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Aviation History
1957
1957 - 1865.PDF
FLIGHT, 20 December 1957 Rotodyne Report DEVELOPMENT ASPECTS AND COMMERCIAL APPLICATIONS OF FAIREY'S VTOL TRANSPORT I-MARKET PROSPECTS FEATURE articles in this eight-page section of Flightdeal with particular aspects of the development of theFairey Rotodyne. On these first two pages we print an interview with G. S. Hislop, Ph.D., B.Sc, A.R.T.C., M.I.Mech.E., A.F.R.Ae.S., deputy chief engineer and chief designer (rotating wing) of the Fairey Aviation Company, on the subject of Rotodyne markets and future applications. Dr. Hislop, did the Rotodyne concept originatefrom a particular market survey? If so, what were the main requirements specified by potentialoperators? The Rotodyne evolved in its present form asa result of a specification for a large transport helicopter issued by B.E.A. in 1951. Prior tothat the Rotcdyne, whilst still a transport aircraft, was rather smaller and slower, and naturally (atthat stage in its evolution) not much thought had been given to some of the operational problemsinvolved in civil transport machines. The main requirements were expressed interms of a minimum cruising speed of 130 knots, a passenger-carrying capacity of 30-40 seats, anda direct operating cost of 3d per seat-mile. This was based on studies carried out by a number ofactual and potential operators, but in particular from a fairly detailed analysis by B.E.A. in broadterms of the possibilities awaiting short-range air transport with a vehicle affording vertical take-off and landing capabilities. Sufficient data were available on the overall traffic pattern in the Euro-pean area, and in the share carried by aircraft and other means of transport over short distances, to indicateclearly the inherent possibilities of the helicopter. A parallel survey of the potentialities within the U.K. was also conductedby B.E.A. to give some idea of the relative weight of traffic to be expected between major cities.What is the Rotodyne's optimum stage length? How much operational flexibility is built into the design? The aircraft was laid out to exploit the heavy potential of shorthaul between such city centres as London/Brussels, London/ Paris, etc., which demand an operating stage-length of approxi-mately 200-230 nautical miles. The main emphasis was directed to achieving optimum economy around this range bracket. How-ever, sufficient volumetric capacity and fuel tankage are supplied to make the aircraft attractive not only over much shorter ranges, Or. G. S. Hislop. but also at ranges up to approximately 350 nautical miles. In addition, of course, by virtue of its wide rear-loading doors and the large door forward in the fuselage, great flexibility is offered in the type of load being carried, i.e., passengers, freight, motor cars, or mixtures of all three. I could perhaps point out here that the layout of the con-figuration is such that it is possible for the fuselage design to be changed with relatively little disturbance ofthe powerplant, control and rotor systems. This is achieved because the wing which carries theengines and on which the pylon is built is a one- piece item and is fastened to the fuselage byfour bolts. Apart from the controls running from the pilot's cabin to the engines, rotor head, andtail, there is no part of the powerplant or control system in the fuselage itself. This feature hasbeen exploited in the design of the second proto- type which is 2ft deeper and some 6ft longer, andstill retains the same wing, pylon, and rotor system. Will the main applications of the machine becivil or military? In our approach to this aircraft, as the naturalresult of the B.E.A. interest, the preparation of the basic requirements and our thinking havebeen directed towards the civil market, and the requirements of a civil transport machine havedominated our approach in many respects. For example, great emphasis has been laid on meetingthe one-engine-failed performance requirement, and a great deal of thought has gone into thehandling and control problems in this case. This approach has perhaps tended to lengthen our task in designing and buildingthe prototype, since for a purely research aircraft it wo J have been possible to have omitted certain of these design features.In my view this approach would have been quite wrong, as by-passing fundamental handling, control and performancerequirements at this stage would have resulted in having to do a great deal of the work again—an3 with greater difficulty—whenthe success of the aircraft as a bare research flying machine had been demonstrated. We have had firmly fixed in mind that our ultimate objectivewas to sell the aircraft in the civil market and we have done our level best to meet and anticipate the sort of requirements whichwill be needed not only by the operators but by the certification
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