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Aviation History
1960
1960 - 1607.PDF
339 Handley Page Herald HANDLEY PAGE LTD Cricklewood, London NW2. Telephone: Gladstone 8000 HeraM The Herald first flew with Dart engines in March 1958, having been preceded by a piston-engined forbear which flew in August 1955. First operator of the Herald will be British European Airways, who are to use three purchased by the Ministry of Aviation at a cost of about £750,000 including spares and crew-training, for the Scottish "Highlands and islands" network. Other provisional orders have been placed by VASP of Sao Paulo, Brazil, who at the end of June were "expected to sign a final contract shortly" for the initial supply of seven Heralds. Other Brazilian airlines have been considering the Herald, and Handley Page say that airlines in Brazil and Argentina have "declared an intention to buy a minimum of 16." Negotiations are proceeding and Handley Page is willing to undertake the assembly and eventual manufacture of the Herald and its developments in Brazil. Among these developments is one with a stretched fuselage and a maximum weight increased from 39,0001b to 41,0001b. H.P. IIS The airframe of this narrow-delta experimental aircraft is now complete and the first flight is imminent. Powered by a Bristol Siddeley Viper, the H.P. 115 is a single-seater designed to investigate the low-speed handling and performance of this type of supersonic-transport configuration. Maximum speed will be about 300 m.p.h., but the experience will be applicable to the design of aircraft capable of M3. HPR.8 Revealed last April was a project developed to meet a car-ferry requirement by Silver City. The project envisages two versions, both powered by two late-model Darts: (1) a 100-seater "airbus" with a range of about 500 miles and a payload of 16,0001b; and (2) a six-car ferry with nose loading through clamshell doors, and with seats aft for 25-30 passengers. The same fuselage would be common to both, and many Herald parts would be incorporated. Victor Aircraft of the B.2 version—possibly the last mark of Victor—are now reaching Bomber Command and, equipped with the Blue Steel stand-off bomb, are likely to remain in service for another ten years. The original order for Victor B.2s was recently curtailed—officially because the cost of conversion to accommodate the Douglas Sky Bolt is considered uneconomical, although Handley Page contest this calculation. A considerable number of Victor B.ls have been in service since 1958, powered by Bristol Siddeley. Sapphire 200-series turbojets. The crew of five is accom- modated in the nose, above the large compartment housing the bombing radar and electronics ahead of the capacious weapon bay. Leading- and trailing-edge flaps on the distinctive crescent-shaped wing afford good low-speed handling, and airbrakes are formed by panels in the extreme tail. In 1957 a Victor B.I flying at 40,000ft marginally exceeded the speed of sound—the largest aircraft in the world yet to have done so. The Victor B.2 is powered by 17,2501b thrust Rolls-Royce Conway RCo.ll by-pass turbojets, and has an increased wing span. Two ram-air turbo-alternators in the rear fuselage and a Blackburn Artouste in the starboard wing-root provide stand-by power. Handley Page Victor B.2 Victor 6.2 Below, Victor B.2
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