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Aviation History
1960
1960 - 1835.PDF
HT, 9 September 1960 oooooooooooooooooooooooooo — o D 00000[5j0 0|0]000 0 000000 ooooooo oocjoo o o o o I 0 o o >-•( 0 0 Britain's Latest Transports oo oflooo ! i THE simultaneous decline in importance ofthe combat aeroplane and upsurge in the world's air-transport industry are outstand-ingly reflected in this Year's SBAC Show. Never before has any nation been able to offerso comprehensive a range of vehicles designed for the peaceful carriage of people and cargoes—a fact which this page of scale drawings strongly underlines. At the top is the greatest transport vehicleyet offered to the world's airlines, the Vkkers- Armstrongs Super VC10. To maintain thetradition of a rear-engined big-jet family this 196ft-Iong monster will not be known as the BAC Super VC10 but will retain the name of itsoriginators. Together with the standard VC10 it will form a series of transports with take-off weights from 299,0001b to 373,0001b3 and withunmatched payload/range/field length performance. All powered by Rolls-Royce Conway by-pass engines of well over 20,0001b thrust, somewill be pure freighters, and the second drawing shows a VC10 of this type with a hinged nose. As a passenger transport the "Super" can 8C4t 2Z2.Cargo is the prime reason d'etre of the third aircraft, the Short SC5 Britannic (four Rolls-Royce Tynes of 5,730 eJip.), now being built forRAF Transport Command. Pattest aircraft ever made, the Britannic will have s payload of up to 85,0001b, and will carry bulky indivisible\r!* 'Q Its Prcssurized hold at 340 m.p.h. Also very capacious is die Vicfcers-Armstrongs Vanguard (No 4), the first transport designed toaccommodate almost its maximum payload on dther of two decks (cargo Below, passengers above). Number 5 is a truly outstanding short/medium-haul transport, the D.H.121 Trident, of which BEA are having «• Powered by three RB.163 engines it is designed to take about 100passengers at 600 m.p.h. over stages varying up to 2,000 miles in the heaviest versions. Next come a well-matched pair of keen rivals. Both the British Aircraftwrporauon and Hawker Siddelcy Group are having a go at the Viscount- rejaacement market with aircraft powered by twin BS.75 turbofansnung on the rear fuselage. But whereas the BAC-107 (No 6) is designed » cruise at M0.75, Avro have set their sights at M0.82 with the 771v™> )» representing 570 m.p.h. at 25,000ft. Both should cost less than • Hie-ittodel Viscount, and carry much more, much faster, for less fuel^ Per mile. •a iHlan w° are not "mainliners" but workhorses. The Avro 748trp i? «P* ^ l^****51 contender yet aimed at matching the cheap, atSTCTSree *"*«* of the DC-3 with modern airworthiness requirements™«turbine comfort The Short SC.7 Skyvan is unique in having piston ra&iii s—-new American flat-sixes of 390 h.p. each—and it is designedcl "rT a ton and a half of almost anything" from unprepared strips.
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