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Aviation History
1970
1970 - 1067.PDF
FLIGHT International, II June 1970 build an airport without the necessary money and land.) So we looked for a different answer altogether. And came up with this. The VFW614 can turn 90°/o of the world's airfields into jet airfields. You know the old saying, "If the mountain won't come to the prophet, the prophet must go to the mountain." Well, if the airfields aren't suitable for jets, we must build jets suitable for the airfields. That was the basic idea behind the VFW 614. Though it was also clear that this new aircraft would have to be suitable for short-haul operation. In the first place, the only airlines af fected by the problems we've men tioned are those operating short-haul or secondary services. Secondly, it's clear that these airlines will soon be unable to manage without a jetliner specifically designed for short-haul operation. For not only do they have to bring their existing ser vices right up to date sooner or later, they must also be ready to cope with the entirely new problems set by Jumbo Jet and SST feeder services by having the right aircraft available. Thirdly, of course, it was a matter of pride that we should once again be first to produce something new. (As we'd been, for example, with our VTOL aircraft, helicopters and the WF-S64 'Flying Crane' - the largest helicopter in the western hemisphere developed jointly with Sikorsky. For our new aircraft - a new engine in a new position. ADVERTISEMENT 13 Passengers Anyone who knows about the deve lopment of the VFW 614 knows that its design is the result of a thorough search to find the best solution to all the problems involved. An aircraft that has to use the same runways as a turboprop for take-off and landing - and has to fly the same routes as economically, or even more economically - must have an entirely new type of engine. It will need high take-off thrust to shor ten take-off roll. And it will need a low specific fuel consumption for those operations where existing jets are most uneconomical: that is, during take-off, climbing and landing. For this purpose, Rolls-Royce and SNECMA have developed and tested an engine to VFW specifications. The M45H is a two-shaft turbofan with avery high compression ratio (18.2:1). It has an unusually large cold air pro portion in the exhaust (bypass ratio 2.85:1), a front fan without inlet guide vane ring, cooled turbine blades and I 44 Passengers 40 Passengers Break even no. of passenger 0 50 100 150 200 Range — NM a highly efficient annular combustion chamber. Other distinguishing features of the M45H are: high take-off/cruise thrust ratio; high operating economy over the whole flight envelope; modular construction; simplified servicing and on-condition maintenance; and a low noise level. All these qualities are particularly desirable for short-haul operation. The placing of the engines is both new and unconventional, but fully consistent with the design aims of the aircraft. As the VFW 614 has to be able to oper ate to and from airfields that are poor ly equipped and maintained, the fuse lage had to be built close to the ground. This obviates the need for mobile lifting platforms for loading and unloading the baggage and freight, and makes possible the em barkation and disembarkation of pas sengers by means of built-in steps. So there was no room for under-wing en gines — quite apart from the fact that with under-wing engines there's a greater danger of sucking in foreign bodies on unsurfaced runways. Moreover, with tail positioning of en gines a T-empennage would have been necessary - which is not only more complex technically, but also more susceptible to super-stall, and over-sensitive to cross winds during take-off and landing. All these disadvantages are avoided by the new configuration which has been subjected to exhaustive wind tunnel tests. The new configuration also has an un expected advantage. The modifying influence of the wings results in a very uniform flow of air into the engine over the whole incidence range of the air craft. So pressure losses at the air in take are minimal and engine power can be used to the full in any flight attitude. High block speeds, short ground time - the jet age has begun for the short- haul operator. In the VFW 614 you have an aircraft specifically designed for the short- haul traffic requirements of the 70s. With a profit-earning payload, it needs only 4000 feet of runway - something that 90 % of civil airports can provide. And it can operate to and from airfields that, up to now, have been accessible only to turboprops. In addition, the VFW 614 achieves block speeds which are typical of the so-called short- and medium-haul jets. It reaches its cruise altitude of 21,000 feet only eleven minutes after take-off. It can fly at 460 mph. And by virtue of its optimum descent profile, it can make its landing approach relatively late. All of which leaves any turboprops far behind. Over 120 miles, for example, ,the VFW 614 can save up to 20 min utes. Which will certainly help your airline in the fight against road and rail competition. Lastly, with the VFW 614, ground time is kept to a minimum. Thanks to the built-in steps, a single point pressure refuelling system, and an on-board APU which provides electrical power, air conditioning and ventilation on the tarmac, and also re-starts the engines. The VFW 614 is an aircraft that will en able you to give a faster service more often than your existing turboprops. And it won't only be your passengers who will notice the difference. You will too. In your balance sheet. I/FWB14
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