FLYING SCIMITAR

In November 1952, Britain conducted its first test of a nuclear bomb. Before adopting VICTOR VOLCANO aircraft and its carrier was a bomber VALIANT that in October 1955 there was a “baptism”, dropping the serial bomb on the Australian range Woomera.

 

The first prototype of the VICTOR bomber (registration number WB771) crashed in July of 1954 due to flutter of the tail. The second prototype aircraft (registration number WB775) with power tail first flew on 11 September 1954. The fuselage of the bomber was painted black, and the wings and empennage remained silver. Along the fuselage passed the red bar.

 

Acceptance tests of the bomber began seven months later in March 1955. It was found that some characteristics (particularly, range) were lower than estimated; it was noted and lack of directional stability of the car. All identified deficiencies have been corrected in the first production VICTOR B. 1 plane. Its fuselage is lengthened to 1020 mm, which allowed to increase fuel capacity and improve directional stability, and reduced to 500 mm the height of the keel. And to solve problems related to flow of the wing and forward fuselage, installed a lot of turbulence.

 

The first flight of the production aircraft the VICTOR B. 1 was held on 1 February 1956, and by December, the firm Handley Page built ten production aircraft. The exhibition at Farnborough in 1956 was held the first public showing of one of these aircraft; it lacked the characteristic of all the bombers VICTOR dorsal crest in front of the keel.

 

Aircraft deliveries to military units for training crews began in November 1957. The formation of the first combat squadron in Cottesmore ended in the spring of 1958. The bombers began to develop ordinary air force pilots and their combat capabilities were demonstrated to the English inhabitants. During one flight the fourth production aircraft (registration number ХА921) made of salvo bombing: thirty-five high-explosive 454-kg bombs. However, the bomb Bay was designed for 48 of these bombs, but with this load VICTOR’ve ever flown.

 

In June 1957, the first production copy of the VICTOR bomber (ХА917) overcame in a dive the sound barrier. But soon — in August 1958 — in the connections of fuselage keel revealed corrosion, which appears usually before the fracture of materials resulting in large internal stresses — this was the reason of a ban of flights on eight planes VICTOR to replacing their tail.

 

To expand the combat capabilities of its strategic aviation Royal air force had planned to adopt aircraft ballistic missile, developed by the UK together with the United States. This missile received the code name SKYBOLT, or in American notation, the WS-138A. Carriers of the missile it was supposed bombers VICTOR and VOLCANO.

 

An order to develop media VICTOR B. 2, Vickers received in 1956. After analysis of various options for new modifications the designers chose the easiest to put on bomber turbofan turbojet Conway RCo.11 with a static thrust of 7800 kg, which was 2800 kg more than the SAPPHIRE engine modifications V. 1, and, accordingly, to increase the area of the air intakes. Everything on the machine was increased by 3000 mm wingspan — this boosted the maximum height. The rest of the design of the aircraft remained unchanged.

 

The first flight of VICTOR B. 2 was made on 20 January 1959. After eight months of tests, the plane crashed, but accumulated during a flight materials was sufficient for modifications of production aircraft.

 

The release of new modifications began in November 1961. By this time the bombers V.1 were modernized and received the system of refueling in the air with the fuel consumer boom in the forward fuselage and external fuel tanks with a capacity of 6800 litres each.

 

The exhibition at Farnborough 1958 pilots to pilot the VICTOR, showed its new heavy bombers the way of bombing the floor loops. This move would allow the aircraft to secretly approach a target and avoid hitting a nuclear explosion of its own bombs. VICTOR flew over the runway at an altitude of about 300 m and performed a half-loop in such a way to get above the audience in the inverted position. After that, the pilots carried out the coup and withdrew from the airfield in a shallow dive.

 

After the modernization of avionics equipment and equipment of electronic warfare systems for aircraft was designated VICTOR B. 1 A. development of the SKYBOLT missile was delayed, despite the fact that the US repeatedly increased funding for the program, committing to it in 1960 for $ 70 million. The emergence of the first production missile was expected only to 1965. In the interim, the British had considered adopting rocket English firm of A. V. Roe called BLUE STEEL (blue steel).

 

The rocket had the aerodynamic scheme “duck” and liquid rocket engine working on kerosene and hydrogen peroxide. Inertial guidance system BLUE STEEL did not have high precision due care gyroscope, and a 15-minute flight, the missile could deviate from the specified location to 500-600 m for nuclear warhead was considered quite acceptable. Range BLUE STEEL was 320-350 km, the maximum speed reached 2000 km/h.

 

For the carriage of BLUE STEEL had to seriously revise the VICTOR bomb Bay of the carrier and the electrical system (there are additional generators with Pelton intakes in the upper fuselage). In limbo, the rocket played for the fuselage of the aircraft, so compensation for aerodynamic wing-mounted nodules, protruding beyond the rear edge of the wing. To ensure the autonomy of the aircraft when it is operating in isolation from the base it was equipped with an auxiliary power unit driven by low-power turbojet engines.

 

 

 

 

In December 1962, the US President announced the closure programme for the development of the SKYBOLT missile, and as “compensation” offered England a ballistic missile POLARIS. English bombers had lost its status as the only carrier of nuclear weapons. The VALIANT bombers were removed from service, and “Victor” is converted into tankers. With this goal in 1964 with the firm of Handley Page was contracted to rework the plane VICTOR V. 1 A. the first Six refueling aircraft with the designations 1 and VICTOR K. VICTOR K. 1A had only underwing refueling units of MK.20. In August 1965 the aircraft entered testing, during which over 18 months six aircraft VICTOR K. 1 poured 3 044 914 liters of fuel, with 10 of 646 real and training refueling contacts and participated in approximately 40 training flights over the ocean. One with a takeoff weight of 900 kg 83 could transmit in the air up to 24 000 litres of fuel. Pumps and filling units were capable of four minutes to upload to LIGHTNING interceptor tanks of 2270 litres of kerosene. This allowed the interceptor to fly nonstop to the middle East for only five hours.

 

Since 1964 on the “Victor” K. 1 and K. 1A, a third filling unit in the fuselage. But the weakness of the power plant the first modification of the plane was not allowed to have on Board more fuel for refueling, and since 1968, began the conversion of the tanker aircraft VICTOR B. 2. Until 1974 they had converted 24 of 34 such bombers. The other planes were reclassified in the strategic sea scouts VICTOR SR.2.

 

In the bomb Bay of this car was extra fuel. The main reconnaissance vehicle was a powerful airborne radar that allowed one plane for seven hours of flight to get a detailed radar map of the entire Mediterranean sea. And four scout VICTOR SR.2 can fully control all shipping in the North Atlantic.

 

During the Anglo-Argentine conflict, 15 of the VICTOR K. 2 tankers was provided the actions of the transport and bomber aircraft of the British. Based on ascension island, they made about 500 gas stations. By the way, the duration of one filling was 15 minutes, during which from “donor” to “recipient” shimmered with 11 tons of fuel. By VICTOR K. 2 tankers the duration of the flight refueled the aircraft reached 24 hours, and the range is 12 800 km. a VICTOR K. 2 Tankers was widely used during the Gulf war.

 

Currently, the aircraft decommissioned and replaced by gas modification of civil aircraft.

 

The description of the construction of the VICTOR bomber, the Fuselage consists of three parts — the cockpit, bomb Bay and tail section. The cabin is associated with the cylindrical portion of the fuselage, and the equipment is enclosed in a projecting cowl, the rear part of which is used to embed the nose landing gear.

 

The navigation for visual bombing is pointed forward fuselage in front of the radar. Big sweep Central part of the wing is allowed to position the wing box in front of the bomb Bay, which gave the opportunity to build a fuselage diameter of not more than 3000 mm.

 

Between the cockpit and the bomb Bay of the fuselage has a power compartment, to which are attached three of the spar and casing of the root of the wing. Planes V. 2 this compartment stands for the fuselage. The Central frame compartment, and upper and lower walls laminated, with corrugated filler. Front and rear frame compartment solid. To the rear are mounted massive forged reinforcing beams.

 

The rear part of the fuselage, bomb Bay and forms representing polutrusy, is attached to the power compartment. Panel to be fitted is formed by four longitudinal beams and panelling. Power set the back of the fuselage consists of C-shaped frames and stringers t-section connected to the casing by spot welding. In the field of acoustic impact from the engines used thicker plating, and modification B. 2 — double skin.

 

For the bomb Bay, the fuselage has a cylindrical shape with a cut from below the closed radio transparent covering, the tail portions are partition walls with the filler, which is attached to the keel. In the rear part of the fuselage are air brakes — they are allowed to open at any speed of flight, at the end of the tail section — fairing antennas EW.

 

A sealed cab has a very complex shape. From below it is bounded by floor, from the rear hemispherical wall and the front glazing for the Navigator-Bombardier. Floor frame consists of longitudinal beam profiles and transverse beams. Force elements connecting the floor with the bottom used as table Navigator. Under the floor is a large radiotransparent Radome made of fiberglass, and then a compartment for equipment with a boost from the oncoming flow entering through separate inlets. In order to improve the fatigue strength of the cabin is made of aluminum-copper alloy.

 

The upper location of the horizontal tail proved to be aerodynamically favorable: in all modes of flight, including loss of speed, the stabilizer was out of the bevel flow. Even with the loss of speed the buffeting is minor, and the management is fully effective. Interference of articulation of the stabilizer keel is reduced to a minimum. The fairing in this place mainly covers the protruding components. Since the efficiency of the keel with this arrangement of the stabilizer is increased, the height of the keel is less than under any other arrangement. On production aircraft tail height is reduced to 500 mm, compared to the prototypes. The fixed part of the stabilizer has minimum dimensions necessary for mounting hinges and placement drive the elevators. Through the use of powerful aerodynamic compensation reduced the required power and weight of the boosters. The use of boosters eliminates the danger of overbalance at low speeds.

 

In the aircraft design process was investigated the possibilities of using layered panels, in particular with a honeycomb core, but was rejected because at that time there was no reliable adhesives. Decided to use panels with a corrugated filler, fastened by spot welding. This measure has opened up a whole new design opportunity. A significant difference between panels with honeycomb and corrugated fillers is that the latter, having directed a placeholder that can take large compressive loads. This allows you to design with better weight output than panels with honeycomb core.

 

Main power components the root of the wing in front. Three of the spar beam with the cutout for the air channel together with the panels perceive virtually all the loads on the wing, and pass it to three-wall power section of the fuselage. For compartments, the engines, closer to the console, there are two reinforced ribs, one of which has a wall with a filler, and an intermediate aperture with a filler. These elements perceive the load of the chassis and transfer them to the spar and the skin.

 

 

English tanker aircraft HANDLEY PAGE VICTOR K. 2 of No. 55 squadron

 

The location of engine compartments for the main power elements significantly reduces the risk associated with fire or destruction of the turbine, and also simplifies the operation of the engine and facilitates their replacement on a more powerful.

 

The root part of the wing consists of three casings, the casing of which is working on the compression of the corrugated filler, which makes the spar easier. Managed socks deviate for one second by means of compressed air supplied from cylinders, and cannot be removed until the cylinders will not be re-charged. They are rejected simultaneously with the flaps or automatically when the lift coefficient of the su exceeds the specified value. The moment this is detected by a sensor associated with two holes on the wing and the receiver is full of air pressure. At high speeds the sensor number M, the system deviation socks wing off.

 

The design of the sock has a wing anti-icing system. Hot air is passed not through the corrugation, as this would require very large flow of air, and the special grooves. The leading edge of significant thickness and it progressirovanii grooves directed along the chord. On a thick sheet is fixed on top of a thin sheet of paneling. These Luts plating reinforced corrugated, which managed the sock is attached to the longerons and stringers.

 

Airplanes V. 1 flaps and ailerons — conventional design. Airplanes B. 2 trim Aileron backed by corrugated.

 

The keel has a three-wall caisson, the design of which is similar to the design of the wing. There is also applied the covering with corrugated filler. The leading edge is provided with grooves for the passage of hot air. The keel connects to the fuselage is almost the same as the wing.

 

The horizontal stabilizer consists of two spars, three ribs, several stringers and the hull with a directed along the span corrugated filler. The toe of the stabilizer has channels for hot air. Covering its backed corrugated. The rudder has three hinges and two longitudinal members. The covering is reinforced corrugated directed along the chord. The axis of the hinges of the Elevator passes through the 1/3 of the chords. In the plane of the joints is the main spar; the front and rear spars are of lightweight design. End portion of the rudder for balance weights have four ribs and the usual trim.

 

Landing gear differs by high reliability and relatively low weight, constituting only three percent of the takeoff weight of the aircraft. Bow front with two wheels can freely navigate in the range of 175 degrees and is rotated by the hydraulic actuator within 90 degrees.

 

Turbojet engine firm Rolls-Royce “Conway” mounted on a light arched wall behind the spar. When mounting them raise bomb hoist, which is mounted on the wing. Panel wing under the engines can be removed without special tools. The intakes are siding with a corrugated filler. They are connected to the intake of each engine cylinder channel (the trim with filler). In the Central part of the right wing on the plane V. 2 installed auxiliary power unit.

 

Control a fully powered, fully redundant. Control scheme is such that half of the Elevator or one Aileron working in case of failure of the other half of the rudder or Aileron. Duplicate everything except ball jacks, hydraulic motors and control rods. The drive surfaces is compact electrohydromechanical units through rocking. The efforts of the pilot acting on the control levers, are transmitted to a mechanical system. Control knob connected with the machine, outstanding effort, proportional to velocity head and compression of the spring.

 

Airplanes V. 1 was installed yaw damper. Due to the increase in altitude on the plane V. 2 is mounted yaw damper and transverse vibrations. In both cases, a machine trim programming, eliminating the tendency to dive. The hydraulic system of the aircraft serving eight consumers: gear, flaps, controllable socks, air brakes, flaps bomb Bay, wheel brakes, nose landing gear and the plane V. 2 — the emergency air intakes chickenpox. Vulnerable parts of each chain are duplicated.

 

Cold air for air conditioning system in the cabin and for pressurization of the equipment compartment under the cabin floor, enters through intakes in front of the cockpit. Hot high pressure air for air conditioning systems and de-icing is taken from the compressors of all four engines. Cold air enters the equipment compartment through the fan. Outboard air flowing under the action of dynamic pressure, passes through the heat exchanger in an air conditioning system.

 

In the systems de-icing of wing, tail, sock fin, bomb Bay and Pitot installed in the forward fuselage, also used air. The exhaust air is vented to atmosphere through holes in the upper wing skin and at the ends of the feathers. Although the intakes are partially heated by hot air flowing through the corrugations of the filler, protivoallergennye the leading edges of the flow divider is provided by cyclic elektroobogrevatelem. The same way it is protected from icing over-ending wing aircraft V. 2.

 

The fuel is placed in wing and fuselage. Provides suspension under-wing fuel tanks. The fuel system is equipped with a machine providing the sequence generation fuel from the tanks that allows you to maintain alignment within the prescribed limits. Fitting fuel pressure is at the root of the left wing.

 

On the plane Q. 2 there are four generator AC voltage of 200 V and 400 Hz-driven engines. DC 28 V is obtained using a transformer-rectifiers. Three-phase voltage of 115V and frequency of 400 Hz for radio equipment and widely applied in the plane of the magnetic amplifiers from conventional transformers. To obtain a voltage of 115 V and frequency of 1600 Hz for radio and radar equipment used Converter.

 

The emergency source of power is generator three phase AC voltage of 200 V and 400 Hz driven by an auxiliary gas turbine engine. Spare power source for the control system used to start the auxiliary power unit, are two retractable windmill in the rear of the fuselage with generators three phase voltage of 200 V and a frequency of 360 Hz, each of which independently feeds the half of the duplicated control. The spare DC source are two batteries.

 

Flight characteristics of the bomber VICTOR B. 2

 

 

N. Food reserve was, A. CHECHIN