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Aviation History
1955
1955 - 1675.PDF
794 FLIGHT FROM ALL QUARTERS Hawker Siddeley Atomics TT was reported last week-end that the Hawker Siddeley Group-*• intend to establish a research station in order to conduct experiments in the general field of the application of nuclearpower to aircraft. They have expressed an interest in acquiring 70 acres at Bulstrode Park, near Gerrards Cross, Bucks. Confirming this information—which became public when theproject was before Eton Rural District Council—a Hawker Siddeley spokesman said: "Any such development is a long wayahead, but the Group feels that it should not be behind in inves- tigating the possibility for the future in this field." It was laterstated—no doubt to set local fears at rest—that the work was likely to be concerned with the engineering, metallurgical and chemicalaspects of the problem. The only other British company known to be actively engagedin this field is Rolls-Royce, who have been at work on nuclear aircraft propulsion for over a year. Last March it was stated ina Parliamentary reply that "research into fundamental problems which govern the application of nuclear power to aircraft is beingundertaken by the Atomic Energy Commission." ;, Tripartite Airliner EARLIER reports of Bristol-Convair-Canadair negotiations onthe subject of a large turboprop airliner for the 1960s were confirmed by a joint announcement from the companies concerned on Monday last, November 21st. The full text of the announce- ment was as follows: — "The Bristol Aeroplane Co., Ltd., and the U.S. General DynamicsCorporation announce that following discussions between Bristol, Con- vair and Canadair in London, Montreal and New York, progress hasbeen made towards long-term collaboration of their aviation interests, including as a first step work on a joint specification for a new, excep-tionally long-range transport aeroplane. "This new aeroplane, which will be in the 500 m.p.h. class, is designedaround four Bristol B.E.25 turboprop engines. Like the Britannia 300 L.R. aircraft, it will have a genuine non-stop transatlantic range,enabling it to operate economically in both directions at all times of the year, whilst at the same time possessing excellent characteristics overshorter distances. "A combined engineering group working at San Diego, with thebackground of the experience of Bristol on the Long Range Britannia, will complete the technical specification in January, when a furtherstatement will be made. The intention of the three companies is that the aircraft and the engines shall be produced concurrently on both sidesof the Atlantic." At a time when multi-million-dollar jet orders are filling allavailable headline space, this announcement may not receive all the attention it merits. Its significance may become more apparent,however, as, during the years immediately ahead, the respective roles of the big turbojet and turboprop airliner become moreclearly defined. In endorsing Bristol's faith in the long- range, high-speed turboprop, Convair and Canadair have greatlyimproved its prospects of large-scale acceptance by the airlines. Figures for the V.C.7 TLLUMINATING, especially when read in conjunction with-*• the discussion of American and British jet transports on page 820, are makers' figures for the Vickers V.C.7, projectedintegral-tank civil version of the military V.1000. Essential charac- teristics are: Max. payload 25,000 1b; capacity payload 30,000 lb;max. fuel 105,000 lb+550 gal water/methanol; basic operational weight 120,500 lb; max. take-off weight 247,000 lb; max. land-ing weight 164,000 lb; cruising speed 506 m.p.h.; still-air range with max. payload 5,400 st miles; take-off distance I.S.A. 7,300ft.It is notable that maximum all-up weight would rarely be limited by take-off performance; theoretically London Airportcould be used I.S.A. at 286,000 lb. The payload-range curve shows that, in still air and with noallowances, maximum payload of 25,000 lb could be carried for 5,400 statute miles, or 15,000 1b for 5,750 statute miles. TheLondon to New York payload, with full B.O.A.C. allowances, is 21,600 lb. Full payload could be carried over all Commonwealthroutes. Since the reason for rejection of the V.1000 was given as "aweight increase that had outstripped engine capacity," it must be noted that the Vickers figures include a possible (though, themakers consider, improbable) growth in structure weight of 7,000 lb. This would be met by the addition of two 600-galslipper tanks, increasing fuel capacity from 105,000 lb to 110,000 lb; basic operational weight would increase from 120,000 lb to129,000 lb, and maximum take-off weight from 247,000 lb to 266,500 1b. The cruising speed of 506 m.p.h. is on the low side comparedwith the DC-8 and 707 figures, but wing area (3,267 sq ft) and wing loading (75.5 lb/sq ft) compare favourably. No mentionis permissible of the thrust assumed for the Rolls-Royce Conway by-pass turbojets. Sir Miles and Mr. Ferguson CJTRONG Press opinion, most of it unfavourable, was excited*** by last weekend's news that Sir Miles Thomas, chairman of B.O.A.C., had joined the Board of Harry Ferguson Research,Ltd., a company formed to develop new ideas on the design of motor vehicles. Sir Miles said that he would be acting in anadvisory capacity "on very much a part-time basis," making avail- able to Mr. Ferguson the knowledge accumulated during his 27years in the motor industry. His director's fee would be refunded to B.O.A.C. This news, coupled with the announcement (reported onpage 818 of this issue) that Mr. Whitney Straight's successor as deputy chairman of B.O.A.C., Lord Rennell, would serve on apart-time basis, evoked from the Sunday Express the furious com- ment that if Sir Miles and Lord Rennell could not give all then-time to B.O.A.C. "they should get out of B.O.A.C. altogether and make room for men promoted from inside the Corporation."The Times, less bluntly, voiced doubts as to whether "the British Overseas Airways Corporation are arranging their highest affairsin a fashion calculated to cope with the testing time just ahead in world flying." The timing of the announcement of Sir Miles's directorship BACK FROM ARABIA (see page 802), the Blackburn Universal toxics in at London Airport. On the left are some of the crew —Hunting-Clan and Blackburn—who took part in the remarkable airlift of oilfield equipment: (Left to right) Capt. R. B. Miles, Nay. Off. G. S. Seaton, Capt. L. B. Greensted, G/C. R. C. Hockey (in com- mand of the operation), Capt. A. Limbert, R.Off. M. D. Newman, R. J. Chandler and E. J. Solman. The two last-named are from Blackburn and General Aircraft, the others from Hunting-Clan. "Flight" photographs
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