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Aviation History
1953
1953 - 0071.PDF
CONSTRUCTOR AND OPERATOR Value of Early and Continued Liaison: The B.E.A. Viscounts as an Example By R C. MORGAN, O.B.E.. F.R.Ae.S. IN this important and informative article the chief project and development engineer of British European Airways Corporation tells a story of enthusiastic co-operation between producer and user that incidentally points a moral for other spheres of com merce, far too many of which, in these days, sadly lack such a mutually beneficial spirit. Mr. Morgan's review of Vickers- Armstrongs Viscount development in relation to the specific requirements of B.E.A. reflects great credit on the technical staffs of both concerns; and, as he shows, other users of this fine turboprop aircraft will benefit from the six years of close collaboration soon to culminate in the opening of scheduled passenger services by "Discovery"-class Viscount 701s. BEHIND the news of the Viscount orders placed by Trans-Canada Airlines and other operators abroad lies the story of six years' co-operative effort between Vickers-Armstrongs aircraft design team and the engineering department of British European Airways. Beginning with discussions with the late Rex Pierson and with Mr. George Edwards in 1945, liaison on the project has continued throughout all the design and development stages. A great tribute to the design and manufacturing skill of the Vickers team, the Viscount exemplifies the result which can be achieved when the views and experience of the manufacturer and the operator are successfully blended and, in particular, when this interchange can take place right from the start of the design. B.E.A.'s project and development staff have been in a unique position in this respect, for they are responsible both for the current development of all airborne equipment in service and a1 so for obtaining and introducing new equipment. In carrying out the former responsibility they are in daily touch with any defects and difficulties, and with the developing ideas and requirements on all sides within the airline. Thus they are well able to specify the re quirements for new equipment and advise the manufacturer as it is designed and developed. In 1945 the writer undertook the task of getting together a team to do this work and, of course, the prime requisite became good co-operation with the manufacturer of the equipment. The early work on the Viking enabled the Vickers design staff and the B.E.A. development engineers to get to know each other and paved the way for the co-operation on the Viscount. At the outset, care was taken to ensure that the staff on both sides understood quite clearly where responsibility and authority lay and, in particular, that the basic design responsibility rested with the manufacturer. The way in which the design has been engineered and continually re-tailored to meet the operator's requirements speaks well for the co-operative and progressive attitude which George Edwards inculcated into his team. When the initial prototype order had been placed by the Ministry of Supply and the decision made to use the Rolls-Royce Dart propeller turbine, liaison on a similar basis was established with Rolls-Royce, from which stemmed the subsequent decision to operate Dart-engined Dakotas in order to obtain experience of the engine before the Viscounts came into service. As this is written the acceptance trials of the first production Viscount 701 (B.E.A. Discovery class) are nearing completion, and the results of this six years' co-operation are about to be realized. Viscount Design Development.—The early design-studies in 1945 were for an aircraft to take four of the turboprops then under development, rated at some 800 t.h.p. each. By the time the prototype design began to crystallize, over 1,000 t.h.p. was expected, and the aircraft design was re-tailored accordingly. By the summer of 1947 and before the first prototype (Viscount 630) had flown, still further engine power was in sight and it became clear that the aircraft capacity could be increased to match it. The studies carried out by the B.E.A. development staff showed how attractive this proposition would be and led directly to the design of the long-nosed Series 700 Viscount, which was finalized by the autumn of 1947. It is very difficult to select a new aircraft type which is capable of development; but we in B.E.A. saw that the best attempt must be made and, when alternative designs were being examined in i945> we took the view that such possibilities existed in the combination of the Viscount design and the firm behind it. Some limitation in the liaison between the B.E.A. project and development branch and Vickers inevitably developed from the necessity for switching a lot of our effort to the Ambassador, which was ordered in 1948. However, the study of the performance, economy and operating problems of the turboprop continued whilst the Viscount 700 prototype was being built and flown, the internal layout, colour scheme, design of cockpit, radio and pantry installations being done to B.E.A. requirements. Thus, when the Viscount was finally ordered in August 1950, we were able to push ahead with full vigour. Those best able to judge the results of this co-operative effort are the actual users, and the degree to which the potential operating economics of the Viscount are achieved will depend largely on the way in which it meets the requirements of those in daily touch with it : the passengers, the aircrew, the stewards, the traffic staff, and the maintenance engineers. It may be of interest to study these aspects under their respective headings. The Viscount Passenger.—The outstanding point of passenger attraction is, of course, the smooth and vibration-free operation of the propeller turbines. The remarkable thing about the aeroplane is the absence of the exhaust noise and bumping and thumping vibrations which chase each other throughout the structure of any orthodox piston-engined aircraft. It is an unforgettable experience to travel at twenty-odd thousand feet over the weather in so smooth and steady a vehicle. There is good reason to believe that our 1947 estimate of an extra TO per cent load factor on the Viscount in competition with the noisier piston-engined types will be realized. In considering the passenger requirements, the operator and manufacturer were agreed on the need for large windows and, following the lead given by the Viking, for each window to be usable as an emergency exit. Quite early on, moreover, it was agreed that failure of the window in pressurized flight must be as unlikely as failure of the main aircraft structure. In a pressurized airframe these various requirements gave rise to some substantial
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