FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1956
1956 - 0672.PDF
672 FLIGHT VICKERS VANGUARD . . . 4 side, and, like the main doors, are fitted with inflatable seals.Visual mechanical indicators as well as warning lights are pro- vided to check locking of the freight doors. In addition to theemergency exit doors just mentioned, there are also two cabin windows per side (over the wing) designed to be used as emer-gency exits. Access panels are flush-fitting with flush-type fasteners, and aresealed to prevent the entry of moisture. Particular care has been devoted to maintenance accessibility, and from this point ofview the Vanguard, which has been engineered to inherit and improve upon the Viscount's excellent maintenance features, iscertain to be second to none from the point of view of ease of servicing and overhaul. Vickers fully appreciate the need forease of replacement in service of accessories and components; components and equipment have been designed to be quicklyreplaceable and generous access has been provided at points requiring regular servicing. Powerplant. Rolls-Royce power, in the form of four RB.109Tyne two-spool high-compression turboprops, was chosen for the Vanguard. Initially the Tyne will develop 4,470 e.h.p., but,as with the Dart of the Viscount, whose power has increased astonishingly in the course of development (from 1,000 e.h.p.in 1947 to the 2,000 e.h.p. of the latest versions), the Tyne's initial 4,470 e.h.p. is expected to rise similarly as experience isgained after entry into service in 1959. Current Vanguard per- formance estimates are, however, based on the initial 4,470 e.h.p.rating, although—significantly—Vickers are confidently antici- pating already power increases of up to 5,500 e.h.p. The special feature of the Vanguard, well illustrated in this photograph of the mock-up, is the large volume of its two freight holds, totalling 7/430 cu ft in all. Floors are stressed to 750 Ib/sq ft The Tyne, of which a description appeared in Flight forOctober 21, 1955, conforms to the classic two-spool arrange- ment whereby the high-pressure and low-pressure compressorsare driven by separate turbines, the airscrew being coupled to the low pressure shaft through a compound epicyclic reductiongear. No decision has yet been made as to which make of airscrewwill be adopted: both Rotol and de Havilland have produced units with four solid light-alloy blades, and have had themrunning on Tyne test-beds at Derby. Production airscrews of both designs will be of 14ft 6in diameter.The .engine is controlled by a single throttle-lever intercon- nected with the airscrew controller; automatic temperaturecontrol in the system maintains the correct power/airscrew speed relationship for take-off at different altitudes and temperatures,and to ensure maximum economy in changing air temperatures and forward speeds. The Vanguard's powerplant comprises theengine complete with nose cowling, an integral oil system, mount- ing, and fire-walls. Accessory drives, together with electrical conduit and ducting,are mounted in nacelles forward of the wing structure. Cowlings, apart from the nose-cowling, are independently mounted andare of the petal-type for ease of access. All engines are inter-changeable, and jet pipes can be removed without disturbing theinstallation. Accessory gear- boxes are mounted under allengines: inboard nacelles each carry a cabin blower, a hydraulicpump and a de-icing alternator. The outboard nacelles also eachcarry a de-icing alternator and all engines have electric starters.A synchronization system is standard. The larger size of the inboardnacelles of the Vanguard is of course accounted for by theundercarriage installation. Payload Accommodation. Two . typical layouts are illustrated in the diagrams shown below: a 76-seater and the standard 93-seat version. This latter layout is the one most likely to be adopted by British European Airways. A glance at the illustra-tions will show that each of these versions is identical in all respects, except that the extra accommodation in the 93-seateris provided by five-abreast instead of four-abreast chairs. Seat pitch, at 39in, is the same for each layout, and a good point isthat each row of seats is opposite a window. By closing up the generous 39in seat pitch, dispensing with removable catering Two typical Vangard cabin layouts. The upper diagram shows the 76-passenger version, with four-abreast seating at 39in pitch and the lower illustrates the standard B.E.A. 93-seat version, with fire-abreast at 39in pitch. By removing catering accommodation, seating for 110 tourist passengers is available. The layout, with tore and aft entrances and pantries, lends itself well to mixed-class seating. SUPERNUMERARY CREW MEMBER TABLES PASSENGER DOOR5ft 6in a ifl 3ih ARSTAIRS REAR PASSENGER, DOOR Sn 6m > 3ft 3ln REAR WARDROBE STEWARD'S! FOUXNG SEATS THIRD \ CREW-MEMBER \ CO-PILOT. CAPTAIN TABLES SUPERNUMERARY / AIRSTAIRS CREW- FORWARD PASSENGER DOOR MEMBER 5«6ini3lt3,n FORWARD WARDROBE TABLES TABLES/AIRSTAIRSBAR I REAR PASSENGER DOOR Sit Sit! » 31t 3in REAR WARDROBE
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
