uropean airlines survey
`
`INTERNATIONAL
`
`Sghuf
`fOftfflt
`
`D-BABA
`
`\/FW
`
`• : ; . . . ::. A ,.
`
`;
`
`.?
`
`••••.'
`
`- . ; ' . •;
`
`V
`
`^eluding.
`VFW614
`Technical
`description
`and cutaway
`drawing
`
`Australia 40 cents
`Austria S c h. 16.50
`Belgium Fr. 25,00
`Canada 55 cent*
`Cyprus 200 Mils
`Denmark Kr. 5.00
`F, Africa S 3,75
`Finland Fmk. 2.00 sis. Iv
`France Fr. 3.25
`Germany DM 2-50
`Sreece Drs. 18.00
`Holland Dfl. 2.25
`j.^an Ris. 50.00
`
`Italy L. 350
`Japan Yen 230
`Lebanon £L 3.00
`Malaysia MS 1.60
`Malta 3.3d.
`N. Zealand 38 cents
`Norway Kr. 4.80 inkl. Mo
`Portugal Esc. 18.00
`S. Africa 33 cents
`Spain Ptas. 35.00
`Sweden Skr. 3.00 inkl. r
`Switzerland Fr. 2.90
`Turkey JET B.50
`
`GE-1006.001
`
`

`
`tU(jHl
`
`international, 4 November 1971
`
`There are over 25 different types of commercial jet aircraft.
`Only one petroleum company can supply all their needs...
`
`Chevron International.
`
`Whatever your needs may be; engine oils, hydraulic fluids,
`aviation greases, or jet fuels, Chevron Brand Products
`are available. In fact, Chevron is the only company
`that can supply all of these approved products under
`its own brand name.
`That means we offer airlines a one-stop shopping service
`for all their petroleum needs. And we offer this service
`at airports around the world.
`Our full line includes some of the world's most
`sophisticated high performance products—like Chevron
`
`Aviation Grease 33 designed for heavy wheel bearing
`loads and Chevron Hyjet III, the fire resistant hydraulic
`fluid that's approved for the Boeing 747, Lockheed L-1011,
`McDonnell-Douglas DC-10, and almost every other jet flying.
`We publish an international airport directory and a
`comprehensive guide to Chevron fuels, fluids and
`lubricants. For your copies, ask your local Chevron
`Aviation representative.
`Or write Chevron International Oil Company in San
`Francisco, New York or London.
`
`Chevron International Oil Company
`
`Chevron
`
`GE-1006.002
`
`

`
`[FtLDdKIT
`
`I N T E R N A T I O N AL
`
`Thursday 4 November 1971
`Number 3269 Volume 100 Founded in 1909
`First aeronautical weekly in the world
`Official organ of the Royal Aero Club
`Incorporating "The Aeroplane"
`© IPC Business Press Ltd 1971
`Dorset House, Stamford Street, London SE1
`Telephone: 01-928 3333.
`Telegrams/Telex: Bisnespres Ldn, 25137
`International Business Press Associates
`ibpa
`Publishing Director
`Maurice A. Smith. DFC
`Advertisement Manager
`David Holmes
`
`Editor
`J. M. Ramsdan
`Assistant Editor
`Hugh Field
`Technical Editor
`Michael W i l s o n, BSct CEna. FBIS. AFRAeS
`Air Transport Editor
`David Woolley
`Assistant Editor (Technical)
`Peter Middleton
`Editorial Staff
`Paul Ellis
`Charles M. Gilson
`Richard Riding
`Ted W i l d i n g - W h i te
`Air Photography
`Tom Hamill
`Photographic Librarian
`A nn C. Tilbury
`
`Britten-IMorman
`In manpower terms the aircraft
`company on the Isle of Wight and
`its
`famous
`Islander
`are
`a
`thousandth part of
`the British
`aerospace
`industry as a whole.
`But the company's collapse is a
`psychological
`shock
`for
`the
`whole industry.
`Britten-Norman, in an age of
`giant corporations and Govern(cid:173)
`ment contracts, seemed to have
`been maintaining the bygone vir(cid:173)
`tues. It was one of the new shoots,
`the
`Islander
`its
`first
`flower.
`Although it received Government
`financial support,
`this was not
`until after most of the Islander
`development risk had been car(cid:173)
`ried. With this aircraft Britten-
`Norman
`saw and caught
`the
`market that the American indus(cid:173)
`try had missed or fumbled. They
`have scored heavily with it, sell(cid:173)
`ing 320 so far in 80 countries.
`The point needs to be made
`that the Islander and the people
`building and supporting it have
`not failed. Hindsight reveals mis(cid:173)
`takes and misfortunes. The sub(cid:173)
`contracting of Islander production
`cost nearly a year's output
`just
`when the North American third-
`level industry was building and
`buying Beech 99s, Twin Otters,
`Cessna 402s and other types. This
`market collapsed by the time pro(cid:173)
`duction flow reached the
`target
`of four per month. The Romanian
`production,
`though cheap and
`excellent, has not been easy to
`sell;
`the
`excellence
`of
`the
`Trislander has had to be paid for;
`and perhaps
`the personal ap(cid:173)
`proach to business, while inspir(cid:173)
`ing tremendous company loyalty,
`is no
`substitute
`for a
`sound
`capital structure and equity base.
`
`That the product was good, and
`continues
`to be so,
`is beyond
`doubt. But the Islander is not the
`only good aviation product
`to
`have flown its sponsors into bank(cid:173)
`ruptcy and redundancy in recent
`years.
`Launching cost comprises R&D
`& P—research and development
`and production.
`Islander R&D
`was probably about £800,000; the
`P appears to have been certainly
`two and possibly
`three
`times
`this figure.
`than R&D
`is higher
`That P
`seems to be a fact of life whatever
`the aircraft. The German Govern(cid:173)
`ment, while reaffirming its share
`of the £200 million R&D for the
`A-300B,
`is hesitating over
`its
`share of the £500 million which
`now has to be budgeted for pro(cid:173)
`duction. Concorde P has yet to be
`estimated in full.
`same
`the
`is
`The principle
`whether the product is a super(cid:173)
`sonic airliner, an airbus or an
`Islander. To develop and certifi(cid:173)
`cate a new aeroplane is one thing;
`to produce, sell and support it is
`another. R&D may include some
`tooling but nothing like the full
`cost of launching series produc(cid:173)
`tion, operating a factory rather
`than a design and test establish(cid:173)
`ment, contracting with a hundred
`suppliers
`to design,
`test
`and
`deliver everything from rivets to
`autopilots and engines, and
`to
`finance work in progress, modi(cid:173)
`fications and stock. The Britten-
`Norman failure shows that, even
`when the product is as market(cid:173)
`able as the Islander, P costs can
`be crippling.
`The B r i ti s h Government,
`though pouring public money
`
`into Concorde, RB.211, Shorts and
`other worthy causes, says—as it
`did with Beagle—that rescue is
`not for the taxpayer.
`This is all very well; but if a
`marketable
`product
`like
`the
`Islander and a lean commercial
`company like Britten-Norman can
`fail, what hope is there for aero(cid:173)
`space as a whole? Each Islander
`worker has each year produced
`£10,000-worth of exports. If that
`rate were achieved on a national
`scale Britain would be making
`a fortune. The
`industry needs,
`and
`is getting, State
`financial
`support. What
`it needs above
`all is a national policy backed by
`proper planning, budgeting and
`professional management. Noth(cid:173)
`ing in the long term could be
`more expensive for Britain than
`no aeroplane industry.
`
`IN T H IS I S S UE
`
`World News
`
`Westminster
`
`A ir Transport
`
`Light Commercial
`
`Private Flying
`
`614: V F W 's jet feederliner
`
`Airlines of Western Europe
`
`Industry International
`
`Letters
`
`Avionics
`
`Spaceflight
`
`Defence
`
`Straight and Level
`
`714
`
`716
`
`717
`
`722
`
`724
`
`725
`
`733
`
`741
`
`742
`
`743
`
`744
`
`746
`
`748
`
`Front cover: VFW-Fokker puts the market
`potential for its 614 jet feederliner at up to 400.
`The first prototype is well into its initial flight-
`test programme, and a second is about to be
`rolled out of the Bremen factory. A technical
`description of the aircraft begins on page 725
`
`GE-1006.003
`
`

`
`HUH
`lllllll
`
`•
`
`-
`
`-:
`
`•.
`
`614:
`VFW's jet feederliner
`
`Described by PETER MIDDLETON
`
`•Flight" cutaway by JOHN MARSDEN-BREMEN
`
`THE VFW 614 twin-turbofan 40-seater is aimed at the
`
`having
`feederliner market—VFW - Fokker
`small
`its marketing philosophy away from
`the
`shifted
`backwoods operations originally envisaged some years ago.
`Sales potential could well be 400 plus, although many con(cid:173)
`sider the type rather close to the Fokker-VFW F.28, with
`which it shares a marketing organisation
`through
`the
`joint sales company, Zentralgesellschaft VFW-Fokker in
`Dusseldorf. Both VFW and Fokker have been wholly-
`owned subsidiaries of the joint international company since
`the end of 1969.
`indigenous West German aircraft of
`As with many
`recent years, the VFW 614 has suffered a protracted gesta(cid:173)
`tion period through a basic shortage of cash. And, in
`common with much of the German aerospace industry, it
`has become something of a political hot potato.
`The 614 is based on European collaboration to the extent
`of an Anglo-French Rolls-Royce/Snecma M45H powerplant,
`and airframe components made
`in Belgium and
`the
`Netherlands. It is the powerplant which is the thorn in the
`flesh of the German Finance Ministry at the moment.
`Having spent its half of the powerplant development costs
`under a British Army of the Rhine offset agreement, the
`German Government has been confronted with a demand
`to bear 50 per cent of the cost overrun. Not unnaturally,
`it has baulked at
`this demand, made despite British
`Government assurances that, following the receivership of
`the original Rolls-Royce company last February, collabora(cid:173)
`tive programmes would be carried through. The German
`Government is expected by VFW to come to some agree(cid:173)
`ment with the British in the near future, but in the mean(cid:173)
`time the airframe, which is in production, and the power-
`plant, which is not, are starting to get out of phase.
`The West German Government has, however, given
`assurances of its support for the airframe and has now
`agreed to provide another DM134 million (£15-3 million)
`
`towards the development of the 40-seat feederliner—taking
`the programme up to 1975. It had already allocated DM220
`million (£25-2 million) in an 80 per cent grant towards 614
`costs, which have recently escalated under
`inflationary
`pressures. The Government is also giving VFW DM155
`million (£17-8 million) of additional credit and has said it
`is willing to commit a further DM250 million to help
`finance sales up to 1989. The break-even point is now
`estimated to be rather more than 175; options held are for
`26, with deposits paid on about the first 15.
`Up to another DM115 million (£13 million) is needed to
`get the M45H into production and the German Government
`has already paid its 50 per cent share of the original DM200
`million (£21 million) engine development costs. It has no
`additional money available under present financial plans.
`Rolls-Royce can say no more than that negotiations be(cid:173)
`tween the Governments and the companies are continuing.
`Use of
`the higher-thrust General Electric TF-34, as
`fitted to the Lockheed S-3A anti-submarine patrol aircraft
`for the US Navy, has been contemplated, but considerable
`work would be needed on both the airframe and the mili(cid:173)
`tary engine before the combination could prove practicable
`and a delay of over a year could be expected, as a new
`certification programme would be necessary.
`The £1 • 03 million selling price of the 614 puts it within
`£!2 million of that of the F.28 and is nearly double that
`of a similar-capacity turboprop, but project director Dr Rolf
`Stuessel says there are some 400 airlines in the West
`which can be considered as potential customers
`for
`a 614-type of aircraft. Taking account of traffic develop(cid:173)
`ment and growth rates he considers that, up to 1982, a
`world-wide demand exists for 1,200 to 1,300 short-haul air(cid:173)
`craft similar to the 614. With 26 options to its credit at the
`moment, VFW anticipates capturing a third of the market.
`
`continued on page 729
`
`GE-1006.004
`
`

`
`726
`
`VFW 614
`
`This cutaway drawing of the VFW-Fokker 614 by "Flight" artist John
`Marsden emphasises the over-wing mounting of the powerplants, and
`the single-segment Fowler flaps
`
`FLIGHT International, 4 November 1971
`
`FLIGHT &GROUND
`SPOILERS
`KEY
`Structure and general
`1 Dielectric radome
`Forward pressure bulkhead
`Curved flight-deck windows
`Rearward-sliding direct-vision
`panels
`Unpressurised nosewheel bay
`Integral main passenger door
`and airstair, 82-7in x 29-5in
`Bonded rip-stopping doublers
`Forward fuselage, built up with
`closely pitched frames riveted
`to skin
`freight door 46-3in x
`9 Cabin
`43-3in, rearward hingeing
`Baggage/freight compartment
`795 cu ft (153 cu ft for 36-
`passenger version)
`Forward, under-floor
`hold, 62-8 cu ft
`
`freight
`
`10
`
`11
`
`GE-1006.005
`
`

`
`FLIGHT International, 4 November 1971
`
`121
`
`© IPC Bus ness Press Lin 19
`
`12
`
`13
`
`14
`15
`
`16
`17
`18
`19
`
`20
`21
`22
`
`23
`24
`
`centre-line
`door,
`Freight
`downward-opening,
`hinged,
`33-8in x 30-5in
`Under-floor electronics com(cid:173)
`partment
`Air conditioning compartment
`Continuous
`seat
`rails with
`notches at 1 in pitch
`Quickly detachable floor panels
`Longitudinal floor beams
`Transverse floor beams
`Main wing/fuselage
`frames,
`forged at wing
`intersection
`point, built up at upper and
`lower segments
`Centre-section false frames
`Hydraulics and undercarriage bay
`Separate forged and machined
`window frames, 10in x 12in
`Bonded skin/stringer panels
`Centre-wing torsion box
`
`longitudinal skin
`
`Lap-jointed
`joint
`Butt-jointed circumferential joint
`U-section un-notched frames
`Notched angle which
`links
`frames to skin
`Z-section stringers
`Rear, under-floor freight hold,
`51 -2 cu ft
`Freight hold door, 33 8in x
`30-5in
`Rear service door, 60in x 29in
`(forward hingeing)
`Rear pressure dome
`A PU bay and access door
`Tail-cone access door to flight
`controls
`Riveted stringers/skin
`cone
`Canted frames align with fin
`spars
`
`in
`
`tail
`
`38
`
`39
`
`41
`
`42
`43
`
`45
`
`46
`47
`48
`49
`50
`
`Longeron at frame/cant-frame
`joint
`Fin spar, riveted to web-plate
`cant frames
`Two-spar fin
`V a r i a b l e - i n c i d e n ce tailplane
`trunnion pivot
`Two-spar tailplane
`Bonded skin/stringers
`Glass-fibre tailplane fairing and
`fuselage rear-end cover
`Elevators and rudder bonded
`skin/ribs, with bonded, honey(cid:173)
`comb-stabilised trailing edges
`Detachable light-alloy tips
`Detachable leading edges
`Fuselage centre keel
`Wing-root double rib
`top
`Multi-bolt wing/fuselage
`joint (ten bi-hex bolts and lock-
`nuts on the top surface and 12
`
`lower surface
`the
`bolts on
`between the spars)
`51 Front and rear spar-interface
`multi-bolt attachment (fittings
`are forged)
`52 Forged and machined under(cid:173)
`carriage side stay and jack rib
`53 Two-spar torsion box of wing,
`forming integral fuel tanks
`54 Shear-web spars
`55 Auxiliary rear spar
`56 Upper and
`lower wing-skin
`panels, taper rolled and stif(cid:173)
`fened by bonded-on,
`rolled
`top-hat-sectioned stringers
`57 Wing-root rib forming integral
`collector-tank end plate
`58 Strong
`ribs
`to
`take engine-
`pylon and flap-track loads
`59 Open-frame ribs
`continued overleaf
`
`GE-1006.006
`
`

`
`Fuel system
`F1
`tanks, one per
`fuel
`Integral
`wing (11,1701b max weight)
`F2 Single
`pressure
`refuelling/
`defuelling point, right w i ng
`F3 Over-wing fillers, one per wing
`F4 Vent tank (one per side)
`F5 Collector tank (one per side)
`F6 Booster pumps (two per side)
`F7 Refuelling line
`F8 Pilot-controlled shut-off in re(cid:173)
`fuelling line
`F9 V e nt line
`F10 Ram air scoop
`F11 Float vent valve
`F12 Flapper valves
`F13 Tank dipsticks, magnetic (four
`plus one with
`compensator
`per tank)
`
`D e - i c i ng s y s t e ms
`D1 De-icing
`(6-6
`reservoir
`fluid
`imp gal) sufficient for one hour
`approx at 75 Ib/sq in operating
`pressure
`D2 Ice visual warning
`per side)
`D3 Mechanical ice detector
`D4 Nylon supply line to all leading
`edges, via proportioning units
`D5 'Cintered' metal leading edges
`D6 Engine intakes de-iced by hot
`air bleed from compressor
`
`(one
`
`rod
`
`P o w e r p l a nt and A PU
`PI Rolls-Royce/Snecma M45H-01
`medium bypass ratio turbofan
`P2 Over-wing pylon cantilevered
`off
`rear and auxiliary
`rear
`wing spar
`P3 Front engine trunnion housing
`(titanium caps supported on
`a l u m i n i um alloy web)
`P4 Rear mounting trunnion h o u s(cid:173)
`ing (same as front)
`P5 T h r u st rod
`P6 Engine quick-connect/discon(cid:173)
`nect panel (steel)
`P7 Single-stage fan
`P8 Five-stage, intermediate pres(cid:173)
`sure compressor
`P9 Seven-stage,
`high-pressure
`compressor
`P10 A n n u l ar combustion chamber
`P11 A i r - c o o l e d, single-stage h i g h-
`pressure turbine
`P12 Uncooled,
`three-stage
`pressure turbine
`P13 Exhaust cone
`P14 Detachable cowlings
`P15 AirResearch auxiliary power
`unit provides air
`for engine
`starting, air-conditioning sys(cid:173)
`t em
`and
`electrical
`power
`generation
`P16 A PU air intake
`P17 Plenum chamber
`P18 Titanium fire-proof shroud
`P19 Exhaust and silencer
`P20 Combustion chamber
`P21 2 0 K VA generator as on main
`engine
`
`low-
`
`FLIGHT
`
`International, 4 November 1971
`
`intake
`
`delivery
`
`to
`
`P22 Generator cooling-air
`and duct
`P23 Compressed-air
`cabin
`P24 Engine and pylon drains
`Furnishings
`LI Captain's fully adjustable seat
`L2 Co-pilot's fully adjustable seat
`L3 Glass-fibre moveable
`cabin
`partitions
`L4 Cabin attendant's folding seat
`L5 Cabin insulation blankets
`L6 Baggage/freight compartment
`L7 40-seat
`32/33in-pitch,
`f o u r-
`abreast seating
`L8 Galley
`L9 Toilet
`L10 Tinted w i n d o ws
`L11 Overhead
`passenger-service
`panels
`
`speakers
`
`static-discharge
`
`R a d io and electronics
`R1 Weather-radar scanner
`R2 Radio
`racks,
`s u c t i o n - a ir
`cooled
`R3 Suction motor
`R4 Glideslope aerial
`R5 V H F1 nav/com aerial
`R6 HF aerial
`R7 A DF aerial
`R8 V O R / L OC aerial (both sides)
`R9 V H F2 nav/com aerial
`R10 Ground-to-cockpit
`interphone
`panel
`R11 Passenger-address
`(total 14)
`R12 Glass-fibre
`wicks
`S a f e ty s y s t e ms
`51 T w o - s h ot high-rate discharge
`fire-extinguishing system (two
`containers at each pylon and
`one in A PU compartment)
`52 Cockpit emergency exits
`53 Over-wing type III emergency
`exits 35in x 21in (pull inwards)
`54 Oxygen bottles
`55 External oxygen supply c o n(cid:173)
`nection
`56 Portable oxygen bottles
`57 A u t o m a t ic d r o p - d o wn oxygen
`masks for passengers
`58
`Incidence vane (both sides)
`Undercarriage
`U1 Forward-retracting fully stear-
`able nose undercarriage (140
`degrees arc)
`U2 Nose-steering quadrant
`U3 Steering control valve
`U4 Nose-leg retraction jack
`US Main-undercarriage
`retraction
`jack
`U6 Down-lock jack and sideways
`stay lug
`U7 I n t e r c h a n g e a b l e, a n t i - s k id
`system
`U8 Honeycomb stabilised under(cid:173)
`carriage
`doors
`(nose
`and
`main)
`U9 Fairing on leg only, the wheel
`closes the undercarriage bay
`
`728
`614: VFW's JET FEEDERLINER
`
`C11 Flap-drive actuator, hydraulic-
`ally operated
`C12 Flap inter-connect drive shaft
`C13 Continuous, one-piece
`flap
`(asymmetry synchronised)
`C14 Re-circulating
`ball
`screw
`mechanism drives
`flap-lower(cid:173)
`ing carriage (two per wing)
`C15 Centre
`flap track and
`trolley
`(not driven)
`C16 F l a p - t r a ck
`brackets
`C17 Flap-track front fixing
`C18 Flap-track
`fairing
`'spreader'
`and linkage
`C19 R u d d e r - o p e r a t i ng q u a d r a nt
`(cable input, rod output)
`C20 A u t o p i l ot servo
`C21 Rudder
`actuator
`booster rams
`C22 Rudder control-tab linkage
`C23 Cable-operated linkage to trim
`tab
`C24 Electrically
`actuator
`C25 Tailplane
`point
`C26 Cable quadrant and drive
`elevator halves
`C27 Gust dampers
`C28 T o r q ue
`in
`tube
`control-tab linkage
`
`r e ar
`
`s u p p o rt
`
`hydraulic
`
`driven
`
`tailplane
`
`reference
`
`datum
`
`to
`
`elevator
`
`per
`
`(for(cid:173)
`
`nickel-
`
`Electrics & hydraulics
`E1 One 20kVA
`generator
`engine (one on A P U)
`E2 Electrically heated glass cock(cid:173)
`pit windows
`E3 Electrically heated pitot tubes
`E4 Taxi lamp on right nosewheel
`bay door
`E5 Overhead electrical panel
`E6 Circuit-breaker
`panels
`ward face)
`E7 25 amp hour, 24V
`cadmium battery
`E8 Transformer, rectifier units in
`under-floor electrical e q u i p(cid:173)
`ment bay
`E9 Landing lamps
`E10 Upper, anti-collision beacon
`E11 Lower,
`forward anti-collision
`beacon
`E12 R e a r,
`l o w er
`beacon
`E13 Dual navigation lights
`E14 Tail light
`E15 Main and emergency hydraulic
`systems at 3,000lb/sq in, using
`Skydrol 500B f l u i d, t w in p u m ps
`per engine
`E16 Hydraulic service bay contains
`filters and accumulators situ(cid:173)
`ated around walls
`E17 T w in reservoir
`E18 Hand pump
`E19 Electrically
`wipers
`
`a n t i - c o l l i s i on
`
`driven
`
`screen
`
`SO
`
`Inspection panels (twelve per
`side), built
`into
`lower
`skin
`surface, seven panels into fuel
`tanks)
`61 Bonded
`leading-edge attach(cid:173)
`ment doubler
`62 Bonded leading-edge stringers
`63 Removable wing leading edges
`and tips
`64 Outer-wing dry bays
`65 W i n g, aileron and flap trailing
`edges
`(all alluminium-honey-
`comb-stabilised)
`66 T wo flight spoilers per wing
`67 T wo ground spoilers per wing
`68 Honeycomb-reinforced
`areas
`(ground
`spoilers
`and
`flight
`spoilers)
`69 Glass-fibre flap shrouds (split
`open when fully deployed)
`70 Ground bumper
`
`overboard
`
`A i r - c o n d i t i o n i ng
`A1 Intermediate-pressure
`bleed
`from first-stage compressor
`A2 H i g h - p r e s s u re b l e ed
`f r om
`seventh-stage compressor
`A3 Primary heat exchanger
`A4 Heat exchanger
`cooling-air
`bleed from fan duct
`AS Heat
`exchanger
`outlet
`A6 Shut-off and modulating valve
`in air-conditioning supply line
`A7 W i ng
`air-delivery duct
`to
`cabin
`air-conditioning
`bay
`t h r o u gh centre-wing
`torsion
`box
`from A PU
`A8 Air-delivery duct
`and g r o u nd conditioning c o n(cid:173)
`nection
`A9 Shut-off valve
`A10 Non-return valve
`A11 D u ct
`running
`forward under
`c a b in
`f l o or a nd
`t h r o u gh
`centre-wing torsion box
`A12 A u t o m a t ic
`f l o w - c o n t r ol
`regulators
`A13 D u ct bifurcates here, one way
`to cold-air unit and one way
`to secondary heat exchanger
`(one per side)
`A14 Ram air ' i n' to heat exchanger
`A15 Overboard duct
`A16 W a t er separator (one per side)
`A17 Cold-air unit (one per side)
`A18 S e c o n d a ry h e at e x c h a n g er
`(one per side)
`A19 Conditioned air to cabin
`A20 Cabin fresh-air supply duct to
`punkah louvre system
`A21 Cockpit fresh-air supply
`A22 C o n d i t i o n e d - a ir d i s t r i b u t i on
`d u e t to cabin
`A23 Cockpit conditioned-air outlet
`ducts
`A24 Overhead duct to grills below
`hat racks
`A25 Conditioned air leaves cabin
`at floor level through to freight
`hold
`A26 O u t f l ow valves d u mp over(cid:173)
`board t h r o u gh grills
`
`Flying controls
`CI Control wheels, incorporating
`autopilot
`engage/disengage
`switches
`C2 Rudder pedals
`C3 Trim and autopilot pitch and
`t u rn controls on centre c o n(cid:173)
`sole
`C4 Mechanically operated
`torque
`tube
`controlling
`tailplane
`e m e r g e n cy b a c k - up
`t r im
`system
`C5 Cable runs t h r o u gh
`fairleads
`between floor and
`transverse
`members
`C6 A i l e r o ns with spring tabs
`C7 A i l e r on control
`input m e c h(cid:173)
`anism
`C8 Cable and torque-tube linkage
`to aileron trim tab (left hand
`only)
`C9 Flight spoiler actuator
`CIO G r o u nd spoiler actuator
`
`GE-1006.007
`
`

`
`Lynx a long range killer,
`
`Operating as a ship-borne
`strike weapons system, the
`Westland Lynx can classify
`and attack a submarine beyond
`the range of its mother ship's
`armament and can seek and
`destroy surface vessels beyond
`the ship's radar horizon.
`
`THE WESTLAND LYNX
`is an advanced high speed twin-
`turbine medium helicopter, specially
`designed to operate from the
`restricted decks of small ships in all
`weather, by day or by night. It has
`been designed from the outset
`for reliability and simple and cheap
`maintenance. It embodies a non(cid:173)
`articulating main rotor, a unique
`undercarriage system to provide
`high energy absorption without
`toppling or sliding, an automatic
`deck securing device, and many
`other special features.
`
`THE LYNX, produced jointly by
`Westland and Aerospatiale for the
`Armed Forces of Britain and France,
`benefits from many years experience
`of Westland Wasps in service with
`five Navies in which 126 Wasps,
`operating from 54 ships have
`flown over 72,000 hours and, in
`more than 125,000 landings, have
`been involved in only 6 deck
`incidents.
`
`^XFl Westland Helicopters
`
`w ir
`
`i
`i
`tr
`vn n kj
`Yeovil, England
`
`Partners
`
`in European Co-operation
`
`Aerospatiale <Jrs
`
`2 a 20, Av. Marcel Cachin,
`93 la Courneuve, France
`
`GE-1006.008
`
`

`
`FUGHT
`
`International,
`
`4 November 1971
`
`'Ekco'weather radar.
`Out in front with VFW 614
`
`There are three main types: E90 for
`light aircraft and helicopters; E290, which is
`a low-cost airline system; and E390 for
`supersonic and subsonic aircraft.
`For further information please contact:
`The M.E.L. Equipment Company Limited,
`Avionics Division, Manor Royal, Crawley,
`Sussex. Telephone: 0 2 93 28787
`
`GE-1006.009
`
`

`
`614: V F W 's J ET FEEDERLINER
`
`The Yak-40, selling at £450,000 in Europe and at lower
`knock-down prices where this is politically expedient, must
`be regarded as a major competitor. But VFW thinks it has
`the advantage on operating costs and the very real world(cid:173)
`wide marketing and product-support experience of
`the
`Fokker-VFW group with the F.27 and F.28 to fall back on.
`Stuessel accepts that F.27s, HS.748s and YS-lls will con(cid:173)
`tinue to sell, that many airlines in the short-haul market
`will need 60- to 70-seaters, and that further competitors
`might appear, but he is still confident. Some VFW sources
`think they sense the beginning of a reluctance among air(cid:173)
`lines to commit themselves to turboprops for their next
`phase of re-equipment (which would have to last them for
`ten years), but the Fokker-VFW group needs continuing
`profits from the F.27 to tide it over until such time as the
`F.28 and 614 make a significant contribution. Among the
`points Stuessel stresses for the 614 are economic viability
`on low-density routes (derived primarily from
`the
`low
`specific fuel consumption of the M45H turbofan), and the
`ability to operate from short, rough fields. In the 614
`these attributes are combined with a high degree of pas(cid:173)
`senger comfort and a low noise level both inside and out.
`On a typical 120-mile sector the 614 should make possible
`a 20min or 60 per cent saving in block time over that of a
`turboprop, according to VFW figures. This puts it in the
`same class as faster short/medium-haul jets, while offering
`a 30 per cent quicker turnround than turboprops—shut(cid:173)
`down for passenger disembarkation until departure on the
`next flight should take only ten minutes, the aircraft having
`been refuelled and undergone the necessary maintenance
`checks. Cruising altitude of 21,000ft, 6,400m is reached in
`llmin, and cruising speed will normally be 400kt, 740km/
`hr. The 4,000ft airfield capability of the 614, which is com(cid:173)
`parable to that of an aircraft like an HS.748, will enable it
`to operate from 90 per cent of all civil airports, according
`to the manufacturers.
`The 614 is now moving into production, with an initial
`rate scheduled for two a month, and a capability to double
`it. VFW is now employing 800-900 on the project and a
`prototype is flying, with two more being rolled out this
`year. Both static and dynamic test specimens are being
`tested and ten production airframes have been authorised,
`while long lead-time items for the next ten aircraft have
`been ordered. First deliveries to airlines are due to start
`in 1973.
`The value of each 614 sold will be 43 per cent German,
`27 • 5 per cent British, 9 per cent French, 9 • 5 per cent Dutch
`and 4 per cent Belgian. The US contribution will be about
`7-5 per cent. Some 33 per cent of development work by
`cost on the airframe/powerplant combination has been
`done in Britain, although far from all of it with British
`money.
`Both static and dynamic test specimens are installed at
`the VFW Lemwerder plant near Bremen with the aim of
`clearing the airframe for 60,000 flight cycles and 30,000
`flight hours before the end of next year. There is one com(cid:173)
`plete static unit, while dynamic
`test components are
`broken down as follows: fuselage centre section; rear fuse(cid:173)
`lage and empennage; wing and wing-fuselage joint. Power-
`plant and undercarriage forces are being introduced as
`appropriate.
`Each flying prototype will undergo a similar test pro(cid:173)
`gramme, but with the first concentrating on initial develop(cid:173)
`ment, with only a little certification work. G-2 will be en(cid:173)
`gaged primarily on development and performance analysis,
`while the main burden of certification flying to FAA and
`LB A (German) standards, to be completed hopefully by
`October next year, will fall upon the third aircraft. Much
`of the handling tests will be carried out from Torrejon
`Spanish Air Force base near Madrid to escape the Bremen
`weather.
`Because the M45H is a new engine it is imperative that
`a considerable number of hours is built up before airline
`service begins, so as to give reasonable backing to the ser(cid:173)
`vice-entry TBO figure of 800hr which, it is hoped, will rise
`quickly to 2,000hr. All three 614s will therefore be flown as
`
`Above, the 614 seats up to 44 passengers, four abreast, at 32in,
`81cm pitch. Particular attention has been paid
`to sound-proofing
`the cabin. Below, an airframe
`is undergoing static
`tests at the VFW
`Lemwerder plant
`
`much as possible to build up engine flight hours to 6,500,
`during which time the M45Hs involved will be brought up
`to production standard.
`Initial flight
`tests have proved successful, with chief
`project pilot Leif Nielson noting that both static and
`dynamic stability about all axes are positive and
`that
`handling is excellent. By October 21 the 614 had flown 19
`times, amassed nearly 2212hr airborne, and had flown to
`25,000ft, 7,600m (with a l,000ft/min, 5m/sec climb-rate
`still on the clock) and to within 45kt of its VM0, which is
`285kt. No serious problems have arisen within the envelope
`so far explored, and the second aircraft is due to fly in the
`first week of December.
`The low noise level has been demonstrated during maxi(cid:173)
`mum gross-weight take-offs, and at high landing weights,
`when the required thrust setting is little above ground idle,
`giving a very small ground noise footprint. The aircraft
`shows every sign of bettering the FAA Part 36 noise
`requirements—with a 96 PNdB sideline count 0-25 n.m.
`from the runway, 88 at the fly-over point, 3-5 n.m. from the
`start of the ground roll, and 107 PNdB at 1 n.m. from the
`threshold on the approach. Indeed, there is confidence in
`Bremen that the 614 will prove to be as quiet at the Cessna
`Citation, which should make it popular at the 90 per cent
`of all civil airports from which VFW thinks the aircraft
`can profitably operate with upwards of 12 passengers.
`
`continued overleaf
`
`* -"
`
`Ml
`
`J
`
`"ffrv «.»; 'S
`
`Kilfll
`
`GE-1006.010
`
`

`
`7 30
`
`FLIGHT International, 4 November 1971
`
`614: V F W 's J ET FEEDERLINER
`
`Powerplant
`The Rolls-Royce Bristol M45H-01 is a twin-spool turbo-
`fan with a bypass ratio of 2 • 85:1 and an overall pressure
`ratio of 18:1, rated at a take-off thrust of 7,7601b, 34-5kN
`under sea-level static conditions for production engines
`and with a specific fuel consumption of 0-4511b/lb/hr. At
`the VFW 614 design cruise point of Mach 0-65 at 20,000ft,
`6,100m
`(ISA)
`the engine produces 2,7451b, 12-4kN of
`thrust at an s.f .c. of 0 • 721b/lb/hr. A typical in-service take(cid:173)
`off figure with minor development should be about 8,0001b,
`35-6kN, flat-rated to ISA + 15°C. The medium bypass ratio
`was chosen before high ratios were seriously contemplated,
`but offers a reasonable compromise between s.f.c. and a
`low thrust decay with altitude.
`Rolls-Royce (1971) has design leadership of the M45H,
`while Snecma has design, development and manufacturing
`responsibility for the 1-p spool. Rolls-Royce Bristol Engine
`Division handles the remainder of the engine, comprising
`the h-p spool, intermediate casing, gearbox, combustion
`system and exhaust diffuser.
`By the end of October, six flight-rated M45Hs had been
`delivered to Bremen, and a further
`three were in final
`preparation at the Rolls-Royce Parkside, Coventry, plant
`of the Bristol Engine Division, where assembly is con(cid:173)
`centrated. Design and development work is done at Bristol
`and pods are built by Shorts of Belfast. Thirteen flight
`engines and two ground runners for the three 614 proto(cid:173)
`types are being built, and all six bench development
`powerplants have been test run. In this period prior to a
`production go-ahead the M45H programme is employing
`about 380 people. This will increase following the start of
`production, which it is anticipated could run to about 60
`to 80 units in the first year (1973) to keep pace with the
`in