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

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

:U
SECURITY WARNING

This docurnent is intended solely for the reci,pient and such persorrs as have rceen

delegated to use it in the course of their duty and rnay be used in connection with

work perforrned for or on behalf of the united States Air Force.

The transrnission, unauthorized retention, destruction, or the revelation of its con-

tents, in any rnanner, to (an) unauthorized person(s) is forbidden.

Failure to cornplr with any of the above instructions is an infraction of the Canadian

Official Secrets Act and is a violation within 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 Lirnited, Malton.

To-

Date -

CopyNo. - 1

r . D. 56 R D Z r 99c 4

I JUNE, 1956 -SECRBF-

 t

PROJECT T794

FINAL DEVELOPMENT SUMMARY REPORT

Z Aprll,I955 - 3I May, 1956

USAF Contract No. AF33(600)30I61

Issued by:

Avro Aircraft Lirnited

Malton, Ontario, Canada

Approved by:

J;C. M. Frost H. C. Moody

Chief Design Engineer Engineering Manager
Special Projects Group Special Projects Group
Avro Aircraft Lirnited. Avro Aircraft Lirnited.

The nurnber of pages in this report, including the Title, Table of Contents and

Illustration sheets is LL4 I. D. No. 56-RDz-Lggs$

I JUNE, 1956 -€E€R:E*F-

 TABLE OF CONTENTS

PAGE

1. SUMMARY I

2. INTRODUCTION z
3. PROGRESS OF THE DESIGN 3

4. PROJECT 704 8

4. L Description I

4.2 Operation 1,1

4.3 Perforrnance 15

5. DISCUSSION OF' ACTIVITIES z0

5. I Test Results z0
5. Z Design Study & Theoretical Analysis 7&

6. F'INANCIAL STATEMENT 87

t. DEVELOPMENT AND PRODUCTION ASPECTS 96

8. NEW PROGRAMS REQUIRED 98

8. I Tests Prograrn 98
8. Z Design Study and Theoretical Analysis 103

9. TANULATED SUMMARY & COST FORECAST I10

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 scope of work under the above contract is reviewed and

the progress of the design is explained. An outline of the proposed research

prototype which the contractor is building is then given, followed by the

results of feasibility and perforrnance potential studies for the subject air-

craft, and a financial staternent relating to the work accornplished.

It is concluded that the stabilization and control of the aircraft in the rnanner

proposed - the propulsive jets are used to control the aircraft - is feasible

and the aircraft can be designed to have satisfactory handling through the

whole flight range frorn ground cushion take-off to supersonic flight at very

high altitude. Supersonic tests show that the calculated thrust potential

with the present design will provide a rnuch superior perforrnance to that

estirnated at the start of contract negotiations, with a top speed potential

between Mach 3 and Mach 4, a ceiling of over I00,000 ft. and a rnaxirnurn

range with allowances of about I,000 nautical rniles.

Additional tests to cornpletely substantiate this perforrnance are shown to

be required. Developrnent and production aspects are briefly reviewed

and an outline new prograrn broader in scope than the study now cotrrpleted

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

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

investigations and design studies to deterrnine the perforrnance capabilities

and design features of a flat vertical take-off and landing aircraftr', of a

new type proposed by AVRO AIRCRAFT LIMITED: together with substan-

tiating tests. This contract is essentially a feasibility study and " design

configuration effort shall be confined to the minirnurn required for dernon-

stration of principles in a practical applicationtt. The areas for test and

analysis are defined as:

( 1) Air Cushion effect

(Z) Stability of rnulti-engine configuration

(3) Air Intake and gas exhaust systern test

(4) Aircraft perforrrlance, stability and control

(5) Radial {low engine feasibility

The progress of work has been reported in detail in ten rnonthly progress

reports of which the first group were surnrnarized in an interirn develop-

rnent surnrnary report. The whole period is covered by this final develop-

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

Separate technical reports have been prepared on each of these five areas,

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

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

done during the year frorn the technical standpoint and outlines the current

status of the design.

I JUNE, I956
 AVRO A'RCRAFT I'/WTTED

PRO|ECT 1794
-3.
PROGRESS OF THE DESIGN

At the start of contract negotiations the proposed design (Fig. I on the

folLowing page) was for a jet-propelled all-wing aircraft of circular plan-

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

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

airfrarne an interrnediate research vehicle ernploying 8 srnall conventional

turbo-jets radially disposed like the spokes of a wheel was also proposed

at this tirne (Fig" Z)" An alternative final developrnent to the large radial

engine of Fig. I was also suggested (fig. 3).

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

Fig. 3 designs was conceived, having a superior perforrnance to either.

\_-
This ducted fan arrangernent - while preserving the radial flow and circular

planforrn with air cushion VTOL, avoided sorrre considerable objections to

the earlier designs and also gave good static thrust-lift efficiency and a

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

air flow. This design was developed under contract aTea (5) through

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

supplanted the earlier designs. In view of the relatively rninor task of

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

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

LIMITED is proceeding with the construction of the aircraft illustrated in

Fig. 4, which is described in general terrns in the next section.

I JUNE, 1956
AVPO

AIR INTA

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

PROIEC T 1794

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FIG.3 SECTION . CONVENTIONAL

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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

To distinguish it frorn the work covered under contract on project l?94 the

undertaking to build the aircraft is known by AVRO AIRCRAFT LIMITED as

Project 704.

4. I Description

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

diarneter; stands about 2 feet off the ground, measure s 7.7 feet from

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

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

lb. fuel. The rnaxirnurn fuel capacity is 13, 150 lb. giving a rnaxirnurn

weight of about ZT,000 lb.

Six Arrnstrong Siddeley Viper turbo_jets - 1,900 1b. thrust, ZZ.Otl

overall diameter , 525 Ib. weight each - are rnounted radially in the

wing, exhausting inwards; and used as gas generators to drive a pair of

contra-rotating centrifugal irnpellers by rneans of a radial inflow

turbine.

The 8 foot diarneter irnpellers, which rotate slowly by cornparison with

conventional centrifugal turbo-jets, d"raw air frorn the upper and lower

intakes and force it radially out through the wing between the Viper

engines' Sorne of the air thrown out by the irnpellers is d.irected back

to feed the viper engines (rig. 6), which thus behave statically as

though there was rarn Pressure from forward flight on their airintakes.

I JUNE, 1956
A UR O A'PCRA FT T'/14'7EI'

PRO'ECT 1794

UPPERIMPEIIERAND TURBINE PILOT'SCOCKPIT

UPPERAND TOWERINTAKES INTEGRATFUELTANKS
FIAME HOLDERS ENGINEINTAKE

OUTERWING FLIGHTCONTROTSHUTTERS
INNERWING DIFFUSER
SECTION ,/ TURBINEEXHAUST \ 6 A.S.M. VIPER8 ENGINES
LOWERIMPELTER
AND TURBINE ENGINETAILPIPE

SECTIONA-A

PlAlI YIEW A]ID SECTTO]ITHROUGH AIRCRAFI

FlG. 5.
A UR O IT'RCRA FT I'/14'7ET'

PRO,ECT 1794

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The air is diffusea iritfre wing to a high pressure at the flarne holders
(Cont'd)
(Fig. 5), where fuel may be added to augrnent the thrust, and is then

exhausted through pneurnatically controlled shutters or gills (rig. 7)

which dlrect the jet as it exhausts all around the aircraft periphery;

either to raise the aircraft vertically off the ground or to propel it in

forward flight. This control of the exhaust direction enables the jets

to be used for rnanoeuvring and stabilizing the aircraft in all flight

conditions, so that separate additional controls are not required to

cater for vertical take-off and hovering. Thus, for instance, to pull

up the rrose of the aircraft the pilot will control the shutters by rneans

of a conventional cockpit stick control to direct the jet out at the top

of the wing in the rear sector and thrust the tail down, or to roll he

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

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

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

is rnade of the jet controls to correct it. Stabilization through the

controls is essential on this aircraft since the centre of gravity is in

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

the aircraft would only be stable without using the controls if the

centre of gravity were about at the r/4 chord position. The change

in jet direction as the aircraft pitches perforrns the sarne function as

the fixed stabilizer of a conventional aircraft.

4. Z Operation

To take off, all the shutter" on iop of the wing are closed and shuttersf!

JUNE, 1956
I
A VRO A'RCRA FT I'/14'7E"

PRO'ECT 1794

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PRO|ECT 1794
'Without
4"2 on the bottorn are opened wide. adding fuel to augrnent it,
(Cont'd)
about 20,000 lb. thrust is produced by the jets pointing downwards

all around the wing; however this jeteround-wing configuration pro-

duces a powerful take-off ground cushion so that the llft on the aircraft

is, in fact, increased to possibly 30,000 lb., and the aircraft rises to

about 20 feet (Fig. 8), where the ground cushion effect falls off

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

and the exhaust arrangernent rnodified by the pilot: however, it is

envisaged that transition to forward flight will norrnally be frorn the

ground cushion. By operating a transition control the pilot leans the

jets backwards gradually to accelerate the aircraft, and raise3 ttre

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

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

In forward flight rarn pressure is collected into the air intake which

increases the pressure at the flarn€ tubes and rnakes burning rrlore

efficient" At supersonic speed augrnentation is always used and

because of the large rrrass of air the irnpellers can handle, a very

large thrust and high top speed is possible. The large installed

thrust also leads to a high thrust to weight ratio which rnakes a very

high ceiling possible. The efficiency of the airfrarne at supersonic

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

supersonic cruise range is also forecast"

For landing, either a fully vertical descent rnay be rnade, with or

13

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1 JUI{E, t956
I
A UR O A'PCRA FT Z'/'4ITEo

PRO|ECT 1794

FIG. 8 GROUilD CUSHIO]I EFFECT L4

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AVRO A'RCRAFT T'/J4'TET'

PROIECT 1794
4.2 without thrust augrnentation frorn a hot rnain jet, or a steep approach
(Cont'd)
path to the ground chosen. Transition to the landing condition frorn

in-flight is sirnilar to the take-off transition. The nose is raised and

the jets transferred to the undersurface and leaned forward collec-

tively to rapidly slow the aircraft down; as the speed falls close to

zero the nose is lowered to bring the aircraft into the fully hovering

condition. on sinking into the ground cushion the pilot rnust then

close the throttle to reach the ground.

4.3 Perforrnance

The perforrnance of the first prototype will initially be restricted due

to a Mach No. restriction on the Viper engines. The following surn-

rnary assurnes this restriction has been rernoved:

At I200oK rnain cornbustion ternperature, :

Max. level speed ( 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 air range (fulI internal fuel)

with allowances for take-off clirnb and

acceleration, cruising at Mach 2.25 at

90, 000 feet (Fig I l) l, 000'naut.

rniles

I JUNE, I956 t5
 ,4'*PCRAFT 2'/14'TET'

PRO' E C T 1794
,+"3 Take-off and landing VTOL
(Cont'd)

I JUNE, 1956 16
AVRO A'RCRAFT T'/W'TED

PRO.| EC T 1794

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

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'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: A prograrn of wind tunnel testing has been

carried through during the year ln three groups as follows:

5. 1.1.1 An irnportant series of subsonic tests, involving over 500 hours

testing tirne and 34 weeks tunnel occupancy has been carried out

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

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

Wright Air Developrnent Centre, provision was rnade for sirnu-

lating air intake and jet exhaust flows. Fig. lZ is an illustration

of the rnodel, Figs. L3,14 and l5 are photographs of the rnodel and

associated equiprnent. Testing covered all phases of subsonic

operation, including static ground cushion effect tests with control,

transition to forward flight wlth control in proximity to the ground

and in free air, and in-flight tests with control in free air.

* N O T E : The geornetry of Project 704 is slightly different to that

of the wind tunnel rnodels tested, which were based

upon an earlier layout of an aircraft 33 feet dia. with

I
3Z % thickness/chord ratio wing. Corrections have

been rnade to the perforrnance quoted to account for

the difference.

I JUNE, Lg56 20
 *ECRF
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A UPO A'RCRAFT I'/J4'TED

PROfECI 1794

FIG. t3 116 SCATE SUBSOI|IC mODEt

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

PRO|EC r 1794

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 A'RCRAFT Z'/W'TE"

- PROfECI t794
5. 1. r.1 Because of the large nurnber of variables - speed, transition con-
(Cont'd)
trol, pitch control, jet thrust, intake flow, ground position and angle o1

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

cornplete than was anticipated. (Tests were cornpleted June 14). Thiq.,'

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

Nurnerous irnportant details were discovered or verified by these tests

broad conclusions are as follows:

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

landing, through a srnooth transition to or frorn forward flight

and at all subsonic speeds; and lnanoeuvred through a satisfactory

subsonic flight envelope. (fig. t6)"

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

can accelerate and rise srnoothlv into free air a short distance

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

difficult since values do not collapse theoreticallyintheverylow

speed range andno data wastaken veryclose to zero speed.

(iii) The aircraft has a high subsonic zero lift drag coefficient and

although it has a rernarkable lift efficiency (due to the jet

effect and negative rnargin) its subsonic cruising efficiency

is poor, as expected. It appears well worth while to reduce

subsonic drag in order to irnprove acceleration, and subsonic

endurance. (r-ig. 17).

Further tests with this rnodeil are required.

(i) To obtain transition data down to very 1ow speed. Even low

I JUNE, L956 z5
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AIRCRAFT WEIGHT = 20000 LB

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AVRO A'RCRAFT T'/W'TED

PROIECT 1794
5" I. i" I accuracy data would be regarded as valuable confirrnation of
(Cont'd)
the transition flight path.

(ii) To investigate the surface pressure distribution on the air-

craft in various flight conditions.

(iii) To investigate control scherne rnodification to irnprove trans-

ition control characteristics through the whole angle of attack-

ground distance range, and to irnprove subsonic cruising

efficiency.

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

the drag and the aerodynarnic characteristics, (originally

planned, but postponed).

(rr) To investigate reducing the subsonic drag by intake rnodifi-

cation"

5. I.1.2 Three supersonic rnodels have been tested involving 76 hours test

tirne and eight days tunnel occupancy. These tests were done in

the Massachusetts Institute of Technology Naval Supersonic

Laboratory 18" x 24" section supersonic tunnel. These rnodels

were:

(i) A sting rnounted l/4O scale* rnodel built up by cornponents,

with no flow sirnui.ation" (Figs. l8 and l9).

(ii) A L/23 scale* reflection plane f,orce rnodel,with air intake, jet

flow and control position sirnulation. (Figs. Z0 and ZI).

* See footnote at bottorn of page ZO.

JUNE, T956 zl
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FIG. 19 PERFORMANqF
MODETNO.4IzI
AVRo/SPG/TR 6

FOR\f,ARD UPPER SURFACE OF THE WRCID CONFIGURATION

AS INSTALLED IN THE M. I. T. . N. S. L. SUPERSONIC \4IIND TUNNEL
15,10-179.1-l

F I G . 1 8R E A R V I E W O F THE WRcrD CONFTGITRATTON AS TNSTALLED

IN THE M.I. T. - N. S. L. SUPERSOMC WIND TUNNEL

29
 ffi

F]G,20
STABILITY
AND CONTROT
MODELNO.2/20

w 31
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 (iii) A 2/25 scale* air intake pressure recovery rnodel" Figs.
(Cont'd)
zz - 23).

Broad conclusions frorn these tests are as follows:

(i) The aircraft can be satisfactoril.y controlled and rnanoeuvred

frorn engine idling to rnaxirnurn thrust at supersonic speed

through a satisfactory supersonic flight envelope. (rigs.

24 and 25).

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

estirnate. (Fig 26).

(iii) The supersonic cruising efficiency appears to be better than

had been expected" (fig" 27).

(irr) The air intake pressure recovery is better than the estirnate.

(Fie"28).

Further tests with these rnodels are seen to be required:

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

air intake running full. (rne evacuation systern failed to

operate to the planned capacity during the tests),

(ii) To generally extend the scope of the data. Due to the

restricted testing tirne a too abbreviated prograrn had to be

accepted"

(iii) To carry out transonic tests on the sting rnounted rnodel,

(Planned but not achieved due to detail test difficulties).

* See footnote at bottorn of p"g.j ZO. 33

JUNE, T956
a
 {-E€R#
wrNl
t

REFLE
SUPI

REFLE

MC

M(

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AIR INTAKE
AND GAS CXNIUSTSYSTEM
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€trRff 34

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

PROIECT 1794

FIG. 23 SUPERSOTIICATR I]ITAKE MODE1 I]ISTATIED

35

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FIG. 24 PROJEC T 1794 FLIGHT BfrVBIOPE 4OOOO, = ZOOOO
LB 36

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

37

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

PROIECT

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38
AVPO A'RCRAFT I'/W'TED

PROfECT 1794

,1 lfl

I
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39
A VR O A'PCRA FT I'/J4'TEI'

PROIECT 1794

Pt
vs. MACH NUMBER
Po

PRESSURE
RECOVERY
FACTORFROM
ISEMROPHICTOIAT HEAD

o.9
AVERAGEOF 3 HEADS

o.8

TOWERAIR INTAKE
AVERAGEOF 3 HEADS
o.7

o.6

o.5

r.5 2.O 2.5 3.O

MACH NUMBERMo

PROIECT 1794 I]ITAKE PRESSURERECOYERY

FlG. 28

40
 PROf EC T t794
5.L.t"Z (irr) To develop tti. air intake boundary layer bleeding systern.
(Cont'd)
This is a sirnple cusp below the air entry; several shapes

were tested with indication that considerable further irnprove-

rnent ts possible.

5 . 1 . 1 . 3 A nurnber of srnall scale tests was carrled out in the contractorrs

l S t r x I S t t l o w s u b s o n l c a n d 8 t ' x 1 1t t s u p e r s o n i c o p e n c i r c u i t

tunnel (figs. 29 and 30) as foLlows:

Prelirninary subsonic transition characteristics (Fig. 31)

Prelirnlnary subsonic jet-trirn characteristics (figs. 32, 33

and 34)

Prelirninary supersonic jet-trirrr characteristics (Fig. 35)

Dynarnic behaviour of rate and displacernent stability rnodels

(Figs" 36 and 3?)

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

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

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

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

clusions not valldated by the rnain program can be drawn. These

tests have therefore not been reported in detail. Illustrations of

the rnodels appear in Figs. 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.evelop-

ment proceeds

I J U N E , t9 5 6 4t
 S.E€R#

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FIG.30 I.INERIN AVRO SUBSONIC

INSIATTAIIONOF SUPERSONIC WIND TUNNET
EJECTOR
43

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FtG.3l AIR CUSHIONEFFFCIS

MODEL No. r/t/l

ffi Itz
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FfG.32 STAB|UTYAND CONTROTMODETSNO. 213/4,2/s/8 AND2lsls

45
 NOTE:
FORTUNNELSTATIC
REF.SEEILLUSTRATION
OF WINDTUNNEL

ANGLEOF
,ATTACK

)
\1./

INTAKE
EVACUATIONPLENUM ?/
DY
N^M,METEy/,,,,.
7;^.
::::::::"]2:*.-'
PYLONPITOTIREFERENCE

MODELSUPPORT

RtG DRWG.NO. 56SK21339

AND 60SK30081
MODELDRWG.NO. 63SK2I339 I

AND SK3OOSI tl
20" DIA.MODEL AIR INTAKE
EXHAUSTNOZZLEAtR SUPPLY. ,AIRBEARING .EVACUATIONDUCT
APRIL T5, ]956

FrG.33 srABruryat.toconinot MoDEr.

No. 212/4

46
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47
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sTABtLfTY
AND CONTROLMODETSNO. 2/5, 2/6 AND2/7

{-E€R#
48
 ffi

E srABlLlTY
AND CONTROT
FtG.36
MODELNO.2/3/3 AND2/3/tO (WITHTWO DEGREES
OF FREEDOM)

ffi
49
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Revised May I8, 1956

FfG. 37 STABil.rTyAND CONTROLMODEr NO.2/qt2(WItH TWO DEGREES

OF FREEDOM)

50
 ffi

FtG.38
AfR fNTAKEAND GAS EXHAUST MODELNO. g/17/r AND3/17/2
SYSTEM

+F€RET
51
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 The dynarnic rnoafts are illustrated i4 Figs. 36 and 3?. These
( C o n t'd )
didnot give quantitative data; in general the following behaviour was

observed:

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

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

troLled by the port setting supplying the controlling jets.

Damptng was poor, attributed to the restraint in the rnodel

frorn rise and fall.

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

be controlled with the additional pitch darnptng provided by

the jets.

The present design incorporates both rate and displacexnent signals

(eage 1[). 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. It was designed to obtaln data on the pres-

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

The followlng broad conclusions were reached:

(i) In the statlc case pressure recovery and fLow distribution

urere satisfactory and ln accordance with the static thrust

estirnate.

(ii) In forward flight pressure recovery to the front and rear

1 JUNE, 1956 53
A VR O A'RCRA FT TI/14'7EO

- PROIECT 1794
5. 1.1.3 sectors was satisfactory but flow distribution was unsatis-
(Cont'd)
factory and the flow was not directed into the eve of the

irnpeller at the side by the vertical cascades.

(iii) tnternal flow air intake tests at the small scale which the

contractorrs tunnel irnposes are not satisfactory. Apart frorn

the low Reynolds No., (particurarly based on the chord of tinv

cascades) tfre rnanufacturing difficulties of obtaining accurate

flow passages are severe.

Further tests at larger scale are required to develop the internal

air intake flow. An attractive alternative with radial cascades

out to the intake edge is envisaged. It also seerns likely that the

intake flow will be.rnuch irnproved if sorne pre-swirl into the

irnpeller eye is allowed and this is seen as a distinct advantage

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

series of tests have been carried out at Malton on a static rig.

The first series (rigs. 40 and 4I) was done on l0' diarneter

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

(four tirnes the area and rnass flow). The application of a peri-

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

+
of having a winfl.-around-jet configuration (rig. 45), and the

effect of a hot central exhaust have arso been tested. The tests

I JUNE, 1956
54
 FtG.40
AtR CUSHTON MODELNO. r /8
EFFECTS

55
 /a
f'
#
7

FtG.41
MODELNO. I/8-COI\TFIGURATIONS
TESTED

56
 €#eR€+

tzz4 -179
FlG.42
ArRCUSHTON
EFFECTS
MODELNO. r /9

sffiR# 57
 SECRf-F

NOTE:
l.T
F

2.r
I

r 664-1?
FrG.43
EFFECTS
AtR CUSHTON l/9 (CONTTNUED)
NUMBER
MO-DEL

€-FCRff 58
FORILLUSTRATION RrG DRWG.NO. SK2l295
OF TESTRIGREFER MODELDRWG.NO. 9OSK2I295
TO MODELNO. I/9
TRIANGULAR
MODEL1I.22" SIDES

EXHAUSTNOZZLE
AIR SUPPLY

PYLONSTATICREFERENCE
TAP

PYLONPITOT
REFERENCE
PROBE

AIR FLOW
GUIDEVANES

FITTING
PLYONATTACHMENT

SURFACE
UPPER
MODELPITOTPROBES

SPACERAND FLOW
DISTRIBUTOR
STRIP
FLOW DEFLECTOR

LOWERSURFACE

MAY 3, 1956

FtG.44
ArR CUSHfONEFFECTSMODELNO. r/26/l

6r
 RrG DRWG.NO. SK 21295
MODELDRWG.NO.77 5K21295

PYLONPITOTREFERENCE
PROBE 8.80" DIA.MODEL

PYLONATTACHMENT
FITTING

TAP

t MoDEr
No. r/r2lr
r

PYLONPITOTREFERENCE
PROBE

MoDEr
No.r/r3/r
t

EXH,AUST
NOZZLE
RrG DRWG.NO. SK21295
MODELDRWG.NO.l9l SK21295
TRIANGULAR
MODEL9.2I" SIDES

FrG. 45 AtR CUSHTON

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

62
AVRO AIRCRAFT ''/W'TED

PROIECT 1794
5.r.2 that have been carried out are l i s t e d i n F i g . 41 and on Pages 59
(Contrd)
and 60"

Broad conclusions are as follows:

(i) There was very little change in the ground cushion due to the

change in scale.

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

and 60 percent of the span, as rnuch as I. 8 tirnes the jet

thrust has been recorded at 45 percent sparr frorn the ground.

After this it falls off rapidly to between 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

(b) The jet aspect ratio (circurnf erence/width)

(") The lower surface air intake

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

(") The shape of the lower surface

(f ) The distance apart of the exhaust nazzles

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

pararneters rnakes a drastic alteration in the general air

cushion characteristic, although the detail effects have been

quite considerable.

The design of the aircraft to sorne extent prejrldices the achieve-

ralent of the optirnurn ground cushion effect. Fig. 46, showing the

I JUNE, 1956 63
 PRO'ECT 1794

2.O I
\
rlErrvrvl tvr\,4,rEl
\
\
\

\
\
\
1 .5 \
\

\
\

\ \
rl

z \ PERIPHERAT
JET ONt
\ /,
o
P l.o \ Y \
llt
\-t
\
\
tr
= \ \

\ \
oN'
WITH INTAKESUCTI \

o.5

o
o.lo o.20 0.30 0.40 0.50 0.60 0.70
HEIGHTABOVE GROUND.AIRCRAFT
SPANS
PROIECT 1794 EFFECTOF I.OWER INTAKE
SUCTIOI{ OlI GROU]ID CUSHIO]I EFFECT
FTG. 45

64
AVRO A'RCRAFT T'/W'TEI'

PROfECT 1794

5.r"2 difference due to the lower surface air intake is regarded as

(Cont'd)
typical. Difficulties have been encountered in achieving cornplete

sirnilarity to full scale in these tests, principally those of rnatching

the three flows on the lower surfaces - the air intake, the peri-

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

tive flow into the air intake. Further tests are therefore neces-

sary so that the exact ground cushion effect for the configuration

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

geornetry can be obtained.

5.1"3 stability and control Tests: Tests relating to the stability and

control 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 that section. In addition the following tests are considered

nece s sary:

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

a new force rnodel with provision for air intake and exhaust

jet flow sirnulation is needed.

(ii) Rig tests to deterrnine the behaviour of the pneunoatic systern

and shutters, particularly the speed of response, are required.

A sirnple rig containing one pair of nozzLes has already been

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

data and to develop the shutter control. The final stage is

1 JUNE, 1956 o5
 i:'::y,

#44'i::i",
;i,
.d?'r. I ':'""
x"
"{.'r:i::.,.,
'iii&
":i
: .t". :lii
.l$h
r, *'" iW
t
,!!
'sqr ' ,
,f* :i .,,,ifr,,tH
.

1
{
t

FIG" 47 SHIJTTER ]]EST' & CSCIL,LATION RIG

oo
AVRO A'RCRAFT T'/WTTED

PRO|ECT 1794
5. r.3 f o r e s e e n a s a peripheral segrnent attached to the rnain central
(Cont'd)
t e s t p i e c e t h e contractor is planning which is briefly described

in section 8.

NOTE: It is pointed out that the work staternent for the contract

calLs for six cornponent aerodyrrarnic data. However, in

view of the extrerne difficulty of engineering a six cornpon-

ent special balance with provision for intake and jet flow

sirnulation, the rnodels tested were designed and approved

for the rneasurernent of lift, drag and pitching rnornent

only. Measurernent of side force, rolling and yawing

rnornents is considered secondary: particularly for this

design because of the syrnrnetrical shape.

5.r"4 Air Intake and Gas Exhaust svstern Test: Two of the rnodels

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

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

as follows:

5 . 1 . 4 . 1 45o FulL scale segrnent rest - A segrnent of the proposed inter-

rnediate research aircraft of Fig. z (page 5) was constructed and

rnounted on a thrust and rnornent balance with instrurnentation

for pressure and ternperature rrleasurernent. (rigs. 4g and 49).

The objectives for this test piece were to obtain -

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

(ii) Hot jet duct behaviour. -.

I JUNE" L956
67
\

PITOT.I
PROI

><-
- DYNr'
CALIBR/

THR
DYNAM

orLs

LIFT

FlG.48
AIR INTAKE
AND GAS EXHAi'ST
SYSTEM
MODETNO.3/I5

68
.A'RCRAFT TI/I.,'TED

PROfEC T 1794

FIG. 49 45O SEGMENT

69
A VR O A'RCRA FT I'/,''TED

_ PRO| ECr 1794

5. r,4. 1 (iii) Diffuser efficiency.
(Cont'd)
(i") Flow and ternperature distribution"

(") Ground ternperatures.

(vi) Control operation data"

This segrnent was cornpleted before the ducted fan concept had

rendered its design obsolete" It was then also found frorn srnall

scale tests that the air cushion effect characteristic was d.rastic-

alX.y altered for a 45o segrnent so that lts usefulness for full scale

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

scale urind tunnel rnodel being available for ground cushion this

was discontinued.

An abbreviated series of tests were, however, rurl on this segrnent

to deterrnine its diffuser efficiency. Two series were run, the

first being vitiated by failure of the specirrren. A re-run after

repair yielded the general conclusion that the diffuser pressure

drop was not rneasurable with the local instrurnentation provided

and is probably unirnportant.

5'I"4.2 Thrust Recovery Test - Tests were carried out on a two dirnenT

sional f,low rnodel (Figs. 50 and 5l) exhausting substantialtry at

right angles to a supersonic strearn to see how rnuch of the thrust

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

tests were originally applicable to the propulsion nozzLe scherne

for the aircraft of Fig. 1 (Page 4) but have a general interest and
70

1 .TI"INE, 1956
e
 {f;€RET

ATTI
(TUNI

FtG..50
AIR INTAKEAND GAS EXHAUST
SYSTEM
MODELNO.3/14/18,3/11/28,9/11/35,3/14/4 ANDg/14/5

7L

o
 Installation of Model and Test Rig Control Panel and Manorneter Bank

Close-up 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
A VRO A'RCRA FT 2'/I''78"

PRO|EC T 1794
5"1"4.2 reinforce the rnornent augrnentation rneasured on the | /23 scale
(Cont'd)
supersonic rnodel"

Broad conclusions were as follows:

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

wards in the sarne rnodel and havlng the sarne pressure ratio

and rnass flow was reco\rered in the strearn direction by the

right-angled jet.

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

angles to the surface into the supersonic strearn was 1,8 tirnes

the rnornent so obtained without the supersonic strearn bLowing"

5"I"4" 3 End Loss Test - Considering internal losses, the following regions

rnay be isolated:

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

(ii) The centrifugal corrlpressor

(iii) The diffuser duct

(in) The flarne holder and cornbustion sectlon

(r.) The nozzle end loss

Data exists frsrn which the centrlfugal comPress<lr efficiency and

flarne holder pressure losses rnay be estirnated wi{h tolerable

accuracy. The diffuser loss is not expected to be btgh since the

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

to confirm this (section 5" 1."4. I). T}ne nozzle end loss is thus

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

I JUNE, 1956 73
A VzO A'RCRA F7 I,'/'4'TED

PROfECT t794
5.r.4.3 associated with this type of sharply accelerating variable corner.
( C o n t'd )
Since the 45o segrnent was no longer representative, a short series

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

sentative right angle bend. This rig (Fig.' 52) consisted of the

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

effect balance" Thrusts were lneasured before and after bending

at the sarne pressure and lnass flow and the loss converted to a

pressure loss factor at the rninirnurn area before the finaL bend.

Further tests are required on a fully representative larger scale

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

craft r;ozzle is proposed and is now being rnanufactured for testing

at the contractorrs facilitv"

5. 1.5 Perforrnance tests: Tests in favour of evaluating perforrnance

are principally concerned with wind tunnel rnodel,data on drag

and are described in section 5" I. L

5.r"6 Radial flow feasibility: No tests have been carried out relative to

the propulsion systern per se"

5"2 Design Study ald Theoretical Analysis

5"2.L Ground Effect: An atternpt was rnade to calculate the ground cush-

ion effect theoretically by assurning a flow structure sirnilar to

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

74

I JUNE, I956
a
 BEARING SHUTTER
AND NOZZTEBTOCK
RETAINER
ROD CONFIGURATION
MODEI NO, 312712

LIFTDYNAMOMETER

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

AIR CUSHION
EFFECTST E S TR I G

PYLONPITOT
REFERENCE
PROBE

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

FtG.52 AtR TNTAKE

AND GAS EXHAUST
5YSIEM-MODET
NO. 3/27/\312712AND312713
75

a
 A'RCRAFT L'/J4'TEI'

PRO'ECT 1794
5.2. I However, the high point at half span frorn the ground couLd not be
(Cont'd)
predicted. 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

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

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

preliminary values are sufficiently accurate for a clear picture

of the basic longitudinal stability problern to be obtained. During

the course of the year the preferred systern for operating the

shutters to control the jets to obtain artificial stability has

developed through the hydraulic systern with rnechanical 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 stability of the aircraft using a simple control

equation.

(Z) Longitudinal stability of the aircraft using a second order

control equation.

I J U NE , 1 9 5 6 76
A URO A'RCRAFT I'/W'TEI'

PROfECT t794

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

(Cont'd)
equation.

(4) Estirnate of the tirne constant of the pneurnatic control systern.

(5) Longitudinal transient response characteristics of the air-

craft and control systern using a sirnple tirne lag transfer

function.

(6) Hovering stability and control.

General conclusions which can be drawn frorn these studies are

as follows:

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

be satisfactorily developed to provide flyi-ng qualities sirnilar

to those of conventional airplanes"

(ii) There is sufficient control power in the jet controls to achieve

stability over the whole flight range up to extrerne altitudes

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

a l t i t u d e ( g O- t 0 0 , 0 0 0 f e e t ) .

(iii) In contra-distinction of the aircraft of Fig. 1, Page 4, there

are no gyroscopic reactions on the aircraft frorn the rnain

rotors, since these are balanced by the contra-rotation; and

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

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

have already been described-in section 5" 1.4.

I JUNE, L956 77
A'/R O 4'NCNA F7 T'/W'TED

. PROIECT 1794
5. Z. 3. NOTE: The Work Staternent for the contract calls for study into
(Cont'd)
" The effect of flow distortions on bl,ade vibration and

engine perforrnancerr . This is no longer applicable to the

subject aircraft in its present forrn. Therefore no anal-

ysis has been rnade.

5.2.4 Aircraft Perforrnarlce: Estirnates for perforrra-rrce have been rnade

for the subject aircraft at each developrrrent stage, consisting

principally of thrust and drag analyses and estirnates and calcu-

lations of the resulting perforrnance characteristics"

The perforqrance of the six viper research aircraft project 7o4t'

"

is superior to the earlier designs by a wide rnargin.

Drag analyses have now been confirrned by supersonic tests and

the resutting perforrrrarce has already been surnrnarized earlier

in this report under section 4.3, Figs" 9 through 11.

5.2. 5 Radial Flow'Feasibility: A considerable arnount of design study

has been carried out in developing the desired type of propulsion

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

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

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

urations explored. Briefly, the initial proposal of Fig. 53 fitted

three viper engines with thdir jets facing outboard and exhausting

over srnall arcs of the periphery. A large percentage of the rnass*

I JUNE, 1956 U
AUzO

HOVERIf.
FLIG

FtG.53

CUTAWAYOF 3 VIPiR DUCTED

FAN A/C
548 -17 94-

*FCRF 79

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

PROfECT 1794

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

PROfEC I 1794
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82

a
AVPO A'RCRAFT
"/14'TED
PROIECT 1794
5.2. 5 flsw was bLed frorn these engines, separately cornbusted and
(Cont'd)
exhausted through a large diarneter turbine attached to the tip of a

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

53. A large rrrass flow of air was driven through the wing by this

irnpeller and, with provision for secondary cornbustion, exhausted

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

flight the impeller was by-passed altogether and the aircraft

becarne a pure rarnjet. It was thus strictly a highrnass flow ducted

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

difficulties with the irnpeller turbine arrangernent, expected poor

transition characteristics, and low thrust at subsonic speeds were

principal objections to this scherne.

In the aircraft of Fig. 54 a single large centrifugal irnpeller \nas

used and driven by four RolLs Royce R.B. I08 engines; mounted

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

exhausts facing upwards and used as gas generators to power a

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

part of the centrifugal irnpeller. Considerable analysis of this

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

The arrangernent appeared very prornising, the principal objection

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

of the turbine exhaust.

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

I JUNE, L956 8:
 A'RCRAFT I|/J4'TE"

PROIECT 1794
5.2. 5 reversed to exhault downwards through a relatively srnall diarneter
(Cont'd)
axial flow turbine. This turblne was rrrollnted on a central shaft

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

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

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

tion gear was required to transrnit in the region of 15,000 H.P.

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

These devetoprnent problerrrs appeared quite rnanageable. How-

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

any alternative sufficiently short to fit uprlght in the srnall

research airplane, was rather doubtful. A dgsign was therefore

!

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

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

the alrcraft sf Fig. 4, Page 82.

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

lmpeller has been split lnto two halves rnounted directly off a

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

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

irnpellers through a radlat in-flow turbine exhausting downwards.

Project 704 thus avoids a development problem of a very large

reduction gear and provides a superior tmpeller structure and

bearing arrangernent. This propulsion system is different frorn

the earller design ln that the engine tntakes are pressurized by

I JUNE, T956 84
AVRO A'RCRAFT L'/W'TED

- PROIECT 1794
5.2. 5 the rnain irnpellers so that the propulsion unit therrnodynarnically
(Conttd)
resernbles a two spool by-pass gas turbine. To provide high static

thrust efficiency, and the very large air swallowing capacity

required, the by-pass ratio is very high (5 to 1). An analysis of

the thrust and specific fuel consurnption to this power plant over a

wide range of operating conditions is presented in Area Report

No" s (AVRo/spc/TR14)"

The static thrust efficiencv is illustrated bv t h e c h a r t F i g . 56:

this chart shows four rnethods of obtaining I 2,000 lb. vertical

lift (without ground effects) lying on a curve illustrating the vari-

ation of H. P. required with " jet' rnass flow. Most efficiently,

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

jet is the whole flow passing through the rotor. The next alter-

native is the convertaplane shown which has a rnuch srnaller rotor

andrt jet" but also has a greater speed range. In direct jet lift

(4) very concentrated jet is used but this is seen to be extrav-

"
agant in H. P. required and fuel consurned. Project 704 is repre-

sented as requiring less than half the H"P. of direct high energy

jet lift. It is clear frorn this curve, however, that sorne cross-

over point occurs where the " jettt is ducted within rather than

around the aircraft and a large internal rnass flow can still be used

for static lift. Equally when.the large mass flow can be ducted

through the aircraft it can also be reheated to produce a very large

installed thrust. 85

I JUNE, T956
-,
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
(no onouruoerrecr)
I
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( TUR Bo - c o N T lI A . p n o p ) A P R )x.
= qnfl M D IJ I IMIT

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86

a
 FINANCIAL STATEMENT

I JUNE, T956
 PRO,ECT 1794
6. TABULATED LABOUR & COST SUMMARY

The cost surnrnary covers the period July Ist, 1954 to June lst, 1955 and details

separately the costs incurred during the anticipatory period - July lst, 1954 to

April lst, L955. The rnanhours and costs of each of the five areas of Investigation

incurred during the contract period - April Znd, 1955 to June 1st, 1956 - are as

follows:

AREA OF INVESTIGATION MANHOURS cosT TOTAL

Air cushion Effect

:r:"""rt", z,395.00 #tz,ozr.76
Manufacturing r , 8 7 7. 5 0 L r , 5 0 7 .2 3
4,272.50 S z+,szl.99
Stability & C o n t r o l A n a l y s i s
& Test
- Engineering 24, 080.00 fi tn,430.l r
- lvlanufacturing 3 3 , 7 75 . 0 0 r 8 7 , 5 0 ? .2 7
57,855.00 324,932.38

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

System Test
- Engineering 4,246.25 fl rg,406.63
- Manufacturing 6,870.75 42,710.44
tl,117.00 62,Lr7.07

Airplane Performance Analysis

&rest
2,776.25 il tn,z3g.85
: i,H.l,::l[l", 6 0 3 .? 5 3,L59. ZZ
3,379.50 1 7 , 3 9 9 .0 7

Radial
Flow'":
4,097.25 # z + , 9 3 38. 8
Hild:r[{": (r3.,6Z^)
4,097. 25 2 4 , 9 2 0 .2 6

80,7Zt.25 $ +55,897.77
t l_-___'-*

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

to cover the cost of producing the rernaining reports required under the terrns of

the contract.

I JUNE, L956 88
AURO

Anti<

Air (

Stabi

Air I

Airc:

Radir

EN

Antic

Air (

Stabi

Air Ir

Airc:

Radir

MI

GF

A1,
TABUTATED
TABOUR,ANDCOSTSUMMARY
JULYl, 1954- JUNEl, lg56
89
A t/t?a

|/I
4,

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C H A R TN O . I
90
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C H A R T . N O6.
95
A VRO A'RCRA FT IT/J4'TEO

PROfECT rf94
7. DEVELOPMENT AND PRODUCTION ASPECTS

Project 704 is rnuch simpler to rnanufacture than rnore conventional type

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

syrnrnetry of forrn, there are a greater nurnber of identical detail parts

and cornponent assernblies than there are in a conventional type of aircraft,

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

quired to build the rnachine. Processing tirne is reduced and a very

econornical ratio of tools per detail part is achieved.

The airplane is broken down into six identical segrnents, each containing

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

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

segrnents and these, when rnarried up, constitute about 90% o|the total

airfrarne. The symrnetry of forrn and repetitive construction leads to

econofiIy throughout developrnent; not only is tooling econornical but design,

planning and all phases of developrnent tirne are reduced.

Developrnent of Project 704, as currently envisaged, is to proceed with the

construction of a single prototype in the shortest possible tirne with only

essential pre-flight developrnent tests being carried out. The prototype

will initially be constructed without the outer cornbustion; the initial test

flying will be done 'rcoldrr, proving the aircraft through the vertical take-

off, ground cushion transition and low subsonic speed regirnes. It is

envisaged that developrnent of the rnaih cornbustion systern will proceed

concurrently however, and cornbustioa will 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. The subsequent aircraft

rrlay errrploy developed Viper engines or alternative power plants in a

sirnilar category and will probably be of all steel construction.

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

turbine, but the central portion of the aircraft will be constructed princi-

pally of light alloy. A prograrnrne of work covering the tests expected to

be required, 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 Test Prograrn

8.1. 1 Wind Tunnel Tests

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

t/Z3ra scale supersonic force rnodel. Re-design the air evacuation

systern, coordinate installation and conduct tests to cornplernent

the prograrn already cornpleted. Reduce data and prepare reports

(approxirnately 60 hours tunnel tirne required).

Further testing is required on Supersonic sting rnounted r /40 scale

rnodel to obtain transonic corrlponent drag data.

8.1.1.2 - Design and rnanufacture a half-

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

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

rnodel for installation ln the l0 foot diarneter transonic tunnel at

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

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

rnounting, balance devices and suitable instrurnentation for force

and pressure rneasurernents. Coordinate installation and conduct

tests in accordance widh a prepared prograrrr. Reduce data and

prepare reports. (Approxirnately 200 hours tunnel tirne required).

8 . r . 1 . 3 Subsonic Tests and Analysis - Overhaul and rnodify the existing

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

trol rnounting and instailatioir. rig. Revise the instrurnentation,

I JUNE, 1956 98
A VR O A'RCRA FT I'/J4'TED

PRO|EC T 1794
8, l. 1.3 coordinate installation and conduct tests in the 20 foot Massie
(Conttd)
Mernorial tunnel at Wright Air Development Centre to cornplernent

the prograrn already cornpLeted" Reduce data and prepare reports.

(Approxirnately 200 hours tunnel tirne required).

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

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

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

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

lffright Air Developrnent Centre is suggested). Design and rnanu-

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

rnentation for pressure and rnass flow rneasurernents. Coordinate

installation and conduct tests in accordance with a prepared pro-

graln. Reduce data and prepare reports. (Approxirnately 50

hours tunnel tirne required)"

8. 1.1.5 Srnall Scale Wind Tunnel Tests - Design and rnanufacture srnall

scale rnodels as required for testing in the Cornpanyts lStr x 18"

low subsonic and 8rr x llt' supersonic wind tunnel. These tests

will be of a rninor nature and no general prograrnrne is envisaged

at this tirne but data will be analysed and reports prepared.

8. L. Z Ground Effect Tests: Design and rnanufacture a Z0 " scale rnodel

incorporating discrete circurnferential jets with air intake and

centre exhaust, and an installation rig to suit the Cornpanyrs air

I JUNE, L956 99
AVRO A'RCRAFT IT/W'TED

PRO|ECT 1794
8.1. 2 supply facilities, cornplete with balance devices and adjustable
(Contrd)
artificial ground" conduct tests, reduce data and prepare reports.

8. l. 3 Internal Flow Tests:

8 . t . 3 . L Air Intake rnternal Flow - Design and rnanufacture a r/stin scale

internal flow half rnodel (upper air intake only) for static suction

tests, using a viper engine at the cornpany's facirity. Design

a suitable installation rig and instrurnentation for pressure and

rrlass flow rneasurernents. conduct tests, reduce data and prepare

reports.

8. r. 3. Nozzle End Loss Test Model - Design and rnanufacture a I/3rd,

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

suit the cornpany's air supply facility, and an installation rig with

rnodel rnounting, balance devices and suitable instrurnentation for

force and pressure rneasurernents. conduct tests, reduce data

and prepare reports.

8 . r . 3 . 3 single Engine Intake and Exhaust rests - Design and. rnanufacture

a reverse flow cascaded air intake duct and an engine exhaust full

scale diffuser fantail, both for installation on the viper engine at

the cornpany's test facility. Design and. rnanufacture suitable

instrurnentation for pressure and ternperature rneasurernent.

Conduct tests, reduce data and prepare reports.

8. 1.4 Propulsion systern Tests aneo*glitiggtig-: Design, manufacture

I JUNE, tg56
100
AVRO A'RCRAFT T'/WTTED

PRO' EC T 179{t
8.1. 4 and erect at the Cornpanyts facility a full scale 6 Viper test rig,
(Cont'd)
consisting of a cornplete representative inner portion of the air-

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

centrifugal irnpellers. This will include the cornplete inner wing

assernbly, the cornplete upper and lower fuel tank assernblies and

the centre part of the upper and lower air intake assernblies.

Design and rnanufacture engine rnountings, intakes, exhaust dif-

fusers accessories location et al, to perrnit the installation of the

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

systern to perrnit test operation of the 5 engines frorn the

Cornpanyrs test house.

Design and rnanufacture fire protection systern; the control systern

to be capable initially of operating the 5 engines from the test

house and ultirnately frorn a ternporary aircraft cockpit set up on

the structure erection"

Design and rnanufacture the necessary electrical system capable

of handling the engine accessories and fire protection control frorn

the Cornpany's test house, (and ultirnately frorn the ternporary air-

craft cockpit).

Design and build a test site and test stand with suitable security

and safety precautions at the'Cornpany's fa.cility, cornplete with

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

I JUNE, T956 l0r

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

PROfE C T 1794
8. r.4 rnodify, as necessary, the Cornpanyts existing test ho us e.
(Cont'd)
:

Design and rnanufacture suitable instrurnentation for pressure, rnass

flow and ternperature rneasurernents and engine irnpeller control. Pro-

vide for installation of the upper and lower centrifugal-impeller

and turbine assernblies. Conduct tests in accordance with a pre-

pared prograrnrne, reduce data and prepare reports.

Redesign and rnodify, as necessary, in the light of test results

obtained, and conduct qualifying tests for experirnentaL flying,

B. 1. ) ,

8 . 1 . 5 . I Oscillation Rig and Shutter Box - Design and rnanufa.cture a jet

control shutter testing rig with sirnulated aircraft control systern.,

the control stick, or its equivalent, operated by a power driven

oscillator, and using the Cornpanyts air supply facility. Conduct

developrnent tests of the shutter control systern, as required,

reduce data and prepare reports.

'lYing
8 . 1 . 5 . 2 outer Segrnent and Control Systern - Design and rnanufacture

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

lower shutters for installation on the fu1l scale 6 Viper propulsion

systern test rig. Design and rnanufacture the aircraft shutter con-

trol systern for installation in the outer wing segrnent, cornplete

with rnain control valve and pilot stick in the ternporary aircraft

cockpit.

]. JUNE, T956 L0z

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

PROIE C T 1794
8.1. 5.2 Design and rnanufacture a suitable oscillator and instrurnentation
(Cont'd)
for pressure and frequency rneasurernents to connect to the pilotts

stick.

Conduct tests in accordance with a prepared prograrnnre, reduce

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

the light of test results obtained, and conduct qualifying tests for

experirnental flying.

8.r.6 C ornbustor Systern Developrnent:

Design and rnanufacture a cornbustion systern testing rig, basic-

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

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

Lirnited, Nobel facility. Design and rnanufacture a suitable fuel

systern" with control systern and storage. Provide suitable instru-

rnentation for the rneasurernent of pressure ternperature and rnass

flow. Conduct tests in accordance with a prepared prograrrlme,

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

sary in the light of test results obtained and conduct qualifying tests

for experirnental flying.

8.2 Design Study and Theoretical Analysis

The following design study and theoretlcal analyses are considered

appropriate to the next phase of developrnent,

8.2. 1 Weapon Systern Design Studies: Carry out prelirninary design study

I JUNE, 1956 r 03
A VR O A'RCRA FT T'/J4'TEO

PRO IEC T 1794

8.2. 1 to apply the AVRO AIRCRAFT LIMITED vertical take-off design
(Cont'd)
concept to the following weapon systerns:

(i) Reconnaissance

(ii) Interceptor

(iii) Tactical Bornber

Prepare reports which will include drawings showing suitable space

provision for carrying equiprnent appropriate to the above roles,

weight analysis to include such equiprnent and performance data.

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

landing and turning perforrrrance and range profiles with appropriate

allowances and payload.

'\iYeapon
8.2.2 systern Developrnent plani prepare a report giving esti-

rnated tirning and costs for the rnanufacture and developrnent of

prototype reconnaissance aircraft broadly as specified by (i) above.

The report will specify and describe the aircraft, rnaterial facili-

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

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

Developrnent Plan.

8.2. 3 stabilitv and control Analvsis: Analyse and deterrnine the flight

behaviour of the aircraft in response to gusts or piLot dernand

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

rnechanical cornponent perforrnance as obtained frorn tests

described in section 8. l. 5. -

I JUNE, 1956 r04

 .ltncPAFr Lt/l4rrED

PROfECI 1794
.
8.2.4 P""p"l"i"r Syututr a Extend the existing propulsisn

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

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

characteristics for the Viper engines and rnore cornprehensive

analysls of expected power turbfuse characteristies.

I JUNE, 1956 105

 PRO'ECT 1794

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I JUNE, L956 110

AURO A'RCRAFT I'/W'TE"

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1 JUNE, 1956 tll

AVRO A'RCRAFT L'/14'TE"

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