Jump to content

Vickers Vanguard

From Alfawiki
Vickers-Armstrongs
IndustryAerospace, Defense
Headquarters
United Kingdom
ProductsVickers Vanguard turboprop airliner


For the 1920s biplane airliner, see Vickers Type 170 Vanguard.

The Vickers Vanguard represents a British short to medium-haul turboprop airliner, engineered and manufactured by Vickers-Armstrongs.

Conceived in the mid to late 1950s, the Vanguard emerged as a response to a specification from British European Airways (BEA) calling for a 100-seat aircraft. Vickers opted to develop this model as a successor to the Viscount series, primarily distinguished by its enlarged fuselage offering significantly greater internal capacity. A notable advancement was the integration of the Tyne engine, delivering approximately double the power of the Viscount’s Rolls-Royce Dart engine, thereby enabling increased cruising speeds and operational altitude. The design process was heavily influenced by the operational requirements of BEA and Trans-Canada Air Lines (TCA).

The Vanguard entered commercial service on 17 December 1960, coinciding with the introduction of a new generation of jet airliners that rapidly eclipsed its market appeal due to superior performance. Production totaled only 44 units, ordered exclusively by BEA and TCA. After roughly a decade in service, TCA converted one Vanguard into a cargo variant called the Cargoliner, which proved successful. Subsequently, most Vanguards were modified for freight operations during the early 1970s, with those from BEA rebranded as the Merchantman. The aircraft continued in freight service for many years, with the last example withdrawn in 1996.

Background

The Vanguard’s inception dates back to preliminary discussions between Vickers and British European Airways (BEA) around 1953, coinciding with the commercial launch of the successful Vickers Viscount airliner.[1] Early on, both parties anticipated introducing a Viscount successor by approximately 1959. This new model was expected to deliver operational efficiencies roughly 10 per cent betterTemplate:Fix/category[clarification needed] than those of the Viscount, alongside markedly improved speed across all flight phases.[1] BEA’s internal evaluations considered both turboprop and pure jet propulsion options and concluded that a larger aircraft capable of carrying greater payloads would be preferable.[1]

On 19 April 1953, BEA’s chief executive, Peter Masefield, communicated specific requirements to Vickers via letter. These included a cruising velocity of 370 knots (430 mph; 690 km/h), an operational range of 1,000 miles (1,600 km) plus an additional 305 miles (490 km) reserve fuel capacity, seating for up to 100 passengers, and a preference for a high-wing design.[1] Around the same period, Trans-Canada Air Lines (TCA) approached Vickers with their own specifications seeking an aircraft similar to the Viscount but capable of serving transcontinental routes with up to 60 passengers. Recognising an opportunity to satisfy both airlines' demands through one platform, Vickers initiated design efforts accordingly.[1]

Vickers’ first concept, designated Type 870 or alternatively Viscount Major, failed to meet BEA’s expectations and was swiftly set aside.[1] On 14 May 1951, discussions were held between Vickers and Rolls-Royce concerning potential powerplants; this resulted in selecting the then-in-development Rolls-Royce Tyne engine for their updated proposal. Although turbojet engines were considered, a November 1953 study demonstrated that turboprops outperformed jets on shorter routes.[2] Around this time, Vickers abandoned plans for a swept wing, as it offered minimal advantages at the intended cruise speed of approximately 350-knot (400 mph; 640 km/h), while also compromising approach performance.[3]

Redesign

Although BEA initially favored a wing mounted high on the fuselage, the company ultimately decided on a low-wing design after adopting a double-bubble fuselage structure. This fuselage style was essential due to the significant volume of cargo BEA needed to transport. Vickers considered it unfeasible to carry freight at the same level as passengers because it would require an excessively long fuselage; however, situating the cargo hold beneath the main cabin proved to be a practical solution. Additionally, TCA preferred a low-wing configuration, which facilitated easier refueling, de-icing, and maintenance, while also statistically enhancing survivability during a water landing.

By 13 April 1955, design concepts had been narrowed down to five finalists, which were evaluated collaboratively by BEA and Vickers. Among these proposals, it was determined that the combination of a low-mounted wing with a double-bubble fuselage offered the best overall balance of capacity and flexibility. This concept, designated Type 870 Scheme 16a, was capable of seating 88 passengers, cruising at approximately 360 knots (420 mph; 680 km/h) at an altitude of 25,000 ft (7,600 m), and carrying a payload of 20,000 lb (9,100 kg). Although BEA’s primary focus was on relatively short routes under 1000 miles, the fuel tank capacity was incrementally increased through several design iterations to extend the range to about 2,600 miles (4,200 km), making it suitable for TCA’s requirements as well.

The design evolved into the Type 900, which featured an increased payload capacity of 21,000 lb (9,500 kg) and could accommodate up to 93 passengers. After some minor adjustments mainly aimed at increasing maximum takeoff weight to better appeal to international customers, the final version emerged as the Type 950. On 20 July 1960, BEA placed an initial order for 20 units of the Type 950, which later became known as the Vanguard. The airline publicly disclosed this order and its intention for the new aircraft to replace the Viscount in its fleet.

At that time, TCA showed strong interest but had not yet committed to purchasing the aircraft, partly because the base model did not fully meet its needs in areas such as air mail capacity. Vickers anticipated that a high-density seating layout accommodating up to 139 passengers would attract more operators, leading them to develop the Type 952 variant targeting this market segment. Following a thorough evaluation process, TCA announced in early January 1957 that it had placed an order for 20 Type 952 aircraft. With an additional order for three more planes subsequently placed, this deal became the largest single export contract by value in postwar Britain up to that point.

Commencement of Production

The programme's initiation followed immediately after BEA placed its first order for the aircraft.[4] As the airliner’s dimensions expanded considerably during the design phase, Rolls-Royce, the engine manufacturer, responded by enhancing the Tyne engine’s power output from an original rating of 2,750 hp (2,000 kW) to a minimum of 4,000 hp (3,000 kW). Concurrently, as Vickers established the Vanguard production facility at their Weybridge site, BEA identified an opportunity to implement a denser economy seating layout tailored to its predominantly short-haul routes without compromising aircraft performance.[5] Consequently, on 23 July 1957, Vickers unveiled the Type 953, a variant capable of carrying payloads up to 29,000 lb (13,000 kg), significantly reducing operational expenses for BEA’s preferred configuration. The airline promptly modified its order to include six Type 951s alongside fourteen Type 953s.[5]

The prototype Type 950, registered as G-AOYW, completed its maiden flight on 20 January 1959.[6][7] This initial flight was a short transfer to Wisley, located three miles away; initially scheduled for December, it was postponed due to minor engine adjustments required by Rolls-Royce. Subsequent comprehensive flight testing was conducted from Wisley.[8] Although development progressed relatively well, resolving problematic stalling characteristics demanded over 2,000 test flights. Near the conclusion of trials with BEA in early 1960, engine-related complications surfaced, leading to a brief hold while modifications were made to the compressor rotor.[9] Once these issues were addressed, the Vanguard commenced commercial operations with TCA on 1 February 1961 and subsequently with BEA a month later.[10]

Nonetheless, by the time the Vanguard entered service, passenger preferences had shifted towards jet airliners powered by bypass engines without propellers.[11] Travelers generally favored the increased speed offered by jets despite their higher operating costs and ticket prices. As a result, sales of the turboprop Vanguard were limited; however, those aircraft that did enter service demonstrated reliable performance across various roles and often enjoyed extended operational lifespans.[12]

Design

The Vickers Vanguard was engineered as a turboprop airliner intended for short- to medium-distance routes. A key distinction from its predecessor, the Viscount, lay in its fuselage design: while the lower fuselage resembled that of the Viscount, the upper section featured an enlarged diameter creating a distinctive double bubble cross-section reminiscent of the Boeing Stratocruiser. This larger upper fuselage provided increased cabin space and enhanced cargo volume beneath the main passenger floor.[13] The aircraft incorporated a low-mounted straight wing configuration despite initial considerations for shoulder-mounted or swept-wing designs.[14] Aviation historian C. F. Andrews described the overall design as conventional in nearly every aspect.[15]

The Vanguard’s heavier and more voluminous fuselage necessitated a more powerful propulsion system, leading to adoption of the newly developed Rolls-Royce Tyne engine. This engine delivered approximately 4,000 hp (3,000 kW), significantly surpassing the Viscount’s Rolls-Royce Dart powerplant rated near 1,700 hp (1,300 kW). The Tyne engine allowed operation at higher cruising speeds and service ceilings. Among turboprop airliners—including later models like the Saab 2000 and de Havilland Canada Dash 8—the Vanguard ranked among the fastest ever produced. A pilot report noted maintaining an altitude of 10,000 ft (3,000 m) with three engines idle and feathered propellers on two engines while operating one engine at maximum cruise power.[16]

The cockpit offered exceptional spaciousness relative to contemporaneous aircraft.[17] Flight controls were manually operated and aerodynamically balanced; nevertheless, Andrews highlighted significant advancements in onboard electrical systems compared to earlier airliners—such as engine starts without reliance on ground support equipment.[15] The Vanguard exhibited relatively benign stall behavior partly due to its horizontal stabiliser’s dihedral angle which kept it clear of engine exhaust flows and enhanced longitudinal stability.[18] Achieving acceptable stall characteristics required an extensive testing programme exceeding two thousand stall maneuvers to mitigate initially severe tendencies including inverted rolling.[19]

Operational history

File:Vickers 952 Vanguard CF-TKA BC TOR 26.03.71 edited-1.jpg
Vanguard 952 operated by Air Canada at Toronto Airport in March 1971, with a Douglas DC-9-32 visible in the background

The Vanguard commenced operations with BEA and TCA towards the end of 1960. BEA launched its inaugural Vanguard service on 17 December, flying from Heathrow to Paris. By 30 March 1962, the airline had received its complete inventory of six V951s and fourteen V953s, enabling the aircraft to assume responsibility for many of BEA’s high-traffic European and UK trunk routes. The fleet was initially assigned names reflecting renowned Royal Navy warships; the first unit (registered G-APEA) bore the name "Vanguard." However, by the time delivery was completed, BEA had adopted its new "red square" livery, which discontinued the practice of naming aircraft, resulting in none of the Vanguards displaying names. The original seating configuration accommodated 18 first-class seats situated at the rear and 108 tourist seats, but this was later modified to a uniform layout of 139 all-tourist seats. This arrangement provided the Vanguard with notably low operating expenses per seat-mile. On routes up to 300 miles (480 km), such as London to Paris, Brussels, and Amsterdam, the aircraft could match the block times of contemporary pure jets introduced in the early 1960s. The remaining BEA Vanguards were transferred to British Airways (BA) on 1 April 1974, with BA conducting its final passenger flight using the type on 16 June 1974.

TCA began operating Vanguard services on 1 February 1961, initiating two flights linking Toronto and Montreal with Vancouver through intermediate stops. Additionally, these aircraft served routes from Toronto and Montreal to New York and Nassau in the Bahamas. Early in the decade, concerns over Tyne engine dependability led TCA to maintain a Constellation on standby at Dorval Airport (Montreal) and Toronto to accommodate Vanguard passengers should an engine fail to start.

Cargo operations

File:Vickers 953C Merchantman, British Airways Cargo AN1927866.jpg
British Airways Cargo

In 1966, Air Canada converted one of its Vanguards by removing all passenger seats to create a dedicated cargo aircraft capable of transporting 42,000 lb (19,000 kg) of freight. Referred to as the "Cargoliner" by the airline, this unique conversion remained in service until it became the last Canadian Vanguard retired in December 1972.

BEA adapted nine Vanguards into the V953C "Merchantman" all-cargo variant starting in 1969. The initial two conversions were designed and executed by Aviation Traders Engineering Ltd (ATEL) at Southend Airport, while BEA completed the remaining modifications at Heathrow utilizing kits supplied by ATEL. These Merchantmen featured a large forward cargo door measuring 139 by 80 inches (350 by 200 cm). The Merchantman fleet continued operations under BA until late 1979 when five remaining aircraft were sold.

Several Merchantmen were acquired by Air Bridge Carriers and remained operational until 1992, after which the company rebranded as Hunting Cargo Airlines. Hunting Cargo conducted its final V953C flight on 30 September 1996 before donating one aircraft, registered G-APEP, to Brooklands Museum on 17 October 1996.

Accidents and incidents

  • On 27 October 1965, a British European Airways Vanguard with registration G-APEE, en route from Edinburgh Airport to London Heathrow Airport, crashed during a landing attempt in low visibility conditions. While trying to execute a go-around, the aircraft impacted runway 28R, resulting in the loss of all 36 individuals aboard, including 6 crew members and 30 passengers.
  • On 2 October 1971, British European Airways Flight 706, operated by Vanguard G-APEC, crashed near Aarsele, Belgium. The accident was caused by the failure of the rear pressure bulkhead, which led to the destruction of the tailplane. All 63 occupants—8 crew and 55 passengers—perished.
  • On 10 April 1973, Invicta International Airlines Flight 435, using Vanguard registration G-AXOP, crashed close to Basel-Mulhouse Airport in Switzerland. Of the 145 people on board, fatalities included 4 crew members and 104 passengers.
  • On 29 January 1988, Inter Cargo Service Flight 1004, flown by Vanguard F-GEJF, crashed during takeoff from Toulouse–Blagnac Airport after attempting lift-off with only three fully functional engines. The three crew members and one passenger on board survived without injuries.
  • On 6 February 1989, Inter Cargo Service Flight 3132, operated by Vanguard F-GEJE, crashed on departure from Marseille-Marignane Airport in France. The accident resulted in the deaths of all three crew members; no passengers were aboard at the time.

Variants

Type 950
Prototype model with one unit built; additionally, two fuselages were utilized as static test structures.
Type 951
Ordered by BEA with a total of twenty units requested and six delivered. Configured for mixed-class seating accommodating 127 passengers—18 in first class and 109 in economy.
Type 952
Delivered to TCA with enhancements including more powerful engines along with reinforced fuselage and wings to support increased maximum weights; twenty-three units produced.
Type 953
Supplied to BEA featuring the same engines as the Type 951 but incorporating the strengthened airframe of the Type 952. Primarily configured for all-economy seating of 135 passengers, though some retained the mixed-class arrangement of the Type 951 with 127 seats. Fourteen units were delivered as replacements for previously ordered Type 951s.
Type 953C Merchantman
A cargo conversion variant based on the Type 953 airframe, with nine aircraft modified for freight operations.

Operators

These carriers utilized the Vickers Vanguard:

♠ original operators

Canada
  • Air Canada took over 23 Series 952 aircraft from Trans Canada Air Lines in June 1964
  • Trans-Canada Air Lines ♠ operated 23 Series 952 before transitioning to Air Canada in June 1964
France
Gabon
Iceland
File:Merpati Nusantara Vickers 953 Vanguard Fitzgerald.jpg
A Merpati Nusantara Vickers Vanguard 953 in 1977
Indonesia
Lebanon
Singapore
Sweden
United Kingdom
File:Invicta International Vanguard G-AZRE.jpg
Invicta International Vanguard G-AZRE at Pisa Airport, 1974.

Aircraft on display

File:Vickers Vangard 953C Merchantman Superb.jpg
Vickers Vanguard 953C Merchantman Superb exhibited at Brooklands Museum, Weybridge.
  • Type 953C Merchantman Ajax (previously registered G-APEJ) displayed statically within the Stratosphere Chamber at the Brooklands Museum, Surrey, England (nose section only)
  • Type 953C Merchantman Superb (previously registered G-APEP) preserved at the Brooklands Museum, Surrey, England. This is the sole complete airframe remaining.
  • Type 953C Merchantman Swiftsure (previously registered G-APES) on static exhibit at East Midlands Aeropark (nose section only)

Specifications (Type 952)

File:Vickers Vanguard cockpit.jpg
Cockpit

Template:Aircraft specs

See also

Template:Aircontent

Citations

  1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 Andrews 1969, p. 451.
  2. ↑ Andrews 1969, pp. 451-452.
  3. ↑ Andrews 1969, p. 452.
  4. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named andrew 455
  5. ↑ 5.0 5.1 Andrews 1969, p. 456.
  6. ↑ Wright Air International April 1997, p. 242.
  7. ↑ Andrews 1969, pp. 456-457.
  8. ↑ "Vanguard Maiden Flight." Flight, 30 January 1959, p. 150.
  9. ↑ Andrews 1969, pp. 458-459.
  10. ↑ Andrews 1969, p. 459.
  11. ↑ Andrews 1969, pp. 459-460.
  12. ↑ Andrews 1969, p. 460.
  13. ↑ Swanborough 1962, p. 99.
  14. ↑ Andrews 1969, pp. 452-453.
  15. ↑ 15.0 15.1 Andrews 1969, pp. 457-458.
  16. ↑ Aviation Week, 14 September 1959, pp. 57, 59.
  17. ↑ Andrews 1969, p. 458.
  18. ↑ Andrews 1969, p. 457.
  19. ↑ Trubshaw, Brian, with Edmondson, Sally, Test Pilot, ISBN 0 7509 1838 1, p. 48

Bibliography

External links

File:Commons-logo.svg
Wikimedia Commons has media related to [[commons:Lua error in Module:WikidataIB at line 506: attempt to index field 'wikibase' (a nil value).|Lua error in Module:WikidataIB at line 506: attempt to index field 'wikibase' (a nil value).]].

Template:Vickers aircraft

Lua error in Module:Authority_control at line 159: attempt to index field 'wikibase' (a nil value).

Retrieved from "https://www.alfawiki.org/index.php?title=Vickers_Vanguard&oldid=77780"