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Handley Page HP.130 - any info?

P1127

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Does anyone have any info on the proposed research version of the HS125?

http://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202463.html

Handley Page HP.130 Though yet only the subject of an MoA design study contract, this laminar transport conversion of the HS.125 is being designed as if the prototype order were inevitable, with the eventual hope that two might be ordered. Fuselage and engine installation of the HS.125 are unaltered, but a new, larger and slightly more swept wing is fitted, with spanwise sucking slits in upper and lower surfaces. Suction is to be provided by a small turbine housed in a Dominie-type blister ahead of the wing root, the exhaust being vented under the fuselage at approximately flight velocity. This last is an important aspect of the laminarization
process and increases propulsive efficiency. The problem of keeping the sucking slots clean in dusty surroundings remains to be resolved in practice; and sucking is not intended for use during the approach. The optimum size for a laminarized wing is greater than that for an equivalent normal wing, so that a lower CLmax is needed and lowspeed problems proportionately reduced.

Handley Page expect both civil and military interest in the HP.130, with Transport Command as possible experimenters in world-wide trials. Range increase over the standard HS.125 should be about 200 miles
 

lark

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The H.P.130 was technically approved by MoA in August 1965 for manufacture and conversion at
Park Street under sub-contract to Hawker Siddeley Aviation Ltd ,since Handeley Page Ltd had not
complied with the Ministry's rationalisation plan and could therefore not be given a prime conract.
This program was not completed within twelve months specified and lapsed with Dr. Lachmann's
reteriment at the end of 1965.His final design study in laminar flow control by
suction was H.P.135 an ultra-longrange miltary transport.

Source : Handley Page Aircraft since 1907 by C.H. Barnes.
Putnam.London 1976.
 

alertken

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HP (Sir Fred and Dr.Lachmann) and RAE long persisted with glurping the boundary layer to enhance range: see Marshall's MA.4 (Auster) and the Napier Lancaster/Lincoln aerofoil experiments, with a small (Budworth) turbine sucking merrily. Bugs and gunk bunging the pores, fabrication and maintenance expense were civil issues; no military interest after strategic penetration passed 12/62 to RN. Though Sir Fred died in 1962, the Board sustained his rejection of any merger. August 1965 offer of an HS.125 experiment was a political move to encourage a link with HSAL, but got lost in the issue of replacement for Valiant K.1 (Victor K.2 went to Woodford). All then lapsed due to imminent big fans so reducing long haul operating expense that the sucking benefit - leap-frogging a tech. stop - would attract too few premium payers. Like Concorde.
 

zebedee

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Ok going a little off topic to start... Woodford got hold of the Victor K2 only after HP went under. HP had there own plans for the conversion that involved increased fuel capacity using tip tanks, and the contract had "technically" been approved in October 1969, despite HP's parlous financial state. However once HP had become insolvent, the MoD contracted HS to take over the project, and all jigs, drawings, tools and around 30 staff were transfered from Radlet to Woodford. The aircraft themselves, 22 of which had been sitting at Radlett waiting for conversion, were flown "up north" between July and August 1970.

The above information is highly condensed from the Victor K2 article in the December '76 edition of Air International.

As for the HP130, IIRC there were plans to combat the gunk using cellophane or plastic slips over the wing that would be jettisoned once the aircraft reached cruising altitude, most of the gunk being found at low altitude during take off. As for where i read this I have no idea, one of Flights Farnborough specials from the mid sixties might be a good place to start.

The Putnam volume has a great chapter on the development of these ideas, including the HP113 transport which used the nose of a Canberra....

Zeb
 

JFC Fuller

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New Scientist Piece on Boundary Layer Control, referencing the HP.130 (though not by type number)

http://books.google.co.uk/books?id=BECpJEFq_xIC&pg=PA213&lpg=PA213&dq=VC-10+Boundary+Layer+Control&source=bl&ots=PD6Sz4e4VQ&sig=x7A-4gghtVg4qvap1n5GhyQpAvc&hl=en&ei=X4V7TYmJBsjIhAeVw9nmBg&sa=X&oi=book_result&ct=result&resnum=1&ved=0CBsQ6AEwAA#v=onepage&q=VC-10%20Boundary%20Layer%20Control&f=false

Would be interesting to know what work was done on reducing the gunge!
 

JimK

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zebedee said:
The Putnam volume has a great chapter on the development of these ideas, including the HP113 transport which used the nose of a Canberra....

I don't know about that Canberra nose, but here is a report from the 30 August 1958 issue of Flight about a H.P. 113 proposal with laminar flow control. A partial cutaway illustrating the component layout was provided.
 

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hesham

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Hi,


here is the Handley Page HP-130 Model.


https://books.google.com.eg/books?id=L-k5AwAAQBAJ&pg=PA101&lpg=PA101&dq=Handley+Page+HP.130+aircraft&source=bl&ots=Qzx2ylsC6b&sig=HuQvGZ81entOPH4yNqyPvok1XcM&hl=ar&sa=X&ei=A76vVLW1A47saPnbgIgE&ved=0CFkQ6AEwCg#v=onepage&q=Handley%20Page%20HP.130%20aircraft&f=false
 

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Hood

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That Flight drawing also became the basis for a cross-section drawing which appeared in the Eagle comic too.
 

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