AVRO 722 Atlantic Civil Passenger Aircraft
Proposed civil airliner development of the Avro Vulcan bomber with the model on show exhibited at the Farnborough Air Show in the mid 1950's. Lack of government investment and Avro's own involvement with the production of the Vulcan meant that the proposal was not proceeded with, This left the lucrative Atlantic routes to the American Boeing 707 design, which dominated long distance air travel throughout the late 1950's, 1960's and 1970s. The DH Comet IV was the 1st. Jet Airliner in service across the Atlantic and the Vickers VC10 was also used, but to a lot lesser extent than the Boeing 707.
Illustrations from the company brochure publicising the proposed Avro Atlantic airliner of the mid 1950's
Flight Plan
This flight plan shows a typical westbound Atlantic crossing from London Airport to Idlewild. New York a stage distance of 3,443 statute miles (5541 Km.) The fuel reserves have been calculated to comply with the full allowances recommended by the British Overseas Corporation and included diversion of 215 statute miles to Washington D.C.
This is equivalent to a still air range of 6,070 statute miles (9768 Km.) from starting engines at London Airport to engines 'cut' at Washington D.C. The operating altitude increases from 40,000 feet (12192-13716 m.) as the weight of the aircraft decreases - this procedure resulting in more economical operation.
Basic Version
All versions of the Avro Atlantic are standardised in regard to the following - the flight deck which has stations for captain, first officer and navigator/radio operator - the freight loading door on the starboard side the front fuselage - the entrance doors of for passengers - the underfloor baggage holds - the emergency exits marked E on this and the following two pages - the location of the galley, bar, lounge and toilet facilities - seat pitching (other than in "high density "version which has seats for 139 passengers) and window pitching.
The layout of the basic version is arranged so that 94 passengers may be accommodated in 3 compartments. The forward cabin has seats for 24, the centre cabin has seats for 15, and the rear cabin 55. All seats are pitched at 42", face rearwards and may be adjusted individually. Each row of seats, divided into groups of 3 and 2 with intervening gangway, flanked by windows. When the bar is omitted 109 seats may be installed. In the rear compartment individual bunks, hinged from the cabin walls above the seats, provide alternative accommodation for 11 of the passengers.
Tourist Version
In this version each row has 6 seats with a central gangway and the
totals in each compartment are 29, 18 and 66 respectively from front
to rear. This total of 113 is increased to 131 if the bar is omitted. The
provision for bunks remains unaltered but the fitment of them is
optional. The accompanying diagrams illustrate the provision made
for the carriage of freight above floor level in the Avro Atlantic. A
compartment, located immediately aft of the flight deck, having
capacity of 1,000 cubic feet (28,3 m3) is available and it may be used
required for the transportation of a complete turbo-jet engine. The
arrangement in the upper sketch on the left shows the use of half the
compartment only and the one below shows its complete utilisation
In this latter form a door may be secured across the gangway so
isolating the freight area from the passengers' accommodation
Floors throughout the aircraft are designed for distributed loads of 15
Ib. per square foot (366 Kg./m²).
Luxury Version
The basic layout is used for the luxury version except for the provision of four seats in each row with a central gangway. The greater width which is available for each seat permits the fitment of more luxurious individual chairs. Compartments from front to rear accommodate 20,12 and 44 passengers respectively, and a total of 76 is increased to 88 if the bar is omitted. Bunks are again provided for 11 of the passengers.