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Aviation History
1958
1958 - 0064.PDF
FROM ALL QUARTERS B.O.A.C. Signs for 35 VC.lOsO N January 14, at London Airport, B.O.A.C. managingdirector Mr. Basil Smallpeice and the managing director of Vickers-Armstrongs (Aircraft), Sir George Edwards,put their signatures to the biggest contract ever placed for a British civil aerop.ane; in fact it is nearly the most valuable airliner orderyet placed anywhere. Full details of the contract will probably not be known for many months, but it includes the sum of £60m(presumably exclusive of spares) for 35 VC.10 aircraft, plus provision for future purchase of another 20. B.O.A.C.'s post-war history of aircraft sponsorship has not beena happy one. Notwithstanding its unique position in having almost carte blanche to order precisely what it wants from the Britishindustry, the Corporation has recently had to place substantial orders with both Douglas and Boeing in order to maintain itscompetitive position. Early last year discussions were held with the M.T.C.A. and de Havillands with a view to the developmentof a project known as the D.H.I 18. This later evolved into some- thing very different from the original conception and the planfinally came to a complete standstill. Then, in May, B.O.A.C. announced their intention of buying a fleet to a design known asthe Vickers VC.10; this was stated to meet their need for equip- ment on the routes to Africa, Australasia and the Far East fromthe mid-1960s, and—remarkably—to be capable of development for Atlantic operation. It is now clear that Vickers have succeeded—on paper, at least—in achieving what has eluded every other transport manufacturer: production of a vehicle which, whilehighly competitive on medium-range routes, can offer non-stop schedules over the Atlantic. It is understandable that Vickers are not at present prepared tosay much about their mammoth project, other than that it will have four Rolls-Royce Conways and will generally resemble the modelshown here (die three-view drawing is our own, prepared from the model). At this juncture we can only surmise how the VC.10will perform, and in particular how it will show up against the Boeing 707 and DC-8. Sir George Edwards describes the designas "the first big jet aeroplane to take advantage of the attack which modern design knowledge can launch on one of the big handicapsof the pure jet—its airfield limitations." This is a statement of great consequence. Moreover, he goes on to say: — "The VC.10 will come into service several years after the first big U.S.jets and consequently must offer distinct improvements. The VC.10 does this. Although it has a higher cruising speed, the significantadvantage over its American competitors lies in its ability to carry substantial payloads over long distances on routes served by or including'difficult' airfields. This will result in improved flexibility of operation and, therefore, better all-round economy." It seems self-evident [writes the Technical Editor] that Boeingand Douglas, having cleared the 707 and DC-8 from their project and preliminary engineering departments, can build into futureversions of these aircraft any "modern design knowledge" available to Vickers. How, then, can the VC.10 be better? First, Vickers have started three years later (five, compared withBoeing), and so can have a newer conception on which to build. Second, Vickers can probably avoid the American firms' mistakes,simply by watching how they get on. Third, the VC.10 probably presupposes improved powerplant performance (a point referredto later). Fourth, the overall configuration of the British aircraft The model reveals 42 small passenger-windows on each side and Conway silencing nozzles. Span is 140ft, length 158ft and gross weight 299,000 Ib (Atlantic configuration). differs from that of both the big Americans; and, although thisconfiguration was assessed and rejected by both Boeing and Douglas, it is undoubtedly thought by Vickers to be better. Finally,Vickers themselves have unsurpassed experience for tackling the VC.10; not even the giant American firms can equal the recordof the Weybridge company with both turbine-powered transports and large, high-subsonic bombers in widespread service. On Tuesday Mr. Smallpeice remarked:— "B.O.A.C. requires this aircraft primarily for its Eastern and Africanroutes. Because of this, great importance was attached to getting unusu- ally good airfield performance in the design of the aircraft. The mountingof the engines at the rear will also [our italics] give an exceptionally quiet and comfortable cabin which I am sure our passengers will greatlyappreciate. In addition, there is sufficient structural strength and power to make it as good an Atlantic aeroplane as any." In addition, a Vickers statement speaks of the "clean wingunspoiled by engine nacelles or mountings of any kind. Such a wing can be designed to have a very advantageous lift/drag rela-tionship, making for much improved take-off and better cruising economy." This is of particular interest, since Boeing and Douglashave actually claimed beneficial results—aerodynamic, structural and aeroelastic—from their powerplant nacelles and pylons. TheAmerican machines are handicapped by their inability to use full- depth flaps right across the span (especially is this true of the 707),whereas the VC.10 can have an optimum flap arrangement and should reach a better maximum lift coefficient than the Americans. The VC.10 model shows conventional ailerons, three-sectionspoilers and what seem to be five sections of flap on each side. In addition, the leading edge seems to droop, a la Caravelle. Cer-tainly the wing is uncompromised; but can it really offer a signifi- cant improvement in airfield performance? An obvious aid wouldbe supercirculation by flap-blowing—in production by Vickers on the Scimitar—but no hint of such a system has been given, apartfrom a cryptic reference last May to "certain unusual features." To make flap-blowing work on the VC.10 would be an engineeringachievement of the first magnitude. Rolls-Royce's Conways could supply plenty of air for blowing,but it seems probable that their power will all be expended as thrust. The published rating (RCo.10) for the first 500-seriesConway is 16,500 lb. One is led to believe by Sir George's com- ments [continues the Technical Editor] that Rolls are nowpromising still greater thrust. This would be reflected in improved take-off performance as well as longer range. On theother hand, the "developments" may concern s.f.c, in which case only range would be improved. In either case Rolls-Royce wouldprobably be prepared to sell the improved Conway for installs- "Flight" Provisional Drawing
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