Beruflich Dokumente
Kultur Dokumente
A VR O
A /P CRA trT
T//T///rED
:U
SECURITY WARNING
This
docurnent
is intended
solely for the reci,pient and such persorrs as have rceen of their of the duty and rnay be used in connection with united States Air Force.
delegated work
perforrned
unauthorized
retention,
destruction, person(s)
of its con-
in any rnanner,
to (an) unauthorized
Failure Official
to cornplr Secrets
is an infraction
of the Canadian
the rneaning
Espionage Laws,
Lirnited,
Malton.
ToDate -
CopyNo. -
r . D. 56 R D Z r 99c 4
I JUNE, 1956
-SECRBF-
- 3I May, 1956
Approved
by:
including
the Title,
Table
of Contents
and
I. D. No. 56-RDz-Lggs$
-ER:E*F-
I JUNE, 1956
TABLE OF CONTENTS PAGE 1. 2. 3. 4. SUMMARY INTRODUCTION PROGRESS OF THE DESIGN PROJECT 704 4. L 4.2 4.3 5. Description Operation Perforrnance
I
z
3 8 I 1,1 15
DISCUSSION OF' ACTIVITIES 5. I 5. Z Test Results Design Study & Theoretical Analysis
z0 z0
7& 87 96 98 98 103 I10
6.
t.
8.
NEW PROGRAMS REQUIRED 8. I 8. Z Tests Prograrn Design Study and Theoretical Analysis SUMMARY & COST FORECAST
9.
TANULATED
-ECR-E{tr
AVRO
A'RCRAFT
I'/W'TED
SUMMARY In this report the progress prototype results craft, the scope of work under the above contract of the design is explained. is building is reviewed and
potential
relating
to the work
It is concluded proposed
and control
of the aircraft
- the propulsive
and the aircraft whole flight high altitude. with the present estirnated
to supersonic thrust
at very
potential to that
design will
provide
perforrnance
at the start
of contract
negotiations,
Additional
tests to cornpletely
substantiate
1 JUNE,
1956
AURO
A'RCRAFT
I'/W'TED
PROIECT 1794
2" INTRODUC TION The work staternent - Exhibit t of the above contract - specifies , analytical capabilities of a
investigations
the perforrnance
new type proposed by AVRO AIRCRAFT tiating tests. configuration stration analysis ( 1) (Z) (3) (4) (5) Air This contract effort
LIMITED:
is essentially
a feasibility
of principles
Stability Air
Intake and gas exhaust systern test perforrrlance, stability and control
Aircraft
Radial {low engine feasibility of work has been reported group were in detail in ten rnonthly progress in an interirn develop-
surnrnarized
is covered by this final developis now cornpleted. on each of these five areas, A
technical
56P.DZ-I3709 standpoint
done during the year frorn the technical status of the design.
and outlines
the current
I JUNE, I956
AVRO
A'RCRAFT
I'/WTTED
-3.
PRO|ECT 1794
PROGRESS OF THE DESIGN At the start of contract negotiations the proposed all-wing design (Fig. aircraft I on the planjet
folLowing page) was for a jet-propelled forrn, control. airfrarne turbo-jets ernbodying In order a new arrangernent to separate
of circular
of a turbo-jet
an interrnediate radially
research
disposed like the spokes of a wheel was also proposed Z)" An alternative final developrnent 3). to the large radial
of the contract
period
a cornprornise
I and
\_-
cushion VTOL,
sorrre considerable
designs and also gave good static thrust-lift using the entire
efficiency
thin wing,
depth of the wing between skins for engine aTea (5) through 4 and has task of
This design was developed under contract rnechanical arrangernents designs. to the form
shown in Fig"
rninor
of Fig. vehicle
of the aircraft
4, which is described
I JUNE, 1956
A VR O A'RCRA
FT
LT/14' TED
PROIEC T 1794
U Y F
o o z o 4 z =
9oz q
<;
e=
>r
i f r. . * . Eg >F
o6
4
u
F
:) z o U
F
; z =
d
Oo
UA
vX
JU
<x
<Y (J<
- F
li
f_l I I
tl ll L_l
a Y
z f
I
FIG.
Z INTERMEDIATE
RESEARCH
AiRCRAFT
A UR O A'RCRA
FT
L'/W'7-EO
PRO'EC :] 1794
tll
lz
t,
z
e,
lll
=z
EF
tR<
-t
oo zz
== oz
t!
id
L G
hz
u, llr
6z
t'
UI E v- ll
Sr =E
e{ 64 G -'t
fr=
fg
2a* OH
Ea
,=
EU ;fi <l
5
att
e
f
ul
at
o 4
z o (J
o
t!
5m
<f
o z
c,
Itl
8o=
=
4
ul tlf
AURO
A'RCRAFT
T'/W'TED
PROfEC I 1794
4.
PROJECT 704 it frorn the work covered under contract is known by AVRO on project l?94 the as
AIRCRAFT
LIMITED
4. I
Description Fig. 5 is a plan and section drawing of the aircraft. It is 35. 3 feet in
in section and is expected to weigh about 20,000 lb. with 5,200 The rnaxirnurn fuel capacity is 13, 150 lb. giving a rnaxirnurn
lb. fuel.
Siddeley Viper
turbo_jets
contra-rotating turbine.
by rneans of a radial
inflow
irnpellers,
which rotate
slowly
by cornparison
with
centrifugal
turbo-jets,
d"raw air frorn the upper and lower the wing between the Viper is d.irected back as
and force
it radially
out through
airintakes.
I JUNE, 1956
A UR O A'PCRA
FT
T'/14'7EI'
PRO'ECT 1794
ENGINETAILPIPE
PlAlI
A UR O IT'RCRA
FT
I'/14'7ET'
PRO,ECT 1794
v! 'L'
=t
,o =
t!
Q, Zc
,9
F
( J
|'tt,
ul
<e l-.
I lll
z, o z
=E
'u
-
J/
l t,
o
t+
ul e.
c,
t'
E
tt
4fr' A
S? Z\) Iu z4
ul
Y9
ur <,
22
t(
A VR O A'RCRA
FT
I, |/W'7EI'
-4"r
(Cont'd)
PROIECT 1794
The air (Fig. is diffusea iritfre wing to a high pressure at the flarne holders and is then (rig. 7)
5), where
or gills
the jet as it exhausts all around the aircraft the aircraft This control vertically
periphery; it in
to raise flight.
to pull by rneans
sector
and thrust
the top on one wing and frorn the rnain rotors pltches
the
bottorn phragrn
on the other.
stabilizing,
and a dia-
Stabilization
of the wing at r/2 the chord frorn the leading would only be stable without were about at the r/4 pitches
of gravity
The change as
as the aircraft
perforrns aircraft.
stabilizer
of a conventional
4. Z
Operation To take off, all the shutter" on iop of the wing are closed and shuttersf!
JUNE,
1956
A VRO
A'RCRA
FT
I'/14'7E"
PRO'ECT 1794
=
lll J
?:, 85
D
6Ua r=e
H = =
=lrl
eurF
=?= e
t-\
=i'nE d
= tll
la
rn
4
tll
|a
!
I| F h
D vt
f
.
ra
P5 2o
E= fr, 5a 5A A= *H
86 2
oh E
Ar
-9
E
tt.
UE
o
( (
vl
tll tII
c,
F I
tr D
o 4 o (J
vt
oz
= g
tll tll
= o
o
o
A
F
tr o
z
= = 4 !z F
I t-
tr
06 u- ul E
lll
oo o z
u. 06
L2
AURO
A'RCRAFT
T'/W'TED
PRO|ECT 1794
4"2 (Cont'd)
on the bottorn are opened wide. 'Without adding fuel to augrnent it, downwards pro-
is produced
all around the wing; however duces a powerful is, in fact, take-off
this jeteround-wing
configuration
ground cushion
so that the llft on the aircraft and the aircraft effect falls rises to off
rnodified
to forward
flight
norrnally
be frorn the
cushion.
By operating gradually
a transition
control
jets backwards
to accelerate
nose; with the thrust Less than the weight, rise into free air a short distance
can accelerate
point,
flight
rarn pressure
is collected
because of the large rrrass of air the irnpellers large thrust thrust and high top speed is possible. to weight
can handle,
The large installed ratio which rnakes a very at supersonic so that a long
high ceiling
The efficiency
of the airfrarne
cruise
For
landing, either
a fully vertical
with or
13
ra 1 JUI{E, t956
A UR O A'PCRA
FT
Z'/'4ITEo
PRO|ECT 1794
FIG. 8
L4
AVRO
A'RCRAFT
T'/J4'TET'
PROIECT 1794
4.2 (Cont'd)
without thrust augrnentation chosen. frorn a hot rnain jet, or a steep approach condition frorn and
Transition
to the landing
to the take-off
transition.
to the undersurface
hovering
4.3
Perforrnance The perforrnance of the first prototype will initially be restricted due surn-
on the Viper
engines.
The following
( nig 9)
Mach p. 0
Supersonic
Altitude
for norrnal
53,000 feet
Still with
air
allowances
I JUNE, I956
t5
,4'*PCRAFT
2'/14'TET'
PRO' E C T 1794
,+" 3
(Cont'd)
Take-off
and landing
VTOL
I JUNE, 1956
16
AVRO
A'RCRAFT
T'/W'TED
PRO.| EC T 1794
9O,OOO
80,ooo
70,ooo
6O,OOO
Y
tB. TIRUSI A T 2 { ,240"
/ / /
5O,OOO
V
/
t
\"
TI IM TI RUSI I H \
\ \ /
40,OOO
/
/ /
-d',
3O,OO0
/ //
/
a
/2,
i*.i
F-
il
,/
f
2O,0OO
I
ro 000
/
I
l'o FUGHT MAcH 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
o o o
?'
a)
oa' I . aa' a)
-e
--
t)/
o o
6
o N-o
O @
Y> : r'1
F]
o o r-
.i
F l+l II
o o \o
rO
F f'1 (/)
>;
f,r
\JN r\ F H r'\
E{
H
o $
IJ
f'1 J f'l
v4 ;>
l'1 t{'
: O
o
J f'l 14 J
o o
(f)
2,
a D
Q
il<
FA
o o
N
I
=-
l_
,noooooooooo o O ]if< \,/ ; o o iFr
F{OOOOOOOOC)OO talOOc-\OlO.tl(v)N F
o o
c) o
o o
o o
o o
o o
o o
o o
FIG. II
PROJECT 1794'STILL
AIR RANGE
t9
'q VR O /ZI'R
CR.4 F T I T/V''
TED
5.r.1
A prograrn
has been
groups as follows:
5. 1.1.1
An irnportant testing
involving
tirne and 34 weeks tunnel occupancy scale* reflection plane rnodel. Massie
which
diarneter Centre,
Mernorial
provision
lating air
all phases of subsonic effect tests with control, to the ground air.
in proximity
and in-flight
in free
* N O T E : The geornetry
of Project
704 is slightly
different
to that
thickness/chord
I JUNE, Lg56
20
A UPO
A'RCRAFT
I'/J4'TED
PROfECI
1794
FIG. t3
z2
A URO
/A'RCRAFT
I'/W'TET'
PRO|EC r 1794
FrG. T+
Z3
^rno
^toanrrr
tr-trto
.*
.*^*.._
'h!&il
'
*@ry
"4j!t
i*i
*i;'@
\, ::
FIG.
I5
z4
A'RCRAFT
Z'/W'TE"
5. 1. r.1
(Cont'd) trol, pitch control, jet thrust, Because of the large nurnber of variables
PROfECI t794
- speed, transition con-
and angle o1 to
attack - a very
cornplex prograur
took longer
(Tests were cornpleted June 14). Thiq.,' of final technical or verified reports. by these tests
broad conclusions are as follows: (i) The aircraft landing, can be satisfactorily controlled during take-off and
through
a srnooth transition
to or frorn
forward
flight
and at all subsonic speeds; and lnanoeuvred subsonic flight envelope. (ii) (fig. t6)"
through
a satisfactory
It appears that with the thrust can accelerate and rise point.
a short
interpretation
of the data is
speed range andno data wastaken veryclose (iii) The aircraft has a high subsonic lift zero lift efficiency
its subsonic
cruising
It appears to irnprove
well worth
acceleration,
tests with this rnodeil are required. data down to very 1ow speed. Even low
To obtain transition
I JUNE, L956
z5
T-
I I
1 1 (Fa n
Y,
F 0
-<E
F-t *
-S i-.
-F{
Fp
oE
Z)*
lr -x
I f'l
r \
\-,'
->'x
F H
.1,
I \
\ \ \
rs n
\
ta
flo >5
H r'l
It
*<
-V,i/^-
\3-
l:,1
z _o tr<
h
P
co
O
ri
\!,1
D
H
H
F{
t-i
;i* t>
\
27,98
z
,Fa
I
a
J
\
tl
I .1 I
( \
t t
>i
H
tr \
a&EjE I
tn
$
28x7,
\o
I
/
\ \
(fi
I
I ,
at a
-r
t-
\
tl 'l t'\
\ \
\
la
o
t
\ \ \
t-r
\
tl
e7
't a
fa a
oof-\Orn$f)NO
lrl
/o
S. L.
z6
f : '
r,
ilr
:l
I
d-..-
-r- D
M
h/
t
\
\i
-R.'
I I
$!o
i' cO
300
\trNo
f:t
-/\-\
Vq
'{o
crr tl
i-. 1
ilill
x
\ ,:
N..
\ \
I
\ \ \
\o
\N
I
Er
H t t s
S
\ \
Qr
\ \
]t n
I
\ \
IT
\o
I
Fig. l7
zi
AVRO
A'RCRAFT
T'/W'TED
PROIECT 1794
5" I. i" I (Cont'd) accuracy data would be regarded flight path. pressure distribution on the airas valuable confirrnation of
in various
characteristics range,
and to irnprove
of sirnulating
the exhaust
with
a hot jet on
the drag and the aerodynarnic planned, (rr) but postponed). reducing
characteristics,
(originally
To investigate cation"
the subsonic
5. I.1.2
Three
supersonic
tirne and eight days tunnel occupancy. the Massachusetts Laboratory were: (i) A sting rnounted l/4O Institute
of Technology
18" x 24"
section supersonic
scale* rnodel built up by cornponents, (Figs. l8 and l9). air intake, jet
with no flow sirnui.ation" (ii) A L/23 scale* reflection flow and control position
Z0 and ZI).
* JUNE, T956
zl
o l
6 u o- 63 9 z 6
32 aR
Er3=
u
Y
() 222-> z tPrs?
,4
z
(J
q F
eI{o
\6
9821
z = \ o z_ 3
(o
6l
E ro
;\;NNNNC!
= o
.n
2 U
=u
oo
do
=?
\ o z z u : o = o
F
62 E i 3; Z >o6gn I A X'
r# <6
zlix ; gi Z;z 6
g;'qgXb
72,ct;e
-"
i.
T (JU Fcl af EV
i g s=H & o e
-<
E L 91)
H\ 9\
o\
z\ =
4 u.l U
z o (J
>*\
\\'
,h'
z :,
.$
.i
z
q
N*
FIG. 19 PERFORMANqF MODET NO.4IzI
o =
AVRo/SPG/TR
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
IN THE M.I. T.
29
A'/R
O 4'R
CRA FT
T'/I4'TET'
PRO|ECI
17.14
FIG. 2I
3Z
AVRO
A'RCNAFT
I'/'4'7ED
PROIEC T 1794
5"r"t.2
(Cont'd)
recovery
rnodel" Figs.
zz - 23).
Broad (i) conclusions frorn these tests are as follows: can be satisfactoril.y to rnaxirnurn controlled thrust flight and rnanoeuvred speed (rigs.
engine idling
at supersonic envelope.
through
a satisfactory
supersonic
24 and 25). (ii) The drag of the aircraft estirnate. (iii) (Fig 26). cruising (fig" efficiency 27). recovery is better than the estirnate. appears to be better than agrees quite closely with the
The supersonic
tests with these rnodels are seen to be required: further running confirrnation full. (rne of the aircraft evacuation during drag with the failed to
systern
operate (ii)
testing
(iii)
To carry
out transonic
* JUNE, T956
See footnote
at bottorn
of p"g.j
ZO.
33
A VR O A'R
CRA FT
T'/]4'TED
PROIECT 1794
FIG. 23
N N
r-
_l
- <l At t-{ O- oHr{ -a H - E{ in
OU tsE
H17
F<
I
\o
.z
I
I
<5
5li
>9
lr
Fr4
o 7.
$
F
H
a
/
lF.',H Jpq
a;
O
N
I
\
>S
=l a H
r'
,l-\ \ \ \ \ \ \ \ \ \
if
o \
\o
I
V
I
i
t
.$
l*
lll
r-\orr)$(aNoN|.o
H-o o0
'W L 4 O O O O , = Z O O O OB
36
o
N F
1_=
l-* l--:
t:
F
I
f'l
ta
Fi
\ \ \ \
h
t
L
\
t
r'\
t-l.
l-u
l,
a
, /
/
/
N
I
\
q
|F
H
l\
\ \
tr
l-* I l*
I O*l
tv
D
F{ X
I I v-l
lzi
t
t
I Eol
I E*l
t
F F
z
F Fi J
z
F
it -!t
lt
tr I II
-:l
\o
c
tr E-{
H
a F{
@f-\C|.n.il(nNN(n
ltl
o
'h0
FIG 25
PROJECT L794
F'L.IGHT ENVELOPE
80, OOO
37
A'/R
O A'RCRA
FT
T'/W'TET'
PROIECT
gE
:t
t/
E?S
o $E o<
d4.
urO 2Z
f=5 :5XE==
F;3f;B:Yllur ur v)
q
(!,
d
-
t
\f
a1 z e^ e, )
j
t (
I
/ {
-d <v= 4
ooE*
593-
E=E-
=j
=tr
( -
d r/f
EA =r
a!
a
( _(
9,= o
E6
7a =tr 6E 2ER
=d =at= oE
=c OE
EN
or
a
h
-r- !!
Ir
6<
lll -
E=
NG -u
F t
a
*?
95
d,
o 4
I
o)
rNlt)tjl]-o)
cvuo
38
AVPO
A'RCRAFT
I'/W'TED
PROfECT 1794
I
a
,1
lfl
c{
-ft fE
--
I= -u
I
I 01
E(
\
I
=13E t >(
d= tE
\
|ft
=Er1
uX
$:
: 3= h
ei a5
oooegqqqqq
o
cto.at!\orrt*oiro{
g\
39
A VR O A'PCRA
FT
I'/J4'TEI'
PROIECT 1794
o.9
AVERAGEOF 3 HEADS
o.8
TOWERAIR INTAKE AVERAGEOF 3 HEADS
o.7
o.6
o.5
r.5
2.O
2.5
3.O
MACH NUMBERMo
PROf EC T t794
5.L.t"Z (Cont'd)
5 . 1 . 1 . 3 A nurnber of srnall scale tests was carrled out in the contractorrs t lStr x IStt low subsonlc and 8t' x 11 t supersonic open circuit tunnel (figs. 29 and 30) as foLlows: subsonic transition subsonic jet-trirn characteristics (Fig. 31) 32, 33
characteristics (figs.
supersonic jet-trirrr
characteristics
Dynarnic behaviour of rate and displacernent stability (Figs" 36 and 3?) Air intake internal flow rnodel (Fie. 38'ayid S9)
The resul.ts were such as to justify the larger scale which was then embarked upon, and no important conThese of
clusions not valldated by the rnain program can be drawn. tests have therefore not been reported in detail. the rnodels appear in Figs.
Illustrations
I J U N E , t9 5 6
4t
z 9 z o an
E U l 6
29 4g
I u.t
JZ
9o zz o= tnd
EO
6>
eg
ry
FIG.30
43
tt, 6 Y (J
F L
z z U = >
T a,/,
o z 4, o
o z
l 4
U n 6q
= tr
d,
o
F
e,
(J
d q
= = z
o
N
u
F
6 z z I
t/,
z = =
4
1 T
U
sd
a/,
/,
*z <o 3u
,^ @tl \ 0//
u g
z
e U d 4
9
tn U
z z
F
e, U ts q fr= d=
YO
o<
z
o
6-
c an
d,
=N
*9
FtG.3l
ffi
Itz
=z v,
F
z U
3 o
tt7
\Z I
F 4
o z o
E,
UF
H3
{
e9
=5 ="= Ha
4i
n} aE Eu 2=
9t
rq
8NHTNTN H
: NIN N'N f] AW
E,
TNNN II N.ilN *
Nffi $.ilU
VV
W*
= o z
t
z =
q
= i:- O == z
6
u u
d,
*9g
a<
>F
z-n
u: u e
9 ts
F tt)
z z
f
,t6
=d,
x U t z r a - t7 g +
+<
FfG.32
45
ANGLEOF ,ATTACK
\1./
INTAKE EVACUATIONPLENUM
?/
7;^.
DY N^M,METEy/,,,,.
::::::::"]2:*.-'
PYLONPITOTIREFERENCE MODEL SUPPORT RtG DRWG. NO. 56SK21339 AND 60SK30081 MODELDRWG. NO. 63SK2I339 AND SK3OOSI 20" DIA.MODEL
t l
EXHAUST NOZZLEAtR SUPPLY. ,AIRBEARING
rn u F
rn
9\ - )
p{ a/)L -d, a=
5 N
N
O,u
6*
i(4 xd. uu
=2 ?; !u,
oq
tsJ
1;
il g
90
>z KO
J
r g
az oo
q F
u
F
s
d, q
rn
= : z
A
d,
FfG.34
47
p6
H6 fF
a>
g;
YJa
.. =Y u<q lZu.
o.^
Yd9
-3-E
/2
FU UU
|;
-t-3
6.L
er
u () z r
6"\ (J u @lt z
*\
d,
u 4 r e
9
al', U
o z
U' T
z z
x u
Revised May I8, 1956
FfG. 37
50
AVRO
4'RCRAFT
T'/W'TED
PROIECT 1794
FIG. 39 iNTERNAL
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, frorn rise and fall. (ii) The rate rnodel did not show dynamic stability be controlled the jets. but could easily attributed to the restraint jets.
in the rnodel
The present design incorporates both rate and displacexnent signals (eage 1[). Additional tests and dirnensional analysis of this type
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 presto the eye of tJre lrnpeller.
The followlng broad conclusions were reached: (i) In the statlc case pressure recovery and fLow distribution urere satisfactory estirnate. (ii) In forward flight pressure recovery to the front and rear 53 and ln accordance with the static thrust
1 JUNE, 1956
A VR O A'RCRA
FT
TI/14'7EO
5. 1.1.3 (Cont'd)
sectors factory irnpeller (iii) tnternal was satisfactory
PROIECT 1794
but flow distribution was unsatis-
and the flow was not directed at the side by the vertical flow air
into the eve of the cascades. scale which the Apart frorn
contractorrs
tunnel irnposes
(particurarly
difficulties
Further air
tests at larger
intake flow.
An attractive
out to the intake edge is envisaged. intake flow will irnpeller be.rnuch irnproved
eye is allowed
5"I.2
Air
cushion
Effect
rests:
Apart
cushion effect
scale subsonic rnodel tests (eage z0) two out at Malton on a static rig. diarneter
series of tests have been carried The first rnodels series (rigs.
(four tirnes the area and rnass flow). pheral jet to a delta shape (Fig.
The application
configuration
I JUNE, 1956
54
SK2l295 9OSK2I295
MAY
3, 1956
6r
RrG DRWG. NO. SK 21295 MODELDRWG. NO.77 5K21295 PYLONPITOT REFERENCE PROBE 8.80" DIA.MODEL
TAP
RrG DRWG. NO. SK21295 MODELDRWG. NO.l9l SK21295 TRIANGULAR MODEL 9.2I" SIDES
EXH,AUST NOZZLE
FrG. 45
62
AVRO
AIRCRAFT
''/W'TED
PROIECT 1794
5.r.2
(Contrd)
that have been carried and 60" Broad conclusions (i) There
out are l i s t e d i n F i g .
41 and on Pages 59
was very
change in scale. (ii) The lift augrnentation extends at a high level to between 45
of the span, as rnuch as I. 8 tirnes the jet at 45 percent to between sparr frorn the ground. 50 and 50 percent of
off rapidly
in free air.
can be restored
The air cushion is found to be affected by the following: (.) (b) (") (d) (") (f ) The angle the jet leaves The jet aspect ratio The lower The lower surface surface the nozz\e erence/width)
surface nazzles
of the exhaust
alteration
the achieve-
ground cushion
I JUNE, 1956
63
PRO'ECT 1794
2.O
I
\ \ \ \
rlErrvrvl tvr\,4,rEl
\ \ \ \ \ \ \ \ \
rl
1 .5
z o
P l.o
llt \-t
\ \ \ \ \ \
Y
\ \ \ \
tr =
WITH INTAKESUCTI N ' o
o.5
o.lo
o.20
0.30
0.40
0.50
0.60
0.70
PROIECT 1794 EFFECT OF I.OWER INTAKE SUCTIOI{ OlI GROU]ID CUSHIO]I EFFECT FTG. 45
64
AVRO
A'RCRAFT
T'/W'TEI'
PROfECT
1794 as cornplete
5.r"2
(Cont'd)
surface
principally
exhaust
- and of obtaining
a representaneces-
Further
so that the exact ground cushion full air intake, hot central
exhaust
geornetry
can be obtained.
5.1"3
stability control
Tests:
Tests
relating
to the stability
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 addition the following tests are considered
in that section. nece s sary: (i) Transonic a new force jet flow (ii)
aerodynarnic
and control
data is required;
for which
sirnulation
the behaviour
particularly
constructed
control.
1 JUNE, 1956
i:'::y,
#44'i::i",
'iii& : .t". r, *'" t .d?'r. I ':'"" x" "{.'r:i::.,., ":i :lii .l$h
;i,
iW
,!!
,f*
'sqr
:i
.,,,ifr,,tH
' ,
1 {
FIG"
47 SHIJTTER
AVRO
A'RCRAFT
T'/WTTED
of engineering
a six cornpon-
ent special balance with provision sirnulation, the rnodels tested were of lift,
rnornents
is considered
particularly shape.
5.r"4
Air
svstern
Test:
to in 5" 1.1 are concerned with the air intake. several tests have been done,
as follows:
interand
of Fig.
on a thrust
and rnornent
for pressure
and ternperature
rrleasurernent.
4g and 49).
I JUNE" L956
67
.A'RCRAFT
TI/I.,'TED
PROfEC T 1794
FIG.
49
45O SEGMENT
69
A VR O A'RCRA
FT
I'/,''TED
_ 5. r,4. 1
(Cont'd) (i") (") (vi) This Flow and ternperature distribution" (iii) Diffuser efficiency.
Ground ternperatures. Control operation data" before the ducted fan concept had srnall
rendered
cushion
its diffuser
by failure
of the specirrren.
A re-run
after
the general
conclusion
pressure provided
unirnportant.
5'I"4.2
Thrust Recovery Test - Tests were carried sional f,low rnodel (Figs. right
angles to a supersonic
of such a t:.ozzLe was recovered. tests were originally for the aircraft applicable
in the strearn
to the propulsion
of Fig.
1 .TI"INE, 1956
70
Installation
of Model
and Test
Rig
Control
Panel
and Manorneter
Bank
Close-up
Strain
R eco rding
Equiprnent
Shadowgraph
Installation
1372-t794-|
FIG.5l
Thrust Recovery
I) at Nobel
72
A VRO
A'RCRA
FT
2'/I''78"
PRO|EC T 1794
5"1"4.2 (Cont'd)
reinforce supersonic the rnornent augrnentation rnodel" rneasured on the | /23 scale
Broad (i)
conclusions
were
in the sarne rnodel and havlng the sarne pressure in the strearn direction
and rnass flow was reco\rered right-angled (ii) The rnornent jet. produced
about at right
so obtained
the supersonic
5"I"4"
internal
losses,
the following
regions
(iii) The diffuser (in) (r.) The flarne The nozzle frsrn
holder
wi{h tolerable
loss is not expected to be btgh since the and the flow straight and tests aPPear
I JUNE, 1956
73
A VzO
A'RCRA
F7
I,'/'4'TED
Since the 45o segrnent was no longer of tests wererun sentative thrust right late in the contract angle bend. rnodel Thrusts This
representative, period
a short
rig (Fig.'
of the
recovery
suitably
to the ground
effect balance"
were lneasured
Further
tests
are required
on a fully
representative
larger
scale
specirnen. craft
A I/3rd
scale nozzle end loss test of the actual airand is now being rnanufactured for testing
r;ozzle is proposed
at the contractorrs
facilitv"
5. 1.5
tests:
Tests
in favour
of evaluating
perforrnance on drag
concerned
in section 5" I. L
5.r"6
Radial
flow feasibility:
out relative
to
the propulsion
systern per
5"2 5"2.L
Analysis was rnade to calculate a flow general the ground sirnilar cushto
structure
I JUNE, I956
74
LIFTDYNAMOMETER
AIR CUSHION E F F E C T S E S TR I G T
FtG.52
75
A'RCRAFT
L'/J4'TEI'
PRO'ECT 1794
5.2. I (Cont'd)
However, predicted. the high point at half span frorn the ground couLd not be No detailed effects, such as that of jet angle, have
been atternpted
theor etically"
5. ?,.2
stabllity
For stability,
aerodynamic and
control derivatives and basic airplane data were taken frorn prelirninary tests and studies since there has not been su{ficient the analyses on the basis of the wind tunnel tests However, the
tirne to re-work
values are sufficiently accurate for a clear picture stability problern to be obtained. During
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). Both sys-
The followtng analyses have been made: (1) Loagitudinal equation. (Z) Longitudinal stability of the aircraft control equation. using a second order stability of the aircraft using a simple control
I J U NE , 1 9 5 6
76
A URO
A'RCRAFT
I'/W'TEI'
(4) (5)
Estirnate of the tirne constant of the pneurnatic control systern. Longitudinal transient response characteristics craft and control
function.
of the air-
(6)
Hovering
stability
and control.
General
conclusions
as follows: (i) It appears that the stability and control systern proposed can
be satisfactorily
flyi-ng qualities
sirnilar
control
to achieve altitudes
range up to 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, of the aircraft reactions of Fig. 1, Page 4, there
on the aircraft
by the contra-rotation;
5.2. 3
Air
Systerns:
The analyses
this heading have been devoted to the study of test results have already been described-in section 5" 1.4.
I JUNE, L956
77
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 to the
applicable
in its present
Therefore
no anal-
5.2.4
Aircraft
Perforrnarlce:
Estirnates
for perforrra-rrce
and estirnates
of the resulting
characteristics"
research
aircraft
"
project
7o4t'
to the earlier
by supersonic
5.2. 5
Radial
Flow'Feasibility:
A considerable
to the forrn
53, 54 and 55 are shown on the following Fig" 4 for cornparison. Briefly, the initial These proposal
together
explored. engines
viper
with thdir
jets facing
outboard
srnall arcs
of the periphery.
A large percentage
I JUNE, 1956
A URO
A'RCRAFT
I'/T''TEI'
PROfECT 1794
vt
o o e
ul 6 4 f
ot
HZ tr<
ta
lll
**
51
z
ttl lll F F
o
o
EE
2= U
()
rtl f
e, =
ta
o r
z 6 z ul
|rl
o
I tll In uJ att 3
I! t!
o c, z o (J
F
o E
|'|
I
o z
ttl
o z
=
UI
(
|a
( E
o o z
c,
tll
a g
FI ttr|
E('
?.
at,
lll
rE
z
tll
F E
(
o
atl ttl 6
D
lll
o
00
t
I
c
(
e 3
F
=
F
r/t
tll
z 6 z rll
o o
I
tll
E
I!
lE a
(
t/|
tll
E
|ll
c
rJ
tr f
o
F
vt vl
o e
tt
an
EI
o e
rt
o
E f
F
o o o
rl| Y
E
I
a. Y I ul ^-Y
t/t F 4
o 4
z o (J
=F< <
-z
o
80
A UR O A'RCRA
FT
T'/'4'TET'
PROfEC I 1794
at, 4 ul f v,
o
v,
tll
r/l Y
z
F rll
Ets
2P-3*
-'l
o a2 o rJ.
o z
u, 5
I
=
4 3
@
=
t!
35 orvt
.^rtt
50. Z=
==
%;
z
E).tr
ap
ga
FIT
-H
F
|l||
=E -3
o
ta
ta
( E
E(
a In
IE
o
= e,
ttl
22
o3
\ \
z-?
un
!i.
o
I
=(9 Hr
F E
(
o e,
lll
o 4
v,
t 4
=4
F=
E
I
o c,
t
ttl
( h II
() e,1
ur
;+
ut f vl D A
vl
ri (
z
lll
o
l
o
lll
o
tJl
o o
c,
vl
v
F
ul v,
F A
ttl
o
f ul
z
!o e f
= e
g=l.{9
.o
oY q)
I
o- o
=
l!
gH\ro
81
Zc,<
lll
tlr
z
A
at
z
tll A A.
=z K<
HF
o z
= c,
tlJ
(,
= e
z
tlr
|rI Y
F
z
e,
ut
v! vl lll
e,
3
u (J
ttr
2i
t!
z z
o
tlt
z 6 z tlt
z
CO 4 D
F
&
UJ ttr
t,
I
c =
I,| E
EA
fr =E
,..^ lr \l\
ft=
o z
(J
fg
!a
o
A
Za* OE
.=
EE
Ha
;ft <E
t
at
c, lll
tt,
tr D
r
.tl I 3
=
t
o e, o I
I
c, gt
o
lL
o
E
5m
<D
o z ut
= e
&, ur
tll
o
tlr
XH
=
lL
z e
lII
z
82
AVPO
A'RCRAFT "/14'TED
PROIECT 1794
5.2. 5 (Cont'd)
flsw was bLed frorn these engines, exhausted single 53. through a large irnpeller, diarneter separately turbine cornbusted and
attached
stage axial
irnpeller
for secondary
was by-passed
and the aircraft a highrnass supersonic flow ducted flight. The poor
for take-off
arrangernent,
expected
at subsonic
speeds were
In the aircraft
of Fig.
54 a single large
centrifugal
irnpeller
\nas
used and driven by four RolLs Royce R.B. vertically in a close cluster in t,he centre
to power
out-flow irnpeller.
analysis
prornising,
objection
of the turbine
The aircraft
of Fig.
55 was-then
studied.
I JUNE, L956
8:
A'RCRAFT
I|/J4'TE"
PROIECT 1794
5.2. 5 (Cont'd) reversed to exhault downwards through a relatively srnall diarneter
This turblne was rrrollnted on a central shaft large centrifugal irnpeller through a big 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. How-
ever, the engine supply position for the Rolls Royce R. B. I08, or any alternative sufficiently short to fit uprlght in the srnall
research airplane,
!
sought which would enable a bona-fide off-the-sh+illf engine, such as the Arrnstrong the alrcraft Siddeley Viper to be used and thls resulted in
In Project lmpeller
?04, as descrtbed in section 4, the rnain centrifugal has been split lnto two halves rnounted directly off a
The Viper engines, which are too long to fit verare laid flat ln tJre wing and drive the turbine exhausting downwards.
ln t"he alrcraft,
irnpellers
Project 704 thus avoids a development problem of a very large reduction gear and provides a superior tmpeller bearing arrangernent. the earller This propulsion structure and
I JUNE, T956
84
AVRO
A'RCRAFT
L'/W'TED
5.2. 5 (Conttd)
the rnain irnpellers resernbles thrust so that the propulsion
PROIECT 1794
unit therrnodynarnically To provide high static capacity An analysis of
efficiency,
swallowing
is presented
No" s (AVRo/spc/TR14)"
efficiencv
is illustrated
bv t h e c h a r t F i g .
56:
lift (without
ation of H. P.
rnass flow.
a very large rnass flow is used, as in the helicopter jet is the whole flow passing through native is the convertaplane the rotor.
"
jet is used but this is seen to be extravand fuel consurned. Project 704 is repre-
agant in H. P.
It is clear frorn this curve, where the " jettt and a large when.the
however,
is ducted within
internal
Equally
AVRO
A'RCRAFT
I'/W'TED
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
I I
F tlt
( TU Bo - c o N T lI A . p n o p ) A P R )x. R
qnfl
o
IL
-rl
2,OOO
\ \ /
D IJ
I IMIT
ltt
= (\,
tll atl
\ \ -
tl
ttl
q ,(! K
l,ooo
4 it:
) \ \ \
G A 5 T U R BN E I , 5 O ( trt. P, H.
CA PA RII TY PPr)I AIltF
( 4 ) D i l E C TJ E TU I : T ] .
/t
coN S U M P r o N rugeu/HR. o
85
660 5,OOO IO,OOO l5,O0O
ROCKET
7
t780
2O,OOO
o
705-t?94-1
Y.T.O.
BIACK PIATE
2 5,OOO 3O,OOO H O R S EP O W E R
FINANCIAL
STATEMENT
I JUNE, T956
PRO,ECT 1794
6. TABULATED LABOUR & COST SUMMARY
1954 to June lst, period 1955 and details 1954 to
The cost surnrnary covers the period July Ist, separately April lst, the costs incurred L955.
- July lst,
The rnanhours and costs of each of the five areas of Investigation period - April Znd, 1955 to June 1st, 1956 - are as
incurred follows:
MANHOURS
cosT
TOTAL
z,395.00 r , 8 7 7. 5 0
4,272.50
#tz,ozr.76
L r , 5 0 7 .2 3
S z+,szl.99 fi tn,430.l r
r 8 7 , 5 0 ? .2 7
324,932.38
4,246.25
6,870.75 tl,117.00
fl
rg,406.63
42,710.44 62,Lr7.07
Airplane
&rest
Performance
Analysis
2,776.25 6 0 3 .? 5
il tn,z3g.85
3,L59. ZZ
3,379.50
1 7 , 3 9 9 .0 7
4,097.25 4,097. 25
. # z + , 9 3 38 8 (r3.,6Z^)
2 4 , 9 2 0 .2 6 $ +55,897.77
t l_-___'-*
80,7Zt.25
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
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
PROIE C T 1794
to be adequate of
I JUNE, L956
88
A VRO
A'RCRA
FT
IT/J4'TEO
PROfECT rf94
7.
DEVELOPMENT
Project aircraft
syrnrnetry
of identical
are in a conventional
type of aircraft,
The airplane
is broken
segrnents,
each containing
A single large jig can then be used to assernble the identical when rnarried up, constitute about 90% o|the total leads to but design,
The symrnetry
construction
developrnent;
econornical
704, as currently
envisaged,
is to proceed with the tirne with only The prototype the initial test take-
of a single prototype
in the shortest
possible out.
cornbustion;
proceed
and cornbustioa
eventually
be fitted to this
I JUNE,
1956
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
is unlikely
to be achieved
until
a second or third
prototype
probably
prototype
and
princi-
A prograrnrne
covering
expected to
including
as a con'rplete unit,
I JUNE, 1956
97
A URO
A'PCRA
FT
I'/W'TET'
PROIECT 1794
8. NEW PROGRAMS REQUIRED
A tabular surrrnary and cost forecast for the following is given in section 9.
8.r
8.1. 1
8. t. l.I
force rnodel.
Re-design tests
installation cornpleted.
and conduct
60 hours
tunnel tirne
testing
is required
on Supersonic corrlponent
scale
8.1.1.2
plane transonic subsonic rnodel 'Wright lation for Air force rnodel
- Design sirniLar
scale supersonic
(A l/IZth transonic
Developrnent
cornplete
rnounting,
instrurnentation installation
and pressure
rneasurernents.
Coordinate
prograrrr.
200 hours tunnel tirne required). and rnodify the existing rnodel con-
- Overhaul
and instailatioir.
instrurnentation,
I JUNE, 1956
98
A VR O A'RCRA
FT
I'/J4'TED
PRO|EC T 1794
8, l. 1.3 (Conttd)
coordinate Mernorial installation tunnel and conduct tests in the 20 foot Massie Air Development Centre to cornplernent reports.
at Wright
already
cornpLeted"
200 hours
tunnel tirne
8. t. 1.4 Internal
Air
- Design
an lnterflow up
developrnent (e t/S*
to the eye of the irnpeller. intake lffright facture only) for Air installation
Developrnent
Centre
facilities
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
srnall
for testing in the Cornpanyts lStr x 18" supersonic wind tunnel. prograrnrne These tests is envisaged
and reports
prepared.
8. L. Z
Z0 "
scale rnodel
exhaust,
and an installation
I JUNE, L956
99
AVRO
A'RCRAFT
IT/W'TED
PRO|ECT 1794
8.1. 2 (Contrd)
supply facilities, artificial ground" cornplete with balance devices conduct tests, and adjustable reports.
8. l. 3
Internal
Flow
8 . t . 3 . L Air
Intake rnternal
internal tests,
flow half rnodel (upper air intake only) for using a viper installation engine at the cornpany's rig and instrurnentation conduct tests,
facirity.
Design and
a suitable
for pressure
reduce
8. r. 3.
segrnent,
and an installation
balance
and suitable
instrurnentation
rneasurernents.
conduct tests,
reduce data
- Design
and. rnanufacture
flow cascaded air intake duct and an engine exhaust full fantail, both for installation on the viper engine at suitable
rneasurernent.
reports.
Propulsion
systern Tests
aneo*glitiggtig-:
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 together facility a full scale 6 Viper inner portion test rig, of the airand lower
representative with
structure,
centrifugal assernbly,
irnpellers.
This will
Design and rnanufacture fusers 6 Viper systern accessories gas turbine to perrnit
intakes,
location
test operation
of the 5 engines
Design and rnanufacture to be capable initially house and ultirnately the structure
fire
protection
systern
of operating frorn
a ternporary
erection"
Design
and rnanufacture
the necessary
electrical
system
of handling
and fire
protection
control
(and ultirnately
Design
and build a test site and test stand with at the'Cornpany's services
suitable
security
fa.cility,
as rnay be required.
I JUNE, T956
l0r
A URO
A'ACRA
FT
I'/14'7ED
PROfE C T 1794
8. r.4
(Cont'd)
rnodify,
as necessary,
the Cornpanyts
existing
test ho us e.
:
Design
and rnanufacture
suitable
instrurnentation
rnass Pro-
and lower
assernblies. reduce
pared prograrnrne,
B. 1. ) 8 . 1 . 5 . I Oscillation
control Rig and Shutter testing Box - Design sirnulated
shutter
rig with
stick,
or its equivalent,
operated air
by a power
control
as required,
8 . 1 . 5 . 2 outer
a full lower
'lYing
Systern
- Design
and rnanufacture
scdle outer wing segrnent assernbly, shutters for installation Design installation
wing
cornplete aircraft
]. JUNE, T956
L0z
A'/R
O A'RCNA
FT
I'/J4'TED
PROIE C T 1794
8.1. 5.2 (Cont'd)
Design and rnanufacture for pressure stick. a suitable oscillator and instrurnentation to connect to the pilotts
and frequency
rneasurernents
prograrnnre,
reduce in
and rnodify,
obtained,
8.r.6
C ornbustor
Systern
of an outer
segrnent
of nozzles to be tested at Orenda Engines Design and rnanufacture Provide a suitable suitable fuel instru-
ternperature
and rnass
prograrrlme, as necestests
and rnodify
8.2
8.2. 1
I JUNE, 1956
r 03
A VR O A'RCRA
FT
T'/J4'TEO
to the following
Reconnaissance Interceptor Tactical Bornber which will include drawings showing suitable space
reports for
carrying
equiprnent
appropriate
analysis vrill
to include dernonstrate
such equiprnent
and turning
perforrrrance
with appropriate
allowances
and payload.
8.2.2
'\iYeapon
systern Developrnent
plani
prepare
a report
giving
estiof
required
of AVRo
8.2. 3
stabilitv behaviour
and control
Analvsis:
Analyse
and deterrnine
the flight
of the aircraft
in response
range,
using available
perforrnance
as obtained
tests
described in section 8. l. 5. -
I JUNE, 1956
r04
.ltncPAFr
Lt/l4rrED
8.2.4
P""p"l"i"r
. Syututr a
PROfECI
1794
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
I JUNE, 1956
105
PRO'ECT 1794
rd,. rHo
ol Jl trl dl
El:; ff E"iEu
[;46{ }
FfA
c'
EIE 9
5!X'
' *.
;l -il
EI
f'] (/)
. 0,,
el
FI ol
IiEi;lgIi{t{[I$
$Ei'-; + EA=dS F'
S 6 rd'-E
HIE:s tr
sl
FT'FES
n'-A.s#* ss!:
?;'3t;
f;iisas
z a
2
F{ ca f'1
H
;ff,
o N
O N
co
N N
@ N
fo ot']
d l
o
d
{i
ta
o J
I
o, E= El sn El HF tl {.E
s{
I"
.*9;
fi. 1 F
n
h d q) rd Yh uJh u1 o) At
Ej e*
0l
.(g l+r rr
FI
.r;
Fl-; Ez s*
u1
Tq
ff;
#: il; $; ;s
{o NU
'u ho H
Ok (/) g l.|(a 0)o Pr 0) 5k
(nA
oirt trp
rn
'u1
I JUNE, 1956
l0(
PRO| EC T 1794
+r h5 .tl hlr
do r+{ .ra
uc
fli
fl g.l
EI H E
tl
il h
g ig T .il il gk El
h
* ; ,
ouo
'41 S
.g
EI E;I
Efi 3$
+r+l
li tti f frs
i$ $fi il rr
iI E E
o6,
'o t
oEl
Eg
CE og
il el ill HI
{l
nl u)l
ol ul
HI rl
rtr gI
.lU
f'l I t{l
nl
BI E st
h
.l
I
h
.l
T
i d baa
rd f,
| d td r | $
.Eg UU
oo rr,
F rg
.9Fr tro
tiiiiiIi
t
ir
lJ]
{+|
nut
E: [if; F ffi
ir 'tu't
s
rd r_
+s
nr
ul
E +.
F h
UT
Et .5 $t E
Fll ' x 't{ A FI
st
iEeiil- il ti nF+ s I
,E
F.| u
t k
n I ; i ..,fr
H+f
:ie
iie
$ ul
..o
ET i E Ei E i s
!g
c ,Ooad outct
+l ttt
ta
..
EI
I*
eo
!E
F?
.E b
S-
nE ub
tH g0+
I JUNE, 1956
.at
-.;
ui
m -'
AT HT
t0?
* uf.
PRO'ECT 1794
tS
.F
.rd
a FI
; sl 'f,h -.E
.dU fi
r5
'a
1:
g I
o oo q,|
-dt
.tu
'E
ta
o >o H o o '{i o !'l o .n tll
E{
;J
Ht
gl
rfl
+ll
el f,d ,r ui
o's
.rr -1
El $"fl
IEi.t
.e
E.; E
go
F{ o
x*^H
I o
F o
tr ,
ll sE f
Bl l#; oo9
El
el
i r;
ta0 g
.0J
tf
re.E t.es
.ls o6r
ord
gi At
lepe s.E.!
i-t
EE .9F
.5'o
h3 4 P x *EE H;
3E Hs$
rn \o
rft
(n
I-
P'{
c-
E.c ad
(J
ns
El .l (al 4
+tl
HI
'3
H
EA tr sl& n Fril ;l #l n $S 3r rd tl $l $
?t El F E
;l *l ;l il ;s uE$
'd
0.]
El $lilli ig 3 !i $l il "$i#,i',5 sE
c.tb .H '-{ O nY
. l"l
(+{
o ;d' gPr
..n Lr
(n ul
$
lJ1
1 JUNE, 1956
10
PROIECT 1794
trr" .H
Ef;I Eoufl o
U
frr!
iftfN til\ONF-
o o
rn
o\
6
.o
\it {t!FSF-
.d
O.
,"i
."i
r-t (v1
to.oo
ta
\o
loN,O\tv1
{r}
{a
(nN
(vl
**
{,}
r{*
'f
el
ol
k1 nl
&
d
E t
.d
+ ?t
,8i [
? i
Ern g,;I
s$
tr
[3s fl
fii'
ii
+r o (,
TBO F
t( CI,,
.[,
dl ul
HI &l
FI
ot
al
HI Ft
tti
tn t r! {
*r
x r{
Al.^, E E
N
?l { E
i
u
+{
o rrl
E BlHl h
ifi i
.d
E FI (lU .tE
p n nf {,
[J
!E
frltlin
ri
.!b
Ee
nltr
i.
o t!{
d
&
{l
ln
^i
^i
|r'trn
^i ui
I JUNE, 1956
109
AURO
A'NCRAFT
Z'/W'TED
PROfECT 1794
+r o +rd AU
O O vo
r-to k
oo
sn
vo
o
N
r..r)
crl @
\o
6
rfi
rf}
N-a N
."i
(i
{+
tn
{+
q:
.io t-i
id
+)
9 otr r
HJE 0)c+r'o
h; +'6!
E
F F
"
o Yr.od
.dt{N0)
d ^ ^
;S
Fd
;I
crF
F
F E
'6
c'
'dd
.flq
\o tr.l i o l+{ l.
I
CJIrY
'u.10
ir
() gE &". d
t { d(+{ f
9l
Fo
S{
()
.o
o5 0,,6
r.l (g
6 o
6'q
i'd q-
u
: 4i t
'
;
t9 &::
vo
r+.1
7r : r.E
AO'f ,Y+tG
i*o)
()
ok
+{;
.:E
i i: ! c d o d l - i g.! o
9t
r5.'-tOq)
tr
;8 Ei
Til i.E
ed
ooo o.o
= ;
F 3 :
o P
E
E
T,., Y. -u,
1 as '; 1 -i3
o+
ItsH
T$ g-c
t,4
E; q;
:.Y
EE
,,','
r{di
.
'
3,r 0)i;
@
oE
o.
ilp ojj
;F do
b n
zS
0.)
Eb tt
OOSO. OO.OO
.st'6 k
6's.$ z.g>
oor btrc,
()
a0 0
6
etu
o.
f:
a
OJ
d
t:: E:
t1
i, E
ir
Ii
t
(J .'l
t:j
Et
f j
r;
3"i q:
;.; !i Sci :A
{,; du !< -\. 'EE
f t
'i
O +t d +J
ft
c
c)
P
sr dF
{_=
a,F
q) TT
0,)
t1
:n aa
Ji Po, qz
UJ
Es B1 dF
f;
ol *:l ol
-l +rl
OI
o
o o) E
.. k
ii
il Ig
*,
H H
t3
Hc
fll 3rd l.
F<
d O =t{
oo
o
l+l
a
E
dl
E{
E-{ a F
F
.P
3>
sl g;'a 0) +il
HI
''lF
8;
8*
'rrl -l ilv
ol
trl
:{
ul
N
Nid
JJJ-;J
o. o. o.o.-o.o.or o.
I JUNE, L956
110
AURO
A'RCRAFT
I'/W'TE"
PROIECT 1794
t,
oo oo oo oo
OO
oo oe
oo oo
+rd OQ
ob
lq
oo
ln0 l-
\O
6 o d
e
,i
\O
5 90.5 o.rI dE -6
-i
b0
o o o o o c) c-
On oo.c,
(E o
;r' -d (ui
o't
?'6
oo!
il
(g
AO
o +r
0)
n 9 tft k o E 'tro
tr.9-g! 0)tro:Y
Utr9Y H O t{F ($ucr9 Fofd
tro
;i
tr
F 6oo
g
il
:i
H;
ql
Fl
#t ^
;
jF
I
f;; >+
''F
c
5'E
Hg
Ul tl
.il -;
4.d'
J
t
SU .!.l
F." v, o
Til EA P't{
.9.9
E P*9?
o?
* ;
'6 .-9 6 9
fix E
qt' .$
66
ti
iF('It{
H vvv
O '"ll a a a N ,<
(i1
[)
o *
E.f I O
.f 'r'r
o'-,.qX o u
t't
h'i
X.u loo
trB t; oE
-f".P
?
o
E.' " o
r.s
At{
(fl
" il
"o 9 " if
JH
o o o o
TT ;
fi
oo
JE
F6
ts .it
NN
T
i
N
Ef fr
oo o
r3
rr(I|
E'
ea.
o o
d
(v)
?o
HF
l" ko oo
al
ol
HI
-un d
+,
oY
EI tl Et or< dr
fi
fll (J
rl
o
o
.=fi
prd .; t{ d O ol.5
lcl
EI {I
EI -8 E * il b 5 E Hl
e{ E E
[l .,
E$:t l#<,
s.30E
I
Li r+t
xil fi
C.d F'
rl
ol
3
ra
#l B
3.1E
O0l
r<( ) : / E ii Ua
rn ) :.{
N O E+, cl ?
Ie il Tl d El !ryt nlcr Al E .E
I E
oo
.E'sa
3 hd:
h
:.8 1j^
o E
9au
a.l
ttd (/)t
dl ol
-+|F{i
c"rd \ ^
tr
c
El i '-{
El
fil .o -.; o
-ErS< o;\o
(nE
+IY.JT
(,/) id
N
Eldt rj A l fl6r O l o i
t1
6o
N
iE
fffisr
tr kE
dd '-'
o\
-.;
o,
.d {' ;J:..;..;
o.ol-o,o'o.
rn
,ri
d
o.
i N
6
1 JUNE, 1956
tll
AVRO
A'RCRAFT
L'/14'TE"
PRO'ECT 1794
o
-Fr qO r"rdO ulQ.
d
ooo ooo
AOO OOO
\o ro o g +)d
d\<
ooo
O O'
'-{
o0)0 tl k ON
$o.o.
d)
cr)
\o
od
i, o
t..|
h .ra
(n {#
i3 fs)
od
+t
{.iE5H
x6.,y
ot.o
.x( E y
HL
d+)
+{
O/\
(a
r\
H F{
{l n El I
y?t A
I
b
.ir
$, E# E s ?l.n 3
it FH
-E -
UH (J dL
dx o.F t11
O hy
ov
El; $r !: rrs l
$ E
S; *"d
S.d
h ?
:1
FI
1i
f']
.g
OF{ tJ ^+t l.l{
v:
<{
i'
U
f. E{ U) O 14
,-j
v(E tr.A HHr
sg IH Et t" fi'e
fil sF
$
.r oH{
;i
&E fiI
r.r
,F
6.
.v
l{
>.o ,oF
o; 'XP
Hd
3^ -
c.)
*fl
o
H
tf,
H9 90H v )
af
E-,r o
'Y^
o
a
d.
>',
a
D a H F{ J
p
il F 31 3 ql
' r l i5
st q
f;
Ali r.;
'o d
UE
EF
T{ B. a
8; {
i
5 d
'o d
6)$a ( (
o d.l .l-) .P
E {
F
E .n I 5 E
(n
a{ 'il
U
f-H
f'l
r+{
tr
F{
El A fl E sl fi E "?,l
EI
HI
;l d.e Fr Fu fg fi Fl
-glN..a,ro
NNN(\
s: ,*.: -;z E;
FN. 3
F h s
O trO oa
r+o
u9
oh
.i{
ur;{ oij
E-r
.=
o:
o.
o.
o.
I JUNE, L956
TZ