in seeking to build a flight select Positio n No.4 or No. 5 (depen ding upon
which inverte r has failed) , and power will then
deck that would establis h an entirel y new con-
ception of flying efficien cy and pilot comfor t and be supplie d from the remain ing inverte r for anti-
icing of the pilot's main windsh ield panel.
conven ience, consult ed the airline pilots for sug-
gestion s, recomm endatio ns, and ideas that would From a mainte nance standp oint, installa tion of
contrib ute to the design of the perfec t flight deck. the windsh ield on the Model 340 is greatly im-
Their sugges tions were precise , detaile d, and close proved . The outboa rd mounti ng facilita tes replace -
to their hearts. The result . . . the first flight deck ment. Mount ing screws installe d with spacers
planne d by pilots for pilots . . . and an airplan e preven t overto rquing , a conditi on that could con-
that is easier and more comfor table to fly. tribute to vinyl flow.
Follow ing are a few of the items incorpo rated Extra safety is provid ed by special devices .
in flight of Convai r-Liner s as a result of These, at the proper time, warn the pilot of neces-
Convai r's continu ed recogn ition of problem s and sary operati ons, preven t inadve rtent use of con-
desires of flight and mainte nance crews. trols, and give warnin g of, or actuall y rectify , a
The pilots' seats, designe d for fatigue -free com- danger ous conditi on. Among these warnin g devices
fort, are adjusta ble forwar d and aft and up and are the fire detecto r warnin g and control systems .
down. Contro ls, throttle s, and switche s are located The installa tion on the 340 was designe d as a
for maxim um conven ience. result of service experie nce and improv ed design.
One of these is the double -loop fire detecti ng sys-
The same wide-a ngle pilot vision that was de-
tem; the other is a new fire extingu ishing agent,
signed into the flight deck of the Model 240 is
designe d into the Convai r 340. Windsh ield wipers Chloro -Bromo methan e, or "CBM, " which gives
twice the protect ion of CO 2 (used on the
have been lowere d to give a greater area
Model 240) with a weight saving of 150
of unobst ructed vision.
pounds . Added to these advant ages are
Improv ed therma l protect ion against easy mainte nance and service ability.
icing and cloudin g is provid ed by an
Anothe r safety feature incorpo r-
trically -heated transpa rent conduc -
ated in the Model 340 is the power
tive vinyl layer buried in the
failure indicat or which immed i-
constru ction of the heavy safety
ately indicat es even a partial
glass. Multip le tap transfo rm-
power failure of the flight in-
ers are installe d so that the
strume nts for both the pilot
pilots can select the desired copilot . Under normal
voltage s to be applied to the
power condi tions, a cup-
glass. Tempe rature sensing
shaped drum, half of
elemen ts of the wire grid
which is black and the
type, embedd ed in the
other half fluores cent,
vinyl layer of the glass
will show only the black
assem bly, operate to
half. If a power failure
mainta in the glass at a
occurs, the fluores cent
minim um temper ature
half become s visible. The
of 28.3 °C (83 °F). At
degree to which it be-
appro ximat ely 35°C
comes visible depend s
(95 °F), the power to
 May 1952 Convair Traveler

n upon the ,degree of failure. -If one phase of the ap-

plied voltage fails, or if the voltage on all three falls
system 'by two ,375-ampere , generators connected
in parallel and by one 24-volt, or two 12-volt bat-
below 18 volts, the fluorescent half of the drum teries, connected in series, and by an outside power
becomes entirely visible. source through a polarized external power recep-
Red and white, rheostat-controlled lighting ' and tacle. A switch, located on the overhead switch
red filtered lights are incorporated. The overhead panel, transfers power from external power to
switch panel is lighted by red and white spot lights the airplane battery without interruption. Actua-
installed aft of the pilots' positions. When naviga- tion of an emergency switch supplies power direct
tion lights are turned on, the majority of indicating from the batteries for the following installations:
lights are automatically dimmed to assure proper compass light, check-off list, left and right gener-
light intensity under fading outside light conditions. ator reset, fire detector, fire extinguishing, ,flare
release, instrument panel white lights, and fuel
The Sperry A-12 automatic pilot and installa-
control valves.
tion has undergone many improvements in design
since it was first installed in the Convair-Liner 240. The generators are equipped with overh'eat
Better location of servo controls facilitates main- warning devices. The battery is mounted on an
tenance, and erection time is 20 seconds as com- elevator in the left-hand overflap section and is
pared to two minutes on the Model 240. Autopilot lowered through a crank and screwjack arrange-
a-c equipment is designed to operate on either in- ment.
verter; however, when NESA glass is in use, the The distribution system, which incorporates
autopilot inverter is automatically cut into the over-voltage protection, has the control
c;ircuit to provide a uniform source of power for and power units separated to simplify
operation of the autopilot. This changeover is pro- wiring, to save weight, and to pro-
vided in order to offset the uneven load factor put vide added safety.
on the normal inverter system by the cycling of Circuit breakers on the circuit
the NESA glass. breaker panel are grouped together

c
The hydraulic system is centralized at the hy- as to function, insofar as is prac-
draulic equipment panel located at the aft end of ticable, for easy sequential read-
the nose wheel well. The panel is accessible with ing and quick deenergization
the nose wheel well fairing open. Hydraulic pres- of circuitry. All circuit break-
sure is supplied to the panel where it is controlled ers and circuit breaker switch-
and distributed to the various subsystems. An elec- es are of the trip-free, push-
tric-driven auxiliary hydraulic pump is installed pull type with the exception of
for operation of hydraulic equipment on the ground those provided for the fuel
or in flight. Ground operation of the entire system booster pumps and for the pro-
is possible also through the use of a portable test peller f ea ther ing con trois, ••••••••• ••••••

---
stand. which are of the non-trip-free a;;!
MIL-O-5606 fluid is used genenlly in the main type. Circuits requiring heavy ••••••••••••••
•
hydraulic arrangement; however, some operators
are using the system modified for Skydrol, a phos-
current, such as starters, hy-
draulic pump, etc., are pro-
•• •••••••••• lA-
phate ester base fire-resistant hydraulic fluid. tected by current limiters.
Circuits drawing less than 'five
System components operate at a normal pressure
amperes are protected by fuses.
of 2700 to 3000 psi supplied by two engine-driven
The Convair-Liner 340 com-
fixed-displacement pumps. The system is a semi-
munication equipment includes
open-center arrangement which includes a manu-
many new and improved medium-high-frequency
ally-operated bypass valve that relieves pressure
and very-high-frequency radio communication sets,
in the entire system (with the exception of the
radio navigation aids, instrument landing equip-
brake and accumulator) when the valve is in
ment, and intercommunication facilities. In ad-
"bypass."
dition to the communications equipment installed
Electrical wiring and electrical equipment are in the Model 240, the 340 has two cockpit loud-
separated from hydraulic tubing and installations speakers for voice communication and aural navi-
to facilitate maintenance of electrical and hydraulic gation. Each speaker, located outboard of the pilot
systems. and copilot at approximately ear level, is wired
The basic electrical system is a conventional through an integral amplifier so that it duplicates
ground return system that operates on 24 to 28 the selected headphone audio without affecting the
volts direct current. D-C power is supplied to the headphone output.

7
 IFOR EMERGENCY EN

PUSH HANDLE UP TO

CV PULL .DOOR OPEN. •

EMERGENCY ENTRANCE AND cV PUSH DOOR UP UNTIL UPl

cV LONG STICK MAY BE REQl

SUPPORT STAIRWAY, AND'
EQUIPMENT INSTALLATIONS
CV NARROW BAR.
GUIDE STAIRS DOWN.

8
ape Rope at Each
,rgency Exi t

7' 11 "
r - - - -- - - - 79'," - - - - - - . . . . . . . 1

" ."r;:::::===:::F====1\'Up¢-j

r--- - -- - - - - - - - - - - 105 '.' - - - - - - - -

,6°30'

KY . ENTRANCE I
ro DOOR,
.
rl L UPLATCH ENGAGES,
E REQUIRED,
AND TRIP LATCH WITH
Convair Traveler May 1952

Push-to-talk switches are located on the handles

of the three microphones for pilot, copilot, and
observer. These switches provide a means for
switching from transmission to reception
for either -the medium-high-frequency or
very - high - frequency communication
sets.
A handset connection for ground-to-
cockpit communication is provided near
the ground power plugs so that a man
on the ground can communicate with
flight personnel.
A public address system is available,
and receives its output from the service The Convair-Liner 240 was the first twin-engine
interphone microphone circuit; sidetone aircraft to have a cabin pressure and air condi-
is provided from the service interphone tioning system. Convair, with the assistance of the
amplifier to both handsets. The output vendors and airline operators, made many improve-
is fed into twelve speakers, ments in later Model 240s. Their combined expe-
each concealed behind a grill rience has been the guiding factor in the consum-
which is flush with the under- mation of the excellent design of the pressurization
side of the bracket. A thir- system found in the Model 340.
teenth speaker is mounted in The primary compressor has been designed for
the lavatory wash basin direct attachment to, and operation from, the
paneling in some versions. right-hand accessory pad and drive of the right-
The radio equipment rack hand engine, an arrangement that simplifies main-
is installed on the left side of tenance and provides efficient, economical operation
the fuselage, and is accessible
from the aisle. Access to the
radio junction box is on the
of the pressurization system.
All compartments of the airplane are supplied
with an air flow of 73 pounds per minute at sea
c·
aft side of the radio equip- level, and 55 pounds per minute at 20,000 feet. A
ment ,rack. sea level cabin altitude can be held up to 8900
feet. Above 8900 feet, a maximum pressure differ-
Primary power source for
ential of 4.16 psi is maintained. Pressurization per-
the electronics equipment is
mits faster climbing and faster descending, without
the airplane 24-28 volt d-c
discomfort to passengers. This further increases its
power system. Where needed,
block-to-block speed and its revenue-producing
individual sets have a dyna-
potential.
motor to convert the airplane
power supply to the type of Individual adjustable outlets are provided above
each passenger seat so that the supply of air may
current needed for operation.
be directed and / or increased as desired.
A-C power is supplied by the
main power inverters and supplies power to the Cooling and heating during ground operation
required radio units. are made possible with the new system.
Since the Convair-Liner 240 proved to be an.
Two omni-mag indicators are installed, one each
exceHent all-weather airplane, it was only fitting
for the pilot and copilot, to provide combined mag-
that the basic 240 heat anti-icing system be in-
netic heading, omni-bearing selection, and cross-
stalled in the 340. The systems are similar; how-
pointer indication.
ever, a few improvements as a result of service
A radio-magnetic indicator, "RMI," is installed experience have been incorporated in the new
on the pilot's and copilot's instrument panels. The airplane. One such improvement is a manifold
RMI is a dual-indicating instrument with the arrangement. On the Model 240, the inboard aug-
azimuth scale automatically and continuously set mentors _furnish heat to the cabin and empennage
to the aircraft magnetic heading from the remote • while the outboard units direct heat to the wing
indicating compass system. These indicators pro- leading edges. On the 340, the aug mentors in each
vide automatic presentation of heading and course nacelle are manifolded to permit the improved
with reference to omni station and ADF bearing distribution of heated air to the cabin and the
indication. wing and empennage leading edges.

10
 May 1952 Convair Traveler

( The Menasco nose landing gear strut that is The wing, as installed on the 240, has been re-
giving such excellent service on later Model 240s, placed with a larger wing, but the same low drag
is installed on the Model 340. In addition, a new characteristics have been retained. The increased
steering control system provides improved acces- aspect ratio of the 340 wing will provide faster
sibility and simplified installation and maintenance. climbs, and operation at higher altitudes with
The installation can be made on Convair 240s with increased cruising speeds at 20,000 feet at low
some minor modifications. cruise power.
Because of the high utilization realized with the The utility of the 340 is further expanded by
Menasco nose .struts, Convair is installing the same the larger integral wing fuel tanks, raising the fuel
.. type struts on the main landing gear of the 340. capacity to 1750 gallons, which'is 750 gallons more
Provisions are available for installation of an anti- than carried on early Convair-Liner 240s.
skid device to increase tire life. A new fuel gaging system of simple design is
The larger wheels and low-pressure tires permit expected to minimize maintenance problems and
operation from airports with uneven surfaces or eliminate water seepage effects. The Minneapolis
those covered with snow and ice. Honeywell system on the Convair 340 has an auto-
Although the Goodrich expander tube brake is matic compensating device that produces the opti-
standard equipment for the basic airplane, Convair- mum amount of correction needed to minimize
Liner 340 operators have the choice of this brake error. The compensator, a small sensing element,
or the Goodyear spot type brake. Two types were is located at the bottom of the tank and is fully
made available so that operators could select the covered at approximately the 30-gallon level. This
unit best suited f()r their particular operations. compensator employs no moving parts and, by be-
Many improvements have been incorporated in coming an integral part of the bridge circuit,
both assemblies in the past year and they are provides the automatic compensation. The tank
expected to give excellent service. units are internally mounted, and have the follow-
ing advantages:
Certification stops, satisfactorily demonstrated
without the use of reversed propellers, indicate 1. Structural weight of the tank unit supports
that even greater brake and tire life will be realized is reduced.
in normal propeller-reversed landing roll stops. 2. Use of large deep scuppers with attendant
leakage problems is avoided.
3. Use of structural doors necessary 1D such
scuppers is avoided.
4. Fuel sealing maintenance problems are min-
imized.
5. Water seepage into probe heads is eliminated.
With the increase in wing area and fuel capac-
ity, the Convair-Liner 340 can be employed not
only for medium-distance routes but also for longer
routes now being flown by costly four-engine
equipment. Early in the 240 program a Convair-
Liner set a new long distance record for a twin-
engine commercial by flying non-stop
from Adelaide to Perth, in Australia, a distance
of 1,415 miles in 5 hours 56 minutes, knocking
1 Yz hours off the time of the regula.rly scheduled
four-engine transport.

SBANE
IA HEIGHT OF VERTICAL STABILIZER 28' 1.64" OVERALL DIMENSIONS OF PROPELLER 13' 5"

00 LENGTH OF HORIZONTAL STABILIZER 39' 11.05" FROM MLG WHEEL TO NLG WHEEL 26' 1.75"

LENGTH OF FUSELAGE ]2.' 2" DIST ANCE FROM MLG WHEEL TO <l OF AIRPLANE 12' 6"

© WING SPAN 105' 4" [XI DIST ANCE FROM PROPELLER TO FUSELAGE l' 2"

PRINCIPAL
12
 IA NOSE JACK POINT TO GROUND
IA ({: © [? @ [}{)
l WING JACK PAD TO GROUND

TAIL JACK PAD TO GROUND

AIRPLANE IN STATIC POSJ.:rION 7' 8.4" 6' 8.8" 7' 6.5" l' 0.8" 7' 9.3" 12' 6' 8' 4' 8"
MAIN AND NOSE GEAR STRUTS EX-
© PROPELLER TO GROUND TENDED - TIRES FULL RADIUS
MAIN AND NOSE GEAR STRUTS COM-
8' 8.1" 7' 9.3" 8' 7.9" 2' 0.9"
PROPELLER HUB TO GROUN 0
7' 3.3" 6' 0",3" 6' 6.5" 5.8"
[? AIRPLANE TO NACELLE
NOSE STRUT COMPRESSED - TIRE
@ AIRPLANE TO MAIN ENTRANCE DOOR STAIRS FLAT; MAIN STRUTS EXTENDED -
TIRES FULL RADIUS 6' 9.5" 7' 9.6" 10' 7.1" l' 2.7"
[}{) NOSE AND ONE MAIN STRUT EX-
TENDED - TIRES FULL RADIUS;
OTHER MAIN STRUT COMPRESSED- 8' 11.0" 6' 7.6"
HIGH WING 2' 6.2"
LOW WING 11.4"
NOSE AND ONE MAIN STRUT COM-
PRESSED - TIRES FLAT; OTHER
MAIN STRUT EXTEr'WED - 7' 0.4" 8' 7.8"
TIRES FULL RADIUS 7' 11.3" l' 8.8"
5' 9.8" -.2"

5' 5"

DIMENSIONS AND CLEARANCES

Convair Traveler May 1952

Unlike wing flaps on some two-engine aircraft, Medical College, concerning the safety features
Convair's flap is a low drag flap, 'since it is used built into the Convair 240 seat. These same safety
for take-off as well as for landing. The greater features are being retained for the new seat, which
wing span with no increase in wing chord resulted has undergone extensive static load tests and has
in a redesign of the Fowler flap as it is used on the met the design loads of 9 Gs forward, 8.5 Gs down-
Model 240. The 340 flap is in four sections ward, 5 Gs upward, and 3 Gs sideways. \
••. two inboard and two Although interest at the present time is focused
on the new airplane, Convair has not lost sight of
the Model 240. Changes and improvements that
will make the airplane more useful to the operator
are being studied by engineering. One of these is .
the fuel dumping installation, il 240 operator
development made available by Convair. This sys-
tem will permit operation at a maximum take-off
gross weight of 42,500 pounds, with minor struc-
tural modification, so as to maintain virtually the
same maximum landing weight. Weight of the
entire installation is estimated to be 12 pounds.
Convair is in the process of preparing Service Bul-
outboard. The inboard and out-
letins and kits for accomplishment of this change
board sections operate in unison; however, the
on Convair 240s.
degree of movement of the inboard flap is greater
than that of the outboard flap. The Fowler flap, In four years, Convair-Liner 240s have ac-
when extended, gives greatly increased lift without cumulated the staggering sum of more than four
undue increase in drag, thus permitting higher billion passenger miles while establishing an un-
take-off and landing loads. equalled safety record. This safety record is no

o
accident . . . it is the result of more than twenty-
Full extension of the flaps requires approxi-
five years of experience in aircraft designing and
mately 16 seconds, and represents a travel of 45 0
building, sound engineering, and excellent design.
DOWN for the inboard flaps and 40 0 DOWN for
the outboard flaps. The landing gear warning With the excellent record for safety and util-
horn functions with an interrupted sound if the ization obtained with Convair 240s in the past
four years, the world's .leading airlines find Con-
flaps are not down for take-off and throttles are
vair eminently qualified to remain in the commer-
advanced for take-off power. Emergency power
cial transport field. The excellent record established
for operation of the flaps is derived from the elec-
by this first commercial airplane is expected to be
tric pump when the system is in "bypass." There
is no mechanical method of direct lowering of duplicated or quite possibly exceeded by the new
transport, as evidenced by its excellent perform-
the flaps.
ance during the CAA type Certification tests, and
The passenger seat on the Model 340 has many accelerated service and CAA acceptance flights.
of the excellent features that are incorporated in
The Convair-Liner's excellent record for safety,
the 240 seat, plus improvements in design. New
ease of maintenance, and fast, dependable, eco-
light-weight fabrics of sturdy construction, and
nomical service, plus passenger comfort and satis-
combination hair and Latex foam rubber cushions
faction have resulted in reorders by 10 airlines.
give it eye appeal as well as additional comfort.
At the present time, Convair-Liner operators and
Important, too, is a weight saving of approxi-
purchasers number 28.
mately 8 Yz pounds with the new seat.
Statistics indicate that twin-engine aircraft,
In designing the 340 seat, interchangeability such as the Convair 340, are fast' entering the
between the two airplanes was considered so as operating field of four-engine aircraft. The 340,
to help operators minimize their procurement and with a full complement of 44 passengers and bag-
stocking of spares. With the possible addition of gage, has a range of 1300 miles. Since the majority
an adapter, the 340 seat can be installed on the of domestic flights are in the "under-500-mile"
240 airplane. A mechanical seat lock replaces the category, it would indicate that there is a grow-
hydraulic lock and is a maintenance improvement. ing use for Convair's modern two-engine airplane.
These locks, too, are interchangeable with the 240 With Convair's excellent reputation for keeping
type. production and flight test schedules, many more
Convair is proud of the recognition received Convairs will soon be flying the world's important
from Crash Injury Research of Cornell University air routes through the world's leading airlines.

14
May 1952 Convair Traveler

ERTIFICATION of the Convair-Liner 340 program during which the airplane logged 52

C was officially accomplished on March 27,

less than 80 days after the first CAA
hours in seven days elapsed time. During this
period, no major modification was necessary, nor
were there any interruptions in the flight ,test
flight test of the prototype. The CAA type cer-
tificate authorizes the issuance of airworthiness program due to minor modifications.
certificates to airlines for operation of the This certification is of a temporary nature,
airplane to a gross weight of 46,725 pounds. ' insofar as delivery of the first few production
The Model 340, however, is expected to be aircraft is concerned, so as to permit pilot train-
approved, after further analysis of data, to ing and route analysis. The final and more com-
operate at 47,000 pounds, enabling airlines to plete licensing will be accomplished in 30 to
carry even higher loads. 60 days.
The certificate was issued after extensive tests The photograph below shows a one-engine
of the 340 by CAA pilots and engineers, the take-off during the certification tests at San
final phase consisting of an accelerated service Diego.
 Convair
TRAVELER

May 1952 marks the third anniversary the coordination of activities between the
of the Convair TRAVELER. For the past Convair Field Service Engineer and the
three years, this publication has been an airline operator. This closely coordinated
integrated function of Convair, utilizing liaison has determined the information ( ,
the experience and know-how of Convair's needed in the field and consequently the
data presented in the TRAVELER.
Engineering, Manufacturing, Inspection,
Flight Test, and Parts Sales Departments, The primary function of the Service
as well as that of vendors who supply com- Engineering Department is in the provid-
ing of technical assistance to the operators.
ponent parts and materials.
This assistance is in the form of guidance
The publication's prime purpose has been on operation, inspection, and maintenance,
to keep service and operating personnel and in the providing of schools for trainin,g
posted on current problems, and to make operator personnel. The Convair TRA V-
suggestions and recommendations relative ELER, by presenting the latest data in
to the use and maintenance of Convair- conjunction with these various activities
Liners. It has served also to present sales of the Service Department, has been and
information on new aircraft and products. will continue to be a vital source of
The principal determining factor for the pertinent and topical information to all
contents of the TRAVELER is a result of operators.
 t>RtSENTED 1'0

TRANS-AUSTRALHA , .
•• MRUNES
THE WORLD'S FIRST AIRLINE TO FLY A
CONVAIR-LINER 240 TRANSPORT FOR 10,000 HOURS

10 all TAA emp whose skill and judgement

in operations dnd mruntenance contributed to thIs uniqu e
adll(Wement, we extend our heartiest congratulations
SAN DIEGO, CALIFORNIA cJOSEPH T.
G JUNE 1952 PRESIDENT

ONSOUDATED VULTEE 1\IRCRt\f't

JULY 1952
CONSOLIDATED DIEGO, CALIFORNIA
AIRCRAFT CORPORATION
VOLUME IV NUMBER 3
Convair Traveler July 1952

ENGINE MOUNT ASSEMBLY REPAIR

Illustrated below are typical engine mount re- made as illustrated in Section D-D and as noted.
c (,

pairs. When the engine mount ring is worn below ALL WELDING SHOULD BE HELl-ARC.
the tolerance shown"in Section C-C, and the wear The diaphragm and / or shroud should be hand-
formed or reworked in area of weld plate to pro-
area does not extend more than two inches on
vide less than .040 inch maximum gap between
either side of the support tube attachment (see mount ring and diaphragm and / or shroud, as ,.
View A-A), a repair is required and can be made. shown in Detail E.
For other areas, wear beyond the tolerance shown These repairs are applicable to all Convair- Liner
In Section B-B requires repair. Repairs should be engine mounts.

o
A

VIEW
A·A
Typical for all support tubes
attaching to mount ring.

OUTER
/ DIAPHRAGM

See Sec. D·D

for repa ir

DETAIL E I SEC. B·B SEC. C·C

SEC. D·D
SHROUD
Make repair plate from .058 C.M. Stl 4130, (TY P)
AN·QQ·685. Extend from pad to pad, and
center over worn area. We ld all around.

30
July 1952 Convair Traveler

ON THE COVER
A Convair-Liner 240, in the service of Trans courteous, and safe operation and to offer the
Australia Airlines, on May 16 logged it s ten- finest available equipment. This thinking over
thousandth hour and, by so doing, gained the the past six years has been rewarded with growth
distinction of being the first Convair to attain and prosperity, and with the confidence and
this record. Completing this number of flight support of the traveling public.
hours so soon after original certification of the In retrospect, a T AA Convair reached the
type is probably a world record for any type one-millionth passenger mile approximately
airplane. seven months after delivery to the airline. Its
The placque pictured on the cover was pre- high utilization ... averaging 8.93 block hours
sented by Convair to the airline, commemorat- per day and on many occasions at a 92-percent
load factor, made possible this first record in
ing the achievement.
May 1949.
The following cablegram was received by
In November of that year, a T AA Convair
Convair from Brown and Dureau, Manufactur-
Si!t a new long distance record for a twin-engine
er's Representative for T AA:
airplane by flying non-stop from Perth to Ade-
"T AA CV240 VH- TAR SERIAL 92 COMPLETED 10,000
laide, a distance of 1415 miles in 5 hours 56
FLIGHT HOURS TODAY stop THIS REPRESENTS
minutes, knocking 1 Y2 hours off the time of
OVER 11,000 BLOCK HOURS AND 67 MILLION REV-
the regularly scheduled four-engine transport.
ENUE PASSENGER MILES PERFORMED SINCE DE-
LIVERY AT SAN DIEGO ON OCTOBER 8TH 1948 stop In December of 1949, TAA broke three of
WE BELIEVE THIS WORLD RECORD AND JOIN WITH their own flight records on the same route . . .
T AA EXTENDING CONGRA TULA TIONS YOUR PRES- Melbourne to Sydney, a distance of 455 miles
IDENT AND ALL CONCERNED AT CONVAIR . . • but on different schedules. Block to block time
DUREAU" for the first flight was 1: 3 0 ; the second flight
An excerpt from a congratulatory note furth- bettered this by one minute; the third flight
er stated, "Mr. Watkins and the T AA manage- was made in the record time of 1 :27 miriutes.
ment join with us (Brown and Dureau, Ltd.) in Three other T AA Convairs are on the verge
conveying sincere congratulations to Convair of completing 10,000 hours in the air. The total
as designers and manufacturers of this out- fleet of five airplanes on May 19 completed
standing airplane, and we feel sure you will en- 46,000 flight hours, 50,500 block hours, and
joy even greater success with the Convair 340." approximately 309 million revenue passenger
At the inception of the airline in 1946, it was miles.
the aim and desire of T AA executive.s and staff These accomplishments give every indication
to build and maintain a reputation for efficient, that breaking records is routine with T AA.

PLEASE NOTE- In the June 1952 issu e of the blade limit switch approx imately 50 to 7 0
Conv ail' TRAVELER, make the following cor - AFTER the low-pitch limit of 30 0 is reached .
r ections and additions to aI,ticle, titled " Convair- 2. Page 2 3, paragraph C: Change the next t o
Li1te!' 340 Propeller Sy stem." last sentence to read, "After the propellers
1. Page 21, paragraph D: Change last sen- have started to windmill, and appl',ox imately
tence to read, "When unreversing, the feather- 25 0 BEFORE the blades reach the low-pitch
ing pump is stopped by action of the No. 1 angle .. "
Copy right 1952
The {3tueet4b't TRAVELER Co nsolidated V ultee A ircraft Corporot ion July 1952
Son Dieg o, Cal if ornia

A digest of Conv air-Liner operation and se rvice published monthly by Convair in the interest of Con v air-Liner operators a nd for
the promotion of sales and service. Communications should be addressed to Chief of Se rvice, Con vair, San Dieg o 12, California.
F. W. 'Fink, Chief Engineer J. J. Alkazin, Chief of Service G . S. Hunter, Editor
Th e informat ion publi shed in the Con va ir TRAV ELER is t o be consi dered accurate and author ita t ive as fo r a s Con vai r a p pr ova l is concerned.
CA A approva l, h owev er , is not t o be implied unless specificall y noted , A irline personnel are there fo re ad v ised th a t use of t h is material m o y
be restricted by their re specti ve compon y polic ies or by CAA Permission is hereby granted to republi sh an y inform otion here pr e-
sented , bu t it is· su ggested that the ma t er ia l be ver if ied wi th Conv o ir t o insCl re t hat i t con form s w ith lates t changes ond developments .

VOLUME IV Number 3
31
 The Convai r-Liner 340 employ s an Eclipse -Pionee r sys-
tem for the genera tion and control of the primar y
electric al power, which is genera ted at a nomina l 28
against virtual ly
volts direct curren t. This system , which affords protect ion
on is schema tic-
any type' of "fault" that may occur in any operati ng conditi
of faults against
ally illustra ted on pages 36 and 37. The various types
ground fault, and excessi ve
which protect ion is afforde d are overvo ltage,
reverse curren t.
nents: Gener-
The system is compos ed essenti ally of the followi ng compo
Main Circui t Breake r, and
ator, Contro l Panel, Line Contac tor,
or Panel. These compon ents are discuss ed in U.: 'L .....L r
voltage and Fault Detect
as
in subseq uent paragr aphs, but briefly their functio ns ate
these two pages.

c
REGULATOR AND FAULT DETECTOR PANEL

panel cantains a ca.nventi onal carbon-p ile with its as-

sociated voltage control and equalise r coils, as well as an
adjustab ,e rheostat . An overvolt age sensing relay and a circuit
containi ng a negative tempera ture coefficie nt resistor serves
to compen sate for the change in relay coil resistanc e with
tempera ture. Included alsa in the panel are a differen tial-
voltage and reverse- c,u rrent relay, a pilot relay, and a parallel-
ing

MAIN CIRCUIT BREAKER

This breaker has several importa nt function s. It provides "back-

up" protectio n in case of any type of failure of the normal
reverse current removal of a low-spee d otherwis e low-
voltaged generato r from the bus; fault to
ground on the generato r feeder, if
the vicinity of 300 amperes , and
the bus. Upon a signal from the fault detector panel, it will
open its own line contacts , open the generato r field circuit on
both sides of the carbon pile in the voltage regulato r, and
open the line contacto r.

32
 GENERATOR

The Eclipse Pioneer 28-volt,

an air-blast cooled, self-excited
thraugh a speed range of 3450 to
continuous rating of 375 amperes (
GENERATOR CONTROL PANEL at 8" H20, with an overload
(5000 to 7800 rpm) at 12"
T}tiS panel maintains a substantially constant d-c generator minutes. These ratings will
,( ge, despite variations in generator speed and load, and the 340 during single-engine
h _oj ualizes the load division between two ar more gener-
ators operating in parallel. In addition, it controls the
operation of the generator line contactor, permitting gen-
erator connection to the bus when generator voltage exceeds
bus voltage by a fixed amount, and discannecting the
genertor, should the latter draw reverse current of a
specified amount due to low voltage from any cause.

MAIN LINE CONTACTOR

This unit connects the generator to the bus or removes

it from the bus under specifically controlled conditions.
It is of the heavy-duty type and is designed for 28-
volt service. It has a high current-interruption capacity,
and its operation is fast and dependable. It is controlled
by the pilot's switch and the reverse-current differential-
voltage relay.

33

-- --
Convair Traveler July 1952

Convair Liner 3 ..jO D-C Power System (Cont)

Several components of the D-C power system
ditions beyond their nameplate ratings. Their
inherent regulation is such that a usable voltage
o
are of entirely new design and therefore have not under regulation is maintained even at lower-
been subjected to any operational usage. Because than-rated speeds. Under sustained ground faults,
the generator output will not build up after its
of this, and to secure a more complete knowledge
shunt field is opened.
of system functioning under various conditions,
Overall system performance, too, was excellent
the complete system was set up in an Electrical
under all conditions. The integrated functions of
Test Facility using data secured from the actual
the various units are such that maintaining d-c
installation in the first production airplane for power for the airplane is semi-automatic, and in-
critical wire lengths. Tests, conducted under
normal and abnormal conditions, showed the gen-
flight adjustments are unnecessary. A complete
check of the entire system can be made with a
.'
erators to be capable of withstanding adverse con- minimum of time expenditure.

GENERATOR CONTROL PANEL

The control system can cope with an extreme operation of a paralleling relay, which in turn
condition in which one generator is operated at serves to open and close the equalizer circuit under
minimum speed and the other at maximum speed. appropriate conditions.
At full system load there is only 0.7 volt differential The reverse-current coil of this relay is con-
in bus voltage from no-load. nected, essentially, across the series and compen-
The generator control panel contains a reverse- sating windings of the generator in series with the
current differential-voltage relay whose function, negative leads and the ammeter shunt. A reverse
is to control the line contactor under the condi- current of the correct magnitude through these
tions given above. elements will cause the relay to open and discon-
nect the generator from the bus.

o
The differential coil of the relay is connected
essentially between the main bus and the positive Pull-in and drop-out voltages of the relays in
terminal of the generator concerned; it is thus the control panel may be adjusted to meet the
exposed to the voltage differential existing between specific requirements of the circuits in which they
these points. When this voltage (with that of the are used. The pull-in voltage of the pilot relay
generator the greater) equals or exceeds that for determines the value of differential voltage at
which the relay has been set, the relay will close which the differential-voltage relay becomes sensi-
and connect the generator to the bus. The coil of tive. This function is accomplished, when the pilot
this relay is protected against excessive differential relay closes, by its contacts completing a circuit to
voltages by a pilot relay, which also controls the "short-out" a 150-ohm resistor which is in series

34
 July 1952 Convair Trayeler

with the differential-voltage relay coil. The full while one engine is being shut down at a time
voltage which exists between the generator and when the other is above 1150 rpm, or when one
the bus is then applied to the differential-voltage engine is above 1150 rpm and the other one IS
relay coil. At the same instant, the armature of the being brought up to speed.
pilot removes the short circuit which has The circuit functioning under condition of one
existed across the paralleling relay coil, and causes engine shut-down is explained as follows: As the
the equalizer circuit 'in that control panel to be engine rpm is reduced below approximately 1150,
the generator on its pad can maintain its voltage
completed. For two-generator operation an iden-
only through equalizer action. This, however, is
tical sequence in the other control panel would
limited (and dependent on generator load), and
complete the equalizer circuit between the two
the action which attempts to raise the low-speed
generators. generator voltage also acts to reduce the voltage
In the case of two-generator operation, the oper- of the normal machine. As a result, bus voltage
ating voltage v..alues of the pilot relay become is reduced below, normal until the equalizer circuit
important in that th'e action of this relay may is opened. The magnitude of depression of bus volt-
affect the system bus voltage through its control age is independent of the speed at which the "nor-
of the equalizer circuit. This condition exists only mal" generator is operating, but is a function of
when one generator is seriously below its minimum initial generator load. The duration of this de-
rated speed while the other is at some speed above pression is a function of both the drop-out value
its low speed minimum. This will occur, therefore, of the pilot relay and the deceleration of the engine.

GENERATOR MAIN LINE CONTACTOR

The generator line malfunctioning) is indicated by the generator-
contactor serves as - inoperative light on the overhead switch panel.
a semi-automatic The line contactor is of the heavy-duty, mag-

o switch for connecting

the generator to the
bus or for removing
netic blow-out type and was originally designed
for 120 -volt direct current service, but has been
modified, as far as the operating coil is concerned,
it from the bus. It is
for 28-volt service.
controlled by both the
pilot's switch and the The particular type of contactor used was
reverse -current dif- chosen for its high current-interruption capacity
ferential-voltage re- and for its speed and dependability of operation.
lay, and its contact Operation of the contactor proved very satisfactory
position (assuming no during all tests made on the system .

MAIN CIRCUIT BREAKER AND FAULT DETECTOR PANEL

The primary function of the main circuit break- A. OVER VOLT AGE.
er is to remove the generator (with which it is The adverse effects of a maintained overvoltage
associated) from the b1.;.s in the event of one or
condition on the d-c bus are undesirable to elec -
more of the following fault conditions:
trical system designers to such an extent that few
1. Overvoltage due to any cause.
modern commercial airplane systems without
2. Ground faults which occur in the generator overvoltage protection. Momentary overvoltage
feeder (i.e., between the main circuit breaker and
conditions' w hich exist during fault sensing m a y
the generator B + ).
do no damage provided that the protective system
3 . Excessive reverse current, which could occur
acts quickly and surely. The Eclipse-Pioneer sys-
in the event of malfunctioning of the reverse cur-
tem utilizes an overvoltage sensing coil coupled
rent relay or the main line contactor.
with a locator coil to sense and to locate the over-
In providing for protection against these faults,
voltage generator, and a main circuit breaker to
the circuit breaker operates in conjunction with
remove that generator from the bus.
the fault detector panel. The manner in which

o these units operate during each of the foregoing

fault conditions will be explained in the following
paragraphs.
The sequence of ev ents in the case of an over-
v oltage durin g one -generator operation follows.
(Conti n u ed on page 38)

35
 BATTERY RELAY BOX
---------!:
J r-----------------------------+--------------------------------------------------------
PWR 01 ST
BUS
12r ---
" ' U)

31 (3) WAFER N3 WAfER '3

10

I
I 24-2BV DC
GEN CONTROL
SWI TCHES

I
'VI
d!-' I
" I
LH GEN
INOP
BATTERY
. I
ON / OFf SW

Off
!.Q

REL 12 REl II

15 AMP

CONTROL PANEL (RH)

CONTROL PANEL

11

ER L.

36
 PARr
ITEM NAME VENDOR VENDOR NO. RATING REG.
Limiter Burndy FILOI 1 amp
2 CktBkr Heinemann AM-l3, 15 amp 2
3 Ammeter G-E SDN-4-ACA- 205 2
-4 Voltmeter Weston S-40 type 21 Z2
Switch AN3211-1
6 Knob AN3220-2
7 Switch C-H S906K513
S Switch AN3227-5 2
9 Switch AN3021-3 1
10 Switch AN3021-2
11 ·Generator Eclipse 30E02-9-C 2
LH GEN LH GEN RH GEN
12 ThermoSw Eclipse S57-470-2 2
RH GEN
I NOPERATI VE O' TEMP INOPERATI VE O' TEMP 13 Rectifier Vickers 22-55-4
1-4 Recept AN2552-3A
15 Relay AN33S0-2 -400 amp 2
16 Relay Elec Prod NS--47-EK 25 amp
• RESET 17 Battery Exide 12-TAS-13F
IS Bulb AN3121-313
19 Cap Korry AAL
20 Base Korry 130 5
21 Cap Korry ARL -4
22 Plug Ca·n non 31 OSF-SS-l S 2
23 Relay Hartman A-751D Main Con. 2
2-4 Shunt D-C Gen 2
25 Relay Price S002-12 2
26 Relay Leach 237EAU 2
27 Det Pan . Eclipse 35E05-2-A 2
2S Gen Ckt Bkr Eclipse 35EO-4-1-A 2 ·
29 Cont Pan. Eclipse 1539-9A 2
30 Limiter Burndy FILI0' 10 amp
31 Limiter Burndy FLLB SO amp 13
32 Limiter Burndy FLLA 50 amp 6
33 CktBkr Spencer D-6751-1-15 15 amp
---{ H Limiter Burndy FIL05 5 amp 6
35 Ckt Bkr Spencer D6751-1-5 5 amp 3
36 Resistor Int'L Res Type BW-l 100 ohm -4

SHUN T

MAXIMUM RESISTANCE OF LEADS ON ECLIPSE-PIONEER

GENERATOR SYSTEMS
t; LEAD FROM RESISTANCE
Main Bus to UN" on 35EOAf. .25 Ohnu Max.
A
UN" on 35EO .... to u +" on 1539 Total
MA IN CIRCUIT BREAKER (RH) C Input side of A-751D to UBI" on 3 5EO .... .017 Ohm. Max.
HB2" on 35£0 .... to uL + " on 1539
TO STEWAROESS PANEL .17 Ohm. Max.
D uF + " on 1539 to !tA2" on 3 5EO""
Total
WHEEL WElL JCT (RN) HA l" on 35EO .... to HA + " on Gen.
G HB2" on 35EO .... to HER" on 1539 .25 Ohm. Max.
H uD" on Gen. to uz" Junction .10 Ohm. ± 25%
J uTI" on 3 5EO .... to uL+ " on 3 5E05
'" WHEEL WELL JCT (LH )
3116
g(3) I( uT2" on 3 5EO .... to US" on ') 5E05
.5 Ohms Max.

L HD2" or uD3" on 3 5E04 to uz" Junction . .02 Ohms Max.

MAIN CIRCUIT BREAKER (LH )
M uz" Junction to ,cEG" on 1539 .05 Ohm. ± 25%
N uD" on 35E05 to uDl · ' on .03 Ohm. ± 25%
up." on 1539 to + Coil on 1.0 Ohm. Max.
P Total
u+"on A.751D to uP . on 35E05
R UEB" on 1539 to UEB" on 1539 .02 Ohm. Max.
uz" Junction to UK" on 35E05 to ttH" on
.07 Ohms Max.
S 35E05 and UM" on 3 5E05 (external wiring Total
only) thru same circuit to #2 uz" Junction
T HL_" on 1539 to ground
.01 Ohm. Max.
U ttL_" on 3 5EO 5 to ground
V Main bus to uR2" on 3 .1 Ohm. Max.

NOTES : 1539 Denote. CONTROL PANEL

A-751D Denote. MAIN CONTACTOR
Denote. GEN CIRCUIT BREAKER
35E05 Denote. FAULT DET. PNL.
Values above determine max resistances of connecting leads
for each generator system except circuit US" which is com-
mon to both.
Convair Traveler July 1952

The overvoltage sensing coil receives the over-

voltage signal through the temperature compen-
When the pilot's switch is closed, the generator
will be put on the bus (assuming its voltage is
o
sating network and the contacts B"-B I of the m a in high enough) by the action of the differential-
circuit breaker, from the terminal AI on the main voltage relay which applies bus voltage to the line
line contactor (which is connected directly to the contactor coil, the inoperative rela y coil, and the
generator B + terminal). When the d-c bus reaches locator circuit relay coil. Energizing the locator
a voltage of 33 ± .5 volts, the coil will be energized circuit relay closes contacts between the terminals
and the overvoltage contacts (between terminals S "H" and "M" of the fault detector panel, and
and K of the fault detector) will be closed. Closing completes the locator circuit between terminal
of these contacts completes a circuit from the gen- "M" and "Z" junction of the other generator. If
erator B+, through B 1-B" and the shunt coil, the other generator is on the bus, its locator circuit
through the contacts to the "Z" terminal and will also be complete and a locator action (some-
. ground. This coil is a trip coil for the breaker and, what similar to equalizer action) is affected. Over -
upon its energization, the breaker is tripped, re- voltage sensing with two generators on the bus
moving the generator from the bus. Although the is made selective as follows:
auxiliary contacts in the breaker open the field The generator, whose field current is excessively
circuit on both sides of the carbon stack, under high due to fault conditions, will attempt to gen -
A-B (full-fieI4 ) faults, the generator will main- erate a higher voltage than the normal generator.
tain an overvoltage as long as the A-B short circuit Equalizer action will be such as to attempt to
exists . This voltage is a function of speed and fault raise the unfaulted generator voltage while re-
resistance, and will vary from 60 to 140 volts at ducing the voltage of the faulted generator. Under
generator speeds ranging from 4000 to 8000 rpm overvoltage fault conditions, however, the faulted
respectively. This voltage does not appear on the generator voltage will continue to rise in spite of
bus but does cause excessive current to flow equalizer action and, as a result, this generator
through the generator shunt field. Under flight will carry more of the load than the other, and
conditions, the generator could be spared possible its "D" terminal (hence its "Z" junction) will

o
damage only by engine shut-down. become more negative with respect to ground than
For an overvoltage caused by an open or a high the "D" terminal of the unfaulted machine. Since
resistance in the regulator control circuit, the the "D " terminal of the overvoltage generator is
system operates exactly as explained above with now the most negative point in the circuit, current
the exception that, after the c ircuit breaker op- will flow from the "D" terminal of the normal
erates to remove the generator from the bus, the generator through its locator relay coil, through
generator terminal voltage drops to a residual the locator relay coil of the faulted generator to
value of 5 to 8 volts. its "D" terminal. Flow of current in the locator
Opening of the main circuit breaker also re- circuit produces two effects : In the normal gener-
moves the source of voltage at the coil of the line ator's fault detector panel, the current flow
contactor and at the generator-inoperative light through the locator coil is in such a direction as
relay. The line contactor opens and the generator- to produce ampere - turns which oppose the ampere -
inoperative light illuminates, giving the pilot an turns produced by the overvoltage relay, effectively
indication that the generator has been removed raising its trip value setting. This same current,
from the bus. flowing in the locator circuit of the faulted gener-
ator, produces ampere - turns which aid the am -
A genera tor, faulted during parallel operation,
pere-turns produced by the overvoltage coil,
is removed from the bus in essentially the same
manner. The basic difference between system action effectually lowering its trip value setting. Hence,
the overvoltage relays of both generators sense the
on one- and two-generator operation is found in
a function of the fault detector panel which locates
the faulted generator and removes only this gen-
erator from the bus.

38
 July · 1952 Convair Troveler

fault while the locator relays help to select the Under all conditions of positive generator cur-
generator to be removed from the bus. Removal of rent, the ground bus has a positive potential with
the faulted generator is then accomplished, and respect to the generator "D" terminal. This po-
the locator circuit is opened at the same time the tential causes current to flow through the rectifier
line contactor opens and the inoperative light is in the fault detector panel and through the balance
energized. coil in the circuit breaker to the "Z" junction. The
For overvoltage faults occurring at . no-load or ampere-turns produced by the balance coil tend to
r. at low-load conditions, the unfaulted generator trip the circuit breaker and, under a feeder fault
will be removed from the bus before the faulted condition, the breaker is tripped by this means.
generator. This removal is effected by reverse cur- However, during normal operation, the generator
''- rent through the generator and is a more or less feeds the bus through a series coil in the circuit
desirable condition provided it will be automatical- breaker. The ampere-turns produced by this coil
ly reconnected to the bus upon removal of the oppose those produced by the balance coil and no
faulted generator. circuit breaker trip is effected. Upon application
of a feeder fault, the series coil produces no op-
B. GROUND FAULT. posing ampere-turns, and may assist the balance
Included in the functions of the fault protection coil in effecting a circuit breaker trip. Under load
syst em is the sensing of feeder faults to ground. conditions, the balance coil is affected by the total
In the event any point in the generator feeder generator output while the series coil is affected
(from B+ to the "Gen" terminal of the breaker) by only that current supplied to or from the bus.
becomes grounded, the system will act to isolate The resultant ampere-turns is enough to trip the
the fault and the generator from the bus, and will breaker if the fault current magnitude is approx-
cause the generator field to open, rendering the imately 300 amperes.
generator inoperative. If the fault should occur on
C. HEAVY REVERSE CURRENT.
the multiple feeder between the line contactor
terminal A" and the breaker terminal "Gen," it In the event of malfunction of the reverse cur-
rent relay or a condition which would cause the

o
will be completely isolated from any power source
and the inoperative generator will not supply cur- line contactor to weld closed, the "dead" generator
rent to it. Should the fault occur at any point would be severely damaged and its low resistance
between B+ and A, (line contactor), it will be path to ground would seriously lower bus voltage
fed by the generator as long as it maintains a if it were not removed from the bus. Protection
circuit to ground. Such a condition would be in- from such a fault condition is afforded in this sys-
dicated by deflection of the loadmeter of a gen- tem by the same circuit which protects against
erator which is not connected to the main bus. ground faults.
Detection and removal of this type fault is In reverse current protection, the rectifier in
accomplished as follows: the balance coil circuit is used to drop the entire

39
Convair Traveler

"Z-to-ground" voltage, making the balance coil

July 1952

graphs have undergone extensive tests that were o

I
unable to oppose the series coil. The current controlled to simulate actual operating conditions
through the series coil produces a magneto-motive and, under all were found to operate
force which will trip the breaker on current values satisfactorily.
of approximately '300 amperes. The dropping action The breaker will trip in 10 to 20 milliseconds
of the rectifier is instigated by the reversal of the after its shunt trip coil is energized by closing of
"Z-to-ground" voltage under reverse current the overvoltage relay contacts. The rapidity of
conditions. the breaker action has been attained with no sacri-
Essentially, this type of reverse current sensing fice in its ability to withstand shock loads, vibra-
is "back-up," or secondary, reverse current tion, and other abnormal conditions (excluding the
protection. fault conditions on which the breaker is designed
The two units discussed in the foregoing para- to trip) without giving false trips.
15 AMP
-4"'1l'1R'(}-SPECIAL CALIBRATED FIELD CIRCUIT BREAKER
In order to determine the functional ability of An almost similar fault was applied to the system
the field circuit, breaker, several tests were made under test (by shorting the generator A+ ter-
in which the .field circuit was faulted to ground. minal to ground) with no breaker trip under
The first of these ·faults was applied to the carbon various conditions of speed and initial load. This
may be explained by considering the resistance in
stack side of the field breaker. This is essentially a
the path from B+ on the generator, through the
generator feeder fault and would be expected to
field breaker aI?-d the carbon pile to the A + ter-
draw a high current through the breaker. Oscil- minal, and thence to ground through the fault.
lographic recordings made during the application The addition of this fault current to the current
of this fault show that the breaker opens the gen- normally flowing through the field breaker is not
erator field circuit approximately 10 milliseconds enough to cause the breaker to trip. The generator

o
after fault application and that the generator is field collapses, however, and the generator is re-
removed from the bus 49 milliseconds later due moved from the bus by reverse current action oil.
to reverse current. These time figures are for the the line contactor.
condition of 6000 generator rpm, 150 amperes per The breaker will not trip if the fault (A+ to
generator initial load. ground) is applied before the generator is up to
During a flight test, the lead from A+ on the speed, for it will not build up, and the current
generator became shorted to ground (possibly drawn through the breaker will be too low to
through some resistance). It is not known for cer- cause it to trip. No nuisance trips of these breakers
tain whether the field breaker tripped, but the were encountered during test runs and, under no
generator was incapable of output until the fault conditions, did the breakers trip on normal field
was removed; there was no apparent damage. current.

" . In some cases, when attaching doub-

_ I", (HO-6110203-46 3 and -464) to
<J, the bottom cowl panels as described
. in the Convair TRAVELER, Volume
III, issue No.5, page 60, interference with the
AN 426A04
hinge has been experienced. To provide sufficient RiVET (3) #'_--4----..,.-

clearance, it is recommended that rivets be used • AN960- 04

WASHER(3)
in lieu of screws in the area of the hinge, and that
in the two places where screws are used that the
attachment be revised as follows: replace AN507-
6R5 screws with AN507-6R6; and use only one Illustrated is the recommended method
washer under the screw head instead of two. of attachment.

40
 July 1952 Convair Traveler

vs

Release air pressure from strut per AND10071.

With strut fully collapsed, remove filler plug
and fi II to Ievel of fi II er hole with fluid per
Spec MIL·0·5606 (AN.0·366).
Install filler plug and tighten air valve per
2600 Spec. AND10071.
4. With airplane on its wheels, inflate strut (per
2400 AND 10071) with air unti I piston starts to rise.
As soon as piston starts to rise, take air
I
pressure reading.
2200 6. See chart for number of inches strut must ex·
tend to correspond with this initial air press·
ure reading.

-
U
I-
2000
Continue adding air unti I correct strut exten·
sion (as shown on chart) is reached.
-< 1800 Recheck pressure reading against strut exten·

0 -.
I-
V')

ci 1600
sion. This point should fallon Iine on chart.
Strut is now serviced correctly for any gross
weight or CG condition. Change in either of
v; these conditions does not require reservicing
a: 1400
of strut.
NOTE: Struts may be serviced while airplane is on )r;
v; wing jacks. Allow MLG piston to extend ,,;
V')
w fully and inflate to 550 psi. Allow NLG
1200
c.. piston to extend fully and inflate to 216 psi. +,'

-< 1000 " . " , . 340 MLG SHOCK STRUT (ME NASCa) [.
I-
;:)

l- 800
V')

600

400

200

00 1 5 6 7 8 9 10 11 12 13
FULLY FULLY
COMPRESSED EXTENDED
PISTON EXTE NSION IN INCHES

41
Convair Traveler July . 1952

SERVICE EQUIPMENT BULLETINS

o
The following Service Equipment Bulletins
were issued between January 15, 1952 and June 15, 1952.
BULLETIN TOOL
NUMBER N U MBER TITLE PURPOSE
SE - 22 SE-0541 Support Assembly- Engine Top To hold top cowl panel in open posi-
C owl Panel tion. (For use on Convair -Liner 340s
only.)
SE - 28 SE-0133 Shackle Assembly- Tail Post To facilitate attaching tail mooring
Mooring line by providing tie -down loop. (For
use on Convair-Liner 240s and 340s.)
SE-29 ST -00433 Keyhole Fastener- Water In- To facilitate service handling, remov-
jection Tank al, and installation of water injection
tank. (For use on Convair-Liner 240s
and 340s.)
SE-30 ST-00355 Clamp- MLG Shock Strut To secure inner cylinder of MLG strut
in static position while airplane is
being jacked for service or inspection.
(For use on Convair-Liner 340s only.)

SERVICE BULLETINS
The f ollowing Service Bulletins

o
were issued between January 15, 1952 and June 15, 1952.
NUMBER TITLE REASON FOR CHANGE
240 -416 Engine Mount- Modification of To replace upper left-hand and upper
right -hand tubes in engirte mount assembly
with heavier walled tubes of same outside
diameter .
240-418 Propeller Control- Installation of Time To provide Airite 5012 actuator in place
Delay Relay of existing actuator, Airite 5011. Change
includes substitution of electrical delay
feature in place of hydraulic delay feature .
240-425 Stainless Steel Cowl Panel Parts for Pow- To improve fire barriers in nacelle area
er Plant-Addition of forward of fire wall by installation of
stainless steel facings over certain alum-
inum alloy components of engine cowl
panels, oil cooler duct, and nacelle struc-
ture; and by installing rubbing strips on
top and bottom cowl panels to improve
service life of these panels.
240-428 Inspection and Rework of Main En- To provide rework of main entr·ance door
trance Door Latch Hook latch hook.
240 -429 New Passenger Window Glass- Require- To define inspection standards for passen-
ments for ger compartment window assemblies in
order to obviate needless return of deviated
glass.
240 -433 NLG Axle Nut-Rework of Describes field rework to be accomplished
on NLG axle nut (240-5210006-8), when
nuts show evidence of insufficient thread
relief.

42
 (,

AN365 STE EL OR
I
o
AN363 HI-TEMP NUT
AN935 SPRING LOCK WASHER 1
AN960 PLAIN WASHER 0
AN960D required between
aluminum terminal and steel
I
structure or betw een copper INSTALLATION OF TERMINALS ON TERMINAL BLOCK
terminal and AI Alar Mag.
Alloy structure. I I
AN340 NUT
AN345

GROUND STUD TYPE II

I
Ll __ U:
I ALL NUTS AND WASHERS
INDICATED SHOULD BE
I ' I
.-NAS45 TERMINAL BLOCK
I' .
I
PLATED STEEL. SELF-

I
I
LOCKING NUTS ARE AC-
CEPTABLE ON TERMINAL
STRUCTURE INSTALLATIONS WHEN RE-
I CEIVED AS A PART OF
PURCHASED PARTS OR OTHER EQUIPMENT.
ALL OTHER TERMINAL INSTALLATIONS SHOULD

AN365 STEEL OR
AN363 HI-TEMP NUT
010 BE MADE WITH ALL-METAL NUTS.

OPTIONAL TYPE II ATTACHMENT WHERE BOTH STRUCTURE

AND TERMINAL ARE OF LIKE MATERIALS
I AN365 NUT OR
AN363 HI-TEMP
AN935 SPRING LOCK WASHER

NOT MORE THAN FOUR

TERMINAL LUGS SHOULD
BE INSTALLED ON ANY
AN365 STEEL OR ONE STUD OF A NAS45
AN363 HI-TEMP NUT TERMINAL BLOCK.
AN935 SPRING LOCK WASHER

I
&;·. . 1 .b.o ••••
r",,,,,.,:;» alum terminal and steel
structure, or between cop-
per terminal and alum. or
I
mag. structur e.
Q7103
for Aluminum or Mag Alloy
structure
BOLT RETAINER
ASSEMBL Y 0 1
0
GROUND STUD TYPE III I
I
•••••••••••••••••••••••••••••••••••••••••••••••••••••••• ••••••••••••••••••••••••••••••••••••••••••••••••••• • ••••••••••• ••

\......J o ..,.
M

> q
* ----rl
 INSTALLATION OF GROUND STUDS, BOND ING CLAMPS,
AND BONDING SUPPORT CLAMPS

0
I
1
now- It..
TERMINAL
I
I INSTALLATION OF BONDING OR GROUND STUDS, BONDING CLAMPS
AND BONDING SUPPORT CLAMPS
AN365
STEEL NUT

COPPER JUMPER TO ALUMINUM

I To ossure good electricol contact, 011 contacting surloces should be thoroughly
ALLOY TUBING cleaned prior to assembly.
Abrasives used to remove point, anodic films, or other non-conductive finishes
should be limited to No. 7/ 0 garnet linishing sandpaper, or equivalent.

I Attachment to aluminum alloy structure should receive one coot of zinc chromate
primer and one of a luminized spar varnish as soon as practicable after
AL AL, PLATED STEEL, OR C.R. STEEL TUBING assembly.

I Polished contact areas on magnesium olloy should be given a one-minute brush-

ing 01 chrnme-pickle solution loll owed with a brushing rinse 01 water, and then

I thoroughly dried, immediotely prior to assembly. Immediately after assembly, the

bond connecti'on should receive one coot of z inc chromate primer and one coot
of aluminized spar varnish.

Attachment to plated steel and / or corrosion-re sistant steel structure will require
For copper jumper to no treatment other than cleaning of contact areas and replac ement of di sturbed
plated or corrosionaresistont 14nish. Due care should be exercised in the cleaning process to prevent com-
steel tubing, use Q908 plated
steel clamp. I plete . removal of plating.
Sell-locking nuts with liber inserts should not be used lor attachment 01 terminals
ALUMINUM ALLOY JUMPER TO to ground studs.
AL AL, PLATED STEEL, OR
C.R. STEEL TUBING. AN315 or AN345 nut assemblies already labricated with locknuts are approved for .
use.

WASHER

STEEL
(h ...
i'/ ......
6 "'- :
SPRING LOCK WASHER
AN960 PLAIN WASHER
=CUUJAI Aa-J1:AII;. a-JIIT ?i.
NOTE: Where banding is r....
quired, use separate
band ing clamp with jumper as HER - n

,}))})}) ;;) I
1;; I ;;:
$;J/).
)/1);;;;
7 foAN960
r AI
(Use " 0" coding
AI or Mag Alloy
shown in upper sketches.
STRUCTURE -"V III 1111 ,4 / : 1111 ;.fErf, 11 III II p I structure)
AN BOLT OR . . . .. .i
1 y

0 0
SUPPORTING AL AL OR c.R. STEEL
TUBING ON AL AL, MAG, OR · STEEL
STRUCTURE
I GROUND STUD TYPE

:t t
SEPTEMBER 1952
VOLUME IV
NUMBER 5
 • AN airplan e with a small wing area cruises fast and takes
off

• and lands at high speeds. An airplan e with a large

can take off and land at low speeds, but it also cruises
wing area
at low

• speeds. A combin ation of the two " high cruisin g speeds and

0
• f speeds . . . of course, is the ideal
low landing and take-of
combin ation.

•
• Unlike power, angle of attack, or payloa d, the wing
not vary, unless some method is used for increas ing
area can-
the size of

• the wing.

wing
A telesco ping outer panel that provid ed a variabl e area
change the cambe r
was conside red, as was a wing th a t could
speeds. At the time, none of these
when going from high to low
the
seemed practic al since the gain from each did not justify

• added weight and comple xity of the installa tion.

• It was appare nt that a simpler method was needed and

...
This issue of the TRAVEL ER deviates
from the establish ed pattern to pre-
guide to a better
•
•
sent a pictorial
understa nding of wing flops and their
use, and should be of interest to all • Cop yr ig ht 1952
Septem ber 1952
• The TRAVElER Co n so l ida t ed V ult ee A irc ra ft Corp.
Son Di ego, Col ifo rnia
concerne d.

•
publishe d monthly by the
A d i1> cs t of C on v air-Line r operatio n and serv ic e
The importa nt rules for proper flop Publica tions Section of C onv a ir in the interest of Convair- Liner oper-
Service
for the promotio n of sa les a nd service. Commun ications should be

•
ators and
manage ment are pinpoint ed to ovoid 12, Californ ia.
a ddressed to Chi ef of Service, C onva ir, San Dieg o
misunde rstandi ng in the use of the F. W . Fink, Chief En gin ee r J. J. Alkazin, Chief of Service
wing flop . While these rules are ap-
• G. S. Hunter, Editor
Th e inform a t ion publish ed in th e Conva ir T RAV ELER
is t o b e con si dered a ccur ate a nd
r ned. CAA a ppr oval , h o w eve r , is n ot

•
plicable to all aircraft equipped with a u t h o r ita t ive as far as Co n vai r a p p rova l i s conce
er sonne l o re t he re f o re a dv i sed that u se
to be imp l ied unless specifica ll y not ed. Airline p
ve com p an y po li c ies or by CA A pu b li-
wing flops, the specific tables and of t his materia l m ay be rest r icted by th e ir respecti a n y info rm atio n h e re pre sented, b ut
cations. Perm iss ion is h e reby g ran t ed to republ ish
charts found in the flight manuals of
• it is suggested tha t th e mate r ia l be ve r ified w ith
la t es t d i onges and d evelo pmen t s.
Co n vai r t o insure that it conforms with

Numbe r 5
•
all aircraft remain the gu iding foetor.
VOLUM E IV
58
 They were simple installations and, being strictly drag flaps,
increased the landing angle of descent only. They were not used
for take-off.

The high performance of present day commercial

and military aircraft has depended to a large ex-
tent on the use of high wing loadings. This in turn

r
has resulted in high take-off and landing speeds.
To overcome the characteristic of high take-off and
landing speeds, various devices were tried before
the trailing edge wing flap was selected as the most
::>
suitable for decreasing the take-off and landing
TAKE-OFF

r=
speeds without impairing the cruise performance.
The Convair Fowler flap installed at the wing "::>
trailing edge moves backwards and rotates down
when deflected. This action realizes the benefit of LANDINI
a slot at the · flap leading edge and effectively in-
creases the wing area and changes the camber.

Its use can be realized in that for take-off the

flap is used in a partially deflected positic:lfl, result-
ing in lower take-off speeds without a substantial
increase in airplane drag. For landing, the flap is
used at a greater deflected position, resulting in
lower landing speeds with a substantial drag in-
crease and a angle of descenf.
The reduction in take-off and landing speeds
through the use of wing flaps results in shorter
take-off and landing distances.

59
 ------
o
1
<
I C)
C)
<
Il::
o
o
W
I-
Z C)
z U
o <
Z
U.WIl::
u.o..U
Q"'W
<
..J
'"<W Il::
I-
W

q
Il:: Il::
U
Z

_ _ _ FLAP POSITION
INCREASING
'---'-1___----'-__----'---
FLAP POSITION
INCREASING - - - - FLAP POSITION
INCREASING
T
\

'.

(
If approved flap settings are used . and good take-off
prdcedures followed, take-offs and landings are easy.
Too little flap will result in a longer take-off run; too
much flap may result in no rate-of-climb at high gross
weights with single-engine operation.

has adequate speed at this

point to continue take-off safely.

ENGINE FAILURE SPEED

speed, there is still time and runway
60 available to stop. After V , the pilot must continue
to V " speed and take off.
 f "" tJ T
(
'"

COllecf P/'ocedu/'e

If approved flap settings are used and good

take-off procedures followed, take-offs are
easy, even after an engine failure. Proper flap
management during one-engine take-off is
especially important.
(

The chart on pages 62 and 63 illustrates how

to make a safe take-off even after an engine
failure.

The procedures are generalized to cover most

aircraft with flaps. For detailed procedures,
refer to applicable handbook of Flight Oper-

u ating Instructions.

61
 1. Raise landing gear immediately.
2. Hold take-off flap setting, and maintain best climb speed for that
setting until clear of obstacles or at a safe altitude.
3. Level off to pick up air speed. Be sure that air speed is always at
least 20 per cent above stall speed for that flap setting before re-
tracting flaps. Retract flaps in increments as the proper speed is
obtained, until flaps are fully retracted.

NOTE
DON'T RETRACT FLAPS fully at V" speed since the
result will be a SERIOUS LOSS OF ALTITUDE.

4. When flaps are fully up, you should ,be at the enroute climb speed.
You are now ready to resume the climb, and circle for landing.
It is desirable to reach the en route climb speed as soon as possible,
because you have .. .
a. Greatest rate-of-climb In feet per minute.
b. Best engine cooling.
c. Lowest power required to fly in level flight.
(
..
, _ _. . (i\,. __
':::::J
,
During this phase with mInImum take - off climb
••• speed, maximum rate-of-c1imb will be obtained
with take-off flap setting. DO NOT RETRACT
THE FLAPS.

TAKE@ OFF
6EAR -- UP

62
( At low air speeds, flaps are depended upon to
sustain flight. If flaps are retracted, the airplane
may buffet and lose altitude. Before reaching air
speed at which it is safe to retract flaps, a better
rate-of-climb is obtained with flaps than without. r
u..
Oal

t-:::i
The airplane can go only so fast for a given -«U o
a:: UJ
power and wing flap condition. If climb is desired, UJ
[l.
speed must be sacrificed; conversely, if speed is Vl
<D
desired, climb must be sacrificed, for the time being.
Either speed or climb can be obtained, but it is - ::J...J--
OU
not possible to have both. A substantial increase or a::
u.. z
decrease of the recommended climb speed will re- 0:.:: UJ
UJz
sult in decreased rate-of-climb. t--
-«Vl
a::

II"CREASING _ _ __
During period of flap retraction, rate-of-climb will
AIRSP EED
be reduced because total excess energy can be used
RETRACTING FLAPS AT
for climb or acceleration, but not for both. That TAKE-OFF CLIMB SPEED MAY
is why, retracting the flaps a few degrees at a time RESUL T IN SINK.
is recommended. A good rule of thumb is to retract
flaps one degree for everyone mile per hour in-
crease in air speed.

o
•
. ,:'-__J..J.•
•
... -..
__ •

••• ••• • •

Best rate-of-climb speed for ",era flap

setting. Climb speed in flight manual
has been worked out to give best rateo-
of-climb possible while maintaining a
Flaps retracted in series of small increments for safe margin over buffet speed.
a related series of ever-increasing air speed. During
this phase, a small change in air speed can have
a large effect on rate-of-climb .

o
63
 .,,
Take-off characteristics are based on approved pro-
cedu".res and fixed performance values.

Obstacles car, be cleared adequately IF . . .

a. Take-off is started at extreme head of runway.
b. Take-off power is applied as rapidly and smooth-
ly as possible.

.--....
c. Take-off is accomplished at proper V" speed.
"'--- d. Gear is retracted as quickly as possible after
take-off.
It is important to retract the landing gear as quick-
ly as possible after take-off as the gear is predomi-
nantly a drag item during flight, and rate-of-climb
in some cases can be DOUBLED by retracting the
landing gear.
RUNWAY

RIGHT

-----------
Start at extreme head of runway
and apply T.O. power as rapidly and
Take-off at y, speed . Retract gear as quick-
ly as possible after
Obstacle cleared ade-
quately.

smoothly as possible. leaving runway.

WRONG

.. --------------
Start at extreme head of runway Take-off at y, speed but
and apply T.O . power as rapidly and slow getting gear uP.
smoothly as possible.

WRONG

... --
-------
Start at extreme head of runway
and apply T.O. power as rapidly and
smoothly as possible.
Takes off too soon-airspeed too
low-gear up quick, but climb low
since power is required for acceler -
Proper speed obtained but
difficulty clearing obstacle.
, .,
.-

ation to proper climb speed.

;'(
'l .,*'
WRONG

., .;#

Start ot extreme head of runway

- - - - - - - - - -- - - - -- Take-off too late - speed Gear up quickly, but too near
(
and apply T.O. power as rapidly and high - too much runway obstacle. Difficulty clearing
smoothly as possible. used. obstacle.

64
 1. Set flaps at approved take-off setting.
2. Apply power rapidly, but smoothly.
3. Accelerate to Vi speed and be prepared to cut power
and stop, if an engine failure occurs before V, sp'e ed
is reached.
4. Prepare to break ground as soon as V" speed is
obtained.
If
5. Retract landing gear immediately after becoming
safely airborne.
6. During normal take-off, flaps may be retracted in one
continuous motion due to rapid airplane acceleration.

o l
I;J/lilf I1p fiJ
CLEAR OBSTACLE
If a situation should arise where you are
forced to pull up to clear an obstacle,
resulting in decreased air speed, LEAVE
THE FLAPS DOWN. After the obstacle
is cleared, level off again and regain speed.
Then retract flaps in increments as out-
lined on pages 62 and 63.

o
65
 When stacked over a busy airport, a partial flap exten-
sion (holding) makes it possible to fly a tight traffic
pattern at reduced speed without losing altitude. It also
makes an airplane more stable at low speeds. Lift is
maintained in effective wing area to compensate for
reduction of air speed.

)
c

When flaps are fully extended on the final ap-

proach, you are taking advantage of both the
lift and drag characteristics of the flaps. The
effective increase in wing area results in in-
creased lift coefficient, and the increased drag
results in a steeper descent angle.

When flaps were first adopted, they

were used only for increasing the
angle of descent.

66
 1. Apply take-off power.

c 2. Retract landing gear.

3. Pull up to best climb speed for a landing

I
configuration.
4. Retract flaps to approved take-off setting and
increase air speed to best climb speed for
existing flap setting.
5. Proceed as on normal take-off, retracting
flaps and maintaining best climb speed with
flaps fully retracted.

o This procedure is typical. It is of utmost Im-

portance that you see your flight manual for
detailed instructions.

The most important general rules are:

a. Determine tht" necessity for the go-around.
b. Do it soon enough ..

c
67
(
 DECEMBER 1952
VOLUME IV
Number 8

FOREWORD
The illustrated approach used in this issue in
discussing flight characteristics of the Convair
340 has been prompted by the enthusiastic recep-
tion of the September 1, 1952 Traveler "picture"
presentation.
Included herein is a pictorial review of buffet
and stall characteristics and airplane stability.
Comments of readers of this publication are
Chief Engineer solicited.
F. W. Fink

Chief of Service ON THE COVER

J. J. Alka:z:in Santa Claus has many modes of
transportation throughout the
world. He is shown here arriving
Editor by airplane . . . a Convair-liner
G. S. Hunter 340 . The cover seemed particu-
larly appropriate at this time of
year .. . and the Convair-liner
particularly suited for Santa's
capacity loaded interurban flights .
A digest of Convair-Liner op- A bit early - but we do say
eration and service published Season's Greetings to all.
monthly by the Service Publi-
cations Section of Convair in
the interest of Convair-Liner The information published in the Convair TRAVELER is to be considered accurate and
authoritative as far as Conva ir approval is concerned. CAA approval, however, is not
operators and for the promo- to be implied unless specifica ll y noted. Airline personne l are therefore advised that use
tion of sales and service. Com- of th is material m ay be restricted by their respecti v e company policies or by CAA publi-
munications should be ad- cations. Permission is hereby granted to republish any information here presented, but
it is suggested that the material be verified w ith Convair to insure that it conforms with
dressed to Chief of Service, latest changes and developments.
Convair, San Diego 12, Calif.

Capyright 1952
"
Ifhe stall of any airplane may be defined (in sion ivill be confined primarily to the pre-stall
terms of indicated airspeed) as that minimum warning. Acquaintance with the pre-stall warning
flight speed obtained through the use of full up of the Convair 340, so as to preclude the possibility
elevator; that minimum flight speed at which the of encountering a full stall, is therefore desirable.
airplane exhibits an uncontrollable nose-down
pitch; or that minimum flight speed at which the The pre-stall warning is primarily evidenced by
lift created by the wings is less than the weight moderate airplane and control system buffet, or
of the airplane and is accompanied by adequate shake, and secondly by a change in elevator control
stall warning. The latter two stall condit!ons will characteristics. The changes in elevator control
occur when the angle of attack, associated with characteristics at the onset of the pre-stall buffet
the maximum lift coefficient for the particular are such that considerable elevator position and
airplane configuration, has been exceeded. force changes are necessary for completion of the
stall. Airplane buffet is, therefore, the best indica-
The stall of the Convair 340 is considered excel-
tion of proximity to the stall since this type of
lent whether accomplished with power off or
power Qn. Lateral and directional control are ade- buffeting is not experienced at any other time.
quate throughout the stall to counteract any Mild buffeting, which may be mistaken for the
rolling tendency. The stall can be completed and pre-stall warning buffet, can be induced through
recovery accomplished without other than normal inadvertent opening of the cowl doors to extreme
piloting skill. positions, but, since normal flight operations do
Since it is not expected that full stall will be not require these cowl door positions, such condi-
encountered during normal operation, the discus- tions will not normally be encountered.

99
 Pre-stall buffet speeds, as do stall speeds, occur
at a certain angle of attack and corresponding
coefficient of lift. This is a desirable condition,
since its relationship to the full stall will always
provide an adequate warning and will guard
against inadvertent stalling of the airplane. Pre-
stall buffet speed with wing flaps retracted occurs
at a speed approximately 7 per cent above the
stall; with wing flaps extended to a 40-degree posi-
tion, the pre-stall buffet speed occurs at a speed
approximately 4 per cent above the stall.

In all cases after buffet has been encountered,

considerable elevator position and force changes
are required to further decrease airspeed; there-
fore, in instances where the buffet speed occurs close
to the full stall, it is considered an adequate warn-
ing, because any further reduction of airspeed
will be obtained only through deliberate action of
the pilot.

fl/henePer baRet Ius 6een tutintmttCvr.9.l(y

e./lcolH/tered, two hlethods ofret'OJle-r;'
-ENetJIINTER .
:w.
4re /'t'Cantended. '

If buffet is unintentionally encountered while

flying at an adequate cruise altitude, speed should
be recovered by increasing power or by decreasing
airplane attitude until safe flying speed is estab-
lished. -=-
- - - - - -- ====
--- -

Minimum recommended flying speed for

any wing flap configuration is at least 20 per cent
above stall speed.

100
--
./
 · - ;

.' UJW AlTITUDE E"N((JUNTER --

If buffet is unintentionally encountered during If the airplane is subjected to a noticeably higher-

low altitude flight, a small extension of the wing than-l-g acceleration (such as would occur with
flaps and an application of power will usually abrupt elevator control movement during normal
eliminate buffet. After buffet has been eliminated, take-off, climb, cruise, or landing, or in coordi-
wing flaps may be retracted in increments as nated banked turns) buffet will be induced at
speed is increased. Speed may be increased during higher than normal buffet speeds.
level flight through a further application of power.
This effect results from the apparent increase
At least 20 per cent above the stall speed should
in airplane gross weight as the acceleration is in-
be maintained for any wing flap configuration.
creased. For example: if the airplane were to
Extension of landing gear on the Convair 340 re- experience a 2-g acceleration, such as would be
duces the speed at which buffet will be encoun- encountered during coordinated 60-degree banked
tered. The effect is most pronounced with wing turns, the gross weight would effectively be
flaps retracted, and diminishes as flaps are extended doubled.
to the point where no effect is noticed at the fully-
The wing produces lift to offset the weight at
extended flap position. With wing flaps retracted,
all times during normal flight operation, and a
buffet speed is reduced 6 to 7 mph when the land-
certain minimum speed (stall speed, usually) is
ing gear is extended. The same effect is noted in
required before sufficient lift is available to offset
actual stall speed, so that the buffet margin is not
the weight of the airplane. Also, as the weight is
adversely affected.
increased, the minimum speed at which the lift
All buffet speeds are quoted on the basis of is equal to the weight is also increased; therefore,
occurring at the referenced speed when the rate the increase of buffet speeds, as noted during
of airspeed deceleration is 1 mph / second. This rate banked turns or abrupt aircraft accelerations, is
of deceleration obviates the possibility of notice- primarily a result of an apparent increase in air-
ably exceeding normal airplane acceleration of 1 g. plane gross weight.

tG
101
 V 1.. Budet speeds t/uring klnl(ed turos.
'-" or the Ilecelerlltions ihat occur durinJ
Danked turns. W.lJI If/CreaSe by the
fbllollli1f r!Jlues:
% INCREASE
ANGLE-OF ACCELERA- IN NORMAL
BANK TION BUFFET SPEED
0° LOg 0
15 ° 1.036 g 1.6
30 ° 1.155 g 7.3
45 ° 1.415 g 19 .0
60 ° 2.0 g 41.4

It can be seen from this tabulation that airplane

accelerations of 1.5 g's or more will result in buffet
being induced at relatively high speeds.

150
/1
CV340 PRE-STALL BUFFET SPEEDS - WITH ZERO THRUST
POWER AND C.G. =19% MAC. PRODUCTION AIRCRAFT ARE ACCEPT-
ABLE IF WITHIN 5% OF THESE VALUES WITH ZERO THRUST
i{ Z
POWER OR POWER OFF.
FIND BUFFET SPEED FOR 44,000 LBS WITH JO O FLAP,
1/1
I If//
EXAMPLE : GEAR 140
UP, & 30 ° BANKED TURN.
ENTER CHART AT lOa FLAP POSITION, AND PROJECT VERTICAL-
L Y TO INTERSECT BASIC CURVE AT POINT (A); THIS IS BUFFET
SPEED FOR 47,000#. TO FIND BUFFET SPEED FOR 44,000#, MOVE o Tf IIJ,
/ II VI
w 130
HORIZONTALLY TO POINT (B), AND FOLLOW PARALLEL TO NOMO- w
(l.
GRAM LINES TO G.W. =44,000# • POINT (C); THIS IS BUFFET SPEED V>

FOR 44,000# AND WINGS LEVEL. TO FIND BUFFET SPEED FOR 30· '"«
BANK, MOVE HORIZONTALLY TO POINT (F), AND FOLLOW PARALLEL
TO NOMOGRAM LINES TO POINT (E), AND READ 103 KNOTS AT
o
w 120 / J 1//1//
POINT (F).
VJ 1// 'IJ
MPH
KNOT S
130-
u
is
--VV V
/
VJ 'I)VI
110
w
:::> 110
'"
I-
-- V 7
/
./
V
J 7. "7
) 'I VI '
120-
w
(F) f- V
e; ,..- ...-- II VI
100 F- -'"
-;? :;..- V
(A 100
!!;
«
0 110 -
i'-.
w V V VJ /
I-
l5 90
Q
90
/
is
100-
b /
V / Vj
w
:::>
I- 80 "- V
V /
V
-
80
90- .............
V
V
-;7
/
70 70 -'
o 10 20 30 40 47,000 45,000 43,000 41,000 o 10 20 30 40 50 60
WING FLAP POSITION· DEGREES GROSS WEIGHT·LBS. ANGLE OF BANK' DEGREES

102
 Airplane stability is
stability, directional stability,
stability. The degree of stability
factor in the ready acceptance of
the pilots.
In the design of aircraft, directional and lateral
stability are closely interrelated such that an ex-
cessive stability of one system and a weakness of
the other system may result in undesirable flight
characteristics. As an example, if an airplane
is designed with strong directional stability but
very weak lateral stability, the airplane would
exhibit a form of dynamic instability, defined as
spiral instability.
Such an airplane, if deviated from its flight
course to a yaw condition by some outside disturb-
ance such as rough air, will roll and sideslip simul-
taneously, resulting in a spiral dive if allowed to
continue. Generally, this condition is checked by
the pilot long before a dangerous condition will
be achieved.

103
 In the case of an airplane with weak
directional stability and strong lateral sta-
bility, the airplane will yaw excessively
followed by roll, and will require consider-
able pilot effort to counteract the unbal-
anced power condition.
The design of the Convair 340
provides strong directional stability
and a minimum of lateral stability
which results in a minimum of pilot
effort in controlling the airplane
following an engine failure during
take-off.
On the other hand, if an
airplane is designed with
strong lateral stability but
very weak directional sta-
bility, it may evidence an
undesirable and uncomfort-
able stable oscillation known
as UDutch Roll."
Such an airplane (if upset from
normal flight by some outside dis-
turbance such as rough air) would
be characterized by a roll followed by
a yaw, a stable return beyond the
original flight position in a yaw and
roll, and would continue until damped
or checked by the pilot.
In the design of an airplane, it is desirable to
proportion the amount · of lateral and directional
stability and, since the UDutch Roll" character-
istics are undesirable, the airplane is generally de-
signed with a tendency towards the spiral insta-
bility condition.
In the operation of multi-engine aircraft, the
control during take-off following an engine failure
is a primary concern for the safety of the air-
plane. The loss of anyone engine will cause an
unbalance of power and produce a tendency
towards yaw.

104
 G
,

) ,.
I.TAlJIlIT'I"'·• • • _
•
The Convair 340 was designed with the mini- power, landing gear extended, wing flaps 40°, and
mum of lateral stability which would permit satis- a speed of 99 mph TIAS (1.2Vs\). The lateral
factory demonstration of the Civil Air Regulation stability in this condition was marginal and neces-
lateral stability requirements. sitated the installation of rudder-aileron intercon-
nect springs to achieve the required stability.
"CAR 4b.157-The static lateral sta-
Installation of the rudder-aileron interconnect
bility, as shown by the tendency to
springs allows the airplane to comply with the
raise the low wing in a sideslip, shall be
Civil Air Regulations and yet retain the desirable
positive (with all landing gear and flap
control characteristics during unbalanced power
positions and symmetrical power condi-
flight.
tions) at all speeds from 1.2Vs1 to the
maximum permissible speed." Another desirable feature of the combination of
strong directional stability and the minimum of
The lateral stability demonstration for compli- lateral stability in conjunction with the rudder-
ance with this regulation was adequate at all aileron interconnect springs is the ability to con-
configurations tested except at the low-speed dem- duct normal coordinated turns through the use of
onstration (1.2Vs\) with 75% M.C. symmetrical ailerons alone.

J /If T5;
,
RU/¥B- AltllfJN

INTIIffJNNI{T
(
105
 show that both ailerons are in a slightly down
position when controls are in neutral. The droop
o
of each aileron is 3 o. Another examination of the
ailerons during wings-level cruising flight will
show the ailerons to be in contour with the wing.
The pressure difference between the top and
bottom of the ailerons results in cable stretch and
a different in-flight aileron position. If aileron
droop is decreased to zero, ailerons during flight
will ride high, trailing edge up; besides presenting
The droop of the 340 ailerons is in- an unnatural position, it will contribute slightly
stalled for the sole function of preventing the to the drag of the airplane. No noticeable change
ailerons from riding Uhigh" during flight. An in aileron control forces will be achieved through
examination of the airplane on the ground will a reduction of the 3 -degree ground aileron droop.

\ ,
I·
,)
DlflEtTIONAI. $7A'lllrr
/
The minimum control speed is directly affected
by the power available on the operative engine.
A decrease of power available will result in a

On multi-engine aircraft, directional control is

lower minimum control speed, and an increase
power available will result in a higher minimum
speed. The minimum control speed of the
340 is negligibly affected when the ...
· lUpCl4....
o
usually associated with an unbalanced power oper- propeller is windmilling on the
ation such as a one-engine-inoperative flight con- of being feathered.
dition. The concern in this case would be the
minimum flight speed at which a straight course
can be maintained. This is defined by the Civil Air erating,
Regulations as the minimum control speed. by means
70 mph. It is
UCAR 4b.133-Minimum Control Speed. rectional control during
1. The minimum speed after recovery at ferred from the nose gear steering system to the
which the airplane can be maintained rudder at speeds above this value, because the
in straight flight with zero yaw (or at nose gear steering system is a more positive method
the option of the applicant with a bank of control in the event of an engine failure.
not in excess of 50) after one engine is
suddenly made inoperative during
steady flight at that speed, shall be de-
termined and shall not exceed 1.2Ys 1 if
I I I
M1N1MUM CONTROL SPEED (V ... ) I
PRATT & WH1TNEY R2800 C816 ENG1NES
with: HAM1L TON STANDARD 43E60/6895A.8
I 110 PROPELLERS
a. Take-off or maximum available o
w TAKE·OFF POWER (WATER INJECTION)
w

,
power in all engines. e;
I
b. Rearmost center of gravity. '"
<
0 100
c. Flaps in take-off position. w

d. Landing gear retracted. 6

is
2. In demonstrating this mmunum a: 90
w
::::l
speed, the rudder force required to
maintain it shall not exceed 180 lbs,
'"
nor shall it be necessary to throttle the 80
remaining engine."
o 2000 4000 6000 8000
AL TITUDE - FEET

106
c the stops have been reached, rudder motion is
accomplished directly through the rudder control
system. All normal flight rudder action, however,
will be assisted by the flight tab resulting in rela-
tively light rudder pedal forces.

The directional control of the Convair 340, as

evidenced by the rudder pedal forces during nor-
mal take-offs, landings and flight maneuvers, is
especially desirable. Unlike most large aircraft
which require relatively high rudder pedal forces
to achieve small changes in rudder angle, Convair
340 rudder pedal forces are relatively light and,
as a result, changes in heading can be accomplished
with ease and comfort.
The relatively light rudder pedal forces are
achIeved through installation of a rudder flight
tab. Flight tab movement is directly controlled
by the rudder control system through a spring
torque tube.
Initial movement of the rudder pedals and con-
trol system produces a tendency to move the rud-
der in the desired direction. However, due to
resistance of the airflow on the rudder, the pilot-

o applied force is transmitted to the spring tube,

and flight tab motion in the opposite direction of
the desired rudder motion produces the desired
rudder motion. Short-period dynamic directional stability, as
The spring tube flight tab system may be con- evidenced by the tendency toward rapid and
sidered a ICdemand system" since more flight tab heavy damping of the rudder, is excellent. Rudder
motion occurs at high airspeeds than at low. Flight control surface motion, when abruptly deflected
tab assistance will be available until the spring and released, is heavily damped, usually within
torque tube stops have been encountered. After one oscillation.

It is most desirable that the design of the air-

plane provide satisfactory longitudinal stability
since its influence is encountered during almost
all flight maneuvers. Therefore, in to
directional and lateral stability, it is considered
the first and most important for safe flight and
operation economics.
Along with being the most important, satis-
factory longitudinal stability is also the most diffi-
cult to achieve since it is affected by a change in
CG location, wing flap position, landing gear posi-
tion, engine power, airplane speed, and elevator

c control system friction.

Following are several types of longitudinal sta-
bility that are of interest to the pilot, operator,
and engineer.

107
 o

I'

Static longitudinal stability increases as the air-

plane CG is moved forward, eventually resulting
in control forces beyond which the pilot cannot
readily control the airplane during landings. With
a rearward movement of the airplane CG, static
Essentially, this is the pilot-applied force on IOllgitudinal stability deteriorates until small con-
the elevator control column required to fly at any trol forces produce a large change in airspeed, and
other than the speed for which the airplane has control feel becomes poor. Civil Air Regulations
been trimmed. From any trim speed, a pull force define the permissible limits of static stick-force
should be required to reduce speed, and a push stability which must be demonstrated during cer-
force to increase speed. tification tests of the airplane.

Short-period dynamic stability is the tendency

for rapid damping of both normal acce.eration and
Long-period dynamic stability is the tendency of of control surface motion after the control has
the airplane to return to stable flight at the trim been abruptly deflected and released. It is generally
conditions, after the airspeed has been substantially agreed that an airplane having negative short-
upset from trim by a pilot-applied longitudinal con- period stability would be dangerous, since both
trol force or by atmospheric disturbances. There surface motion and normal acceleration would in-
is no longer a requirement for damping of long crease to destructive values. The Civil Air Regula-
period dynamic stability by the Air Force, Navy, tions require that short-period dynamic stability
or CAA, although some pilots feel that an airplane must be demonstrated during certification of the
should have positive long-period longitudinal airplane to be heavily damped either with free
stability. or fixed control.

108
 J
,It is considered important that the pilot should
J
J
have to apply a considerable force to the elevator
control in order to develop excessive airplane ac-
celeration. Failure of airplane structure will result
from excessive accelerations, and there should be
no likelihood that the pilot can attain these exces-
sively high accelerations inadvertently.

(
Adequate longitudinal stability is a major factor
in establishing the permissible CG range for trans-
port aircraft. The excellent longitudinal stability
of the Convair 340 allows a wide variation of CG
locations (8.5 to 35% MAC) which in turn per-
J
J
mits the operator to accommodate all normal load
variations without restricting passenger seating.

To provide excellent longitudinal stability, Con-

vair Engineering has combined mechanical and
aerodynamic systems to the best of their respective
abilities. The trim and servo tabs, control column
( bobweight, and spring bun gee are all interrelated
so that the merits of one system avoid the limita-
tions of the other.
 The longitudinal stability of any airplane in-
creases as the CG is moved forward. Increased
longitudinal stability results in the need for a
However, as the CG position is moved to an aft
position, longitudinal stability lessens, and air-
speed changes from trim speed can be accomplished
o
greater elevator movement to achieve a change in with considerably less elevator motion. At an
airspeed from the. trimmed condition. This need extreme aft CG location, elevator motion to achieve
results in increased aerodynamic control forces a change in airspeed from trim speed would be
and, at extreme forward CG locations, aerodynamic
control forces become relatively high. A servo tab
on the trailing edge of the left elevator, which
moves in the opposite direction from the elevator,
assists the pilot in overcoming a part of the rela-
tively high control forces, such as might be en-
countered during landing.

I
.1 LANDING CONFIGURATION

1\
1. IV,, - - - + - - - l c.G. I n MAC ---+---+--i
)60 0 EXTENDED
IPOWER . OFF

r'\..
.::>

14 62
1 "-

1.4 v" (TRIM SPEED)

slight, and the resultant aerodynamic control

! forces would also be slight. This would be an

undesirable condition, because an inadvertent de-
crease of airspeed might be achieved without ade-
quate changes in pilot control force to indicate

' '' I.t

that such a condition had been encountered.
V

60 "

TRUE INDICATED AIRSPEED· MPH

STATIC ! TICK FJRCE STA'BILITY
CLIMB CONFIGURATION
C.G. 35 " MAC
The servo tab position is directly controlled by WING FLAPS RETRACTED
LANDING GEAR RETRACTED
the elevator position and assists only with up ele- . 85 V TRIM
75 " l 'C' POWER
u,...J
vator positions. Servo action of a lesser degree is 510
also incorporated in the elevator trim tab for up 6",a. I
elevator positions only. The servo action of the
u 0
two elevator tabs reduces required pilot control
forces to desirable values.
I r---
>:I:

wa.

! 20
110 120 130 140 15
TRUE INDICATED AIRSPEED • J.lPH

110
o b Tlze trimllnd serpo tans,
control eO/lImll hohllJe!fltt,
'/ /lad Sj'f'/11 btDffee a/'e all
litterreltlted. ....
- --@I JlW---I.r-_...t\

To provide control forces of adequate value so elevator positions and therefore do not contribute
that any decrease of airspeed from the trim speed appreciably to the aerodynamic control forces at
is readily noticed through a substantial change in these elevator positions.
pilot control force, a spring bungee is installed A control column bobweight is installed pri-
which exerts a down elevator force at all elevatOr" marily to exert favorable influence on the dynamic
positions. longitudinal stability and stick force per "g." It is
The influence of the spring bungee is realized attached to the base of the control column and
exerts a push force on the column, which remains
through a' difference in the aerodynamic elevator
essentially constant at all column positions; there-
and trim tab hinge moments, as compared to the
fore, its effectiveness is not influenced by the posi-
strength of the spring. For example: Assume that
tion of the control column.
the trim tab is used to counteract the influence of
the bungee in inducing full down elevator position. Any induced acceleration ("g" force) increases

o Then, since the trim tab force is directly affected

by a change in airspeed from trim condition, a
decrease of airspeed will result in less trim tab
the influence of the bobweight, and results in in-
creased pilot-required control force to maintain:
the acceleration.
force, and it will be necessary for the pilot to In turbulence, the effect of induced acceleration
apply a control column pull force to supplement on the bobweight is noticeable since it tends to
the loss of trim tab force in opposing the spring move the elevator column in the direction to reduce
bungee. "g" load. It rapidly becomes a desirable feature
since it does not require pilot action to accomplish
An increase in airspeed from the trim condition
the result.
will increase trim tab force and in a sense will
require a pilot push force to assist the spring in The effects of power, wing flap, and landing
opposing the trim tab. gear have all been taken into consideration through
the balancing of the mechanical and aerodynamic
The effect of the spring bun gee is also present systems so that, during all combinations of power,
during flight at an extreme forward CG, but its flap, gear, and CG positions, adequate longitudinal
effect has been considered in the design. The spring stability is present throughout a greater CG range
bungee is installed with an overcenter action so than would be possible with an aerodynamic sys-
that spring forces decrease at extreme up or down tem alone.
14 6
 •
OnUalP
I
TRAVELER

CONSOLIDATED VUL TEE DIEGO, CALIFORNIA

AIRCRAFT CORPORATION
FEBRUARY 1953
VOLUME IV
Number 10
 FEBRUARY 1953
VOLUME IV
Number 10
FOREWORD
The importance of the augmentors in provid-
ing engine cooling, wing and tail anti-icing, and
cabin heating, and the use of cowl flaps for neces-
sary heat control are described in this issue with
the help of "Lil Augie." He ... at no extra cost
. . . works his way through "Aug mentors and
Their Function" to bring you his version of the
use of augmentors.
And, as a dividend, we present an article on
the Curtiss-Wright Dehmel flight simulator. It,
too, is illustrated by Dean Kennedy, creator of
Chief Engineer
"UI Augie."
F. W. Fink

Chief of Service
J. J. Alka%in
Convair
TRAVELER
ON THE COVER
Edito)' "Lil Augie," the parsimonious
Scot, created by Artist Dean Ken-
G. S. Hunter
nedy, portrays the economy of
Convair's unique engine-nacelle
design.

A digest of Convair-Liner op-

eration and service published
monthly by the Service Publi-
cations Section of Convair in
the interest of Convair-Liner The information published in the Convair TRAVELER is to be considered accurate and
authoritative as for as Convair approval is concerned . CAA approval, however , is not
opera tors and for the promo- to be implied unless specifically noted. Airline personnel are therefore advised that use
tion of sales and service. Com- of this material may be restricted by their respective company policies or by CAA publi-
munications should be ad- cations. Permission is hereby granted to republish any information here presented, but
it is suggested that the material be verified with Convair to insure that it conforms with
dressed to Chief of Service, latest changes and developments.
Convair, San Diego 12, Calif.

Copyright 1953

CONSOLIDATED VULTEE AIRCRAFT CORPORATION • SAN DIEGO, CALIFORNIA

 AU6MENTOJ<5 and their function

Noticeable among power plant design features The Convair-Liner 240 was the first airplane to
in the Convair-Liners 240 and 340 is the engine utilize the high velocity of the exhaust gases to
cooling configuration achieved through utilization induce a flow of cooling air across the engine. The
of the high velocity exhaust gases discharging into higher the power, the greater the pumping action.
the augmentor tubes. This design is another in This design is especially desirable during ground
the evolution of the engine-nacelle cooling con- operation since the engine cooling airflow induced
through exhaust pumping action is independent of
figuration.
the propeller slipstream.

In early aircooled engine installations, the engine

Basically, the engine-nacelle configuration is de-
was mounted in the airstream. Engine cooling was signed to provide the minimum cooling airflow for
not particularly critical due to the low power out- maintaining engine temperatures within the engine
put of the engines; however, as engine power and manufacturer's temperature limits. During normal
speeds were increased, more thought was directed cruising flight, cooling airflow is obtained through
to engine cooling and a means for regulating the the augmentor installation, and results in engine
amount of cooling airflow at extreme temperature temperatures below the engine manufacturer's
and flight conditions. limits. To achieve the required engine cooling at
high power low-speed flight, the Convair 340 design
The first step in this direction was obtained incorporates four cowl doors to augment engine
through the use of a ring cowl, which forced the cooling airflow.
airflow to pass around the cylinders instead of
At take-off climb speeds or higher, sufficient ram
around the engine. The installation of a ring cowl
airflow is available always to maintain a higher-
improved engine cooling, but had two distinctive
than-ambient pressure behind the engine cylinders
drawbacks: 1) overcooling during operation in
with the cowl doors open or closed. Therefore, if
extreme temperature conditions and, 2) unneces-
the cowl doors are opened during take-off or normal
sary increased cooling airflow during cruise flight climb, the air will flow out of the doors and allow
resulting in a loss of cruise speed. These were re- a greater airflow across the engine with resultant
solved through the installation of cowl flaps at the lower engine temperatures. It is also desirable
aft end of the engine cowl section. Operation of during airline operation to maintain engine tem-
the cowl flaps from closed to various open positions peratures at values considerably below engine
allowed the pilot to regulate the engine tempera- temperature limits for operational economy. Dur-
tures to desired values and obtain faster cruise ing cruise flight, it may be necessary to open the
speeds. cowl doors to achieve desired temperature values.

127
 It is desirab le during takeoff to mainta in engine
operati ng temper atures as IDW as practic able, since
the power availab le at consta nt rpm and manifo ld
pressur e decreas es substan tially as engine temper a-
tures increas e. All ground operati on, therefD re,
should be conduc ted with the cowl doors open, with
special emphas is on reducin g cylinde r head tem-
pera tures to. less than 1 50 to 170 C priDr to. take-
0 0

off, whene ver possible .

viding 'Ram Air

To provid e furthe r engine
cDoling , it is desirab le to use cowl dODrs in the par-

, iair()r/vclj;' tially open positio n for takeoff . When the top cDwl
dDDrs are open 2 inches . . . the apprDv ed setting c
for takeoff . . . the bDttDm cDwl dODrs will be less
'LrL AU&lt than 2 inches open. This Dperati Dn is nDrmal . The
2-inch tDP cowl dDor pDsitiDn fDr takeoff is the
mDst efficien t openin g with regard to. engine CDDI-
As stated earlier , induce d cooling during ground
ing and airplan e perform ance.
operati on is indepe ndent of the propell er slipstre am,
since the pumpin g action will always tend to reduce
the pressur e behind the cylinde rs, thereby inducin g
airflow across the cylinde rs. This is true whethe r
Mainwining
the cowl doors are open or closed. The airflow
created by the propell ers induces negativ e pressur e TemperaWre
at the cowl door exit when the doors are open dur-
ing ground operati on. This, in turn, results in air-
flow from the engine compa rtment . Lower engine
temper atures, therefo re, can be obtaine d during
ground operati on with the cowl doors open.
Exhau st-augm entor pumpin g is substan tially the
same whethe r operati ng with forwar d or reverse
pitch, but open cowl doors during reverse thrust
Dperati on are detrim ental to. engine cooling . With
reverse thrust operati on, airflow over the nacelle
is in a forwar d directio n, causing air to flow into
the engine compa rtment and out throug h the aug-
mentor tubes. This action reduces the airflDw across
the cylinde rs and produc es higher engine operati ng
temper atures. It is recomm ended, therefo re, that <5 • "
the cowl dDors be closed during reverse thrust
.-..
-
.
f/ , • •IIiii..., : '
Dperati on.

128
 vides heat for passenger comfort and for anti-icing.
Maximum utilization of the heat exchanger system
is dependent on proper operation of the cowl doors
and augmentor vanes. The augmentor vanes are
located in the aft end of each augmentor tube and
are controlled by cockpit switches from the normal
trail position to any position up to 90 ° from trail.

Normally, the augmentor vanes are inoperable

unless the heat anti-icing system is operating; how-
ever, since the use of augmentor vanes is desirable
during other flight conditions, an armiilg switch
allows operation of the vanes without heat anti-
icing system operation.

,
Maintaining desirable engine temperatures dur-
ing normal climb and cruise may necessitate a par-
tial opening of the cowl doors. The use of extreme )
cowl door positions to maintain this temperature,
however, may result in performance losses which
may not compensate for the increase in engine
efficiency gained from operation at lower engine
tern per a tures.
As outlined earlier, the cruise speed of any air-
plane is directly affected by the change in cooling
airflow. Opening the cowl doors during cruising
flight results in increased cooling airflow and loss
of cruise speed; therefore, it may be more econom-
ical to accept the increased engine temperatures
rather than the losses in airplane cruise speeds.
The augmentor tube engine cooling installation
incorporates a muff type heat exchanger which pro-
fngine,
Com
'f'rtt,ss urtJ
During low-power descent from altitude, it may
be desirable to close the augmentor vanes partially
to maintain minimum engine temperatures and to
aid in cabin heating.

Augmentor vanes may be used also in the par-

tially closed position to increase the available cabin
heat during low-speed climb. During low-speed
climb, engine compartment pressure is at a mini-
mum, and augmentor muff heating airflow is low.

u Partially closing the augmentor vanes during low-

speed climb, therefore, will increase the exhaust

Galf,for Cabin +leaf; mixing air temperature in the augmentor tubes,

(continued on page 132)

129
 ..••:.....

Cold Air COWL DOORS OPEN

... Heated Air AUGMENTOR VANES IN TRAIL

130
=:> Cold Air COWL DOORS OPEN
... Heated Air AUGMENTOR VANES CLOSED

.•................................

•........•.......................•.
Overhead Engine Switch Panel

=:> Cold Air COWL DOORS CLOSED

... Heated Air AUGMENTOR VANES IN TRAIL

131
 the lesser position from trail which will not induce
L
afterburning. It may be desirable to reset the vanes
to that position to obtain the maximum heat for
passenger comfort and wing anti-icing.
The combined operation of the cowl doors and
the augmentor vanes is necessary to obtain maxi-
mum heat for wing anti-icing. Prior to entering
an area in which icing is suspected, the heat anti-
icing system should be turned on. For maximum
heat available during normal two-engine operation,
the augmentor vanes should be placed in the maxi-
mum position from trail which will not induce
after burning, and the cowl doors should be regu-
lated to maintain the cylinder head temperatures
at 200 ° to 23 O° C. Afterburning should not be
\ experienced during normal cruise operation with

the Wing . the augmentor vanes closed. Actuation of the ther-

mal overheat switch during cruise will indicate a
faulty switch.
During emergency single-engine operation, the
augmentor vanes should be placed in the maximum
since less air is being mixed with the exhaust. Too, position without inducing afterburning, and the
it will increase the airflow through the muff, due cowl doors should be regulated to maintain the
to increased engine compartment pressure. In- cylinder head temperatures at a maximum of 230 °
creased cabin heat can also be obtained during to 260 °C.
climb by closing the cowl doors which in turn will
The use of the augmentor vanes in a maximum
increase the engine compartment pressure.
closed position and the cowl doors to maintain
(
The operation of the augmentor vanes to extreme maximum cylinder head temperatures at the desired
positions from trail during climb may induce aug- values of 200 ° to 230 ° C for two engine operation,
mentor after burning. Afterburning in the augmen- and 230 ° to 260 ° C for emergency single-engine
tor tube is an intermittent ignition of the unburned operation will provide the maximum heat for wing
fuel mixture. Thermal overheat switches have been anti-icing.
provided in the exit from the augmentor muff to
provide the necessary protection against prolonged
afterburning. The thermal switches are preset to
operate at a given temperature which is consider-
ably below the temperature at which a dangerous
situation would exist. Whenever the air tempera-
ture in the exit from the muff reaches this preset
value, the thermal overheat switch actuates the
augmentor vanes toward the trail position and
simultaneously rings a bell in the flight compart-
ment. The bell will continue to ring as long as the
overheat situation exists.

It is not expected that augmentor tube after-

burning will be encountered at any time during
normal flight operation with the augmentor vanes
in the trail position. Therefore, if the warning bell
should ring during normal flight with the augmen-
tor vanes in the trail position, it will probably be
a result of a faulty thermal switch.
In most instances, the thermal overheat switch
'Lil Augie, yOU'VfI /
will actuate the augmentor vanes to the trail posi- had a day-
tion. When this occurs, the vanes may be reset to

132
 "We've lost oil pressure on No.1 engine. We'd "Dehmel" trainers after Dr. R. C. Dehmel who
better head back to the field." developed them, and the 340 simulator is to be of
Those are the words of the pilot shortly after this type.
an instrument takeoff, as he feathers the left pro- Curtiss-Wright Dehmel trainers double for the
peller. Clearances are requested and received for actual aircraft in the familiarization and proficien-
immediate emergency landing. The approach is cy training of flight crews, and duplicate in exact
made with ILS. After touchdown, the propeller is detail all flight operational installations and per-
reversed and the airplane brought safely to a stop. formance features, thus saving many hours of actu-
Just five minutes before, the oil pressure gage al flying time and aircraft operational expense.
indicated loss of oil pressure on the left engine, and Not only is operation of aircraft for flight
now the airplane is safely on the ground. training an expensive project, it is sometimes
But this, in a manner of speaking, was a "false impracticable. In many cases, simulating certain
alarm ." There was no engine difficulty and no air- emergency procedures in actual aircraft is next to
plane to land. This was a simulated condition . . . impossible. As a result, some emergency procedures
one of the incidents on which pilots sharpen their remain untried for most pilots.
skills in an emergency. And the setting for the (continued on page 134)
alarm was within a Curtiss-Wright flight simulator.
The prompt handling of emergencies actually
starts with the design of the aircraft . . . its con-
struction and its detecting and alarm systems. The
observance and quick control during emergency
conditions are a result of the safety factors built
into the airplane, and by the control procedures
executed by the pilots.
Quick reactions to incidents are a result of skill.
Repeated practice of emergency procedures, such
as fires in flight, can be obtained in a flight simu-
lator . .. a Link Trainer with ideas and an electro-
mechanical device to execute them.
The well-known Link Trainer is substantially
a navigational training device, whereas the flight
simulators add to these actual flight operations in
complete detail to match a specific aircraft. Link,
Engineering Research Corporation, and Curtiss-
Wright are the three major simulator manufactur-
ers . The Curtiss-Wright trainers are called
 tion and velocity, field barometric pressure, and
altitude help in the familiarization.
Then, too, there are those simulated emergency
or adverse conditions that require action . . . oil
and fuel pressure low, carburetor ice, wing icing,
reduced BHP, abnormal carburetor air and cylin-
der head temperatures, too lean or too rich a
mixture, hydraulic system failure, tail buffet, and
many other conditions and combinations of these.
In the event of incapacity of a crew member
. . . another function that can be practiced in the
flight simulator . . . the remaining crew member
takes over complete control of the "aircraft."
Thus, he becomes familiar with and performs all
phases of flight operation, and is prepared should
such an emergency arise during actual flight.
The flight simulator offers opportunity for coor-
dination of pilot and copilot duties during all oper-
ations, so that all procedures can be performed
without hesitation and with thorough understand-
ing. It presents complete familiarity with the
cockpit for exact sequencing of controls during
emergency procedures. 4 b 2
A "flight" in a Dehmel trainer differs from the
conventional six-months check flight in that pilots
get to practice important maneuvers that cannot
be practiced in actual aircraft. In a "Dehmel
flight," the pilots are given a flight plan-say,

With the Dehmel trainer, flight attitudes and

from Denver to Kansas City. They are provided
with such information as gross weight and center
of gravity location, wind velocity and direction,
c
operational conditions are set up at a training field barometric pressure, altitude, weather condi-
console by an observer who "positions control sur- tions, etc. The airplane may be taking off in a rain-
faces," and sets up power plant, electrical, hy- or snow-storm. Whatever the conditions, the flight
draulic, and fuel system conditions, which are plan will be executed to its completion regardless
transposed into instrument readings for action by of the situations the observer may inject to take
the pilots . The pilots in the flight simulator control it out of the "normal flight" category. The flight
the airplane through all normal and emergency
procedures . . . how well, is indicated on charts
and graphs that plot the airplane's route, record
takeoffs and landings, and indicate the handling of
controls during all operational procedures.
Such emergency procedures as are necessary dur-
ing engine fire, flight compartment smoke, failure
of landing gear to extend or retract, etc., are awk-
ward or impossible to enact in an actual aircraft,
but in the flight simulator they can be practiced
repeatedly until the pilot can perform them in an
effortless, confident manner.
The Dehmel trainer can realistically simulate
performance of the actual aircraft under all con-
ditions of flight, including one-engine out, propeller
windmilling or feathered, landing gear retraction
and extension, wing flap position, cowl flap posi-
tion, altitude, attitude, normal and one-engine
takeoffs and landings, emergency air brake opera-
tion, reversible propellers, and many more. Pl\ot. reactions to I"eICOrdeJ
In addition, practical problems concerning gross on charl;,s, qivt a. c.IQ.ar picture. <f his
weight, center of gravity, fuel control, wind direc-
master'y of the, airplane,.
134
 is complete with sound, vibration, operating tion. Experimental problems and devices, too, can
instruments, radio, and control tower contacts. Any be studied with a considerable saving in time and
deviation from set procedures is simultaneously money.
indicated and recorded on the training panel. The nose sections, complete with pedestal, circuit
Airline pilots had a hand in the design of Convair- breaker panels, instruments, lights, etc., are fabri-
Liner flight decks. Their recommendations and sug- cated inexact detail by Convair. Curtiss-Wright
gestions resulted in a flight deck designed by pilots engineers add the electronic "brains" that simulate
for pilots. This cooperation between the design the motion of the airplane in flight and on the
engineer and the airline pilot, and the incorporation ground under varying climatic and operational
of combined ideas is a step toward standardized conditions. Pilot reactions, measured and recorded
instrumentation ... the ultimate in flight decks to on charts, present a clear picture of the pilot's
eliminate confusion and misconceptions. mastery of the airplane, and provide a satisfactory,
The Dehmel trainer is fast replacing expensive relatively inexpensive method of analyzing pilot
trial-and-error methods of developing flight decks procedures under varying emergency conditions.
in new aircraft. Pilots' reactions to safety devices Too, it presents a means for studying these pro-
and warning signals can be studied so as to recog- cedures with a view toward improving them.
nize the need for relocation of instruments and/or Static and dynamic data, supplied by Convair
controls, and to provide standardized instrumenta- Engineering and Flight Test are the criteria for
• the "brains."

. j

"Wtl!. Ed. Wew- gotem ovu t,hq. Moun-

tains in a blizzard, loc;,iog oil pressure and
Let's give,'em an wginQ. fire and
u Knock off for l\Anch."

135
 D JUST
II NO, IT'S NOT A CONVENTION. THE WOR
GOT AROUND ABOUT THE THR -R-RIFTY
CONVAIR-LINeRS! /'
 JUNE 1953
VOLUM E V
Number 2

FOREWORD

Accom modati ons for the comfo rt, conven ience,

and safety of the passen gers and crew are con-
tained in this issue. Locatio ns of emerge ncy
equipm ent, and certain circum stance s deman ding
o
action are discuss ed since the best protect ion
during any emerge ncy is a knowle dge of the
equipm ent at hand and its use.
Include d, too, is inform ation on nose wheel steer-
ing and some tips for mainte nance person nel.
Chief Engineer
F. W. Fink
ON THE COVER
Chief of Service
J. J. Alkazin They board the Convair .. . the
old-the young- the very young
. . . some carrying their luggage
Editor to save time when they reach
G. S. Hunter their destinati ons. From the in-
tegral passeng er loadi ng ramp to
the aft compart ments, everythi ng
is function al efficienc y.

A digest of Convair- Liner op-

eration and service publishe d
monthly by the Service Publi-
cations Section of Convair in R is to be considere d a ccurate and
The informati on published in the Convair TRAVELE . CAA approval, however, is nat
the interest of Convair- Liner authorita tive as for as Convair approval is concerned l are therefore advised that use
lly noted. Airline personne
operator s and for the promo- to be implied unless specifica company policies or by CAA publi-
tion of sales and service. Com- of this material may be restricted by their respective
any informati on here presented , but
cations. Permissio n is hereby granted to republish to insure that it conforms with
municati ons should be ad- it is suggested that the material be verified with Convair
dressed to Chief of Service, latest changes and developm ents.
Convair, San Diego 12, Calif.

Copyrigh t 1953

DIEGO, CALI FORN IA

CONSOLIDATED VULTEE AIRC RAFT CORPORATION • SAN
 •• •
* The Convair-liner's excellent operating record, plus passenger com-
fort and satisfaction, are a result of the many design features that were
planned for functional efficiency with the passenger and stewardess in
mind.

The door and stairway handle and operating lever

are located on the aft side of the forward luggage
compartment bulkhead, and are protected from lug-
gage by plastic guards. The operating lever is on
the inboard edge of the partition and is covered by
a hinged panel. When the operating lever is moved
up, hydraulic pressure raises the stairway and lowers
the door. The latch handle is then moved downward
to lock the door and stairway in the closed position.
The reverse of this sequence opens the door and lowers
the stairway.

A switch panel at the forward end of the luggage shelves contains

a red light, labeled CABIN PRESSURE, which, when lighted, indi-
cates that the cabin is still pressurized and it is unsafe to open the
•..:.oor. _ _ _

For passenger comfort and conven-

ience several units are located on the
underside of the hat rack above each
pair of seats. These include a conditio.ned air outlet; two
adjustable fresh air outlets, which permit directing and!
or increasing the supply of air, as desired; two non-glare
read·i ng lights and switches; and a plastic button to summon the stewardess. When the
stewardess call button is pressed it glows and lights a blue light on a panel at the top of the aft
passenger compartment door. At the same time, it rings a chime in the buffet. The glow of the
passenger call button enables the stewardess to see at a glance which passenger has called.
The stewardess, when answering the call, pulls out the button, which extinguishes the light.
Also on the door overhead panel are a green light, which is connected to a call button in the
lavatory, and an amber light which, when lighted, is an indication to the stewardess that she
is being summoned from the pilots' compartment.

15
 s)
Public addres s system speake rs (install ed on some version
the hat
are concea led behind grills mounte d on the unders ide of
er cabin, one
rack. Twelve speakl! rs are installe d in the passeng
rtment . When the
in the lavator y, and two in the flight compa
the pilots' pedesta l is turned
PUBLI C ADDR ESS AMPL switch on
ers
on, either the steward ess or pilot may address the passeng
ual handse ts. If the steward ess wishes to
throug h their individ
P A system , she contac ts the pilot who turns on the PA
use the
ted
switch . The steward ess knows when the transfe r is comple
by the soft hum of the amplifi er.

just aft
A stewar dess' switch panel is located outboa rd of the buffet
nicatio n
of the service door. The panel contain s a handse t for commu
s. Includ ed on
with the cockpi t and for public address announ cement
ature, buffet area and
the panel are switche s for control ling temper
breake rs for control of various
passeng er cabin lights, and circuit
units in the aft compa rtment s.

and,
The temper ature contro l rheosta t is labeled COLD and HOT
approx i-
being a sensitiv e unit, require s carefu l operati on. A point
give a 70-deg ree cabin.
mately 2:00 o'clock on the dial will usually
ine the point on the dial at which
Experie nce, howev er, will determ
hot to warm
this temper ature is obtaine d. Turnin g the dial to full
is needles s. The cabin will reach 70 ° just as
a cold cabin quickly
temper ature
quickly when the control is set at 70 ° . Sudden change s in
sudden ly cooling
as a result of heating the cabin excessi vely and then
ometer s are located at the
it, makes passeng ers uncom fortabl e. Therm
er compa rtment to assist the
forwar d and aft ends of the passeng
temper ature. For those passeng ers who are
steward ess in control ling
ise comfor table cabin, individ ual adjusta ble
too warm in an otherw
fresh air outlets are provid ed on the overhe ad panel.

16
 A portable oxygen bottle containing 11 cubic feet
of oxygen under 1800 psi pressure is located on the
aft face of the electrical equipment rack. This
portable unit may be used as necessary by any
member of the crew. On some airplanes a smoke
mask is attached to the portable bottle and may be
used by the observer or other crew members, as
required.
In general, two smoke masks are provided, one
each for the pilot and copilot. They are full-face
masks that provide complete respiratory and eye
protection. The masks can be disconnected easily
and coupled to the portable oxygen bottle. On most
airplanes, these masks are equipped with built-in
microphones and hand switches and are connected
to the airplane interphone system, thus enabling
pilot and copilot to carryon radio-voice communi-
cation while wearing masks.

EMERGENCY
EXIT

80 IlC

From two to six escape ropes are installed in the is opene , the escape rope, which is attached to the
airplane, depending upon individual airline require- door wit a snap fastener, is automatically pulled
ments. An 18-foo·t rope is installed at the rear down. The rope at the rear service door is attached
in a like manner at the top of the door frame and
service door and a 16-foot rope at window No.8,
is accessible whenever the door is open.
right-hand side of all airplanes. Some airplanes
have additional 16-foot ropes installed at window Although escape exits can be readily spotted by
5, left and right sides, and 1 O-foot ropes at window their red placard and handle above the passenger
window installation, it is suggested that the stew-
3, left and right sides.
ardess acquaint herself with their locations and,
The ropes are installed in fiberglas tubes in the when an emergency landing is anticipated, that she
fuselage overhead, following the contour of the draw aside the curtains to facilitate the door re-
belt frames. The ropes are accessible only when moval. Thus, when the emergency plate is pulled,
the emergency exit doors are open. When the door the door, when it falls inboard, is easily disposed of.

Oxygen for the relief of air

sickness is available at conven-
ient outlets installed throughout
the airplane. A dust cap, instal-
led over the outlet, swings to
one side to permit insertion of
the mask stem. Insertion im-
mediately starts the flow of oxy-
( gen; removal immediately stops it. Before oxygen
is available for passengers, it is necessary to notify
the pilot so that he may open the shut-off valve on
the copilot's console. The valve is normally wired
closed to isolate the supply for the use of the crew.
 co..z Extinguisher
On most airplanes, a CO 2 extinguisher is Io.cated in the flight compartment
aft o.f the Co.pilo.t's seat. On o.thers, it is Io.cated at the aft end of the crew
locker. The CO 2 extinguisher unit is used to. attack small flammable liquid
and electrical fires. Carbon Dio.xide is a fast no.n-to.xic extinguishing agent
that leaves no. after-fire residue, and is harmless to materials and equip-
ment. Operatio.n co.nsists merely o.f swinging up the ho.rn,which is attached
by means o.f a swivel co.nnection, aiming at the base o.f the fire, and squeez-
ing the pisto.I grip. It smothers the fire befo.re it gets o.ut o.f contro.l. Releasing
the trigger auto.matically sto.PS the discharge o.f gas. The cylinder must
be recharged after use.

Water fire extinguishers are Io.cated o.n the fo.rward

face of the aft passenger co.mpartment bulkhead o.n
the right-hand side, in the crew locker, and at the
to.P of the luggage racks near the aft end, depending
UPo.n individual airline requirements. The water ex-
tinguisher is used to. put out wood, paper, and clo.th
fires. It is actually charged with 1 Ys quarts o.f an
anti-freeze water so.lutio.n; however, the unit, after
discharge, may be refilled in flight with tap water.
To o.perate the extinguisher, turn the carrying
handle as far as Po.ssible. This actio.n punctures a cart-
ridge of compressed dio.xide gas, which, when the
lever is pressed, expels the water. The stream lasts
30 to 45 seco.nds and has a rang.e o.f mo.re than 20 feet,
which reaching the mo.st remo.te areas.
To. fill and recharge the cylinder in flight, unscrew
the carrying handle and insert a new CO 2 cartridge
with the head o.f the cartridge at the o.pen end o.f the
handle. Then screw the handle into. the valve body
Water Extinguisher
until the red lines on the units aline.

flashlights are installed o.n so.me airplanes fo.r the primary purpo.se of
g cabin illumination in the event o.f a landing incident. They are designed
Wwn' ate UPo.n a 3-G impact o.f the airplane, the shock of which unseats a
pz;ing-loa: d ball in the bo.tto.m of the flashlight case. Whenever the flashlight
illuminate as a result of an impact, it stays illuminated until it is reset, o.r
;U..Qtil the batteries lose their charge. Pulling a pin o.n the bottom o.f the flash-
1ight case rese ts the ball, which auto.matically extinguishes the light.
Six flashlight units are installed, one each at the fo.llowing Io.catio.ns: on forward
entrance compalrtment bulkhead; o.n aft face of fo.rward passenger compartment
bulkhead, left and right; on fo.rward face of aft passenger compartment bulk-
head, left and right; and on the forward face of the buffet compartment at the
service door
The flashlights are easily remo.ved from their stowage cases so. that they can be
used at other times and for o.ther purpo.ses.

A fire axe is provided on so.me airplanes. It IS

sto.wed in a sheath on the Io.wer fo.rward face o.f
the forward passenger compartment doo.r.

A first-aid kit is located in a cabinet, abo.ve the

eight-hand hat rack, behind the last row o.f seats.
 Nose wheel steering is
draulic pressure supplied
DOWN line, thus preventing the
ing turned when the landing gear is
slide type selector valve, mounted on the
cylinder and operated by a cable follow-up
from the steering wheel, directs fluid to either
of the steering actuating cylinder mounted on
nose landing gear. A centering cam on the oleo
strut holds the nose wheel in the straight-ahead po-
sition when the strut is extended; thus, the nose
wheel is always in the proper position when land-
ing the airplane.

the steering control valve is located on the steer-

ing cylinder. The valve is operated through a
follow-up cable connection by a steering wheel
on the pilot's console. Operation of the steering
wheel allows a varying amount of fluid to flow
into the right turn line or into the left turn line
vf/dSI
of the -steering cylinder from the selector valve,

8k14il1'1
depending upon the direction and degree of steering
wheel turn. As the nose wheel turns, the follow-up
cable connection from the steering cylinder auto-
matically returns the control valve to the neutral
position, thus maintaining a constant degree of
turn (in 'direct proportion to the amount the steer-

8ysn""""
ing wheel is turned).

The right turn line and left turn line direct

fluid to opposite ends of the steering cylinder
mounted on the forward side of the nose gear strut.
Metering is obtained by adjusting the steering con-
trol valve with the steering wheel. Pressure on one
line forces the piston toward the opposite end of
the cylinder, and fluid is returned through the op-
posite line.

A gear rack on the piston engages a gear seg-

ment as the nose wheel strut is turned. The
wheel will caster when the wheel brakes are used
for steering, and the steering wheel will revolve
as the nose wheel turns, so long as no force is ap-
plied to the steering wheel.

Maximum
either direction, unless the scissors
the strut is disconnected for towing,
condition the nose wheel is free to rotate

19
 OP ERATING PRESSURE 1':':':':':':':':':':,1
RETURN LINE c=J t

t
NOSE WHEEL
CENTERED

STEERING WHEEL

CABLE

PRESSURE LINE PRESSURE LINE

FROM LG DOWN FROM LG DOWN
LINE LINE
RETURN

NOSE WHEEL STRUT

NOSE WHEEL NOSE WHEEL

LEFT TURN RIGHT TURN

20
• When hard steering is experienced, the steering
assembly should be removed from the airplane and
bench-checked. Convair uses a simple test stand
that consists of a horizontal bar to which are
connected the steering cables. The bar may be
moved to either extreme to actuate the pulley
cables in order to simulate either a left- or right-
hand turn. Cable tension is checked with "fish
scales" connected to the cables; fluid flow is
determined by a flowmeter, connected to either
cylinder port. Pressure gages are connected at the
pressure and return ports of the control valve.

••••••••••••••••CONTROL VALVE
Pressure is supplied by an auxiliary source of
4500 psi.

Following is the test procedure used in Convair's

1. Apply 3000 psi at pressure port of selector hydraulic test laboratory.
valve. Maximum combined leakage at Cylinder 1,
Cylinder 2, and return ports should be 20 dpm
after a one-minute seating period.
•••••••••••••••••
OPERATIONAL TEST
2. Connect return port to supply, with cylinder
ports capped and valve in neutral. Raise pressure

o to 1500 psi and hold for two minutes. There should

be no external leakage.

3. Connect pressure port to supply, with the

1. Cylinder should work smoothly 10 either
direction to 63 0 from dead center. Selector valve
should have even selectivity range.

cylinder ports capped and the return port open 2. Speed on operation between dead center and
to drain. Actuate pulley system to one extreme 63 0 , either side of center, should be 10 0 per second.
p3sition and raise pressure to 4500 psi for a period
of two minutes. 3. Connect pressure port to supply with a cylin-
der port connected to flowmeter. Actuate pulley
4. Actuate pulley system to other extreme po- system to provide flow to the cylinder port. Flow
sition and raise pressure to 4500 psi for a period of must be .7 gpm minimum at the full ON position
two minutes. There should be no external leakage. with 3000 psi at the pressure port. Shuttle tl'avel

••••••••••••••••
STEERING CYLINDER
from neutral should not exceed .070 inch. Cable
load required to actuate the unit should be 30 to
60 lbs.
1. Center piston in mid-stroke and plug one
cylinder port. Apply 10 psi to opposite cylinder 4. Connect other cylinder port to flowmeter,
port for two minutes. There should be no external and actuate pulley system in opposite direction.
leakage. Flow must be .7 gpm minimum at the full ON
position with 3000 psi at the pressure port. Shuttle
2. Release pressure and apply 4500 psi for two travel from neutral should not" exceed .070 inch.
minutes. There should be no external leakage. Cable load required to actuate the unit should be
30 to 60 pounds.
3. Remove plug and apply pressure of 4500 psi
to opposite end for two minutes. 5. Mount in special jig and adjust rack to
quadrant with eccentric bolts. Match arrow on
rack to arrow on quadrant, and adjust tooth clear-
4. Release pressure, and apply 4500 psi to op-
ance so that light is just visible at tooth ends and
posite end for two minutes. There should be no
sides. Connect control valve ports to cylinder ports.
external leakage.

21
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The following table has been prepared for those Convair-Liner 240
operators who are interested in converting their nose wheel steering systems to the
type used on the Model 340. The amount of rework involved is dependent to a latge
extent on the type of steering cylinder now used. The 240 steering selector valve is
not convertible, thus, the modification is principa lly confined to reworking the cyl-
inder so as to accommodate the 240 selector valve.

Two Alum alloy forged barrels bolted to-

gether at center line.

Alum alloy central forging and steel barrels

with 2 small dia cable pulleys, ec:ch mounted
on separate rotation axis.

Similar to 7160 except for incorporation of

2 large dio cable pulleys, both mounted on
jumper bars, and utilizing original small dia
coble pulley axis.

Following improvements are incorporated.

1. Cylinder barrels lengthened so that "0"
rings and back-up washers will not pass
over gap between cylinder barrel end
and end cap.
2. Cautionary nameplate eliminated.
3 . Piston head, upon bottoming end cap at
either end, will clear bronze rock bar
and pulley 0 .0 .
4. Felt wiper and metal scraper added.
5. Cable anchor bolt head now clears
bronze rack bar.
6. Index arrows added to facilitate assem-
bly of rack and gear.

Purchased under cylinder and valve assembly

# 10150. Identical to # 10260 except for
cable length which is opprox % " longer.

Purchased under cylinder and valve assembly

== 10410. Identical to # 10157 except that
packings are modified for Skydrol.
 I
1
EMERGENCY AIR OPERATION
TEST PROCEDURE 0 0
1. Check that pressure in air botde is 1450-2000 psi. I
(If air pressure is less than 1450 psi, recharge bottle.)
2. Carefully tum EMERGENCY AIR BRAKE knob I SHOCK STRUT SERVICING

ON. When drag on wheels is obtained, air pressure on

test gages should not be more than 1000 psi, and should I The high pressure air valve assembly (AN6287) on
be equal on both gages. landing gear shock struts can prove to be a dangerolls
weapon i.f improperly used. It is important that air be
3. Tum emergency air brake knob to HOLD. Pres-
sure on test gages should be the same as that obtained properly bled before removing the 3/4-inch hex stem
in step 2, above. I assembly. If the smaller (5/8-inch) swivel nut is not loos-
ened to open the secondary seal and the air is not allowed
4. Return emergency air brake knob to OFF. Brakes
should release as air bleeds off. I to bleed off, the large plug becomes a deadly missile
when the strut is charged with air.
5. Remove test pressure gages, and install hydraulic
bleed units at both upper bleed points on 'each wheel.
I
010
I
SHUTTLE LOCKOUT TEST STEP 2 - REMOVE
AN6287 3/8 CAP NUT
1. Using valves incorporated in bleed units, simulate
a break in outboard line. Check that shuttle valve functions
and closes off pressure to "broken" line. Pressure can STEP 1 - LOOSEN
be felt in inboard line, and shuttle lockout action can be 5/8 HEX SWIVEL
heard. NUT
2. Restore operation of shuttle lockout by reacti vating
"broken" line. Pressure can be felt in both lines. I
3. Repeat steps 1 and 2 for inboard line, and then on
opposite brake. I STEP 3 - TURN 3/4
4. Bleed lines, and remove test equipment. Check HEX STEM ASSEMBL Y
that lines are free of air by op'e rating brakes intermittent-
ly to determine firmness.
0 1
0 COUNTERCLOCK-

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 Following is the proper method for removing the
0
I
1
;: : n OW- O:"t
AN6287 air valve assembly:
1
1. Loosen 5/8-inch swivel nut in a counterclock- MLG BRAKE SYSTEM
wise direction to open the secondary seal. The amount
the nut is loosened up to one complete turn will govern
I TEST. PROCEDURE
With gear down and locked, install a 2000-psi test
the rate of discharge of the air. This step is important
1 pressure gage to one of the upper bleed points on each
whether charging, deflating, or removing the valve assem-
wheel. Check regular operation of the brakes as follows:
bly, because no air can pass the valve core until the
secondary seal has been opened. No advantage will be 1. Apply full pressure to one brake at a time, and
gained by turning the nut more than one complete turn, check pressure on test gage for the brake operated. Pres-
and excessive loosening will result in forcing the air I sure should be 1400 ±20 psi. Conduct tests separately
on L & R brakes.
screen out of its seat.
I 2. Operate brakes intermittently and check for feel-
ing of firmness in action. Spongy action denotes air in
2. Remove 3/ 8-inch hex cap nut, and depress valve 1 lines.
stem until all air has been released. Do not accomplish
next step until all air is dissipated. 010 3. With brake pressure released, check that brakes
release rapidly and have adequate clearance. When air-
plane is on jacks, adequate clearance is indicated by
3. AFTER accomplishing steps 1 and 2, turn 3/4-inch
I freeness of wheels. When airplane is resting on ground,
valve nut counterclockwise to remove valve assembly. adequate clearance is indicated by a .005 minimum toler-
ance between brake disc and brake block.
4. Place hydraulic system in BYP ASS. Check that
NOTE charged accumulator will operate brakes 4 com pIe t e
cycles. Return system to PRESSURE.
: ':._1. If, during servicing, only a small amount of
air is to be discharged, loosen swivel nut 5. Apply pressure to brake pedals an? operate park-
approximately 1/10 turn. Depress valve core ing brake handle. Pressure on test gages should be
until proper extension is obtained. Retighten I 1000-1400 psi.
swivel nut to 50 to 70 inch-pounds; replace 6. To test operation of check valve on accumulator,
and finger-tighten valve cap. I place hydraulic system in BYP ASS, and note that pres-
sure is dumped on main hydraulic pressure gage while no
change takes place on brake hydraulic pressure gage.
The AN6287 air valve is used on the air bottle and
accumulator as well as on the struts, and is suitable for 0 1
0 7. Operate brakes and note movement of brake pres-
all operating pressures up to and including 3000 psi. The I sure gage. Drop should be noted.
same precautionary procedures apply in each installation. 8. Return system to PRESSURE.
1

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