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Aviation History
1962
1962 - 0744.PDF
The point is made in the text that approximately 55 per cent by weight of the VCIO airframe consists of machined structural components. These are picked out in detail above. The photograph illustrates a selection of these members supplied by Cramic Aircraft Components: a fuselage panel; nose pressure bulkhead; inner^wing shear web; fuselage frame members; and (a particularly difficult component) a flight-deck window frame thirty feet above, while a third retractable camera surveys the underside of the aeroplane. The usual "bomb," containing a pressure transducer with a digital output, will be trailed during stalling tests, to give an accurate measurement of the free-stream airspeed. Future Potential The rear engine layout lends itself particularly to "stretching" the aircraft: the installation of more powerful engines does not involve major redesign of either wing or tail, and neither does the insertion of additional fuselage length. Accordingly, Vickers-Armstrongs foresee the continued development of the VCIO, of which the first will be the Super VCIO already ordered. One very interesting possibility under consideration is the application of boundary-layer control. Again, the close-coupled rear engine layout shows to great advantage, offering ease of cross-feeding the engine bleeds. But probably the biggest outlet for the VCIO could be in freight ing. Ernest Marshall, who is in charge of the VCIO project, believes that in the next ten years freight revenue could become comparable VICKERS-ARMSTRONGS VCIO The following are manufacturer's data for the standard VCIO; where they differ, data for the Super VCIO are given in brackets. Powerplants Four Rolls-Royce Conway RCo.42 Mk 540 engines, each rated at 2l,000lb nominal or 20,3701b minimum (four Conway RCo.43 Mk 550, each rated at 22,5001b nominal or 21,8251b minimum). Dimensions Span, 140ft 2in; overall length, 158ft lOin (I7lft 8in); height, 39ft 6in; wing, 2,800 sq ft, 2,389 sq ft net; root chord, 402.7in; tip chord, I lOin; mean chord, 256.4in; aspect ratio, 7; 25% sweep, 32.5°; root incidence, 4°; mean dihedral, 2.87°; flaps, 508 sq ft total; slats, 260 sq ft total; ailerons, 73 sq ft each aft of hinge; spoilers, 52 sq ft each side; tailplane, 638 sq ft; elevators, 73 sq ft each side; fin, 476 sq ft gross; rudder, 100 sq ft; fuselage length, 133ft Sin (146ft Bin); max width, I48in; max height, I69.5ln; wheelbase. 66ft (72ft l.5in); track, 21ft between oleo centres. Weights Max take-off, 310,0001b* (322,000); max landing, 206,0001b (225,000); zero-fuel, 184,0001b (200,000); operating weight, 143,6001b (152,750); manuf's weight empty. 138.0001b (147,880); fuel capacity, 17,940 Imp gal (19,315). •The BOAC weight is held at 299,0001b at present. Communication and Navigation Equipment HF communications, dual Marconi AD.460 installed; teletype reception, single Marconi AD.308 installed; VHF communications, triple Marconi AD. 160, 2 installed, provision for third; VHF navigation, dual Marconi AD.260 installed; marker system, single Marconi 6403 receiver installed; ADF, dual Marconi AD.360 installed; Loran, single Edo 345A, provision; weather radar, twin Ekco E.I90 installed; transponder, single to ARINC-532B installed; interphone and radio selection, single Ultra UA-60 installed; DME-Tacan, dual to ARINC-52IB, provision; Doppler, dual to ARINC-540, provision; Selcal, dual Marconi 2880 installed; PA system, dual Ultra 6000 installed: music reproduction, single Epsilon Paraphone installed; Polar Path compass, dual Elliott-Bendix installed; flight director system, dual Elliott-Bendix installed; auto pilot, dual Elliott-Bendix installed; radio altimeter, dual (2 pairs) STC, provision. in importance with that from passenger traffic. Already, British United Airways have seen the possibilities of the VC10 for compo site traffic, and have specified a large side freight door, 140in x 84in, for their four standard VClOs. This door will contain windows, and carry interior trim to first-class standards; suspended from a piano hinge at the top, it will be opened by a hydraulic jack and nutcracker linkage to a near-vertical position for crane loading. This BUA requirement has led Vickers-Armstrongs to propose two further standard VC10 developments. The VC10F-2 would be a side-loading pure-freight carrier, fitted with an extruded light- alloy plank floor containing a 20in grid of 5,0001b-capacity lashing points and gross weight of 322,0001b. The VC10CPF-2 would be a fully-convertible aircraft, designed to carry all-passengers, all- freight, or a mixed load based on the VC10F-2 but with full ameni ties for 150 Economy-class passengers. Beyond the side-loading variants, Vickers propose a nose-loading version for faster and more flexible freight loading. REFERENCES In previous issues of this journal:— (1) October 7, 1960, page 569 (4) May 18, 1961, page 669 (2) October 2, 1959, page 326 (5) October 7, 1960, page 574 (3) January 25, 1962, page 129 (6) October 7, 1960, page 579 These plan and section diagrams depict a standard six-abreast configuration seating 135 passengers GALLEY UNIT TOILET , W TOILET EQUIPMENT BAY GALLEY UNIT ACCESS HATCH STEWARDS TWIN FOLDING SEAT kR-DS FOLDING/ SEAT OILET COATS AND DIPLOMATIC MAIL LOCKER STEWARDS FOLDING TABLES CABIN SERVICES STEWARDS SINGLE FOLDING SEAT
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