Project1794finaldevelopmentsummaryreport as released by the national archives

€f€tFF

PROJECT 1794 FINATDEVEIOPMENT SUMMARYREPORT 2 APR|I- 30 MAY t956 U S A F C o n r r o c tN o . A F g 3 ( 6 0 0 ) 3 0 t 6 l t. D. No.S6-RDZ_199s4

A VR O

A /P CRA trT

T//T///rED

:U SECURITY

docurnent

This

delegated work

is intended

The transrnission, tents,

solely for the reci,pient and such persorrs as have rceen

to use it in the course

perforrned

for or on behalf

unauthorized

in any rnanner,

Failure

to cornplr

Official

Secrets

Espionage Laws,

WARNING

of their

duty and rnay be used in connection with

of the

united

retention,

States Air

destruction,

to (an) unauthorized

person(s)

with any of the above instructions Act

and is a violation

within

Force.

or the revelation

of its con-

is forbidden.

is an infraction

the rneaning

of the Canadian

of the United States

title 18, U. S. C. , sections 793 ar'd 794.

This copy has been issued by Avro Aircraft

Lirnited,

Malton.

ToDate -

CopyNo. -

1

r . D. 56 R D Z r 99c 4 I JUNE, 1956

-SECRBF-

t

PROJECT T794 FINAL DEVELOPMENT Z Aprll,I955

SUMMARY REPORT

- 3I May, 1956

USAF Contract No. AF33(600)30I61

Issued by: Avro Aircraft Lirnited Malton, Ontario, Canada

Approved

by:

J;C. M. Frost Chief Design Engineer

H. C. Moody Engineering Manager Special Projects Group Avro Aircraft Lirnited.

Special Projects Group Avro Aircraft Lirnited.

The nurnber of pages in this report, Illustration

including

Table

of Contents

and

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

sheets is LL4

I JUNE, 1956

the Title,

-€E€R:E*F-

TABLE OF CONTENTS PAGE 1.

SUMMARY

I

2.

INTRODUCTION

z

3.

PROGRESS OF THE DESIGN

3

4.

PROJECT 704

8

4. L

Description

I

4.2

Operation

1,1

4.3

Perforrnance

15

5.

DISCUSSION OF' ACTIVITIES

z0

5. I

Test Results

z0

5. Z

Design Study & Theoretical Analysis

7&

6.

F'INANCIAL STATEMENT

87

t.

DEVELOPMENT

96

8.

NEW PROGRAMS REQUIRED

98

8. I

Tests Prograrn

98

8. Z

Design Study and Theoretical Analysis

9.

TANULATED

AND PRODUCTION ASPECTS

SUMMARY & COST FORECAST

103 I10

I. D. No.56-RDz-19954 I JUNE, 1956

-€ECR-E{tr

AVRO

I'/W'TED

A'RCRAFT

PRO|ECI 1794 FINAL DEVELOPMENT S.UMMARY t.

SUMMARY In this report the progress prototype results craft,

the scope of work under the above contract of the design is explained.

which the contractor

of feasibility and a financial

It is concluded proposed

- the propulsive

whole flight

is then given,

potential

relating

that the stabilization

and the aircraft

to the work

and control

Supersonic

design will

at the start

provide

range with allowances

of contract

negotiations,

substantiate

be required.

Developrnent and production

and an outline

new prograrn (to dovetail

broader

flight

thrust

the

at very

potential

perforrnance

to that

with a top speed potential I00,000

ft. and a rnaxirnurn

are shown to

aspects are briefly

reviewed

in scope than the study now cotrrpleted envisaged),

together

with an

This estirnate covers a period of l8 to 24

rnonths in the total arnount of $3, I68,000.

1956

to supersonic

this perforrnance

with the developrnent

accornpanying cost estirnate.

1 JUNE,

- is feasible

of about I,000 nautical rniles.

tests to cornpletely

is presented

in the rnanner

handling through

a rnuch superior

between Mach 3 and Mach 4, a ceiling of over

Additional

of the aircraft

show that the calculated

tests

by the

accornplished.

jets are used to control the aircraft

range frorn ground cushion take-off

with the present

followed

studies for the subject air-

can be designed to have satisfactory

high altitude.

estirnated

staternent

and

An outline of the proposed research

is building

and perforrnance

is reviewed

AURO

A'RCRAFT

I'/W'TED

PROIECT 1794 2"

INTRODUC TION The work

staternent

investigations

- Exhibit

and design studies to deterrnine

and design features

of a flat vertical

new type proposed by AVRO AIRCRAFT tiating tests. configuration

This contract effort

of principles

analysis

are defined as:

in a practical

( 1)

Air

(Z)

Stability

(3)

Air

(4)

Aircraft

(5)

Radial {low engine feasibility

of rnulti-engine

study and " design required

for dernon-

The areas for test and

configuration

Intake and gas exhaust systern test perforrrlance,

of which the first

rnent sulnrnary

stability

and control

of work has been reported

rnent surnrnary report.

group were

and the work reports

plus three

separate

f,urther

technical

surnrnary

surnrnarized

have been prepared reports I. D. No.

in an interirn

develop-

is covered by this final develop-

under this contract

covering

is now cornpleted. on each of these five areas,

wind tunnel rnodel tests.

56P.DZ-I3709

done during the year frorn the technical status of the design.

in detail in ten rnonthly progress

The whole period

Separate technical

I JUNE, I956

together with substan-

a feasibility

applicationtt.

of a

Cushion effect

The progress

general

LIMITED:

is essentially

capabilities

and landing aircraftr',

shall be confined to the minirnurn

stration

reports

the perforrnance

take-off

, analytical

- specifies

t of the above contract

standpoint

reviews

A

ali. the work

and outlines

the current

AVRO

-3.

A'RCRAFT

I'/WTTED

PRO|ECT 1794 PROGRESS OF THE DESIGN At the start of contract

negotiations

the proposed

folLowing page) was for a jet-propelled forrn,

ernbodying

a new arrangernent

control.

In order

airfrarne

an interrnediate

turbo-jets

to separate

radially

at this tirne (Fig" engine of Fig.

An alternative

of the contract

3 designs was conceived,

This

ducted fan arrangernent

the earlier very

air flow. several

final

period

developrnent

a cornprornise

- while preserving

cushion VTOL,

avoided

the radial

developing

to the form

In view of the relatively

the idea of an interrnediate

vehicle

has been discarded

with the construction

4, which is described

I JUNE, 1956

efficiency

shown in Fig"

4 by cornparison

Fig.

objections

to

and a

aTea (5) through

of Fig.

is proceeding

to either.

flow and circular

sorrre considerable

the rnain rotors

LIMITED

I and

depth of the wing between skins for engine

arrangernents designs.

radial

between the Fig.

perforrnance

This design was developed under contract

supplanted the earlier

to the large

3).

having a superior

using the entire

rnechanical

jet

8 srnall conventional

designs and also gave good static thrust-lift

thin wing,

plan-

disposed like the spokes of a wheel was also proposed Z)"

with air

of circular

task frorn that of the

ernploying

vehicle

I on the

engine and ernploying

the engine developrnent

research

Fig.

planforrn

aircraft

of a turbo-jet

I was also suggested (fig.

At the beginning

\_-

all-wing

design (Fig.

in general terrns

4 and has

rninor

task of

with the engine of Fig. l, and AVRO AIRCRAFT

of the aircraft

illustrated

in the next section.

in

A VR O A'RCRA

FT

LT/14' TED

PROIEC T 1794 U Y

4

o o z o 4 z = F

>r

9 q oz

i* f r. . . <; e=

E g >F q

o6 4

u F

:) u

F

z o U

; z = d

Oo UA

vX

<x JU

<Y (J< - F

f_l I I

li

tl lL_ll a Y

z f

U I

FIG.

Z INTERMEDIATE

RESEARCH

AiRCRAFT

A UR O A'RCRA

FT

L'/W'7-EO

PRO'EC :] 1794 lz

z e, lll

L G

oo zz

t,

tll

=z

tR<

== oz

EF

id

t!

hz

-t

u, llr

6z

D

-

t' I

UI E v- ll

Sr =E

fr=

e{ 64 G -'t

fg

2a* OH

EU ,=

Ea

;fi <l 5 I

att

e

ul f

-

at

o 4 z o (J

o t!

o z

5m <f

8o=

c,

= 4

ul tlf

=

Itl

I

AURO

A'RCRAFT

T'/W'TED

PROfEC I 1794 4.

PROJECT

704

To distinguish undertaking Project

4. I

it frorn the work

covered under contract

to build the aircraft

is known by AVRO

on project

AIRCRAFT

l?94 the

LIMITED

as

704.

Description Fig.

5 is a plan and section

drawing

of the aircraft.

diarneter;

stands about 2 feet off the ground,

the lower

surface

rical

It is 35. 3 feet in

measure s 7.7 feet from

to the top of the canopyi is approxirnately

syrnrnet-

in section and is expected to weigh about 20,000 lb. with 5,200

lb. fuel.

The rnaxirnurn

fuel capacity

is 13, 150 lb.

giving a rnaxirnurn

weight of about ZT,000 lb.

Six Arrnstrong overall wing,

Siddeley Viper

turbo_jets

diameter , 525 Ib. weight exhausting

contra-rotating

inwards; centrifugal

- 1,900 1b. thrust,

ZZ.Otl

each - are rnounted radially

and used as gas generators irnpellers

in the

to drive

by rneans of a radial

a pair of

inflow

turbine.

The 8 foot diarneter conventional intakes engines'

irnpellers,

centrifugal

and force

turbo-jets,

it radially

engines (rig.

though there was rarn Pressure

slowly

by cornparison

with

d"raw air frorn the upper and lower

out through

Sorne of the air thrown

to feed the viper

I JUNE, 1956

which rotate

the wing between the Viper

out by the irnpellers

is d.irected back

6), which thus behave statically from

forward

flight

on their

as

airintakes.

A UR O A'PCRA

FT

T'/14'7EI'

PRO'ECT 1794

UPPERIMPEIIERAND TURBINE

PILOT'SCOCKPIT

UPPERAND TOWERINTAKES

INTEGRATFUELTANKS

FIAME HOLDERS

ENGINEINTAKE

OUTERWING

FLIGHTCONTROTSHUTTERS

INNERWING DIFFUSER SECTION ,/ TURBINEEXHAUST \

LOWERIMPELTER AND TURBINE

6 A.S.M. VIPER8 ENGINES

ENGINETAILPIPE

SECTIONA-A

PlAlI

YIEW A]ID SECTTO]ITHROUGH AIRCRAFI FlG. 5.

A UR O IT'RCRA

FT

I'/14'7ET'

PRO,ECT 1794

v!

'L'

=t

o

,o = t!

Q, Zc

3

-

,9

F ( J

<e l-.

|'tt,

=E

ul

z, o z

I lll

J/

€ c,

ul e.

lt,

'u I

t' E

tt

o

4fr' t+ A ur <,

Y9

S? Z\) Iu z4

22

ul

t(

A VR O A'RCRA

FT

I, |/W'7EI'

PROIECT 1794

-4"r

The air

is diffusea

iritfre

wing to a high pressure

at the flarne holders

(Cont'd) (Fig.

5), where

fuel may be added to augrnent the thrust,

exhausted through dlrect

either

to raise

the aircraft

flight.

vertically

control

This

to be used for rnanoeuvring conditions,

additional

the pilot will

cockpit

sirnilarly

bottorn

direct

sector

For

Thus, control

to direct

and thrust

the tail

controls

stabilizing,

the aircraft

for instance, the shutters

in jet direction

about at the r/4

as the aircraft

stabilizer

to pull by rneans

down,

or to roll

pltches

pitches

of a conventional

and a dia-

in a gust and use

Stabilization

through

the

chord position.

is in

edge, whereas

using the controls

perforrns

he

the

since the centre of gravity

would only be stable without were

to

the jet out at the top

of the wing at r/2 the chord frorn the leading

of gravity

the fixed

it.

it in

in all flight

are not required

the rnain rotors

to correct

is essential on this aircraft

the rniddle

periphery;

the top on one wing and frorn

are used to sense when the aircraft

is rnade of the jet controls

centre

control

the jet frorn

on the other.

phragrn

stick

7)

enables the jets

the aircraft

controls

up the rrose of the aircraft

of the wing in the rear

if the

The change

the sarne function

as

aircraft.

Operation To take off,

JUNE,

and stabilizing

and hovering.

of a conventional

(rig.

off the ground or to propel

take-off

will

or gills

shutters

of the exhaust direction

so that separate

cater for vertical

4. Z

controlled

the jet as it exhausts all around the aircraft

which

forward

pneurnatically

and is then

1956

all the shutter"

on iop of the wing are closed and shuttersf!

I

A VRO

A'RCRA

FT

I'/14'7E"

PRO'ECT 1794

=

?:, 85 D

z

lll J

eurF

H = =

6Ua r=e

= =? e t-\

=lrl

=i'nE d

@

= tll la

rn 4 tll

D vt

|a !

I| F h

f .

ra J

o Eh

P5 2o 86

2

E= fr, 5a 5A A= *H

tt.

-9

Ar

UE E

o ( (

vl

c,

F

tr D

I

tll tII

o 4

oz = g tll

o (J

tll

= = 4 !z F I

t-

tr

06 u- ul E

-

f

vt

=

o

tr o o

o

z A

o F

oo lll

o z

u.

06

L2

a

AURO

A'RCRAFT

T'/W'TED

PRO|ECT 1794 4"2 (Cont'd)

on the bottorn

are opened wide.

about 20,000 lb. thrust

duces a powerful

this jeteround-wing

ground cushion

take-off

take-off

and the exhaust arrangernent envisaged ground

that transition

cushion.

to forward

gradually

flight

a transition

In forward

flight

rarn pressure

increases

the pressure

efficient"

At supersonic

will

fro"rn the starting

thrust

possible.

speed appears supersonic

For

and raise3

to weight

The efficiency

can accelerate

landing, either

and

point,

is always

rrlore

used and

can handle,

a very

The large installed ratio

which rnakes a very

of the airfrarne

good and that of the engine reasonable,

cruise

ttre

into the air intake which

speed augrnentation

also leads to a high thrust

high ceiling

be frorn the

at the flarnâ&#x201A;Ź tubes and rnakes burning

and high top speed is possible.

it is

the pilot leans the

the aircraft

because of the large rrrass of air the irnpellers large thrust

off

however,

norrnally

control

is collected

rises to

rnust now be augrnented

the aircraft,

nose; with the thrust Less than the weight, rise into free air a short distance

effect falls

by the pilot:

to accelerate

pro-

and the aircraft

the thrust

rnodified

By operating

jets backwards

configuration

8), where the ground cushion

For pure vertical

downwards

so that the llft on the aircraft

increased to possibly 30,000 lb.,

about 20 feet (Fig. rapidly"

adding fuel to augrnent it,

by the jets pointing

is produced

all around the wing; however

is, in fact,

'Without

at supersonic so that a long

range is also forecast"

a fully vertical

descent rnay be rnade,

with or

13 ra

1 JUI{E, t956

I

A UR O A'PCRA

FT

Z'/'4ITEo

PRO|ECT 1794

FIG. 8

GROUilD CUSHIO]I EFFECT

L4

a

AVRO

A'RCRAFT

T'/J4'TET'

PROIECT 1794 4.2 (Cont'd)

without

thrust

augrnentation

path to the ground in-flight

chosen.

is sirnilar

to rapidly

slow the aircraft

on sinking

close the throttle

4.3

to bring

or a steep approach

to the landing

transition.

to the undersurface

zero the nose is lowered condition.

a hot rnain jet,

Transition

to the take-off

the jets transferred tively

frorn

condition

frorn

The nose is raised

and leaned forward

down; as the speed falls the aircraft

into the fully

and

collecclose to hovering

into the ground cushion the pilot rnust then

to reach the ground.

Perforrnance The perforrnance

of the first

to a Mach No. restriction rnary

prototype

on the Viper

assurnes this restriction At I200oK Max.

Supersonic

Altitude

initially

engines.

be restricted

The following

:

ternperature,

( nig 9)

ceiling

(rig t o) 94,000 feet

Still

air

with

allowances

I JUNE, I956

Mach p. 0

acceleration

of 7.33g in a steady turn

range (fulI internal

90, 000 feet

surn-

speed

for norrnal

acceleration,

due

has been rernoved:

rnain cornbustion

level

will

for take-off cruising

53,000 feet

fuel) clirnb

and

at Mach 2.25 at (Fig I l)

l, 000'naut. rniles

t5

,4'*PCRAFT

2'/14'TET'

PRO' E C T 1794

,+"3

Take-off

and landing

VTOL

(Cont'd)

I JUNE, 1956

16

AVRO

A'RCRAFT

T'/W'TED

PRO.| EC T 1794

9O,OOO

80,ooo

NETTHRUST T\T IZOO"F ISTIONTEMI,ERAT MAIN COMBU URE \

70,ooo

Y

6O,OOO

tB. TI{ RUSI A T 2,240"

5O,OOO

\

\"

/

TII IM TIHRUSI \ \

/

Loss ,.,f" /.

1i;;P f;;.;i', ':'|Y I

2

\

/

t

a

/ ,/

//

I

-d',

/

/2,

/

3O,OO0

F-

i*.i

il

DRAG INCTUDING TRIM THRUSTIOSS

.At TO'l NET DR:AG

f

/

I ro 000

\

/

/ /

2O,0OO

\

/

V

40,OOO

/

6.VIPERET\ IGINED AIRCI TAFT

/

I l'o

FUGHTMAcH No.

2'o

3.0

PROIECT 1794 DRAG AND TIIRUST vs ilIACH JlO. 35r3OO .FT. FIG. 9 t7

ALTITUDE FT 100,000

90, 000

\

AIR C R A F

'T WE G H T = z I 7 00 l b :

\ \

80,000

\

\ \ \

70, 000

\

\

60,000

\ \ \ \

50,000

\ \

\ \

40,000

AIR C R A F T W E GHT - 2 2 7t 0 l b -

30,000 200

400

600

800 l00o 1200 r400 r600 1800 2000

RATE OF CLIMB FT/SEC.

FIG. 1O PROJECT 1794 RATE.OF CLIMB AT MACH Z.26 I8

o o o

?'

a)

I . aa'

oa'

€a)

t)/

--

-e

o o 6

o N-o

o

O @

..i nr il1

o o r-

l.'l i-l f'l

Y> : r'1

]\Jl ( , )

o o \o

F]

LO N

H

.i F l+l II

o

rO

F f'1 (/)

E{

>; f,r

IJ

H

f'1 J f'l

\JN r\

H

F

r'\

v4 ;>

: O

o o

o

il<

o

a € D

14 J

FA

I

o o

Q

N

I

I

t

(f)

2,

J f'l

l'1 t{'

\

O

o $

l_

o

=-

F{OOOOOOOOC)OO

,noooooooooo o O ]if< \,/ ; o o iFr

talOO€c-\OlO.tl(v)N F

FIG. II

o o

c) o

o o

o

o

o

o

PROJECT 1794'STILL

o o

o

o

o

o

AIR RANGE

t9

'q VR O /ZI'R

CR.4 F T I T/V''

TED

PROIECT 1794 5.

DISCUSSION OF ACTIVITIES 5. I

Tests A tabular

5.r.1

surntnary

of the following

w'ind Tunnel Tests: carried

5. 1.1.1

through

An irnportant testing

Wright

during the year

of wind tunnel testing ln three

series of subsonic tests,

scale* reflection

done in the Z0 ft.

involving

Air

lating air

Developrnent

Centre,

Massie

Figs.

equiprnent.

operation,

including

static

to forward

flight

and in free air,

Testing

has been carried

Mernorial

covered

wlth

control

upon an earlier

ratio

been rnade to the perforrnance

sirnu-

of the rnodel and

effect tests with control,

in proximity

to the ground

in free

different

air.

to that

which were based

layout of an aircraft

thickness/chord

Wind Tunnel at

all phases of subsonic

704 is slightly

of the wind tunnel rnodels tested,

which

was rnade for

tests with control

of Project

out

Fig. lZ is an illustration

ground cushion

and in-flight

* N O T E : The geornetry

I 3Z %

over 500 hours

L3,14 and l5 are photographs

associated

has been

In these tests,

provision

intake and jet exhaust flows.

of the rnodel,

transition

plane rnodel.

diarneter

report

groups as follows:

tirne and 34 weeks tunnel occupancy

on a 1/6th were

A prograrn

is given at the end of this

wing.

33 feet dia.

with

Corrections

have

quoted to account for

the difference.

I JUNE, Lg56

20

A UPO

A'RCRAFT

I'/J4'TED

PROfECI

FIG. t3

1794

116 SCATE SUBSOI|IC mODEt

z2

A URO

/A'RCRAFT

I'/W'TET'

PRO|EC r 1794

FrG. T+

Z3

^rno

^toanrrr

tr-trto

.*

G

&, PROIECT I7I'4

.*^*.._

'h!&il

*@ry

'

i*i

\, ::

"4j!t

*i;'@

FIG.

I5

z4

A'RCRAFT

Z'/W'TE"

PROfECI t794

5. 1. r.1

Because of the large nurnber of variables

- speed, transition

con-

(Cont'd) trol,

jet thrust,

pitch control,

attack - a very

intake flow, ground position

cornplex prograur

cornplete than was anticipated.

was required,

took longer

to

(Tests were cornpleted June 14). Thiq.,'

has caused sorne delay in the production Nurnerous irnportant

which

and angle o1

of final technical

details were discovered

or verified

reports. by these tests

broad conclusions are as follows: (i)

The aircraft landing,

can be satisfactorily

through

controlled

a srnooth transition

to or frorn

and at all subsonic speeds; and lnanoeuvred subsonic flight envelope. (ii)

(fig.

It appears that with the thrust can accelerate

and rise

frorn the starting difficult

point.

However,

rnargin)

as expected.

(r-ig.

lift

the aircraft

a short

interpretation

zero lift

distance

of the data is

to irnprove

to zero

speed.

drag coefficient

efficiency

its subsonic

It appears

drag in order

endurance.

I JUNE, L956

a satisfactory

less than the weight

has a high subsonic

effect and negative

(i)

flight

t6)"

srnoothlv into free air

although it has a rernarkable

Further

forward

since values do not collapse theoreticallyintheverylow

(iii) The aircraft

subsonic

and

take-off

through

speed range andno data wastaken veryclose

is poor,

during

(due to the jet

cruising

well worth

and

efficiency

while to reduce

acceleration,

and subsonic

17).

tests with this rnodeil are required.

To obtain transition

data down to very

1ow speed.

Even low

z5

N

T-

I I F 0

1 1 (Fan Y,

F-t *

oE

Fp

-S i-.

-F{

rs n

H

I\

\ ta

\ \

J \ -

r'l

t-i

I .1 I

J

>i H

tr

(

tl 'l t'\

\!,1

O

27,98

jpo> Az.o5 *11 Fir<

D

z ,F-

I

H H

a a

28x7,

\o

I

a&EjE I

I

tn

/

t

\ \

I

\ \

t

\

ri

\-,'

o

\

t-

r \

P

$

\

\ tl

h

a

co

z _o tr<

;i* t>

.1,

l:,1

-V,i/^-

F{

I

H

\3-

*<

flo >5

->'x

I f'l

-x

It

F H

\

lr

Z)*

-<E

(fi

o

\

I

la

t

\ t-r

\ \

,

N

-r

at

\

a

tl

\

e7 't a

fa a

d

oof-\Orn$f)NO

lrl

/o

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

S. L.

z6

f : '

r,

:l

ilr

I d-..-

1 I

t

\i

-r- D

M

-R.' I I

h/

/

$!o i'

-/\-

f:t

-\

N

Vq

\

\trNo

i-. 1

'{o crr

\

cO

300

tl

ilill

U

x \

,:

N.. \ \ I

\ \ \

\-

\o

N

I

\

S \

Er

\

N

Qr

I

]t n

H t t s

I

\

\

\

$

\ \

\o I

IT

I

Fig. l7

zi

AVRO

A'RCRAFT

T'/W'TED

PROIECT 1794 5" I. i" I (Cont'd)

accuracy

data would be regarded

the transition (ii)

To investigate craft

(iii)

flight

To investigate ition

control

flight

of

pressure

distribution

on the air-

conditions.

control

scherne rnodification

characteristics

ground distance

confirrnation

path.

the surface

in various

as valuable

range,

through

to irnprove

trans-

the whole angle of attack-

and to irnprove

subsonic

cruising

efficiency. (i',.) To check the effect

of sirnulating

the drag and the aerodynarnic planned, (rr)

the exhaust

with

characteristics,

a hot jet on

(originally

but postponed).

To investigate

reducing

the subsonic

drag by intake rnodifi-

cation"

5. I.1.2

Three

supersonic

rnodels have been tested involving

tirne and eight days tunnel occupancy. the Massachusetts Laboratory

Institute

18" x 24"

76 hours test

These tests were

of Technology

section supersonic

done in

Naval Supersonic tunnel.

These rnodels

were: (i)

A sting rnounted l/4O

scale* rnodel built up by cornponents,

with no flow sirnui.ation" (ii)

A L/23 scale* reflection flow and control

* JUNE,

T956

position

(Figs.

l8 and l9).

plane f,orce rnodel,with sirnulation.

(Figs.

air intake, jet

Z0 and ZI).

See footnote at bottorn of page ZO.

zl

t

Er3=

639 u o z-66

o l

u Y

32 aR

F

z

() 222-> z tPrs? ,4

\6

o

q F

(J

eI{o

9821

o

z = E ro

\ o z_ 3

2 U

;\;NNNNC!

;-iooooo 6('o(.)Frc) vYYV\Z!Z 6 th tt, tt, tn OPaN=N

(o

= o

6l

\ o z

=u

oo

.n

=?

do

62 E i 3 o6gn I A;Z>X' 72,ct;e

i zlix ;g 6 Z;z

r# <6

-"

F

zu : o = o

u

o

=

z

T (JU Fcl af

i.

io g s= eH&

EV

-<

g;'qgXb

E

L

91)

H\ 9\

o\

z\ = 4 u.l U

z o (J

>*\

,h'

z :, .$

R

\

.i

\\'

z

N*

o =

q

FIG. 19

PERFORMANqF MODETNO.4IzI

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 15,10-179.1-l

F I G . 1 8R E A R

V I E W O F THE WRcrD CONFTGITRATTON AS TNSTALLED

IN THE M.I. T.

- N. S. L. SUPERSOMC WIND TUNNEL

29

A'/R

O 4'R

CRA FT

T'/I4'TET'

PRO|ECI

FIG. 2I

17.14

SUPERSO]IIC FORCE TODET

3Z

AVRO

A'RCNAFT

I'/'4'7ED

PROIEC T 1794

5"r"t.2

(iii) A 2/25 scale* air intake pressure

recovery

rnodel" Figs.

(Cont'd)

zz - 23).

Broad (i)

conclusions

The aircraft frorn

frorn these tests are as follows: can be satisfactoril.y

engine idling

through

to rnaxirnurn

a satisfactory

controlled thrust

supersonic

and rnanoeuvred

at supersonic

flight

envelope.

speed (rigs.

24 and 25). (ii) The drag of the aircraft estirnate. (iii)

agrees

quite closely

with the

(Fig 26).

The supersonic

cruising

had been expected"

efficiency

(fig"

(irr) The air intake pressure

appears

to be better

than

27). recovery

is better

than the estirnate.

(Fie"28).

Further (i)

tests with these rnodels are seen to be required:

To obtain

further

air

running

intake

operate (ii)

confirrnation full.

(rne

to the planned capacity

To generally restricted

of the aircraft evacuation during

systern

failed

to

the tests),

extend the scope of the data.

testing

drag with the

tirne a too abbreviated

Due to the prograrn

had to be

accepted" (iii)

To carry

out transonic

tests on the sting rnounted rnodel,

(Planned but not achieved

* JUNE,

T956

See footnote

at bottorn

of p"g.j

due to detail test difficulties).

ZO.

33

a

A VR O A'R

CRA FT

T'/]4'TED

PROIECT 1794

FIG. 23

SUPERSOTIICATR I]ITAKE MODE1 I]ISTATIED 35

a

N N

r-

o

_l

N

OU tsE

6

F<

H17

- <l Att-{ O- o Hr{ -a H - E{ in

.z

<5

>9

5li

I \o

/

o 7.

Fr4

$

H

a;

O

lF.',H Jpq lr

>S

I

I

I

a

F

/

N

= a Hl

\

r'

/

,l--

o

o

V

if

\

\

\

\o

\ \

/

I

I

i

\ t

\

.$

\ \

t

\ \

r-\orr)$(aNoN|.o

l* lll

H-o o0

FIG. 24 PROJEC T 1794 FLIGHT BfrVBIOPE

'W LB 4OOOO, = ZOOOO

36

e

1_= t:

€ o

l-* l--:

N

F

F

t-l.

f'l

F I

Fi

ta

\

h t

\

L

\

r'\

t

\

\

l-u

N

tv

l-* l* I

I

\

l\

\

tr

l,

a ,

/

/ /

/

/

I O*l

I I v-l

q

D

lzi

\

I Eol

H

|F

/

,

F{ X

I E*l

t

F

I

F F

z

t F

z

F

F

tr

Fi

I II

J

z

a

tr

F{

E-{

t

lt

-!tit -:l

c \o H

J

F

@f-\C|.n.il(nNN(n ltl

o 'h0

FIG 25

PROJECT L794

F'L.IGHT ENVELOPE

80, OOO

37

e

A'/R

O A'RCRA

T'/W'TET'

FT

PROIECT

f=5 E==:5X-

gE

:t I

t

o $E o< d4. urO 2Z

F;3f;B:ooE*

t(

(!,

d

j

PF (}

9,= o

ur v)

=tr

593-

o

.

=j

t

d r/f

-

E6

(

(

E=E-

?EI 8;C < 0 6 < E?EbPe-

-d < = 4v

\f

q

Yllur

z a1 e^ e, )

t/

I

E?S

EA =r

a

I fre 3".t;4 g4 _(

a!

=tr 7a 6E 2ER

=d =at= oE

/

c

{

Y.z,

=c OE

.n$ F9

EN

a

or h

-r- !!

Ir

6<

F t

E= lll

-

u

NG -u

a

o 4

*?

95

I

d,

I

o

I

@

q

q

o)

rNlt)tjl]-o)

t

q

N

q

o

o

cvuo

38

AVPO

A'RCRAFT

I'/W'TED

PROfECT 1794

,1

I

lfl

c{

I

-ft fE

a

--

I= -u E(

I 01

I

: 3= h

=Er1

E = 13 t >(

\

\ I

d= tE \

|ft

$:

uX g\

ei a5 o

oooegqqqqq

cto.at!\orrt*oiro{

'xvwo3/1, oltvu cvuo/un wnwxw,

39

A VR O A'PCRA

FT

I'/J4'TEI'

PROIECT 1794

Pt vs. MACH NUMBER Po

PRESSURE RECOVERY FACTORFROM ISEMROPHICTOIAT HEAD

o.9 AVERAGEOF 3 HEADS

o.8

o.7

TOWERAIR INTAKE AVERAGEOF 3 HEADS

o.6

o.5

r.5

2.O

2.5

3.O

MACH NUMBERMo

PROIECT 1794 I]ITAKE PRESSURERECOYERY FlG. 28 40

PROf EC T t794 5.L.t"Z (Cont'd)

(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 irnprovernent ts possible.

5 . 1 . 1 . 3 A nurnber of srnall scale tests was carrled out in the contractorrs l S t r x I S t t l o w s u b s o n l c a n d 8 t ' x 1 1t t s u p e r s o n i c o p e n c i r c u i t tunnel (figs.

29 and 30) as foLlows:

Prelirninary

subsonic transition

Prelirnlnary

subsonic jet-trirn

characteristics

(Fig.

31)

characteristics (figs.

32, 33

and 34) Prelirninary

supersonic jet-trirrr

characteristics

(Fig. 35)

Dynarnic behaviour of rate and displacernent stability

rnodels

(Figs" 36 and 3?)

Air intake internal flow rnodel (Fie.

The preliminary

38'ayid S9)

tests were carried out on both half-plane and fuII

models.

The resul.ts were such as to justify the larger scale

program

which was then embarked upon, and no important

clusions not valldated by the rnain program can be drawn. tests have therefore not been reported in detail. the rnodels appear in Figs.

conThese

Illustrations

of

3l through 39, as noted above.

Numerous further preliminary

and ad hoc tests on other srnall

models will almost certainly be required as design and d.evelopment proceeds

I J U N E , t9 5 6

4t

4

u

z 9 z o an E U

l 6

JZ

29 4g I

u.t

9o zz o = tnd EO

6>

e€€g€

ry

FIG.30

WIND TUNNET I.INERIN AVRO SUBSONIC EJECTOR INSIATTAIIONOF SUPERSONIC

43

a

F

zU z = >

tt, 6 Y (J F

o

T a,/,

o z 4, o

U n 6-

o z

L

q

l

=

4

z

= tr e,

d,

o F

(J d

u q

= = z

6 z z I

N

E

t/,

o

o F

z = = 4

1 T

u F

=

sd

/,

*z <o 3u

U

a/,

,^ @tl \ 0//

L

u g

z

9

e U d

tn

4

U

z z

e, U ts q

F

fr=

YO

d=

o<

z o

FtG.3l

6-

c

=N

an

*9

d,

AIR CUSHIONEFFFCIS MODEL No. r/t/l

ffi

Itz

F

zU

=z v, F

l

3 o

tt7

\Z I

o z

F

E,

4

o

o

H3

UF

9t

{

n} aE Eu 2=

rq

H

=5 ="= Ha

e9

E

E,

8-NHTNTNH

4i

: NIN N'N f]

II TNNNN.ilN * Nffi $.ilU

AW

VV

W*

d,

u u

= i:- O == z

z = q

o

6

= o z

L

z-n

t

*9g

I

=

>F

a<

u: u e

9 ts F tt)

,t6

u

z z

=d,

+<

f

x U t z r a - t7 g +

FfG.32

STAB|UTYAND CONTROTMODETSNO. 213/4,2/s/8 AND2lsls

45

NOTE: FORTUNNELSTATIC REF.SEEILLUSTRATION OF WINDTUNNEL

ANGLEOF ,ATTACK

)

\1./

?/

INTAKE EVACUATIONPLENUM

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

7;^.

::::::::"]2:*.-' PYLONPITOTIREFERENCE

MODELSUPPORT

RtG DRWG.NO. 56SK21339 AND 60SK30081 MODELDRWG.NO. 63SK2I339 AND SK3OOSI 20" DIA.MODEL

I

tl EXHAUSTNOZZLEAtR SUPPLY.

,AIRBEARING

AIR INTAKE .EVACUATIONDUCT APRIL

T5, ]956

FrG.33 srABruryat.toconinot MoDEr. No. 212/4 46

rn u F

rn

9 - \ -)

O,u

p{ a/)L -d, a=

6*

5 N

N

i(4 xd. uu

N

=2 ?; !u,

oq

1;

>z KO

az oo

4

tsJ

J

r g

90 il g

q F

u F

s d, q

rn

= : z A

d,

FfG.34

STABil.TTY AND CONTROTMODETNO.2l4/r

47

a>

H 6 fF

p6

g; YJa

o.^

.. =Y u<q lZu.

Yd9

-3-E FU UU

/2

|;

-t-3 6.L

er

u

() zr

s

u

6"\ (J @ l t zu *\

d,

u 4 r e

u

F

9

N

al',

o z

U

U'

z z

T

x u Revised May I8,

FfG. 37

STABil.rTyAND CONTROLMODEr NO.2/qt2(WItH

1956

TWO DEGREES OF FREEDOM)

50

AVRO

4'RCRAFT

T'/W'TED

PROIECT 1794

FIG. 39 iNTERNAL

FLOW INTAKE MODEL

52

A'/RO

A'RCRA

FT

2'/14'TE''

PnofECT 1794 5.I.r.3 ( C o n t'd )

The dynarnic rnoafts are illustrated

i4 Figs.

36 and 3?.

These

didnot give quantitative data; in general the following behaviour was observed: (i)

The displacernent rnodel showed static stability over a satisfactory angle of attack range, the angle of attack being controLled by the port setting supplying the controlling Damptng was poor,

attributed to the restraint

jets.

in the rnodel

frorn rise and fall. (ii)

The rate rnodel did not show dynamic stability be controlled

but could easily

with the additional pitch darnptng provided by

the jets.

The present design incorporates both rate and displacexnent signals (eage 1[).

Additional tests and dirnensional analysis of this type

of rnodel is desirable to investigate the dual control systern.

The alr lntake internal airflow rnodel is lllustrated

in Fig.

38-39.

Due to a series of delays this rnodel was not tested until late ln the contract period. sure recovery

It was designed to obtaln data on the pres-

and flow distribution

to the eye of tJre lrnpeller.

The followlng broad conclusions were reached: (i)

In the statlc case pressure recovery and fLow distribution urere satisfactory

and ln accordance with the static thrust

estirnate. (ii)

1 JUNE, 1956

In forward flight pressure recovery to the front and rear 53

A VR O A'RCRA

FT

TI/14'7EO

PROIECT 1794

5. 1.1.3 (Cont'd)

sectors

was satisfactory

factory

and the flow was not directed

irnpeller (iii) tnternal

but flow distribution

at the side by the vertical flow air

contractorrs

into the eve of the cascades.

intake tests at the small

tunnel irnposes

the low Reynolds No.,

was unsatis-

scale which the

are not satisfactory.

(particurarly

cascades) tfre rnanufacturing

Apart

frorn

based on the chord of tinv

difficulties

of obtaining

accurate

flow passages are severe.

Further air

tests at larger

intake flow.

scale are required

An attractive

alternative

out to the intake edge is envisaged. intake flow will irnpeller

be.rnuch irnproved

eye is allowed

to develop the internal with radial

cascades

It also seerns likely if sorne pre-swirl

that the

into the

and this is seen as a distinct

advantage

in the design of the irnpeller.

5"I.2

Air

cushion

Effect

phase of the l/6th

rests:

Apart

rnodels

series (rigs.

out at Malton on a static rig.

40 and 4I) was done on l0'

and the second (rigs.

42 and.43) on 20"

(four tirnes the area and rnass flow). pheral

jet to a delta shape (Fig.

+

of having a winfl.-around-jet effect of a hot central

I JUNE, 1956

cushion effect

scale subsonic rnodel tests (eage z0) two

series of tests have been carried The first

frorn the air

diarneter

d.iarneter rnod.els

The application

of a peri-

44), t],'.eunsatisfactory

configuration

(rig.

45),

exhaust have arso been tested.

result

and the The tests

54

FORILLUSTRATION OF TESTRIGREFER TO MODELNO. I/9

RrG DRWG.NO. MODELDRWG.NO.

SK2l295 9OSK2I295

TRIANGULAR MODEL1I.22" SIDES EXHAUST NOZZLE AIR SUPPLY

PYLONSTATICREFERENCE TAP PYLONPITOT REFERENCE PROBE

AIR FLOW GUIDEVANES FITTING PLYONATTACHMENT SURFACE UPPER MODELPITOTPROBES

AND FLOW SPACER DISTRIBUTOR STRIP FLOW DEFLECTOR LOWERSURFACE

MAY

3, 1956

FtG.44 MODELNO. r/26/l ArR CUSHfONEFFECTS

6r

RrG DRWG.NO. SK 21295 MODELDRWG.NO.77 5K21295 PYLONPITOTREFERENCE PROBE

8.80" DIA.MODEL

PYLONATTACHMENT FITTING

TAP

t

r

MoDEr No. r/r2lr

PYLONPITOTREFERENCE PROBE

MoDEr No.r/r3/r t

RrG DRWG.NO. SK21295 MODELDRWG.NO.l9l SK21295

EXH,AUST NOZZLE

TRIANGULAR MODEL9.2I" SIDES

FrG. 45

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

62

AVRO

AIRCRAFT

''/W'TED

PROIECT 1794

5.r.2

that have been carried

out are l i s t e d i n F i g .

41 and on Pages 59

(Contrd) and 60" Broad conclusions (i)

There

are as follows:

was very

little

change in the ground cushion

due to the

change in scale. (ii)

The lift

augrnentation

and 60 percent thrust After

extends

this it falls

at 45 percent

off rapidly

45

in free air.

sparr frorn the ground.

to between

50 and 50 percent

The free air thrust

by shutting off the jet over local arcs (fii)

to between

of the span, as rnuch as I. 8 tirnes the jet

has been recorded

the jet thrust

at a high level

of

can be restored

around the perimeter.

The air cushion is found to be affected by the following: (.)

The angle the jet leaves

(b)

The jet aspect ratio

(")

The lower

surface

air intake

(d)

The lower

surface

central

(")

The shape of the lower

(f )

The distance

apart

the nozz\e

(circurnf

erence/width)

exhaust (frorn the power turbine)

surface

of the exhaust

It has not been found that rnoderate pararneters

rnakes a drastic

cushion characteristic,

nazzles

changes in any of these

alteration

in the general

although the detail

air

effects have been

quite considerable.

The design of the aircraft ralent of the optirnurn

I JUNE, 1956

to sorne extent prejrldices

ground cushion

effect.

Fig.

the achieve-

46, showing the

63

PRO'ECT 1794

2.O

I \

rlErrvrvl

\

tvr\,4,rEl

\ \

\

\ \ \

1 .5

\ \ \ \

\ rl

\

z o

PERIPHERAT JET ONt /,

\

Y

\

P l.o llt \-t

\

tr =

\ \ \

\

\

WITH INTAKESUCTI oN'

\ \

o.5

o

o.lo

o.20

0.30

0.40

0.50

0.60

0.70

HEIGHTABOVE GROUND.AIRCRAFT SPANS

PROIECT 1794 EFFECTOF I.OWER INTAKE SUCTIOI{ OlI GROU]ID CUSHIO]I EFFECT FTG. 45

64

AVRO

A'RCRAFT

T'/W'TEI'

PROfECT

5.r"2

difference

due to the lower

surface

1794

air intake is regarded

as

(Cont'd) typical.

Difficulties

sirnilarity the three

to full

have been encountered

scale in these tests,

flows on the lower

jet and the centrat

pheral

tive flow into the air intake. sary with

- and of obtaining

Further

full

air

intake,

hot central

cornplete

those of rnatching

- the air intake,

the peri-

a representa-

tests are therefore

so that the exact ground cushion

geornetry

5.1"3

principally

surfaces

exhaust

in achieving

neces-

effect for the configuration

exhaust

and exact aircraft

rrozzle

can be obtained.

stability

and control

control

area involved

Tests:

Tests

relating

to the stability

the colLection of aerodynarric

and

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 section.

In addition

the following

tests are considered

nece s sary: (i)

Transonic

aerodynarnic

a new force jet flow (ii)

rnodel with provision

sirnulation

A sirnple

(Fig.

of the pneunoatic systern

the speed of response, one pair

are required.

of nozzLes has already

47) and, this will

data and to develop the shutter

1 JUNE, 1956

for which

for air intake and exhaust

the behaviour

particularly

rig containing

constructed

data is required;

is needed.

Rig tests to deterrnine and shutters,

and control

been

be used to obtain response

control.

The final

stage is o5

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

.d?'r. I ':'"" x" "{.'r:i::.,., ":i :lii .l$h

'iii& : .t".

iW

r, *'" t

,!!

,f*

'sqr

:i

' ,

.

.,,,ifr,,tH

1 {

t

FIG"

47 SHIJTTER

]]EST' & CSCIL,LATION RIG oo

AVRO

A'RCRAFT

T'/WTTED

PRO|ECT 1794 5. r.3

f o r e s e e n a s a peripheral

segrnent attached to the rnain central

t e s t p i e c e t h e contractor

is planning

(Cont'd)

in section NOTE:

which is briefly

8.

It is pointed out that the work

staternent for the contract

calLs for six cornponent aerodyrrarnic view of the extrerne

difficulty

sirnulation,

Measurernent

rnornents

of lift,

Air

Intake and Gas Exhaust

rolling

secondary:

previously with

regard

referred

svstern

a six cornpon-

drag and pitching

Test:

rnornent

and yawing

particularly

design because of the syrnrnetrical

5.r"4

in

designed and approved

of side force,

is considered

However,

for intake and jet flow

the rnodels tested were

for the rneasurernent

data.

of engineering

ent special balance with provision

only.

described

for this

shape.

Two of the rnodels

to in 5" 1.1 are concerned with the air intake.

to the exhaust systerrr,

several

tests have been done,

as follows:

5 . 1 . 4 . 1 45o FulL scale segrnent rest rnediate research rnounted

on a thrust

for pressure

The objectives

I JUNE" L956

aircraft

- A segrnent of the proposed

of Fig.

and rnornent

and ternperature

inter-

z (page 5) was constructed balance

with

rrleasurernent.

and

instrurnentation (rigs.

4g and 49).

for this test piece were to obtain -

(i)

A 45o segrnent {ulL scale air

(ii)

Hot jet duct behaviour.

cushion ef'fect test.

-.

67

.A'RCRAFT

TI/I.,'TED

PROfEC T 1794

FIG.

49

45O SEGMENT

69

A VR O A'RCRA

FT

I'/,''TED

PRO| ECr 1794

_ 5. r,4. 1

(iii) Diffuser

efficiency.

(Cont'd) (i")

Flow

(")

Ground ternperatures.

(vi)

Control

This

and ternperature

operation

data"

segrnent was cornpleted

rendered

before

its design obsolete"

scale tests that the air alX.y altered air

distribution"

the ducted fan concept had

It was then also found frorn

cushion

effect characteristic

for a 45o segrnent so that lts usefulness

srnall

was d.rasticfor full

scale

cushion test also appeared. rnarginal

and in view of the l/6ri

scale urind tunnel rnodel being available

for ground cushion this

was discontinued.

An abbreviated to deterrnine first repair

series of tests were,

its diffuser

being vitiated yielded

by failure

the general

drop was not rneasurable and is probably

5'I"4.2

Two series

of the specirrren.

conclusion

with the local

run,

A re-run

instrurnentation

the

after

pressure provided

out on a two dirnenT

50 and 5l) exhausting

angles to a supersonic

strearn

substantialtry at

to see how rnuch of the thrust

of such a t:.ozzLe was recovered.

in the strearn

tests were originally

to the propulsion

for the aircraft

were

that the diffuser

Thrust Recovery Test - Tests were carried

right

rurl on this segrnent

unirnportant.

sional f,low rnodel (Figs.

1 .TI"INE, 1956

efficiency.

however,

applicable

of Fig.

direction"

These

nozzLe scherne

1 (Page 4) but have a general interest

and

70

e

Installation

Close-up

of Model

and Test

Rig

of Model and Rig

Shadowgraph

Installation

Control

Panel

Strain

and Manorneter

R eco rding

Bank

Equiprnent

Close-up of Type 2 Nozzle

1372-t794-|

FIG.5l

Thrust Recovery

Tests (Series No.

I) at Nobel

72

a

A VRO

A'RCRA

FT

2'/I''78"

PRO|EC T 1794 5"1"4.2 (Cont'd)

reinforce

(i)

In the region

of a plain

of 60To of the thrust

nozzle

right-angled

jet.

The rnornent

produced

by the jet exhausting into the supersonic

angles to the surface

3 End Loss Test - Considering

direction

internal

losses,

ratio by the

about at right

strearn was 1,8 tirnes

the supersonic

without

so obtained

the rnornent

in the strearn

back-

facing

in the sarne rnodel and havlng the sarne pressure

and rnass flow was reco\rered

5"I"4"

scale

as follows:

were

conclusions

wards

(ii)

on the | /23

rnodel"

supersonic

Broad

rneasured

the rnornent augrnentation

strearn

bLowing"

regions

the following

rnay be isolated: (i)

The air intake (section 5" I" 1. 3)

(ii)

The centrifugal

(iii) The diffuser (in)

The flarne

(r.)

The nozzle

Data exists

accuracy. diffusion

I JUNE, 1956

duct and cornbustion

holder

frsrn

flarne holder

corrlpressor

sectlon

end loss which

pressure

the centrlfugal

comPress<lr

losses rnay be estirnated

The diffuser

this (section

prorninent

as a point

and

wi{h tolerable

loss is not expected to be btgh since the

angle 1s optlrnurn

to confirm

efficiency

and the flow

5" 1."4. I).

straight

and tests

aPPear

T}ne nozzle end loss is thus

of doubS and data is lacking

as to the loss

73

A VzO

A'RCRA

F7

I,'/'4'TED

PROfECT t794 5.r.4.3 ( C o n t'd )

associated

with this type of sharply

accelerating

Since the 45o segrnent was no longer of tests wererun sentative

right

angle bend.

recovery

thrust

effect balance"

late in the contract

rnodel

pressure

Further

specirnen. craft

5. 1.5

5.r"6

Radial

in favour

concerned

of the

and after bending to a

area before the finaL bend.

representative

larger

of evaluating

scale

for testing

perforrnance

with wind tunnel rnodel,data

on drag

in section 5" I. L

No tests have been carried

systern per

5"2.L

Ground

An atternpt

ion effect theoretically A curve

out relative

to

se"

Design Study ald Theoretical

that observed.

before

repre-

to the ground

and is now being rnanufactured

5"2

Effect:

52) consisted

r,nodified and fitted

on a fully

Tests

flow feasibility:

the propulsion

on a rnoderately

series

facilitv"

tests:

and are described

a short

scale nozzle end loss test of the actual air-

r;ozzle is proposed

are principally

rig (Fig.'

at the rninirnurn

A I/3rd

Perforrnance

period

were lneasured

are required

at the contractorrs

representative,

corner.

and lnass flow and the loss converted

loss factor

tests

suitably

Thrusts

at the sarne pressure

This

variable

Analysis was rnade to calculate

by assurning of t[e

right

a flow general

the ground

structure

sirnilar

cushto

forrn was obtained.

74

I JUNE, I956

a

SHUTTER AND NOZZTEBTOCK CONFIGURATION MODEI NO, 312712

BEARING RETAINER ROD

LIFTDYNAMOMETER

DRAGLINK EXHAUST NOZZLE A I R S U P P L YL I N E

AIR CUSHION EFFECTS T E S TR I G

PYLONPITOT REFERENCE PROBE

MODELDRWG NO. sK 30246 RIG DRWGNO. sK302lo sHT.l

FtG.52

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

75

a

A'RCRAFT

L'/J4'TEI'

PRO'ECT 1794 5.2. I (Cont'd)

However,

the high point at half span frorn the ground couLd not be

predicted.

No detailed

been atternpted

5. ?,.2

stabllity

such as that of jet angle,

effects,

have

theor etically"

and control AnaLysis:

For stability,

aerodynamic and

control derivatives and basic airplane data were taken frorn prelirninary

tests and studies since there has not been su{ficient

tirne to re-work

the analyses on the basis of the wind tunnel tests

of section 5. 1.1, and the Latest airplane quantities. preliminary

However, the

values are sufficiently accurate for a clear picture

of the basic longitudinal

stability

problern to be obtained.

the course of the year the preferred

During

systern for operating the

shutters to control the jets to obtain artificial

stability

has

developed through the hydraulic systern with rnechanical linkage to the pneumatic syEtem with the actuation built into the shutter i t s e l f a " n da l e o p r o v i d i n g c o o l i n g .

(Fig. 7, page lP).

tems have been examlned theoretically

Both sys-

and it appears that the

pneumatic system will give a faster response also.

The followtng analyses have been made: (1)

Loagitudinal

stability

of the aircraft

using a simple control

equation.

(Z)

Longitudinal stability of the aircraft

using a second order

control equation.

I J U NE , 1 9 5 6

76

A URO

A'RCRAFT

I'/W'TEI'

PROfECT t794 5.2.2 (Cont'd)

(")

stability

Lateral

of the aircraft

using a s e c o n d o r d e r

control

equation.

(4)

Estirnate of the tirne constant of the pneurnatic control systern.

(5)

Longitudinal transient response characteristics craft and control

of the air-

systern using a sirnple tirne lag transfer

function.

(6)

Hovering

General

and control.

stability

conclusions

which can be drawn frorn these studies are

as follows: (i)

It appears

that the stability

be satisfactorily

developed to provide

to those of conventional (ii)

is sufficient

There stability frorn

and control

systern

proposed

flyi-ng qualities

can

sirnilar

airplanes"

control

power

over the whole flight

in the jet controls

range up to extrerne

low speed at sea level to very

to achieve altitudes

high speed at extrerne

a l t i t u d e ( g O- t 0 0 , 0 0 0 f e e t ) . (iii) In contra-distinction are no gyroscopic rotors,

Air

reactions

of Fig.

on the aircraft

since these are balanced

only used to provide

5.2. 3

of the aircraft

1, Page 4,

frorn the rnain

by the contra-rotation;

and

a rrleasure of the rate of pitch or ro11.

Intake and Gas Exhaust

Systerns:

The analyses

rnade under

this heading have been devoted to the study of test results have already been described-in

I JUNE, L956

there

and

section 5" 1.4.

77

A'/R

O 4'NCNA

F7

T'/W'TED

PROIECT 1794

.

5. Z. 3.

(Cont'd)

NOTE:

The Work Staternent for the contract calls for study into " The effect

of flow

distortions

engine perforrnancerr subject

aircraft

.

on bl,ade vibration

This is no longer

in its present

forrn.

and

applicable

to the

no anal-

Therefore

ysis has been rnade.

5.2.4

Aircraft

for the subject aircraft principally lations

of thrust

is superior

the resutting in this report

5.2. 5

of the six viper

systern Figs.

urations

over

I JUNE, 1956

aircraft

explored.

viper

engines

srnall arcs

"

project

7o4t'

Figs"

shown in Fig.

9 through

the desired 4, Page

the initial

with thdir

11.

7.

type of propulsion To illustrate

These proposal

jets facing

of the periphery.

earlier

arnount of design study

4 for cornparison.

Briefly,

tests and

been surnrnarized

A considerable

out in developing

Fig"

and calcu-

by supersonic

53, 54 and 55 are shown on the following

with a repeated

three

research

has already

under section 4.3,

to the forrn

and estirnates

designs by a wide rnargin.

perforrrrarce

has been carried

consisting

characteristics"

have now been confirrned

Flow'Feasibility:

Radial

perforrnance

to the earlier

Drag analyses

have been rnade

at each developrrrent stage,

and drag analyses

of the resulting

The perforqrance

for perforrra-rrce

Estirnates

Perforrnarlce:

pages,

this

together

depict the configof Fig.

outboard

53 fitted

and exhausting

A large percentage

of the rnass*

U

A URO

A'RCRAFT

I'/T''TEI'

PROfECT 1794 vt

ot

HZ tr<

o o e

EE

lll

o

z e,

51

ta

ul

ttl

**

z

2= U

o

6 4 f

() rtl f

o r |rl

z 6 zul

lll F F

= ta

z

o I tll In

o E

e

o c, z o (J

uJ att 3

F

I! t!

o

o z

o z

F

|'| I

UI

|a (

= ( E

ttl

-

o o z

a g

c,

FI ttr|

tll

o

?.

E('

rE

at, lll

z

F E (

tll

E

o

t

D

o atl ttl 6

lll

z

=

00

e 3 F

c I

(

F

r/t

tll

tll

E

z 6 zrll

I!

t/|

o o

e

tll

tr f

I

E

c |ll

rJ

o e tt

o e rt

F

an EI

z

o E f F

(

4

vt

E

o

lE a

vl

E

o o o

o 4

I

o

z o (J

e

rl| Y

z

a.

Y I ul ^-Y

= < <F

-z

t/t F

o 4

80

o

A UR O A'RCRA

FT

T'/'4'TET'

PROfEC I 1794 at, 4 ul

r/l Y

e

o v,

v,

tll

rll

=

t!

z

Ets

F

f

o a2

2P-3*

z

-

==

35 o-

50.

Z=

rvt

=

-'l

U

@

4 3

.^rtt

o rJ.

z

ga

%;

FIT

F

-H

E).tr

o z

ap

I

o

( E

o = e,

\

22

ttl

a In

\

o3

6

z-?

un !i.

@

=(9 Hr

o I

IE

o e,

F E

lll

I

(

o 4

E

t 4

v,

o

o c,

(

() e,1

h II

F=

;+

ttl

ur

ut f vl D A

z lll

vl

l

o o

z !o e f

I

o

=4

t

lll

ta

E(

o

I

o

ta

= -3E

u, 5

o

|l||

ri (

4

c,

o tJl

Y

z

vl ttl

ul

o

v F

= e

v,

F

L

A

o Yq)

o- o I

.o

f

g=-

ul

l.{9

= l!

Zc,<

gH\ro

81

o

lll

z

tlr

Y

at

A

z

=z K<

v! vl lll

e,

2i

u (J

tll A A.

HF

o z

(,

= c,

= e

3

z z

tlJ

t!

o

3

|rI Y

z

F

z e,

tlr

ut

=

o

ttr

z 6 ztlt

tlt

z CO 4 D F

-

&

UJ

t,

ttr

I

c =

I,| E

EA

fr =E

ft=

,..^ lr \l\

ry( l-4 4 -'t

fg

r

o z

Za* OE

(J

!a

EE

o A

.=

Ha

;ft <E t at

.tl I 3

c, lll

tr D

=

o e,

t

c, gt

o

z

I

o E

I

o

r

tt,

o I

I

o z ut

5m <D

XH

= e

&, ur

lL

e

o tlr

=

tll

=

o

lL

ze lII

z 82

a

AVPO

A'RCRAFT "/14'TED

PROIECT 1794 5.2. 5 (Cont'd)

flsw was bLed frorn these engines, exhausted single 53.

a large

through

stage axial

diarneter

irnpeller,

the impeller

fan arrangernent difficulties transition principal

for secondary

was by-passed

with the irnpeller

turbine

to this

in a close

cluster

exhausts facing upwards large

diarneter

radial

propulsion

being

centred

of the turbine

The aircraft

I JUNE, L956

expected

at subsonic

centrifugal

irnpeller

poor

turbine,

irnpeller.

very

in the rnechanics

which

forrned

Considerable Report

\nas

I08 engines; mounted

and used as gas generators

appeared

The

speeds were

of the aircraft

in t,he centre

unit was rnade (Area

The arrangernent

flight.

scherne.

out-flow

part of the centrifugal

forward

flow ducted

supersonic

arrangernent,

used and driven by four RolLs Royce R.B. vertically

For

and the aircraft

for

54 a single large

of Fig.

exhausted

a highrnass

and low thrust

characteristics,

In the aircraft

engines.

altogether

and rarnjet

of Fig.

the wing by this

cornbustion,

It was thus strictly

for take-off

objections

through

in between the Viper

becarne a pure rarnjet.

to the tip of a

as can be seen in the drawing

and, with provision

over the wide sectors

and

cornbusted

attached

turbine

A large rrrass flow of air was driven

irnpeller

flight

separately

No.

prornising,

with their

to power

an integral

analysis

of this

5 - AVRO/SeC/T the principal

of the rnain rotor

a

A,Z).

objection

and the position

exhaust.

of Fig.

55 was-then

studied.

In this the engines were

8:

A'RCRAFT

I|/J4'TE"

PROIECT 1794 5.2. 5 (Cont'd)

reversed

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

tion gear at the top of the aircraft.

irnpeller

through a big reduc-

This propuLsion systern was

also analysed, (Area Report No. 5 AVRO/SPG/TRZ6).

The reduc-

tion gear was required to transrnit 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 position for the Rolls Royce R. B. I08, or any alternative

sufficiently

research airplane,

short to fit uprlght

was rather doubtful.

in the srnall

A dgsign was therefore

!

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

sf Fig. 4, Page 82.

?04, as descrtbed in section 4, the rnain centrifugal

In Project lmpeller

has been split lnto two halves rnounted directly

central shaft. ttcally

Siddeley Viper to be used and thls resulted in

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

ln t"he alrcraft,

irnpellers

off a

are laid flat ln tJre wing and drive the

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 bearing arrangernent. the earller

I JUNE, T956

This propulsion

structure and

system is different frorn

design ln that the engine tntakes are pressurized

by

84

AVRO

A'RCRAFT

L'/W'TED

PROIECT 1794

5.2. 5 (Conttd)

the rnain irnpellers resernbles thrust

so that the propulsion

a two spool by-pass

efficiency,

and the very

gas turbine. large

air

required,

the by-pass

ratio

the thrust

and specific

fuel consurnption

wide range of operating

unit therrnodynarnically To provide high static

swallowing

is very high (5 to 1).

conditions

capacity An analysis of

to this power plant over a

is presented

in Area Report

No" s (AVRo/spc/TR14)"

The static thrust chart

this

efficiencv

is illustrated

bv t h e c h a r t F i g .

shows four rnethods of obtaining

lift (without

ground effects)

ation of H. P.

required

I 2,000 lb. vertical

lying on a curve

with " jet'

illustrating

rnass flow.

native

is the convertaplane

but also has a greater

(4)

concentrated

very

agant in H. P.

required

sented as requiring jet lift.

static

lift.

through the aircraft installed I JUNE,

T956

and fuel consurned.

where the " jettt

thrust.

and a large

Equally

The next alterrotor

In direct jet lift

jet is used but this is seen to be extrav-

less than half the H"P.

around the aircraft for

speed range.

It is clear frorn this curve,

over point occurs

in which the

shown which has a rnuch srnaller

andrt jet"

"

the rotor.

the vari-

Most efficiently,

a very large rnass flow is used, as in the helicopter jet is the whole flow passing through

56:

when.the

Project

of direct high energy

however,

that sorne cross-

is ducted within

internal

704 is repre-

rather

rnass flow can still

than be used

large mass flow can be ducted

it can also be reheated to produce a very large 85 -,

AVRO

I'/W'TED

A'RCRAFT

PROIECT I'94 4,OOO

(r)C O N V EN T I O N A L H E T I C O P TR A P P R O X. 2 0 0 M . P . H . H M | T tl ttttrl

F O U R M E T H O D SO F O B T A I N I N G A N O R M A I I 2 , O O O t B . V E R T I C A TI . I F T 3,OOO

(no onouruoerrecr)

I I

F tlt

\2) coh VI RTAPTANE

( TUR Bo - c o N T lI A . p n o p ) A P R )x.

=

qnfl

-rl

o IL

M

D IJ

I IMIT

ltt

\

2,OOO

\

=

/

(\,

( 3) D U cT E) F A N R A ' V.lsr I 2, o o - 2 , 5 0o n. P.H. OR I M I T E D

tll atl

\

o

Y AFP() DY NAMI'

\

tl

-

I{E! TINI?

ttl

4 it:

q ,(! K l,ooo

( 4 ) D i l E C TJ E TU . I: T ]

)

G A 5 T U R BN E I , 5 O ( trt. P, H.

\

CA PA RII TY PPr)I AIltF

/t

\

I

\

coN S U M P r o N rugeu/HR. o

85

o

660

ROCKET

I

t780

5,OOO

IO,OOO

Y.T.O.

EFFICIElICY CIIART FTG. 55

l5,O0O

2O,OOO

705-t?94-1

BIACK

7

2 5,OOO 3O,OOO H O R S EP O W E R

PIATE

86

a

FINANCIAL

I JUNE, T956

STATEMENT

PRO,ECT 1794 6.

TABULATED

LABOUR & COST SUMMARY

The cost surnrnary covers the period July Ist, separately April

lst,

incurred

during the anticipatory

the costs incurred L955.

1954 to June lst, period

1955 and details

- July lst,

1954 to

The rnanhours and costs of each of the five areas of Investigation

during the contract

period

- April

Znd, 1955 to June 1st,

1956 - are as

follows:

AREA OF INVESTIGATION

cosT

MANHOURS

TOTAL

Air cushion Effect :r:"""rt", Manufacturing

z,395.00 r , 8 7 7. 5 0

#tz,ozr.76 L r , 5 0 7 .2 3

S z+,szl.99

4,272.50 Stability & C o n t r o l A n a l y s i s & Test - Engineering - lvlanufacturing

fi tn,430.l r

24, 080.00 3 3 , 7 75 . 0 0

r 8 7 , 5 0 ? .2 7

57,855.00

324,932.38

Air Intake & G a s E x h a u s t System Test - Engineering - Manufacturing

4,246.25

fl

6,870.75

rg,406.63 42,710.44

tl,117.00 Airplane

&rest

Performance

62,Lr7.07

Analysis

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

il tn,z3g.85

2,776.25 6 0 3 .? 5

3,L59. ZZ

1 7 , 3 9 9 .0 7

3,379.50

Radial Flow'": Hild:r[{":

# z + , 9 3 38. 8 (r3.,6Z^)

4,097.25

2 4 , 9 2 0 .2 6

4,097. 25

80,7Zt.25

$ +55,897.77 t

T h e s e c o s t s ( $ 4 5 3 , 8 9 7 . 7 7 ) t o g e t h e r with the c o s t s f o r t h e a n t i c i p a t o r y

l_-___'-*

period

( $ Z 8 7 , 9 Z I . Z Z ) a g g r e g a t e t o t h e t o t a l o f .$ 7 4 \ 8 1 8 . 9 9 - l e a v i n g a b a l a n c e o f f u n d s a t I JUNE, 1956

87

A UPO A tRCnA F7 tl/vttrEO

PROIE C T 1794

i

the end of May L956 arnounting to $ t 9 , B Z . to. o and this is anticipated to cover the cost of producing the rernaining

reports

required

to be adequate

under the terrns

of

the contract.

I JUNE, L956

88

A VRO

FT

A'RCRA

IT/J4'TEO

PROfECT rf94 7.

DEVELOPMENT

AND PRODUCTION ASPECTS

Project

704 is rnuch simpler

aircraft

and can therefore

syrnrnetry

of forrn,

be produced

4, Page 7

than there

ratio

The airplane

ponent jig.

when rnarried

off,

be constructed be done 'rcoldrr,

envisaged that developrnent

I JUNE,

1956

each containing

however,

leads to

econornical

but design,

tirne are reduced.

envisaged,

in the shortest

without the outer

and low subsonic

possible out.

tirne with only The prototype the initial

through the vertical speed regirnes.

of the rnaih cornbustion will

is to proceed with the

cornbustion;

proving the aircraft

and cornbustioa

90% o|the total

construction

developrnent tests being carried

ground cushion transition

concurrently

about

not only is tooling

704, as currently

of a single prototype

essential pre-flight

flying will

segrnents,

up, constitute

and all phases of developrnent

initially

range of tools is re-

is achieved.

of forrn and repetitive

developrnent;

Developrnent of Project

will

type of aircraft,

tirne is reduced and a very

down into six identical

The symrnetry

construction

detail parts

A single large jig can then be used to assernble the identical

econofiIy throughout planning

Processing

Due to its

cost.

of identical

type

engines and each of which can be built in the sarne corn-

segrnents and these, airfrarne.

conventional

are in a conventional

of tools per detail part

is broken

one of the Viper

nurnber

This rneans that a rnuch srnatler

quired to build the rnachine. econornical

than rnore

at a rnuch lower

are a greater

there

and cornponent assernblies Fig.

to rnanufacture

systern will

eventually

test take-

It is proceed

be fitted to this

96

AVRO

A'RCRAFT

I'/W'TED

PROIECT 1794 prototype aircraft

which should then be capable of developing high thrust and

reaching supersonic speed; but will be lirnited to a top speed of Mach 1.74 by the Viper englne.

Developrnent

of the full

a second or third

top speed potential

prototype

has been cornpleted.

rrlay errrploy developed Viper sirnilar

The first turbine,

category

and will

prototype

pally of light alloy. be required,

I JUNE, 1956

portion

until

power plants in a

be of all steel construction.

wing and steel rnain rotors

of the aircraft

A prograrnrne

including

as a con'rplete unit,

probably

to be achieved

The subsequent aircraft

engines or alternative

wilL have a steel outer

but the central

is unlikely

of work

will

be constructed

covering

a rig to cover the qualification

the tests

and

princi-

expected to

of the power plant

is given in the next section.

97

A URO

A'PCRA

FT

I'/W'TET'

PROIECT 1794 8.

NEW PROGRAMS REQUIRED A tabular

surrrnary

and cost forecast

8.r

Test Prograrn

8.1. 1

Wind Tunnel Tests

8. t. l.I

Supersonic t/Z3ra

Tests

coordinate

the prograrn

force rnodel.

installation

already

60 hours

Further

is required

corrlponent

subsonic rnodel

lation

and I /ZZra

for

'Wright

force

installation

Air

rnodel

sirniLar

balance

and pressure

prepare

reports.

devices

facilities,

(Approxirnately

r/6r]n scale subsonic force

I JUNE, 1956

rnounting

l/6t1n scale

transonic

control

for force and conduct

Reduce data and

and rnodify the existing

rnodel and. also the existing rig.

at

200 hours tunnel tirne required).

- Overhaul

and instailatioir.

tunnel

with rnodel

installation

prograrrr.

scale

Design a^ninstal-

instrurnentation

Coordinate

widh a prepared

scale

a half-

(A l/IZth

cornplete

and suitable

8 . r . 1 . 3 Subsonic Tests and Analysis

trol

rnodels.

is suggested).

Centre

rneasurernents.

tests in accordance

and rnanufacture

ln the l0 foot diarneter

rig to suit the tunnel

rnounting,

sting rnounted r /40

to the existing

scale supersonic

Developrnent

reports

drag data.

- Design plane transonic

to cornplernent

tests

required).

on Supersonic

8.1.1.2

the air evacuation

Re-design

Reduce data and prepare

tunnel tirne

rnodel to obtain transonic

is given in section 9.

and rnodify the existing

and conduct

cornpleted.

(approxirnately testing

- Overhaul

and Analysis

scale supersonic

systern,

for the following

Revise

the

rnodel con-

instrurnentation,

98

A VR O A'RCRA

FT

I'/J4'TED

PRO|EC T 1794 8, l. 1.3 (Conttd)

coordinate Mernorial

at Wright

tunnel

the prograrn

already

(Approxirnately

8. t. 1.4 Internal

and conduct tests in the 20 foot Massie

installation

Air

Development

Air

nal flow air

intake

rnodel for

- Design

of the air

developrnent

intake

in the l0 foot diarneter

lffright

Air

facture

an installation

rnentation

Developrnent

tunnel

facilities

in accordance

Reduce data and prepare

reports.

at the

and instru-

and rnass flow rneasurernents.

and conduct tests

flow up

Design and rnanu-

is suggested).

rig to suit the tunnel

for pressure

installation graln.

Centre

intake

scale half rnodel (upper air

(e t/S*

installation

an lnter-

and rnanufacture

to the eye of the irnpeller. only) for

reports.

required).

tunnel tirne

Intake Flow Mo{e1

to cornplernent

Reduce data and prepare

cornpLeted"

200 hours

Centre

Coordinate

with a prepared (Approxirnately

pro50

hours tunnel tirne required)"

8. 1.1.5

Srnall Scale Wind Tunnel Tests scale rnodels as required low subsonic and 8rr x llt' will

be of a rninor

nature

at this tirne but data will

8. L. Z

Ground Effect Tests: incorporating centre

I JUNE, L956

discrete

exhaust,

- Design and rnanufacture

srnall

for testing in the Cornpanyts lStr x 18" supersonic

wind tunnel.

and no general be analysed

prograrnrne

and reports

Design and rnanufacture circurnferential

and an installation

These tests

a

is envisaged

prepared.

Z0 "

scale rnodel

jets with air intake and

rig to suit the Cornpanyrs

air

99

AVRO

A'RCRAFT

IT/W'TED

PRO|ECT 1794 8.1. 2 (Contrd)

supply facilities, artificial

8. l. 3

ground"

Internal

8 . t . 3 . L Air

cornplete with balance devices

Flow

conduct tests,

tests,

reduce data and prepare

Flow

- Design and rnanufacture

a r/stin scale

flow half rnodel (upper air intake only) for using a viper

a suitable

reports.

Tests:

Intake rnternal

internal

and adjustable

engine at the cornpany's

installation

facirity.

rig and instrurnentation

rrlass flow rneasurernents.

conduct

tests,

static

suction

Design

for pressure

reduce

and

data and prepare

reports.

8. r. 3.

Nozzle End Loss Test Model scale internal

flow rnodel of an outer

suit the cornpany's rnodel rnounting,

air

wing

supply facility,

balance

force and pressure and prepare

- Design and rnanufacture

devices

rneasurernents.

instrurnentation Conduct tests,

I JUNE, tg56

rig with

instrurnentation

conduct tests,

for

reduce data

- Design

and. rnanufacture

flow cascaded air intake duct and an engine exhaust full

the cornpany's

Propulsion

to

reports.

scale diffuser

8. 1.4

segrnent,

and an installation

and suitable

8 . r . 3 . 3 single Engine Intake and Exhaust rests a reverse

shutter

a I/3rd,

fantail,

both for installation

test facility. for pressure

Design and. rnanufacture and ternperature

reduce data and prepare

systern Tests

on the viper

aneo*glitiggtig-:

engine at suitable

rneasurernent.

reports.

Design,

manufacture

100

AVRO

A'RCRAFT

T'/WTTED

PRO' EC T 179{t 8.1. 4 (Cont'd)

and erect at the Cornpanyts consisting craft

of a cornplete

structure,

centrifugal assernbly,

with

scale 6 Viper inner portion

This will

accessories

6 Viper

gas turbine

systern

to perrnit

inner wing and

air intake assernblies.

et al, to perrnit

engines in the structure

test operation

and lower

fuel tank assernblies

engine rnountings,

location

of the air-

include the cornplete

of the upper and lower

Design and rnanufacture

test rig,

the 6 engines and the upper

the cornplete upper and lower

the centre part

fusers

a full

representative

together

irnpellers.

facility

intakes,

exhaust dif-

the installation erection,

of the 5 engines

of the

and a fuel

frorn

the

Cornpanyrs test house.

Design and rnanufacture to be capable initially house and ultirnately the structure

Design

the 5 engines from

a ternporary

aircraft

systern

the test

cockpit

set up on

the necessary

the engine accessories test house,

electrical

and fire

(and ultirnately

system

protection

capable

control

frorn

frorn the ternporary

air-

cockpit).

Design

I JUNE, T956

frorn

systern; the control

erection"

the Cornpany's craft

protection

of operating

and rnanufacture

of handling

fire

and build a test site and test stand with

and safety precautions

at the'Cornpany's

fuel storage

services

and other

suitable

fa.cility,

security

cornplete with

as rnay be required.

Redesign

and

l0r

A URO

A'ACRA

FT

I'/14'7ED

PROfE C T 1794

8. r.4

rnodify,

as necessary,

the Cornpanyts

test ho us e.

existing

(Cont'd)

: Design

and rnanufacture

flow and ternperature

of the upper

assernblies.

pared prograrnrne,

instrurnentation

rneasurernents

vide for installation and turbine

suitable

and engine irnpeller

and lower

data and prepare

Redesign and rnodify,

as necessary,

obtained,

qualifying

rnass

control.

Pro-

centrifugal-impeller

Conduct tests in accordance

reduce

and conduct

for pressure,

with a pre-

reports.

in the light of test results for

tests

experirnentaL

B. 1. )

flying,

,

8 . 1 . 5 . I Oscillation control

Rig and Shutter

shutter

testing

Box - Design

rig with

sirnulated

the control

stick,

oscillator,

and using the Cornpanyts

developrnent reduce

8 . 1 . 5 . 2 outer

or its equivalent,

tests of the shutter

data and prepare

'lYing

and rnanufa.cture aircraft

operated air

supply facility.

control

systern,

Systern

- Design

a full

scdle outer wing segrnent assernbly,

lower

shutters

trol

systern

for

for installation

driven Conduct

as required,

and rnanufacture

incl-uding upper and

on the fu1l scale 6 Viper

Design

and rnanufacture

installation

in the outer

with rnain control

by a power

systern.,

reports.

Segrnent and Control

systern test rig.

control

a jet

valve and pilot

the aircraft

wing

segrnent,

stick in the ternporary

propulsion shutter

con-

cornplete aircraft

cockpit.

]. JUNE, T956

L0z

A'/R

O A'RCNA

FT

I'/J4'TED

PROIE C T 1794 8.1. 5.2 (Cont'd)

a suitable

Design and rnanufacture for pressure

rneasurernents

and frequency

and instrurnentation

oscillator

to connect to the pilotts

stick.

with a prepared

Conduct tests in accordance data and prepare

reports.

the light of test results experirnental

8.r.6

C ornbustor

Systern

with control

rnentation flow. reduce

a cornbustion wing

8.2

systern and storage.

data and prepare

reports.

8.2. 1

I JUNE, 1956

suitable

ternperature

with a prepared Redesign

fuel instru-

and rnass

prograrrlme,

and rnodify

as neces-

obtained and conduct qualifying

tests

flying.

Design Study and Theoretical

appropriate

basic-

a suitable

Provide

of pressure

Conduct tests in accordance

The following

rig,

one set of flarne

containing

and rnanufacture

for the rneasurernent

experirnental

systern testing

segrnent

Design

sary in the light of test results for

tests for

of nozzles to be tested at Orenda Engines

Nobel facility.

systern"

in

Developrnent:

and one pair

Lirnited,

as necessar|:

and conduct qualifying

obtained,

of an outer

consisting

holders

and rnodify,

reduce

flying.

Design and rnanufacture ally

Redeslgn

prograrnnre,

Analysis

design study and theoretlcal

analyses

are considered

to the next phase of developrnent,

Weapon Systern Design Studies:

Carry

out prelirninary

design study

r 03

A VR O A'RCRA

FT

T'/J4'TEO

PRO IEC T 1794 8.2. 1 (Cont'd)

to apply the AVRO concept

to the following

(i)

Reconnaissance

(ii)

Interceptor

(iii)

Tactical

Prepare

weight

for

landing

which will

specify

required

data on the ability Developrnent

space

to the above roles,

and performance

data.

capabiLity,

and range profiles

plani

aircraft

prepare

take-off

with appropriate

broadly

a report

as specified

the aircraft,

in accordarrce

with ARDC

AIRCRAFT

giving

esti-

and developrnent

and describe

of AVRo

LIMITED

of

by (i) above.

rnaterial

facili-

and give

Mg0-4, to carry

out the

Plan.

and control

Analvsis:

of the aircraft

orrer the whole flight rnechanical

appropriate

and costs for the rnanufacture

will

ties and tests

behaviour

design

showing suitable

speed and altitude

perforrrrance

reconnaissance

The report

stabilitv

drawings

such equiprnent

systern Developrnent

prototype

take-off

and payload.

rnated tirning

8.2. 3

include

dernonstrate

and turning

'\iYeapon

vertical

systerns:

equiprnent

to include

vrill

allowances

weapon

carrying

analysis

The latter

LIMITED

Bornber

reports

provision

8.2.2

AIRCRAFT

cornponent

Analyse

in response

range,

and deterrnine

to gusts or piLot dernand

using available

perforrnance

the flight

wind tunnel

as obtained

frorn

data and

tests

described in section 8. l. 5. -

I JUNE, 1956

r04

.ltncPAFr

8.2.4

Lt/l4rrED

P""p"l"i"r

.

Syututr a

PROfECI

1794

Extend the existing 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

PRO'ECT 1794

rd,. rHo

F€fA

ol Jl trl dl

FI ol

el

;l -il EI

f El:; E"iEu f

ts;ji ig;.i fE.s.s.b E:iF 'FgErF.o'

}

:HEi:

IiEi;lgIi{t{[I$ HIE:s tr

n'-A.s#* ss!:

F';Esii frfft: y"liE

$Ei'-; EA=dS +F'

€FT'FES

?;'3t;

f;iisas

sl

S 6 rd'-E

€.

8He.,;

i*':f: $g $Hf!o* inis€ 3iE#$ n€ fi{.Hi#FitE*$

f'] (/) .

z a

' *.

5!X'

EIE 9

E

[;46{

h

c'

3

0,,

?oo

;ff,

o N

co

O N

N

fo ot']

@ N

N

2

6

d l

fl: !.'f,q gq

ta

F{ ca f'1 H

s{

g +? (g

o J I

E

0l

.(g l+r rr

oirt trp

I JUNE, 1956

FI .r;

o, E= El sn El HF tl {.E

I"

.*9;

Ej e*

ff;

Tq

fiF . 1

#: il; $; ;s

Fl-; Ez s*

;l f;*i il*g rig FI EEA .T3fi .THfi

o d {i

n h d q) rd Yh uJh u1 o) At

{o NU

'uHho Ok (/) g l.|(a 0)o Pr 0) 5k

(nA

N

rn

u1

'u1

l0(

PRO| EC T 1794

o

uc

do r+{ .ra

+r h5

EI E;I

d

'41 S

.tl hlr

-

.g

li tti f frs

i T €il g g i l . gk El

fli

il h

fl g.l

h

EI H E

iI E E o6,

tl

E BI st

nl

f'l I t{l

h

HI rl

.Eg UU

h

oo

.l

{+|

rr,

nut .lU

rtr gI

il el ill HI

I

| d| td$ r

ol ul

nl u)l

ouo

s

{l

E +.

rd r_

UT

F h

st

* ; ,

Efi 3$

rd f,

CE og

f;i tg; ; Hfi

tiiiiiIi

+r+l

'ot

oEl

Eg

T

T€

i d baa

.9Fr tro

i$

F rg

$fi il

H f;E fi$g.

ET:i fr #3

.l

d

T

+

t

+s

ir

:ie

n I ; i ..,fr H+f

iEeiilnF+ s I il ti F.| u

,E

iie $ul

c ,Ooad outct

EI

!E

't{

t k

tH g0+ I JUNE, 1956

m -'

*

ui

uf.

+l ttt

..

ta

ET i E Ei E i s !g

tl

-.;

ul

..o

A FI

.at

nr

ir 'tu't

lJ]

o

Et .5 $t E Fll ' x

rr

E: [if; F ffi

g El ;{ El i tE E it h nfE# i Elte 5i gT 'Ei sE .il iE frf E! ii $i ii tl ir Rtr .l

E

E

eo

?

F?

nE ub

I*

.E b

S-

AT HT t0?

PRO'ECT 1794

.rd

a FI

.F

F

r5

p

tS

o oo q,|

'a

F

fi

Ht

s

el f,d ,r ui

E.; E

El $"fl

rfl

gl

o's

El

-1

.rr

IEi.t

Bl l#; oo9

el

re.E t.es

'E

;J

T€

g I

o >o H o o '{i o !'l o

o

.n tll

E{

.e

ta

€

x*^H

k.dots. l+rk+rE q, o o.q O . t+'"-r

go

ll sE f€

+ll

.tu

1:

-.E ; sl 'f,h .dU

-dt

gi At

F{ o

ord

.ls o6r

lepe s.E.!

h3 *EE H; 4 P x

EE .9F

.5'o

i-t

Hs$3E rn

P'{

rft

\o

HI

ns

\o

I

El .l (al 4

E. adc

o

F

F\0

+tl

(J

3

F o

lq HEe 3 :"T 6UH :

.0J

tf

I o

sls Hs 'oE E 'fiE qr

€i€ r; ta0 g

tr ,

c-

(n I-

'3 H

?t El F E

EA tr sl& n n Frilrd ;l #l $S 3r $l $ tl

;l *l ;l il ;s uE$

ElsE !i $l ig 3 il li "$i#,i',5 $l il 0.]

'd

. . nLr

(+{

o ;d' gPr

1 JUNE, 1956

c.tb .H '-{ O .

nY

l"l

(n

$

ul

lJ1

10

PROIECT 1794 iftfN

frr!

til\ONF-

.o

Ef;I ufl E oo

t. rHr "

\it {t!FSF-

.d O.

,"i

rn

r-t

ta

(nN

el

k1 nl

E t

& d

tr

.d

o

+r o (,

H

.[,

TBO F t( CI,,

€

{a

*

€ ,8i [

6 6

(vl

n

ol

(v1

\o

loN,O\tv1

{r}

o\

."i

to.oo

U

o o

'f

r{*

**

{,}

? i

E

s$

i

fii'

Ern g,;I

[3s fl

+ ?t

ii

ia*f lii eriig.

iEE',iglEfigt}E :E E*Ei fi; 3f,gr ?i.i gf;3lfi$f*rssI f;iE

E

F

F@ tr

l-

,F f-

dl ul FI

HI &l

*r

tn t r! {

ot

HI Ft

6

?l { E al

tti

Al.^, E E

E h BlHl

x r{

p n nf {,

o rrl

u

E FI (lU .tE

[J

!E

nltr

+{

Ee

frltlin

i.

.!b

.d

ifi i

I JUNE, 1956

i

i

h

F

o t!{ d

a

d

&

N

ri

{l

ln

;

^i

^i

^i ui

|r'trn

109

AURO

A'NCRAFT

Z'/W'TED

PROfECT 1794 O O

+r o +rd AU

vo

oo

r-to k

\o

r..r) crl

6

vo

v

o

."i

(i

N

rf}

{+

{+

N-a N

rfi

@

sn

tn

id

I

q:

HJE 0)c+r'o

+)

.io

9 otrr

E

t-i

F F

h; +'6!

€crF

Yr.od

"

CJIrY

() gE &". d

o

t { d(+{f

ir

Fd

;I

6 €

Fo

E F

6 o

9l

6'q i'd q-

tr

7r : r.E

r5.'-tOq)

i i: !o c d o d l - i g.!

AO'f ,Y+tG

+{;

ok

()€

9t

E; q;

T$ g-c

o+ ItsH

'ib9

.:E

q)bi xEq

t,4

a0

0

6

etu i, E

t:: E:

H

.'l

o.

o

ir Ii

f: a

(J

OJ d

c)

t:j

t1

t

a,F

Et

o

q)

0,)

3"i q:

f j

ft

r;

UJ

Ji Po, qz

sr dF

P

{_=

:n aa

c

8;

8*

t1

TT

F

r.l

: 4i

t €

;

;8 Ei

= ;

€ E

EE

P

E

ed

F 3 :

'

b n

g

::

vo

0.)

(g

r+.1

T,., Y. -u, as ';1 1 -i3

d+, i o(J;; "

r{di

.st'6 k

.

oor btrc,

Eb tt

6's.$ z.g>

zS

o

ooo o.o

@

o.

vt9a

E-{ a

t9 &-

'

()

,*i

l+l

o5 0,,6

()

;F do

oE

.flq

.o

,,','

ilp ojj

'dd

c'

Til i.E

:.Y

3,r 0)i;

€ '6

u

d ^ ^ €

i*o)

o

F

;S S{

.dt{N0)

'u.10

€

\o tr.l il. o l+{ I

€N

a

E{

E dl

F

3>

OOSO. OO.OO

,

'i

f t

3

i

;.; !i :A Sci

H

Es B1 dF

s

ii

ilIg

t3

*,

Hc

'EE

H H

tsE fr;E f;EE EE EIt l t 9;6

!I .gi .T;; F;fi ii i;F HE,A N

.P

(t1

.tr

o

f;

{,; du !< -\.

O +t d +J

o ol *:l ol

o o) E

fll 3r l. d

-l +rl

..

k

g;'a sl 0) +il OI

HI

F<

'rrl -l ilv

d O =t{

''lF

ol trl

ul

:{

oo

Nid

ro I

N

JJJ-;J o.

o.

I JUNE, L956

o.o.-o.o.or

o.

110

AURO

A'RCRAFT

I'/W'TE"

PROIECT 1794 t,

o

+rd OQ

oo oo

oo oe

OO

,i

oo

ln0 l-

lq

-i

6 o d

oo oo

ob

oo oo

On oo.c, o

k

AO

g

o +r

f;; >+

Fl

4.d'

E

c

;

SU .!.l

€F." v, o

t

Til A E P't{ E* P 9?

.9.9

o'-,.qX o u t't

ea.

U

o o

tr.9-g!

F 6oo

0)tro:Y

'66.-99

fix E

E.f I O

66

Hg

Utr9Y H O t{F ($ucr9 Fofd

iF('It{

O aaa '"ll ,< N

ti

H

[)

qt' .$

E '" o.

t; trB oE

.f 'r'r

ts .it

JE

Ef fr

-f".P

r.s

o

E'€

T

r3

i

NN

rr(I|

At{

N

oo

oo

(i1

vvv

€9

?

X.u loo

F6

fi

tr

5'E

h'i

o?

JH o o

o o

o *

TT ;

il" "oi 9f "

* ;

;i

n €9 E tft 'troko

0)

''F

I

tro

?'6

jF

J

oo! (g

#^ t

).L. N E '' X f-l {r+g

il

;r' -d (ui

il

.il -;

q

H;

:i

Ul tl

N

o't

!

(E

ql

ddlo o o ooH o o d= ' '5 o o\OYO

F-.:ts tnU i '{ " f f.'t sl 9

e

g

b0

5 90.5 o.rI dE -6

\O

\O

o o o o o c) c-

A

(fl

(v)

o

o

d

l" ko oo

oY

EI tlor< Et dr

lcl

EI {I

?o HF

-d u n

al HI

ol

fl( J l ol

rl

rl

o

+,

o

3

#l B 3.1E O0l

ttd (/)t

ra

tr

El i'-{ dl

fil

prd .; t{ d O ol.5

o E

rn ) :.{

-+|F{i

N O E+, cl ?

a.l

c"rd \ ^

9au

-E rS< o;\o +IY.JT

(nE

.o -.; o

dd '-' o\

1 JUNE, 1956

fi

r< E ii Ua():/

c

El

ol

.=fi

EI -8 * E ilHl b 5E e{ E

Ie il Tl d El Al E !r .Eyt nlcr

Hlet .F k hl'El *rqr 'iH# .: e lf,l 3.1f,l H

C.d F'

xil fi

E$:t

E

:.8 1j^

.E'sa

I E

3 hd:

l#<,

[l .,

Li

tri llil tlil "E ; ?. .eFElEt llEl * ;E Eldtoi rj Afl6r l Ol

N

(v)

t1

N

,ri

d

-.;

.d {' ;J:..;..;

o,

o.ol-o,o'o.

rn

I

tr kE

fffisr

iE

ifit

h

Ef F: 1E Eg F+r0rd

oo

(,/) id

r+t

s.30E

F g s8

6o

N

iN

o.

6

tll

AVRO

A'RCRAFT

L'/14'TE"

PRO'ECT 1794 ooo ooo

o -Fr qO

AOO OOO

O

ooo

r"rdO ulQ.

o0)0 tl k ON

d

\o ro

$o.o.

O

O'

od

d)

cr)

h

i, o

\o

(n {#

.ra

{.iE5H

f

f'] H

E

(a

I .ir

$ E

{l n El I

-E

-

it FH

S.d

S; *"d

{I T iH HI 'o 6o, fr.9 iia

F{

F

f']

z

sg IH Et fi'e t"

*

o

il d

f.

E{ U) ,-j v(E tr.A HHr

fil sF

c.)

3^ -

$

&E fiI

*fl

r.r

d

H

q

a

f;

D a H F{ J p

tr F{

o .F t11 O hy

:1 FI

ov

1i

<{

.g

i'

OF{ tJ ^+t l.l{

U

.r

;i

v:

oH{ 6.

,F

>.o ,oF

.v l{

o; 'XP

af

'Y^

d

o

a

dx

Hd

E-,r o

d.

5

h ?

UH (J dL

H9 9 H v0)

H

>',

+{

O/\

El; $r !: rrs l

H

+t

HL

E# E $, s€ ?l.n 3

b

y?t A

r\

o

fs)

.x y(E

ot.o

x6.,y

tf,

d\<

d+)

f'l rr'.

'-{

i3 od

t..|

O 14

o g +)d

;

st q

Ali r.;

UE EF

5d

'od

8; {

6

E {

i

F

€ F sh

E .n I 5 E

il F 31 ql 3

T{ B. €a

El A fl E sl fi "?,lE

s: ,*.: -;z E;

' r l i5

'od

FN. 3

fg € ;lFl d.e Fu Fr fi

g

d

6 ( )$ (a o d.l

.P

.l-)

'ila{

(n

U

O trO oa

f'l r+{

f-H

r+o ur;{ oij

u9 oh .i{

E-r

.=

EI -glN..a,ro HI

NNN(\

o:

I JUNE, L956

o.

o.

o.

TZ