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PROJECT 1794FINAT DEVEIOPMENT SUMMARY REPORT

2 APR|I - 30 MAY t956

USAF Conrroct No. AFg3(600)30t6 l

t . D . N o . S 6 - R D Z _ 1 9 9 s 4

A VR O A /P CRA trT T//T///rED

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SECURITY WARNING

This docurnent i s in tended so le ly fo r the rec i ,p ien t and such persor rs as have rceen

de legated to use i t in the course o f the i r du ty and rnay be used in connect ion w i th

w o r k p e r f o r r n e d f o r o r o n b e h a l f o f t h e u n i t e d S t a t e s A i r F o r c e .

The transrnission, unauthorized retent ion, destruct ion, or the revelat ion of i ts con-

ten ts , in any rnanner , to (an) unauthor ized person(s ) i s fo rb idden.

Fai lure to cornplr with any of the above instruct ions is an infract ion of the Canadian

Of f i c ia l Secre ts Ac t and is a v io la t ion w i th in the rnean ing o f the Un i ted Sta tes

E s p i o n a g e L a w s , t i t l e 1 8 , U . S . C . , s e c t i o n s 7 9 3 a r ' d 7 9 4 .

Th is copy has been issued by Avro A i rc ra f t L i rn i ted , Ma l ton .

T o -

Date -

Copy No. - 1

r . D. 56 RDZ r99c4

I JUNE, 1956 -SECRBF-

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t

PROJECT T794

FINAL DEVELOPMENT SUMMARY REPORT

Z Apr l l , I955 - 3 I May, 1956

USAF Con t rac t No . AF33(600)30 I61

I s s u e d b y :

Avro Aircraft Lirni tedMalton, Ontario, Canada

Approved by:

Spec ia l Pro jec ts GroupAvro Aircraft Lirni ted.

The nurnber of pages in this

I l lustration sheets is LL4

I JUNE, 1956

report , including the Ti t le,

Engineering ManagerSpec ia l Pro jec ts GroupAvro Aircraft Lirni ted.

Table of Contents and

I . D . No. 56-RDz-Lggs$

J;C. M. FrostChief Design Engineer

H. C. Moody

-€E€R:E*F-

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1 .

2 .

3 .

4 .

5 .

TABLE OF CONTENTS

SUMMARY

INTRODUCTION

PROGRESS OF THE DESIGN

PROJECT 704

4. L Descr ip t ion

4 .2 Opera t i on

4 .3 Pe r fo r rnance

DISCUSSION OF' ACTIVITIES

5 . I Tes t Resu l t s

5. Z Design Study & Theoret ica l Analys is

F'INANCIAL STATEMENT

DEVELOPMENT AND PRODUCTION ASPECTS

NEW PROGRAMS REQUIRED

8. I Tests Prograrn

8. Z Design Study and Theoret ica l Analys is

TANULATED SUMMARY & COST FORECAST

-€ECR-E{tr

PAGE

I

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3

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87

96

98

98

103

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6 .

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8 .

9 .

I JUNE, 1956

I . D . No .56 -RDz -19954

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AVRO A'RCRAFT I'/W'TED

PRO|ECI 1794

FINAL DEVELOPMENT S.UMMARY

t . SUMMARY

In th is repor t the scope o f work under the above cont rac t i s rev iewed and

the progress o f the des ign is exp la ined. An ou t l ine o f the proposed research

prototype which the contractor is bui lding is then given, fol lowed by the

resu l ts o f feas ib i l i t y and per fo r rnance po ten t ia l s tud ies fo r the sub jec t a i r -

craft , and a f inancial staternent relat ing to the work accornpl ished.

I t is concluded that the stabi l izat ion and control of the aircraft in the rnanner

proposed - the propu ls ive je ts a re used to cont ro l the a i rc ra f t - i s feas ib le

and the aircraft can be designed to have sat isfactory handl ing through the

whole f l ight range frorn ground cushion take-off to supersonic f l ight at very

high al t i tude. Supersonic tests show that the calculated thrust potent ial

with the present design wi l l provide a rnuch superior perforrnance to that

est i rnated at the start of contract negot iat ions, with a top speed potent ial

be tween Mach 3 and Mach 4 , a ce i l ing o f over I00 ,000 f t . and a rnax i rnurn

range w i th a l lowances o f about I ,000 naut ica l rn i les .

Addit ional tests to cornpletely substant iate this perforrnance are shown to

be requ i red . Deve loprnent and produc t ion aspec ts a re b r ie f l y rev iewed

and an out l ine new prograrn broader in scope than the study now cotrrpleted

is presented (to dovetai l with the developrnent envisaged), together with an

accornpany ing cos t es t i rna te . Th is es t i rna te covers a per iod o f l8 to 24

rnonths in the to ta l a rnount o f $3 , I68 ,000.

1 J U N E , 1 9 5 6

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AURO A'RCRAFT I'/W'TED

PROIECT 17942 " INTRODUC TION

The work staternent - Exhibi t t of the above contract - specif ies , analyt ical

invest igat ions and design studies to deterrnine the perforrnance capabi l i t ies

and des ign fea tures o f a f la t ver t i ca l take-o f f and land ing a i rc ra f t r ' , o f a

new type proposed by AVRO AIRCRAFT L IMITED: together w i th subs tan-

t ia t ing tes ts . Th is cont rac t i s essent ia l l y a feas ib i l i t y s tudy and " des ign

conf igurat ion effort shal l be conf ined to the minirnurn required for dernon-

s t ra t ion o f p r inc ip les in a p rac t ica l app l i ca t ion t t . The areas fo r tes t and

ana lys is a re de f ined as :

( 1 ) A i r Cush ion e f fec t

(Z) Stabi l i ty of rnul t i -engine conf igurat ion

(3) Air Intake and gas exhaust systern test

(4) Aircraft perforrr lance, stabi l i ty and control

(5 ) Rad ia l { low eng ine feas ib i l i t y

The progress o f work has been repor ted in de ta i l in ten rnonth ly p rogress

reports of which the f i rst group were surnrnarized in an inter irn develop-

rnent surnrnary repor t . The who le per iod is covered by th is f ina l deve lop-

rnent sulnrnary and the work under this contract is now cornpleted.

Separa te techn ica l repor ts have been prepared on each o f these f i ve a reas ,

plus three f ,urther separate reports covering wind tunnel rnodel tests. A

general technical surnrnary I . D. No. 56P.DZ-I3709 reviews al i . the work

done during the year frorn the technical standpoint and out l ines the current

s ta tus o f the des ign .

I JUNE, I956

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AVRO A'RCRAFT I'/WTTED

PROGRESS OF THE DESIGN

At the start of contract negot iat ions the proposed design (Fig. I on the

fo lLowing page) was fo r a je t -p rope l led a l l -w ing a i rc ra f t o f c i rcu la r p lan-

forrn, ernbodying a new arrangernent of a turbo-jet engine and ernploying jet

control . In order to separate the engine developrnent task frorn that of the

air frarne an interrnediate research vehicle ernploying 8 srnal l convent ional

tu rbo- je ts rad ia l l y d isposed l i ke the spokes o f a whee l was a lso proposed

at this t i rne (Fig" Z)" An al ternat ive f inal developrnent to the large radial

eng ine o f F ig . I was a lso suggested ( f ig . 3 ) .

At the beginning of the contract per iod a cornprornise between the Fig. I and

\_- F ig . 3 des igns was conce ived, hav ing a super io r per fo r rnance to e i ther .

This ducted fan arrangernent - whi le preserving the radial f low and circular

planforrn with air cushion VTOL, avoided sorrre considerable object ions to

the earl ier designs and also gave good stat ic thrust- l i f t ef f ic iency and a

very thin wing, using the ent ire depth of the wing between skins for engine

a i r f low. Th is des ign was deve loped under cont rac t aTea (5 ) th rough

several rnechanical arrangernents to the form shown in Fig" 4 and has

supplanted the earl ier designs. In view of the relat ively rninor task of

developing the rnain rotors of Fig. 4 by cornparison with the engine of Fig. l ,

the idea of an interrnediate vehicle has been discarded and AVRO AIRCRAFT

LIMITED is proceeding with the construct ion of the aircraft i l lustrated in

F ig . 4 , wh ich is descr ibed in genera l te r rns in the nex t sec t ion .

-3.PRO|ECT 1794

I JUNE, 1956

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A VR O A'RCRA FT LT/14' TED

PROIECT 1794

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FIG. Z INTERMEDIATE RESEARCH AiRCRAFT

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PRO'EC:] 1794

A UR O A'RCRA FT L'/W'7-EO

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AURO A'RCRAFT T'/W'TED

PROfECI 17944 . P R O J E C T 7 0 4

To d is t ingu ish

undertaking to

P r o j e c t 7 0 4 .

i t f rorn the work

bui ld the aircraft

covered under cont rac t on pro jec t l?94 the

is known by AVRO AIRCRAFT LIMITED as

4 . I D e s c r i p t i o n

Fig. 5 is a plan and sect ion drawing of the aircraft . I t is 35. 3 feet in

diarneter; stands about 2 feet of f the ground, measure s 7.7 feet f rom

the lower surface to the top of the canopyi is approxirnately syrnrnet-

r i ca l in sec t ion and is expec ted to we igh about 20 ,000 lb . w i th 5 ,200

lb. fuel . The rnaxirnurn fuel capacity is 13, 150 lb. giv ing a rnaxirnurn

weigh t o f about ZT,000 lb .

S i x A r r n s t r o n g S i d d e l e y V i p e r t u r b o _ j e t s - 1 , 9 0 0 1 b . t h r u s t , Z Z . O t l

overal l diameter , 525 Ib. weight each - are rnounted radial ly in the

wing, exhaust ing inwards; and used as gas generators to dr ive a pair of

contra-rotat ing centr i fugal i rnpel lers by rneans of a radial inf low

turbine.

The 8 foot diarneter i rnpel lers, which rotate slowly by cornparison with

convent ional centr i fugal turbo-jets, d"raw air f rorn the upper and lower

intakes and force i t radial ly out through the wing between the Viper

engines' Sorne of the air thrown out by the i rnpel lers is d. i rected back

to feed the v iper eng ines ( r ig . 6 ) , wh ich thus behave s ta t i ca l l y as

though there was rarn Pressure from forward f l ight on their air intakes.

I JUNE, 1956

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A UR O A'PCRA FT T'/14'7EI'

PRO'ECT 1794

UPPER IMPEIIER AND TURBINE

UPPER AND TOWER INTAKES

PILOT'S COCKPIT

INTEGRAT FUEL TANKS

FIAME HOLDERS ENGINE INTAKE

OUTER WING FLIGHT CONTROT SHUTTERS

INNER WING DIFFUSER SECTION ,/ TURBINE EXHAUST \ 6 A.S.M. VIPER 8 ENGINES

LOWER IMPELTER AND TURBINE ENGINE TAILPIPE

SECTION A-A

PlAlI YIEW A]ID SECTTO]I THROUGH AIRCRAFIFlG. 5.

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A UR O IT'RCRA FT I'/14'7ET'

PRO,ECT 1794

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A VR O A'RCRA FT I, |/W'7EI'

-4" r( C o n t ' d )

PROIECT 1794The air is di f fusea ir i t f re wing to a high pressure at the f larne holders

(Fig. 5), where fuel may be added to augrnent the thrust, and is then

exhausted through pneurnat ical ly control led shutters or gi l ls (r ig. 7)

which dlrect the jet as i t exhausts al l around the aircraft per iphery;

ei ther to raise the aircraft vert ical ly of f the ground or to propel i t in

forward f l ight. This control of the exhaust direct ion enables the jets

to be used for rnanoeuvring and stabi l iz ing the aircraft in al l f l ight

condit ions, so that separate addit ional controls are not required to

cater for vert ical take-off and hovering. Thus, for instance, to pul l

up the rrose of the aircraft the pi lot wi l l control the shutters by rneans

of a convent ional cockpit st ick control to direct the jet out at the top

of the wing in the rear sector and thrust the tai l down, or to rol l he

will sirnilarly direct the jet frorn the top on one wing and frorn the

bottorn on the other. For stabilizing, the rnain rotors and a dia-

phragrn are used to sense when the aircraft pl tches in a gust and use

is rnade of the jet controls to correct i t . Stabi l izat ion through the

cont ro ls i s essent ia l on th is a i rc ra f t s ince the cent re o f g rav i ty i s in

the rniddle of the wing at r /2 the chord frorn the leading edge, whereas

the aircraft would only be stable without using the controls i f the

centre of gravi ty were about at the r /4 chord posit ion. The change

in jet direct ion as the aircraft pi tches perforrns the sarne funct ion as

the f ixed stabi l izer of a convent ional aircraft .

4. Z Operat ion

To take off , al l the shutter" on iop of the wing are closed and

J U N E , 1 9 5 6

shuttersf!

I

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PRO'ECT 1794

A VRO A'RCRA FT I'/14'7E"

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AURO A'RCRAFT T'/W'TED

4"2(Cont 'd)

PRO|ECT 1794

on the bottorn are opened wide. 'Without

adding fuel to augrnent it,

about 20,000 lb. thrust is produced by the jets point ing downwards

al l around the wing; however this jeteround-wing conf igurat ion pro-

duces a powerful take-off ground cushion so that the l l f t on the aircraft

i s , i n f a c t , i n c r e a s e d t o p o s s i b l y 3 0 , 0 0 0 l b . , a n d t h e a i r c r a f t r i s e s t o

about 20 feet (Fig. 8), where the ground cushion effect fal ls of f

rapidly" For pure vert ical take-off the thrust rnust now be augrnented

and the exhaust arrangernent rnodif ied by the pi lot : however, i t is

envisaged that t ransi t ion to forward f l ight wi l l norrnal ly be frorn the

ground cushion. By operat ing a transi t ion control the pi lot leans the

jets backwards gradual ly to accelerate the aircraft , and raise3 t tre

nose; with the thrust Less than the weight, the aircraft can accelerate and

rise into free air a short distance fro"rn the starting point,

In forward f l ight rarn pressure is col lected into the air intake which

increases the pressure at the f larn€ tubes and rnakes burning rr lore

eff ic ient" At supersonic speed augrnentat ion is always used and

because of the large rrrass of air the i rnpel lers can handle, a very

la rge th rus t and h igh top speed is poss ib le . The la rge ins ta l led

thrust also leads to a high thrust to weight rat io which rnakes a very

high cei l ing possible. The eff ic iency of the air frarne at supersonic

speed appears good and that of the engine reasonable, so that a long

superson ic c ru ise range is a lso fo recas t "

For landing, ei ther a ful ly vert ical descent rnay be rnade, with or

ra

13

I1 JUI{E, t956

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A UR O A'PCRA FT Z'/'4ITEo

PRO|ECT 1794

FIG. 8 GROUilD CUSHIO]I EFFECT L4

a

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AVRO A'RCRAFT T'/J4'TET'

4 .2(Cont 'd)

4 .3

PROIECT 1794

without thrust augrnentation frorn a hot rnain jet, or a steep approach

path to the ground chosen. Transition to the landing condition frorn

in-f l ight is s irni lar to the take-off t ransi t ion. The nose is raised and

the je ts t rans fer red to the undersur face and leaned fo rward co l lec -

t ively to rapidly slow the aircraft down; as the speed fal ls c lose to

zero the nose is lowered to br ing the aircraft into the ful ly hovering

condit ion. on sinking into the ground cushion the pi lot rnust then

close the thrott le to reach the ground.

Perforrnance

The perforrnance of the f i rst prototype wi l l in i t ia l ly be restr icted due

to a Mach No. restr ict ion on the Viper engines. The fol lowing surn-

rnary assurnes this restr ict ion has been rernoved:

At I200oK rnain cornbust ion ternperature,

Max. level speed

Superson ic ce i l ing

Alt i tude for norrnal accelerat ion

o f 7 . 3 3 g i n a s t e a d y t u r n 53 ,000 f ee t

Sti l l a ir range (ful I internal fuel)

with allowances for take-off clirnb and

acce le ra t ion , c ru is ing a t Mach 2 .25 a t

9 0 , 0 0 0 f e e t ( F i g I l ) l , 0 0 0 ' n a u t .rni les

(n ig 9)

( r ig t o )

:

Mach p. 0

94 ,000 f ee t

I JUNE, I956 t5

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,4'*PCRAFT 2'/14'TET'

,+" 3(Cont 'd )

Take-off and landing

PRO'ECT 1794

VTOL

I JUNE, 1956 16

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AVRO A'RCRAFT T'/W'TED

PRO.|ECT 1794

9O,OOO

80,ooo

70,ooo

6O,OOO

5O,OOO

40,OOO

3O,OO0

2O,0OO

ro 000

l'o FUGHT MAcH No.

2'o

PROIECT 1794 DRAG AND TIIRUST35r3OO .FT.

FIG. 9

3.0

vs ilIACH JlO.

NET THRUST TMAIN COMBU

\T IZOO"FISTION TEMI,ERATURE

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ALTITUDEFT

100 ,000

90 , 000

80 ,000

70 , 000

60 ,000

50 ,000

40 ,000

30 ,000200 400 600 800 l00o 1200 r400 r600 1800 2000

RATE OF CLIMB FT/SEC.

FIG. 1O PROJECT 1794 RATE.OF CL IMB AT MACH Z .26

\ AIR CRAF 'T WE GHT = z I700 l b :

\

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FIG. I I PROJECT 1794'STILL AIR RANGE

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'q VR O /ZI'R CR.4 F T I T/V'' TED

PROIECT 1794

DISCUSSION OF ACTIVITIES

5 . I Tes t s

A tabular surntnary of the following is given at the end of this report

5. r .1 w'ind Tunnel Tests: A prograrn of wind tunnel test ing has been

carr ied through during the year ln three groups as fol lows:

5 . 1 .1 .1 An i rnpor tan t ser ies o f subson ic tes ts , invo lv ing over 500 hours

test ing t i rne and 34 weeks tunnel occupancy has been carr ied out

on a 1/6th scale* ref lect ion plane rnodel. In these tests, which

were done in the Z0 f t . diarneter Massie Mernorial Wind Tunnel at

Wright Air Developrnent Centre, provision was rnade for s irnu-

lat ing air intake and jet exhaust f lows. Fig. lZ is an i l lustrat ion

of the rnode l , F igs . L3 ,14 and l5 a re photographs o f the rnode l and

associated equiprnent. Test ing covered al l phases of subsonic

operat ion, including stat ic ground cushion effect tests with control ,

transition to forward flight wlth control in proximity to the ground

and in free air , and in-f l ight tests with control in free air .

* NOTE: The geornetry of Project 704 is sl ight ly di f ferent to that

of the wind tunnel rnodels tested, which were based

upon an earl ier layout of an aircraft 33 feet dia. with

I3 Z % thickness/chord rat io wing. Correct ions have

been rnade to the perforrnance quoted to account for

5 .

I JUNE, Lg56

the di f ference.

20

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A UPO A'RCRAFT I'/J4'TED

PROfECI 1794

FIG. t3 116 SCATE SUBSOI|IC mODEt

z2

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A URO /A'RCRAFT I'/W'TET'

PRO|ECr 1794

Z3

FrG. T+

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G^rno ^toanrrr tr-trto

. * &, .*^*.._-PROIECT I7 I ' 4

'h!&il

*@ry'

"4j!ti*i \, ::*i;'@

F I G . I 5

z4

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A'RCRAFT Z'/W'TE"

5. 1 . r .1(Cont 'd )

- PROfECI t794

Because o f the la rge nurnber o f var iab les - speed, t rans i t ion con-

trol, pitch control, jet thrust, intake flow, ground position and angle o1

attack - a very cornplex prograur was required, which took longer to

cornplete than was ant ic ipated. (Tests were cornpleted June 14). Thiq., '

has caused sorne delay in the production of final technical reports.

Nurnerous irnportant detai ls were discovered or ver i f ied by these tests

broad conclusions are as fol lows:

(i) The aircraft can be satisfactorily controlled during take-off and

landing, through a srnooth transition to or frorn forward flight

and at all subsonic speeds; and lnanoeuvred through a satisfactory

subsonic f l ight envelope. ( f ig. t6)"

(ii) It appears that with the thrust less than the weight the aircraft

can accelerate and rise srnoothlv into free air a short distance

frorn the starting point. However, interpretation of the data is

di f f icul t s ince values do not col lapse theoret ical ly intheverylow

speed range andno data wastaken veryclose to zero speed.

( i i i ) The aircraft has a high subsonic zero l i f t drag coeff ic ient and

although i t has a rernarkable l i f t ef f ic iency (due to the jet

effect and negat ive rnargin) i ts subsonic cruising eff ic iency

is poor, as expected. I t appears wel l worth whi le to reduce

subsonic drag in order to i rnprove accelerat ion, and subsonic

endurance. ( r - ig . 17) .

Further tests with this rnodei l are required.

( i ) To obtain transi t ion data down to very 1ow speed. Even low

I JUNE, L956 z5

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N

T-

II

1 1 ( nY, Fa

F0

F-t *

-<EF p

-S i-.- F { F

H

->'xrsn

Z)*oEI tflo>5H r ' l

;i*

l rI f'l- x \ 3 -

* <- V , i / ^ -

H

l:,1

DzHH

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a

zF{

t-i

J

h r \ r iP \-,' \!,1

_o tr<27,98jpo>Az.o5* 1 1 F i r <

28x7,

, F - Ia

a

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\ I >iH

tr a&EjEtn I

\\ ta .1 I

J \ I $o

/

\ ( \\ I

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o

t l'l

t ' \

t \ \\ t \

\la

tN

I , - r

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a t

\ t l

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a

o o f - \ O r n $ f ) N Ol r l

FIG. I6 PROJECT 1794 FLIGHT ENVELOPE S. L.AIRCRAFT WEIGHT = 20000 LB

/ o

z6

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f : '

r, ilr

:l d- . . -

I

1I

t \ i-r-

D

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$!oi' cO

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AVRO A'RCRAFT T'/W'TED

5 " I . i " I( C o n t ' d )

accuracy da ta wou ld be regarded

the transition flight path.

PROIECT 1794

as valuable confirrnation of

( i i ) To invest igate the surface pressure distr ibut ion on the air-

craft in var ious f l ight condit ions.

( i i i ) To invest igate control scherne rnodif icat ion to i rnprove trans-

i t ion control character ist ics through the whole angle of at tack-

ground distance range, and to i rnprove subsonic cruising

eff ic iency.

(i',.) To check the effect of sirnulating the exhaust with a hot jet on

the drag and the aerodynarnic character ist ics, (or iginal ly

planned, but postponed).

(rr) To invest igate reducing the subsonic drag by intake rnodif i -

cat ion"

5 . I .1 .2 Three superson ic rnode ls have been tes ted invo lv ing 76 hours tes t

t i rne and eight days tunnel occupancy. These tests were done in

the Massachusetts Inst i tute of Technology Naval Supersonic

Labora tory 18" x 24" sec t ion superson ic tunne l . These rnode ls

w e r e :

( i ) A st ing rnounted l /4O scale* rnodel bui l t up by cornponents,

w i th no f low s i rnu i .a t ion" (F igs . l8 and l9 ) .

( i i ) A L /23 sca le* re f lec t ion p lane f ,o rce rnode l ,w i th a i r in take , je t

f low and control posi t ion sirnulat ion. (Figs. Z0 and ZI).

* See footnote at bottorn of page ZO.

J U N E , T 9 5 6 z l

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uY

FzoqF(J

oz

=E

ro\oz_3(o

6l

\ozuo

=

H \9 \

o \

z \

=4u.l

Uzo(J, h '

z:,.$

R\.i

zq

o=

Er3=o639z -6632 aR222->tPrs?e I { o9821

t

uol

()z

, 4\ 6

Fzu:o=ozT( J UF c la f

E V

-< EL 91)

2U=o= u

oo=?d o

r#< 6

; \ ; N N N N C !; - i o o o o o6 ( ' o ( . ) F r c )v Y Y V \ Z ! Z6 th tt, tt, tn .n

O P a N = N

i 62 E3 o6gn IA ; Z > X '72,c t ;e - "

; g i zlix i.i 6 = Z;zogseH&g; 'qgXb

>*\\ \ '

N*FIG. 19 PERFORMANqF MODET NO.4IzI

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AVRo/SPG/TR 6

FOR\f,ARD UPPER SURFACE OF THE WRCID CONFIGURATION

AS INSTALLED IN THE M. I. T. . N. S. L. SUPERSONIC \4IIND TUNNEL

1 5 , 1 0 - 1 7 9 . 1 - l

FIG.18 REAR VIEW OF

I N T H E M . I . T .

THE WRcrD CONFTGITRATTON AS TNSTALLED

- N. S. L . SUPERSOMC WIND TUNNEL

29

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A'/R O 4'R CRA FT T'/I4'TET'

PRO|ECI 17.14

FIG. 2I SUPERSO]IIC FORCE TODET

3Z

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AVRO A'RCNAFT I'/'4'7ED

5"r " t .2(Cont 'd )

Broad conc lus ions f ro rn these tes ts a re as fo l lows:

( i ) The aircraft can be sat isfactor i l .y control led and rnanoeuvred

frorn engine idling to rnaxirnurn thrust at supersonic speed

through a sat isfactory supersonic f l ight envelope. (r igs.

24 and 25).

( i i ) The drag of the aircraft agrees quite closely with the

es t i rna te . (F ig 26) .

( i i i ) The supersonic cruising eff ic iency appears to be better than

had been expec ted" ( f ig " 27) .

( i rr) The air intake pressure recovery is better than the est i rnate.

( F i e " 2 8 ) .

Fur ther tes ts w i th these rnode ls a re seen to be requ i red :

(i) To obtain further confirrnation of the aircraft drag with the

air intake running full. (rne evacuation systern failed to

operate to the planned capacity during the tests),

( i i ) To general ly extend the scope of the data. Due to the

restr icted test ing t i rne a too abbreviated prograrn had to be

accepted"

( i i i ) To carry out t ransonic tests on the st ing rnounted rnodel,

(Planned but not achieved due to detai l test di f f icul t ies).

* See footnote at bottorn of p"g.j ZO.

JUNE, T956

( i i i ) A 2 /25 sca le* a i r in take pressure

zz - 23).

PROIECT 1794

recovery rnode l " F igs .

33

a

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A VR O A'R CRA FT T'/]4'TED

PROIECT 1794

FIG. 23 SUPERSOTIIC ATR I]ITAKE MODE1 I] ISTATIED

35

a

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N

N

r- o

_l N

F<

OUH 1 7

6

t sE<l I- t-{ O-

-a H-.z

A t -

oH r {E{ in<5

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>9 F r 45 l i

$ FH

O

a

lF . ' ,Ha ;Jpq>S=aH l

l r I II

N /\

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o

r'o

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\ V /\

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iI

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\ t

. $

t\ \

\ \ l*

r - \ o r r ) $ ( a N o N | . ol l l

H - oo0

FIG. 24 PROJEC T 1794 FLIGHT BfrVBIOPE 4OOOO, 'W = ZOOOO LB 36

e

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1_=t:l-*l--:

t--l.

€

o

N

FF

f'lFFih

l,

t aI

Lt

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\

\

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l-*l*

,

/ /

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I

I /trqDH

\

I O* llziI Eo l

I v-lI E*l

I /|F

F{X F

IF

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t

,

ltzF

Fi

J

tt-!t-:l

itFzF

t r

III

zc

a

F{

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E-{\o

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J

F

@ f - \ C | . n . i l ( n N N ( nl t l

o' h 0

FIG 25 PROJECT L794 F 'L. IGHT ENVELOPE 80, OOO 37

e

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PROIECT

A'/R O A'RCRA FT T'/W'TET'

q(!, d

-

.t(

-

a-(

I_ (g4=tr2ERt =d= oE=cOEEN

aorhIr

Ftuao4I

Nqtq

cvuo

o Iq

rNlt)tjl]-o)

@q

o)

38

f=5:tgEE?SE==F;3ooE*?EI8;CE?EPF

:5X-Y l l u r

f; B:-593-

E=E-<06<

bPe-3".t;4

o$Eo<a1e^ e,d4.u r O2 Z-d<=4 v9,=o

ur v)=tr=jd r/f

EA=rE6frea!7a6E=aY. z,.n$F 9

I t(z)

j

o

tt/

I\f (}

/

{ c

-r- !!

6<E=lll -

N G- u

*?95d,I

oo

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AVPO A'RCRAFT I'/W'TED

PROfECT 1794

lfl

c{

-ftfE- -

I=-uE(

I 01

: 3= h= Er 1= 13 Et >(d= tE

$:uXg \

eia5

|ft

ooooegqqqqqc t o . a t ! \ o r r t * o i r o {

'xvwo3/1, oltvu cvuo/un wnwxw,

,1II

a

I

\

\I

\

39

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A VR O A'PCRA FT I'/J4'TEI'

PROIECT 1794

Pt vs. MACH NUMBER

Po

AVERAGE OF 3 HEADS

TOWER AIR INTAKEAVERAGE OF 3 HEADS

PRESSURE RECOVERYFACTOR FROM

ISEMROPHIC TOIAT HEAD

o.9

o.8

o.7

o.6

o.5

r.5 2.O 2.5 3.O

MACH NUMBER Mo

PROIECT 1794 I] ITAKE PRESSURE RECOYERYFlG. 28

40

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5 .L . t "Z(Cont 'd)

5 .1 .1 .3

PROfECT t794

(irr) To develop tti. air intake boundary layer bleeding systern.

This is a sirnple cusp below the air entry; several shapes

were tested with indication that considerable further irnprove-

rnent ts possible.

A nurnber of srnall scale tests was carrled out in the contractorrs

lSt r x ISt t low subsonlc and 8t ' x 11 t t supersonic open c i rcu i t

tunnel (f igs. 29 and 30) as foLlows:

Prel irninary subsonic transit ion characterist ics (Fig. 31)

Pre l i rn lnary subsonic je t - t r i rn character is t ics ( f igs. 32, 33

and 34)

Prelirninary supersonic jet-tr irrr characterist ics (Fig. 35)

Dynarnic behaviour of rate and displacernent stability rnodels

(F igs" 36 and 3?)

Air intake internal f low rnodel (Fie. 38'ayid S9)

The prel iminary tests were carried out on both half-plane and fuII

models. The resul.ts were such as to justi fy the larger scale

program which was then embarked upon, and no important con-

clusions not val ldated by the rnain program can be drawn. These

tests have therefore not been reported in detai l . I l lustrations of

the rnodels appear in Figs. 3l through 39, as noted above.

Numerous further prel iminary and ad hoc tests on other srnall

models wil l almost certainly be required as design and d.evelop-

ment proceeds

I JUNE, t956 4 t

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시크릿 오

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안 치 용

4uz

9zoanEU

l6

J Z

294gI u.t

9 oz zo =t n d

E O6>

e € € g €

43

a

ry

FIG. 30 INSIATTAIION OF SUPERSONIC I.INER IN AVRO SUBSONIC EJECTOR WIND TUNNET

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ozl

4

=trd,

z>oTa,/,

oz4,oU6-

=

FzU=tt,

6

Y(J

F

Lnq

z

e,oF

(J

6zzIEt/,

o

Nduq

==zoFz4

==

1TU=

/,

uF

sd* z< o3 ua/,

ze

Ud

4

,^@ t l\ 0//

Lug

9

tn

UzzF

c

and,

6 -=N*9

e,Utsq

f r =Y Od =o <

zo

AIR CUSHION EFFFCIS MODEL

ffi Itz

No. r/t/lFtG. 3l

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z3ott7

ozE,o

FzU=Fv,l

\ZI

F

4

o

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9t {

aE n}Eu 2=

="= =5H a4i

r q

He9E, E8- NHT NTN H: NIN N'N f]T NNN N.ilN II* Nffi $.ilUAW W*

VV

d,uu=

i:- O= =

z6

zq

=o=ozt

I=

L

z-n*9g> Fa <

u:ue

9ts

Ftt)

uzzf

,t6= d ,

+<xU

tz ra - t 7g+

FfG. 32 STAB|UTY AND CONTROT MODETS NO. 213/4,2/s/8 AND 2lsls

45

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안 치 용

NOTE:FOR TUNNEL STATIC

REF. SEE ILLUSTRATIONOF WIND TUNNEL

ANGLE OF,ATTACK

)

\1./

INTAKEEVACUATION PLENUM

MODEL SUPPORT

RtG DRWG. NO. 56SK21339AND 60SK30081

MODEL DRWG. NO. 63SK2I339AND SK3OOSI

20" DIA. MODEL

I

tl

EXHAUST NOZZLE AtR SUPPLY.

?/7;^.

DY N^M,METEy/,,,,.

::::::::"]2:*.-'PYLON PITOTIREFERENCE

AIR INTAKE.EVACUATION DUCT

A P R I L T 5 , ] 9 5 6

,AIR BEARING

46

FrG.33 srABrury at.to coninot MoDEr. No. 212/4

시크릿 오

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rn5NNO , u

=26 *?;! u ,

1 ;9 0azooilg

rnuFN

9-- \ )p {a / ) L- d ,a =i ( 4x d .u u

4

o qt s J

> zK OJrg

qF

u

F

d,sqrn

=:zA

d,

47

FfG. 34 STABil.TTY AND CONTROT MODET NO.2l4/r

시크릿 오

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안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

a>H6f F

p6Y J ag;o . ^

. . = Yu < ql Z u .Yd9 F U

U U/2 |;-3-E-t-3

6 . L

e r

uFNozU'

Txu

u(Jzud,u4re

9

al',

U

zz

R e v i s e d M a y I 8 , 1 9 5 6

FfG. 37 STABil.rTy AND CONTROL MODEr NO.2/qt2(WItH TWO DEGREES OF FREEDOM)

u()zr s

6"\@ l t*\

50

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AVRO 4'RCRAFT T'/W'TED

PROIECT 1794

FIG. 39 iNTERNAL FLOW INTAKE MODEL

52

시크릿 오

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안 치 용

A'/RO A'RCRA FT 2'/14'TE''

5. I . r .3(Cont 'd)

PnofECT 1794The dynarnic rnoafts are i l lustrated i4 Figs. 36 and 3?. These

didnot give quantitative data; in general the following behaviour was

observed:

(i) The displacernent rnodel showed static stabil i ty over a satis-

factory angle of attack range, the angle of attack being con-

troLled by the port setting supplying the controlling jets.

Damptng was poor, attributed to the restraint in the rnodel

frorn rise and fall.

(ii) The rate rnodel did not show dynamic stability but could easily

be controlled with the additional pitch darnptng provided by

the jets.

The present design incorporates both rate and displacexnent signals

(eage 1[). Addit ional tests and dirnensional analysis of this type

of rnodel is desirable to investigate the dual control systern.

The alr lntake internal airf low rnodel is l l lustrated in Fig. 38-39.

Due to a series of delays this rnodel was not tested until late ln

the contract period. It was designed to obtaln data on the pres-

sure recovery and flow distribution to the eye of tJre lrnpeller.

The fol lowlng broad conclusions were reached:

(i) In the statlc case pressure recovery and fLow distr ibution

urere satisfactory and ln accordance with the static thrust

estirnate.

1 JUNE, 1956

(i i) In forward f l ight pressure recovery to the front and rear

53

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안 치 용

A VR O A'RCRA FT TI/14'7EO

5 . 1 .1 .3(Cont 'd)

5 " I . 2

- PROIECT 1794

sectors was sat isfactory but f low distr ibut ion was unsat is-

factory and the f low was not directed into the eve of the

i rnpe l le r a t the s ide by the ver t i ca l cascades.

( i i i ) tnternal f low air intake tests at the smal l scale which the

contractorrs tunnel i rnposes are not sat isfactory. Apart f rorn

the low Reyno lds No. , (par t i curar ly based on the chord o f t inv

cascades) t f re rnanufactur ing di f f icul t ies of obtaining accurate

f l o w p a s s a g e s a r e s e v e r e .

Fur ther tes ts a t la rger sca le a re requ i red to deve lop the in te rna l

air intake f low. An attract ive al ternat ive with radial cascades

out to the intake edge is envisaged. I t also seerns l ikely that the

intake f low wi l l be.rnuch irnproved i f sorne pre-swir l into the

irnpel ler eye is al lowed and this is seen as a dist inct advantage

in the design of the i rnpel ler.

Air cushion Effect rests: Apart f rorn the air cushion effect

phase o f the l /6 th sca le subson ic rnode l tes ts (eage z0) two

ser ies o f tes ts have been car r ied ou t a t Ma l ton on a s ta t i c r ig .

The f i rs t ser ies ( r igs . 40 and 4 I ) was done on l0 ' d ia rne ter

rnodels and the second (r igs. 42 and.43) on 20" d. iarneter rnod.els

(four t i rnes the area and rnass f low). The appl icat ion of a peri-

pheral jet to a delta shape (Fig. 44), t ] , ' .e unsat isfactory result

+of having a winf l . -around-jet conf igurat ion (r ig. 45), and the

ef fec t o f a ho t cen t ra l exhaust have arso been tes ted . The tes ts

I JUNE, 1956 54

시크릿 오

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안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

FOR ILLUSTRATIONOF TEST RIG REFER

TO MODEL NO. I/9

PYLON PITOTREFERENCE PROBE

UPPER SURFACE

EXHAUST NOZZLEAIR SUPPLY

RrG DRWG. NO. SK2l295

MODEL DRWG. NO. 9OSK2I295

TRIANGULAR MODEL 1I.22" SIDES

PYLON STATIC REFERENCE TAP

AIR FLOWGUIDE VANES

PLYON ATTACHMENT FITTING

MODEL PITOT PROBES

LOWER SURFACE

SPACER AND FLOWDISTRIBUTOR STRIP

FLOW DEFLECTOR

FtG.44ArR CUSHfON EFFECTS MODEL NO. r/26/l

MAY 3, 1956

6r

시크릿 오

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안 치 용

PYLON PITOT REFERENCE PROBE

RrG DRWG. NO. SK 21295MODEL DRWG. NO.77 5K21295

8.80" DIA. MODEL

PYLON ATTACHMENT FITTING

TAP

RrG DRWG. NO. SK 21295MODEL DRWG. NO.l9l SK 21295

TRIANGULAR MODEL 9.2I" SIDES

PYLON PITOT REFERENCE PROBE

EXH,AUST NOZZLE

t MoDEr No. r/r2lrr

MoDEr No. r/r3/r t

FrG. 45 AtR CUSHTON EFFECTS 'T|ODELS NO.l/12 AND t/t3

62

시크릿 오

브 코

리아

안 치 용

AVRO AIRCRAFT ''/W'TED

5. r .2(Cont rd )

that have been carr ied out are

and 60"

PROIECT 1794

l i s ted in F ig . 41 and on Pages 59

Broad conc lus ions are as fo l lows:

( i ) There was very l i t t le change in the ground cushion due to the

change in sca le .

(ii) The lift augrnentation extends at a high level to between 45

and 60 percent of the span, as rnuch as I . 8 t i rnes the jet

thrust has been recorded at 45 percent sparr f rorn the ground.

After this i t fa l ls of f rapidly to between 50 and 50 percent of

the je t th rus t in f ree a i r . The f ree a i r th rus t can be res tored

by shutt ing off the jet over local arcs around the perimeter.

( f i i ) The air cushion is found to be affected by the fol lowing:

(.) The angle the jet leaves the nozz\e

(b) The jet aspect rat io (circurnf erence/width)

(") The lower surface air intake

(d) The lower surface central exhaust ( frorn the power turbine)

(") The shape of the lower surface

(f ) The distance apart of the exhaust nazzles

It has not been found that rnoderate changes in any of these

pararneters rnakes a drast ic al terat ion in the general air

cushion character ist ic, al though the detai l ef fects have been

qu i te cons iderab le .

The design of the aircraft to sorne extent prejr ldices the achieve-

ralent of the opt irnurn ground cushion effect. Fig. 46, showing the

I JUNE, 1956 63

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PRO'ECT 1794

I\

\\

rlErrvrvl tvr\,4,rEl

\

\\ \

\

\

\\

\ \\

\

r l

PERIPHERAT JET ONt/ ,

\ Y\

\

\

\ \

\ \

WITHINTAKE SUCTIoN' \

2.O

1.5

zo

P l.ollt

\-t

tr=

o.5

oo.lo o.20 0.30 0.40 0.50 0.60 0.70

HEIGHT ABOVE GROUND. AIRCRAFT SPANS

PROIECT 1794 EFFECT OF I.OWER INTAKESUCTIOI{ OlI GROU]ID CUSHIO]I EFFECT

FTG. 45

64

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AVRO A'RCRAFT T'/W'TEI'

5. r "2(Cont 'd )

5 .1 "3

P R O f E C T 1 7 9 4

dif ference due to the lower surface air intake is regarded as

typical . Dif f icul t ies have been encountered in achieving cornplete

sirni lar i ty to ful l scale in these tests, pr incipal ly those of rnatching

the three f lows on the lower surfaces - the air intake, the peri-

pheral jet and the centrat exhaust - and of obtaining a representa-

t ive f low into the air intake. Further tests are therefore neces-

sary so that the exact ground cushion effect for the conf igurat ion

with full air intake, hot central exhaust and exact aircraft rrozzle

geornetry can be obtained.

stabi l i ty and control Tests: Tests relat ing to the stabi l i ty and

control area involved the colLect ion of aerodynarr ic and control

data frorn wind tunnel tests and have been noted in 5. l . I "

Further tests on these wind tunnel rnodels have also been suggested

in that sect ion. In addit ion the fol lowing tests are considered

nece s sary :

( i ) Transonic aerodynarnic and control data is required; for which

a new force rnodel with provision for air intake and exhaust

jet f low sirnulat ion is needed.

( i i ) Rig tests to deterrnine the behaviour of the pneunoat ic systern

and shut te rs , par t i cu la r ly the speed o f response, a re requ i red .

A sirnple r ig containing one pair of nozzLes has already been

constructed (Fig. 47) and, this wi l l be used to obtain response

data and to develop the shutter control . The f inal stage is

1 JUNE, 1956 o 5

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i:'::y,

#44'i::i",; i ,

.d?'r. I

"{. x" ':'""

'r:i::.,.," : i:lii.l$hiW

,!!

'sqr ' , .:i .,,,ifr,,tH

' i i i &

: . t " .

r , * ' "t

,f*

1{t

FIG" 47 SHIJTTER ] ]EST ' & C S C I L , L A T I O N R I G

o o

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AVRO A'RCRAFT T'/WTTED

5. r .3(Cont 'd )

5. r "4

5 . 1 .4 . 1

fo reseen as a

tes t p iece the

in sect ion 8.

PRO|ECT 1794

peripheral segrnent attached to the rnain central

contractor is planning which is br ief ly descr ibed

NOTE: I t is pointed out that the work staternent for the contract

calLs for s ix cornponent aerodyrrarnic data. However, in

view of the extrerne di f f icul ty of engineering a six cornpon-

ent special balance with provision for intake and jet f low

sirnulat ion, the rnodels tested were designed and approved

for the rneasurernent of lift, drag and pitching rnornent

only. Measurernent of s ide force, rol l ing and yawing

rnornents is considered secondary: part icular ly for this

design because of the syrnrnetr ical shape.

Air Intake and Gas Exhaust svstern Test: Two of the rnodels

prev ious ly re fe r red to in 5" 1 .1 a re concerned w i th the a i r in take .

with regard to the exhaust systerrr , several tests have been done,

as fo l lows:

45o FulL scale segrnent rest - A segrnent of the proposed inter-

rned ia te research a i rc ra f t o f F ig . z (page 5) was cons t ruc ted and

rnounted on a thrust and rnornent balance with instrurnentation

for p ressure and te rnpera ture r r leasurernent . ( r igs . 4g and 49) .

The ob jec t ives fo r th is tes t p iece were to ob ta in -

( i ) A 45o segrnent {ulL scale air cushion ef ' fect test.

( i i ) Hot je t duc t behav iour . - .

I JUNE" L956 67

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.A'RCRAFT TI/I.,'TED

PROfECT 1794

FIG. 49 45O SEGMENT

69

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A VR O A'RCRA FT I'/,''TED

5. r ,4 . 1(Cont 'd )

_ PRO| ECr 1794

( i i i ) D i f fuser e f f i c iency .

( i") Flow and ternperature distr ibut ion"

(") Ground ternperatures.

(vi) Control operat ion data"

This segrnent was cornpleted before the ducted fan concept had

rendered i ts design obsolete" I t was then also found frorn srnal l

scale tests that the air cushion effect character ist ic was d.rast ic-

alX.y al tered for a 45o segrnent so that l ts usefulness for ful l scale

air cushion test also appeared. rnarginal and in view of the l /6r i

scale ur ind tunnel rnodel being avai lable for ground cushion this

was discont inued.

An abbrev ia ted ser ies o f tes ts were , however , ru r l on th is segrnent

to deterrnine i ts di f fuser eff ic iency. Two series were run, the

f i rst being vi t iated by fai lure of the specirrren. A re-run after

repair y ielded the general conclusion that the di f fuser pressure

drop was not rneasurable with the local instrurnentat ion provided

and is probably unirnportant.

5 ' I " 4 . 2 T h r u s t R e c o v e r y T e s t - T e s t s w e r e c a r r i e d o u t o n a t w o d i r n e n T

sional f , low rnodel (Figs. 50 and 5l) exhaust ing substant ial t ry at

r ight angles to a supersonic strearn to see how rnuch of the thrust

of such a t : .ozzLe was recovered. in the strearn direct ion" These

tests were or iginal ly appl icable to the propulsion nozzLe scherne

for the a i rc ra f t o f F ig . 1 (Page 4) bu t have a genera l in te res t and 70

e1 .TI"INE, 1956

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Installation of Model and Test Rig Control Panel and Manorneter Bank

Close-up o f Mode l and R ig Strain R eco rding Equiprnent

Shadowgraph Installation Close-up of Type 2 Nozzle

F I G . 5 l T h r u s t R e c o v e r y T e s t s ( S e r i e s N o . I ) a t N o b e l

72

a

1 3 7 2 - t 7 9 4 - |

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A VRO A'RCRA FT 2'/I''78"

5"1 "4 .2(Cont 'd)

reinforce the rnornent

supersonic rnodel"

PRO|ECT 1794

augrnentat ion rneasured on the | /23 scale

Broad conclusions were as fol lows:

(i) In the region of 60To of the thrust of a plain nozzle facing back-

wards in the sarne rnodel and havlng the sarne pressure rat io

and rnass f low was reco\rered in the strearn direct ion by the

r igh t -ang led je t .

(ii) The rnornent produced by the jet exhausting about at right

angles to the surface into the supersonic strearn was 1,8 t i rnes

the rnornent so obtained without the supersonic strearn bLowing"

5" I "4" 3 End Loss Tes t - Cons ider ing in te rna l losses , the fo l low ing reg ions

rnay be isolated:

( i ) The a i r in take (sec t ion 5" I " 1 . 3 )

( i i ) The centr i fugal corr lpressor

( i i i ) The di f fuser duct

(in) The flarne holder and cornbustion sectlon

(r.) The nozzle end loss

Data exists frsrn which the centrlfugal comPress<lr efficiency and

f larne holder pressure losses rnay be est i rnated wi{h tolerable

accuracy. The di f fuser loss is not expected to be btgh since the

diffusion angle 1s optlrnurn and the flow straight and tests aPPear

to conf irm this (sect ion 5" 1."4. I ) . T}ne nozzle end loss is thus

prorninent as a point of doubS and data is lacking as to the loss

I JUNE, 1956 73

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A VzO A'RCRA F7 I,'/'4'TED

5. r .4 .3(Cont 'd)

5 . 1 .5

5. r "6

PROfECT t794

associated with this type of sharply accelerat ing var iable corner.

Since the 45o segrnent was no longer representat ive, a short ser ies

of tests wererun late in the contract per iod on a rnoderately repre-

sentat ive r ight angle bend. This r ig (Fig. ' 52) consisted of the

thrust recovery rnodel suitably r,nodified and fitted to the ground

effect balance" Thrusts were lneasured before and after bending

at the sarne pressure and lnass f low and the loss converted to a

pressure loss factor at the rninirnurn area before the f inaL bend.

Further tests are required on a ful ly representat ive larger scale

specirnen. A I /3rd scale nozzle end loss test of the actual air-

craft r ;ozzle is proposed and is now being rnanufactured for test ing

at the contractorrs faci l i tv"

Perforrnance tests: Tests in favour of evaluat ing perforrnance

are pr incipal ly concerned with wind tunnel rnodel,data on drag

and are descr ibed in sec t ion 5" I . L

Radial f low feasibi l i ty: No tests have been carr ied out relat ive to

the propulsion systern per se"

Design Study ald Theoret ical Analysis

Ground Effect: An atternpt was rnade to calculate the ground cush-

ion effect theoretically by assurning a flow structure sirnilar to

that observed. A curve of t [e r ight general forrn was obtained.

5"2

5 "2 .L

74

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BEARINGRETAINER ROD

PYLON PITOTREFERENCE PROBE

SHUTTER AND NOZZTE BTOCKCONFIGURATION MODEI NO, 312712

AIR CUSHIONEFFECTS TEST RIG

LIFT DYNAMOMETER

DRAG LINK

EXHAUST NOZZLEAIR SUPPLY LINE

MODEL DRWG NO.sK 30246

RIG DRWG NO.sK302lo sHT. l

75

aFtG.52 AtR TNTAKE AND GAS EXHAUST 5YSIEM-MODET NO. 3/27/\312712AND312713

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A'RCRAFT L'/J4'TEI'

5 .2 . I(Cont'd)

PRO'ECT 1794However, the high point at hal f span frorn the ground couLd not be

predicted. No detai led effects, such as that of jet angle, have

been atternpted theor etically"

5. ?,.2 stabll i ty and control AnaLysis: For stabil i ty, aerodynamic and

control derivatives and basic airplane data were taken frorn

prel irninary tests and studies since there has not been su{f icient

t irne to re-work the analyses on the basis of the wind tunnel tests

of sect ion 5. 1 .1, and the Latest a i rp lane quant i t ies. However , the

prel iminary values are suff iciently accurate for a clear picture

of the basic longitudinal stability problern to be obtained. During

the course of the year the preferred systern for operating the

shutters to control the jets to obtain artificial stability has

developed through the hydraulic systern with rnechanical l inkage

to the pneumatic syEtem with the actuation built into the shutter

i tse l f a"nd a leo prov id ing cool ing. (F ig. 7 , page lP) . Both sys-

tems have been examlned theoretical ly and it appears that the

pneumatic system wil l give a faster response also.

The fol lowtng analyses have been made:

(1) Loagitudinal stability of the aircraft using a simple control

equation.

(Z) Longitudinal stabil i ty of the aircraft using a second order

control equation.

76I JUNE, 1956

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A URO A'RCRAFT I'/W'TEI'

5.2 .2(Cont 'd )

5 .2 . 3

(") Lateral stabi l i ty of the aircraft using

equation.

PROfECT t794

a second order cont ro l

(4 )

(5 )

Estirnate of the tirne constant of the pneurnatic control systern.

Longitudinal transient response characterist ics of the air-

craft and control systern using a sirnple tirne lag transfer

function.

(6) Hovering stabi l i ty and control .

General conclusions which can be drawn frorn these studies are

as fol lows:

(i) It appears that the stability and control systern proposed can

be sat isfactor i ly developed to provide f ly i -ng qual i t ies sirni lar

to those of convent ional airplanes"

( i i ) There is suff ic ient control power in the jet controls to achieve

stability over the whole flight range up to extrerne altitudes

frorn low speed at sea level to very high speed at extrerne

a l t i tude (gO - t 00 , 000 fee t ) .

( i i i ) In cont ra -d is t inc t ion o f the a i rc ra f t o f F ig . 1 , Page 4 , there

are no gyroscopic react ions on the aircraft f rorn the rnain

rotors, s ince these are balanced by the contra-rotat ion; and

only used to provide a rr leasure of the rate of pi tch or ro11.

Air Intake and Gas Exhaust Systerns: The analyses rnade under

this heading have been devoted to the study of test results and

have a l ready been descr ibed- in sec t ion 5" 1 .4 .

I JUNE, L956 77

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A'/R O 4'NCNA F7 T'/W'TED

5 . Z . 3 .(Cont 'd)

. PROIECT 1794

NOTE: The Work Staternent for the contract calls for study into

" The effect of flow distortions on bl,ade vibration and

engine perforrnancerr . This is no longer appl icable to the

subject aircraft in i ts present forrn. Therefore no anal-

ysis has been rnade.

5 .2 .4 Aircraft Perforrnarlce: Estirnates for perforrra-rrce have been rnade

for the subject aircraft at each developrrrent stage, consist ing

principal ly of thrust and drag analyses and est i rnates and calcu-

lat ions of the result ing perforrnance character ist ics"

The per fo rqrance o f the s ix v iper research a i rc ra f t " p ro jec t 7o4t '

is superior to the earl ier designs by a wide rnargin.

5 .2 . 5

Drag analyses have now been conf irrned by supersonic tests and

the resutt ing perforrrrarce has already been surnrnarized earl ier

in th is repor t under sec t ion 4 .3 , F igs" 9 th rough 11 .

Radial Flow'Feasibi l i ty: A considerable arnount of design study

has been carr ied out in developing the desired type of propulsion

systern to the forrn shown in Fig. 4, Page 7. To illustrate this

Figs. 53, 54 and 55 are shown on the fol lowing pages, together

with a repeated Fig" 4 for cornparison. These depict the conf ig-

urat ions explored. Br ief ly, the ini t ia l proposal of Fig. 53 f i t ted

three viper engines with thdir jets facing outboard and exhausting

over srnal l arcs of the periphery. A large percentage of the rnass*

UI JUNE, 1956

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시크릿 오

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PROfECT 1794

A URO A'RCRAFT I'/T''TEI'

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PROfECI 1794

A UR O A'RCRA FT T'/'4'TET'

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AVPO A'RCRAFT "/14'TED

5 .2 . 5(Cont 'd)

PROIECT 1794

f lsw was bLed frorn these engines, separately cornbusted and

exhausted through a large diarneter turbine attached to the tip of a

single stage axial irnpeller, as can be seen in the drawing of Fig.

53. A large rrrass f low of air was dr iven through the wing by this

irnpel ler and, with provision for secondary cornbust ion, exhausted

over the wide sectors in between the Viper engines. For forward

f l ight the impel ler was by-passed al together and the aircraft

becarne a pure rarnjet. I t was thus str ict ly a highrnass f low ducted

fan arrangernent for take-off and rarnjet for supersonic flight. The

difficulties with the irnpeller turbine arrangernent, expected poor

transi t ion character ist ics, and low thrust at subsonic speeds were

principal object ions to this scherne.

In the aircraft of Fig. 54 a single large centr i fugal i rnpel ler \nas

used and dr iven by four Ro lLs Royce R.B. I08 eng ines ; mounted

vertically in a close cluster in t,he centre of the aircraft with their

exhausts facing upwards and used as gas generators to power a

large diarneter radial out-flow turbine, which forrned an integral

part of the centr i fugal i rnpel ler. Considerable analysis of this

propulsion unit was rnade (Area Report No. 5 - AVRO/SeC/T A,Z).

The arrangernent appeared very prornising, the pr incipal object ion

being centred in the rnechanics of the rnain rotor and the position

of the turbine exhaust.

The aircraft of Fig. 55 was-then studied. In this the engines were

I JUNE, L956 8 :

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A'RCRAFT I|/J4'TE"

5 .2 . 5(Cont'd)

PROIECT 1794reversed to exhault downwards through a relatively srnall diarneter

axial flow turbine. This turblne was rrrollnted on a central shaft

and drove a sirnilar large centrifugal irnpeller through a big reduc-

tion gear at the top of the aircraft. This propuLsion systern was

also analysed, (Area Repor t No. 5 AVRO/SPG/TRZ6). The reduc-

t ion gear was requi red to t ransrn i t in the region of 15,000 H.P.

for take-off and the irnpeller structure was sornewhat unwieldy.

These devetoprnent problerrrs appeared quite rnanageable. How-

ever, the engine supply posit ion for the Rolls Royce R. B. I08, or

any alternative sufficiently short to fit uprlght in the srnall

research airplane, was rather doubtful. A dgsign was therefore!

sought which would enable a bona-fide off-the-sh+illf engine, such

as the Arrnstrong Siddeley Viper to be used and thls resulted in

the alrcraft sf Fig. 4, Page 82.

In Project ?04, as descrtbed in section 4, the rnain centri fugal

lmpeller has been split lnto two halves rnounted directly off a

central shaft. The Viper engines, which are too long to fit ver-

ttcally ln t"he alrcraft, are laid flat ln tJre wing and drive the

irnpellers through a radlat in-flow turbine exhausting downwards.

Project 704 thus avoids a development problem of a very large

reduction gear and provides a superior tmpeller structure and

bearing arrangernent. This propulsion system is different frorn

the earl ler design ln that the engine tntakes are pressurized by

I JUNE, T956 84

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AVRO A'RCRAFT L'/W'TED

5 .2 . 5(Con t td )

- PROIECT 1794

the rnain i rnpel lers so that the propulsion unit therrnodynarnical ly

resernb les a two spoo l by-pass gas tu rb ine . To prov ide h igh s ta t i c

thrust ef f ic iency, and the very large air swal lowing capacity

requ i red , the by-pass ra t io i s very h igh (5 to 1 ) . An ana lys is o f

the thrust and specif ic fuel consurnpt ion to this power plant over a

wide range o f opera t ing cond i t ions is p resented in Area Repor t

No" s (AVRo/spc /TR14)"

The stat ic thrust ef f ic iencv is i l lustrated bv

this chart shows four rnethods of obtaining I

the char t F ig . 56 :

2 , 0 0 0 l b . v e r t i c a l

i l lustrat ing the var i-l i f t (without ground effects) ly ing on a curve

at ion o f H. P . requ i red w i th " je t ' rnass f low. Most e f f i c ien t ly ,

a very la rge rnass f low is used, as in the he l i cop ter in wh ich the

jet is the whole f low passing through the rotor. The next al ter-

nat ive is the convertaplane shown which has a rnuch srnal ler rotor

a n d r t j e t " b u t a l s o h a s a g r e a t e r s p e e d r a n g e . I n d i r e c t j e t l i f t

(4 ) "

very concent ra ted je t i s used bu t th is i s seen to be ex t rav-

agant in H. P . requ i red and fue l consurned. Pro jec t 704 is repre-

sented as requ i r ing less than ha l f the H"P. o f d i rec t h igh energy

je t l i f t . I t i s c lear f ro rn th is curve , however , tha t sorne c ross-

over point occurs where the " jet t t is ducted within rather than

around the aircraft and a large internal rnass f low can st i l l be used

for stat ic l i f t . Equal ly when.the large mass f low can be ducted

through the a i rc ra f t i t can a lso be reheated to p roduce a very la rge

instal led thrust. 85

I JUNE, T956 - ,

시크릿 오

브 코

리아

안 치 용

AVRO A'RCRAFT I'/W'TED

4,OOO

3,OOO

2,OOO

l ,ooo

o7 0 5 - t ? 9 4 - 1

Ftlt

=

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=

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C IIART

PROIECT I '94

2 5 ,OOO 3O,OOOHORSE POWER

o5 ,OOO IO ,OOO l5 ,O0O

Y.T.O. EFFICIElICYFTG. 55

86

a

(r)CONVEAPPROX

t l

NT IONAL HET ICOPT. 200 M. P . H . HM|T

t t t t r l

R

FOUR METHODS OF OBTAIN INGA NORMAI I 2 ,OOO tB . VERTICAT I . IFT

(no onouruo errecr)II

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coNSUMP roN ru geu/HR. I ROCKET85 660 t780 7

BIACK PIATE

시크릿 오

브 코

리아

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FINANCIAL STATEMENT

I JUNE, T956

시크릿 오

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TABULATED LABOUR & COST SUMMARY

PRO,ECT 1794

6 .

The cos t surnrnary covers the per iod Ju ly Is t , 1954 to June ls t , 1955 and de ta i l s

separa te ly the cos ts incur red dur ing the an t ic ipa tory per iod - Ju ly l s t , 1954 to

Apr i l l s t , L955. The rnanhours and cos ts o f each o f the f i ve a reas o f Inves t iga t ion

incur red dur ing the cont rac t per iod - Apr i l Znd, 1955 to June 1s t , 1956 - a re as

fol lows:

AREA OF INVESTIGATION MANHOURS cosT TOTAL

Air cushion Effect

:r:"""rt",Manufacturing

z ,395 .00r ,877 . 50

#tz,ozr.76Lr ,507 . 23

4 ,272 .50 S z+,szl .99

Stability && Tes t

Air Intake &System Test

Cont ro l Ana lys is

- Eng ineer ing- lvlanufacturing

Gas Exhaust

- Eng ineer ing- Manufacturing

24 , 080 . 0033 ,77 5 . 00

f i tn,430. l rr87 ,50?. 27

i l tn,z3g.853 ,L59 . ZZ

# z+,933. 88(r3. ,6Z^)

57 ,855 .00 324 ,932 . 38

4,246.25 f l rg ,406.636 ,870 .75 42 ,710 .44

t l , 117 .00 62 ,L r7 .07

Ai rp lane Per fo rmance Ana lys is& rest

: i,H.l,::l[l",

R adial Flow'": Hild:r[{":

These cos ts ($453 , 897 .77 ) t oge the r

($Z87 ,9Z I .ZZ ) agg rega te t o t he t o ta l

I JUNE, 1956

4 ,097 . 25 24,920 . 26

80 ,7Z t .25 $ +55 ,897 .77t l_-___'-*

cos ts fo r the an t ic ipa tory per iod

818. 99 - leav ing a ba lance o f funds a t

2 ,776 .25603 . ?5

4 ,097 .25

with the

of . $74\

3,379 .50 17, 399. 07

87

시크릿 오

브 코

리아

안 치 용

A UPO A tRCnA F7 tl/vttrEO

i

the end of May L956 arnounting to

to cover the cost of producing the

the contract.

PROIECT 1794

and this is anticipated to be adequate

reports required under the terrns of

$t9, BZ. t . oo

rernaining

I JUNE, L956 88

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브 코

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시크릿 오

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리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

시크릿 오

브 코

리아

안 치 용

A VRO A'RCRA FT IT/J4'TEO

7 . DEVELOPMENT AND PRODUCTION ASPECTS

Project 704 is rnuch simpler to rnanufacture than rnore convent ional type

aircraft and can therefore be produced at a rnuch lower cost. Due to i ts

syrnrnetry of forrn, there are a greater nurnber of ident ical detai l parts

and cornponent assernbl ies than there are in a convent ional type of aircraft ,

Fig. 4, Page 7 This rneans that a rnuch srnat ler range of tools is re-

qu i red to bu i ld the rnach ine . Process ing t i rne is reduced and a very

econornical rat io of tools per detai l part is achieved.

The airplane is broken down into six ident ical segrnents, each containing

one of the Viper engines and each of which can be bui l t in the sarne corn-

ponent j ig . A s ing le la rge j ig can then be used to assernb le the ident ica l

segrnents and these, when rnarr ied up, const i tute about 90% o|the total

air f rarne. The symrnetry of forrn and repet i t ive construct ion leads to

econof i Iy throughout developrnent; not only is tool ing econornical but design,

planning and al l phases of developrnent t i rne are reduced.

Deve loprnent o f Pro jec t 704, as cur ren t ly env isaged, i s to p roceed w i th the

construct ion of a single prototype in the shortest possible t i rne with only

essent ia l p re- f l igh t deve loprnent tes ts be ing car r ied ou t . The pro to type

wil l in i t ia l ly be constructed without the outer cornbust ion; the ini t ia l test

f l y ing w i l l be done ' rco ld r r , p rov ing the a i rc ra f t th rough the ver t i ca l take-

off , ground cushion transi t ion and low subsonic speed regirnes. I t is

envisaged that developrnent of the rnaih cornbust ion systern wi l l proceed

concurrent ly however, and cornbust ioa wi l l eventual ly be f i t ted to this

I JUNE, 1956

PROfECT r f94

96

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AVRO A'RCRAFT I'/W'TED

PROIECT 1794

prototype aircraft which should then be capable of developing high thrust and

reaching supersonic speed; but wil l be l irnited to a top speed of Mach 1.74

by the Viper englne.

Developrnent of the full top speed potential is unlikely to be achieved until

a second or third prototype has been cornpleted. The subsequent aircraft

rr lay errrploy developed Viper engines or al ternat ive power plants in a

sirni lar category and wi l l probably be of al l steel construct ion.

The first prototype wilL have a steel outer wing and steel rnain rotors and

turbine, but the central port ion of the aircraft wi l l be constructed pr inci-

pal ly of l ight al loy. A prograrnrne of work covering the tests expected to

be required, including a r ig to cover the qual i f icat ion of the power plant

as a con'rplete unit , is given in the next sect ion.

I JUNE, 1956 97

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8 .

A URO A'PCRA FT I'/W'TET'

NEW PROGRAMS REQUIRED

A tabular surrrnary and cost forecast for the fol lowing is given in sect ion 9.

Test Prograrn

Wind Tunnel Tests

8. t . l . I Supersonic Tests and Analysis - Overhaul and rnodify the exist ing

t /Z3ra sca le superson ic fo rce rnode l . Re-des ign the a i r evacuat ion

systern, coordinate installation and conduct tests to cornplernent

the prograrn already cornpleted. Reduce data and prepare reports

(approxirnately 60 hours tunnel tirne required).

Further test ing is required on Supersonic st ing rnounted r /40 scale

rnodel to obtain transonic corrlponent drag data.

8 .1 .1 .2 - Design and rnanufacture a half-

plane transonic force rnodel sirniLar to the existing l/6t1n scale

subsonic and I /ZZra scale supersonic rnodels. (A l / IZth scale

rnodel for installation ln the l0 foot diarneter transonic tunnel at

'Wright Air Developrnent Centre is suggested). Design a^n instal-

lation rig to suit the tunnel facilities, cornplete with rnodel control

rnounting, balance devices and suitable instrurnentation for force

and pressure rneasurernents. Coordinate instal lat ion and conduct

tests in accordance widh a prepared prograrrr . Reduce data and

prepare reports. (Approxirnately 200 hours tunnel t i rne required).

Subsonic Tests and Analysis - Overhaul and rnodify the exist ing

r/6r]n scale subsonic force rnodel and. also the exist ing rnodel con-

trol rnounting and instailatioir. rig. Revise the instrurnentation,

8. r

8 .1 . 1

8. r .1 .3

PROIECT 1794

I JUNE, 1956 98

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8 , l . 1 . 3(Cont td)

A VR O A'RCRA FT I'/J4'TED

PRO|ECT 1794

coordinate instal lat ion and conduct tests in the 20 foot Massie

Mernorial tunnel at Wright Air Development Centre to cornplernent

the prograrn already cornpLeted" Reduce data and prepare reports.

(Approxirnately 200 hours tunnel tirne required).

8. t . 1.4 Internal Air Intake Flow Mo{e1 - Design and rnanufacture an lnter-

nal flow air intake rnodel for developrnent of the air intake flow up

to the eye of the i rnpel ler. (e t /S* scale half rnodel (upper air

intake only) for installation in the l0 foot diarneter tunnel at the

l f f r ight Air Developrnent Centre is suggested). Design and rnanu-

facture an installation rig to suit the tunnel facilities and instru-

rnentat ion for pressure and rnass f low rneasurernents. Coordinate

instal lat ion and conduct tests in accordance with a prepared pro-

graln. Reduce data and prepare reports. (Approxirnately 50

hours tunnel t i rne required)"

8 . 1 .1 .5 Srna l l Sca le Wind Tunne l Tes ts - Des ign and rnanufac ture s rna l l

sca le rnode ls as requ i red fo r tes t ing in the Cornpanyts lS t r x 18"

low subson ic and 8r r x l l t ' superson ic w ind tunne l . These tes ts

wi l l be of a rninor nature and no general prograrnrne is envisaged

at this t i rne but data wi l l be analysed and reports prepared.

8 . L . Z Ground Ef fec t Tes ts : Design and rnanufacture a Z0 " scale rnodel

incorporat ing discrete circurnferent ial jets with air intake and

centre exhaust, and an instal lat ion r ig to sui t the Cornpanyrs air

I JUNE, L956 99

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AVRO A'RCRAFT IT/W'TED

8 .1 . 2(Contrd)

l .

t .

8 .

8 .

3

3 .L

PRO|ECT 1794

supply faci l i t ies, cornplete with balance devices and adjustable

ar t i f i c ia l g round" conduct tes ts , reduce da ta and prepare repor ts .

Internal Flow Tests:

Air Intake rnternal Flow - Design and rnanufacture a r /st in scale

internal f low half rnodel (upper air intake only) for stat ic suct ion

tests, using a viper engine at the cornpany's facir i ty. Design

a suitable instal lat ion r ig and instrurnentat ion for pressure and

rr lass f low rneasurernents. conduct tests, reduce data and prepare

r e p o r t s .

Nozz le End Loss Tes t Mode l - Des ign and rnanufac ture a I /3 rd ,

scale internal flow rnodel of an outer wing shutter segrnent, to

suit the cornpany's air supply faci l i ty, and an instal lat ion r ig with

rnodel rnounting, balance devices and suitable instrurnentation for

fo rce and pressure rneasurernents . conduct tes ts , reduce da ta

and prepare repor ts .

single Engine Intake and Exhaust rests - Design and. rnanufacture

a reverse f low cascaded air intake duct and an engine exhaust ful l

scale di f fuser fantai l , both for instal lat ion on the viper engine at

the cornpany's test faci l i ty. Design and. rnanufacture sui table

instrurnentat ion for pressure and ternperature rneasurernent.

Conduct tes ts , reduce da ta and prepare repor ts .

Propulsion systern Tests aneo*gl i t iggt ig-: Design, manufacture

8. r . 3 .

8 . r .3 .3

8 . 1 .4

I JUNE, t g56 100

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AVRO A'RCRAFT T'/WTTED

8 .1 . 4(Cont 'd)

PRO'ECT 179{t

and erect at the Cornpanyts faci l i ty a ful l scale 6 Viper test r ig,

consist ing of a cornplete representat ive inner port ion of the air-

craft structure, together with the 6 engines and the upper and lower

centr i fugal i rnpel lers. This wi l l include the cornplete inner wing

assernbly, the cornplete upper and lower fuel tank assernbl ies and

the centre part of the upper and lower air intake assernbl ies.

Design and rnanufacture engine rnount ings, intakes, exhaust di f -

fusers accessories locat ion et al , to perrni t the instal lat ion of the

6 Viper gas turbine engines in the structure erect ion, and a fuel

systern to perrnit test operation of the 5 engines frorn the

Cornpanyrs tes t house.

Design and rnanufacture f i re protect ion systern; the control systern

to be capable ini t ia l ly of operat ing the 5 engines from the test

house and ultirnately frorn a ternporary aircraft cockpit set up on

the structure erect ion"

Design and rnanufacture the necessary electr ical system capable

of handl ing the engine accessories and f i re protect ion control f rorn

the Cornpany's test house, (and ul t i rnately frorn the ternporary air-

c ra f t cockp i t ) .

Design and bui ld a test s i te and test stand with sui table securi ty

and safety precaut ions at the'Cornpany's fa.ci l i ty, cornplete with

fuel storage and other services as rnay be required. Redesign and

I JUNE, T956 l 0 r

시크릿 오

브 코

리아

안 치 용

A URO A'ACRA FT I'/14'7ED

8. r .4(Cont 'd )

1 .

1 .

8 . 1 . 5 .2

rnodify, as necessary, the Cornpanyts exist ing

:

Design and rnanufacture sui table instrurnentat ion for pressure, rnass

flow and ternperature rneasurernents and engine irnpeller control. Pro-

vide for installation of the upper and lower centrifugal-impeller

and turbine assernbl ies. Conduct tests in accordance with a pre-

pared prograrnrne, reduce data and prepare reports.

Redes ign and rnod i fy , as necessary , in the l igh t o f tes t resu l ts

obtained, and conduct qualifying tests for experirnentaL flying,

,

Oscillation Rig and Shutter Box - Design and rnanufa.cture a jet

control shutter testing rig with sirnulated aircraft control systern.,

the control st ick, or i ts equivalent, operated by a power dr iven

osci l lator, and using the Cornpanyts air supply faci l i ty. Conduct

developrnent tests of the shutter control systern, as required,

reduce data and prepare reports.

outer 'lYing

Segrnent and Control Systern - Design and rnanufacture

a ful l scdle outer wing segrnent assernbly, incl-uding upper and

lower shutters for instal lat ion on the fu1l scale 6 Viper propulsion

systern test r ig. Design and rnanufacture the aircraft shutter con-

trol systern for installation in the outer wing segrnent, cornplete

with rnain control valve and pi lot st ick in the ternporary aircraft

cockp i t .

PROfECT 1794

test house.

)

5 . I

B.

8 .

]. JUNE, T956 L0z

시크릿 오

브 코

리아

안 치 용

A'/R O A'RCNA FT I'/J4'TED

8 .1 . 5 .2(Cont 'd)

8. r .6

8 .2

8 .2 . 1

Design and rnanufacture a sui table osci l lator

for pressure and frequency rneasurernents to

st ick.

PROIECT 1794

and instrurnentation

connect to the pi lot ts

Conduct tests in accordance with a prepared prograrnnre, reduce

data and prepare reports. Redeslgn and rnodify, as necessar| : in

the l ight of test results obtained, and conduct qual i fy ing tests for

experirnental flying.

C ornbustor Systern Developrnent:

Design and rnanufacture a cornbust ion systern test ing r ig, basic-

ally consisting of an outer wing segrnent containing one set of flarne

holders and one pair of nozzles to be tested at Orenda Engines

Lirnited, Nobel facility. Design and rnanufacture a suitable fuel

systern" with control systern and storage. Provide sui table instru-

rnentat ion for the rneasurernent of pressure ternperature and rnass

f low. Conduct tests in accordance with a prepared prograrr lme,

reduce data and prepare reports. Redesign and rnodify as neces-

sary in the l ight of test results obtained and conduct qual i fy ing tests

for experirnental flying.

Design Study and Theoret ical Analysis

The fol lowing design study and theoret lcal analyses are considered

appropriate to the next phase of developrnent,

Weapon Systern Design Studies: Carry out prel i rninary design study

I JUNE, 1956 r03

시크릿 오

브 코

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안 치 용

A VR O A'RCRA FT T'/J4'TEO

8 .2 . 1(Cont 'd)

8 .2 .2

8 .2 . 3

to apply the AVRO AIRCRAFT LIMITED

concept to the following weapon systerns:

( i ) Reconna issance

(i i ) Interceptor

( i i i ) Tact ical Bornber

PROIECT 1794

vert ical take-off design

Prepare reports which wi l l include drawings showing suitable space

provision for carrying equiprnent appropriate to the above roles,

weight analysis to include such equiprnent and performance data.

The latter vrill dernonstrate speed and altitude capabiLity, take-off

landing and turning perforrrrance and range profiles with appropriate

al lowances and payload.

' \ iYeapon systern Developrnent plani prepare a report giv ing est i -

rnated tirning and costs for the rnanufacture and developrnent of

prototype reconnaissance aircraft broadly as specif ied by ( i ) above.

The report wi l l specify and describe the aircraft , rnater ial faci l i -

t ies and tests required in accordarrce with ARDC Mg0-4, and give

data on the ability of AVRo AIRCRAFT LIMITED to carry out the

Developrnent Plan.

stabilitv and control Analvsis: Analyse and deterrnine the flight

behaviour of the aircraft in response to gusts or piLot dernand

orrer the whole flight range, using available wind tunnel data and

rnechanical cornponent perforrnance as obtained frorn tests

d e s c r i b e d i n s e c t i o n 8 . l . 5 . -

I JUNE, 1956 r04

시크릿 오

브 코

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안 치 용

.ltncPAFr Lt/l4rrED

. PROfECI 1794

8.2.4 P""p"l" i"r Syututr a Extend the exist ing propulsisn

systern analysis to cover the off-design perforrna:nce of the systern

using data obtained frorn tests under 8. 1.3 above" measured flow

characteristics for the Viper engines and rnore cornprehensive

analysls of expected power turbfuse characteristies.

I JUNE, 1956 105

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PRO'ECT 1794

r d , . rHo 3 c ' h ' * .

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I JUNE, 1956

시크릿 오

브 코

리아

안 치 용

PRO|ECT 1794

oucd o

r+{ .ra+ r h 5

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t0?I JUNE, 1956

시크릿 오

브 코

리아

안 치 용

PRO'ECT 1794

oo oq , | - d t'a .tu1: 'E;J T€E{ ta

o>o Hg oo o

I !'l o '{i

€ x*^Ho . n t l lk . d o t s .l + r k + r Eo o . q q , t rO . t + ' " - r ,gi lepe IAt s.E.! oh3 *EE 3H; 4 P x F.5 ' o i - t o

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1011 JUNE, 1956

시크릿 오

브 코

리아

안 치 용

PROIECT 1794

6o\

6

€

'fr-{*

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i f t f Nt i l \ O N F -

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ifi i i ;109I JUNE, 1956

시크릿 오

브 코

리아

안 치 용

AURO A'NCRAFT Z'/W'TED

PROfECT 1794

o

Ntn

{+

v o

snvv o

."i (iN - aNrf} {+

\o6

rfi

OO

r..r)crl

@

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. d t { N 0 )d ^ ^ €

6 6 'q u 'o i ' d : t ;t r q - 4 i €r 5 . ' - t O q )

i i : ;8 = €! g.! Ei ; Eo c d o d l - i+{ ; 9 t EE P ET$ E; Ti l Fg-c q; i .E 3 ' b. : E : . Y , , ' , ' : n .

3,r i lp ;F g Eb0 ) i ; o j j d o 0 . ) t tt ,4 oE ed o zS

i dq :+). i o

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f l l 3r- l l . d+ r l . . kO I

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N

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110I JUNE, L956

시크릿 오

브 코

리아

안 치 용

AURO A'RCRAFT I'/W'TE"

PROIECT 1794oo

ooo

c)c-

o oo o

A

d d l oo o o o Ho o d =

' ' 5 oo \ O Y ON ) . L .

N E ' '

Xf-lq {r+g

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t n U" f i'{ f.'t

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o oo oO Oo oo ol n 0l- \O

t,o

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lq

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tri llil tlil "E ; ?..eFElEt llEl * ;Erj fl6r Eldt i iEi f i t A l Ol o 6o(v) t1 N

.d {' rn ,ri d; J : . . ; . . ;o . o l - o , o ' o .

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.; t{ Od O E + ,o l . 5 c l ?r< E i iU a ( ) : /o E a . l

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-.;o

t l l1 JUNE, 1956

시크릿 오

브 코

리아

안 치 용

AVRO A'RCRAFT L'/14'TE"

PRO'ECT 1794

\oro

o '-{g+ ) dd \ <

i3

f s )+t

o d

d + ).x +{y ( EH L

O / \U H(Jd L

d x

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od -.l .P

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u r ; {o i ju9o h. i {

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f I $, E# EE b s€ ?l.n 3

y?t A .ir -E - S.d 5{ l n $ i t S; hEl I E FH *"d ?El ; $r !: rrs l

T iH {I HI'o 6o, fr.9 i ia* IH Et sgi l f i l f i 'e t"d sF &E fiI

d

i,o

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$ o . o .O' d) cr)

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r " r d Ou l Q .o 0 ) 0t l k O

O Nh

. ra

,-j 3^ c.) $ *fl r.r-v ( Et r . AH H r

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st q 8; { Ei l F T{ 6 {31 3 B.ql i €a i F' r l 5 FN. 3 EEl A s: € .nfl E ,*.: F Isl f i - ;z

h 5"?,l E E; s E;l Fu fg € gFl d.e Fr f i dEI- g l N . . a , r oH I

N N N ( \

o: o. o. o.

TZI JUNE, L956

시크릿 오

브 코

리아

안 치 용