This report summarizes work completed under a contract to study the feasibility and design of a proposed vertical take-off and landing (VTOL) aircraft called Project 794. Testing and analysis showed that controlling the aircraft's stability and motion using propulsive jet exhaust from six radially mounted engines is feasible. The aircraft is expected to have satisfactory handling characteristics throughout its flight envelope from ground cushion take-off to supersonic cruise. Performance modeling indicates the design could achieve speeds between Mach 3 to 4, a ceiling over 100,000 feet, and a maximum range of around 1,000 nautical miles. Additional flight testing is recommended to fully validate the predicted performance.

1. €f€tFF
PROJEC1T7 94
FINATD EVEIOPMENSTU MMARYR EPORT
2 APR|I - 30 MAY t956
USAF Conrroct No. AFg3(600)30t6l
t. D. No. S6-RDZ_199s4
A VR O A /P CRA trT T//T///rED

2. :U
SECURITY WARNING
This docurnent is intended solely for the reci,pient and such persorrs as have rceen
delegated to use i t in the course of their duty and rnay be used i n connection with
work perforrned for or on b e h a l f of the united States Air Force.
The transrnission, unauthorized retention, destruction, or the revelation of its con-tents,
i n 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, t i t l e 1 8 , U. S . C . , sections 793 ar'd 794.
This copy has been issued by Avro Aircraft Lirnited, Malton.
To-
Date -
Copy No. - 1
r. D. 56 RDZ r99c4
I JUNE, 1956 -SECRBF-

3. 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:
Special Projects Group
Avro Aircraft Lirnited.
The nurnber of pages in this
Illustration sheets is LL4
I JUNE, 1956
report, including the Title,
Engineering Manager
Special Projects Group
Avro Aircraft Lirnited.
Table of Contents and
I. D. No. 56-RDz-Lggs$
J;C. M. Frost
Chief Design Engineer
H. C. Moody
-€E€R:E*F-

4. 1.
2.
3.
4.
5.
TABLE OF CONTENTS
SUMMARY
INTRODUCTION
PROGRESS OF THE DESIGN
PROJECT 704
4. L Description
4.2 Operation
4.3 Perforrnance
DISCUSSION OF' ACTIVITIES
5 . I Test Results
5. Z Design Study & Theoretical Analysis
F'INANCIAL STATEMENT
DEVELOPMENT AND PRODUCTION ASPECTS
NEW PROGRAMS REQUIRED
8. I Tests Prograrn
8. Z Design Study and Theoretical Analysis
TANULATED SUMMARY & COST FORECAST
-€ECR-E{tr
PAGE
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I JUNE, 1956
I. D. No.56-RDz-19954

5. 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 i s reviewed and
the progress of the design i s 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 l 8 to 24
rnonths i n the total arnount of $3, I68,000.
1 JUNE, 1956

6. 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 f l a t vertical take-off and landing aircraftr', of a
new type proposed by AVRO AIRCRAFT LIMITED: together with substan-tiating
tests. This contract i s 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 i n detail in ten rnonthly progress
reports of which the first group were surnrnarized in an interirn develop-rnent
surnrnary report. The whole period i s covered by this f i n a l 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

7. AVRO A'RCRAFT I'/WTTED
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 i s described in general terrns in the next section.
-3.
PRO|ECT 1794
I JUNE, 1956

9. A VR O A'RCRA FT LT/14' TED
PROIECT 1794
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11. PRO'EC:] 1794
A UR O A'RCRA FT L'/W'7-EO
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PROfECI 1794
4. PROJECT 704
To distinguish
undertaking to
Project 704.
it frorn the work
build the aircraft
covered under contract on project l?94 the
is known by AVRO AIRCRAFT LIMITED as
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
i n 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 l b .
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

13. A UR O A'PCRA FT T'/14'7EI'
PRO'ECT 1794
UPPERIM PEIIERA ND TURBINE
UPPERA ND TOWERI NTAKES
PILOT'SC OCKPIT
INTEGRATF UELT ANKS
FIAME HOLDERS ENGINE INTAKE
OUTER WING FLIGHT CONTROT SHUTTERS
INNERW ING DIFFUSESRE CTION ,/ TURBINEE XHAUST 6 A.S.M. VIPER8 ENGINES
LOWERI MPELTEARN D TURBINE ENGINET AILPIPE
SECTIONA -A
PlAlI YIEW A]ID SECTTO]I THROUGH AIRCRAFI
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14. A UR O IT'RCRA FT I'/14'7ET'
PRO,ECT 1794
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PROIECT 1794
The air is diffusea iritfre wing to a high pressure at the flarne holders
(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 i s essential on this aircraft since the centre of gravity i s in
the rniddle of the wing at r/2 the chord frorn the leading edge, whereas
the aircraft would only be stable without using the controls 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
JUNE, 1956
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16. PRO'ECT 1794
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4"2
(Cont'd)
PRO|ECT 1794
on the bottorn are opened wide.
'Without
adding fuel to augrnent it,
about 20,000 lb. thrust is produced by the jets 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
i s , i n f a c t , increased to possibly 30,000 lb., and the aircraft rises t o
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 i s 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 i s also forecast"
For landing, either a fully vertical descent rnay be rnade, with or
ra
13
1 JUI {E, t956 I

18. A UR O A'PCRA FT Z'/'4ITEo
PRO|ECT 1794
FIG. 8 GROUilD CUSHIO]I EFFECT L4 a

19. AVRO A'RCRAFT T'/J4'TET'
4.2
(Cont'd)
4.3
PROIECT 1794
without thrust augrnentation frorn a hot rnain jet, or a steep approach
path to the ground chosen. Transition to the landing condition frorn
in-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.
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
Supersonic ceiling
Altitude for norrnal acceleration
of 7.33g i n a steady t u r n 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 f e e t (Fig I l) l, 000'naut.
rniles
(nig 9)
(rig t o)
:
Mach p. 0
94,000 feet
I JUNE, I956 t5

20. ,4'*PCRAFT 2'/14'TET'
,+"3
(Cont'd)
Take-off and landing
PRO'ECT 1794
VTOL
I JUNE, 1956 16

21. AVRO A'RCRAFT T'/W'TED
PRO.|ECT 1794
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PROIECT 1794 DRAG AND TIIRUST
35r3OO .FT.
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22. ALTITUDE
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90, 000
80,000
70, 000
60,000
50,000
40,000
30,000
AIR CRAF 'T WE GHT = zI700 l b :
AIR CRAF
- 227
TWE
t0 l b -
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
GHT
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24. 'q VR O /ZI'R CR.4 F T I T/V'' TED
PROIECT 1794
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 l 5 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.
* NOTE: 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
3 Z % thickness/chord ratio wing. Corrections have
been rnade to the perforrnance quoted to account for
5.
I JUNE, Lg56
the difference.
20

26. A UPO A'RCRAFT I'/J4'TED
PROfECI 1794
FIG. t3 116 SCATE SUBSOI|IC mODEt
z2

27. A URO /A'RCRAFT I'/W'TET'
PRO|ECr 1794
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29. A'RCRAFT Z'/W'TE"
5 . 1 . r.1
(Cont'd)
- PROfECI t794
Because of the large nurnber of variables - speed, transition con-trol,
pitch control, jet thrust, intake flow, ground position and angle o1
attack - a very cornplex prograur was required, which took longer to
cornplete than was 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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5 " I . i " I
(Cont'd)
accuracy data would be regarded
the transition flight path.
PROIECT 1794
as valuable confirrnation of
(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. l 8 and l 9 ) .
(ii) A L/23 scale* reflection plane f,orce rnodel,with air intake, j e t
flow and control position sirnulation. (Figs. Z0 and ZI).
* See footnote at bottorn of page ZO.
JUNE, T956 zl

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:,
.$
R
.i
z
q
o
=
Er3= o639 z-66
32 aR
222->
tPrs?
e I { o 9821
t
uol
()
z
, 4
6
Fzu:o
=
ozT
( J U
F c l
a f
E V
-< E
L 91)
2U=o
= u
oo
=?
do
r# <6
; ; N N N N C !
; - i o o o o o
6 ( ' o ( . ) F r c )
v Y Y V Z ! Z
6 th tt, tt, tn .n
O P a N = N
i 62 E
3 o6gn I
A;Z>X'
72,ct;e - "
; g i zlix i.
i 6 = Z;z ogseH&
g;'qgXb
>*
'N*
FIG. 19 PERFORMANqMFO DETN O.4IzI

34. AVRo/SPG/TR 6
FORf,ARD UPPER SURFACE OF THE WRCID CONFIGURATION
AS INSTALLED IN THE M. I. T. . N. S. L. SUPERSONIC 4IIND TUNNEL
1 5 , 1 0 - 1 7 9 . 1 - l
FIG.18 REAR VIEW OF
IN THE M . I . T .
THE WRcrD CONFTGITRATTON AS TNSTALLED
- N. S. L. SUPERSOMC WIND TUNNEL
29

36. A'/R O 4'R CRA FT T'/I4'TET'
PRO|ECI 17.14
FIG. 2I SUPERSO]IICFORCE TODET
3Z

37. AVRO A'RCNAFT I'/'4'7ED
5"r"t.2
(Cont'd)
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.
( F i e " 2 8 ) .
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.
JUNE, T956
( i i i ) A 2/25 scale* air intake pressure
zz - 23).
PROIECT 1794
recovery rnodel" Figs.
33 a

39. A VR O A'R CRA FT T'/]4'TED
PROIECT 1794
FIG. 23 SUPERSOTIIC ATR I]ITAKE MODE1 I]ISTATIED
35 a

40. N
N
r- o
_l N
F<
OU
6
H 1 7
tsE
- <l I
t-{ O-
-a
H- .z
A t - oH r {
E{ in
<5
o /
o
7.
>9 Fr4
5 l i $ FHO
a
lF.',H
a;
Jpq
>S
=a H l
l r I II
N /
/ ,l-- o
r'
o
i f
V /
I o
i
I
t
. $
t
l*
r - o r r ) $ ( a N o N | . o
l l l
H - o
o0
'W = ZOOOOLB 36 e
FIG. 24 PROJEC T 1794 FLIGHT BfrVBIOPE 4OOOO,

41. 1_=
t:
l-*
l--: t-- l.
€
o
N
F
F
f'l
F
Fi
h
l,
t a I
L
t
a
/ /
N t
r ' l-u t v l-* l*
,
/ /
I I /
l
tr
q
D
H
I O*l
lzi
I Eol
I v-l
I E*l
I /
|F
F{
X FI
F
F
t
, lt
z
F
Fi
J
t
t-!t
-:l
it FzF
t r
I
II
zc
a
F{
tr
E-{
o
HJ
F
@ f - C | . n . i l ( n N N ( n
l t l
o
' h 0
FIG 25 PROJECT L794 F'L.IGHT ENVELOPE 80, OOO 37 e

42. PROIECT
A'/R O A'RCRA FT T'/W'TET'
q
(!, d- .t
(
-
a
-
(
I
_ ( g4
=tr
2ER
t =d
= oE =c
OE
EN
a
or
h
Ir
F
tu
ao4I
Nq
tq
cvuo
o Iq
rNlt)tjl]-o)
@q
o)
38
f=5 :t
gE
E?S E==
F;3
ooE*
?EI
8;C
E?E
PF
:5X- Y l l u r f; B:-
593-
E=E- <06< bPe-
3".t;4
o
$E o<
a1 e^ e,
d4.
urO
2Z
-d
<=
4v
9o,=
ur v) =tr
=j
d r/f
=ErA
E6
fre
a! 7a 6E =a Y. z,
.n$
F9
I t(
z)
j
o
tt/
I f (}
/
{ c
-r- !!
6<
E= lll - NG
- u *?
95 d,
I
o
o

43. AVPO A'RCRAFT I'/W'TED
PROfECT 1794
lfl
c{
-ft fE
- -
-I=u
E(
I 01
: 3= h = Er 1
= 13 E
t >(
d= tE
$:
uX g ei a5
|ft
o
oooegqqqqq
c t o . a t ! o r r t * o i r o {
,1 I
I
'xvwo3/1,
oltvu cvuo/un wnwxw,
a
I
I
39

44. A VR O A'PCRA FT I'/J4'TEI'
PROIECT 1794
Pt
vs. MACH NUMBER
Po
AVERAGE OF 3 HEADS
PRESSURREE COVERY
TOWER AIR INTAKE
AVERAGE OF 3 HEADS
FACTOR FROM
ISEMROPHICT OIAT HEAD
o.9
o.8
o.7
o.6
o.5
r.5 2.O 2.5 3.O
MACH NUMBER Mo
PROIECT 1794 I]ITAKE PRESSURE RECOYERY
FlG. 28
40

45. 5.L.t"Z
(Cont'd)
5.1.1.3
PROfECT t794
(irr) To develop tti. air intake boundary layer bleeding systern.
This is a sirnple cusp below the air entry; several shapes
were tested with indication that considerable further irnprove-rnent
ts possible.
A nurnber of srnall scale tests was carrled out in the contractorrs
lSt r x ISt t low subsonlc and 8t ' x 11t t supersonic open ci rcui 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 JUNE, t956 4t

47. 4u
z
9zo
an
E
U
l6
J Z 29
4g I u.t
9o
zz
o= t n d
EO 6>
e€€g€
43 a
ry
FIG.3 0 INSIATTAIIONO F SUPERSONII.CIN ERIN AVRO SUBSONICEJ ECTOWR IND TUNNET

48. oz
l
4
=
tr
d,
z>oT
a,/,
oz
4, o
U
6-
=
FzU
=
tt,
6
Y(J
F
Ln
q
z
e, oF
(J
6
z
z
I
E
t/, o
u
dN q
=
=z
o
Fz
4=
=
1TU
=
/,
uF
sd
* z
<o
3u
a/,
ze
Ud
4
,^
@tl
0//
Lu
g
9
tn
Uzz
F
c
an
d,
6 -
=N
*9
e,
U
ts q
f r =
YO
d = o<
z
o
FtG.3 l No. r/t/l
AIR CUSHIONE FFFCIMS ODEL
ffi Itz

49. z
3
o
tt7
oz
E, o
FzU=F
v,
l
Z
I
F
4o
H3 U F
a9t En{ }
Eu 2=
="== 5
Ha
4i
r qH
e9
E, E
8-N HTN TNH
: NIN N'N f]
TN NNN .ilNII
* Nffi $.ilU
AW W*
VV
d, u
u=
i:- O ==
z
6
zq=o
=
ozt
I=
L
*9z-gn
> F a <
u:
ue
9
ts
F
tt)
uzzf
,t6
= d , +< x
U
tzra-t 7g+
FfG.3 2 STAB|UTYA ND CONTROTM ODETSN O. 213/4,2/s/8 AND2 lsls
45

50. NOTE:
FORT UNNELS TATIC
REFS. EEI LLUSTRATION
OF WIND TUNNEL
ANGLE OF
,ATTACK
)
1./
INTAKE
EVACUATION PLENUM
MODEL SUPPORT
RtG DRWG. NO. 56SK21339
AND 60SK30081
MODEL DRWG. NO. 63SK2I339
AND SK3OOSI
20" DIA. MODEL
I tl
EXHAUSTN OZZLEA tR SUPPLY.
?/
7;^.
DYN ^M,METEy/,,,,.
::::::::"]2:*.-' PYLON PITOTIREFERENCE
AIR INTAKE
.EVACUATIOND UCT
APRIL T5, ]956
,AIR BEARING
46
FrG.33 srABrurya t.toc oninot MoDErN. o. 212/4

51. rn
5NN
O , u =2
6 * ?;
! u ,
1;
90
az
oo
il
g
rn
u
FN
9- -)
p {
a / ) L
- d ,
a =
i ( 4
ux du .
4 oq t s J
>z
KO
Jr
g
q
F
u
F
d, sq
rn
=
:
z
A
d,
47
FfG.3 4 STABil.TTAYN D CONTROTM ODETN O.2l4/r

54. a>
H6
f F p6
Y J a g;
o.^
. . = Y
u < q
l Z u .
Yd9 F U
U U
-/2 3-|;E
-t-3
6 . L
e r
u
FNoz
U'
T
xu
u
(J
zu
d, u4r
e
9
al',
Uzz
Revised May I 8 , 1956
u()
zr
s
FfG. 37 STABil.rTyA ND CONTROLM ODEr NO.2/qt2(WItH TWO DEGREEOSF FREEDOM)
6"
@lt
*
50

56. AVRO 4'RCRAFT T'/W'TED
PROIECT 1794
FIG. 39 iNTERNAL FLOW INTAKE MODEL
52

57. A'/RO A'RCRA FT 2'/14'TE''
5 . I . r . 3
(Cont'd)
PnofECT 1794
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 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.
1 JUNE, 1956
(ii) In forward flight pressure recovery to the front and rear
53

58. A VR O A'RCRA FT TI/14'7EO
5. 1.1.3
(Cont'd)
5 " I . 2
- PROIECT 1794
sectors was satisfactory but flow distribution was unsatis-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.
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 r i g .
The f i r s t series ( r i g s . 40 and 4I) was done on l 0 ' 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],'.eu nsatisfactory 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

65. FOR ILLUSTRATION
OF TESTR IGR EFER
TO MODEL NO. I/9
PYLON PITOT
REFERENCEP ROBE
UPPERS URFACE
EXHAUSNT OZZLE
AIR SUPPLY
RrG DRWG. NO. SK2l295
MODEL DRWG. NO. 9OSK2I295
TRIANGULAMRO DEL1 I.22" SIDES
PYLONS TATICR EFERENTCAEP
AIR FLOW
GUIDE VANES
PLYONA TTACHMENFTI TTING
MODELP ITOTP ROBES
LOWER SURFACE
SPACERAN D FLOW
DISTRIBUTOSRT RIP
FLOW DEFLECTOR
FtG.44
ArR CUSHfONE FFECTMSO DELN O. r/26/l
MAY 3, 1956
6r

66. PYLONP ITOTR EFERENCPER OBE
RrG DRWG. NO. SK 21295
MODEL DRWG. NO.77 5K21295
8.80" DIA. MODEL
PYLONA TTACHMENFTI TTING
TAP
PYLONP ITOTR EFERENCPER OBE
RrG DRWG. NO. SK 21295
MODEL DRWG. NO.l9l SK 21295
TRIANGULAMRO DEL9 .2I" SIDES
t MoDENr o. r/r2lr r
EXH,AUSNTO ZZLE
MoDENro r./ r3/r
t
FrG. 45 AtR CUSHTONE FFECT'TS| ODELNS O.l/12 AND t/t3
62

67. AVRO AIRCRAFT ''/W'TED
5.r.2
(Contrd)
that have been carried out are
and 60"
PROIECT 1794
listed i n Fig. 41 and on Pages 59
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 i n free air. The free a i r 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 nozze
(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

68. PRO'ECT 1794
I
rlErrvrvl tvr,4,rEl
r l
P/E,RIPHERAJTE T ONt
Y
WITHINTAKES UCToIN'
2.O
1.5
zo
P l.o
llt
-ttr
=
o.5
o
o.lo o.20 0.30 0.40 0.50 0.60 0.70
HEIGHTA BOVE GROUND.A IRCRAFST PANS
PROIECT 1794 EFFECTO F I.OWER INTAKE
SUCTIOI{ OlI GROU]ID CUSHIO]I EFFECT
FTG. 45
64

69. AVRO A'RCRAFT T'/W'TEI'
5.r"2
(Cont'd)
5.1"3
PROfECT 1794
difference due to the lower surface air intake is regarded as
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.
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 o 5

70. i:'::y,
#44'i::i",
; i ,
.d?'r. I
':'""
"{. x"
'r:i::.,.,
" : i
:lii
.l$h
iW
,!!
'sqr ' , .
:i .,,,ifr,,tH
' i i i &
: . t " .
r , * ' "
t
,f*
1{ t
FIG" 47 SHIJTTER ]]EST' & CSCIL,LATION RIG
o o

71. AVRO A'RCRAFT T'/WTTED
5 . r.3
(Cont'd)
5.r"4
5 . 1 . 4 . 1
foreseen as a
test piece the
in section 8.
PRO|ECT 1794
peripheral segrnent attached to the rnain central
contractor is planning which is briefly described
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.
Air Intake and Gas Exhaust svstern Test: Two of the rnodels
previously referred to i n 5" 1.1 are concerned with the a i r intake.
with regard to the exhaust systerrr, several tests have been done,
as follows:
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

73. .A'RCRAFT TI/I.,'TED
PROfECT 1794
FIG. 49 45O SEGMENT
69

74. A VR O A'RCRA FT I'/,''TED
5 . r , 4 . 1
(Cont'd)
_ PRO| ECr 1794
( i i i ) Diffuser efficiency.
(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

76. 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
FIG.5l Thrust Recovery Tests (Series No. I ) a t Nobel
72 a
1 3 7 2 - t 7 9 4 - |

77. A VRO A'RCRA FT 2'/I''78"
5"1"4.2
(Cont'd)
reinforce the rnornent
supersonic rnodel"
PRO|ECT 1794
augrnentation rneasured on the | /23 scale
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 recorered in the strearn direction by the
right-angled j e t .
(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 a i r 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

78. A VzO A'RCRA F7 I,'/'4'TED
5.r.4.3
(Cont'd)
5. 1.5
5.r"6
PROfECT t794
associated with this type of sharply accelerating variable corner.
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"
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
Radial flow feasibility: No tests have been carried out relative to
the propulsion systern per se"
Design Study ald Theoretical Analysis
Ground Effect: An atternpt was rnade to calculate the ground cush-ion
effect theoretically by assurning a flow structure sirnilar to
that observed. A curve of t[e right general forrn was obtained.
5"2
5"2.L
74 a I JUNE, I956

79. BEARING
RETAINERRO D
PYLON PITOT
REFERENCPER OBE
SHUTTEARN D NOZZTEB TOCK
CONFIGURATIONM ODEI NO, 312712
AIR CUSHION
EFFECTST ESTR IG
LIFT DYNAMOMETER
DRAG LINK
EXHAUSNT OZZLE
AIR SUPPLY LINE
MODEL DRWG NO.
sK 30246
RIG DRWG NO.
sK302lo sHT. l
75 a
FtG.52 AtR TNTAKEA ND GAS EXHAUS5TY SIEM-MODENTO . 3/27/312712AND312713

80. A'RCRAFT L'/J4'TEI'
5 . 2 . I
(Cont'd)
PRO'ECT 1794
However, the high point at half span frorn the ground couLd not be
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
itself a"nd aleo providing cooling. (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 JUNE, 1956 76

81. A URO A'RCRAFT I'/W'TEI'
5.2.2
(Cont'd)
5 . 2 . 3
(") Lateral stability of the aircraft using
equation.
PROfECT t794
a second order control
(4)
( 5 )
Estirnate of the tirne constant of the pneurnatic control systern.
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
altitude (gO -t 00, 000 feet).
( i i i ) 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.
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

82. A'/R O 4'NCNA F7 T'/W'TED
5. Z. 3.
(Cont'd)
. PROIECT 1794
NOTE: The Work Staternent for the contract calls for study into
" The effect of flow distortions on bl,ade vibration and
engine perforrnancerr . This is no longer 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.
5.2. 5
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.
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

84. PROfECT 1794
A URO A'RCRAFT I'/T''TEI'
* *
51
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85. PROfECI 1794
A UR O A'RCRA FT T'/'4'TET'
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82 a

87. AVPO A'RCRAFT
"/14'TED
5 . 2 . 5
(Cont'd)
PROIECT 1794
flsw was bLed frorn these engines, separately cornbusted and
exhausted through a large diarneter turbine attached to the tip of a
single stage axial irnpeller, as can be seen in the drawing of Fig.
53. A large rrrass 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:

88. A'RCRAFT I|/J4'TE"
5 . 2 . 5
(Cont'd)
PROIECT 1794
reversed to exhault downwards through a relatively srnall diarneter
axial flow turbine. This turblne was rrrollnted on a central shaft
and drove a sirnilar large centrifugal 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

89. AVRO A'RCRAFT L'/W'TED
5 . 2 . 5
(Conttd)
- PROIECT 1794
the rnain irnpellers so that the propulsion unit therrnodynarnically
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 i s 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
this chart shows four rnethods of obtaining I
the chart Fig. 56:
2,000 lb. v e r t i c a l
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 i s 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 g r e a t e r speed range. In direct jet l i f t
(4)
"
very concentrated jet is used but this i s seen to be extrav-agant
in H. P. required and fuel consurned. Project 704 i s repre-sented
as requiring less than half the H"P. of direct high energy
jet l i f t . It i s 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 i t can also be reheated to produce a very large
installed thrust. 85
I JUNE, T956
- ,

90. AVRO A'RCRAFT I'/W'TED
4,OOO
3,OOO
2,OOO
l,ooo
o
705-t?94-1
F
tlt
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=
(,
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NTIONAL HETICOPT
. 200 M. P. H. HM|T
.lsr I
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C IIART
PROIECT I'94
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l t F
2 5,OOO 3O,OOO
HORSE POWER
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5,OOO IO,OOO l5,O0O
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FOUR METHODS OF OBTAINING
A NORMAI I2,OOO tB. VERTICAT I.IFT (no onouruoe rrecr)
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coNSUMP roN ru geu/HR. I ROCKET
85 660 t780 7
BIACK PIATE

91. FINANCIAL STATEMENT
I JUNE, T956

92. TABULATED LABOUR & COST SUMMARY
PRO,ECT 1794
6.
The cost surnrnary covers the period July I s t , 1954 to June l s t , 1955 and details
separately the costs incurred during the anticipatory period - July l s t , 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",
Manufacturing
z,395.00
r,877 . 50
#tz,ozr.76
Lr,507. 23
4,272.50 S z+,szl.99
Stability &
& Test
Control Analysis
Air Intake &
System Test
- Engineering
- lvlanufacturing
Gas Exhaust
- Engineering
- Manufacturing
24, 080. 00
33,77 5 . 00
fi tn,430. l r
r87,50?. 27
57,855.00 324,932. 38
4,246.25 fl rg,406.63
6,870.75 42,710.44
tl,117.00 62,Lr7.07
il tn,z3g.85
3,L59. ZZ
# z+,9338. 8
(r3.,6Z^)
Airplane Performance Analysis & rest
: i,H.l,::l[l",
Ra diaFl low'":
Hild:r[{":
These costs ($453, 897.77) together
($Z87,9ZI.ZZ) aggregate t o the t o t a l
I JUNE, 1956
4,097. 25 24,920. 26
80,7Zt.25 $ +55,897.77
t l_-___'-*
costs for the anticipatory period
818. 99 - leaving a balance of funds at
2,776.25
603. ?5
4,097.25
with the
of. $74
3,379.50 17, 399. 07
87

93. A UPO A tRCnA F7 tl/vttrEO
i
the end of May L956 arnounting to
to cover the cost of producing the
the contract.
PROIECT 1794
and this is anticipated to be adequate
$t9, BZ. to. o
reports required under the terrns of
rernaining
I JUNE, L956 88

101. A VRO A'RCRA FT IT/J4'TEO
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 i s 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, i s 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 w i l l 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
PROfECT rf94
96

102. 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

103. A URO A'PCRA FT I'/W'TET'
8.
NEW PROGRAMS REQUIRED
A tabular surrrnary and cost forecast for the following is given in section 9.
Test Prograrn
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^n instal-lation
rig to suit the tunnel facilities, cornplete with rnodel control
rnounting, balance devices and suitable instrurnentation for force
and pressure rneasurernents. Coordinate installation and conduct
tests in accordance widh a prepared prograrrr. Reduce data and
prepare reports. (Approxirnately 200 hours tunnel tirne required).
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,
8.r
8.1. 1
8. r.1.3
PROIECT 1794
I JUNE, 1956 98

104. A VR O A'RCRA FT I'/J4'TED
8, l . 1.3
(Conttd)
PRO|ECT 1794
coordinate installation and conduct tests in the 20 foot Massie
Mernorial tunnel at Wright Air Development Centre to cornplernent
the prograrn already cornpLeted" Reduce data and prepare reports.
(Approxirnately 200 hours tunnel tirne required).
8. t. 1.4 Internal Air Intake Flow Mo{e1 - Design and rnanufacture an lnter-nal
flow air intake rnodel for developrnent of the air intake flow up
to the eye of the 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 i n the Cornpanyts l S t r x 18"
low subsonic and 8rr x l l t ' 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

105. AVRO A'RCRAFT IT/W'TED
8.1. 2
(Contrd)
l .
t .
8.
8.
3
3.L
PRO|ECT 1794
supply facilities, cornplete with balance devices and adjustable
artificial ground" conduct tests, reduce data and prepare reports.
Internal Flow Tests:
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
r e p o r t s .
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.
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.
Propulsion systern Tests aneo*glitiggtig-: Design, manufacture
8. r. 3.
8.r.3.3
8 . 1.4
I JUNE, tg56 100

106. AVRO A'RCRAFT T'/WTTED
8.1. 4
(Cont'd)
PRO'ECT 179{t
and erect at the Cornpanyts facility a full scale 6 Viper test rig,
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 l 0 r

107. A URO A'ACRA FT I'/14'7ED
8. r.4
(Cont'd)
1 .
1 .
8. 1. 5.2
rnodify, as necessary, the Cornpanyts existing
:
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,
,
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.
outer
'lYing
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.
PROfECT 1794
test house.
)
5 . I
B.
8.
]. JUNE, T956 L0z

108. A'/R O A'RCNA FT I'/J4'TED
8.1. 5.2
(Cont'd)
8. r.6
8.2
8.2. 1
Design and rnanufacture a suitable oscillator
for pressure and frequency rneasurernents to
stick.
PROIECT 1794
and instrurnentation
connect to the pilotts
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.
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.
Design Study and Theoretical Analysis
The following design study and theoretlcal analyses are considered
appropriate to the next phase of developrnent,
Weapon Systern Design Studies: Carry out prelirninary design study
I JUNE, 1956 r03

109. A VR O A'RCRA FT T'/J4'TEO
8 . 2 . 1
(Cont'd)
8.2.2
8.2. 3
to apply the AVRO AIRCRAFT LIMITED
concept to the following weapon systerns:
(i) Reconnaissance
(ii) Interceptor
(iii) Tactical Bornber
PROIECT 1794
vertical take-off design
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
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.
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

110. .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

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1 JUNE, 1956 101

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I JUNE, 1956 109

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I JUNE, L956 110

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