Heading Definition in Commercial Aircraft

Abstract

In this paper, methods of defining heading are enumerated and the limitations of magnetic and gyroscopic devices are analysed in detail. Particular attention is paid to the development of the rotated race principle which is likely to be responsible for a large improvement in the basic azimuth gyro. The gyro-magnetic combination is scrutinized and the errors inherent in this compass system are classified. The possibility and consequent effect of diminishing certain categories of error are presented. The current position is summarized and an attempt is made to suggest possible future trends. The authors are, respectively, with Smiths Aircraft Instruments and the Sperry Gyroscope Company.

Evolvability and design reuse in civil jet transport aircraft

“…In 1960, the 707 was followed into airline service by a shorter range, but similar-looking derivative, called the 720 [31, p. 169]. The fuselage of this model was 0.51 m longer than the 707-130 [43].…”

“…These are all good examples of the evolvability principle of mimicry. The 757, however, used a new nose section to maintain commonality [35] and Boeing CAD drawings [42] (for the -320B) [used under license agreement with the Boeing Company], EIS dates from [43]). with the Boeing 767, which was developed in parallel with it.…”

“…However, like Boeing, this left them open to exploit the expertise they gained to develop an engine for the 747 [33]. This led to the JT9D turbofan being selected to power the 747 [43].…”

“…The A310 fuselage was 13 fuselage frames shorter than that of the A300B. The aft fuselage section was also 'reprofiled' and the rear pressure bulkhead moved further back to allow for more rows of seats to be added [43,118,115]. As already stated, the rear fuselage changes discussed here were later adopted for the Airbus A300-600.…”

“…only minor further refinements [115]. The A310 was powered by several versions of the Pratt & Whitney JT9D and General Electric CF6 engines [43].…”