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Aviation History
1957
1957 - 1635.PDF
1 November 1957 723 AIRLINERS OF THE WORLD PROJECTS... Caribou is an STOL machine powered by two Pratt and WhitneyR-2000 radial engines each of some 1,450 h.p. Gross weight is to be 24,000 lb, design payload 7,320 lb or 27 passengers, usablevolume 1,052 cu ft (entered by a large rear ramp-door) and cruising speed 185 m.p.h. Intense development will be necessaryto meet the first-flight date next summer; the design has now been finalized with a single fin. The first batch (aircraft Nos. 3to 7) will be delivered from February 1959 to the U.S. Army for an aggregate price of some $2.5m. Douglas In our July 6, 1956, issue we published the speci-fication (as it then was) for the Model 1925, or DC-9. This project is still awaiting a market. Douglas feel that the scaled-down DC-8 formula is logical. They also believe strongly in the future of the four-turboprop,straight-wing machine for economical load-carrying. As a first step they are still interested in the practicability of making animproved DC-6B with four Rolls-Royce Dan 540-series engines (which would also be a possible retroactive modification). The bigger DC-7D is also an active project, based on the SevenSeas. Powered by Rolls-Royce Tynes (Stage I or II) it would have a larger, swept vertical tail, a more rakish windshield toreduce noise, a nearly circular hull lOin wider, and outboard engines moved 30in closer to the tips to allow for 16ft 6in pro-pellers. Costing just under $3m, the passenger 7D could carry from 80 to 135 (five-abreast) and the freighter could lift a 70,000 lbpayload for 1,600 miles with reserves. Cruising speed would vary from 405 to 445 m.p.h. according to engine type. Field-lengthshould not exceed 5,000ft. The 7D could be certificated and delivered before the end of 1960. American Airlines were closeto ordering 7Ds last summer. Another major field being explored by Douglas is that of theperennial "DC-3 replacement." The Model 1940 study (developed in parallel with the carrier-based Model 1906 and 1906A) wasdescribed in our issue of April 5 last. This is still only a study: cur- rent feeling is that four Darts or T55s are the optimum powerplant,that seating should not exceed 70. that field length should not exceed 2,500ft and that wing loading should not exceed 60 lb/sq ft(without any "devices" such as flap-blowing). Dresden BB-1S2 In our issue of November 30, 1956, wepublished a three-view drawing and specification for the BB-152 jet transport which has been designed by a Dresden AircraftInstitute team led by Prof. Bruno Baade. Powered by four 6,000 lb turbojets (of a new type developed in Eastern Germany withSoviet assistance) mounted in two twin under-wing pods, the BB-152 is said to have a gross weight of 110,000 lb, a span of93ft, a length of 103ft and a seating capacity of from 50 to 80. The aircraft is intended for inter-city service, having a maximumrange of some 2,000 miles at 530 m.p.h. A novel feature is the tandem bicycle undercarriage, with outriggers at the wing tips.At the critical unstick speed the rear main gear folds partially upwards, or "squats," to increase angle of attack; combined withvery large slotted flaps this reduces take-off run to 3,130ft. It is hoped to place the BB-152 in production by 1960. Fairchild Turboboxcar The basic advantages of the design ofthe C-123 Provider—a Chase design which Fairchild have built in quantity for the U.S.A.F.—are such that the company havedeveloped from it a very attractive STOL multi-purpose freight and passenger machine powered by four 1,600 h.p. turboprops.Weighing 75,000 lb, the Turboboxcar would employ flap-blowing to reduce take-off and landing distances to some 1,700ft. A pay-load of 21,439 lb could be hauled an ultimate distance of 1,500 miles at 216 kt (248 m.p.h.). Engines will probably be LycomingT55s or Rolls-Royce Darts. Frye Safari Originally proposed as a simple STOL multi-purpose machine powered by four 600/800 h.p. piston engines (see Flight for July 6, 1956), the Safari is now being developedin F.2 form. The new project is to have two Dart RDa.7/2 turbo- props inboard and two small jets (possibly G.E.J85s) outboard.The high-wing airframe has been "stretched" to accommodate up to 79 passengers, and payload-plus-fuel is given as from 19,946 lbto 24,000 lb; gross weight will be 45,000 1b. Using 17,000 lb of fuel, while cruising at 236 m.p.h. with the jets inoperative, it istheoretically possible to fly 1,615 n.m. The original F.I design, for which several tentative orders were placed, is still awaiting amanufacturer; Frye is reported to have failed to enlist the assist- ance of either Grumman or North American, possibly owing totheir inability to put up $15m capital. HFB-209 A variant of the Spanish CASA-209, which is itselfa projected development of the Azor (q.v.), the HFB-209 is a twin-Eland project under development by the Hamburger Flug-zeugbau of West Germany. Of Convair configuration, the 209 is designed for a gross weight of 45,080 1b and a payload of 9,520 lb(48 to 54 seats) for a stage-length with reserves of 1,025 n.m., cruising at 319 m.p.h. Alternative powerplants are the Tyne andAllison 501. Handley Page For many years a research team under Dr.G. V. Lachmann has been investigating the possibility of greatly reducing drag by employing boundary-layer control. A system ofsuction slots has been evolved during extensive flight testing and two ambitious jet transports have been proposed. Described onJuly 5, these projects each specify four Rolls-Royce Conway 500- series engines. One has a 154ft wing and could carry a 30,000 lbpayload over a stage-distance, with full reserves, of 4,600 n.m., cruising at 515 kt (5,300 miles at 593 m.pJi.). The other, with a198ft wing, and weighing 300,000 lb, could take the same load a stage-distance of 9,000 n.m. at 486 kt (10,363 miles at 559 m.p.h.). Handley Page are also advocating a civil version of the VictorB.2 bomber, powered by four 500-series Conways. Data include: usable fuselage, 9,850 cu ft (extremely great); payload, 40,000 lb;take-off i.s.a. field-length, 6,120ft; cruising speed at 40,000ft, over 600 m.p.h. This aircraft could seat up to 172 passengers andwould be a non-stop, year-around Atlantic machine. Hunting Percival This company, who have prepared numerous transport studies of novel configuration, are considering the prac- ticability of a turbojet transport in the feederline class. Lockheed 1049 development Unofficial reports state that Lock-heed's California Division are investigating the market for a development of the Model 1049H multi-purpose freighter re-engined with Electra powerplants (Allison 501 D-13s or D-15s). The structure would be stressed for a maximum payload of about55,000 lb and purchase price about £900,000. Lockheed 1049 development Unofficial reports state that Lock-Georgia Division are offering a commercial variant of the military C-130B Hercules for delivery in 1960. Powered by four 4,050 e.h.p.Allison 501 D-22 turboprops, the Lockheed 282A would be able to lift a maximum payload of no less than 45,000 lb. The ultimaterange with this load (it is not stated what reserves are allowed) is to be 1,750 miles, and a payload of over 32,000 lb will be trans-portable over a distance in excess of 3,300 miles. The normal cruising speed will be 350 m.p.h. Operating cost is assessed at3.5 pence per ton-mile (presumably long tons) and purchase price "just over £700,000." MD-12 Now in the final development stage by the Polishnational aircraft industry (see our issue for November 23 last), the MD-12 is a light twin-engined transport evolved jointly byMisztal and Duleba from the earlier C.S.S.12 (which resembled the Dove). The MD-12 is likely to weigh about 15,000 1b, to seatabout 15 passengers in an unpressurized cabin, and to have good field performance. The powerplants are of the new 320 h.p. WN-3radial type (Flight, July 26 last). An unusual feature of the MD-12 is its "T"-type tail unit. An order is reported to havebeen placed by LOT, the national airline. Miles H.D.M. series From the H.DJvi. 105, flown at the 1957S.B.A.C. show, are being evolved the H.D.M. 106 (larger, with a 563 cu ft cabin and 340 h.p. supercharged Lycomings) and thestill bigger H.D.M. 108. The latter, powered by two Turbomeca Bastan turboprops of some 750 h.p. each, would weigh some10,000 lb and carry up to 25 passengers. Main feature of these new Miles private ventures is the wing of high aspect-ratiodeveloped in close co-operation with the Hurel-Dubois concern. Scottish Aviation Studies exist for an STOL transport powered by two Rolls-Royce Darts, and known as fhe Turbo Pioneer. An artist's impression was published in our August 3, 1956, issue. Sud-Aviation Project The director-general of Sud-Aviationstated last month that his company is engaged in the design of "a faster-than-sound Super Caravelle to put France back intothe transatlantic passenger service." Vickers-Armstrongs Viscount V.796 By matching a 700-sizefuselage with a (stronger) 800-series wing, Vickers have evolved a "paper Viscount" suitable for local-service operation on stagesdown to 150 miles. Suitable rearrangement of galleys, coat-space and toilets can provide for up to more than 60 seats (probablywith extra windows). The engines would be Dart 506s, and the aircraft would be able to fly a long route with many intermediatestops without refuelling. Gross and zero-fuel weights at present are 61,500 and 58,500 lb. Should the demand justify it, the 796could be produced relatively quickly. Vickers-Armstrongs VC-10 This large and fast transport isthe only big jet transport outside the U.S.A. and Soviet Union to reach the detail-design stage. Powered by four 16,500 lb-thrustRolls-Royce Conway 500-series engines it will have a big double- bubble fuselage, resembling that of the Vanguard. The VC-10will be able to carry very heavy loads (maximum passenger accom- modation will be at least 147), and "unusual features"—flap-blow-ing is a logical assumption—will confer an outstanding field per- formance. Although Vickers are financing the development,B.O.A.C. have stated their intention to buy no fewer than 35 VC-lOs; originally these were for Commonwealth routes, butVickers are now also investigating the aircraft's potentiality on the Atlantic. First delivery is scheduled for 1963.
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