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Aviation History
1959
1959 - 0495.PDF
240 FLIGHT, 20'February 1959 BRITANNICS ON ORDER Tyne-Powered Short Freighters for the R.A.F. SO that Transport Command would be equipped for carryingespecially heavy and buiky loads, the Government some timeago decided to buy a number of long-range freighter air- craft. This decision was confirmed in last week's progress reporton the Defence Plan; and in the Commons on February 11 the Minister, Mr. Duncan Sandys, disclosed that the type selectedwas the Britannic 3, a freighter version of the Britannia to be built by Short Brothers & Harland Ltd. of Belfast. Loading arrange-ments, added Mr. Sandys, were in accordance with the Army's requirements; and in terms of speed and performance the aircraftwould "fit in very well with the Britannias, which are to carry the troops and the less bulky freight." There were two reasons for delay in placing the order: (1) therequirement had to be considered very carefully not only inside the Government Departments concerned but also with the indus-try; (2) it was thought right to try to choose an aeroplane which would not only meet military requirements but might also havea civilian market. Known within the firm as the SC.5, the aircraft is based on theuse of the Britannia wing and systems (already in production at Belfast) and on a specially designed fuselage of very large dimen-sions and with a rear-loading door. Four Rolls-Royce Tyne turbo- props are specified. The company state: "Project design work hasbeen in hand for over eighteen months, detailed market survey of the precise needs of military and civil operators for more thana year; and the design itself has been actively pursued for some six months. Design and development are proceeding accordingto plan and the first prototype is due to fly in April 1961. Produc- tion plans are being studied at the moment and it is hoped thatproduction aircraft will become available towards the end of 1961 or early in 1962. The use of many Britannia parts in the SC.5means that it can be developed at much less cost than an entirely new aeroplane. It would also mean reduction in the cost of pro-viding spares and maintenance bases along the routes over which it would operate alongside Britannias, and would shorten thetraining both of flight and ground crews." As a result of their market survey Shorts are confident that, dueto its low operating cost, the Britannic can offer civil operators important new possibilities for long-distance freighting by 1963or 1964. The aircraft uses the standard Britannia wing and tail- p'ane; an undercarriage almost identical with that of the Britannia,but installed in the fuselage; and many of the standard systems such as fuel, controls, electrics and the flight-deck installation. The fuselage is 17|ft in diameter and the floor is at "truck-bed"height. Clear hold dimensions are 12ft X 12ft x80ift and design gross weight is 195,000 lb. A maximum payload of 75,000 lb canbe carried at a mean speed of 360 m.p.h. over a still-air range of 1,400 miles. With full fuel, a 30,000 lb payload can be carriedover 5,500 miles. The aircraft is capable of delivering a 33,000 lb payload to a 1,000-yd strip 860 miles from its main base, returningeither empty or with a 30,000 lb load. The Britannic is pres- surized to maintain a cabin altitude of 8,000ft at all altitudes up to30,000ft; the rear door can, however, be opened in flight for parachuting large loads. Behind the flight deck is a permanent galley and lavatory sectionand a staircase leading to an upper deck. In the troop transport role a detachable second floor can quickly be fitted to the forwardend of the fuselage hold, allowing about 200 troops to be carried in comfort. Normally, 140 troops can be carried on the main floorwithout fitting the second floor. In addition to the freight-floor of the hold itself, which is 60ft long, there is a further 20ft length ofsloping floor, 12ft wide, which forms the loading ramp and can be used for loading and carrying freight. Headroom on the centre-line at the extreme aft end of this floor is 10ft 6in. The ramp loading door is controlled by hydraulic rams. Vehiclescan be driven up the ramp, or the ramp can be lowered part way so as to rest on the bed of a lorry and provide an approach forloading. To facilitate the loading of smaller freight, a side door 7|ftx8Jft is provided in the fuselage at the forward end of thehold. A grid of standard lashing points extends over the interior floor and up the side of the wall to a height of 4ft. The permissibleload alternates between 5,000 lb and 10,000 lb on the floor and is 2,000 1b on the walls. Further points of 25,000 lb and 35,000 lbare provided for special requirements. Typical loads would be: two 1-ton trucks (laden), two 25-pdrguns, one scout car (laden); or four 1-ton trucks (laden); or three 3-ton trucks (laden); or two scout cars (laden), two ^--ton Utilities(laden) and two j-ton trailers (laden). Special vehicles which could be handled include a 30-ton heavy artillery tractor, 10-tonAlbion crane, 10-ton Leyland refueller, and large radar trailers used with guided-missile installations. As a passenger transport the Britannic can carry the capacitypayload of 197 passengers at 356 m.p.h. TAS over an ESA range of 2,600 miles for a direct operating cost of 0.77d/seat-st. mile.With capacity fuel 90 passengers can be carried at 356 m.p.h. TAS over an ESA range of 5,450 miles. On the left is seen the Britannic's rear-loading facility, and below is a maker's geiernl-irrnnri°meit drawing SHORT BRITANNIC 3 Four Rolls-Royce yne turboprop*) Span ... 148ft 3±in Length ... 134ft
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