Armstrong Whitworth

AW650 & AW660 Argosy

Instantly recognisable by its pod fuselage and four engine twin tailboom layout, the Armstrong Whitworth Argosy was designed as a general purpose civil and military transport and was the last aircraft to be built under the Armstrong Whitworth name. 

 

The high wing, four engine general purpose aircraft was built to meet Operational Requirement (OR) 323, issued in 1955 for a medium-range lift aircraft, capable of carrying 25,000 lb with a range of 2,000 miles (carrying 10,000 lb).  After various concept designs led to the AW65 and AW66, both were destined for the waste bin due to lack of sufficient funds.

 

Despite this, Armstrong Whitworth Aircraft decided to continue with one design, the AW65 Civil aircraft and which after a redesign, saw the birth of a four engine configuration. 

 

At the time, Armstrong Whitworth were a division of Hawker Siddeley Aircraft Company and so development was conducted on a 'private venture' basis. The prototype AW650 Argosy (G-AOZZ) flew at Bittleswell for the first time on 8th January 1959.

 

With the huge resources of Hawker Siddeley in support, the programme was able to proceed quickly, as seen in the wing design which was derived from that of the Avro Shackleton. Four Rolls-Royce Dart engines were fitted in nacelles similar to those of the Vickers Viscount 800.

 

Initial civil production comprised of just the AW650 Argosy Series 100, of which ten were built and commercial sales followed with aircraft for both Riddle Airlines in the USA (Series 101) and UK-based BEA (Series 102).

 

 

Despite the RAF having lost interest in the AW66 programme, it had a problem with finding a replacement for the obsolete piston engined Vickers Valetta and Handley Page Hastings aircraft and so the Air Ministry drew up a specification for a military version of the AW650, to be designated AW660 Argosy. 

 

 

The military development programme proceeded in parallel with the civil production and the AW660 Argosy was distinguished by a nose radome and ‘clam-shell’ rear loading doors (civil aircraft had a side-hinged nose cargo loading door). Additionally, engine power was increased as was the fuel capacity.  

 

In the event, the AW660 Argosy was the more successful with some 56 being sold to the RAF as the AW660 Argosy C.Mk 1 and it served with six RAF squadrons, three in the UK and one each in Cyprus, Aden and the Far East.

 

In 1963, a following the rationalisation of the aircraft industry, Hawker Siddeley abandoned the various former company names which made up the group and the aircraft was rebranded Hawker Siddeley Argosy E Mk 1 and Argosy T Mk 2.  The Argosy Series 200 version was introduced in 1964, with a larger freight hold, able to accept standard size cargo pallets. This was achieved through increased engine power utilising the Dart 532/1 turboprops and a revised, lighter wing structure.

 

Two aircraft were fitted with a pressurised passenger capsule for SAFE Air of New Zealand. This was to provide a more comfortable air travel experience and one of these aircraft is preserved by volunteers at the Omaka Aviation Heritage Centre in Blenheim, New Zealand.

 

The AW Argosy was withdrawn from a military transport role service in 1975, with several aircraft being sold on to civil cargo operators. The AW Argosy E.1 remained in service until around 1978, with the type continuing in commercial service in America until around 1991.

 

 

Eight AW650 Argosy Series 222 were built and final production figures for the Argosy comprised 10 AW 650 Srs 100, 56 AW 660 C.Mk1 and 8 AW 650 Srs 222, giving a grand total of 74 aircraft.