Vickers Vanguard
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Designer: Paul Springthorpe, 100757.2154@compuserve.com

Flight Dynamics: Steve Marsh, stevemarsh1@compuserve.com

Paint: Mark Bursa, markbursa@compuserve.com

Assistance and encouragement: Bill Alderson, Richard Potts

The first in a series of classic British propliners

Initial release: six colour schemes

* V951 G-APEA, BEA (red square)
* V952 CF-TKM Air Canada
* V952 G-AXOY Invicta International
* V953 G-APEG BEA (union jack)
* V953C G-APEK British airways cargo
* V953C G-APEP Air Bridge

Plus a special developer's kit including .AFX and a set of plain .PCXs so you can add your own modifications and colour schemes.

Installation: For FS5.1 copy the .AIR file to your PILOTS sub-directory  and copy the .?AF files to your TEXTURE sub-directory (requires Flight shop)

For FS95 and FS98 put the ARGOSY.AIR and ARGOSY.?AF files into the directory to which the Microsoft Aircraft Converter Path is set. Then run the converter. This should place the required files in the appropriate directories after conversion. (Does not require Flight shop)

Flight shop installation for developer's kit version:

Make a sub-directory of your Flight shop directory, for example C:\AF5\VANGUARD, then copy 
VANGUARD.AFX, *.PCX and *.R8 to this sub-directory Change to this directory from Flight shop and Unpack VANGUARD.AFX 


Vanguard Data
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Length: 122 ft 10.5in
Wing Span : 118ft 7in
Engines: 4 x 5,545ehp Rolls Royce Tyne 512 turboprops (series 952) 
4 x 4,985ehp Rolls Royce Tyne 506 turboprops (series 951 and 953)
Gross weight: 135,000lb (series 951)
146,500lb (series 952 and 953)
Max Payload: 37,000lb (series 952 and 953)
Max cruising speed: 425mph at 20,000 ft
Typical range: 1,830 miles at 420mph, max payload.

Vanguard information
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On October 16, 1996, Vickers Merchantman G-APEP made its final flight. It flew from East Midlands Airport to richly deserved retirement and preservation at Brooklands aerodrome near Weybridge, where 38 years earlier the prototype Vanguard made its maiden flight. 'PEP's retirement brought the career of the Vanguard/Merchantman to a close. 

Conceived as a bigger and faster successor to the Viscount, the Vanguard fell victim to the advent of the advent of the jet age. The Vanguard failed to repeat the Viscount's success. Only 44 were built for just two customers - BEA and Trans-Canada Airlines (later Air Canada). These two fleets served throughout the '60s and into the '70s, when the Air Canada aircraft were sold to a number of operators, most notably UK charter airline Invicta International and French operator Europe Air Services.

BEA meanwhile converted nine of its Vanguards to Merchantman freighter configuration, with the windows blanked off and a large cargo door fitted. These stayed in service with BEA and British Airways throughout the 1970s. In the 1980s, seven of the Merchantmen were operated on freight charters by Air Bridge, later Hunting Cargo, the last operator of the type.

Flying the Vanguard
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This article by BEA Captain H C Bailey originally appeared in Shell Aviation News, January 1961.

There is only one word to describe the Vanguard - majestic. Such was my introduction to Vickers' second-generation turboprop aircraft, and now having flown it I am in full agreement with this description. 

This aircraft doesn't go places, it proceeds. Even at rest there is a certain stateliness about it with its large double-bubble fuselage 122 feet in length, and a wing span of 118 feet. The aircraft stands on an undercarriage of Vickers design, all three legs of which retract forward, the geometry being such as to allow for free-fall lowering in the event of hydraulic failure. In this event the undercarriage-up locks may be released mechanically, the gear will fall under the influence of gravity and lock down under pressure from the airstream. 

In addition, an emergency raise system is provided to cater for failure of the electrical actuator after takeoff Twin wheels are fitted to each undercarriage leg and the main wheels are fitted with two brake systems, one ' normal and one emergency. The normal systems operates via Maxarat anti-skid units while the emergency system provides direct braking. Both systems may be operated by the action of toe pedals fitted to the rudder bars to provide differential braking. These two systems may also be operated by a hand lever available to each pilot on the flight deck, but in this case equal braking is applied. The captain's hand lever incorporates a parking device. 

Four Rolls-Royce Tyne twin-spool engines power the Vanguard, each developing nearly 5,000ehp for takeoff, and are fitted with twin-shot fire extinguishers. Each engine is carried on tubular mountings fixed at four points to the firewall, in a similar manner to the Dart mountings on the Viscount. The engines are mounted high and the jet pipes are carried over the wing, thus giving very good propeller ground clearance. One hydraulic pump is fitted to each engine to provide pressure to the main system. This is provided with accumulators and an automatic cut-off valve, and with wheels and flaps up, the system is automatically off-loaded in flight, reducing the load on the pumps.

A 50KVA 200V alternator is fitted to each engine and provides AC power for prop and intake anti-icing, and through TRUs (Transformer Rectifier Units), DC power for the main electrical system. An additional alternator of the same rating is fitted to each outboard engine, either one of which provides AC power for tail unit anti-icing and windscreen heating. Only one of these alternators is in use at any one time and switching is provided so that either may be selected. 

For flights in icing conditions the aircraft is well protected. In addition to the electrical anti-icing, thermal de-icing of the mainplanes is provided from two heat exchangers mounted on the outboard engines and the temperature is automatically controlled, after manual selection. Integral airsteps are fitted to both front and rear passenger entrance doors on the port side, operated by hydraulic power provided by an auxiliary hydraulic pump driven electrically off the aircraft's battery with a steward's control at both door positions. 

The front airsteps can also be raised or lowered by a switch in the nose-wheel bay. All entrance doors are similar to those fitted to the Viscount 800 series, the two at the main entrances automatically closing with the raising of the airsteps. Propeller brakes are fitted to each engine and an electrical interconnection ensures that the port engines cannot be started with the rear airsteps down, neither can the airsteps be lowered until the engines have stopped and the propeller brakes applied. 

Of the fuselage length, 90ft (27.4m) is available for passenger seating with a maximum width of 10ft 9in (3.05m) allowing for six-abreast seating. Various configurations of seating may be employed and up to 130 passengers may be carried in the high-density version. The toilets are positioned in the line of the propellers. This utilises a space that is always a bit of a problem with propeller-driven aircraft and together with a further bulkhead, breaks up the fuselage into three cabins, this minimising the tube train effect that can so easily spoil the interior of an aircraft. An interesting comparison of size is that the main centre cabin has just about the same capacity as the full Viscount cabin. 

In flight, all three cabins are very comfortable with a very low noise level. The windows are of the large Viscount type, providing a good view for passengers and each seat row has its own control panel embodying steward's call, reading lights, etc. 

Entry to the flight deck is through a door leading from the front vestibule and the first impression is one of space, with its large level floor, and enough headroom to enable one to walk about without bending. The two pilots' seats are situated either of a large pedestal, and entry is from the outboard side. 

No gymnastics are called for to get into a very comfortable seat; one just sits down. Each seat may be adjusted for height and rake, and fore and aft adjustment is provided by movement of a simple lever at the side of the seat, if this is not enough, the control wheel itself can be raised or lowered. In addition, fore and aft adjustment is provided on the rudder pedals.

Everything is within comfortable reach (including a retractable coffee table at the pilot's side - a nice touch). A special storage in the roof takes one's hat, and happy thought, there is room for a briefcase to be put down by the side of the seat where it will not be trodden on. A seat of similar design is provided for a third crew member behind the pedestal and a collapsible flap on the back of the co-pilot's seat provides him with a writing (coffee?) table. A fourth seat behind the captain serves as a rest seat and is also provided with a retractable table. A small jump seat is positioned behind the co-pilot's seat for the occasional visitor, and with all these seats occupied there is still ample room to move around. 

Starting up is a little more complicated than the Viscount but one soon gets the hang of it. Special start levers in front of the throttle levers prevent movement of the throttles during the starting cycle. Operation of a switch on the forward roof panel initiates a starting cycle and once the engine has lighted, the low pressure rpm quickly stabilises at about 3,500. At this stage with a reduction gear ratio of nearly 16: l the propeller is only doing just over 200rpm and it does look rather odd. However, once the start lever is moved to normal a slow-moving actuator in the fuel control unit progressively increases the fuel flow and the rpm builds up to stabilise at 11,000 and the throttles can be moved freely.

 Taxiing the Vanguard is straightforward enough, although nosewheel steering is heavy at low speeds, and one soon gets used to the 'Beta' control incorporated in the large DH propellers. This device ensures that when on the ground, movement of the throttle levers changes the pitch of the propeller while the rpm remain constant. The result of this is to give immediate reaction to throttle movement, both opening up and closing down and the aircraft can be taxied almost without use of brakes. As reverse pitch is also incorporated it is possible to taxi backwards. This looks most impressive but it is as well to remember not to go too fast for if the brakes are slammed on sharply the nose may come off the ground and return with a thump. 

Using the toe brakes during taxiing I found them very effective although at a maximum take-off weight of 135,0001b (61,235kg) the aircraft quite naturally took a bit of stopping when it was going fast. The hand lever provides little feel and harsh use of it while taxiing can induce a pitching motion which, with this long fuselage, makes an unpleasant ride for those at the rear. 

Equally on cornering, the back end goes through a much larger arc than the front and although a comer may be taken fast with no discomfort to those in front, the poor passenger in the 139th seat will be going sideways at a very fast rate. The nosewheel is fully castoring through 360 degrees for towing purposes and if the aircraft should be parked with the nosewheel more than 70 degrees either side of central, steering control can easily be regained by taxiing forward and allowing the nosewheel to castor back into the steering range. 

he flying controls are manually operated, and are such that, in flight, movement of the control surfaces is effected aerodynamically by the action of spring tabs. But when checking them on the ground with no airflow over the surfaces the full weight of the control surfaces is felt by the pilot, and they do feel rather heavy, which is not surprising considering the size of the aircraft. However, one soon gets used to it and if the controls are moved firmly and smoothly, no great effort is required. Rather in the same way that a door fitted with a hydraulic damper maybe closed easily enough, but cannot be slammed. I think this is typical of the Vanguard at all stages of flight, it can be moved around easily enough but it will not be hurried. 

Situated on the pedestal, twin banks of throttles flank the high-pressure-cock levers, giving each pilot a set of throttles (interconnected of course), close to hand with no need to stretch. When the throttles are opened up for takeoff a restrictor plate falls down behind the throttles to prevent their return to the 'Beta' range. In addition, stops under the throttle box serve the same purpose so that once the throttles have been moved forward of the 'flight idle' stop, it is necessary, in order to return to the 'Beta' range, to lift the flap, and also to operate one of the finger latches on the throttles to release the stops under the throttle box. The purpose of this is to prevent inadvertent operation of the throttles back into the 'beta' range of reverse while in the air.

The takeoff is quite straightforward with the rudder becoming effective around 80-90kt (144-162kmh), and with take-off flap selected, V2 varies between 115-128kt (207-230kmh) depending on weight. With an engine failure on take-off the aircraft is easy to control although with Number 4 out, there is a slight wing drop which takes a little more effort. Power trimming is available on the rudder so that large amounts of trim may be put on quickly, plus a manual control for fine adjustment.

The initial climb is good, with a slight nose-down tendency as the flaps come in, but once the flaps are in, a rate of climb of about 3,000ft/min (900m/min) can be achieved in the lower layers. The rate of climb to 25,000ft (7,600m) averages out at about 1,000ft/min (300m/min). In flight the aeroplane provides a very comfortable ride, the controls are positive and not heavy for the size of aeroplane. The aileron is very effective giving a fast rate of roll, while the enormous rudder gives excellent control both in the air, and on the ground down to about 80kt (145kmh). 

The elevator is very nice, and effective at all speeds. The power-off stall is quite straightforward with a good deal of warning buffet beforehand, as in the stall in the approach configuration. Even so, a stick shaker is fitted as an extra precaution. To achieve a stall with full power on, one has to pull the nose up to a quite ridiculous angle, although I believe it has been done with a speed down to 74kt IAS (133kmh). 

On reaching cruising altitude the aircraft takes a little time to build up speed and then settles down very comfortably at about250kt IAS (450kmh) with very little noise either from the wind or from the four Tyne engines, and with the synchrophaser switched in, the engine note becomes a faint murmur. The Smiths autopilot works as well as ever and with the height lock engaged one can sit back and enjoy the view.

In keeping with the rest of the aeroplane, the flight deck windows are huge, comprising some 36sq ft (3.34sq m) of glass and providing a magnificent panoramic view, with side vision almost vertically downwards, and rearward to take in the leading edge of the wing up to the outboard engines. Forward vision is such that the horizon can be seen in the steepest climb. Two sun visors are fitted which can be put just where they are needed and will, I am sure, be much appreciated. All the windows are electrically heated, so that it is possible to see out of them all the time. Windscreen wipers are fitted to the first three forward windows and are provided with two-speed selection. 

The radio gear is positioned on the pedestal behind the throttles and is a very fine layout Each of the three crew members can quite easily reach all the radio sets, comprising two VHF transmitter-receivers, two VHF NAV receivers, two marker receivers, two crystal-tuned ADFs, Decca, and HF transmitter-receiver, any of these facilities may be channelled through the flight deck speakers from any one of the three station boxes. VOR-ADF switching is available to the RMIs and with a little 'switchery' it is possible to get four simultaneous bearings. In addition, a storm warning radar display is fitted at the base of the captain's instrument panel and may be used for cloud identification or mapping. 

All the electrical services are grouped on the roof panel which extends from above the centre windscreen right aft to the entrance door, and drop-out oxygen masks are positioned above the crew members' heads. These can be fitted in a matter of seconds--a comforting thought at 30,000ft (9,000m). Each oxygen mask is fitted with a microphone which is automatically switched in circuit as the mask drops out of its storage. Two large compressors mounted on the inboard engines supply air to the pressurisation system and the aircraft can be pressurised to a differential of 6psi (0.45kg/cm2) giving a cabin height of 8,000ft (2,400m) at an aircraft altitude of 30,000ft (9,000m) with a complete change of cabin air approximately every three minutes. 

For warm weather operation a refrigeration unit can be brought into use and this unit can also be used on the ground. Air conditioning for the cabin is automatic with a master control at the steward's position, while the flight deck is provided with its own independent system. Provision for emergencies is made in the form of a dump valve and a swamp valve available to the co-pilot. The dump valve is operated by turning a graduated wheel, thereby releasing cabin pressure to atmosphere, and operation of the swamp valve closes the discharge valves to conserve cabin pressure in the unlikely event of both blowers failing, one of which is sufficient to maintain maximum pressure. 

The descent offers no problems, no fuel trimming is required and with the throttles closed to flight idle, descending at Vno (maximum permitted normal-operating speed), the rate of descent is around 3,000ft/min (900m). A fascinating aspect of the descent in this configuration is that one appears to be motionless in space. The aircraft is very quiet and probably due to the large windows there appears to be no movement. The illusion is quickly dispelled, however, when one glances at the instruments to see the ASI needle hovering around 290kt (537kmh) and the altimeter rapidly unwinding. 

A very well designed coaming sits above the deeply recessed instrument panels effectively preventing any light from the instruments reflecting on the windscreen, and with a little careful adjustment of seat position, one can sit comfortably, obtain maximum downward vision, and see all the instruments without moving the head. This is a great advance and a very nice layout indeed. It will be greatly appreciated on the last part of an approach in dirty weather. Identical instrument panels are provided for captain and co-pilot, built around the Smiths Flight System, that much maligned, but most efficient aid to really accurate instrument flying. The centre panel holds all the engine instruments, neatly grouped so they can be seen by any one of the three crew members with a minimum of neck stretching. 

Flying around the holding patterns at about 180kt IAS (330kmh) and in the approach configuration the aeroplane handles well. There is a marked nose-up tendency as the first selection of flap is made, but subsequent selections have little effect on the trim. The flaps are constant chord, Fowler type and very large, emergency locks will automatically lock the flaps should they come out asymmetrically. The auxiliary hydraulic pump is for emergency operation should the main supply fail.

In the approach configuration the aircraft is quite stable and will sit where it is put. It is remarkably easy to fly on instruments and once it has been set in the groove on approach it will stay there with very little effort required, and although threshold speeds are fairly high at 118 to 126kt (218-233kmh), everything appears to happen quite slowly, probably due to once again the big windows. The throttle response is excellent and an overshoot can easily be made although there is a slight sink as takeoff flap comes in.

The touchdown is similar to the Viscount and offers no problems providing the aircraft is in the correct attitude over the hedge, but at maximum landing weight the wing loading is high and a bad approach can result in a hard arrival on a rather unsympathetic undercarriage. After touchdown, the flap behind the throttles is lifted, the finger latches operated and the throttles brought back into the 'Beta' range, when the propellers provide disc braking. Further movement of the throttles aft will select reverse thrust to shorten the landing run. This is most effective and can make a considerable difference to the landing run. 

In my opinion this is a fine aircraft. It is large, economical to operate, and with a cruising speed of 425mph (680kmh) can compete with the short-haul jets. It is not a light aeroplane in any sense of the word, but the experienced airline pilot using main line airfields with good approach aids will find it a joy to fly.

Terms and Conditions:
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All possible care was taken in the production of this Aircraft and it should not cause any  problems.  However it may only be used at your own risk. No liability for problems caused by this product will be accepted.

This product is FREEWARE, you may modify it and/or distribute it as you wish. However you may not
make any charge whatsoever for it or any derivative of it. If you have been charged for this product please ask for your money back!

The aircraft may be uploaded to any web site provided that no charge is made for it, and provided the  authors are credited.

If you modify this product please add your details to this file.

Product Support:
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If you have any queries regarding this product please write to: Paul Springthorpe at 100757.2154@compuserve.com

We would appreciate any comments or suggestions regarding the Vanguard design so we can improve
it or produce better quality models in the future. If you have modified the model and feel you have significantly improved it please send Paul a copy of your modified AFX.

We hope you enjoy the challenge of flying this fine old British classic - The original aircraft 
was retired long ago but hopefully is not forgotten!

Coming soon - Armstrong-Whitworth Argosy, Handley-Page Herald, Vickers Viscount. 

Paul Springthorpe, Mark Bursa, Steve Marsh

February 1998
