Kraków 2013-05-02
Outline of the history of navigation. Transport Aircraft. 1945-1960.
The end of World War II allowed humanity to return to the basic task of aviation, which is the transport of people and goods. The huge number of demobilized aircraft allowed for the rebirth of transport companies and the creation of new ones. Among aircraft designs, the DC-3 model and its derivatives (C-47, Li-2 and others) came first. Low purchase price, availability of spare parts, successful and simple design; these are the basic features that contributed to the popularization of the DC-3 in civil aviation. Currently (2013) about 50 machines are still in continuous use. Mainly in Africa and South America.
Douglas DC-4.
The Douglas DC-4 aircraft made its first flight on June 7, 1938. According to available data, 1,241 + 79 units were produced.
After developing the DC-3 aircraft, the Douglas Aircraft Company did not stop developing the design. Work on the successor had been carried out since 1935, on the initial order of the United Air Lines transport company. Other airlines also expressed interest and financially joined the program. Already in 1938, Douglas built a significantly enlarged aircraft, which was equipped with a four-engine drive. The aircraft was to carry 42 passengers in the layout; 2 x 2 in 11 rows or 30 passengers in berths (beds). However, the fuselage was so capacious that it would be possible to take more passengers on board. The cabin was pressurized, ventilated, heated and air-conditioned. The aircraft used a modern alternating current electrical installation (up until then direct current had been used). The idea of an auxiliary power source was also implemented, used when the aircraft was parked on the ground. The characteristic feature of the aircraft was the triple vertical tail. A similar solution was used by Lockheed. This was dictated by the height limitations of the hangars used at that time. The design of the wings was taken from the DC-3. The propulsion system was based on four 14-cylinder Pratt & Whitney Twin Hornet piston engines, with an output of 4 x 1,450 hp (4 x 1,080 kW). The power of the engines was so great that the aircraft was able to take off with two working engines on only one wing. The first flight was performed on June 7, 1938, from Clover Field in Santa Monica, piloted by Carl Cover. The prototype was designated NX18100, no. 1601.
Ultimately, the aircraft was designated Douglas DC-4E, meaning experimental. The first to place an order for the aircraft was United Air Lines. The aircraft received its certificate on May 5, 1939. The first test flights began in 1939. At that time, it was the largest commercial, classic aircraft in the world, often called a giant. Only flying boats were larger. The aircraft was built in only one copy and did not enter serial production. The aircraft tests lasted relatively long, because several newly emerged problems had to be solved for such a large aircraft. Many of the solutions used in this design were used by the Japanese in the construction of the G5N Japanese Nakajima bomber. The aircraft proved to be correct in operation and there were no major problems with it. However, it was expensive to maintain and with 52 passengers on board, it deviated from the assumed parameters (total weight 29,484 kg). Unfortunately, the entry of the USA into World War II (1942) stopped work on this advanced passenger version. The DC-4 E program was eventually discontinued, in favor of a less complex design, which was already designated DC-4. Several modern solutions were abandoned in this design. The first flight of the DC-4 aircraft was made on February 14, 1942. Serial production was undertaken. Several copies were built until the USA entered World War II. They were rebuilt into transport versions and, under the designation C-54 Skymaster, they were delivered to the military (USAF). From 1942, only military versions of the C-54 Skymaster were built. 1,241 of these machines were built. These aircraft provided support to the Allies fighting in Europe. These aircraft crossed the Atlantic Ocean 20 times a day. There was also a version designated VC-54 C, intended for VIP transport. It was the first aircraft called Air Force One, and by malicious people “Sacred cow”, carrying US President Franklin D. Roosevelt. After World War II, 79 more were built, up until 1947. Production was halted in favor of the more successful Douglas DC-6. Some 300 C-54s were converted to passenger versions. Other C-54s were sold to civilian transport companies and operated until the end of the 20th century.
T-T Douglas DC-4 data; span 35.8 m (117 ft 6 in), length 28.6 m (93 ft 5 in), height 8.38 m (27 ft 7 in), wing area 135.6 m2 (1,460 ft2), operational ceiling 10,000 ft, max ceiling 22,300 ft (6,800 m), range 4,200 NM, empty weight 19,640 kg, max weight 33,100 kg, speed 450-365 km/h (207-280 mph), the aircraft, depending on the version, takes 44-86 passengers on board, crew 4 pilots. Powerplant 4 × Pratt & Whitney R-2000, with 4 x 1,450 hp.
Douglas DC-6.
Douglas DC-6, first flew on 29 June 1946. 704 units were built.
The DC-6 passenger aircraft program began with an order issued by the USAF in 1944 to develop a larger C-54 transport aircraft. Douglas designated the new design DC-6, and the military designation was XC-112 (X-experimental, C-cargo, transport). The starting point was the C-54 C variant. The fuselage was enlarged and more powerful engines were used. The XC-112 A made its first flight on 15 February 1946, after the end of hostilities in Europe. The USAF (previously USAAF) canceled the program. The only example was rebuilt as the YC-112 A and sold to a private company in 1955.
The C-112 project was modified to carry passengers and its first prototype as the DC-6 flew on 29 June 1946. The first units were ordered by American Airlines and United Airlines. The planes began to be delivered on November 24, 1946. However, the beginning of the plane’s civilian career was not successful. Several fires were recorded in flight. There was even one tragic crash with casualties, United Airlines Flight 608. The planes were grounded for almost four months. The cause turned out to be the fuel system running near the exhaust system of the air conditioning turbine. Further operation proceeded without any major problems. By 1959, 704 units had been built, of various varieties.
T-T Douglas DC-6 data: The plane carries up to 102 passengers. Crew of 4 pilots. The power was provided by 4 Pratt & Whitney R-2800-CB17 Double Wasp radial engines, with a power of 4 x 2,536 hp (4 x 1,865 kW). Span 35.81 m, length 32.18 m, height 8.74 m. Empty weight 25,110 kg, take-off weight 48,500 kg, max speed 550 km/h, ceiling 7,600 m, range 7,600 km.
Douglas DC-7.
The Douglas DC-7 made its first flight on May 18, 1953. 337 units were built.
The Douglas DC-7 is a development of the DC-6 design. The aircraft is almost identical in dimensions to its predecessor. The main change was the use of much more powerful engines. The aircraft carried 4 crew members and up to 105 passengers. The first flight was made on May 18, 1953. Production lasted from 1953 to 1958. 337 units were built. But this was the last large passenger aircraft powered by piston engines. There is no doubt that passenger aircraft with piston engines were becoming a thing of the past.
T-T DC-7 data: Powerplant 4 radial engines Wright-R-3350-18EA-1, with a power of 4 x 3,447 hp (4 x 2,535 kW). Dimensions; span 38.86 m, length 34.21 m, height 9.70 m, empty weight 33,000 kg, take-off weight 64,850 kg, maximum speed 653 km/h, cruising speed 515 km/h, practical ceiling 6,600 m, range 7,411 km.
Lockheed Corporation.
The Lockheed Constellation first flew on January 9, 1943. 856 units were built.
Since 1937, Lockheed Corporation had been working on a four-engine, pressurized passenger plane called the L-044 Excalibur. In 1939, Trans World Airlines placed an order for a 40-seater with a range of over 5,600 km. However, these requirements exceeded the capabilities of the Excalibur. The company therefore developed a new design, the L-049 Constellation. The new plane had a wing similar to the Lockheed P-38 Lightning fighter plane, but differed in size. As with Douglas and the DC-4 E, engineers decided on a distinctive tail with three vertical stabilizers. This was due to the desire to fit the plane into existing hangars. The plane received de-iced leading edges of the wings and tailplanes. The basic system was a hydraulic system with amplifiers.
The prototype of the aircraft (civilian number NX25600) flew on January 9, 1943 and was basically already being implemented for military needs. The entire order of the carrier Trans World Airlines was transformed into cargo planes, under the designation Lockheed C-69 Constellation. During the first flights, the aircraft confirmed its good parameters. Among other things, the maximum speed was just over 550 km/h, which was better than all fighter planes used in the US NAVY at that time. The aircraft also had a very good range and high flight ceiling. The United States Army Air Forces received 202 aircraft. The C-69 aircraft was particularly valued for long-distance flights, for its low failure rate. Numerous improvements were introduced during production, thanks to which several variants were created. With the end of the war in August 1945, the army canceled further production orders. Lockheed quickly returned to the original concept of the Constellation aircraft, i.e. a passenger plane. Since the aircraft production line was not closed, the aircraft being built were completed as passenger aircraft. As a result, on October 1, 1945, Trans World Airlines received the first Constellation aircraft. During the production period, the aircraft underwent various modifications, including changes to the type of engines, the amount of fuel carried and the size of the fuselage. The aircraft was perfectly suited for flights across the Atlantic Ocean. The first such flight was performed on December 3, 1945. The Washington – Paris route. As early as February 6, 1946, a permanent connection was launched between New York and Paris. On March 14, 1947, the first aircraft of the L-749 variety was put into service. The uniqueness of this aircraft was that it crossed the Atlantic Ocean from the USA to Europe without a stopover. On June 17, 1947, Pan American launched excursion flights on the L-749 Clipper around the world. On July 14, 1951, the first L-1049 Super Constellation aircraft was delivered to the airline. The aircraft received a longer fuselage, which accommodated 109 passenger seats. Other versions were also created, including aircraft with additional fuel tanks at the ends of the wings. Several military versions were created, including early warning and radar control versions. A total of 856 aircraft were built. However, the aircraft quickly became outdated. The aircraft made its last scheduled flight in the USA in 1967, and the last military aircraft was withdrawn from service in 1978.
T-T data of the basic version of the Lockheed Constellation: Powerplant 4 Wright R-3350 radial engines, with the weakest power 4 x 2,424 kW, the most powerful 4 x 2,536 kW. Span 38.47 m, length 35.42 m, height 7.54 m, load-bearing area 153.7 m2, empty weight 36,150 kg, total weight 62,368 kg, max speed 610 km/h, cruising speed 570 km/h, ceiling 7,620 m, range 8,700 m. It can carry from 40 to 80 passengers. The largest version can carry 109 passengers. Crew 4-5 pilots.
Convair Liner CV-240.
The Convair Liner CV-240 made its first flight on March 16, 1947. 1,181 units were built.
After the end of World War II, Convair returned to building passenger planes. The experience gained resulted in the creation of one of the best twin-engine passenger planes, designated the Convair Liner 240 (CV-240). The design was created in cooperation with American Airlines. The plane made its first flight on March 16, 1947. The first units were delivered to users on February 28, 1948. Five CV-240 aircraft were used by LOT Polish Airlines in the period 1957-1966. The planes had registration marks: SP-LPA, SP-LPB, SP-LPC, SP-LPD and SP-LPE. The planes served the Warsaw-London route. It was also the first aircraft in Poland with a hermetic cabin that could accommodate 40 passengers. On April 12, 1958, due to a piloting error, SP-LPB crashed at Okęcie Airport. This accident and two crashes of Vickers Viscount aircraft, also operated by LOT Polish Airlines, allowed the communists to get rid of equipment from the “rotten West” in 1966 and introduce the only right technology from the Moscow state.
A total of 1,181 Convair Liner CV-240 aircraft were built for commercial and military aviation. Production continued until 1956. The passenger version had 2 pilots and a radio operator and 40 passengers on board. The military version took 37 soldiers or 27 wounded.
Data T-T Convair Liner 240: Dimensions span 27.98 m, length 22.77 m, height, 8.22 m, empty weight 12,470 kg, total weight 19,780 kg, max speed 500 km/h, cruise speed 460 km/h, range 2,560 km, rate of climb 7.2 m/s. Powerplant two R-2800-99-W piston engines with 2 x 2,500 hp.
Boeing C-97.
The Boeing C-97 first flew on November 9, 1944. 888 units were built. The Boeing 377 Stratocruiser first flew on July 8, 1947. 56 units were built.
The Boeing C-97 Stratofreighter, also known as the Boeing Model 367, was developed at the end of World War II, based on the successful Boeing B-29 Superfortress bomber, from which the wings, empennage, and powerplant were taken. The pressurized fuselage was given dimensions such that the interior could accommodate two trucks or two light tanks. The first prototype, designated XC-97, first flew on November 9, 1944. The prototype received four Wright R-3350 engines, with an output of 4 x 2,200 hp. The serial machines received the most powerful Pratt & Whitney Wasp Major piston engines, with a power of 4 x 3,500 hp. On January 9, 1945, the aircraft performed a test flight on the Seattle–Washington route, covering it in just 6 hours and 4 minutes, reaching an average speed of 616 km/h. This was an excellent result. Serial production started in 1947 and lasted until 1958. A total of 888 machines were built, but most of them (811 units) became the variant designated KC-97 Stratotanker and were intended mainly for aerial refueling tasks. The aircraft achieved its greatest merits during the Korean War, performing missions: supply, evacuation of the wounded, search, rescue. It also served as the flying command center of the Strategic Air Command. This aircraft also became the basis for the development of the Boeing 377 Stratocruiser passenger aircraft. The first flight of this variant took place on July 8, 1947. 56 aircraft were built. The aircraft carried 63-84 passengers. Unfortunately, due to numerous accidents and disasters, it did not enjoy a good reputation and was quickly withdrawn from service.
T-T Boeing C-97 data: Crew 4 people. For aerial refueling tasks, an additional 2 people. Dimensions wingspan 43.10 m, length 33.64, height 11.60 m, empty weight 37,450 kg, take-off weight 79,450 kg, payload weight 16,000 kg, range 6,880 km, ceiling 10,670 m, maximum speed 600 km/h, cruising speed 480 km/h. Powerplant (typically) Pratt & Whitney Wright R-4360 with 4 x 3,250 hp.
Douglas C-124 Globmaster II.
The Douglas C-124 Globemaster II made its first flight on November 27, 1949. 448 units were built.
The Douglas C-124 Globemaster II is a four-engine transport aircraft developed by Douglas Aircraft Company, based on the unsuccessful Douglas C-74 Globemaster, of which only 14 units were built. The impetus for building a new aircraft was the Muscovite blockade of West Berlin. Douglas carried out a deep redesign of the C-74, after which the aircraft’s proper name, Globemaster, remained. The first flight took place on November 27, 1949. The aircraft received the designation C-124. In the period 1949-1954, 448 aircraft were built. The first aircraft were delivered to the USAF in May 1950. The aircraft were used during the Berlin Crisis, the Korean War, and in Indochina. The Globemaster II’s service ended in 1974.
T-T Douglas C-124 Globmaster II data: Crew 5 people. The aircraft can take 200 soldiers with equipment or 127 wounded. Dimensions wingspan 53.10 m, length 39.77 m, height 14.72 m, empty weight 45,800 kg, total weight 88,450 kg, max speed 480 km/h, cruising speed 425 km/h, climb rate 4 m/s. R 4360 powerplant with 4 x 3,500 hp.
United Kingdom.
The British approached the issue of future commercial aircraft for the needs of the UK empire in an interesting way. The Battle of Britain with the Germanic army had long been won (October 1940), so it was possible to return to plans to provide air transport for the needs of the UK and its allies. On December 23, 1942, a special commission was established to work on this topic. It was headed by John Moore-Brabazon, the first Baron Brabazon of Tara. After him, the commission was called The Brabazon Committee. The aim was to define, in a broad scope, technical achievements in aviation and to forecast the global post-war needs of the UK empire in South Asia, Africa, the Middle and Far East and the commonwealth of nations; Australia, Canada, New Zealand. In other words, a return to the situation of the 1930s. The British were perfectly aware that their global interests would not be maintained unless they provided air transport for people, mail and other cargo. In 1942, the US and UK agreed to share responsibility for building multi-engine aircraft types for British use: the US would focus on transport aircraft, while the UK would focus on heavy bombers. The British soon realised that as a result of this decision, the UK would be left after the war with little experience in designing and producing transport aircraft. What’s more, the vast infrastructure of the US aircraft industry allowed them to quickly convert military transport aircraft into passenger aircraft, which the British would also have to buy. This made the idea of establishing The Brabazon Committee even more justified. The committee was very active. During 1943, its members met several times; to examine a number of projects and technical arrangements. The final report called for the construction of four general aircraft designs, and eventually five;
Type I – a large transatlantic aircraft serving high-capacity routes, such as London – New York.
Type II – short range. It was to replace the DC-3 and De Havilland Dragon. The Type II was later divided into Type II A and B. The first was piston-powered, the second turboprop.
Type III – a large, medium-range aircraft for service within the empire.
Type IV – a development of turbojet power. This type was to replace the Type III. This direction was preferred by Geoffrey de Havilland, a member of the committee, whose company was involved in the development of both the first British turbojet fighters and turbojet engines.
Type V – an evolution (towards greater capacity) of the Type II.
The implementation of the report of The Brabazon Committee encountered some difficulties. There was a conflict of interests between manufacturers and future users. (Not all British aviation entities were represented on the committee.)
After some time, a new compromise was reached;
Type IIA – Airspeed Ambassador AS.57. The aircraft first flew on 10 July 1947. 23 machines were built.
Type IIB – Vickers Viscount. First flight 16 July 1948. 445 built.
Type IV – De Havilland Comet. Discussed in another chapter.
Type VA – Handley Page Marathon First flight 19 May 1946. 43 built.
Type VB – De Havilland Dove. First flight 25 September 1945. 542 built.
Airspeed AS.57 Ambassador.
The Airspeed AS.57 Ambassador made its first flight on 10 July 1947. 23 units were built. The Airspeed AS.57 Ambassador is a British aircraft powered by two piston engines. Production ended in 1953, after 23 aircraft had been built. It began service in 1951.
Since the aircraft was to be used on short routes, a pressurized cabin was not required. The take-off weight was to be around 14,500 kg. Powered by two Bristol Hercules radial engines. During the design work, significant changes were made; the take-off weight increased to 23,500 kg. The cabin was now pressurized. More powerful engines were used. The landing gear was changed to a nose wheel landing gear. 47 passenger seats were installed on board. Three prototypes were built, the first of which flew on 10 July 1947, and then 20 more aircraft were ordered. The aircraft interior was very luxurious. The piston engines were replaced with Bristol Centaurus 661 turboprop engines.
T-T Airspeed AS.57 Ambassador data: Crew 3, 47-60 passengers. Dimensions wingspan 115 ft 0 in (35 05 m), length 82 ft 0 in (24 99 m), height 18 ft 10 in (5 74 m), lifting area 1,200 ft² (111.48 m²), empty weight 35,377 lb (16 047 kg), take-off weight 52,500 lb (23 814 kg). Max speed 312 NM/h, cruising speed 260 NM/h (418 km/h), range 550 NM (885km), climb rate 1,250 ft/min (6.35 m/s). Powerplant two Bristol Centaurus 661 turboprop engines with 2 x 1,958 KW.
Vickers Viscount.
The Vickers Viscount made its first flight on July 16, 1948. 445 units were built.
The Vickers Viscount is a commercial, medium-range passenger aircraft. The first aircraft equipped with turboprop engines. The aircraft had many advantages; a pressurized cabin, wide and high seats, wide panoramic windows, reduced vibrations and noise, significantly reduced travel time, compared to the previous generation of aircraft.
The Viscount was developed to meet the needs of a passenger aircraft carrying 24 passengers, with a range of up to 1,750 NM (2,816 km), at a speed of no less than 200 mph (320 km/h). These assumptions were developed by a committee called the Brabazon Committee, because it was headed by Lord Brabazon of Tara. The task was undertaken by Vickers-Armstrongs Aircraft. The main designer was Rex Pierson. He claimed that the piston engine had exhausted its capabilities and that the future was turbine engines. His idea was confirmed. However, the members of the Brabazon Committee ordered the development of two specifications; Type IIA – piston engines and Type IIB – turboprop engines.
The first design was created in June 1945 and was based on the Vickers VC.1 Viking. It was equipped with 4 turboprop engines, carrying 24 passengers. The aircraft was designated VC.2 or Type 453. However, this aircraft did not have a pressure fuselage. It was quickly realized that at a cruising altitude of 20,000 ft (6,100 m) a pressurized cabin was needed. The fuselage was redesigned and given a circular cross-section. The design was ready in early 1946. The design was accepted by the ministry and funds were provided for the construction of two prototypes. Before the aforementioned contract was signed, the ministry asked for an increase in the fuselage capacity to carry 32 passengers. This resulted in the fuselage being enlarged from 65 ft 5 in (19.94 m) to 74 ft 6 in (22.71 m) and the wingspan being increased to 89 ft (27 m).
Vickers signed a contract with the Air Ministry for the aircraft on 9 March 1946. The programme had specification C.16/46 and was designated the Type 609 Viceroy. During the work, it turned out that the question of the engine model to be used had not been fully resolved. The second prototype was designated the Type 630 Viscount. The name Viceroy was associated with the function of the Viceroy of India, but when India gained independence in 1947, the name was changed to Viceroy. Designer Rex Pierson and his team built prototypes by the end of 1945. After the death of engineer Rex Pierson (1948), George Edwards took over the team.
The Type 630 aircraft, registration G-AHRF, made its first flight on 16 July 1948, taking off from Wisley Airport, which had a grassy RWY. The aircraft crew was led by Joseph Summers, the chief pilot of Vickers. Vickers was enthusiastic about the project. However, this enthusiasm was not shared by the carrier BEA (British European Airways), which stated that the Type 630 was slow (275 NM/h, 443 km/h) and carried too few passengers. In addition, BEA placed an order for 20 piston-engined aircraft. The management of Vickers responded by stating that if BAE had participated financially in the project, it was quite possible that the aircraft would have been mass-produced by now.
The Type 630 on 15 September 1949, received a limited type certificate, and on 27 July 1950, a full type certificate. This allowed the machine to be transferred to BEA, to familiarize pilots and passengers with the new technology. On 29 July 1950, the first commercial flight of the Type 630 Viscount took place on the London-Paris route, with 14 passengers on board. It was the world’s first commercial flight of an aircraft equipped with turboprop engines. The aircraft flew on the route; London-Paris and London-Edinburgh.
The second prototype Viscount Type 663 received as power 2 Rolls-Royce Tay turbojet engines. It was built with financial support from the RAF, therefore it received the side designation VX217. It made its first flight on 15 March 1950, taking off from Wisley Airport. In September 1950, it was shown at the Farnborough Air Show. The aircraft was used to develop the Valiant bomber.
At this time, the designers returned to the redesign of the Type 630, with a larger cabin, carrying 48-53 passengers. The cruising speed was to increase to 308 mph (498 km/h). The aircraft was designated Type 700. The new prototype G-AMAV flew from Brooklands on 28 August 1950. In late August 1950, BEA ordered 20 aircraft. In 1951, further orders were received from; Air France, Aer Lingus and Misrair. The basic new Viscount cost £235,000. BEA began regular flights in 1953. Passengers immediately noticed a qualitative leap in travel comfort. Less vibration. A more pleasant sound to the ears of the engines. Larger windows than those of the competition. Viscount Type 700 was a new quality of travel.
The Viscount Type 700 aircraft is powered by Rolls-Royce Dart turboprop engines. They have power from 4 x 800 HP to 4 x 1,000 HP. Variants with lower fuel consumption were used in aircraft with increased range. More powerful variants were used for transport with maximum payload.
Vickers took a risk and significantly expanded the assembly line for new aircraft. In 1957, the production rate was 10 aircraft per month. On the commercial aircraft market, the Viscount Type 700 aircraft competed with the Douglas DC-6A aircraft, which it was slightly faster than. Operation was also more profitable than that of rival aircraft. The aircraft also reached the North American market. The first was the Canadian company TCA, which received its first Vickers Viscount Type 700 aircraft on December 6, 1954. The next companies were American Airlines, Continental Airlines and Northeast Airlines. The aircraft were used until the mid-1970s. The aircraft were also used in South America and Africa, from 1956, as well as in Cuba.
The engines were also modernized. In 1955, the basic engine powering the Type 700 was the Rolls-Royce Dart 510 engine with 4 x 1,381 hp (4 x 1,030 kW). These engines allowed the development of an enlarged version of the Vickers Viscount with an extended fuselage by 3 ft 10 in (1.2 m). The variant was designated Type 800. The aircraft carried 75 passengers. 67 units were built. The new Dart 525 engine, with 4 x 1,991 hp (4 x 1,485 kW), led to the creation of the Type 810 variant. 84 units of these machines were built. In the period 1948-1963, 445 Vickers Viscount aircraft were built. 444 were delivered to airlines.
Avro Tudor.
The Avro Tudor made its first flight on 14 June 1945. 38 units were built.
The Avro Type 688 Tudor is an aircraft based on the Lancaster bomber with 4 piston engines. Work on the design began in 1943. The basic change was a new fuselage with a circular cross-section, with a single vertical tail. Due to the ongoing war, the designers were limited by finances and the possibility of using modern solutions. They had to use parts, tools and devices for machining existing ones. Two prototypes were ordered in September 1944, and the first one flew on 14 June 1945. It was the first British aircraft with a pressurized cabin. The aircraft were powered by Rolls-Royce Merlin engines, with a power of 4 x 1,750 hp (1,305 kW). In the period 1945-1949, 38 machines were built.
T-T Avro Tudor data: Crew of 5 (2 pilots, flight engineer, radio operator, navigator). It carried 24 passengers. Dimensions span 120 ft 0 in (36 58 m), length 79 ft 6 in (24 23 m), height 22 ft 0 in (6.71 m), lifting area 1,421 ft² (132 m²), takeoff weight 76,000 lb (34,500 kg), landing weight 66,000 lb (30,000 kg), max speed 320 mph (512 km/h), cruise speed 283 mph (453 km/h), range 3,630 mi (5,840 km), ceiling 30,100 ft (9,180 m), rate of climb 990 ft/min (5 m/s). Powerplant 4 × Rolls-Royce Merlin 100 12-cylinder V12 engines, 4 x 1,770 hp (4 x 1,320 kW).
Handley Page Marathon.
The Handley Page Marathon made its first flight on May 19, 1946. 43 units were built. The Handley Page Marathon is a small, twin-engine, high-wing passenger plane. By 1951, 43 machines had been built. The plane could carry 20 passengers.
T-T Handley Page Marathon data: Wingspan 65 ft 0 in (19.81 m), length 52 ft 1½ in (15.89 m), height 14 ft 1 in (4.29 m), lifting area 468 ft² (46.3 m²), aircraft weight 11,688 lb (5,313 kg), loss weight 18,250 lb (8,295 kg), maximum speed 233 mph (202 kn, 374 km/h), cruise speed 201 mph (175 kn, 324 km/h), range 1,505 km, ceiling 18,000 ft (5,490 m), rate of climb 595 ft/min (3.0 m/s), powerplant 4 × de Havilland Gipsy Queen 70-3, power of 254 HP.
De Havilland Dove.
The De Havilland Dove made its first flight on September 25, 1945. The De Havilland Dove DH.104 is a small, twin-engine low-wing monoplane. The design proved to be very successful. The aircraft was built between 1946 and 1967. 542 machines were built.
Vickers Viking / Valetta.
Vickers Viking / Valetta made its first flight on June 22, 1945. 426 units were built.
Vickers-Armstrongs Limited on June 22, 1945, successfully flew the Vickers VC.1 Viking. The Vickers VC.1 Viking is a twin-engine, low-wing, all-metal monoplane, built for civil aviation. It was a far-reaching transformation of the Vickers Wellington bomber. The machine was so badly needed by the British Air Force that, despite its shortcomings, 163 machines were built. On June 30, 1947, the Vickers Valetta, a military transport aircraft based entirely on the Vickers Viking, made its first flight. 263 of these aircraft were built. This aircraft was important for British transport aviation. It was a bridge to turboprop aircraft. One of the aircraft tested a turbojet engine consisting of two Rolls-Royce Nene engines, the first flight of which took place in 1948.
Data T-T Vickers Valetta; Crew 4 people. It could carry 34 soldiers or 20 parachutists. Dimensions span 89 ft 3 in (27.21 m), length 62 ft 11 in (19.18 m), height 19 ft 7 in (5.97 m), lifting area 882 ft² (82.0 m²), empty weight 24,980 lb (11,355 kg), landing weight 36,500 lb (16,591 kg), max speed 224 kn (258 mph, 415 km/h), cruise speed 172 mph (277 km/h), range 1,270 NM (2,350 km), ceiling 21,500 ft (6,550 m), rate of climb 1,275 ft/min (6.48 m/s). Power unit 2 × Bristol Hercules 230 14-cylinder, 1,975 hp (1,473 kW).
Handley Page Hastings.
The Handley Page Hastings made its first flight on 7 May 1946. 151 units were built.
The Handley Page Hastings is a long-range military transport aircraft designed and built by the Handley Page Aircraft Company for the Royal Air Force. At the time, it was the largest transport aircraft used by the RAF. It replaced the Aveo York. All-metal construction. Pressurized fuselage. The aircraft drew heavily on the Halifax bomber design. It was very capacious. It could carry 50 soldiers with full equipment or 30 paratroopers or 60 evacuees. It made its first flight on 7 May 1946. Between 1947 and 1952, 151 aircraft were built. A civilian version was also developed and took precedence over the military aircraft. Unfortunately, the aircraft crashed during its first flight on 2 December 1945. The cause was the aerodynamic design flaws. The aircraft imperceptibly stalled and held its course poorly. The prototypes and the first few production aircraft were subject to a series of urgent changes and tests. The corrections carried out eliminated these problems. However, the aircraft did not enter civilian service. The aircraft entered military service in 1948.
Data T-T Handley Page Hastings: Crew 5-6 people. Dimensions span 113 ft 0 in (34.5 m), length 81 ft 3 in (24.8 m), height 22 ft 6 in (6.9 m), lifting area 1,408 ft2 (130.8 m2), empty weight 41,689 lb (18,910 kg), landing weight 75,000 lb (34,010 kg), max speed 343 mph (552 km/h), range 2,850 mi (4,590 km), ceiling 26,700 ft (8,140 m), rate of climb 1,010 ft/min (310 m/min). Powerplant 4 × Bristol Hercules 101, 1,675 hp (1,250 kW).
Blackburn Beverley.
The Blackburn Beverley made its first flight on June 20, 1950. 49 units were built.
A heavy transport aircraft, 4-engine, high-wing, multi-deck. The Blackburn Beverley was built and developed by General Aircraft and Blackburn. It made its first flight on June 20, 1950. The aircraft has an unconventional layout, thanks to which it has a short takeoff and landing distance. The takeoff run with a full load is only 790 m, and the landing run is 310 m. This design began a new chapter of short takeoff and landing aircraft. 49 machines were ordered and built. The main cargo hold could accommodate 94 soldiers, and the tail cabin another 36 soldiers. It had a large internal cargo space divided into two levels, which amounted to about 6,003 ft ³ (170 m³) of space. The machine had several interesting solutions to facilitate the loading and unloading of goods. Among other things, special supports. The aircraft was widely considered clumsy, but extremely effective in operation. It could use rough landing strips. The Beverley was equipped with toilets, which were located in the tail behind the parachutist doors. The undercarriage was fixed, three-legged, with a nose wheel, non-retractable. When it entered service, it was the largest aircraft in the Royal Air Force (RAF). The last aircraft was built in 1958. The aircraft were withdrawn from service in 1967. T-T Blackburn Beverley data: Crew 6 (2 pilots, mechanic, navigator, signaller, air quartermaster. It could carry 80 soldiers or 70 paratroopers. Payload 44,000 lb (20,000 kg) for a range of 200 NM (322 km). Dimensions wingspan 162 ft (49.4 m), length 99 ft 5 in (30.3 m), height 38 ft 9 in (11.8 m), lifting area 2,916 sq ft (270.9 m²), empty weight 79,234 lb (35,950 kg), landing weight 82,100 lb (37,240 kg), max weight 135,000 lb (61,235 kg), max speed 238 mph (208 kn, 383 km/h), cruising speed 173 mph (150 kn, 278 km/h) at a ceiling of 8,000 ft (2,400 m), range 1,300 mi (1,130 nmi, 2,092 km), ceiling 16,000 ft (4,900 m), rate of climb 760 ft/min (3.9 m/s), takeoff run 1,340 ft (410 m), landing run 990 ft (300 m). Powerplant 4 x 3,150 hp Centaurus 373 piston engines.
Bristol Brabazon.
The Bristol Brabazon first flew on 4 September 1949. Only 2 aircraft were built.
The Bristol Brabazon, or rather the Bristol Type 167, was a British response to the need for a large commercial aircraft to carry passengers across the Atlantic Ocean. It was designed to carry around 100 passengers in luxury. The first flight was made on 4 September 1949. The design and construction of the aircraft was handled by Bristol, which had been considering building a large commercial aircraft since 1937. As a result of the Brabazon Commission, the old plans were returned to. The Brabazon Commission developed new guidelines. Among other things, a range of 5,000 NM (8,000 km) was required. The aircraft had a span of 225 ft (69 m). The power unit consisted of 8 engines mounted in the wings. 4 pulling engines and 4 pushing engines. The plane was in many ways similar to the American Convair B-36 bomber. However, the concept of the plane was still changing. In November 1944, new guidelines were issued; a span of 177 ft (54 m), a length of 230 ft (70.1 m), 8 engines connected in pairs, each turning its own propeller, counter-rotating to the twin engine. The engines themselves were Bristol Centaurus 18-cylinder, radial. In order to encourage people to take expensive flights, a single passenger was provided with from 200 ft ³ (6 m³) to 270 ft ³ (8 m³), which was the size of the interior of a car. To meet these requirements, the Type 167 had to receive a fuselage with a diameter of 25 ft (8 m), which is 5 ft (1.5 m) more than in the Boeing 747. On board, there were designed sleeping berths for 80 people, a dining room, a cinema for 37 seats, a walk-in section and a bar. The version for day flights would take 150 passengers. In such a situation, the Brabazon Committee recommended making a narrower fuselage for 50 passengers. The BOAC transport company was too much smaller, for 25 people. According to the airline, the plane should have 6 compartments for 6 passengers and a seventh compartment for only 3 passengers. Additionally, there was to be a lounge and a kitchen.
The designers put a lot of effort into designing a lightweight and durable structure. New solutions were used to dampen vibrations so that the wings would not fall into flutter. The plane contained many electrical and hydraulic systems with high working pressure. Building the plane was a challenge for the factory. There was not a large enough hall and there was not a long enough runway. the existing one was only 2,000 ft (610 m). A new hall was built and the runway was extended to 8,000 ft (2,400 m), which required the eviction of the residents of the nearby village of Charlton.
However, work on the Bristol Brabazon was delayed and the Air Ministry decided to continue work on the Avro Lancaster, or Avro Tudor.
Before the first prototype was completed, the construction of the second one began (1946), with a modified powerplant. Eight turboprop engines were used, connected in pairs and powered one 4-blade propeller via one gearbox. It was hoped that the flight speed would increase from 420 km/h to 530 km/h, which would allow a flight across the Atlantic Ocean (London-New York) in 12 hours. The powerplant itself would be 4,540 kg lighter.
The first flight of the Bristol Brabazon G-AGPW prototype took place on 4 September 1949. The aircraft became a favourite at the London and Paris shows. However, airlines had already lost interest in the aircraft. In addition, the aircraft was plagued by various faults, which heralded the refusal to issue a type certificate. The second prototype was never flown, and work on it was stopped in March 1952. The programme was cancelled on 17 July 1953. In October 1953, after 164 flights and 382 hours in the air, the first prototype was damaged and thus ended its career.
T-T Bristol Brabazon data: Crew 6-12. Cabin designed for 100 passengers. Dimensions span 230 ft (70 m), length 177 ft (54.0 m), height 50 ft (15 m), lifting area 5,317 ft² (494.0 m²), empty weight 145,100 lb (65,820 kg), max weight 290,000 lb (130,000 kg), max speed 300 mph (260 kn, 480 km/h) at 25,000 ft, cruise speed 250 mph (220 kn, 400 km/h) at 25,000 ft, range 5,500 mi (4,800 nmi, 8,900 km) at 250 mph and at 25,000 ft, ceiling 25,000 ft (7,600 m), rate of climb 750 ft/min (3.8 m/s). The power plant is piston engines, 8 × Bristol Centaurus star, with a power of 8 x 2,650 hp (8 x 1,860 kW).
Written by Karol Placha Hetman