Shipbucket

Nice drawings.

Thanks for the comment Eswube.

CAV AC11-100



The CAV AC11-100 was the first Venezuelan supersonic transport (SST). After winning a competition for a government-funded contract to build a Venezuelan SST, CAV began development at its facilities in Caracas. The design emerged as a very large aircraft with seating for 220 to 270 passengers and cruise speeds in the range of Mach 2.5. This made it much larger and significantly faster than competing designs like the Concorde, with more than twice the seating capacity.

By mid-1962, it was becoming clear that tentative talks earlier that year between the British Aircraft Corporation and Sud Aviation on a merger of their SST projects were more serious than originally thought. In November 1962, still to the surprise of many, the Concorde project was announced. In spite of marginal economics, nationalistic and political arguments had led to wide support for the project, especially from Charles de Gaulle and it looked like the Europeans would start off with a huge lead. As if this weren't enough, it soon became known that the Soviets and americans were also working on a similar designs althought the american design was going to be considerably larger and faster than either concorde or the Tu-144.

Wanting Venezuela to be one of the world's superpowers, the government decided that a national SST was needed and requests for Proposals were sent out to airframe manufacturers CAV, VeneAvia and others for the airframes and Aerotécnica and VeneAvia and for engines. Soon the minor manufacturers abandoned the competition feeling they didnt have the experience or resources to design the aircraft, VeneAvia stayed in the competition to design the aircraft for a year but it later droped out to form a consortium with Aerotécnica to design the massive and complex engines for the aircraft leaving CAV as the only manufacturer willing to design such a complex aircraft.

CAV's first designs were submitted to the Ministry on April 12, 1964. CAV's original designs featured variable geometry wings but this soon proved that althought it was effective it made the aircraft too heavy and apart from that the aircraft suffered from excessive drag, even after the wing design was changed for the conventional delta the drag was still above the requirements, the situation went on for years as more problems were encountered in development as a result the venezuelan government grew impatient and as a result of Avensa's decision to order the Concorde it decided to make an unexpected move. The government decided to contact Lockheed after it had lost the SST contract and arranged for the American company to sell all the data, files, plans and documents regarding the L-2000 to Venezuela.

Having spent so many resources in the SST competition Lockheed executives agreed without hesitation and as a result overnight the Venezuelan aerospace industry had skipped years of development and saved millions development costs. CAV's design team was quick to take advantage of the data acquired and also of some lockheed engineers that were hired to help expedite development.

Construction of the first prototype of what became known as the AC11-100 started in late 1968, the aircraft not surprisingly ended up being very similar to the L-2000 althought there were differences, most notably was the decision to drop the topspeed from Mach 3 to 2.5 this was done as a compromise in order to be able to build the aircraft out of existing materials and therefore reduce the cost of the aircraft.

The first prototype was finished in June with the first flight scheduled for July 5 1971 in order to coincide with Venezuela's independence. By this time the Boeing 2707 had been cancelled by congress leaving only Concorde, the Tu-144 and the AC11 in competition for the supersonic market.

The prototype AC11 named "El Coloso" performed its first flight in July 5th, as originally intended the aircraft flew for one hour with no mechanical faults reported by the crew, soon after the state tests began with the prototype joined by another five aircraft but it took another five years for the aircraft to enter airline service with Viasa.

Specifications

General characteristics

Capacity: 273 passengers
Length: 273 ft 2 in (83.26 m)
Wingspan: 116 ft (35.36 m)
Height: 50,85 ft (15,50 m)
Wing area: 9,424 ft² (875 m²)
Empty weight: 238,000 lb (107,900 kg)
Max. takeoff weight: 590,000 lb (267,600 kg)
Powerplant: 4 × VeneAvia/Aerotécnica TR12-10A Turbojet producing 50,000 lbf (220 kN)
dry, and 65,000 lbf (290 kN) with afterburner.

Performance

Cruise speed: Mach 2.5
Range: 5219,52 mi/4535,64 nmi (8,400 km)
Service ceiling: 76,500 ft (23,317 m)

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kike-92

VeneAvia VA-1000-10 Spantax



VeneAvia VA-1000-20 Viasa

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kike-92

Wow, the SST is one beautiful bird!

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Republic of Lisenia AU - In progress
Republic of Lisenia in FD Scale - In progress

Nice work on all these airliners.

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Hood's Worklist
English Electric Canberra FD
Interwar RN Capital Ships
Super-Darings
Never-Were British Aircraft

Nice history on the AC-11!
Looking good!

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Salide - Denton - The Interrealms

I am not very active on the forums anymore, but work is still being done on my AUs. Visit the Salidan Altiverse Page on the SB Wiki for more information. All current work is being done on Google Docs.
If anyone wishes for their nations to interact with the countries of the Salidan Altiverse, please send me a PM, after which we can further discuss through email.

Hi, thanks for the comments everyone .

VeneAvia VA-1010-10

The VeneAvia VA-1010 is a mid-size narrow-body twin-engine jet aircraft built by VeneAvia. It can carry 149 to 189 passengers and later models can fly up to 2,400 to 2,700 nautical miles (4,400 to 5,000 km) nonstop. Intended for short and medium-length flights, the VA-1010 can use fairly short runways at smaller airports. It has two VeneAvia TR-6-25A turbofan engines below the T-tail, one on each side of the rear fuselage.

The VA-1010 followed the VA-1000 quad-jet airliner. The VA-1010-10 first flew in March 1963 and entered service with Aeropostal in February 1964. The VA-1010 became a mainstay of airlines domestic route networks and was also used on short- and medium-range international routes. Passenger, freighter, and convertible versions of the VA-1010 were built.



General characteristics

Crew: 3 + 4 flight attendants
Capacity: 149-189 passengers
Length: 48.27 m (158,37 ft)
Wingspan: 38.50 m (126,31 ft)
Height: 11.20 m (36,75 ft)
Wing area: 210.5 m2 (2265,8 ft²)
Empty weight: 52,200 kg (115.081,22 lb)
Max. takeoff weight: 100,300 kg (221.123,49 lb)
Powerplant: 2 × VeneAvia TR-6-25A turbofan, 26.000 lbf dry thrust each

Performance

Maximum speed: 940 km/h (584,09 mph / 507,56 knot)
Range: 4,120 km (2560,05 mi)
Service ceiling: 43,000 ft (13,105 m)

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kike-92

CAV - AC7-400F

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kike-92

Hi everyone, this is a new addition to the fleet.

CAV - AC10-100



The CAV AC10 is a wide-body commercial airliner and cargo transport aircraft, and it was the first wide-body produced in Venezuela. Manufactured by Construcciones Aeronauticas Venezolanas unit, the original version of the AC10 had twice the capacity of CAV's AC7, one of the common large commercial aircraft of the 1960s. The AC10 was conceived while air travel was increasing in the 1960s. The era of commercial jet transportation, led by the enormous popularity of the Boeing 707 and Douglas DC-8, had revolutionized long-distance travel. In 1965 Venezolana Internacional de Aviación (Viasa), one of their most important airline customers, asked CAV to build a passenger aircraft more than twice the size of the AC7. During this time, airport congestion, worsened by increasing numbers of passengers carried on relatively small aircraft, became a problem that was thought could be addressed by a large new aircraft.

At the time, it was widely thought that the AC10 would eventually be superseded by the AC11 supersonic transport aircraft. CAV responded by designing the AC10 so that it could be adapted easily to carry freight and remain in production even if sales of the passenger version declined.

As CAV did not have a plant large enough to assemble the giant airliner, they chose to build a new plant. The company considered locations in about 40 cities, and eventually decided to build the new plant near Manuel Carlos Piar Guayana Airport of Ciudad Guayana on the Bolívar State. It bought the site in June 1966

One of the principal technologies that enabled an aircraft as large as the AC10 to be conceived was the high-bypass turbofan engine. The engine technology was thought to be capable of delivering double the power of the earlier turbojets while consuming a third less fuel. Aerotécnica had the task of designing and building the engines that would power the aircraft. Development of what became known as the TR-11A turbofan started in 1965 with the first engine tested in 1969. Additionally, some of the most advanced high-lift devices used in the industry were included in the new design, to allow it to operate from existing airports.

On October 12, 1969, the first AC10 was rolled out of the Ciudad Guayana assembly building before the world's press and representatives of the airlines that had ordered the airliner. Over the following months, preparations were made for the first flight, which took place on January 10, 1970. The flight confirmed that the AC10 handled extremely well. The AC10 was found to be largely immune to "Dutch roll", a phenomenon that had been a major hazard to the early swept-wing jets.

The AC10-100 entered service on September 22, 1970, on Viasa's Caracas–London route. The AC10-100 enjoyed a fairly smooth introduction into service, overcoming concerns that some airports would not be able to accommodate an aircraft that large. Although technical problems occurred, they were relatively minor and quickly solved.

General characteristics

Crew: 3 + 6 flight attendants
Capacity: 252-522 passengers
Length: 70 m (229,66 ft)
Wingspan: 63.45 metres (208 ft 2 in)
Height: 17.95 m (42,16 ft)
Wing area: 439.4 square metres (4,730 sq ft)
Empty weight: 146.160 kg (322.227,41 lb)
Max. takeoff weight: 300.051 kg (661.498,74 lb)
Powerplant: 4 × Aerotécnica TR-11A-50 turbofan, 50.000 lbf dry thrust each

Performance

Maximum speed: Mach 0.89 (594 mph, 955 km/h, 516 kn)
Range: 10,200 km (6909,65 mi)
Service ceiling: 43,000 ft (13,105 m)

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kike-92

Nice aircrafts!!! But IMHO... as with the VA-1000, if the AC7-400F its a purpose built freighter, I would remove some unnecessary doors and/or overwing exits... And maybe that fwd belly cargo door is too close to the engine inlet... I predict a lot of eng 3 nose changes due to ground handling hitting them while loading/unloading...

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WIP:
Argentine Socialist Republic AU