Misplaced Pages

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94-740: Aware of the competition from the Rolls-Royce Conway turbofan, Pratt & Whitney decided to develop the JT3D turbofan from the JT3C turbojet for later deliveries of the Boeing 707 and the Douglas DC-8, then nearing entry into service. A 2-stage fan replaced the first 3 stages of the 9-stage JT3C LP compressor. On the LP turbine, the second stage was enlarged and a third stage added. Unlike GE with

188-403: A "two spool" compressor arrangement. Earlier engines generally consisted of a series of compressor stages connected via a shaft to one or more turbine stages, with the burners between them arranged around the shaft. Although this arrangement is mechanically simple, it has the disadvantage of lowering the efficiency of the compressor. Compressor stages run at their maximum efficiency when spinning at

282-561: A BOAC order for a 250-seat "VC10 Superb", a move away from the VC10's initial MRE role into the area targeted by the DC-8 Super Sixties . The VC10 would have needed an entirely new double-deck fuselage, which raised emergency escape concerns, and the design failed to attract orders. A total of 12 Type 1101 VC10s were purchased in 1964–65, followed by 17 Type 1151 Super VC10s in 1965–69. The VC10 became an immensely popular aircraft in

376-471: A considerably higher bypass ratio than the Conway. Nevertheless, the Conway was successful on those aircraft, and was the first commercial aero engine to be awarded an operational period of up to 10,000 hours between major overhauls. Due to the Conway, B707-420 take-offs were the loudest by jetliners on airports and over communities until Concorde entered service. However, the Conway was revolutionary, being

470-509: A decade and a half. Written down and amortised by the 1970s, it could have continued in airline service much longer despite its high fuel consumption, but high ground-noise levels sealed its fate. Hush-kitting the Conways was considered in the late 1970s, but rejected on grounds of cost. In 1960, the RAF issued Specification 239 for a strategic transport, which resulted in an order being placed by

564-447: A forward freight door, facilitating the insertion of five upper fuselage tanks in the main fuselage; the K.2s lacked forward freight doors, thus a section of the upper fuselage was dismantled to insert the five upper tanks. In the K.2 and K.3 conversions, extensive floor reinforcement was installed to support the additional weight imposed by the five fuel tanks. In 1981, 14 former BA Super VC10s were purchased and stored for spare parts. In

658-454: A full-length fan cowl. Pratt & Whitney provided a kit whereby JT3Cs could be converted to the JT3D specification, and performance, during an overhaul. In 1959, important orders for the engine were the Boeing 707-120B and Boeing 720B when American Airlines ordered one 707 powered by JT3D turbofans and KLM ordered a JT3D-powered Douglas DC-8 . Earlier 707s and DC-8s had been powered by

752-405: A long term type. In 1956, BOAC ordered 15 Boeing 707s . These were oversized and underpowered for BOAC's medium-range Empire (MRE) African and Asian routes, which involved destinations with " hot and high " airports that reduced aircraft performance, notably between Karachi and Singapore, and could not lift a full load from high-altitude airports like Kano or Nairobi . Several companies proposed

846-513: A number of different bypass or turbofan engine designs as early as the 1930s while he and Hayne Constant were trying to get their axial-flow jet engines working at the Royal Aircraft Establishment . However, simpler turbojet designs were prioritized during World War II for their use in military applications. Priorities changed dramatically at the end of the war and in 1946 Rolls-Royce agreed that existing engines like

940-474: A part-drooped, four-per-cent chord extension over the inboard two-thirds and a drooped, extended-chord wing-tip that allowed more economical high-altitude flying. (This mimicked the 1961 aerodynamics of the similar-looking but significantly different Il-62 .) Further developments proposed included freighter versions, one with front-loading like the C-124 Globemaster II . Efforts focused on getting

1034-476: A production order for six aircraft for the RAF. The planned civil airliner was known as the VC7 (the seventh Vickers civil design). Development was prolonged by the need to meet the RAF's requirements for short take-off and a self-loading capability. Work started on the prototype but by 1955 the aircraft's increased weight required a more powerful engine, causing BOAC to question the engine development cycle. In 1955,

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1128-462: A quarter of a mile in length with no internal supports. Up to six VC10s could be positioned inside with adequate room remaining for working space around each aircraft. During the late 1980s, plans to move major servicing to RAF Abingdon near to RAF Brize Norton were considered. Abingdon was closed and a new facility was built at RAF St Athan , in South Wales – "1 Air Maintenance Sqn" (1 AMS);

1222-413: A seven-stage low-pressure compressor, the first six stages made of aluminium and the last of titanium. Behind this was the nine-stage high-pressure compressor, the first seven stages of titanium and the last two of steel. The bypass housing duct was also made of titanium. The bypass duct started after the seventh stage. The combustion area consisted of ten cannular flame cans . The high-pressure compressor

1316-717: A small cross-section, which limited the amount of bypass the engine could use. It nevertheless required higher power to support a 230,000 pounds (100,000 kg) gross weight, so Rolls responded with the larger RCo.5 . The new engine was similar to the RCo.2 in most ways, differing in details. The low-pressure compressor now had six stages and the high-pressure nine, driven by two and one stage turbines respectively. The first RCo.5 ran in July 1953 and passed an official type rating in August 1955 at 13,000 pounds-force (58,000 N). Construction of

1410-547: A smaller version, the VC11, to BEA for routes like those to Athens and Beirut but this was rejected in favour of the Hawker Siddeley Trident . The aircraft featured Powered Flight Control Units an early type of Electro-hydraulic actuator ; these were produced by Boulton Paul . Vickers revamped its production plans to try to achieve break-even point with 35 sales at £1.5 million each, re-using jigs from

1504-470: A specific speed for any given input air pressure - in a perfect compressor each stage would run at a separate speed. The multi-spool design, first used on the Bristol Olympus turbojet, is a compromise, the compressor being separated into "spools" designed to operate closer to most efficient speed, driven by separate turbines via concentric shafts. Two- and three-spool designs are common; beyond that

1598-663: A suitable replacement. De Havilland offered the DH.118 , a development of the Comet 5 project while Handley Page proposed the HP.97 , based on their V bomber, the Victor . After carefully considering the routes, Vickers offered the VC10. Crucially, Vickers was the only firm willing to launch its design as a private venture, instead of relying on government financing. The VC10 was a new design but used some production ideas and techniques, as well as

1692-440: A thousand casualties of the conflict were evacuated to Cyprus by VC10s. In June 2009, the remaining VC10s were withdrawn from Iraq, along with most other British military assets. Between 2000 and 2003, the remaining K.2s were retired and scrapped. The surviving K.3s served as tanker/transports with No. 101 Squadron at Brize Norton, Oxfordshire and the single remaining K.4 supported No. 1312 Flight at RAF Mount Pleasant in

1786-461: Is a mid-sized, narrow-body long-range British jet airliner designed and built by Vickers-Armstrongs (Aircraft) Ltd and first flown at Brooklands , Surrey, in 1962. The VC10 is often compared to the larger Soviet Ilyushin Il-62 , the two types being the only airliners to use a rear-engined quad layout, while the smaller business jet Lockheed JetStar also has this engine arrangement. The VC10

1880-652: Is the only model remaining in United States Air Force service. It is expected to remain as a mainstay of the Air Force heavy bomber fleet until at least 2040, with options for replacing the 8 TF33 engines with more modern equivalents being considered. In April 2020, the USAF released a request for proposals for 608 commercial replacement engines, with the plan to award the contract in May 2021. In September 2021,

1974-718: The 2011 military intervention in Libya , a small number of VC10s were dispatched to bases in the Mediterranean and were used to refuel NATO strike aircraft being used in the theatre. The VC10 and Lockheed TriStar tanker/transports were replaced in RAF service by the Airbus A330 MRTT Voyager under the Future Strategic Tanker Aircraft Project. The type's final flights in RAF service took place on 20 September 2013,

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2068-670: The Air Ministry with Vickers in September 1961 for five VC10s. The order was increased by an additional six in August 1962, with a further three aircraft cancelled by BOAC added in July 1964. The military version (Type 1106) was a combination of the Standard combi airframe with the more powerful engines and fin fuel tank of the Super VC10. It also had a detachable in-flight refuelling nose probe and an auxiliary power unit in

2162-588: The Armstrong Siddeley Sapphire used by earlier models. For this role, Rolls-Royce designed an even larger model, the RCo.8 of 14,500 pounds-force (64,000 N), which ran for the first time in January 1956. However the RCo.8 was skipped over after receiving a request from Trans-Canada Airlines (TCA) to explore a Conway-powered Boeing 707 or Douglas DC-8 , having interested both companies in

2256-598: The British Aircraft Corporation (BAC) encompassed Vickers , Bristol and English Electric 's aviation interests, whilst Hawker Siddeley built on de Havilland 's heavy aircraft experience and Westland consolidated helicopter manufacture. The British government also controlled route-licensing for private airlines and also oversaw the newly established publicly owned British Overseas Airways Corporation (BOAC) long-range and British European Airways (BEA) short and medium-range airlines. In 1951,

2350-625: The Conway engines , developed for the V.1000 and VC7. It had a generous wing equipped with wide chord Fowler flaps and full span leading edge slats for good take-off and climb performance; its rear engines gave an efficient clean wing and reduced cabin noise. The engines were also further from the runway surface than an underwing design, an important factor in operations from rough runways such as those common in Africa; wide, low-pressure tyres were also adopted with this same concern in mind. The VC10

2444-519: The Falkland Islands . In January 2010, VC10 passenger operations were temporarily suspended while an airworthiness review was carried out. Following the 2006 North Korean nuclear test , a pair of VC10s were dispatched to Okinawa , Japan to undertake nuclear debris tests; this unusual task was performed using specialised sampling pods which replace the refuelling pods equipped as standard. During Operation Ellamy , Britain's contribution to

2538-638: The Ministry of Supply asked Vickers-Armstrongs to consider a military troop/freight development of the Valiant V bomber with trans- Atlantic range as a successor to the de Havilland Comet . The concept interested BOAC, who entered into discussion with Vickers and the RAF. In October 1952, Vickers were contracted to build a prototype which they designated the Type 1000 ( Vickers V-1000 ), followed in June 1954 by

2632-580: The Rolls-Royce Avon were advanced enough to enable a start to work on more advanced concepts like bypass. Griffith, who by then had become Chief Engineer at Rolls-Royce , suggested building a purely experimental bypass design using parts of the Avon and another experimental jet engine, the AJ.25 Tweed . In April 1947, a 5,000-pound-force (22,000 N) design was proposed, but over the next few months it

2726-551: The Second World War . Design and manufacture of transport aircraft had been abandoned to concentrate on production of combat aircraft with Britain's transport aircraft needs being met by the provision of US aircraft through Lend-Lease . In 1943, the Brabazon Committee introduced command economy -style principles into the industry, specifying a number of different types of airliners that would be required for

2820-616: The Standard VC10 (Type 1100). In accordance with its contracts with Vickers, in May 1961, BOAC amended its order to 15 Standard and 35 Super VC10s, eight of the Supers having a new combi configuration with a large cargo door and stronger floor; in December the order was reduced again to 12 Standards. By the time deliveries were ready to begin in 1964, airline growth had slowed and BOAC wanted to cut its order to seven Supers. In May,

2914-485: The Super 200 development of the VC10 with more powerful Conway engines and a 28 ft (8.5 m) longer fuselage offering up to 212 seats, 23 more than the Boeing 707-320 series. By January 1960, Vickers was experiencing financial difficulties and was concerned that it would not be able to deliver the 35 VC10s without making a loss. It offered to sell ten Super 200s to BOAC at £2.7 million each only to find that BOAC

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3008-602: The Taliban , codenamed Operation Veritas . VC10s remained on long term deployment to the Middle East for twelve years, ending just before the type's retirement. During the 2003 invasion of Iraq by an American-led coalition, a total of nine VC10s were deployed to the theatre under Operation Telic . In the aftermath of the invasion, multiple VC10s were commonly stationed in Iraq; in addition to logistics operations, more than

3102-567: The V bomber force to be supported in the field through air supply only. Vickers also planned on developing a passenger version of the same basic design as the VC-7. The V-1000 design looked like an enlarged de Havilland Comet but from the Valiant it took the wing layout and added a compound sweep (a passing vogue in UK design). It also featured the Comet's wing-embedded engines, demanding an engine with

3196-599: The Vickers Vanguard . On 14 January 1958, BOAC increased its order to 35, with options for a further 20 aircraft, the largest civil order ever placed in Britain at that time; these were to have smaller 109-seat interiors and more first-class seating. As the BOAC order alone reached the break-even point, the reuse of Vanguard jigs was abandoned and new production jigs made. To offer greater economy, Vickers began work on

3290-433: The thrust reversers . The two inboard engines could have thrust reversers installed (such as on military VC10s), matching the 707. There was 3.0% more wing area with the leading edge extension reducing aspect ratio and wing root thickness/chord ratios, improving low speed lift and reduced high Mach drag. Later VC10 developments included the testing of a large main-deck freight-door and fitting new wing leading edges featuring

3384-485: The Atlantic to Montreal on 8 February 1964. By this point, 7 of the original 12 Standards were complete and the production line was preparing for the Supers. A Certificate of Airworthiness was awarded on 23 April 1964 and the plane was introduced to regular passenger service between London and Lagos on 29 April. By the end of 1964, all production requirements had been fulfilled; Vickers (now part of BAC ) retained

3478-423: The BOAC fleet with both passengers and crew, being particularly praised for its comfort and low cabin-noise level. BOAC (and later British Airways) obtained higher load factors with the VC10 than with the 707 or any other aircraft in its fleet. Operational experience soon resulted in the deletion of the inboard thrust-reversers due to continued tailplane buffeting despite the engine repositioning. One BOAC Super VC10

3572-511: The CJ805-23, Pratt & Whitney had not undertaken any transonic fan research prior to designing the JT3D, so they were unable to incorporate a single stage unit into the specification. Instead P&W designed a 2-stage unit based on some research they had done to support the J91 nuclear turbojet. On the Boeing 707 the JT3D fan nacelle was relatively short, whereas the Douglas DC-8 installation had

3666-584: The Conway-powered 707-420 was ordered by BOAC , Lufthansa , Varig , El Al and Air India . RCo.10's development was so smooth that after delivering a small number for testing, production deliveries switched to the 17,500-pound-force (78,000 N) RCo.12 , which was designed, built and tested before the airframes finished testing. Boeing's 707-420 featured a distinctive, scalloped exhaust nozzle (pictured above) incorporating noise suppression and mechanical and aerodynamic thrust reversal up to 50%, which

3760-568: The Ilyushin Il-62 . BOAC's successor British Airways (BA) began retiring their Super VC10s from trans-Atlantic flights in 1974, mainly due to the 1973 oil crisis , and using them to displace standard VC10s. Ten of the eleven surviving standard models were retired in 1974–75. Of these, five were leased to Gulf Air until 1977–78, then purchased by the RAF. One was leased to the Government of Qatar for VIP transport until 1981 when it

3854-504: The JT3C and JT4A turbojets, and the improved efficiency of the turbofan soon attracted the airlines. A JT3D-powered 707-123B and 720-023B (the suffix B was to indicate a turbofan-powered aircraft) entered service with American Airlines on the same day, March 12, 1961. The Boeing KC-135 Stratotankers were all originally powered by turbojet engines. With the demise of many airline 707s, the United States Air Force took

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3948-453: The JT3D, while 354 were fitted with CFM International CFM56 engines, which provide greater thrust, lower fuel consumption, and increased operational flexibility due to their lower noise footprint. The noise of the JT3D is one of the reasons NATO has debated re-fitting their E-3 Sentry AWACS fleet, since the aircraft are subject to restrictions that aircraft with modern engines are not. Operational flexibility would be further increased due to

4042-475: The K.2, lacked forward freight doors, thus it was decided that there would be no internal refuelling tanks fitted. The K.4 had identical refuelling equipment to the K.2 and K.3, but lacked the extra fuselage fuel tanks and retained the same fuel capacity as a Super VC10. During the 1980s and early 1990s, the 13 surviving C.1s were equipped with wing-mounted refuelling pods (HDUs) and re-designated as VC10 C.1K two-point tanker/transports. No extra tanks were fitted,

4136-399: The RAF subsequently issued a contract to British Aerospace to convert five former BOAC VC10s and four former East African Airways Super VC10s, designated VC10 K.2 and VC10 K.3 respectively. During conversion, extra fuel tanks were installed in the former passenger cabin; these increased the theoretical maximum fuel load to 85 long tons (86 t) (K.2) and 90 long tons (91 t) (K.3),

4230-476: The Super VC10's fin fuel tank making the difference. In practice, the fuel load was capped by the maximum take-off weight before the tanks were full. Both variants featured a pair of wing-mounted refuelling pods and a single centreline refuelling point, known as a Hose Drum Unit (HDU), installed in the rear freight bay; nose-mounted refuelling probes were also fitted. Conversion of K.2, K.3 and K.4 tankers took place at British Aerospace 's Filton site. The K.3s had

4324-601: The Super VC10s, enabling effective open-ocean navigation. A pair of VC10s were also painted with Red Cross markings and used for casualty evacuation from neutral Uruguay during the conflict. In 1991, 9 K.2s and K.3s were deployed to bases in Bahrain , Saudi Arabia and Oman as part of Operation Granby , the UK's contribution to the First Gulf War . A total of 5,000 flight hours across 381 sorties were flown in

4418-579: The USAF announced that the TF33 would be replaced by the Rolls-Royce F130 . TF33-PW-102/A TF33-PW-103 Data from Aircraft engines of the World 1966/67 Related development Comparable engines Related lists Rolls-Royce Conway The Rolls-Royce RB.80 Conway was the first turbofan jet engine to enter service. Development started at Rolls-Royce in the 1940s, but

4512-562: The ability of higher power engines to increase the ceiling of the aircraft, extending the horizon for radar surveillance; for instance, RAF , French and Saudi E-3s routinely fly higher than NATO/USAF counterparts. In 1961, the TF33-powered Boeing B-52H Stratofortress entered service. The "H" model of the B-52 was the only production variant of the heavy bomber to be fitted with turbofan engines, and

4606-509: The aeromedical evacuation and VIP roles. In its VIP role, the aircraft was commonly used by members of the British Royal Family, such as during Elizabeth II 's bicentennial tour of America, and by several British Prime Ministers; Margaret Thatcher reportedly insisted on flying by VC10. The aircraft proved capable of being flown non-stop by two flight crews, enabling several round-the-world flights, one such VC10 circumnavigated

4700-590: The aircraft to be lost in a crash the following year . The RCo.11 was flown in the Victor on 20 February 1959. Boeing calculated that the Conway with a bypass of only 30% would increase the proposed 707-420's range by 8% above the otherwise identical 707-320 powered by Pratt & Whitney JT4A (J75) turbojets. That estimate proved optimistic; the actual range improvement was a maximum of 2%. In May 1956, TCA ordered Conway-powered DC-8-40s, followed by additional orders from Alitalia and Canadian Pacific Air Lines , while

4794-534: The autoland system did not work smoothly and finally was removed from the Super VC10s.). Capacity was up to 135 passengers in a two-class configuration. Vickers designer Sir George Edwards is said to have stated that this plane was the sole viable option unless he were to reinvent the 707 and, despite misgivings on operating cost, BOAC ordered 25 aircraft. Vickers calculated that it would need to sell 80 VC10s at about £1.75 million each to break even so, apart from BOAC's 25, another 55 remained to be sold. Vickers offered

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4888-654: The design was used only briefly, in the late 1950s and early 1960s, before other turbofan designs replaced it. The Conway engine was used on versions of the Handley Page Victor , Vickers VC10 , Boeing 707-420 and Douglas DC-8-40 . The name "Conway" is the English spelling of the River Conwy , in Wales , in keeping with Rolls' use of river names for gas turbine engines. Alan Arnold Griffith had proposed

4982-563: The early 1990s, to help the VC10 fleet replace the recently retired Handley Page Victor tankers, five of the stored aircraft were converted to VC10 K.4 tankers. Shortly after entering service, extensive wing tank corrosion was discovered on the lower wing surfaces; this was attributed mainly to the storage method used prior to conversion, the wing tanks had been defuelled and filled with water as ballast. Extensive wing tank corrosion rectification work, including tank replacement, often took place during major services. The K.4 conversions, as with

5076-498: The end of the year, two more aircraft had been flown. Flight tests revealed a serious drag problem, which was addressed via the adoption of Küchemann wingtips and "beaver tail" engine nacelle fairings, as well as a redesigned basal rudder segment for greater control effectiveness; these aerodynamic refinements considerably elongated the testing process. The certification programme included visits to Nairobi , Khartoum , Rome, Kano , Aden , Salisbury and Beirut . A VC10 flew across

5170-555: The final refuelling sortie was followed by a tour of the UK. On 24 September, ZA150 made its last flight to Dunsfold Aerodrome for preservation at the Brooklands Museum, while ZA147 arrived at Bruntingthorpe on 25 September. All servicing of the RAF fleet of VC10s was undertaken at RAF Brize Norton in a purpose-built hangar. Known as "Base Hangar", when built in 1969 it was the largest cantilever-roofed structure in Europe;

5264-472: The first aircraft to undergo major servicing at the facility entered in January 1993. After the closure of the British Aerospace factories at Brooklands/Weybridge and Hatfield, responsibility of design and all commercial activity transferred to British Aerospace (now BAE Systems ) Manchester, Woodford and Chadderton sites. In the mid-1990s, when the design of detailed components was subcontracted,

5358-580: The first flight of the prototype VC10, G-ARTA, was celebrated with a "VC10 Retrospective" Symposium and the official opening of a VC10 exhibition at Brooklands Museum on 29 June 2012. The type was retired from RAF service on 20 September 2013. It has been succeeded in the aerial refuelling role by the Airbus Voyager . VC10 K.3 ZA147 performed the final flight of the type on 25 September 2013. Although privately owned, Britain's aviation industry had been government-managed in practice, particularly during

5452-505: The first turbofan, and the first commercial engine, equipped with internally air-cooled turbine blades, which partially accounted for its high efficiency and an extremely high exhaust temperature of 1,247 °F (675 °C). Final development of the Conway first involved the RCo.42 , designed specifically for the Vickers VC10 . As the need for wing-embedded engines was long abandoned by this point, Rolls-Royce dramatically increased

5546-408: The fuel load remaining at 80 tons (70 tonnes). The conversions were undertaken by FR Aviation Limited based at Hurn Airport , near Bournemouth. The in-flight refuelling probe was an original feature on the aircraft, but had been removed during the 1970s and 1980s due to lack of use; the probes were refitted prior to the conversion. Replacing the Conway engines with IAE V2500 was studied but

5640-642: The globe in less than 48 hours. One aircraft (XR809) was leased to Rolls-Royce for flight testing of the RB211 turbofan between 1969 and 1975. On return to the RAF, it was discovered that the airframe was distorted, possibly due to the power difference between the RB211 on one side and the Conways on the other. It was considered uneconomical to repair and was partially scrapped, part of the airframe retained for load training. In 1977, studies began into converting redundant commercial VC10s into aerial refuelling tankers;

5734-588: The government cancelled the RAF order in a round of defence cuts. Vickers and the Ministry of Supply hoped that BOAC would still be interested in the VC7 but they were reluctant to support the production of another British aircraft following delays in the Britannia programme and the crashes involving the de Havilland Comet . Though BOAC had ordered modified Comet 4s, it viewed the type as an intermediate rather than

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5828-420: The government intervened, placing an order for VC10s as military transports to absorb over-production. This lengthy, well-publicised trouble eroded market confidence in the type. BOAC chairman Gerard d'Erlanger and managing director Sir Basil Smallpeice resigned, defending the opinion that the airline was a profit-making company, not a sponsor of indigenous aircraft. BOAC's incoming chairman Sir Giles Guthrie

5922-456: The idea. Rolls-Royce responded by designing an even larger model of the Conway, the 16,500 pounds-force (73,000 N) RCo.10 and offering the similar military-rated RCo.11 for the Victor. The new engine differed from the RCo.8 in having a new "zeroth stage" at the front of the low-pressure compressor, further increasing cold airflow around the engine. The RCo.10 first flew in the modified prototype Avro Vulcan VX770 on 9 August 1957 only for

6016-412: The inlet to the Conway engine, together with those for commercial Avon and Spey installations, was the subject of a patent infringement claim against Rolls-Royce by Rateau, a French manufacturer of steam turbines and automobile superchargers . Société pour l’exploitation des appareils Rateau of La Courneuve , who alleged the inlets infringed two of their expired 1939 patents. The patent stated that

6110-504: The intake, by its diffusing internal shape, determines the speed of the air entering the engine compressor. Since the Conway in the Boeing 707, and the other Rolls-Royce engines, had diffusing intakes, Rateau expected to be compensated for every engine made, as well as stopping all future production. Although Rateau's claim was only against Rolls-Royce, its understanding of the purpose of an intake applied to any jet engine installation. Witnesses for Rolls-Royce, including Frank Whittle, convinced

6204-419: The judge that an intake did not produce the effect claimed and that the claim was "speculative" because, by 1939, no axial-flow aircraft jet engine had been built and that earlier patents from Frank Whittle and others had already considered the design of the intakes. Data from Jane's All The World's Aircraft 1969-70 Comparable engines Related lists Vickers VC10 The Vickers VC10

6298-544: The low-level Valiant Pathfinder had been abandoned and so the first example was also destined to be the last. Nevertheless, it proved the basic concept sound and "ran perfectly for the whole of its 133 hours life." The work on the RCo.2 was soon put to good use. In October 1952, the Royal Air Force awarded a contract for the Vickers V-1000 , a large jet-powered strategic transport that was intended to allow

6392-436: The mechanical complexity is too great. The new version had a four-stage low-pressure compressor driven by a two-stage turbine and an eight stage high-pressure compressor driven by another two-stage turbine. Now known by the Ministry of Supply designation as the RCo.2 , design work was completed in January 1950 and the first example ran for the first time in July 1952 at 10,000 pounds-force (44,000 N) thrust. By this time,

6486-399: The names were displayed above the forward passenger door. During the 1960s, the VC10s of No. 10 Squadron operated two regular routes, one to the Far East to Singapore and Hong Kong, and the other to New York. By 1970, roughly 10,000 passengers and 730,000 lb of freight were being carried monthly by the VC10 fleet. In addition to the strategic transport role, the VC10 routinely served in

6580-426: The opportunity to buy the surplus airframes and use the engines to re-fit the KC-135As used by the Air National Guard and reserve squadrons with the civilian JT3D (designated TF33-PW-102). Over 150 aircraft were modified and the former KC-135A was re-designated the KC-135E. After long service for both airlines and air forces, the number of JT3D-powered aircraft is steadily decreasing. One hundred thirty five KC-135s use

6674-418: The post-war years, though it assumed that US dominance in transport aircraft would translate into leadership in long-range airliners and conceded in principle that the industry might have to cede the long-range market to US makers. During the 1950s, the government required the aviation industry to consolidate: in consequence only two engine makers were left by 1959: Rolls-Royce and Bristol Siddeley . In 1960,

6768-537: The prototype V-1000 was well underway at Vickers Armstrong's Wisley works in the summer of 1955 when the entire project was cancelled. Having second thoughts about the concept of basing the V-bombers away from the UK, the need for the V-1000 became questionable and it became an easy decision to drop the project. The Conway was saved once again when it was selected to power the Handley Page Victor B.2 variant, replacing

6862-467: The prototype. The first Super VC10 was first flown from Brooklands on 7 May 1964. Although the Super was ostensibly a minor development of the Standard with an extra fuel-tank in the fin, testing was prolonged by the need to move each engine pair 11 in (27 cm) outboard as well as up and giving them a 3-degree twist. This redesign resolved tailplane buffeting and fatigue issues incurred by operating

6956-437: The record at 4 hours 56 minutes due to Storm Ciara . Only the supersonic Concorde was faster. Although only a relatively small number of VC10s were built, they provided long service with BOAC and other airlines from the 1960s to 1981. The VC10 was also used from 1965 as strategic air transports for the Royal Air Force , and ex-passenger models and others were used as aerial refuelling aircraft. The 50th anniversary of

7050-411: The tailcone. Another difference from the civil specification was that all the passenger seats faced backwards for safety reasons. The first RAF aircraft, designated VC10 C Mk.1 , often abbreviated to VC10 C.1 , was delivered for testing on 26 November 1965; deliveries to No. 10 Squadron began in December 1966 and ended in August 1968. The VC10s were named after Victoria Cross (VC) medal holders,

7144-556: The theatre, as part of Operation Allied Force . The VC10s allowed Tornado GR.1 fighter-bombers stationed at RAF Bruggen to conduct long-range strike missions against targets inside Serbia . In 2001, Oman-based VC10s were used in some of the first missions of the war in Afghanistan , refuelling US carrier-based aircraft carrying out strikes on Afghan targets. The VC10s provided air transport missions in support of British and allied forces stationed in Afghanistan fighting against

7238-574: The theatre, flying both aerial refuelling and logistical missions in support of coalition forces in combat with the occupying Iraqi forces in Kuwait. VC10s remained stationed in the region throughout the 1990s, supporting allied aircraft enforcing no-fly zones over parts of Iraq, and during the 1998 Airstrikes on Iraq . During the 1999 NATO bombing of Yugoslavia , VC10 tankers were stationed at bases in Southern Italy to refuel NATO aircraft in

7332-619: The world's smaller airports to extend their runways, thus eliminating the VC10's main advantage. Marketing overtures were made elsewhere, particularly in Mexico, Argentina , Lebanon , Thailand , Czechoslovakia , and Romania , often fronted by British politicians. The final serious enquiry for VC10s came from the Chinese CAAC Airlines in 1971. It was confirmed in 1972 but by then the production equipment had been broken up. Czechoslovakia, Romania and China eventually purchased

7426-500: The zero-stage diameter to increase the bypass from about 30% to 60%. Other major revisions were incorporated, primarily in the low-pressure compressor. First run was in March 1961. Takeoff rating was 20,370 pounds-force (90,600 N). For the Super VC10, the last model was the RCo.43 , rated at 21,800 pounds-force (97,000 N). The RCo.12 Conway was an axial-flow turbofan with a low bypass of about 30% or bypass ratio of 0.3:1. It had

7520-533: Was also anti-VC10; he proposed that the Vickers programme be shelved in favour of more 707s. The prototype Standard, G-ARTA, rolled out of the Weybridge factory on 15 April 1962. On 29 June, after two months of ground, engine and taxi tests, it was first flown by Vickers' Chief Test Pilot G.R. 'Jock' Bryce, Co-Pilot Brian Trubshaw and Flight Engineer Bill Cairns from Brooklands to Wisley for further testing. By

7614-433: Was capable of landing and taking off at lower speeds than the rival 707 and its engines could produce considerably more thrust, providing good 'hot and high' performance, and was considered to be a safer aircraft. The onboard avionics and flight-deck technology were extremely advanced, a quadruplicated automatic flight control system (a "super autopilot") was intended to enable fully automatic zero-visibility landings (though

7708-414: Was designed to operate on long-distance routes from the shorter runways of the era and commanded excellent hot and high performance for operations from African airports. The performance of the VC10 was such that it achieved the fastest crossing of the Atlantic by a subsonic jet airliner of 5 hours and 1 minute, a record that was held for 41 years, until February 2020 when a British Airways Boeing 747 broke

7802-507: Was developed and supplied by Rolls-Royce. Douglas developed the DC-8's reverser-suppressor nozzle to work in conjunction with a variable ejector, which provided necessary, additional noise suppression. Although successful in this role, only 37 707s and 32 DC-8s were fitted with the Conway, due largely to delivery of the Pratt & Whitney JT3D : this was the first US-built bypass engine and had

7896-558: Was driven by a single-stage turbine using hollow air-cooled blades, which was followed by the two-stage turbine powering the low-pressure compressor. Accessories were arranged around the front of the engine to minimise overall diameter. The RCo.12 produced 17,500 pounds-force (78,000 N) for takeoff, weighed 4,544 pounds (2,061 kg) dry and had a specific fuel consumption of 0.725 at takeoff and 0.874 for typical cruise. In 1968, Hyfil carbon-fibre fan blades were installed on Conways of VC10s operated by BOAC . In November, 1966,

7990-535: Was lost during the Dawson's Field hijackings in 1970. Ghana Airways ordered three VC10s in January 1961: two to be fitted with a cargo door, known as Type 1102. The first was delivered in November 1964 and the second in May 1965. The third was cancelled. Ghana Airways leased one aircraft to Tayaran Assharq Alawsat ( Middle East Airlines ; MEA), destroyed at Beirut during an Israeli raid in December 1968. The other

8084-575: Was modified to evolve into a larger 9,250-pound-force (41,100 N) design in response to a need for a new engine to power the Mk.2 low-level version of the Vickers Valiant bomber. The go-ahead to start construction of this larger design was given in October, under the name RB.80 . During development it was decided to further improve the basic design by adding another feature then becoming common,

8178-709: Was not found to be cost-effective. In 1982, VC10 C.1s formed a part of the airbridge between RAF Brize Norton and Wideawake Airfield on Ascension Island during Operation Corporate , the campaign to retake the Falkland Islands. VC10s were also used in a more unconventional sense – the Avro Vulcan bombers that participated in Operation Black Buck had been rapidly retro-fitted with the Dual Delco Carousel navigation system of

8272-533: Was one of the five Type 1154 Super VC10s built for East African Airways between 1966 and 1970. Of these, one was destroyed in a takeoff accident at Addis Ababa in 1972, and the other four were retired in 1977 and returned to BAC, subsequently being purchased by the RAF. After the last aircraft was delivered in February 1970, the production line closed, 54 airframes having been built. The 707 and Douglas DC-8 , with their superior operating economics, encouraged many of

8366-714: Was preserved at RAF Cosford in the British Airways Museum collection; its condition deteriorated after BA withdrew funding, being reduced to a fuselage in 2006 before being moved to the Brooklands Museum . Retirement of BA's Super VC10 fleet began in April 1980 and was completed the following year. After failing to sell them to other operators, British Airways sold 14 of the 15 survivors to the RAF in May 1981 (the other went for preservation at Duxford Aerodrome ). The VC10 served its intended market for only

8460-528: Was purchased by the RAF as an instructional airframe. The Government of the United Arab Emirates used another for similar purposes until 1981; it is preserved at Hermeskeil , Germany. The other three were traded in to Boeing as partial payment on new aircraft, and were scrapped at Heathrow . The last standard VC10 in BA service, G-ARVM, was retained as a stand-by for the Super VC10 fleet until 1979. It

8554-551: Was purchased from Vickers/BAC by Freddie Laker and converted from Type 1101 to Type 1109 in 1968. It was initially leased to Middle East Airlines, but returned to Laker in 1969. This particular aircraft never flew in Laker livery as it was sold on to British United to join their existing fleet. The prototype was damaged beyond economical repair in a landing accident at Gatwick in 1972, and the others were sold in 1973–74. One saw further service with Air Malawi, being retired in 1979. Another

8648-444: Was retired from service in 1980. MEA also leased the prototype aircraft that Vickers had kept until 1965, leased from Freddie Laker 's charter airline. British United Airways (BUA) ordered two combi versions (Type 1103) in 1964, receiving them in October that year. When BOAC ceased VC10 operations to South America, BUA took them over, purchasing Ghana Airways' cancelled third aircraft in July 1965 (Type 1103). The prototype aircraft

8742-577: Was sold to the Sultan of Oman as VIP transport and has been preserved at Brooklands since its retirement in 1987. One aircraft went to the Royal Aircraft Establishment for equipment tests and was retired in 1980. Nigeria Airways had planned to buy two VC10s but cancelled the order for financial reasons. They leased a BOAC aircraft from 1969, but it was destroyed in a landing accident at Lagos in November that year. The final VC10

8836-437: Was unconvinced it had a role for the already ordered 35 VC10s and doubted the airline's ability to fill all 200 seats. The whole project looked to be facing cancellation prior to government intervention, supporting Vickers with an order for Super 200s being placed on 23 June 1960. The Super 200 extension was cut down to 13 ft (4.0 m) for the finalised Super VC10 (Type 1150), the original design retrospectively becoming

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