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Armstrong Whitworth AW.660 Argosy

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Armstrong Whitworth Aircraft
IndustryAerospace, Aircraft manufacturing
FateDefunct (implied by "final aircraft designed and manufactured")
Headquarters
United Kingdom
ProductsArmstrong Whitworth Argosy (aircraft)

Armstrong Whitworth Argosy Overview

The Armstrong Whitworth Argosy represents a British transport and cargo aircraft developed in the post-World War II era. It holds the distinction of being the final aircraft designed and manufactured by Armstrong Whitworth Aircraft. Despite being assigned distinct internal designations, the civilian AW.650 and military AW.660 variants are fundamentally the same model, both carrying the "Argosy" designation.

The origins of the Argosy trace back to the AW.66, a twin-engine military transport concept created to meet the British Air Ministry's Operational Requirement 323 (OR323). Although Armstrong Whitworth discontinued development of the AW.66, the company chose to proceed with a commercial adaptation called the AW.65, which was deemed commercially promising. The design evolved to incorporate four Rolls-Royce Dart turboprop engines, resulting in its reclassification as the AW.650. The prototype Argosy completed its first flight on 8 January 1959. By December 1960, it had secured Federal Aviation Administration (FAA) type certification, allowing the initial civil variant, known as the Series 100, to commence operations internationally.

In the United Kingdom, military authorities expressed interest in a specialized version, prompting development of the militarized AW.660. This model took to the skies for its first flight on 4 March 1961 and offered twice the range of the Series 100. It also featured a modified door configuration tailored primarily for paratroop deployment. Additionally, an enhanced civil variant called the Series 200 was introduced following requests from airline British European Airways (BEA). First flown on 11 March 1964, this version incorporated a redesigned wing with a fail safe structure, providing greater strength and reduced weight compared to earlier models. The Argosy served both the Royal Air Force (RAF) and various commercial operators worldwide for several decades. RAF operations concluded in 1978, while civilian usage persisted until the last aircraft was retired in 1991.

Background

The origins of the Argosy date back to the formulation of Operational Requirement 323 (OR323) by the British Air Ministry. In 1955, a specification derived from OR323 was issued, calling for a medium-range cargo aircraft capable of carrying a maximum payload of 25,000 lb (11,340 kg) and achieving a range of 2,000 mi (3,200 km) while transporting up to 10,000 lb (4,500 kg).[1] The British manufacturer Armstrong Whitworth Aircraft expressed interest in this requirement and assigned part of its design team to develop an aircraft fulfilling these criteria. Initially, the focus was on a twin-engine military transport concept internally labeled as the AW.66.[1]

Recognizing potential demand in the commercial sector, Armstrong Whitworth concurrently developed a civilian version, designated AW.65. This variant differed primarily by featuring full-length doors at both ends of the fuselage to facilitate swift loading and unloading operations. However, due to financial constraints, the company ceased development efforts aimed at the military specification. Despite this, Armstrong Whitworth chose to continue advancing the civil model as an independent project.[2] The firm anticipated strong interest from the expanding short-haul air freight markets in both Europe and the United States.[3] At that time, no other aircraft had been specifically designed for such freight purposes.[4] Throughout development, the AW.65 underwent significant redesigns, including adopting four Rolls-Royce Dart turboprop engines; this revised design was designated AW.650.[2]

The inaugural flight of the first Argosy took place on 8 January 1959.[5] By the time of its appearance at that year's Farnborough Airshow, five aircraft had flown, collectively accumulating approximately 400 flight hours.[4] Testing related to certification reportedly concluded by September 1960.[6] In December 1960, the American Federal Aviation Administration (FAA) granted type certification for the Argosy, permitting its commercial operation.[7] Ten units of the initial civil model, known as Series 100, were produced; construction began months before certification was granted to enable prompt delivery upon approval.[8][4]

Further development

File:AW.660 Argosy C.1 XN847 70 Sq SHAW 09.08.71 edited-3.jpg
Argosy C.1 operated by No. 70 Squadron in 1971

Although the RAF had lost interest in acquiring the original AW.66 model, it still required a modern replacement for its outdated piston engine transport aircraft, such as the Vickers Valetta and Handley Page Hastings. In 1959, the British Air Ministry issued a new specification seeking a military variant of the AW.650. This proposed aircraft was intended to fulfill multiple roles, including medium-range transport, paratroop deployment, and supply missions. The resulting design, named AW.660, differed considerably from the AW.650. Notable modifications included sealing off the nose door and replacing it with a radome housing a weather radar system, while the rear doors were replaced by a clamshell-style configuration featuring an integrated loading ramp and a reinforced cargo floor. Additionally, two side doors were installed—one on each side—to facilitate paratrooper exits. The military Argosy was equipped with four Rolls-Royce Dart 101 turboprop engines and boasted double the range of the civil Series 100.[9] [10] Starting in July 1960, the second Series 100 Argosy served as a testbed for the new clamshell door mechanism.[11] The first of the 56 Argosies ordered for RAF service took to the skies on 4 March 1961.[12]

Initially, civil airline British European Airways (BEA) expressed interest in the Argosy as a possible replacement for its fleet of piston-powered freighters; nevertheless, evaluations of the Series 100 revealed its payload limitations would hinder profitable operations.[13] To reduce development expenses early on, the Argosy’s wing was derived from that of the Avro Shackleton, a maritime patrol aircraft produced by another division within the Hawker Siddeley Group.[6] To meet BEA’s specifications, a new wing was engineered that retained the same aerodynamic profile but incorporated a modern fail-safe structural design instead of the earlier wing’s safe-life design.[14] This update yielded a wing that was both lighter and stronger and eliminated fatigue life limitations. The improved variant, known as the Series 200, also introduced several enhancements such as larger cargo doors, integral fuel tanks within the wings, and an updated landing gear configuration.[15] [14] Handling characteristics of the Series 200 were reportedly superior to those of its predecessor, although aerodynamic adjustments were necessary during flight testing.[16]

The first flight of a Series 200 aircraft occurred on 11 March 1964; this was soon followed by six additional Series 220 models fitted with more powerful engines.[7][17] Although work began on another Series 220 airframe, it was never completed and ultimately scrapped.[18] According to Flight International, the advent of long-range jet passenger aircraft negatively affected demand for propeller-driven freighters like the Argosy, since many surplus piston-powered planes had been converted into freighters during this period, which reduced both market demand and pricing for newly manufactured cargo aircraft.[3]

Design

File:Cockpit of the Armstrong Whitworth Argosy (5761841367).jpg
Cockpit of the Argosy
File:Argosy interior with 25pounder RAF Museum Cosford.jpg
A 25 pounder gun-howitzer positioned on the Argosy's cargo deck

The Armstrong Whitworth Argosy served primarily as a versatile transport aircraft, extensively employed for freight missions by both civilian and military users. Upon its debut, it was regarded as distinctive within its category.[4] Although mainly engineered for freight carriage, the aircraft was adaptable to various roles. A convertible version was available, enabling simultaneous transport of passengers and cargo; the civil model could hold up to 80 passengers while maintaining comfort and speed levels on par with the contemporary Vickers Viscount airliners.[4] Designed for cargo operations, the Argosy emphasized swift turnaround intervals of approximately 20 minutes without relying on lifting trucks or cranes, employing pallets and rollers to bypass the need for packaging.[19]

Structurally, the Argosy featured a tailplane mounted on twin booms extending aft from the inner engine nacelles, which kept the rear fuselage cargo doors unobstructed for direct loading. The fuselage included side-opening doors at both ends, while the cockpit was positioned above the cargo compartment. This design enabled an uninterrupted cargo area measuring 10 by 47 feet (3.0 m × 14.3 m), with a sill height aligned to that of a standard flatbed truck.[2] The aircraft’s maximum takeoff weight reached 88,000 lb (39,915 kg), with a payload capacity of 28,000 lb (12,700 kg). Cruising at 276 mph (444 km/h), it could cover 1,780 mi (2,865 km) and accommodate up to 89 passengers.[5]

Power was supplied by four Rolls-Royce Dart turboprop engines equipped with Rotol-manufactured four-blade propellers. Engine power varied depending on the specific variant.[17] The distinctive sound of these Dart engines combined with its somewhat uncommon "pod and boom" layout—reminiscent of earlier transports like the C-82 Packet and C-119 Flying Boxcar—led to its nickname "The Whistling Wheelbarrow".[20]

United States

Argosies were intermittently active within the United States over a span of approximately three decades, primarily serving US government agencies.

The Argosy Series 100, also identified as the AW.650, initially entered service with the American cargo carrier Riddle Airlines, which later rebranded as Airlift International. During the late 1950s, Riddle sought to replace its extensive Curtiss C-46 fleet and recognized the Argosy's potential. In 1960, based on a fleet of five AW.650 aircraft, Riddle secured a domestic Logair freight contract from the US Air Force. A photograph of a Riddle Argosy bearing Logair markings is available in the External links section. However, financial difficulties hindered Riddle’s ability to operate the Argosies profitably. By 1962, it returned its seven Argosy aircraft to Armstrong Whitworth to alleviate financial obligations. Subsequently, in July 1962, Capitol Airways acquired five of these former Riddle planes to continue operations for Logair.

In early 1963, Zantop Air Transport purchased two AW.650s, also to operate under Logair contracts. Although one aircraft was lost in an accident in October 1965, Zantop maintained six other US-registered Argosies when it was sold and transformed into Universal Airlines by the end of 1966. There was some ambiguity regarding Zantop’s new name; initially referred to as Intercontinental before settling on Universal—FAA records from 1966 reflect this interim designation. Universal expanded its fleet by acquiring two additional Argosies in 1968, bringing the total to eight. By August 1971, four remained in service; however, Universal declared bankruptcy in May 1972 and ceased operations. While other carriers absorbed parts of Universal’s business, none appear to have taken over the Argosy aircraft. A photo of a Universal Airlines AW.650 can be found under External links.

Three former Universal Argosies were transferred to Duncan Aviation based in Lincoln, Nebraska. This company operated these planes under contract with the US Department of the Interior to support firefighting efforts in Alaska during summer seasons from the early 1970s through 1991. Two of these aircraft were lost in Alaska in 1974 and were replaced by an ex-RAF plane (XP447), registered in the US as N1430Z. Duncan also possessed a non-operational ex-RAF Argosy (XR143) used for spare parts. Duncan Aviation's fleet represented the final operational Argosies worldwide. A photograph depicting Duncan's fleet after its final season in 1991 is accessible via External links.

Operations Beyond the United States

As an interim solution, BEA procured Armstrong Whitworth's remaining three Series 100 Argosies, planning to operate them until their definitive Series 220 models could be delivered; in 1964, BEA had placed an order for five of these aircraft. The Argosy reportedly played a significant role in establishing BEA's air freight capabilities as superior to any other regional carrier, largely due to its unique double-end loading feature, which was considered vital for cost efficiency. Throughout its use of the model, the airline experienced two separate crashes involving Series 220 aircraft and opted to acquire another Argosy to replace the first lost plane. Despite introducing the more advanced Series 220s, BEA's limited Argosy fleet reportedly remained unprofitable, a situation attributed to the airline’s operational and safety procedures. In April 1970, BEA decided to retire its Argosy fleet, opting instead for freighter conversions of its Vickers Vanguard aircraft.

In New Zealand, two Argosies were operated by SAFE Air, serving as the primary connection between the Chatham Islands and the mainland; these planes were equipped with a pressurized "passenger capsule". In April 1990, one of these aircraft was irreparably damaged following a landing mishap. To temporarily compensate, SAFE Air leased a third Argosy from Australian company Mayne Nickless for five months during that year. The last flight of a New Zealand Argosy took place in September 1990 under SAFE Air’s operation; this aircraft has since been retired and is currently maintained by volunteers near Woodbourne Airport, Blenheim, New Zealand.

Military Applications

File:AW Argosy C.1 XR106 114 Sq RAFASC LEB 05.06.71 edited-3.jpg
114 Squadron Argosy displaying RAF Air Support Command camouflage in 1971

During the 1960s, the Royal Air Force (RAF) acquired the Argosy, with the first unit entering service in March 1962. The aircraft was valued for its capacity to transport up to 69 personnel, accommodate 48 stretcher cases, or carry approximately 29,000 lb (13,000 kg) of cargo. It was capable of transporting various military assets including armored vehicles such as the Saracen and Ferret armoured cars, as well as artillery pieces like the 105 mm howitzer and Wombat. However, later modifications to both the Saracen vehicle and the Argosy’s main cargo bay spar prevented it from continuing as a Saracen transporter.

The earliest recorded deployment occurred in 1962 with 105 Squadron stationed in the Middle East, alongside 114 and 267 Squadrons, which were based at RAF Benson in the United Kingdom. The following year saw 215 Squadron receive Argosies at RAF Changi, Singapore; this squadron was disbanded on New Year’s Eve 1967, with its aircraft reassigned to 70 Squadron at RAF Akrotiri, Cyprus. The latter squadron was the final unit operating the type in a transport role, retiring its last Argosy in February 1975. Starting in December 1970, the RAF began integrating American-built Lockheed Hercules aircraft into service, gradually replacing the Argosies for transport missions. Between 1968 and 1978, the E.1 variant of the Argosy served in a calibration capacity with 115 Squadron, primarily based at RAF Cottesmore.

Variants

File:Argosy at Speke Airport.jpg
Argosy G-BEOZ, operated by Air Bridge Carriers at Liverpool Speke Airport in 1981
File:AW Argosy E.1 XR140 115 Sq FINN 30.07.77 edited-3.jpg
An operational Argosy E.1 from No. 115 Squadron RAF, photographed in 1977.
File:Argosy Aircraft Blenheim.jpg
Argosy ZK-SAE, named Merchant Enterprise, displayed in Blenheim, New Zealand
File:Armstrong Whitworth Argosy AW.650 6m07.JPG
Armstrong Whitworth A.W.650 Argosy (series 101) exhibited at the Midland Air Museum, near Baginton, England

Armstrong Whitworth AW 650 Argosy (1959)

Seventeen units were constructed for commercial use by Riddle Airlines (Series 101) and British European Airways (series 102 and 222).

A total of ten Series 101 and 102 aircraft were produced. Seven Series 200 models were completed, with an eighth remaining unfinished; this series featured an expanded cargo compartment along with enlarged front and rear doors designed to accommodate standard cargo pallets. Additionally, the Series 200 incorporated a redesigned lighter wing to extend maximum range and was powered by Rolls-Royce Dart 532/1 turboprop engines.

Armstrong Whitworth AW 660 Argosy

Compared to the civil versions, the following modifications were introduced:[21]

  • Installation of a toilet and galley where the nose door was removed
  • EKCO weather radar fitted in the nose section
  • Rover auxiliary power unit located in the left tailboom
  • Seating capacity increased to up to 72 passengers seated facing rearwards
  • Additional fuel tanks installed within the center wing
  • Reinforced landing gear.

The Royal Air Force received 56 aircraft designated as Argosy C Mk 1 (C.1), which operated across six squadrons—three stationed within the United Kingdom and one each in Aden, Cyprus, and the Far East. In 1975, the RAF phased out the Argosy from transport duties as a cost-saving measure. Aircraft not scrapped or retained were subsequently sold to commercial operators.

Hawker Siddeley Argosy E Mk 1

In 1963, the Hawker Siddeley Group consolidated its branding by discontinuing individual company names and marketing all products under the Hawker Siddeley identity. To fulfill a Royal Air Force requirement for a flight inspection aircraft, nine Argosy C.1s underwent conversion in 1971 to become Argosy E.1 models. These aircraft were commonly seen at British military airfields during their service with 115 Squadron until they were replaced by the Hawker Siddeley Andover in 1978.

Hawker Siddeley Argosy T Mk 2

Following the retirement of the Argosy C.1 from cargo operations, plans were made to convert fourteen aircraft[22] into Navigation Trainers for use by RAF Training Command, intended as successors to the Vickers Varsity. One particular aircraft, XP411, was redesignated as the Argosy T Mk 1[22] before delivery of the T Mk 2 fleet.[23] Only two aircraft (XP447[23] and XR136[24]) were converted into Argosy T.2 trainers; however, this program was discontinued due to reductions in defence budgets.

Military Operators

United Kingdom

Civil Operators

Australia
Canada
Gabon
Ireland
Luxembourg
New Zealand
Philippines
Singapore
United Kingdom
United States
Zaire

Surviving Aircraft

File:Milstones-argosy-070919-01.jpg
XP447 parked at Fox Field, Lancaster, California, USA.
New Zealand
United Kingdom
United States

Specifications (Argosy C Mk 1)

File:Argosy (9665128516).jpg
Front perspective of the Argosy, highlighting the open forward cargo door
File:Armstrong Whitworth AW.650 Argosy 2015.JPG
View inside the cargo compartment
File:Argosy (9661878777).jpg
Rear perspective of the Argosy, showcasing the twin-boom design

Template:Aircraft specs

See also

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Citations

  1. ↑ 1.0 1.1 Tapper 1988, p. 309.
  2. ↑ 2.0 2.1 2.2 Tapper 1988, p. 310.
  3. ↑ 3.0 3.1 Cite error: Invalid <ref> tag; no text was provided for refs named flight 141
  4. ↑ 4.0 4.1 4.2 4.3 4.4 Cite error: Invalid <ref> tag; no text was provided for refs named flight 1959
  5. ↑ 5.0 5.1 Tapper 1988, p. 316.
  6. ↑ 6.0 6.1 Cite error: Invalid <ref> tag; no text was provided for refs named flight 142
  7. ↑ 7.0 7.1 Cite error: Invalid <ref> tag; no text was provided for refs named Janes 65 p151
  8. ↑ Tapper 1988, p. 337.
  9. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Crisp 2 p57
  10. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named AW660 p181
  11. ↑ Tapper 1988, p. 330.
  12. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Janes 65 p152
  13. ↑ Tapper 1988, p. 322.
  14. ↑ 14.0 14.1 Tapper 1988, pp. 322–3.
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Crisp 1 p42-3
  16. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named flight 143
  17. ↑ 17.0 17.1 Cite error: Invalid <ref> tag; no text was provided for refs named flight 144
  18. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Crisp p42
  19. ↑ "Door to Door freighting with the Argosy." Flight International, 23 December 1960.
  20. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  21. ↑ Air-Britain Aeromilitaria, December 2016, p. 187–188.
  22. ↑ 22.0 22.1 Simpson 2014.
  23. ↑ 23.0 23.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Bibliography

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External links

File:Commons-logo.svg
Wikimedia Commons has media related to Armstrong Whitworth Argosy (A.W.650 & A.W.660).Template:Preview warning
  • Operators’ technical drawings [1], [2]
  • Dedicated Argosy information site
  • Photograph of Riddle Airlines Argosy bearing Logair markings: Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Image of Zantop Air Transport Argosy displaying Logair branding: Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Picture of Universal Airlines Argosy aircraft: Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Photograph showing Duncan Aviation’s fleet following its final operational season in 1991: Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

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