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Aviation History
1957
1957 - 0066.PDF
FREIGHTLINER First Details of Armstrong Whitwortti's New Transport FOR several years it has been evident that no existing orprojected aeroplane could fairly claim to be as versatile amedium-range, multi-purpose transport as current design techniques permit. There are, it is true, several efficient passengeror freight machines, but none combine the attributes of the fully proven turboprop with a capacious and completely versatile fuse-lage while, at the same time, offering characteristics spited to world-wide civil or military operation. Under the general direction of Sir Arnold Hall, technicaldirector of the Hawker Siddeley Group, Armstrong Whitworth Aircraft, Ltd., of Baginton, Coventry (chief designer, E. D."Dixie" Keen), have conducted an exhaustive market survey into the optimum characteristics and sales-prospects of such amachine. For over a year Armstrong Whitworth have been engaged in project design-work on the type of aeroplane whichhas now emerged in final form as the A.W.650 Freightliner. We are now able to publish a preliminary specification of the A.W.650,together with a three-view drawing. Throughout the design there is evidence of the attention whichhas been paid to meet the conflicting requirements of versatility, performance, reliability, economy, ease of maintenance and, infact, all the manifold factors which can increase its appeal to the widest possible market. Altogether the project is of unusualinterest in that it represents the tackling, by our largest aircraft- manufacturing group, of a wholly new species of problem. Thereis every reason to believe that the programme will prove to be a text-book example of how things should be done. As described below, there will be more than one standardversion, although it is intended that all variants will be powered by Rolls-Royce turboprop engines. What will probably be themost numerous version is that illustrated here, in which four Dart 525-series engines (RDa.7/2 rating) are matched with a pres-surized fuselage with a section similar to a scaled-up Ambassador. Alternatives are an unpressurized hull of exceptional width,capable of taking vehicles side-by-side; a choice in fuselage length, to meet variable payload/range requirements; and a later aero-plane powered by two Tynes, offered with the same alternative body forms. It is clear, therefore, that a major key to the versatility of theA.W.650 lies in its hull configuration. The drawings depict the basic version, suitable for passengers or freight; the "long" fuse-lage is shown, the shorter alternative having a capacity of about 3,000 cu ft. A unique feature is the provision of one-piece full-width doors at both ends, giving unrestricted access to the 1 Oft- wide interior; inbuilt ramps can be provided if necessary. Whenloaded, the level floor is at typical truck height and it is provided with freight lashing points and fixtures for seating at variouspitches. Vertical clearance under the wing spars is nowhere less than 7ft and the interior is completely unobstructed. Great care has been taken to achieve an optimum fuselagevolume and cross-section. Carriage of freight is facilitated by the extreme ease of loading and unloading, which should not onlyaccelerate operations and increase utilization but should also effect a significant reduction in overall ton-mile costs. Where passengersmust also be carried they can enter through a separate door, with inbuilt steps, at the rear on the port side. In all-passenger ser-vice the A.W.650 can be equipped with triple seats on either side of a central aisle, seating 71 at 38in pitch or 82 at 32in pitch, inboth cases with ample toilet and galley facilities. In a military role—in which case the aircraft bears the designa-tion A.W.660—it will be possible to carry a wide range of stores and vehicles, and to air-drop these through the rear doorway(the rear door being of entirely different form from that illustrated, with provision for opening and closing in flight—when theinterior is not pressurized). In a trooping or paratroop conver- sion it will be usual to seat fully equipped soldiers transversely,five-abreast. As a specialized car ferry—already an important and expandingmarket—the A.W.650 can be provided with an ad hoc unpres- surized fuselage of dimensions ideally suited to such work. Itwill have a floor-level width of no less than 174in (14ft 6in), and will accept vehicles—up to the size of a large car—stowedside-by-side. On short and medium stages it will be possible to carry six cars and 30 passengers, the basic machine beingotherwise identical with the standard A.W.650. It should, perhaps, be emphasized that Armstrong Whitworthare not envisaging a quickly demountable fuselage—after the manner of the Fairchild XC-120 "Pack-Plane"—which can beloaded in advance and attached to the aircraft before flight. Each Freightliner will be built as a finished aeroplane, and any changeto a different body-form could only be done as a major job by the manufacturer. One of the chief reasons for this is that, althoughthe flight deck and hold are built up with frames of different radii, the entire interior is pressurized as a single pressure-hull. In any of its configurations the new transport promises to offerthe ultimate in operational flexibility. Although the maximum short-range payload is no less than 28,000 1b the economic valueof the machine will not be dependent on the maximum load carried. The extreme ease of loading should permit utilization tobe very high, particularly when taken in conjunction with the proven reliability of the powerplants and the heavy accentuationof the need for simplicity and sheer good engineering. Another factor, which certain operators—particularly those with highseasonal traffic variation—will welcome, is that it will be relatively simple to switch from passenger to freight operation, or to handleboth classes of traffic at once. ..-.••- -._,..
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