kalizzi Posted November 30, 2018 Share Posted November 30, 2018 The latest addition to my hangar, here is some brief history below: The history of the Type 1101 BOAC Standard VC10 can be traced back to 1951, when BOAC was shown an early prototype of a Vickers Valiant modified for military troop deployment. The Valiantâ€™s maiden flight had taken place in May 1951 and, due to its range and speed, the V-bomber was considered to be suitable as the basis for a military transport capable of transporting 120 passengers 2,100 nautical miles. This specification, whilst demanding at the time, sowed the seeds for a capable transatlantic jet. The prototype was designated the Vickers V-1000. The V-1000 was powered by the then new turbofan Rolls-Royce Conway, which offered greatly increased power and range. Vickers intended to make the military-designated V-1000 into a six-abreast civilian airliner, the VC-7, to be pitched at BOAC. As the prototype of the V-1000 was developed, it became increasingly apparent that it was suffering from being overweight. Vickers felt that increasing power with the new, more powerful, Rolls-Royce Conways and changing the way that the aircraft was manufactured to lower some of the weight penalties would make the V-1000 more viable. The Ministry of Supply felt differently in 1955, however, and cancelled the V-1000. This was to be a very controversial move. At the time the American manufacturers were readying their new transatlantic jets (the Boeing 707 and the Douglas DC-8), and with Pan Amâ€™s large order of 707s and DC-8s the time was right for a British-built alternative. With the governmentâ€™s cancellation and some reticence within BOAC to purchase the VC-7, however, this opportunity was missed. In fact the government decided to allow BOAC to purchase 15 Boeing 707s with the caveat that no further money should be spent on American-made aircraft. It was at this time that there appeared to be a reversal in the direction of the government concerning the VC-7, but the damage was done and the inaction had lost any real competitive advantage that the British aviation industry might have had. A year later BOAC sent out proposals for a high-performance long range airliner to operate on their African and Asian routes. This proposal was sent to both de Havilland and Vickers. Both firms were reluctant to take on the proposal but Vickers was the first firm to respond, and in early 1958 this resulted in the signing of a 35-airframe contract with options for 20 more. The VC10 was born. This wasnâ€™t going to be a return to the now three-year-old design of the VC-7 but a completely new aircraft. It was to have features and capabilities designed to meet the challenges exclusive to the African and Asian air routes, the most significant being the short length of the runways compared to those found on the transatlantic routes. This meant that the 707 and DC-8, which both required long runways, were not well suited to the African and Asian routes. High altitudes and high temperatures were also involved, so Vickers was handed a very demanding requirement, which led to the iconic design of the VC10. The Vickers design group overcame the issue of shorter take-off requirements by moving the engines to the rear of the aircraft; this allowed a much larger flap and control surface area. The power of four Rolls-Royce Conways allowed for a much larger payload to be carried off the short runways when compared to the equivalent 707 and DC-8s. The negative effects of high altitude operations were negated by the clean wing principle. Unlike their competitorâ€™s airframes with pod-mounted engines, the engines were in the rear of the aircraft, which allowed for a clean wing that utilises 100% of the available area of a wing to maximum effectiveness. The power of the engines and the excellent flight characteristics afforded by the clean wing principle also allowed the VC10 to make longer non-stop flights, which was ideal for the BOAC routes. Unfortunately for the VC10 project, the popularity of the 707 and DC-8 airframes resulted in the runways on BOACâ€™s routes being lengthened to allow these types to operate from runways which were once exclusively the domain of the VC10. As the worldâ€™s airlines moved to the Boeing and Douglas airframes, the VC10â€™s advantage was ebbing. Throughout the development of the VC10 the specifications were expanded â€“ quite literally in the case of the later Super VC10 which featured a stretched fuselage â€“ but the key design principles of rear-mounted engines and a clean wing remained. Following their retirement from the commercial airline world, VC10s served for many years in the Royal Air Force, being converted into troop transport, tanker and cargo aircraft before finally retiring in 2013. Asus P8Z77-V Premium Mobo w\32GB MSATA Caching SSD On-Board | i7-3770K CPU | 16GB DDR3 1600 | FSX Gold on 1TB boot SSD | P3Dv4 on 512MB SSD | 1TB+2TB WD HDDs | 2 Asus GTX660 2GB Ti Cu cards w\SLI | Win7 Pro 64 | REX Full Catalogue | ORBX FTX Full Catalogue | Saitek Flight Control Pro w\Dual Throttle Quadrants+Pedals | 24"+2x19" HP Monitors | 1000W PSU [sIGPIC][/sIGPIC] Link to comment Share on other sites More sharing options...
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