FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1965
1965 - 0904.PDF
494 FLIGHT International, I April 1965 THE SUPER VCIO Today, April 1, the Super VCIO enters service. It is the largest British transport aircraft ever built. "Flight" marks the achievement in three special articles—the first, beginning here, looks into the background and future prospects of the aircraft; the BOAC Super VCIO flight training manager writes from the pilofs angle on pages 499-501; and, beginning on page 501, the Editor describes a route-proving flight to New York and discusses BOACs commercial plans for the aircraft. IN the competitive world of building transport aircraft it seemsthat a new and unproven type must offer not less than calcu-lable economic advantages if it is to find widespread acceptance by the airlines. Nevertheless, estimated economics are only as good as the "guesstimates" of the detailed cost items—where the inspira- tion is invariably based on current experience with older generations of aircraft. Compared with the figures for other long-haulers, VCIO costs per mile have never looked particularly outstanding when computed on the basis of well-known operating cost formulae The reason is that from shape to systems the VCIO is designed to entirely new standards and philosophies in matters of safety (through reliability and ease of handling) and of passenger appeal— all of which have to a certain extent adversely affected empty weight and price. The Standard VCIO has now been in commercial service for virtually a year, has operated on nearly all the major routes of the world and has gone into airfields previously unfrequented by big jets. A total of 17 VClOs and Super VClOs have been delivered to BOAC, BUA, and Ghana Airways and the initial operating and revenue results are turning out far better than expected. For example:— Reliability: Within a year of VClOs entering service BOAC has applied to the ARB for an increase in the permitted period between major overhauls of from 4,000hr to 6,000hr. Meanwhile, estab- lished rivals are only reaching this figure after six years in service. Average BOAC Standard VCIO utilization during the first seven months' service was equivalent to 3,25Ohr per annum; last year the corporation's 707s, flying predominately long stages, performed an average of 3,650hr each after six years in service. Whereas 707-420 engineering required around 27 man-hours per flying hour, the comparable VCIO figure is around 25 man-hours. The latter figure allows for the fact that the 707s were undergoing some 4,000hr-overhaul work; actual VCIO engineering time achieved was 22 man-hours per flying hour. Handling: Not one pilot has failed the conversion course from propeller types to the VCIO through any characteristic of the air- craft requiring particular strength, skill or nerve; and less conversion flying is called for. Insurance companies have indicated their willingness to take account of the VClO's unusually good handling and safety features when quoting premiums. Pilot praise of the aircraft has been unanimous and often borders on the ecstatic; there have been virtually no fundamental criticisms. Passenger appeal: BOAC is known to be consistently getting around 15 per cent more revenue per flight on the Far East and African routes when flying 109-seat VClOs instead of 137-seat 707-420s. Everywhere it has gone the VCIO has unquestionably demonstrated passenger appeal superior to that of all other long-haulers. Soon after BOAC cut back its order for Super VClOs last July, on the grounds of revised requirements, a Pan American official was reported to have remarked that this was the best bit of news he could have wished to hear. Pan American is not the only major long-haul airline which is keeping the VCIO under close review; if BOAC's Far Eastern and African route experience is repeated on the Atlantic this summer big airlines may become seriously inter- ested in acquiring front-rank fleets of these aircraft for their most competitive services. Past History and Future Prospects The irony of the present political situation surrounding the VCIO and its parent operator BOAC is that it should have been left to a rival airline to pay the biggest compliment to the aircraft. During all the argument about BOAC's ordering too many aeroplanes, it has often been forgotten that the BAC Standard VCIO and Super VCIO have met all their basic performance guarantees and are proving to be exceptionally fine aeroplanes in service. In case any lack of confidence at this time should result in failure to carry the pro- gramme through to ultimate success it is worth reviewing briefly the commercial and technical background history, considering the present operations and performance and discussing possible future developments—big and small. The VCIO, which was ordered by BOAC in May 1957, has its roots in a specified requirement of 1956 for a big jet to fly on the corporation's Southern and Eastern routes. A good airfield per- formance (by other big-jet standards) was a prime requirement. Though the Weybridge engineers recognized that there would be a structure weight penalty inherent in the choice of rear-mounted engines it was considered acceptable in view of all the well-known advantages—particularly towards achieving the airfield requirement conferred by a clean wing. One important advantage of the VC10- type layout is the comparative ease with which more powerful engines can be installed and range and payload accommodation stretched. This in fact happened at a very early stage in the VClO's evolution, when full transatlantic capability was added to the medium-range-route requirement as BOAC visualized a one-type fleet to perform on all its routes.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
