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Aviation History
1957
1957 - 1604.PDF
692 FLIGHT, 1 November 1957 DESIGN MAX. PAYLOAD (25000 Ib) 25 . •4OO 6OO 1?OO 1£OO 2POO SECTOR DISTANCE (st.m.) 2.4OO AIRLINERS OF THE WORLD VANGUARD ... Elevator balance is 25 per cent by means of set-back hinges; therudder has a rounded nose, with a small gap. Spring tabs are also used on the ailerons, which are otherwise similar to the Viscount,with a leading edge beak and fabric seal. The dual-control cockpit columns are pivoted at floor level. Mechanical locks—^designed tomeet tail gust loads of 80 kt—are connected to the engine throttles, to limit the power available for take-off, but leave sufficient powerfor taxying with the control locks engaged. On each wing there are four sections of Fowler-type flap, thechord being constant throughout. The sections are mounted on bogies which move aft on rollers on steel guide rails and areoperated by a single hydraulic jack in the inner wing, which rotates a torque shaft and operates the flaps through a cablesystem. Four inner tanks are formed within the wing box. Each inner tank has a capacity of 1,880 gal and each outer about 670 gal,giving a total capacity of 5,100 Imp. gal. Fuel supplied to the engine is continuously heated to prevent icing. Mass-flow fuelmeasuring equipment is fitted as standard, and fuel can be jetti- soned. A single socket in the port wing root serves for pressurerefuelling or defuelling; provision can also be made whereby this socket can be arranged to accommodate two refuelling/defuellinghoses. Maximum flow is 600 gal/min at 50 lb/sq in. Gravity fillers are fitted above the outer end of each tank. All tanks areequipped with capacity-type contents gauges and underwing fuel level indicators. Cabin Air Design differential is 6.5 lb/sq in. Each inboardaccessory gearbox drives a Godfrey blower of the S.R.M. type; normal supply from each is 150 lb/min, equivalent to a completechange of cabin air about 20 times per hour. Full pressure can be maintained with either blower alone. A cold-air unit (air-cycleturbine) is mounted forward of the front freight hold, and is fed through intercoolers from ram intakes in the fuselage nose. Foroperation in extreme climatic conditions, combustion heaters, or a closed-cycle Freon refrigerating system, can be incorporated.Without the latter, ground-conditioning can still be achieved by running an inboard engine (both of which are used for taxying),or by means of suitable ground conditioning equipment. Air is introduced along the whole length of the cabin throughthe ceiling and extracted through louvres in the wall skirting. Temperature in the flight deck is selected by mixing air fed fromseparate hot and cold ducts, with independent control. Hydraulics Lockheed hydraulic pumps are driven from theengine accessory gearboxes to pressurize the system to 3,000 lb/sq in. Hydraulic power is used to operate the undercarriage, flaps,brakes, nosewheel steering, windshield wiper parking and folding entrance stairs. Electrics Power is supplied by six variable frequency A.C.alternators, four of which are coupled to transformer/rectifier units, each of which has an output of 500 amp 28 V D.C. for themain electrical system. In addition, these alternators supply power for their respective nose cowl, propeller and spinner de-icingsystems. The remainder provide power for tail and windscreen de-icing. Voltage control is by means of carbon pile regulators,and storage batteries are carried under the floor. Two 28 V D.C. inverters provide 400 c/s three-phase 200 V A.C. supplies forinstruments, autopilot and electronics. Ice Protection As with the Viscount, the wing leading edgeis thermally de-iced by ram air which has passed through heat exchangers, and heated by exhaust gases tapped from the out-board tailpipes. Temperature control is automatic. The leading edges of the fin and tailplane are heated by Napier Spraymat Payload-range and direct operating costs for the Vanguard. Pay load- range includes reserves for 230 St. m diversion and 7 hr holding at SfiOOft and complete operating allowances, and assumes I.S.A., still air, and 30,000ft cruise. Costs are based on the Lockheed method, including 75 per cent import duty. Price is about £800,000. electrically heated elements Triplex Gold Film or Nesa glass is used in the transparent panels on the flight deck. Flight Equipment The flight-crew accommodation is arrangedfor two-pilot operation with a third seat aft of the central control pedestal. B.E.A. and T.C.A. interiors differ in equipment, but forthe B.E.A. Vanguard 951 the equipment specified includes the Smiths Flight System and S.E.P.2 autopilot. The cockpit is oneof the most spacious and carefully thought out ever to be designed. Provision is made for the following aerials: nose radome weatherradar; A.D.F. (semi-suppressed loop aerial above, sense aerial below fuselage); V.H.F. (external, one above, one below fuselage);I.L.S./V.O.R. (suppressed in top of fin; also pair of external blades on fin); Decca (suppressed under fuselage); transponder(under fuselage); H.F. (suppressed) wing root slot and rail-type marker (suppressed under fuselage); Tacan (external, under fuse-lage) and radio altimeter (suppressed, flush mounted horn). PAYLOAD ACCOMMODATION A wide variety ofinterior layouts is possible and bars, pantries and bulkheads are removable; toilets are situated in the plane of the airscrew discsin all passenger versions. The standard V.951 has a 96-seat one- class interior with three compartments and a cabin crew of four.The Vanguard cabin can accommodate six-abreast seating with a capacity of up to 138 passengers. The seat pitching is variablefrom 34in to 39in. Upper and lower blinds are fitted in place of the more conventional curtains. The capacious freight holds underthe floor area are 57.7 wide at floor level; the forward hold is 317in long (750 cu ft), and the rear 272in (610 cu ft). In the freighter version of the Vanguard there is no less than5,760 cu ft of space available in addition to the underfloor holds, giving a total yolume of 7,120 cu ft. The underfloor width isrestricted to 58in. The width of the two hold doors is 65in and in the upper compartment a freight loading door at the rearwould provide a clear entrance space 70in high and 108in wide. COMMERCIAL HISTORY The first aircraft, G-AOYW,is now under construction at Weybridge. Most of the integrally stiffened panels have been machined, and the shell of the firstfuselage is rapidly taking shape. This Vanguard is scheduled to fly in the autumn of 1958 and will be retained by Vickers for anextended series of flight tests and demonstrations. The B.E.A. order was placed in October 1955 for 20 aircraft at a price, withspares, of approximately £1 m each. In January this year, after "one of the most exhaustive analysesever undertaken," Trans-Canada Air Lines placed an order for 20 aircraft and parts worth £23.9 m, with an option on a furtherfour aircraft. Modifications to the structure, increasing the payload to 25,000 lb and allowing full cruising power to be used at loweraltitudes than originally envisaged, was made at T.C.A.'s request. Deliveries of the 951 to B.E.A. will begin in March 1960, and ofthe 952 to T.C.A. later in the same year; all the latter should be delivered in time for their 1961 summer schedules. By the endof 1960, it is hoped to have reached a production rate of four Vanguards per month. VICKERS-ARMSTRONGS V.950 VANGUARD Four Rolls-Royce Tyne (R.Ty.1) turboprop: Dimensions: Span, 118ft; length, 122ft 10.4in; overall height, 34ft 11in; track, 30ft 2.82in; wing area, 1,529 sq ft (gross), 1,347 sq ft (net); root chord, 205in; flaps, 161 sq ft per side; ailerons, 61 sq ft each, aft of hinge; tailplane, 236sqft; elevators, 146 sq ft; fin, 150 sq ft; rudder (aft of hinge line), 87 sq ft; max. fuselage cross section, 11ft 6in wide and 13ft 7.15in deep. Weight*: Maximum take-off, 141,000 1b; max. landing, 114,0001b; max. lero fuel weight, 104,500 Ib; design payload, 25,000 Ib; max. payload, 27,000 Ib; empty weight (B.E.A.), 72,299 ^structure, 37,575 Ib. Performance: Design cruising speed, 425 m.p.h. at 25,000ft at 13,500 r.p.m. (3,195 e.h.p.: s.f.c, 0.388 Ib/hr/e.h.p.j; balanced field length (I.S.A., sea level at max. take-off weight), 6,500ft; range with max. payload (86 passengers and baggage and 7,8001b freight), 2,600 st. miles, with 7,0001b reserve fuel; climb (sea level, I.S.A., 120,000 Ib, 170 kt e.a.s.), 2,35Oft/min.
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