ftFF

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

PROJECT 1794 FINATDEVEIOPMENT SUMMARY REPORT 2 APR|I- 30 MAY t956

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

to use it in the course for or on behalf

perforrned

The transrnission, tents,

unauthorized retention, destruction, person(s) to (an) unauthorized with any of the above instructions and is a violation within Act Lirnited,

or the revelation

of its con-

in any rnanner,

is forbidden.

Failure Official

to cornplr Secrets

is an infraction

of the Canadian

the rneaning

of the United States

Espionage Laws,

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

This copy has been issued by Avro Aircraft

Malton.

To-

CopyNo. -

Date -

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

PROJECT T794 FINAL DEVELOPMENT Z Aprll,I955 SUMMARY REPORT

- 3I May, 1956

USAF Contract No. AF33(600)30I61

J;C. M. Frost Chief Design Engineer

Special Projects Group Avro Aircraft Lirnited.

Issued by: Avro Aircraft Lirnited Malton, Ontario, Canada Approved by: H. C. Moody Engineering Manager Special Projects Group Avro Aircraft Lirnited.

The nurnber of pages in this report, Illustration sheets is LL4

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
I

z
3 8 I 1,1 15

Perforrnance

DISCUSSION OF' ACTIVITIES 5. I Test Results

z0 z0
7& 87 96 98 98 103 I10

5. Z

Design Study & Theoretical Analysis

6.
t.

F'INANCIAL STATEMENT DEVELOPMENT

AND PRODUCTION ASPECTS

8.

NEW PROGRAMS REQUIRED 8. I Tests Prograrn

8. Z 9.

Design Study and Theoretical Analysis

TANULATED

SUMMARY & COST FORECAST

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

-ECR-E{tr

AVRO

A'RCRAFT

I'/W'TED

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. is building is reviewed and

An outline of the proposed research is then given, followed by the

which the contractor

and a financial staternent relating It is concluded proposed that the stabilization and control - the propulsive and the aircraft

of feasibility

and perforrnance

potential

studies for the subject airaccornplished.

to the work

of the aircraft

in the rnanner - is feasible the

jets are used to control the aircraft

can be designed to have satisfactory

handling through flight

whole flight

range frorn ground cushion take-off Supersonic tests

to supersonic thrust

at very

high altitude.

show that the calculated a rnuch superior

potential to that

with the present estirnated

design will

provide

perforrnance

at the start

of contract

negotiations,

with a top speed potential ft. and a rnaxirnurn

between Mach 3 and Mach 4, a ceiling of over range with allowances

I00,000

of about I,000 nautical rniles.

Additional

tests to cornpletely

substantiate

this perforrnance aspects are briefly

are shown to reviewed

be required. and an outline is presented

Developrnent and production new prograrn (to dovetail broader

in scope than the study now cotrrpleted envisaged), together with an

with the developrnent

accornpanying cost estirnate.

This estirnate covers a period of l8 to 24

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

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

and design studies to deterrnine of a flat vertical take-off

the perforrnance

and design features

and landing aircraftr',

new type proposed by AVRO AIRCRAFT tiating tests. configuration stration This contract effort

LIMITED:

together with substanstudy and " design required for dernon-

is essentially

a feasibility

of principles in a practical are defined as: Air Cushion effect Stability of rnulti-engine configuration Air Intake and gas exhaust systern test perforrrlance, stability Aircraft Radial {low engine feasibility of work has been reported group were of which the first The whole period and the work reports separate surnrnary under this contract have been prepared reports I. D. No. covering f,urther

shall be confined to the minirnurn applicationtt.

The areas for test and

analysis ( 1) (Z) (3) (4)

and control

(5)

The progress reports

in detail in ten rnonthly progress in an interirn develop-

surnrnarized

rnent surnrnary report. rnent sulnrnary

is covered by this final developis now cornpleted. on each of these five areas, A

Separate technical plus three general

wind tunnel rnodel tests. reviews ali. the work

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

engine and ernploying

the engine developrnent vehicle ernploying

task frorn that of the 8 srnall conventional

an interrnediate radially

research

at this tirne (Fig" engine of Fig.

Z)" An alternative final

disposed like the spokes of a wheel was also proposed developrnent to the large radial

I was also suggested (fig.

3).

At the beginning Fig.

of the contract

period

a cornprornise

between the Fig. to either.

I and

\_-

3 designs was conceived,

having a superior

perforrnance the radial

This

ducted fan arrangernent with air

- while preserving avoided

flow and circular objections and a to

planforrn

cushion VTOL,

sorrre considerable

the earlier very

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

air flow. several

This design was developed under contract rnechanical arrangernents designs. to the form

shown in Fig"

supplanted the earlier developing

In view of the relatively 4 by cornparison

rninor

the rnain rotors

of Fig. vehicle

with the engine of Fig. l, and AVRO AIRCRAFT illustrated in

the idea of an interrnediate LIMITED Fig. is proceeding

has been discarded

with the construction in general terrns

of the aircraft

4, which is described

in the next section.

I JUNE, 1956

A VR O A'RCRA

FT

LT/14' TED

PROIEC T 1794
U Y F

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FIG.

Z INTERMEDIATE

RESEARCH

AiRCRAFT

A UR O A'RCRA

FT

L'/W'7-EO

PRO'EC :] 1794
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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

To distinguish undertaking Project 704.

to build the aircraft

AIRCRAFT

LIMITED

4. I

Description Fig. 5 is a plan and section drawing of the aircraft. It is 35. 3 feet in

diarneter; the lower rical surface

stands about 2 feet off the ground,

measure s 7.7 feet from syrnrnet-

to the top of the canopyi is approxirnately

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.

weight of about ZT,000 lb.

Six Arrnstrong overall

Siddeley Viper

turbo_jets

- 1,900 1b. thrust,

ZZ.Otl in the a pair of

diameter , 525 Ib. weight inwards;

each - are rnounted radially to drive

wing,

exhausting

and used as gas generators irnpellers

contra-rotating

centrifugal

by rneans of a radial

inflow

turbine.

The 8 foot diarneter conventional intakes engines'

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

Sorne of the air thrown engines (rig.

out by the irnpellers

to feed the viper

6), which thus behave statically from forward flight on their

though there was rarn Pressure

airintakes.

I JUNE, 1956

A UR O A'PCRA

FT

T'/14'7EI'

PRO'ECT 1794

IMPEIIERAND TURBINE UPPER

UPPER AND TOWERINTAKES FIAME HOLDERS

LOWERIMPELTER AND TURBINE
A-A SECTION

PILOT'S COCKPIT INTEGRAT FUELTANKS ENGINEINTAKE

WING OUTER INNERWING DIFFUSER SECTION ,/ TURBINE EXHAUST \

FLIGHTCONTROT SHUTTERS 6 A.S.M. VIPER8 ENGINES

ENGINETAILPIPE

PlAlI

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

A UR O IT'RCRA

FT

I'/14'7ET'

PRO,ECT 1794

v! 'L'

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,o =
t!

Q, Zc

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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

fuel may be added to augrnent the thrust, pneurnatically controlled shutters

exhausted through which either forward dlrect

or gills

the jet as it exhausts all around the aircraft the aircraft This control vertically

periphery; it in

to raise flight.

off the ground or to propel

of the exhaust direction and stabilizing additional the aircraft

enables the jets in all flight to

to be used for rnanoeuvring conditions, so that separate take-off cater for vertical and hovering.

controls Thus,

are not required for instance, the shutters

to pull by rneans

up the rrose of the aircraft cockpit

the pilot will control

control

of a conventional

stick

to direct the tail

the jet out at the top down, or to roll he

of the wing in the rear sirnilarly direct

sector

and thrust

will

the jet frorn For

the top on one wing and frorn the rnain rotors pltches

the

bottorn

on the other.

stabilizing,

and a dia-

phragrn

are used to sense when the aircraft to correct it.

in a gust and use through the is in

is rnade of the jet controls

Stabilization

controls

is essential on this aircraft

since the centre of gravity

the rniddle the aircraft centre

of the wing at r/2 the chord frorn the leading would only be stable without were about at the r/4 pitches

edge, whereas if the

using the controls chord position.

of gravity

The change as

in jet direction the fixed

as the aircraft

perforrns aircraft.

the sarne function

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

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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-

about 20,000 lb. thrust

is produced

by the jets pointing

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

increased to possibly 30,000 lb.,

about 20 feet (Fig. rapidly"

8), where the ground cushion take-off the thrust

For pure vertical and the exhaust arrangernent envisaged that transition rnodified

rnust now be augrnented however, it is

by the pilot: will

to forward

flight

norrnally

be frorn the

ground

cushion.

By operating

a transition

control

the pilot leans the and raise3 ttre and

jets backwards

gradually

to accelerate

the aircraft, the aircraft

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

can accelerate

fro"rn the starting

point,

In forward increases efficient"

flight

rarn pressure

is collected

into the air intake which rrlore

the pressure

at the flarn tubes and rnakes burning speed augrnentation is always

At supersonic

used and a very

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

also leads to a high thrust possible.

high ceiling

The efficiency

of the airfrarne

speed appears supersonic

good and that of the engine reasonable, range is also forecast"

cruise

For

landing, either

a fully vertical

descent rnay be rnade,

with or

13
ra 1 JUI{E, t956

A UR O A'PCRA

FT

Z'/'4ITEo

PRO|ECT 1794

FIG. 8 GROUilD CUSHIO]I EFFECT

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

path to the ground in-flight is sirnilar

Transition

to the landing

to the take-off

transition.

The nose is raised collecclose to

the jets transferred tively to rapidly

to the undersurface

and leaned forward

slow the aircraft to bring

down; as the speed falls the aircraft into the fully

zero the nose is lowered condition. on sinking

hovering

close the throttle to reach the ground.

into the ground cushion the pilot rnust then

4.3

Perforrnance

The perforrnance

of the first

prototype

will

initially

be restricted

due surn-

to a Mach No. restriction rnary

on the Viper

engines.

The following

assurnes this restriction

has been rernoved: ternperature,

At I200oK Max.

rnain cornbustion speed

level

( nig 9)

Mach p. 0

Supersonic

ceiling

(rig t o) 94,000 feet

Altitude

for norrnal

acceleration

of 7.33g in a steady turn

53,000 feet

Still with

air

range (fulI internal for take-off cruising

fuel) clirnb and

allowances

acceleration, 90, 000 feet

at Mach 2.25 at (Fig I l) l, 000'naut. rniles

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

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

\

70,ooo
6O,OOO

\ \ \

tB. TI { RUSI A T 2 ,240"

5O,OOO

V
/ /

\"

TI I IM TI HRUSI \
\ \ /

40,OOO

Loss ,.,f" /. 1i;;P f;;.;i', ':'|Y

I
2

-d',
DRAG INCTUDING TRIM THRUSTIOSS

3O,OO0

/2,

i*.i

F-

il

// /

,/
f

.At TO'l :AG NET DR 6.VIPERET\ IGINED AIRCI TA FT

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

800 l00o 1200 r400 r600 1800 2000

RATE OF CLIMB FT/SEC.

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

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FIG. II

PROJECT 1794'STILL

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

5.r.1

w'ind Tunnel Tests: carried through

A prograrn

of wind tunnel testing ln three

has been

during the year

groups as follows:

5. 1.1.1 An irnportant testing

series of subsonic tests,

involving

over 500 hours out

tirne and 34 weeks tunnel occupancy scale* reflection plane rnodel. Massie

has been carried In these tests,

on a 1/6th

which

were

done in the Z0 ft. Air

diarneter

Mernorial

Wind Tunnel at sirnu-

Wright

Developrnent

Centre,

provision

was rnade for

lating air

intake and jet exhaust flows. Figs.

Fig. lZ is an illustration of the rnodel and

of the rnodel,

L3,14 and l5 are photographs Testing covered

associated

equiprnent.

all phases of subsonic effect tests with control, to the ground air.

operation,

including

static flight

ground cushion wlth control

transition

to forward

in proximity

and in free air,

and in-flight

tests with control

in free

* N O T E : The geornetry

of Project

704 is slightly

different

to that

of the wind tunnel rnodels tested, upon an earlier I 3Z %

which were based 33 feet dia. Corrections with have

layout of an aircraft ratio wing.

thickness/chord

been rnade to the perforrnance the difference.

quoted to account for

I JUNE, Lg56

20

A UPO

A'RCRAFT

I'/J4'TED

PROfECI

1794

FIG. t3 116 SCATE SUBSOI|IC mODEt

z2

A URO

/A'RCRAFT

I'/W'TET'

PRO|EC r 1794

FrG. T+

Z3

^rno

^toanrrr

tr-trto

.*

&, PROIECT I7I'4

.*^*.._

'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-

intake flow, ground position was required, which

and angle o1 to

attack - a very

cornplex prograur

took longer

cornplete than was anticipated.

(Tests were cornpleted June 14). Thiq.,' of final technical or verified reports. by these tests

has caused sorne delay in the production Nurnerous irnportant

details were discovered

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. (fig. t6)"

through

a satisfactory

(ii)

It appears that with the thrust can accelerate and rise

less than the weight

the aircraft distance

srnoothlv into free air However,

a short

frorn the starting difficult

point.

interpretation

of the data is

since values do not collapse theoreticallyintheverylow to zero speed. and

speed range andno data wastaken veryclose has a high subsonic lift zero lift efficiency

(iii) The aircraft

drag coefficient (due to the jet efficiency

although it has a rernarkable effect and negative is poor, subsonic rnargin)

its subsonic

cruising

as expected. drag in order (r-ig. 17).

It appears to irnprove

well worth

while to reduce and subsonic

acceleration,

endurance. Further (i)

tests with this rnodeil are required. data down to very 1ow speed. Even low

To obtain transition

I JUNE, L956

z5

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27,98

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

S. L.

z6

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ilr

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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

the transition (ii) To investigate craft (iii)

the surface flight control

in various

conditions. scherne rnodification through to irnprove trans-

To investigate ition control

characteristics range,

the whole angle of attacksubsonic cruising

ground distance efficiency. (i',.) To check the effect of sirnulating the drag and the aerodynarnic planned, but postponed). reducing (rr) To investigate cation" 5. I.1.2 Three supersonic tirne and eight days tunnel occupancy. Institute

and to irnprove

the exhaust

with

a hot jet on

characteristics,

(originally

the subsonic

drag by intake rnodifi-

rnodels have been tested involving

76 hours test done in

These tests were

the Massachusetts Laboratory were: (i)

of Technology

Naval Supersonic tunnel. These rnodels

18" x 24"

section supersonic

A sting rnounted l/4O

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

plane f,orce rnodel,with sirnulation. (Figs.

Z0 and ZI).

* JUNE, T956

See footnote at bottorn of page ZO.

zl

o l

639 u o z-66
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

.n

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

;\;NNNNC!

= o

2 U

=u

oo

62 E i 3 o6gn I A;Z>X'

do

=?

\ o z z u : o = o
F

r# <6

i zlix ;g 6 Z;z
g;'qgXb

72,ct;e

-"

i.

T (JU Fcl af EV

i o g s= eH&

-<
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 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

17.14

FIG. 2I SUPERSO]IIC FORCE TODET

3Z

AVRO

A'RCNAFT

I'/'4'7ED

PROIEC T 1794

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

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

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.

The aircraft frorn

engine idling

at supersonic envelope.

through

a satisfactory

supersonic

24 and 25). (ii) The drag of the aircraft estirnate. (Fig 26). agrees (iii) The supersonic cruising

quite closely

with the

efficiency 27).

appears

to be better

than

had been expected"

(fig"

(irr) The air intake pressure (Fie"28).

recovery

is better

than the estirnate.

Further

tests with these rnodels are seen to be required: further confirrnation full. (rne of the aircraft drag with the failed to

(i)

To obtain

air

intake

running

evacuation during

systern

operate (ii)

to the planned capacity

the tests), Due to the prograrn had to be

To generally restricted accepted"

extend the scope of the data. tirne a too abbreviated

testing

(iii)

To carry

out transonic

tests on the sting rnounted rnodel, due to detail test difficulties).

(Planned but not achieved

* 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 SUPERSOTIICATR I]ITAKE MODE1 I]ISTATIED

35

N N

r-

- <l Att-{ O- o Hr{ -a H - E{ in
OU tsE
H17

_l
F<

I
\o

.z
I
I

<5
5li

>9

Fr4

o 7.
$
F
H

a
/

lF.',H Jpq
= a Hl

a;

O
N

lr

I
\

>S

r'

,l--

if

V
\o
I

/
I

i
t

\ \ \ \ \

.$

l*
lll

r-\orr)$(aNoN|.o

H-o o0

FIG. 24 PROJEC T 1794 FLIGHT BfrVBIOPE

'W LB 4OOOO, = ZOOOO

36

 o
N F

1_=
l-* l--:

t:

F
I

f'l

ta

Fi

\ \ \ \

h
t
L

\
t

r'\

t-l.
l-u
tv

l,

a
, /

/
/

N
I

l\

q
H

tr

l-* l* I
I O*l

|F

F{ X

I I v-l
lzi
I Eol
,

I E*l

z
F

z
F

it -!t

lt

tr I II

Fi

-:l
\o

c
tr

F{

E-{
H

@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/
\f

E?S
o $E o<
urO 2Z

f=5 :5XE==
F;3f;B:Yllur ur v)

q
(!,

d
-

z a1 e^ e, )

t (
j

d4. -d < = 4v

?EI 8;C < 0 6 < bPeE?E

PF (}

ooE*

593-

E=E-

=j

=tr

( -

d r/f

EA =r
a!

a
( _(

9,= o

I fre 3".t;4 g4

E6

=tr 7a 6E 2ER

=d =at= oE
Y.z,
.n$
F9

=c OE

EN
or
Ir

a
h

-r- !!

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 01
E(

E = 13 t >(
d= tE
|ft

=Er1
uX
$:

: 3= h

ei a5
oooegqqqqq
o
cto.at!\orrt*oiro{

g\

'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 ISEMROPHIC TOIAT HEAD

o.9 o.8 o.7
TOWERAIR INTAKE AVERAGEOF 3 HEADS

AVERAGEOF 3 HEADS

o.6

o.5

r.5

2.O

2.5

3.O

MACH NUMBERMo

PROIECT 1794 I]ITAKE PRESSURE RECOYERY 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 tt supersonic open circuit lStr x IStt low subsonlc and 8t' x 11

tunnel (figs. 29 and 30) as foLlows: Prelirninary subsonic transition

characteristics

(Fig.

31) 32, 33

Prelirnlnary and 34)

subsonic jet-trirn

characteristics (figs.

Prelirninary

supersonic jet-trirrr

characteristics

(Fig. 35) rnodels

Dynarnic behaviour of rate and displacernent stability (Figs" 36 and 3?)

Air intake internal flow rnodel (Fie.

38'ayid S9)

The preliminary

tests were carried out on both half-plane and fuII

models. program

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

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

z 9 z o an
E U l 6

u.t

9o zz o = tnd
EO

6>

eg FIG.30

29 4g

JZ

ry

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

43

tt, 6 Y (J
F L

z U z = >
T a,/,

o z 4, o
o z
l 4

U n 6q

= tr
d,

o
F

e,

(J
d q

= = z
o

6 z z I
t/,

z = =
4

1 T
U

u
F

sd
a/,

/,

*z <o 3u

,^ @tl \ 0//
u g
L

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

AIR CUSHION EFFFCIS MODEL No. r/t/l

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,

II TNNN 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

STAB|UTY AND CONTROT MODETS NO. 213/4,2/s/8 AND2lsls

45

NOTE: FORTUNNEL STATIC REF. SEEILLUSTRATION OF WINDTUNNEL

ANGLEOF ,ATTACK

\1./

?/
7;^. DY N^M,METEy/,,,,.

INTAKE EVACUATIONPLENUM

::::::::"]2:*.-'
PYLONPITOTIREFERENCE MODEL SUPPORT RtG DRWG. NO. 56SK21339 AND 60SK30081 MODELDRWG. NO. 63SK2I339 AND SK3OOSI 20" DIA.MODEL

t l
EXHAUST NOZZLEAtR SUPPLY. ,AIRBEARING

AIR INTAKE .EVACUATION DUCT

APRIL T5, ]956

FrG.33 srABrury at.toconinot MoDEr. No. 212/4 46

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

s
d, q

rn

= : z
A
d,

FfG.34

STABil.TTY AND CONTROT MODETNO.2l4/r

47

p6

H 6 fF

a>

g;
YJa

.. =Y u<q lZu.

o.^

Yd9

-3-E
/2
FU UU

|;

-t-3
6.L

er

6"\ (J u @lt z
*\
d,

() z r

u 4 r e

9
al', U

o z
U' T

z z

x u
Revised May I8, 1956

FfG. 37

STABil.rTy AND CONTROL MODEr NO.2/qt2(WItH

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 jets.

Damptng was poor, frorn rise and fall. (ii) be controlled the jets. (eage 1[).

attributed to the restraint

in the rnodel

The rate rnodel did not show dynamic stability

but could easily

with the additional pitch darnptng provided by

The present design incorporates both rate and displacexnent signals 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 presto the eye of tJre lrnpeller.

and flow distribution

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

intake tests at the small

contractorrs

tunnel irnposes

are not satisfactory.

the low Reynolds No.,

(particurarly

based on the chord of tinv of obtaining accurate

cascades) tfre rnanufacturing flow passages are severe. Further tests at larger air intake flow. An attractive out to the intake edge is envisaged. intake flow will irnpeller be.rnuch irnproved

difficulties

scale are required alternative

to develop the internal with radial cascades that the

It also seerns likely

if sorne pre-swirl

into the advantage

eye is allowed

and this is seen as a distinct

in the design of the irnpeller.

5"I.2

Air

cushion

Effect

rests:

Apart

frorn the air

cushion effect

phase of the l/6th

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.

40 and 4I) was done on l0' 42 and.43) on 20"

and the second (rigs.

d.iarneter rnod.els of a periresult

(four tirnes the area and rnass flow). pheral jet to a delta shape (Fig.

The application

44), t],'.e unsatisfactory (rig. 45),

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

configuration

and the The tests

exhaust have arso been tested.

I JUNE, 1956

54

FORILLUSTRATION RIGREFER OF TEST TO MODELNO. I/9

RrG DRWG.NO. MODELDRWG.NO.

SK2l295 9OSK2I295

TRIANGULAR MODEL 1I.22" SIDES EXHAUST NOZZLE AIR SUPPLY

PYLON REFERENCE STATIC TAP PYLONPITOT REFERENCE PROBE

SURFACE UPPER

AIR FLOW GUIDEVANES FITTING PLYONATTACHMENT MODELPITOT PROBES

AND FLOW SPACER DISTRIBUTOR STRIP FLOW DEFLECTOR LOWER SURFACE

MAY

3, 1956

FtG.44 MODELNO. r/26/l EFFECTS ArR CUSHfON

6r

RrG DRWG. NO. SK 21295 MODELDRWG. NO.77 5K21295 PYLONPITOT REFERENCE PROBE 8.80" DIA.MODEL

PYLON ATTACHMENT FITTING

TAP

MoDEr No. r/r2lr

PYLONPITOT REFERENCE PROBE

MoDEr r/r3/r No. t

RrG DRWG. NO. SK21295 MODELDRWG. NO.l9l SK21295 TRIANGULAR MODEL 9.2I" SIDES

EXH,AUST NOZZLE

FrG. 45

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

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

are as follows: little change in the ground cushion due to the

was very

change in scale. (ii) The lift augrnentation extends at a high level to between 45

and 60 percent thrust has been recorded After this it falls off rapidly

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

the jet thrust

in free air.

The free air thrust

can be restored

by shutting off the jet over local arcs

around the perimeter.

(fii)

The air cushion is found to be affected by the following: The angle the jet leaves the nozz\e erence/width)

(.)

(b)

The jet aspect ratio surface

(circurnf

(")

The lower

air intake central

(d) (")

The lower

surface

exhaust (frorn the power turbine)

The shape of the lower The distance apart

surface nazzles

(f )

of the exhaust

It has not been found that rnoderate pararneters rnakes a drastic

changes in any of these in the general air

alteration

cushion characteristic, quite considerable.

although the detail

effects have been

The design of the aircraft ralent of the optirnurn

to sorne extent prejrldices effect. Fig.

the achieve-

ground cushion

46, showing the

I JUNE, 1956

63

PRO'ECT 1794

2.O

I
\ \ \ \
rlErrvrvl tvr\,4,rEl

\ \ \ \

1 .5
\ \ \ \ \ \ \ \ \ \ \

rl

z o
llt \-t

PERIPHERAT JET ONt /,

P l.o

Y
\ \ \ \

tr =

WITH INTAKESUCTI oN'

o.5

o
o.lo o.20

0.30

0.40

0.50

0.60

0.70

HEIGHT ABOVE GROUND.AIRCRAFT SPANS

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)

difference typical. sirnilarity the three pheral

due to the lower Difficulties to full

surface

air intake is regarded in achieving

have been encountered

scale in these tests, surfaces

principally

those of rnatching the peri-

flows on the lower

- the air intake,

jet and the centrat

exhaust

- and of obtaining

a representaneces-

tive flow into the air intake. sary

Further

tests are therefore

so that the exact ground cushion air intake, hot central with full

effect for the configuration and exact aircraft rrozzle

exhaust

geornetry

can be obtained.

5.1"3

stability control

and control

Tests:

Tests

relating

to the stability

and

area involved

the colLection of aerodynarric

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

aerodynarnic

and control

data is required;

for which

rnodel with provision is needed.

for air intake and exhaust

sirnulation

(ii)

Rig tests to deterrnine and shutters, A sirnple

the behaviour

of the pneunoatic systern are required. been

particularly

the speed of response, one pair

rig containing (Fig.

of nozzLes has already

constructed

47) and, this will

be used to obtain response The final stage is

o5

data and to develop the shutter

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

]]EST' & CSCIL,LATION RIG

oo

AVRO

A'RCRAFT

T'/WTTED

PRO|ECT 1794 5. r.3

(Cont'd) t e s t p i e c e t h e contractor in section NOTE: 8. staternent for the contract data. However, in f o r e s e e n a s a peripheral segrnent attached to the rnain central is planning which is briefly described

It is pointed out that the work

calLs for six cornponent aerodyrrarnic view of the extrerne difficulty

of engineering

a six cornpon-

sirnulation, for the rneasurernent Measurernent of lift,

ent special balance with provision the rnodels tested were

for intake and jet flow designed and approved rnornent

drag and pitching rolling

only.

of side force, secondary:

and yawing for this

rnornents

is considered

particularly shape.

design because of the syrnrnetrical

5.r"4

Air

Intake and Gas Exhaust referred

svstern

Test:

Two of the rnodels

previously

to in 5" 1.1 are concerned with the air intake. several tests have been done,

with

regard

to the exhaust systerrr,

as follows: - A segrnent of the proposed interand

5 . 1 . 4 . 1 45o FulL scale segrnent rest

rnediate research rnounted aircraft

of Fig.

z (page 5) was constructed balance with instrurnentation (rigs.

on a thrust

and rnornent

for pressure

and ternperature

rrleasurernent.

4g and 49).

The objectives (i) (ii)

for this test piece were to obtain cushion ef'fect test.

A 45o segrnent {ulL scale air Hot jet duct behaviour. -.

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.

PRO| ECr 1794

Ground ternperatures. Control operation data" before the ducted fan concept had srnall

segrnent was cornpleted its design obsolete"

rendered

It was then also found frorn effect characteristic

scale tests that the air cushion alX.y altered

was d.rasticfor full scale

for a 45o segrnent so that lts usefulness

air

cushion test also appeared. rnarginal

and in view of the l/6ri for ground cushion this

scale urind tunnel rnodel being available

was discontinued.

An abbreviated

series of tests were, efficiency.

however, Two series

rurl on this segrnent were run, the

to deterrnine

its diffuser

first

being vitiated yielded

by failure

of the specirrren.

A re-run

after

repair

the general

conclusion

that the diffuser instrurnentation

pressure provided

drop was not rneasurable and is probably

with the local

unirnportant.

5'I"4.2

Thrust Recovery Test - Tests were carried sional f,low rnodel (Figs. right

out on a two dirnenT substantialtry at

50 and 5l) exhausting strearn

angles to a supersonic

to see how rnuch of the thrust direction" These

of such a t:.ozzLe was recovered. tests were originally for the aircraft applicable

in the strearn

to the propulsion

nozzLe scherne and

of Fig.

1 (Page 4) but have a general interest

1 .TI"INE, 1956

70

Close-up

Installation

of Model

and Test

Rig

Control

Panel

and Manorneter

Bank

of Model and Rig

Strain

R eco rding

Equiprnent

Shadowgraph Installation

Close-up of Type 2 Nozzle

1372-t794-|

FIG.5l

Thrust Recovery

Tests (Series No.

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

as follows: of a plain nozzle facing backratio by the

In the region wards

of 60To of the thrust

in the sarne rnodel and havlng the sarne pressure in the strearn direction

right-angled jet. (ii) The rnornent produced angles to the surface

and rnass flow was reco\rered

by the jet exhausting

about at right

into the supersonic without

strearn was 1,8 tirnes strearn bLowing"

the rnornent

so obtained

the supersonic

5"I"4"

3 End Loss Test - Considering rnay be isolated: (i)

internal

losses,

the following

regions

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

(ii)

(iii) The diffuser (in) (r.) The flarne The nozzle

duct

holder

and cornbustion

sectlon

end loss which the centrlfugal comPress<lr efficiency and

Data exists flarne holder accuracy. diffusion to confirm prorninent

frsrn

pressure The diffuser

losses rnay be estirnated

wi{h tolerable

loss is not expected to be btgh since the and the flow straight and tests aPPear

angle 1s optlrnurn this (section as a point

5" 1."4. I).

T}ne nozzle end loss is thus as to the loss

of doubS and data is lacking

I JUNE, 1956

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 variable corner. series repre-

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

on a rnoderately 52) consisted

rig (Fig.'

of the

recovery

suitably

r,nodified and fitted before

to the ground

effect balance"

were lneasured

and after bending to a

at the sarne pressure loss factor pressure at the rninirnurn Further tests are required on a fully

and lnass flow and the loss converted

area before the finaL bend.

representative

larger

scale

specirnen.

A I/3rd

scale nozzle end loss test of the actual airand is now being rnanufactured for testing

craft

r;ozzle is proposed

at the contractorrs

facilitv"

5. 1.5

Perforrnance

tests:

Tests

in favour

of evaluating

perforrnance on drag

are principally

concerned

with wind tunnel rnodel,data

and are described

in section 5" I. L

5.r"6

Radial

flow feasibility:

No tests have been carried se"

out relative

to

the propulsion

systern per

5"2 5"2.L

Design Study ald Theoretical Ground Effect: An atternpt

Analysis was rnade to calculate a flow general the ground sirnilar cushto

ion effect theoretically that observed. A curve

by assurning of t[e right

structure

forrn was obtained.

I JUNE, I956

74

BEARING RETAINER ROD

SHUTTER AND NOZZTE BTOCK CONFIGURATION MODEI NO, 312712

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

MODEL DRWG NO. sK 30246 RIG DRWGNO. sK302lo sHT.l

PYLONPITOT REFERENCE PROBE

FtG.52

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

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

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 the analyses on the basis of the wind tunnel tests However, the

tirne to re-work preliminary of the basic longitudinal stability

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

values are sufficiently accurate for a clear picture problern to be obtained. During

the course of the year the preferred

systern for operating the stability has

shutters to control the jets to obtain artificial

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-

tems have been examlned theoretically

and it appears that the

pneumatic system will give a faster response also.

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'

PROfECT t794 5.2.2 (Cont'd)

(") Lateral equation. stability of the aircraft using a s e c o n d o r d e r control

(4) (5)

Estirnate of the tirne constant of the pneurnatic control systern. Longitudinal transient response characteristics craft and control
function.

of the air-

systern using a sirnple tirne lag transfer

(6) Hovering stability and control. General conclusions as follows: (i) It appears that the stability

which can be drawn frorn these studies are

and control

systern

proposed

can

be satisfactorily

developed to provide airplanes" power

flyi-ng qualities

sirnilar

to those of conventional There is sufficient

(ii)

control

in the jet controls

to achieve altitudes

stability

over the whole flight

range up to extrerne

frorn

low speed at sea level to very

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, of the aircraft reactions of Fig. 1, Page 4, there

on the aircraft

frorn the rnain and

since these are balanced

by the contra-rotation;

only used to provide

a rrleasure of the rate of pitch or ro11.

5.2. 3

Air

Intake and Gas Exhaust

Systerns:

The analyses

rnade under and

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

engine perforrnancerr subject aircraft

This is no longer forrn.

applicable

in its present

Therefore

no anal-

ysis has been rnade.

for the subject aircraft principally lations of thrust of the resulting perforrnance The perforqrance of the six viper

5.2.4

Aircraft

Perforrnarlce:

Estirnates

for perforrra-rrce

have been rnade consisting and calcu-

at each developrrrent stage,

and drag analyses

and estirnates

characteristics"

research

aircraft

"

project

7o4t'

is superior

to the earlier

designs by a wide rnargin.

Drag analyses

have now been confirrned has already

by supersonic

tests and earlier

the resutting

perforrrrarce

been surnrnarized 9 through 11.

in this report

under section 4.3,

Figs"

5.2. 5

Radial

Flow'Feasibility:

A considerable

arnount of design study type of propulsion To illustrate pages, this

has been carried systern Figs.

out in developing shown in Fig.

the desired 4, Page 7.

to the forrn

53, 54 and 55 are shown on the following Fig" 4 for cornparison. Briefly, the initial These proposal

together

with a repeated urations three over

depict the configof Fig. 53 fitted

explored. engines

viper

with thdir

jets facing

outboard

and exhausting of the rnass*

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

o z
=

UI
(

|a
( E

ttl

o o z
c,

a g
FI ttr|
E(' F E
(

tll

?.

at,
lll

rE

tll

D
lll

o
z

t
atl ttl 6
I

c
(

00

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

( h II

() e,1

ttl

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=

ry( l-4 4 -'t

o z
(J

fg

!a

o
A

Za* OE
.=

EE
Ha

;ft <E
t
.tl I 3

at

c, lll
tt,

tr D
r

=
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

to the tip of a of Fig.

stage axial

as can be seen in the drawing through

A large rrrass flow of air was driven and, with provision

the wing by this exhausted forward

irnpeller

for secondary

cornbustion, engines. For

over the wide sectors flight the impeller

in between the Viper altogether

was by-passed

and the aircraft a highrnass supersonic flow ducted flight. The poor

becarne a pure rarnjet. fan arrangernent difficulties

It was thus strictly and rarnjet for

for take-off

with the irnpeller

turbine

arrangernent,

expected

transition principal

characteristics,

and low thrust scherne.

at subsonic

speeds were

objections

to this

In the aircraft

of Fig.

54 a single large

centrifugal

irnpeller

\nas

used and driven by four RolLs Royce R.B. in a close cluster in t,he centre

I08 engines; mounted of the aircraft with their a

vertically

exhausts facing upwards large diarneter radial

and used as gas generators turbine, which forrned

to power

out-flow irnpeller.

an integral of this A,Z).

part of the centrifugal propulsion

Considerable Report No.

analysis

unit was rnade (Area appeared very

5 - AVRO/SeC/T the principal

The arrangernent being centred

prornising,

objection

in the rnechanics exhaust.

of the rnain rotor

and the position

of the turbine

The aircraft

of Fig.

55 was-then

studied.

In this the engines were

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

axial flow turbine. and drove a sirnilar

This turblne was rrrollnted on a central shaft large centrifugal irnpeller through a big reduc-

tion gear at the top of the aircraft.

This propuLsion systern was The reduc-

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

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-

These devetoprnent problerrrs appeared quite rnanageable.

ever, the engine supply position for the Rolls Royce R. B. I08, or sufficiently short to fit uprlght in the srnall

any alternative

research airplane,
!

was rather doubtful.

A dgsign was therefore

sought which would enable a bona-fide off-the-sh+illf engine, such Siddeley Viper to be used and thls resulted in

as the Arrnstrong

the alrcraft

sf Fig. 4, Page 82.

In Project lmpeller

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

has been split lnto two halves rnounted directly

central shaft. ttcally

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

through a radlat in-flow

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

system is different frorn by

design ln that the engine tntakes are pressurized

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

a two spool by-pass and the very ratio

gas turbine. large air

efficiency,

swallowing

required, the thrust

the by-pass and specific

is very high (5 to 1).

fuel consurnption conditions

to this power plant over a in Area Report

wide range of operating

is presented

No" s (AVRo/spc/TR14)"
The static thrust chart efficiencv

is illustrated

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

56:

this

shows four rnethods of obtaining ground effects) required lying on a curve

I 2,000 lb. vertical illustrating the vari-

lift (without

ation of H. P.

with " jet'

rnass flow.

Most efficiently, in which the

a very large rnass flow is used, as in the helicopter the rotor.

jet is the whole flow passing through native is the convertaplane

The next alterrotor

shown which has a rnuch srnaller speed range.

andrt jet"

but also has a greater concentrated required

In direct jet lift

(4)

"

very

jet is used but this is seen to be extravand fuel consurned. Project 704 is repre-

agant in H. P.

sented as requiring jet lift.

less than half the H"P.

of direct high energy that sorne crossrather than be used

It is clear frorn this curve, where the " jettt and a large when.the

however,

over point occurs around the aircraft for static lift.

is ducted within

internal

rnass flow can still

Equally

large mass flow can be ducted

through the aircraft installed I JUNE, T956 thrust.

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

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
APPROX . 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

F tlt

o
IL

2,OOO

= (\,
tll atl

I I
qnfl

3,OOO

(no onouruo errecr)

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

\2) coh VI RTAPTANE

-rl

D IJ

I IMIT

ltt

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

Y AFP() DY NAMI'
I{E! TINI?

tl

ttl

q ,(! K

4 it:
)

l,ooo
\ \ \

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

EFFICIElICY CIIART FTG. 55

86

I JUNE, T956

FINANCIAL STATEMENT

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.

during the anticipatory

- 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:

during the contract

MANHOURS

AREA OF INVESTIGATION Air cushion Effect

cosT

TOTAL

:r:"""rt", Manufacturing

z,395.00 r , 8 7 7. 5 0

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

4,272.50

S z+,szl.99 fi tn,430.l r

Stability & C o n t r o l A n a l y s i s & Test

- Engineering - lvlanufacturing

24, 080.00 3 3 , 7 75 . 0 0

r 8 7 , 5 0 ? .2 7
324,932.38

57,855.00

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

- Engineering - Manufacturing

4,246.25
6,870.75

fl

rg,406.63
42,710.44 62,Lr7.07

tl,117.00

Airplane

&rest

Performance

Analysis

: i,H.l,::l[l", adial R Flow'": Hild:r[{":

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

.8 # z + , 9 3 38 (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

A UPO A tRCnA F7 tl/vttrEO

i

PROIE C T 1794
to be adequate of

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

to cover the cost of producing the rernaining the contract.
reports required

under the terrns

I JUNE, L956

88

A VRO

A'RCRA

FT

IT/J4'TEO

PROfECT rf94
7.

DEVELOPMENT
Project aircraft

AND PRODUCTION ASPECTS

to rnanufacture than rnore conventional cost. type

704 is rnuch simpler and can therefore of forrn, there

be produced are a greater than there

at a rnuch lower nurnber

Due to its detail parts

syrnrnetry

of identical

and cornponent assernblies Fig. 4, Page 7

are in a conventional

type of aircraft,

This rneans that a rnuch srnatler Processing

range of tools is re-

quired to build the rnachine. econornical ratio

The airplane

of tools per detail part is broken down into six identical segrnents and these, when rnarried The symrnetry of forrn and repetitive econofiIy throughout developrnent; and all phases of developrnent 704, as currently construction of a single prototype essential pre-flight initially be constructed be done 'rcoldrr, without the outer

tirne is reduced and a very

is achieved.

segrnents,

each containing

one of the Viper ponent jig.

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

A single large jig can then be used to assernble the identical up, constitute about 90% o|the total leads to but design,

airfrarne.

construction

not only is tooling

econornical

planning

tirne are reduced.

Developrnent of Project

envisaged,

is to proceed with the tirne with only The prototype the initial test take-

in the shortest

possible out.

developrnent tests being carried

will

cornbustion;

flying will off,

proving the aircraft and low subsonic

through the vertical speed regirnes. systern will It is

ground cushion transition

envisaged that developrnent concurrently however,

of the rnaih cornbustion will

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

top speed potential

is unlikely

to be achieved

until

a second or third

prototype

has been cornpleted. engines or alternative

The subsequent aircraft power plants in a

sirnilar category and will probably The first turbine, prototype wilL have a steel outer portion

rrlay errrploy developed Viper

be of all steel construction.

wing and steel rnain rotors will be constructed the tests

and

but the central

of the aircraft of work

princi-

pally of light alloy. be required,

A prograrnrne

covering

expected to

including

a rig to cover the qualification

of the power plant

as a con'rplete unit,

is given in the next section.

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

Test Prograrn Wind Tunnel Tests

Supersonic t/Z3ra systern, Tests and Analysis - Overhaul and rnodify the existing the air evacuation to cornplernent reports

scale supersonic coordinate

force rnodel.

Re-design tests

installation the prograrn already cornpleted. (approxirnately 60 hours tunnel tirne Further testing is required

and conduct

Reduce data and prepare required).

on Supersonic

sting rnounted r /40

scale

rnodel to obtain transonic

corrlponent

drag data. and rnanufacture a half-

8.1.1.2

- Design

plane transonic subsonic

force

rnodel

sirniLar

to the existing rnodels.

l/6t1n scale scale tunnel at

and I /ZZra

scale supersonic

(A l/IZth transonic

rnodel

for

installation

ln the l0 foot diarneter Centre is suggested).

'Wright lation

Air

Developrnent

Design a^ninstalwith rnodel control

rig to suit the tunnel balance devices

facilities, and suitable

cornplete

rnounting,

instrurnentation installation

for force and conduct

and pressure

rneasurernents.

Coordinate

tests in accordance prepare reports.

widh a prepared (Approxirnately

prograrrr.

Reduce data and

200 hours tunnel tirne required). and rnodify the existing rnodel con-

8 . r . 1 . 3 Subsonic Tests and Analysis

r/6r]n scale subsonic force trol rnounting

- Overhaul

rnodel and. also the existing rig. Revise the

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

the prograrn (Approxirnately

already

cornpLeted"

Reduce data and prepare required).

200 hours

tunnel tirne

8. t. 1.4 Internal

Air

Intake Flow Mo{e1 intake rnodel for

- Design

and rnanufacture of the air intake

an lnterflow up

to the eye of the irnpeller. intake only) for Air (e t/S*

nal flow air

developrnent

scale half rnodel (upper air tunnel at the

installation

in the l0 foot diarneter is suggested).

lffright

Developrnent

Centre

Design and rnanuand instruCoordinate pro50

facture

an installation

rig to suit the tunnel

facilities

rnentation

for pressure

and rnass flow rneasurernents. in accordance reports.

installation graln.

and conduct tests

with a prepared (Approxirnately

Reduce data and prepare

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

- Design and rnanufacture

srnall

for testing in the Cornpanyts lStr x 18" supersonic wind tunnel. prograrnrne These tests is envisaged

and no general be analysed

at this tirne but data will

and reports

prepared.

8. L. Z

Ground Effect Tests: incorporating centre discrete

Design and rnanufacture circurnferential

Z0 "

scale rnodel

jets with air intake and air

exhaust,

and an installation

rig to suit the Cornpanyrs

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.

reduce data and prepare

8. l. 3

Internal

Flow

Tests: Flow - Design and rnanufacture a r/stin scale static suction

8 . t . 3 . L Air

Intake rnternal

internal tests,

flow half rnodel (upper air intake only) for using a viper engine at the cornpany's rig and instrurnentation conduct tests,

a suitable installation

facirity.

Design and

for pressure

rrlass flow rneasurernents. reports.

reduce

data and prepare

8. r. 3.

Nozzle End Loss Test Model scale internal

- Design and rnanufacture wing shutter

a I/3rd, to rig with for

flow rnodel of an outer air

segrnent,

suit the cornpany's

supply facility, devices

and an installation

rnodel rnounting,

balance

and suitable

instrurnentation

force and pressure

rneasurernents.

conduct tests,

reduce data

and prepare

reports.

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

a reverse

- Design

and. rnanufacture

flow cascaded air intake duct and an engine exhaust full fantail, both for installation on the viper engine at suitable

scale diffuser the cornpany's instrurnentation Conduct tests,

test facility. for pressure

Design and. rnanufacture and ternperature

rneasurernent.

reduce data and prepare

reports.

8. 1.4 I JUNE, tg56

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,

the 6 engines and the upper include the cornplete

centrifugal assernbly,

irnpellers.

This will

inner wing and

the cornplete upper and lower of the upper and lower

fuel tank assernblies

the centre part

air intake assernblies.

Design and rnanufacture accessories fusers location

engine rnountings, et al, to perrnit

intakes,

exhaust difof the

the installation erection, frorn

6 Viper systern

gas turbine

engines in the structure

and a fuel the

to perrnit

test operation

of the 5 engines

Cornpanyrs test house.

Design and rnanufacture

fire

protection

systern; the control

systern

to be capable initially house and ultirnately

of operating

the 5 engines from aircraft cockpit

the test set up on

frorn

a ternporary

the structure

erection"

Design

and rnanufacture

the necessary

electrical

system

capable frorn air-

of handling

the engine accessories test house,

and fire

protection

control

the Cornpany's craft cockpit).

(and ultirnately

frorn the ternporary

Design

and build a test site and test stand with at the'Cornpany's services

suitable

security

and safety precautions fuel storage and other

fa.cility,

cornplete with Redesign and

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

for pressure, control.

rnass Pro-

flow and ternperature vide for installation and turbine

rneasurernents of the upper

and engine irnpeller

and lower

centrifugal-impeller with a pre-

assernblies. reduce

Conduct tests in accordance data and prepare reports.

Redesign and rnodify, obtained, as necessary, and conduct qualifying tests

pared prograrnrne,

in the light of test results for experirnentaL flying,

B. 1. )

, and rnanufa.cture aircraft control a jet systern., driven Conduct

8 . 1 . 5 . I Oscillation
control

Rig and Shutter testing

Box - Design sirnulated

shutter

rig with

the control oscillator,

stick,

or its equivalent,

operated air

by a power

and using the Cornpanyts tests of the shutter

supply facility. systern,

developrnent reduce

control

as required,

data and prepare

reports.

8 . 1 . 5 . 2 outer
a full lower

'lYing

Segrnent and Control

Systern

- Design

and rnanufacture

scdle outer wing segrnent assernbly, shutters for installation Design installation

incl-uding upper and propulsion shutter con-

on the fu1l scale 6 Viper the aircraft segrnent,

systern test rig. trol systern for

and rnanufacture in the outer

wing

cornplete aircraft

with rnain control cockpit.

valve and pilot

stick in the ternporary

]. 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

Conduct tests in accordance data and prepare reports.

with a prepared Redeslgn

prograrnnre,

reduce in

and rnodify,

as necessar|: tests for

experirnental flying.

the light of test results

obtained,

and conduct qualifying

8.r.6

C ornbustor

Systern

Developrnent:

Design and rnanufacture ally consisting

a cornbustion wing

systern testing containing

rig,

basic-

of an outer

segrnent

one set of flarne

holders

and one pair

of nozzles to be tested at Orenda Engines Design and rnanufacture Provide a suitable suitable fuel instru-

Lirnited,

Nobel facility.

systern"

with control

systern and storage. of pressure

rnentation flow.

for the rneasurernent

ternperature

and rnass

Conduct tests in accordance data and prepare reports.

with a prepared

prograrrlme, as necestests

reduce

Redesign

and rnodify

sary in the light of test results for experirnental flying.

obtained and conduct qualifying

8.2

Design Study and Theoretical The following appropriate

Analysis analyses are considered

design study and theoretlcal

to the next phase of developrnent, Carry out prelirninary design study

8.2. 1

Weapon Systern Design Studies:

I JUNE, 1956

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 (i) (ii) (iii) AIRCRAFT weapon LIMITED systerns: vertical take-off design

to the following

Reconnaissance Interceptor Tactical Bornber which will include drawings showing suitable space

Prepare provision

reports for

carrying equiprnent weight analysis vrill to include

appropriate

to the above roles, data. take-off

such equiprnent

and performance capabiLity,

The latter

dernonstrate

speed and altitude

landing

and turning

perforrrrance

and range profiles

with appropriate

allowances

and payload.

8.2.2

'\iYeapon

systern Developrnent

plani

prepare

a report

giving

estiof

rnated tirning prototype

and costs for the rnanufacture aircraft broadly

and developrnent as specified

reconnaissance will specify

by (i) above. facili-

The report

and describe

the aircraft, with ARDC LIMITED

rnaterial Mg0-4, to carry

ties and tests

required

in accordarrce AIRCRAFT

and give out the

data on the ability Developrnent Plan.

of AVRo

8.2. 3

stabilitv behaviour

and control

Analvsis:

Analyse

and deterrnine

the flight

of the aircraft

in response

to gusts or piLot dernand wind tunnel frorn data and

orrer the whole flight rnechanical cornponent

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

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

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109

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A'NCRAFT

Z'/W'TED

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110

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A'RCRAFT

I'/W'TE"

PROIECT 1794
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