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The Next Step

The Next Step Aircraft Engineering TH E MONTHLY ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XXV No 293 JULY 1953 be remembered that owing to the much longer time to be occupied on the journey the Brabazon layout provided for sleeping berths LL who saw the Vulcan delta-wing bomber at Farnborough which are unnecessary in the Atlantic. The greatly increased volume last September were impressed with the possibilities of the of traffic on the route to America in recent years has made it worth configuration as the basis for a long-range civil airliner. while in the new machine to prepare a layout for a tourist version. MESSRS. A. V. ROE have now confirmed the correctness of this prog­ In this connexion we feel that it is reasonable to point out that pas­ nostication by announcing that they have in its early stages a design sengers seated six abreast in a 12 ft. 6 in. wide fuselage with an for an aeroplane of this type to be called the Atlantic—an appro­ adequately wide gangway down the middle will find that their seats priate name for a machine which is intended to provide a non-stop are limited to a width of little more than 18 in., which is not a great passenger service between London and New York. The cruising deal of comfort for a seven-hour flight. It happens, in fact, we believe, speed is estimated to be 600 m.p.h. at 40,000 feet; it will have a span to be the same space as that allocated to commoners in Westminster of 121 feet; length, 145 feet; fuselage diameter, 12.5 feet; gross Abbey for the recent Coronation ceremony—peer and peeresses had, weight, 200,000 lb. Delivery is promised in 1958 subject to a reason­ we understand, one inch more in which to crush in their robes. It is able production order being received. Three alternative layouts for certainly considerably less than that provided in a London omnibus the passenger accommodation have been prepared providing for or a coach and will, we think, prove to be very cramped. 94 (basic), 74 (luxury) and 113 (tourist) seats respectively. It is interesting to note that in all three passenger-accommodation versions rcarwardly-facingseats throughout are shown on the plans; Ten Years' Progress which recalls the articles calling attention to the desirability of this It is perhaps interesting to compare this data for the Atlantic with feature which we published in September and December, 1950. the similar figures of the Brabazon which was designed some ten years ago for the same service. The Mark I version has a span of Tripartite Competition 230 feet; length, 179 feet; maximum fuselage diameter, 16 ft. 9 in.; gross weight, 300,000 lb.; cruising speed, 330 m.p.h. at 35,000 feet. MESSRS. A. V. ROE have stolen a march over the rest of the world Seating for 109 passengers was to be provided. in thus producing a long-term plan for a long-range jet airliner, but It will be seen therefore that for approximately the same opera­ two other British firms at any rate are known to have designs on the tional requirements the Atlantic will have a gross weight of two- drawing board—VICKERS-ARMSTRONGS LTD. with a civil version of thirds of the Brabazon; a wing span of a little more than half and a the Valiant and HANDLEY PAGE LTD. with a similar adaptation of the cruising speed of nearly double. These comparisons give a measure Vulcan. It is perhaps significant to note, as a sign of the times, that in of the progress that has been made in aeroplane design in ten years. each case it is a Government-sponsored bomber which has led up Two improvements seem to us to be of particular importance. The to and made possible the preparation of plans for an airliner. It is to reduction in span, which is of course attributable to the delta-wing be hoped that these two firms will be in a position to produce their shape in which so much of the area is due to the increased chord, rival designs without long delay as no doubt B.O.A.C. will hold their makes the question of hangar accommodation very much less of a hands in placing an order until they have had an opportunity of problem; while the lowering of the gross weight—also due in large comparing the merits of the three candidates. It is manifest that the measure to the delta-wing—has an equally significant effect on over­ sooner this can be done the better as here is an excellent chance of head costs from the operator's point of view. Indeed, it is stated that maintaining the lead of several years over the United States that has the single-wheel loading is such as will enable the machine to use already been achieved thanks to the Comet. I.C.A.O. Class 4 runways. These two points are obviously of very There is one point of detail on which we would like to comment. great importance when it is remembered that a considerable portion It is stated that up to 45,000 feet a pressure differential will be main­ of the total cost of the Brabazon—which was the subject of much tained to provide a cabin altitude of 8,000 feet. For some reason this criticism in the House of Commons—went into the construction of seems to be becoming recognized as standard—the Comet I, for a special hangar at Bristol and the laying down of new runways— instance, is pressurized to the same extent. As CAPTAIN MAJENDIE though it is, of course, true to say that it was subsequently shown pointed out in his recent Royal Aeronautical Society lecture in that the Brabazon Mark I could take off and land at Farnborough; Glasgow, there would be operational advantages in increasing this not however with full load. differential to bring the cabin pressure up to that at ground level. Owing to the high ceilings now obtaining the proportion of increase Passenger Amenities in structural strength and weight would not be prohibitive bearing in mind the operating economies. So far as the passenger accommodation is concerned it must http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

The Next Step

Aircraft Engineering and Aerospace Technology , Volume 25 (7): 1 – Jul 1, 1953
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Emerald Publishing
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Copyright © Emerald Group Publishing Limited
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0002-2667
DOI
10.1108/eb032308
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Abstract

Aircraft Engineering TH E MONTHLY ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XXV No 293 JULY 1953 be remembered that owing to the much longer time to be occupied on the journey the Brabazon layout provided for sleeping berths LL who saw the Vulcan delta-wing bomber at Farnborough which are unnecessary in the Atlantic. The greatly increased volume last September were impressed with the possibilities of the of traffic on the route to America in recent years has made it worth configuration as the basis for a long-range civil airliner. while in the new machine to prepare a layout for a tourist version. MESSRS. A. V. ROE have now confirmed the correctness of this prog­ In this connexion we feel that it is reasonable to point out that pas­ nostication by announcing that they have in its early stages a design sengers seated six abreast in a 12 ft. 6 in. wide fuselage with an for an aeroplane of this type to be called the Atlantic—an appro­ adequately wide gangway down the middle will find that their seats priate name for a machine which is intended to provide a non-stop are limited to a width of little more than 18 in., which is not a great passenger service between London and New York. The cruising deal of comfort for a seven-hour flight. It happens, in fact, we believe, speed is estimated to be 600 m.p.h. at 40,000 feet; it will have a span to be the same space as that allocated to commoners in Westminster of 121 feet; length, 145 feet; fuselage diameter, 12.5 feet; gross Abbey for the recent Coronation ceremony—peer and peeresses had, weight, 200,000 lb. Delivery is promised in 1958 subject to a reason­ we understand, one inch more in which to crush in their robes. It is able production order being received. Three alternative layouts for certainly considerably less than that provided in a London omnibus the passenger accommodation have been prepared providing for or a coach and will, we think, prove to be very cramped. 94 (basic), 74 (luxury) and 113 (tourist) seats respectively. It is interesting to note that in all three passenger-accommodation versions rcarwardly-facingseats throughout are shown on the plans; Ten Years' Progress which recalls the articles calling attention to the desirability of this It is perhaps interesting to compare this data for the Atlantic with feature which we published in September and December, 1950. the similar figures of the Brabazon which was designed some ten years ago for the same service. The Mark I version has a span of Tripartite Competition 230 feet; length, 179 feet; maximum fuselage diameter, 16 ft. 9 in.; gross weight, 300,000 lb.; cruising speed, 330 m.p.h. at 35,000 feet. MESSRS. A. V. ROE have stolen a march over the rest of the world Seating for 109 passengers was to be provided. in thus producing a long-term plan for a long-range jet airliner, but It will be seen therefore that for approximately the same opera­ two other British firms at any rate are known to have designs on the tional requirements the Atlantic will have a gross weight of two- drawing board—VICKERS-ARMSTRONGS LTD. with a civil version of thirds of the Brabazon; a wing span of a little more than half and a the Valiant and HANDLEY PAGE LTD. with a similar adaptation of the cruising speed of nearly double. These comparisons give a measure Vulcan. It is perhaps significant to note, as a sign of the times, that in of the progress that has been made in aeroplane design in ten years. each case it is a Government-sponsored bomber which has led up Two improvements seem to us to be of particular importance. The to and made possible the preparation of plans for an airliner. It is to reduction in span, which is of course attributable to the delta-wing be hoped that these two firms will be in a position to produce their shape in which so much of the area is due to the increased chord, rival designs without long delay as no doubt B.O.A.C. will hold their makes the question of hangar accommodation very much less of a hands in placing an order until they have had an opportunity of problem; while the lowering of the gross weight—also due in large comparing the merits of the three candidates. It is manifest that the measure to the delta-wing—has an equally significant effect on over­ sooner this can be done the better as here is an excellent chance of head costs from the operator's point of view. Indeed, it is stated that maintaining the lead of several years over the United States that has the single-wheel loading is such as will enable the machine to use already been achieved thanks to the Comet. I.C.A.O. Class 4 runways. These two points are obviously of very There is one point of detail on which we would like to comment. great importance when it is remembered that a considerable portion It is stated that up to 45,000 feet a pressure differential will be main­ of the total cost of the Brabazon—which was the subject of much tained to provide a cabin altitude of 8,000 feet. For some reason this criticism in the House of Commons—went into the construction of seems to be becoming recognized as standard—the Comet I, for a special hangar at Bristol and the laying down of new runways— instance, is pressurized to the same extent. As CAPTAIN MAJENDIE though it is, of course, true to say that it was subsequently shown pointed out in his recent Royal Aeronautical Society lecture in that the Brabazon Mark I could take off and land at Farnborough; Glasgow, there would be operational advantages in increasing this not however with full load. differential to bring the cabin pressure up to that at ground level. Owing to the high ceilings now obtaining the proportion of increase Passenger Amenities in structural strength and weight would not be prohibitive bearing in mind the operating economies. So far as the passenger accommodation is concerned it must

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Jul 1, 1953

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