'N'!'ffJ.W .'i CRlAf'aiitlll'-. '.~~";/ · SA,UNDERS-ROE. ·tstR.lfl Single-seat water-based fighter The Saunders-Roe S.R.A.l ~as the world's first jet-powered flying boat. Of rather conventional and well-tested design, the A.l was built to a specification calling for a twin jet single-seat water-based fighter. Although not placed in quantity production, this pio neer of high-speed flying boats helped solve several problems that were the main barriers in building water-based jet aircraft that could provide competition to their land based counterparts. Considerable knowledge was gained for further development of water-based fighter aircraft. The first prototype S.R.A. l flew for the first time on July 16, 1947. Its two turbojets were fed via a common nose air intake and exhausted behind and U:nder the wings. It was provided with two retractable under wing floats to increase water stability. Alto gether three Saunders-Roe A.l flying-boat fighters were completed, all powered by ver sions of the same Metropolitan Vickers Beryl turbojets. The first prototype had two 3250- lb. thrust Metrovick B.l turbojet engines, while the second and the third machines had 3500 and 3850-lb thrust Metropolitan :Vick ers Beryl 2 turbojets, respectively. The nor mal fuel capacity of 425 Imp. gal. could be increased by the addition of jettisonable un derwing fuel tanks. Unsatisfactory performance of the Saun ders-Roe A.l was the main reason for the novel machine's not being placed in quantity production. Maximum speed of the third prototype was about 516 mph, and the ini tial climb rate only about 4000 ft. per min ute. at a time when the majority of the Saro's land-based conternpc:iraries ap proached the speed of sound ( 650-plus • mph) and climbed at rate· of six and seven thousands of feet per minute. Naturally, such "firsts" as the S.R.A.l fighter flying boat,. being revolutionary in concept, fre quently cannot measure up to the standards set by the more _convei1tional competitors, Trend Book 155 but this venture into the unknown was, nevertheless, far from a failure. Undoubtedly the Saro A.l was invaluable to the develop ment of the future designs of ultra-versatile interceptors and that of high-speed water based aircraft in general. It laid the founda tion and with it most of the "bugs" so fre quently encountered in extremely radical types of aircraft could be detected, analyzed and eliminated. And the great value of water-based jet fighters is evident through · the realization of the simple fact that ap proximately ½ of the earth's surface repre sents a landing fieldfor this type of aircraft. It is likely that a whole family of future fighters, based to a great extent on the A.l, and possessing all the versatility of a flying boat, will evolve to comprise a force equiva lent to the aircraft carrier in striking power, but representing a much harder target to destroy. In view of the fact that the vulner- • ability in this atomic age of large naval ves sels such as aircraft carriers has been lately subject to criticism and speculation in re gard to the rationality of commissioning such massive arid relatively unwieldy ships; it ap pears that at least a partial solution to this vital problem could be found in water-based interceptors. Mobile, dispersed over a large area, and, most important, unworthy of an atomic borrib, they can be refueled and even re-piloted from submarines and maintained by the use of mobile dry docks to form an aerially impenetrable, inexpensive defense barrier against . enemy bombers. , • Technical Data refers to the third · A.l prototype. TECHNICAL DATA- Maximum speed: 516 mph. B.ange: App. 1000 miles. Ceiling: App. 40,000 ft. Weight: Loaded 16,255 lbs. Engines: Two 3850-lb. thrust Metropolitan Vickers Beryl 1 (M.V.B.2) turbojets. Arma ment: Four 20-mm. automatic cannon. Wingspan: 46 ft. Length: 50 ft. ■ 81 CANADA AVRO CANADA C.102 JETLINER The C.102 • Jetliner possesses the unique distinc.:tion of being the first jet-powered transport aircraft to be built in North Amer ica, and the first civil jet to Ry on that con tinent. Design work commenced soon after the second World War, in the summer of 1946, and two Rolls-Royce Avon turbojets were initially proposed for installation in this sophisticated design. However, as the Avon engines were not available at that time, four Derwents had to be installed, which necessi tated some modification of the initial con figuration. The Rolls-Royce Derwent tur bines, which at the time of their installation in the C.102 possessed the longest overhaul life of any turbojet extant, were also in the ranks of the world's most powerful turbo jet engines, and provided the C.102 with a normal cruising speed of 403 mph at -'.30 ,000 ft. This performance, outstanding at its time, was made by J. C. Floyd, Avro designer. The C.102 was first flown on August 10, 1949, and carried a crew of two with seats for a maximum of 50 passengers. Basically a conventional airliner with straight wings and tail surfaces, the C.102 was nevertheless ex tremely advanced for its time, particularly as far as its powerplants were concerned. The four Derwent 5 turbojets were slung under the wings, in pairs, close to the center line of the aerodynamically clean fuselage with a stepped cabin windshield. The close proximity of the thrust lines and the fuselage center line would eliminate powerful asym metric forces in case of a failure of one of the turbojets. The total fuel capacity of 2352 Imp. gals. (this was to be increased to 4006 Imp. gals. on production models) provided the Jetliner with capability to operate over stage-lengths of the order of 1100 miles. All fuel was carried in four integral tanks in the outer wing sections. The maximum climb rate at sea level was 2220 feet per minute. Being the world's second jet commercial airliner ( the British Comet had flown for the first time only 14 clays before the Jet liner took off for its maiclen flight), the C.102 was expected to be produced in limited quantities if political and military commit ments, resulting from the Korean War, had not precluded furth er development. Al though A vro Aircraft Ltd. has studied the possibilities of reviving the development of this early jet airliner and building an ad vanced version with increased fuel capacity, more powerful engines and improved per formance, this machine's commercial poten tial has been definitely lost as a result of the time lag which rendered it obsolete. However, be that as it may, the Jetliner has provided considerable service in the form of adding to the store of civil jet opera tional know-how, a knowledge as invaluable to the progress of aviation as is aeiudynam ics itself. In particular, the C.102's service as a high-altitude observation platform was of consequence in the development of several versions of the CF-100 all-weather fighter. Having completed a series of trials for re search purposes, the Jetliner prototype was scrapped, so that there is no aircraft of this type Hying today. TECHNICAL DATA - Maximum speed: Cruising 458 mph. Range: Normal 1250 miles. Ceiling: App. 40,000 ft. Weight: Loaded 65,000 lbs . Engines: Four 3600-lb. thrust Rolls-Royce Derwent turbojets. Arma ment: None. \Vingspan: 98 ft. 1 in. Length: 82 ft. 9 in. ■ Fifty-passenger airliner ,....... TUPOLEV TU-104 Seventy-passenger airliner On March 22, 1956, the Tu-104 was re , vealed to the West in first prototype form when it brought General Serov to London. Apart from being Soviet Union's first jet-propelled commercial transport, it is the only Russian airliner to have appeared in the \Vest since the second world war, be sides the well-known Ilyushin-12 and -14 piston-engined aircraft. Several representa tives of this new airliner type have subse quently visited various countries in Europe and Asia, and it is currently in service with Aerof!ot, the government airline, over U.S.S.R.'s internal routes. Export is contem plated, the machine being a direct competi tor to Great Britain's de Havilland Comet IV. Its appearance provides manifest evi dence that in the field of commercial avia tion the So\'iet Union has made great strides. Basically, the Tu-104 is a civil version of the medium bomber known as the Badger in the V\Testern nomenclature system, differ ing from its military progenitor principally in utilizing a different fuselage configuration - although the plastic visual bomb-aiming nose and the ventral radome have been re tained - and wings attached in a low posi tion, as opposed to the mid-mounted plan form of the bomber. Both aircraft were made 110 a reality by Andrei Tupolev, the most fam ous Russian aircraft designer and one of the pioneers of that country's aviation, specializ ing in bombers. He was awarded a Lenin prize in 1957. Employing a generally conventional de sign planform, this first Soviet jet airliner accommodates 50 first-class and 70 tourist passengers in a fully pressurized cabin. Indi vidual oxygen supply is provided for each seat. The crew comprises a pilot and a co pilot, seated side-by-side, a navigator in the nose section, a radio operator facing to the rear behind the co-pilot, a flight engineer (without a panel) and a stewardess. The location of the entry door is at variance with the established Soviet tradition , it being lo cated on the port side of the fuselage, as is the case with \Vestern airliners, instead of the starboard. The wings, of a limited "cres cent" variety, are swept back at 35 degrees at quarter-chord, with the two large engine nacelles mounted in close proximity to the fuselage, thus eliminating powerful asym metric forces in case of a failure of one of the engines. The 104's turbojet powerplants are probably the most noteworthy features of this airliner. Exceptionally powerful, they provide the machine with similar character istics, in terms of performance, to the British Jets and Missiles Comet, which is propelled by four turbojet units. The M-209 turbojets of the Tu-104 are installed in the rear of the 40-ft. nacelles, the latter having been designed for the longer powerplants of the Badger bomber. All landing gear retracts rearwards, the nose \vheel into the fuselage and main members into streamlined trailing-edge fairings. Trend Book 155 TECHNICAL DATA- Maximum speed: Cruising 497 mph. Range: Stage length 1990 miles. Ceiling: Operating altitude 33,- 000 ft. Weight: 156,000 lbs. Engines: Two 14,8.SO-lb. thrust Mikulin M-209 turbojets. Armament: None. \Vingspan: Approximately 120 ft. Length of aircraft : Approximately 125 feet. • 111 & Ci&r BRITAIN - ....,... AVRO TYPE 711 ASHTON Five-seat research aircraft R emarkable because it is one of the very few multi-seat jet aircraft built ex pressly for research purposes, the Ashton series of low-wing monoplanes were manu factured for the British Ministry of Supply, the first one flying for the first time on Sep tember 1, 1950. The design of the Type 711 was adapted from the earlier propeller driven Avro Tudor 2, and six Ashtons were built, each intended for high-altitude re search of a separate matter. To man the ex tensive recording and testing equipment, a crew of five is carried The following is a brief summing-up of the research duties carried out by each of the six Avro 711 Ashton aircraft that were completed: the Ashton WB490 ( code mark ing) was employed in the field of jet engine research. It was fitted with a special auto pilot installation and external wing fuel tanks. Refrigeration, pressurization, temper ature control and humidification of an air craft were studied in the Ashton bearing the marking \VB491. It too is now converted to jet engine testing by the Napier Co. At the 1955 annual aircraft display at Farnborough in England, this machine appeared with a 13,000-lb. thrust Rolls Royce Company by pass turbojet engine. Installed in a pod under the fuselage, this turbine is one of the latest to be flight-tested with the Ashton. The pod is offset by one foot to the port of the Ashton's centre line in order to pro vide clearance between the engine air in- 60 take and the crew escape chute. The Ash ton V/B492 is used for radar bombing re- , search and has wing installations for either ' bomb nacelles or long-range fuel tanks . . '. Earlier employed for research of brush wear ) at high altitudes, the WB493 has for some i time been flight-testing the "re-heat" Olym- • pus turbojet engine. The Ashton WB494 had a pressurized bombardier's compartment with a belly "pannier" for visual bombing research, while the Ashton code-marked WE670 was used for bomb ballistics re search. It was recently transferred to testing .. of the R.A.14 turbojet for the Rolls-Royce • to the vitally necessary occupation of turbo- jet engine testing. • Searching the depths of the complex fi elds of aircraft electronics and turbojet engines. which are rapidly becoming two of the most competitive areas in the world today, the Ashton series of large research planes have provided the British aircraft industry with much data acquired from the long hours they spent in the air, exploring every useful detail of the equipment they were loaded with. TECHNICAL DATA- Maximum speed: 439 mph at 35,000 ft. Range: 1725 miles. Ceiling: App. 55,000 ft. Weight: Max. take off: 72,000 lbs. Engines: Four 5000-lb. thrust Rolls-Royce Nene turbojets. Arma ment: None. Wingspan: 120 ft. Length: 89 ft. 6% in. ■ Jets and Missiles National Soaring Champ Gordon Oates, last year's winner of the Canadian National Soaring Contest, made it a repeat performance in 1958. It was the tenth annual re newal of the Canadian classic for sail planes, and was again run at the Southern Ontario Soaring Associa tion's Brantford airfield. Oates, an Avro Aircraft stress engineer, was fly ing his own British-built Skylark 3. At the end of the two week com petition held in August, the four top contenders were: i'vfario Overhoff, of Quebec, winner of the first week; Gordon Oates, winner of the second week; Charlie Yeates, and Jack Ames. Although the fly-off was scheduled as the best of three events, bad weather precluded more than one. According to a rule agreed upon previous to the fly-off, in event of bad weather the winner of those events flown would be declared champion. On August 18, Gordon Oates missed becoming the first Canadian to achieve soaring's most coveted ra ting, the Diamond C, by 6 miles. A two-Diamond holder now, (it is neces sary to attain Diamond qualification in three different task events), Oates landed some 306 miles away from his Brantford starting point. His third Diamond requirement is a free dis tance flight of 312 miles. While com peting at the world gliding champion ships at Leszno, Poland, this year, he made a Hight of 296 miles, only 16 miles short of the required distance. Lifesavers Lund Aviation (Canada) Ltd. has been appointed exclusive Canadian distributor of the Winslow Self-Inflat ing Air-Sea Rescue Life Raft, de scribed as being light, compact and inexpensive, and designed for use in aircraft or boats. The raft is made by The Winslow Co., Venice, Florida. Canadian Fighters Sold Nearly 100 ex-RCAF and RCN fighters have been sold by the Crown Assets Corp. to J. H. DeFuria and F. J. Rins, of Dewitt, N.Y., for an un disclosed sum. The deal covered some 60 Mustangs and 40 Sea Furies which, in their time, were the fastest piston driven fighters in the world. The Mustangs were flown by RCAF ReserYe fighter squadrons up October, 1958 _/l /,/{ C.A., /41 FT until late 1956, while the Sea Furies came out of active service with the RCN about the same time. Eventual destination of the fighters is a closely held secret, but speculation has it that some will be going to the Middle East, while others will wind up in South America. New Whittaker Office E. E. Whittaker, electronics manu facturers representative, Arnprior, Ont., has announced the opening of an office to serve central and western On tario. The office will be under the management of J. F. Scammell, 12 Glenmorris Drive, Dundas, Ont. Mr. Scammell has spent several years with CGE on the Pinetree project, and lat terly with Canadian Westinghouse. A Legal Murder? A Toronto aviation lawyer, A. R. Paterson, speaking at the Canadian Bar Association's recent annual con vention posed the question: If some one committed a murder aboard a Canadian airliner over the high seas, could he be brought to justice by Canadian law, or could he escape the hangman's noose? Since the Criminal Code of Canada does not apply to crimes committed in Canadian aircraft while they are crossing the oceans of the world, Mr. Paterson says: "I believe the killer would get off scot-free." He proposed the resolution to the CBA' s air law section: ". . . that the Criminal Code of Canada be extended to apply to Canadian planes while the y ,ire ., ,_ er the high s: ·. 1s . ,,r terri tor y 1h :ll is IHJ I ,:L111rn:d by any other country; such as parts of the Antarc tic." At the present time, Canadian laws apply only to Canadian aircraft when they are flying over land where Can ada has sovereignty. Even a simple case of theft of a wallet could be a knotty legal problem for the authori ties if it was stolen over the ocean. The speaker also suggested that air craft captains be given the same pow ers of arrest as sea captains. Lake Erie Survey Complete Final maps were delivered recently for the first Shoran-controlled offshore airborne magnetometer survey to be made in Canada. The survey was made by Canadian Aero Service Ltd., on behalf of Canadian Kewanee Ltd., who are currently exploring for oil and gas beneath the waters of Lake Erie. The aerial survey was completed early in 1958 and covered an area of 1100 square miles. Aircraft used for the survey was a DC-3 which operated out of Windsor. Two Volkswagon trucks specially equipped with Shoran gear and masts, functioned as ground Shoran stations. They were parked at exactly known positions; both Shoran stations trans mitted and received pulses from the Shoran unit in the aircraft. Use of this Shoran equipment enables the air craft's flight path to be determined to within plus or minus 50 feet. The final maps were compiled to show contours of the earth's magnetic field, and have been interpreted by Canadian Aero's geophysical staff to indicate areas of structural interest SABRELI N ER FIRST FLIGHT: New twin-jet utility trainer and transport, North American Sabreliner, is shown on its first flight, Sept. 16. Capable of carrying up ta ten persons, Sabreliner has 15,330 lb. grass weight. Powered by two GE J-85 turbojets the transport cruises at 500 mph at 45,000 ft., with cabin pressurized at 8000 ft. 0 Length, 43 ft.; span, 42 ft.; height, 16 ft. 75 ~ ;< ;, ~ tcgr:n,tl '-.'orth .\111cric111 ,\rr I )cf.c 11 c,· System. US/\F Maj.-(;en. llarvcy T. .\Inns, clcpntv chid o( s1:rfT f"r pb11, and operations ol ,'-.; ( )IC\I ) , t"icl re porters recently that plans ha ve been presented to the Canadian and U.S. governments for setting up bases in North America of the Boman: 1.M-<,Jbiy the CF-105 Arrow, was made early in 1956. How ever because of licensing delays and a hold-up in the final selection of a guidance system for the Sparrow, the missile still has not reached the pro duction stage. It is considered ex tremely unlikely that operational Sparrows will be aYaila'ble in less than 18 months from now. The CF-100/6 has essentially the same airframe as the CF-100/5, but is fitted out as a guided missi,Je carrier. A further importt:ant point of difference is in the power,plants, whicih in the ca,se of the Mk. 6 are fitted wiuh short afrer:burners, and are known as Orenda 1 lR's ( Orenda 11 's are also used in the Mk. 5, but, not having reheat, the design'ation doe, not haYe the suffix "R"). T1he 11 R. with ad.iter:bumcr !1l operaition, is rated at 9,000 lb. th. for take-off, compared to 7,500 lb. for t'he Orenda 11. "Wright" Iroquois An agreement has been signed be tween Orenda Engines Ltd. and Cur tiss-W righit Co11p. covering rights for tihe manufacture, sale and further de vefopment of Orenda's new Iroquois sUJpersonic turbojet rn the United S't:altes. Announcement of the deal wa·s made jointily Sept. 30 by Crawford Gordon, Jr., pre,s,i>dent of A. V. Roe Canada Ltd. and ch'a·irrnan of the boa,rd of Orenda Engines, arrd Roy T. Hurley, chairman and pres>ident of Curtiss W righ!t. The agreement wh,iclh runs for seven years, also prov,ides fur the ex cih'ange of technical infor.maoion between the two companies. Orenda President W. R. McLacihbn said th1,n vhe agreement, readied alfter m'any months of diiiscussion, is the first of its k,ind ever conduded by a Canadian aero engine or aircraft com pany. Initially, it covers the present !Poquois - widely regarded as an out standing engine because oJ its mecHoy blades. These bla,des are of wide chord to absorb the high power de veloped by the Orion engines. The pro peller opem'tes on the hydromatic prin ciple, using hydrauhc pressure to actuate the pitch-ohange mechanism. New safety features compr,ise an automatic drag.J!imiting control and meclhanical ;pitch-lock. The drag-limit ing system limits the propdler plitoh in event of an engine failure. lit operates on receipt of a mechan,ical si·gnaI from Dhe engine reducDion gear, and by auto matically coarsening the piix:h of uhe propeller, prevents the torque in the engine sha£t from fall-ing >below a pre set value. 11hus propeHer drag is main tained at an acceptable level. The meohanioal pitc!hJlock operates aumma'ticaUy in response to ei>ther los~ of propeHer control oil ;pressure, or to propeller overnpeed. By meclhankaHy checking uncontroHed movement of the hlades towards fine pitch, tlhe lock prevents se11ious overspeeding or high windmilling drag that would otherwise occur. Automatic sync>hrnrhas·ing, wh-ich wiH ensure rhat corresponding blades of a,11 four pmpel'lers on the OL-44 are kept in a pre-se't angular relationship to one another, will maintain noise and vibration within the calbin of the air craf.t at the lowest possible level. Collins for TCA TCA h'as placed a new and ad Ji,tional order totalling over $500,000 for 33 Collinis auromacic pilot systems for installation on new Viscounlts. Eighteen o~her CoHins AP-101 Arno matic Pilot Systems were recentily in stralled on Viscounts by TCA. Defovery of the addition-al 33 will begin in Decemher and wiH be com!pleted by March, 1958. The AP-101 indudes t'he evd s-7 .1mcRAFT FIRST DOUGLAS 0C-8: Photo shows the first DC-8 at the mid-point of the final assembly line, the aircrak being rolled out only to be turned around for the last half of the assembly process. Yet to be installed are the wing leading and trailing edges; fin and rudder completed; engine pods installed, and basic furnishings completed. Production model deliveries are scheduled for May, 1959. healthy increase, rising 401 f.rom 2,145 to 2,546. Other categories were a•s fol lows ( with 1956 totals in parentheses): Senior commer.cial, 422 (380); airline transport, 946 ( 831); glider, 278 (246). Other types of personnel licences: air na,vigato.r, 98 (77); air ,traffic con trol,lers, 530 ( 416); flight enginee,rs, 38 ( 33) ; airc-raft main ten,ance engineers, 1,875 (1,747). The numbe.r of licenced airports also continued on the upgrade, with 54 7 being registered at the end of September, 1957 as compa-red to 519 a year previous. Photo Aid for A TC The difficulties of permanently re cording and •projecting information presented on a cathode ray tube have been solved by a rapid processing photographic projector pr0duced by the U.K.'s Kelvin & Hughes Ltd. Designed initialiy in conjunction with the Ministry of Supply, ~he equipment is now being sold in quan tity to the U.S. There it is being used to investigate and to help solve some Air Traffic Control radar problems, to record data .from high speed com puters, and is also employed in several other capacities for recording cathode ray tube information. Three of the projectors have been instaHed by the CAA at its Technical Development C e n t re, Indianapolis. There the equipment is projecting air traffi·c information from carhode ray tubes fed by two radar systems geo graphically spaced 50 miles ap:irt. A photographic record is made of the 116 tube face, .this then is developed by the equipment and projected onto a large screen. The processing cycle can take as little as 6 seconds and the film can then be kept indefinitely. High Temp Grease The development of a new class of greases for high temperature, high speed appEcation in missiles and super sonic airplanes, has been announced by Shell Oil Co. of Canada Ltd. The new lubricants, called Shell ETR ( extreme temperature range) Greases, withstand temperatures up to 600°F and protect metal parts running at speeds up to 30,000 rpm. The lubri cants contain an organic vat dye tha1 serves as · a thickener to improve heat sta:bility and gelling efficiency. SheH said company scientists began research on high temperature lubrica tion some years ago, when it became apparent that the highe~t quality soap base and petroleum oil greases would be inadequate for t-he operating con ditions met in extremely high speed flight. The new lubricant class includes two members: ETR Grease B, and Grease D. Canadian enquiries regard ing the new lubricant should be directed to the Shell Oil Co. of Canada Ltd. New USAF Bomber The United States' most advanced intercontinental '6omher, being de veloped by North American Aviation, has been designated the B-70. The air craft is the project formerly known as WS-l l 0A and will he ca pable of speeds in excess of 2,000 mph at altitudes above 70,000 feet. Under -the Vleapon System Manager concept. the Los .'\ngcks aircraft firm is responsible for rhe development of the clllire sys tem required to put a homb 011 the target. After an intens·ive two-year-design compet1t10n, it was announced bst December that North American h:id won the contract upon the unanimous recommendation oif the USAF's Strategic Air Command, Air Materiel Command, and Air Research & Development Command. New Flying Club The Schefferville Flying Club, Schef ferv ill e, ,P.Q., a member of the RCFCA, ·has been ,recently organized. Holding a Class ·6 license, ,the club is operating with one .\eronca Champ, one Cessna 140, one Fleet 80, a,nd one Seabee. Secreta,ry of the new club is Jean Blouin, P. Eng. Radar Rescue The DoT's new Decca MR-75 Short Range Surveillance Radar installation at Toronto's Malton Airport proved its worth as an aid to aircraft operations when it recently was the means of directing :i USAF aircraft to a safe landing after fire broke out in flight. The aircr:ift, a transport carrying Major-General D . F. Callaghan of the U.S. Army to Ottawa, had passed NAPIER GAZELLE JUNIOR: New free turbine engine by D. Napier & Sons, available both for helicopter application and as a propeller turbine. I nitiall rat ing is 920 shp, but this will be increased to 1,07.0 shp during development. / / The Industry CHEMICALLY FUELED Mach 3 jet airliner envisaged by Lockheed would be able to cross Canada in 80 minutes. enable Londoners to breakfast at home, do business in Yancouver same morning, return home for dinner. Avrocar Prototype Completed After six years of interesting though unconfirmable rumors, A \'fO Aircraft 's famous "saucer" is reportedly ready for first tie-down tests at the Malton, Ontario plant. Recenth· the Space Committee of the U.S. House of Rep resentatives was given a briefing on the higl1ly-secret A Hocar, which has been financed since 1955 by the U.S. Department of Defense. To date, this program is said to have cost the American government some $5.5 mil lion. The A \'focar's performance is un known, but reputed to lie within the 300 mph top speed, l 000 mile range bracket. The second prototype is ex pected to be ready for Aight testing in the full-scale wind tunnel facility at the 1\"ASA.'s Ames Research Centre. New Canadian Rotorcraft Plans to produce a unique rotating wing two-place aircraft, the Avian 2 ,' 180 G yroplane, have been announ ced by lhian Industries Ltd., George town, Ont., a new company that was formed hy a group of ex-Avro engin eers immediately after the cancellation of the Arrow program and the subse qll(:nt mass lay-offs. The Cyroplane, essentially an auto gyro hut with the added feature of a VTOL capability, employs ducted fan propulsion. l'owerplant is :1 180 hp Ly commg. r-irst flight is schnlultd for the end of Sq>1n11bcr of tl1i, vc:,r. Rotor tip-jets utilizing stored com pressed air are used for take-off and landing, thus briefly converting the autogyro into a helicopter during the take-off and landing phases. Vertical take-off to a height of 200 ft. is pos sible. The compressed air is continuously stored in a fibreglass bottle at a rate of 5 bhp. during cruising Aight and is released at a rate of 250 bhp. through the tip-jets for take-off and landing. Avian Industries describes the Gyro plane as a personal aircraft which pos sesses the performance and operating costs of a comentional light plane. The handling characteristics are the same as for a con\'entional fixed wing air craft and no special rotary wing train ing is required to Ay the new machine. Flight characteristics differ in that it cannot be stalled and that gust res ponse is around one tenth that of a fixed wing aircraft, "making for un paralleled smoothness of Aight at low altitudes". The Gyroplane has a design maxi mum cruising speed of 150 mph., minimum Aying speed of O mph. (ver tical descent), and a maximum rate of climb of 1500 £pm. Other leading par ticulars: all-up weight, 1600 lh.; empty weight, 1000 lb.; normal fuel capacity, 26 Imp. gal.; normal still air range, 450 mi.; rotor diameter, 26 ft.: overall length, 14 .6 ft.; width in cock pit, 35 rn. Initial cost, given hy A\'ian with tongue in cheek, will he about $8000 ex factory, to which nwst be added sales tax and distributors profit, hand ling and sen-ice charges. all of which are expected to bring the customer's price up to at least $10.000. Operating costs, on the basis of 3lJO hours logged per year. arr estimated at 8.76 cents per aircraft mile and 4 .38 cents per seat mile; 500 hrs., 6.8 l cents per aircraft mile and 3.-l l cents per seat mile: 700 hours. 5.96 cents per aircraft mile and 2.98 cents per seat mile. Avian Industries is headed by Peter Payne, president, who, while with A\'fo Aircraft, initiated a new rotating wing project that because of its com mrrcial promise was financed by the company fur the 18 months prior to last Feb. 20, with some 60 engineers being engaged on its prior to the lay off. Other company officers include E. Howard Smith, vice pres.: G. C. Hew son, treas. : \V . H. Carr, secretary; C. B. Sampson, H. Bairstow and J. :tvhl colm, directors. The company is pushing for a small Army order, pointing out that no Government subsidy is being sought. as the enterprise is prepared to stand on its own feet. The announcement of the new :\ ,·ian project concludes hy explaining rhat the company "is seek ing a small fixed-cost Army order be cause the need for such :111 aircraft ap parently exists ancl :\vi:rn believes that no one else can fill this need at the present time." Canadair On Time ... Again Canadair began on-schedule deliver ies of Bomarc components to Boeing Airplane Co. of Seattle, on May 6. Since that time, deli,·ery has been made of sn-rral more sets of wings and ailerons ior the ground 'air mis siles, the first items to be produced under the new defence production sharing arrangements between the two countries. At the time the contract between Canadair Ltd. and Boeing was an nounced in vVashington Feb. 23, it was interpreted as a test of Canadian production facilities, e\'en though the money value: ($1.7 million) was small. In the intervening ten weeks be tween signing of the contract and start of deliveries, an accelerated production program was carried out at Canadair in order to meet the exacting delivery sd1ccl11lt. Jn th:it time, shipments of tools from :w:Jttle had to be installed ~/s-c; A!TlrP.1FT The Wallis Supersonic Long-Range Formula By JAMES HAY STEl'E1,lS, AFRAeS FIRST INFORMATION about the Vickers-Armstrongs "Swal low" family of supersonic air plane projects was given at an Institu tion of Civil Engineers lecture ( to children!) by Dr. Barnes Nevil Wallis, entitled "High Speed Communications Link the British Commonwealth". The outstanding feature was that the best route from the British Isles to Aus tralia and New Zealand is by the North Pole - for ships as well as air craft. The explanation of the former lies in his belief in his experiments with laminar-flow water bodies suitable for freighter submarines 30 ft. in diameter and travelling at 30 kts. This hull form is an elongated ovoid ( travelling slim end first) in which laminar flow is achieved by designing the form to give a smooth pressure gradient. Dr. Wal lis advocated a similar route to the Pacific for his supersonic airliner, which means a range of 10,000 n.m.1 HaYing made this startling proposi tion, Dr. Wallis with films and slides outlined the principles and a little of the development of his supersonic "polymorph", 1.e., variable-geometry airplane. First Steps: Development started during the War, when a laminar-flow body with v,ariable-sweep wings and no tail, other than a swept fin, was de signed. This, called the "Wild Goose" was successfully flown as a 30 ft. span radio-controlled model launched at 100 mph from a truck on a 400 yard track. A film showed that it was under satis- 14 Above, Dr. WaUis •is shown explaining the Swallow, with wings in sub sonic position, to some of his audience; below, supersonic configuration. factory control, about three axes, simply by co-ordinated, or differential movement of the wings fore-and-aft in one plane to modify the forces of equilibrium. A film of the "Swallow" model, also about 30 ft. span, was shown. This model had a wedge-delta fuselage and its wings were fixed in the forward, high-aspect ratio, position. It took off under its own power, two rockets in the tail, and was controlled by elevons, powerplant nacelle side area being represented by endplate fins. The film showed a high (delta) take-off in cidence, due to the 80° sweep of the forebody, the lift from which is essen tial for stability at all times. Flight was reasonably steady and the level-flight incidence was normal. The model was lost in the English Channel on its first flight through a radio-piloting error. Rocket-boosted models of the super sonic configuration have also been suc cessfully fired, but the Ministry of Aviation would not allow films of these to be shown. After withdrawing finance from the project in May l 957, the British Gov ernment is again supporting it in asso ciation with America's NASA and funds are now adequate for the con tinuance of basic research. Addition ally, the Ministry of Aviation has placed a design contract with Vickcrs Armstrongs (Aircraft) for a naval "Swallow" which would be developed under the direction of Sir George Ed wards. This airplane, which could patrol subsonically for many hours with its wings forward and attack supersonically as they swept back, would weigh about 50,000 lb. and might be powered by Bristol Orpheus turbojets . For the "Swallow" (the aerodynam ic) philosophy was: "All wetted sur faces produce drag, therefore flatten the fuselage and cut out the tail." Furthermore, he cuts out the backside of the delta, which contributes little lift and large separation drag in super sonic flight. First Impression: The first thing that strikes one is that, in the defini tive supersonic form, it is a strictly homogeneous envelope: a sharp delta with all surfaces lying behind the high-pressure air of the Mach cone. The delta body / wing blends smoothly with the high aspect ratio "swallowtails" ; from the markedly cambered nose of the former to the washed-out tips of the latter. Although the nose itself is sharp, the leading edges are radiused throughout - remarkably so along the sides of the forebody . The basic cross section of the forebody is a flattc:ned elipse, out of which grow the slender wings and a cylindrical, ogivally taper ed, central tail which increases cabin ,1!RCRAFT tapacity an d prohably proviJcs a tail wheel support irnd ,towagc. A rl' tractable cockpit is neeJed to prevent the pilots from being cooked after several hours at Mach 3 and to pro vide landing and take-off view. Run ning fore-and-aft along the top of the wing are two large strakes, much at ; variance with the general smoothness ~}1,1..::i:1dddc1cfdq(.{ ~ q ("' ,c.., J of the whole aircraft. ft may be re- - tq_ -=- called that windtunnel tests on narrow deltas have shown the development of twin separation vortices at high inci dence.* Strakes such as those on the model could well be fences to prevent the spread of these vortices at the necessarily high take-off and landing incidence - they would also be in about the right place for undercar riage fairings. The reason why a ·'swallowtail" delta had not been tried before was that it woulJ require a twenty foot high undercarriage because of the wingtips. After the earlier vVallis vari able-sweep experiments the solution was obvious: simply swing the swal lowtails forward some 70° to make them into high-aspect ratio wings for low speed. Figures of 130 ft. span spread ( with similar O\'erall length swept) and -tO lb. / sq. ft. wing load ing were given (in the lecture) for the 100,000 lb. airliner; therefore the wing area, the entire aircraft, is 100,000--'--t0=:2,500 sq. ft. and the aspect ratio at low speed would be 6.8 - though there would be considerable gain, one would think, in induced drag from the swallowtails of which the aspect ratio must be about 15. A take-off in a few hundred yards at 100 mph was mentioned, which implies high acceleration as well - assisted, one would imagine, since take-off thrust/ weight ratio is not all that high. Greatest Problem: \,Vith variable sweepback. the greatest problem is to • ,\eronautic:d Rc,carch Committee Current !'aper 38i " High Reynolds Number Tests on a 711° L.E. Sweepback Delta ( HP 100) •·, ( Her Majesty's Stationery Off. , price 3s_ 6d . equiv.) :::,, Sketches show interior layout, wing pivot arran~erue nt~~ and the retractable control cabin. maintain correct c.g. / c.p. relationship as the entire lift and stability pattern changes with the movement of the wings. Drawings show that the wings contain fuel from root to nacelle - the sides of the Jelta also ha\'e long tanks in them. The c.p. moves aft with the wings and, as there is no tail or fore plane for trim, longitudinal stability will have to be supplied by appropri ate adjustment of longituJinal dihedral between the wing/ body anJ the "swal lowtails". Apparently, the engines near the wingtips are the major factor in bringing the e.g. aft in sympathy. The high aspect ratio of the swal lowtails makes them look thin, where as they are actually about 15~ ~ thick .,tructurally, when swept to 80° this is reduced to less than 5°~ aerody namically. The aerofoil section of the swallowtails is bi-con\'eX and of lamin ar-flow form; it is neither sharp-edgeJ nat'ellt's maintain position relative to ,latmn line. nor symmetrical and the incidence washes out markedly. The tips are cut away to be in the line of flight when fully swept. One would expect a re duction of incidence, relati\·e to the body, as the wings move forward. Because variable sweepback necessi tates the engine nacelles swivelling through 70°, they might as well be universally mounted and power opera ted to act as elevators, ailerons and rudders. They also provide some ver tical fin area - the acute delta would be highly stable at supersonic speed, while slight toe-in of the widely-spaced thrust lines could compensate for the shortage of fin area at low speed. Once the engmes are universally mounted, there are many possibilities, of which coupling to autostabilizers for trim and offsetting for asymmetric flight ( automatically upon power fail ure at take-off) are immediately ob \·ious. It is important to realise that the control use of the nacelles is aero dynamic, any thrust-deflection effect is purely coincidental - except pos ,ibly in the dead engine cases. The mechanics of the universal mounting. which must be held rigid against feed back or flutter, and the actuating mechanism must have required as much ingenuitv as the win< llli, 111,zzlc. T r1, · •;h.wc of the air ilow p:i s,;1~c or 1. he \i 1personic nozzle is provided by two 45 ft. long, 5 ft. wiI UUIIUI IIIUUUUIIIUIUll t lHIUltlllltllllU fll lllill,llt lltl lllllUl l•li tl U!Hl~Jn1u11111tn1,n1111111li!l1llll!Jlt!)l!1l1J1tl!U!lllll!JH!TH_ l l!I nuuu1l11ut,UtlllltUUllllflftlUUUIIUt1•1•JHIIIU uu11,,nut_1.oi.,,H ... ~ Tools of Modern Management: Punch-card inventory control and a corporate-size jetliner New corporate-size jetliner: the 4 engines are behind you-and so is the noise. We put the JetStar's engines snug agai nst th e aft fuse lage to gi ve yo u the safest, smoothest flying-and the quiet est cabin. In fact, we cfo sign ed a true jetli ner ihe:n sc:Jui il clown to coq,orate size. ·r 11al' ~; '/ .' 1 , '.i i r; ,Jt.:lS :;~: : iit: S P.S 'L::st Leave when you like, land where you like. The JetStar fli es over the weather, and can operate from more than 1000 North American airports. And though it's 200 miles per hour faster than prop driven corporate pla nes, its per-mile cost is comparable. J,: '. Sii.:r C.:,rn mer·cia l S,des , Lockhe ed /,11-cra f! Corp., Marietta, G:::., U.S.A. LOCKHEED WORLD 'S FASTEST CORPORATE PLANE anJ retain its Jesignation. Early in the new year, conversion courses will begin at the Royal Cana dian School of Artillery ( Anti Aircraft) at Picton, Ont. 47 4 Jet Deliveries With the successful completion a few weeks ago of Operation Ranhe first complet~ rear fuselage unit from the Enheat plant is scheduled for August or Sept ember, 1957. This date would appear to maintain the de-livery schedule of two per mon-th, beginning in September of this year, as set up by The de Havilland Aircraft of Canada Ltd . CF-105 Heat Exchanger The successful development of a new heat exchanger for the A vro Aircraft CF-105, has been announced by The Garrett Mfg. Corp. of Canada Ltd., Toronto. The Canadian firm, a sales, manufacturing and maintenance or- ganization, is a subsidiary of The Gar ret Corp., Los Angeles. Developed and produced by Garrett's AiResearch Manufacturing div. in Los Angeles, the heat exchanger is a part of the complete air conditioning and pressurization systems produced by AiResearch. It is said to be the largest stainless steel unit ever manufactured for aircraft use, and will supply cool ing air to the cockpit of the fighter. The new unit functions continuously in cooling compressed air received at high temperatures and pressures. Hot air is bled from the CF-105's two tur bojets and while flowing through the heat exchanger is cooled by air ducted from outside the aircraft. For efficient operation as part of the aircraft's air conditioning system, the A.iResearch unit is located between the engine bleed points and an AiResearch cooling turbine, which forces the cooled air into the cockpit. A new technique - brac:ing the core of the heat exchanger in a vacuum - was employed by AiResearch, estab lishing complete homogenous bonds for removal of impurities and gases, the principal causes of contamination and leakage. This uniform bonding is ap plied to the thin-gauge segments of the cooler, which utilizes plate and fin con struction. Other AiResearch items developed for the 68,000 lb. CF-105 are five oil coolers, one cooling turbine, two actu ators and a temperature control sys tem. Course Completed The :first six men concerned with the in.staUation of the electronic et of Canada, Ltd. T,hese w,i]l supplement the four Otters acquired laSit yem for tihe Antarctic exped~tion, "Operation Deep Freeze", w1hich comprised a prnlimin-ary pha~e c,[ the U.S. contribution to the faiiter nationa,l Geophys-icall Year. AustraJ.ia and New Zea,l,and a,re using Beavers for the,ir preliminary survey opera,tions in t1hc Antarcuic. Maintenance Trainer A $650,000 contract for tlhe design and manufacture of a maintenance trainer for the RCN, has been a.ward ed to T tl Cd:~:dcd 1n n:diH in .~ t c, so 1n c extent GOLDEN ARROW: Scheduled for delivery to TWA early in 1959, the Convair Golden Arrow medium range jet transport (above), will have a cruising speed of 609 mph and will be powered by four GE J-79 /CJ-805 turbojets of approxi mately 15,000 lb. th. each. The Golden Arrow is ostensibly almost identical to the Skylark 600 announced earlier. Horizontal stabilizer is mounted on the fuselage of the Skylark; Golden Arrow is distinguished by its gold finish . 83 AIRCRAFT SMOOTH SEAMASTER: Now undergoing test flights is the USN's second Martin XP6M- I SeaMaster jet-powered flying boat. It wiil be recalled that the first Sea Master was lost last December in an accident wh'ch has since been blamed on a control system malfunction. Powered by four I 0,000 lb. th. Allison J-71 's, the aircraft can fly at over 600 mph. It is intended for mine laying and photo reconnaissance. a likely successor to Air Marshal C. R. Siemon as Chief of the Air Staff. Weighing especiaUy heavy in his favor in this regard was his brilliant record at the headquarters of NATO's Al lied Air Forces Central Europe, where he served latterly as Chief o.f Staff, with the rank of Air Marsha,\. Change in Roles Beginning this monbh the former RCAF pilot weapons school at Mac Donald, Man., ·has ibeen re-designated as an Ad\·anced Flying Schoo.\ for T-33 training. Opened during \Vo rid 'N ar II as a flying tra ining station, MacDona1d was reacti\·ated in 1951 as a pilot weapons school. This course will now be given at the Operational Training Unit level at the two fighter OTU bases at Cold Lake, Alta., and Chatham, N.B. RCAF Station MacDonald is under the command of Group Captain J. D. Somerville_ Jan. 1 for Mid-Canada Canada's $170,000,000 Mid-Canada Line will go into operation on New Year's Day, Defence Production Minis ter C. D. Howe told Commons re cently. Mr. Howe said that the 3,000- mile system, which runs roughly ::I-long the '55th Paralkl, was scheduled tQ go in1,, service on January 1, 1957, and he saw no reason why this target date wouldn't be met. The early warning stations will be maintained entirnly by civilian per sonnel under a contract agreement v.·ith the Bell Telephone Co. of Canada Ltd. ::,!though the over-all administration and operation will be handled :rnd supervised by the RCAF. This was the first official memion of the target date for beginning operation of the Line. Officials •have said pre viously that it is intended to bring both northern warning lines into ser ,·ice at the same time. This woulcl mean that the $400,000,000 Dew L int in the Canadian Arctic will also p into operation on January 1, 195i. Mid-Canada Training A unit of the Mid-Canada Line has been built for training punposes in the Ottawa Valley. This information was released by the Department of National Defence fol-lowing the announcement by Minister o.f Defence Production C. D. Howe that the Mid-Canada Line would he in operation by January l, ]957. Y.he unit, described unofficiai!ly as an exact duplicate of a major centre, has completed for some months and has b~cn used by the RCAF an nose up into the most extre·11e attitude. ;t neYer dipped below the horizontal following the stall. There 1s no per ceptible wing drop which would be worth noting. For the approach and landing, full flap is used and an approach speed of 75 mph. maintained. The powerful flaps make a good steep approach quite feasible, which in turn makes for gco·l visibility. Following the round out. the airplane is held off until the tail is well down ... so far down, it seems from the cockpit, that you are moment :' ril y to hear the rear of the fuselage scrape on the runway. There is no tendencv to balloon after the touch down and as soon as the two main wheels are firmly on the runway, you let go of the wheel and remoYe your feet from the rudder pedals. \,\'hen it becomes practical. you can apply a little brake to bring the Tri-Pacer to a stop. Flying this airplane is truly a simple procedure. \Ve heard it described somewhere as the airplane that takes the skill out of fly:ng. There will be some who will deplore this character istic as one which makes for a dull airplane. Yet considering its docile qualities, the Tri-Pacer still manages to be a fairly lively machine. In it. we think that Piper has achieved its design aim completely . . . to produce an economical, safe. machine that can carry four persons a reasonable distanc::: at a comfortable turn of spced.-R.G.J-1. ,~/4"/3 /s-·.:, AIRCRAFT THE AIRBORNE SERVICES The announcement of the appoint ment was made by Deience Minister Brook Claxton, who said that because of the planned RCAF representation in the Integrated Force 110\\' being built up in Europe under General Eisen hower, Supreme Headqu:irters Atlantic Powers Europe (SHAPE) have re quested that a senior position on General Norstad 's staff be filled by an RCAF officer of ~ir rank. A/V/Jvf Plant has been selected for this impor tant post and will ser\'e as General Norstad's ass istant chief of staff for personnel and logistics at his head quarters near Paris. RCN Aircrew Openings CanaJa's growing Na\'al air arm has found the RCN with an acute shortage of aircrew, with the result that the ser\'ice has sent out the call for a consiJerable number of trainees. Young men. 18-23. with junior matri culation or equiYalent standing in English, mathematics, science, and one other subject. may now enter the Nayy for aircrew duties on seven-year appointments. Upon meeting the required stan dards. recruit will be entered in the RCN as a midshipman. He will then go to Cumlin. Ontario, for an aircrew aptitude test, during which it will be decided whether he will take pilot or observer training. Before embarking on aircrew training, the trainee will receive one year's basic naYal training. Four months will be spent ashore and eight months at sea in a warship. Following this, pilots will go to Centralia to train to wings standard. Upon graduation they will be appoin ted to the U.K. for operational and deck landing training. Observers will be sent to the U.K. for the observer course as soon as they complete the one year of basic naval training. Aircrew candidates may be promoted to Acting Sub-Lieutenant upon com pletion of their first year's training afloat and ashore. Upon completion of their seYen year appointment suitable aircrew officers will be given the op portunity to transfer to the RCN on a • permanent basis, since the short service appointment is a recognized avenue of entry in the RC:\" . Back to Home Base :!'-'umber 426 Thunderbird Squadron has changed its main base of operations on the Pacific airlift from ivfcChord Field, Tacoma, \Vashington, back to Dorval. The squadron is continuing to fly to Ja pan under U:'( command and will maintain its full share of the airlift as allonecJ by the C.S. Military Air Transport Service. Reasons for movement of the main clement of the squadron back to Dorval were an increasecJ requirement for space at McChorcJ by the USAF, plus the fact that expanding RCAF operations will require the services of . North Stars on Jomestic and European 24 runs. Based at Dorval, the squadron will be more centrally located for operations o\·er the Pacific and Atlantic oceans, as well as in Canada. Several hundred ground crew will return to Dor\'al , lca\'ing servicing c.letachments at J\1cChord , Tok yo, and other points along the Pacific routes flown by the squadron. During the first year of the airlift. the Thunderbirds transported to the Far East more than 2,900 combat troops, and close to 1.000 tons of war supplies. They have flown some three million accident free miles on the air lift. High Command Air Vice .Marshal J. L. Plant, CBE, AFC, has been appointed a senior staff officer under Lieutenant General Lauris !':orstad. co'l1mander of the Allied Air Forces in Central Europe. A/ V / iv! Plant is at present head of the Personnel Division at RCAF HQ, Ottawa. Replacing A/ V /M Plant at AFHQ will be the present deputy of the Personnel Division, Air Commodore F. G. Wait, CBE, who will be pro moted to Air Vi(e Marshal on taking over the position. A/C Wait is to he replaced at AFHQ by Air Commodore L. E. Wray. OBE, AFC, now commandant of the RCAF Staff College, in Tor.onto. The new • commandant of the Staff College will be Air Co!llmodore J .L. Hurley, CBE, who recently returned fro m the U.K. FILL IT UP: The Boeing KC-97A Stratofreighter is shown at upper left refueling a B-50D in flight, utilizing the Boeing-developed "Flying Boom" shown in close-up ~t uppe_r right. The Stratofreight~rs may be con ve rted into ta~ker aircraft by the installat,on of the boom operators pod in the opening where the cargo-loading doors are normally l,?c.at~,d (lower left!. At lower right is the operator in the pod from where he flies the telescopic boom into position for refueling. ___ _ AJRCRAFT lfJMINOfJS IIPPl/CII T/ON SELF LUMINOUS FLUORESCENT meeting AIR FORCE ARMY NAVY AND COMMERCIAL SPECIFICATIONS ON fill TYPES INSTRUMENT DIALS WATCH AND CLOCi< DIALS INSTRUMENTS INDICATORS DIRECTIONAL SIG~S SIGNALS SAFETY DEVICES ETC. lllSO SPEC/lll/STS IN REFINISHING ]()8 ANY QUANTITY FROM ONE PIECE UP KIRK DIAL LIMITED 21 DUNDAS SQUARE TORONTO ONTARIO CANADA 'S OLDEST FIRM SPECIALIZING IN WM/NOUS A.PPL/CATION AND DIAL REFINISHING NE1VS· BOVND.lJP CF-100/4 Flies The first production :\ lark 4 CF- JOO has made its initial fli ght and is 110\\' goi_ng through it s flight test program llelore deliYer\' to the RC:\F. The actual first flight ,,·as rnaJe early this month. 1\·lean\\'hile. according to Toronto ne\\'s reports. the Ca nad ia n and U .S. goYernments arc bus\' ,,·orki n" out ·1 J~al whereby something like 250 i'vlk. 4 _s will be supplied to European ?\ A TO countries. .-\.ccor: De,·elopment Command. The mission came to Canada at the ill\'it:nion of Dr. 0. 1\1. Solandt, chair ;nan of the Defence Research Board. The group oi :5 comprised lcadin(T C .S. scientists and toJ)-ranki1w USAF - b officers. including, besides General Putt, ?v!a jor General Ja mes McCormack Jr., Yice-commander of ARDC, and Dr. A. C. Hill. director of the Lin.coin Labora tories. Cambridge, Mass .. one of the ,,·orld ·s leadini electronic research centres. .-\ crnmpanying Dr. Solanclt \\'as a Ca nadi:m group consisting of C. M. Drury. Deputy \1inister oi National Defence : .-\ir \1~rsha l C. R. Siemon, Ch ief ot the .-\ir Staff: Air Vice },far sha l D. \I. Smith , .-\ ir ;\!ember fo r JET TANKER: The world's first ·1 t II d • I • KB-47B Stratojet, is shown h e p~ope e aerie tanker airplane, the Boeing The KB-47B is fitted with FI" e~; ~e~ueli',"g f B-47 bomber version of the Stratajet. system The 1 ·et tan'- ' 9 d el ue dong ncorporoted's probe & drogue refueling · ,er wa s eve ope by B • A" I C conjunction with the USAF A" R h oe,ng irp one ompony workin g in Refueling. " eseorc & Development Command and Flight 11/ROt,JFT l: i ! · ! ! . ' . Utility Fighter Follan • ~• '-' .'IJ\ FUSE LAG f ••·~11, • Y,. , ·"""' ,,., ..... ,~, .. •••~ •••r h'IAINP l ANE G,o~~ Jr - ,, Saa•• ~ >ll••Cl 'Jl J l~ ll•" •••·,: UND E RCAARl.&Gf ;..,.-~ FUEL C APACITY J •: ~ .... ~•J ,, 'l 11,1·-.\. ·;., · ~~ BOEING 727 SHORT RANGE JET TRANSPORT GRACEFUL tri-rnotored Boeing 727 in maiden flight over a typical Pacific-coast area near Seattle, above left, and below. WORLD'S newest jet airliner, the 727, latest in the Boeing jetliner series pictured over Washington State February 9 during its maiden flight . Three Pratt & Whitney JT8D turbofan engines are mounted singly in pods on either side of the aft fuselage and in the tail cone. Maximum gross weight (ramp) .. Maximum takeoff weight Zero fuel weight .... Wing area Engines (3) ............... ....... .. . Design payload No. of passengers First c lass .... . ........... .. .... . T o urist......... .. ................... .. Cargo vo lume ....... ............ . Fuel capacity (U.S. gallons) .. .. ... B A SIC 143 ,000 lbs. 14 2,000 lb s. 109 ,000 l b s. 1650 s q . ft. P & W JT8D -1 2 4,000 lbs. 70 11 4 855 c u . ft. 7000 ALTERN A TE * 153,000 lbs. 152,000 lbs. 109,000 lbs. 1650 sq . ft. P & W JT8D-1 2 4,000 lbs. 70 . 11 4 8 55 cu. ft. 7500 *Includ e s mi n or a ircraft ch a n ges f or a ddition al rang e. FIRST CLASS SECTION "'0. H LIFT 1.\ l!N~l~~T~:ET _;':~ ' "L-"PS l ... ~ ,f ~ \ REAR ~i/;f 7Z. OUAI. R UOOl!R "i'OURIST • :!:NT"V C•OOR ,• 'SECTION • • • CENTl!R EP•H)INI! G,ALL . ~ THRUST REV!!RSER ,-;"· ~ ,,f" PAW J TS0-1 TURBO~AN l!NGI Ne: I LEADING EOG!! SLATS Jl\'STRUMENTED landings at JOO-ft . ceilings now possible in Trident . Low Visibility Operations Not Feasible Before Are Now Possible as Triplexed Autoflare System Provides Accuracy Beyond Normal Human Capability. TRIDENT'S Automatic Landing System STATISTICS show that almost half the major airline accidents occur during the final approach and landing. On average, one such acci dent will happen in every 150,000 landings. So, taking the 33 principal air fields in Europe, where there are currently some 750,000 landings a year, the average expectation would be about five major landing acci dents within twelve months. Most of the landing accidents occur in conditions of good visi bility and are due to errors in height during the final approach and flare-out phase, caused by mis judgement or failure to control pitch attitude and airspeed. The Trident automatic landing system is designed to eliminate practically all such accidents. The system design is based on the air worthiness requirement that it must show itself to have a relia bility of not more than one failure in 10 million landings-a standard many times better than that achieved even by the most experi enced airline. BARBERS-pole indicators, here seen installed in a Dove aircraft, are part of the Para Visual Director system developed by Smiths Instruments for the Trident . Pilot has a compelling signal in pitch and yaw, enabling him to continue landing or to overshoot with duplex system disengaged. ENLARGED view of the flight controller punel as installed ip the Trident. Disposition of the controls is arranged to coincide as far as possible with position of the corresponding flight instruments on the instrument panel of the aircraft. I I The Trident system has already shown itself to be capable of con trolling the aircraft during the approach and landing with a con sistency and accuracy well beyond human capability. Safety in automatic landing is achieved by the multiplexing of systems to obtain an acceptable standard of reliability. In the Tri dent both duplex and triplex sys tems are being made available and both can make a considerable con tribution to airline safety and regularity. In the duplex system an auto pilot has duplicated components with associated corn pu ters and radio receivers working in syn chronism. If one channel malfunc tion·s and thereby disagrees with the other, both are au tomati cally cut out leaving the pilot with his aircraft correctly trimmed to continue the landing or overshoot. For this reason the duplex system cannot be certificated for operation in visibilities in which the pilot is unable to see sufficiently to take over if the autopilots cut out. In the triplex system there are three autopilot channels working in svnchronism. If one malfunctions the remaining two will 'out-vote' and cut out the faulty system. A pilot would not, therefore, be re quired to take over during the ap proach and landing unless two auto pilots were to fail together. Since the Trident autopilot and contributory systems are triplexed, however, it can be shown that a double autopilot failure is not likely to occur more than once in 10 million operations. The only ground aid required for the Trident system is a good I.L.S. installation with appropriate stand ards of reliability. Leader cables are not required and indeed a new I.L.S. localiser, recently developed, has shown itself to be as accurate as the leader cable in azimuth guid ance down to and along the runway. When the Trident goes into ser vice with BEA towards the end of 1963 it will be equipped to the duplex level which will provide 'autoflare' although not certified for 'autoland'. 'With autoflare the aircraft will carry out an automatic approach with the speed closely regulated by automatic throttle control, and will make an auto matic flare-out. The automatic vall and yan controls are disconnected and the pilot is concerned only with keeping the aircraft level and aligned with the runway. So, although 'autoflare' with the duplex system is not entirely auto matic, it may well bring about a useful reduction in acceptable weather minima. And, because it can perform with great accuracy the difficult height and speed con trol tasks of the approach and landing, it will certainly cut down the number of missed approaches and reduce the hazards in marginal weather conditions. Recent assessments of the Smiths P.V.D. (Para-Visual Director) have shown that the director informa tion to the human pilot is sufficient to enable him to continue the landing or to overshoot when the autopilot has cut out. This provides a third channel or means of controlling the aircraft which is independent of the duplex autopilot. When this system is fr THE FIRST and second triple-engine jet Tridents standing outside the flight hangar at Hatfield, England. The Trident has a wing span of 89 ft. JO* ·while overall length is 114 ft. 9'. In a typical mixed-class configuration the Trident will carry 25 first-class and 58 economy class passengers. Jlaximum high density capacity is 104 persons, sitting six abreast. The three Rolls-Royce RB163-1 Spey turbofans each produce 10,400 lbs thrust on take-off. DOUBLE slotted flaps. Operation by hydraulic motors torque shafts and irreversible screwjacks is similar to the droop leading edge system. The screwjacks incorpo rate scrapers to remove ice from screw threads. A full scale hydraulic and flying control rig is being used for functional testing.fault analysis and endurance testing. FLIGHT control panel for the automatic system in the Trident is conveniently placed on the horizontal control panel between the first and second pilots, a position which makes it easy for the third pilot to monitor the landing procedure. LEADING edge droop. One of the high lift devices used on the Trident. It is operated by hydraulic motors via torque shafts and screwjacks. Protection is provided against asymmetric operation by simple mechanical circuits which cut off the drive motors. Photo shows the single wing fence, to be finally positioned on the dihedral line. ..;-~ . .- -- , ' . . -.... . -- ---- JANUARY English snow permitted high-speed taxying "bow-wave" trials on slush covered runway at Hatfield. Two-inch depth slush was no problem for this Trident says de Havilland. brought into use an aircraft fitted with the duplex system and P.V.D. should be able to operate safely in weather minima much below the limits in use today. It should be emphasised that the duplex system is capable of pro viding for both autoflare, as described above, or autoland-in which the whole landing operation is automatic, including guidance in azimuth and kicking off drift before touchdown. It therefore differs from the triplex system only in the minimum limits of visibility to which it can be certificated. \\Tith the introduction of the fully developed triplexed system for the Trident, in five or six years' time, forward visibility will not be a factor in the landing manoeuvre and the ability of the pilot to con trol the aircraft on the ground will set the limiting weather conditions. • The operator's choice between 'autoflare' at a duplex level or 'autoland' at a duplex or triplex level will be governed largely by the incidence of bad weather on the routes concerned. Either system, in the appropriate circumstances, can be expected to bring about a signi ficant saving in airline costs by a drastic reduction in delays, diver sions, cancellations and aircraft damage. ■ Flight Test Progress of Trident Short-Haul Triple-Engine Jet THE FIRST four De Havilland DH 121 Tridents have now com pleted over 500 flying hours in well over 300 flight tests, and one air craft G-ARPB has already estab lished an unofficial speed record. Hawker Siddeley's triple-engine jet-liner in Kovember unofficially broke the speed record between London and Rome-at an average speed of 575 mph, while on its way to Africa for tropical trials. The 930 mile hop to Rome took 97 minutes. The official record at 566 mph is held by a two-seater Hawker Hunter. The Trident is the first of a new generation or short-haul jet airliners incorporating experience of the first five years of regular jet operations. It represents, in fact, a develop ment of the rear-mounted turbojet ideas introduced by Sud-Aviation in the success£ ul Caravelle. Power plant of the new aircraft consists of three Rolls-Royce RB163-1 Spey turbofans. The "Autoflare" automatic land ing system with which the Tridents 20 are being equipped is said to be the closest approach yet to a true all weather transportation system. Smiths Aviation Division's "autoland" system, from which the "Autoflare" has been developed, is presently in use on RAF strategic -==p=- -==-,,.,g,6~?'.*~- De Horii/and Trid,-111 n ......... u =,!lo•• ••• ._ , •• ~ ~ bombers. All-out attempts at true reliability in this system have re sulted in a development of triplica tion of all system components. Autoflare permits full instrument landings at 100-foot ceilings and one-quarter mile visibility instead of the ILS maximum standards of 200-foot ceilings with one-mile visi bility as at present. The first flight of aircraft LG ARP A was preceded by thorough investigations using an electronic flight and systems simulator. This simulator was coupled to an ana logue computer into which had been fed the estimated aerodynamic characteristics. As a result of this, a number of modifications were made to the control system and many hours of test flying were saved. From the first flight, han dling and control have been much better than is usually the case with a new aircraft. On the aircraft, the undercarriage gives a rather hard ride, when taxying, due to bending forces act ing on the oleo. A lever suspension svstem to cure this has been de srgned for . incorporation on the existing undercarriage and will be installed on the aircraft early in 1963. Since its first flight on January 9, 1962 LG-ARPA has been use::! principally to investigate handling and performance, and to deter mine the precise configuration of the wing and its moving surfaces. Much time has been devoted to the attainment of good and safe flying characteristics at and near the stall. The flight range covered has been from stalling speed to indicated air speeds and Mach numbers of 340 knots and 0.90 respectively. Within this range the original wing profiles have been confirmed as satisfactory, although modifications to the range of movement and span of the lead ing-edge devices, and to the shape of the slat on the double slotted flaps have been called for. Trim changes due to Mach Num ber, air brakes, flaps, etc. have all been small. Investigation of wing fence size and position, have now been finalized on the third Trident, G-ARPC, and shows that the in board fence, originally put on the aircraft as a precautionary meas ure, can be removed (with a con sequent reduction in drag). G-ARPA has now started the flutter test programme. A hydraulic vibration exciter has been installed in the nose and the behaviour of the (Continued on page 35) WINGS IN SPACE/ JUNE, 1963 1 Paris and Canada's Aerospace Capability (Continued from page 15) faithfully simulate supersonic flight conditions, sophisticated naviga tional devices, extremely accurate radar and fire-control systems, equipment for reliable ground-test ing of airborne electronic systems, and many others. "Hydraulic equipment plays a vita! role in the over-all operation of today's modern aircraft. Cana dian industrv has made its mark in this field, p~oducing landing gear and actuators of various kinds for supersonic interceptors, as well as developing specialized landing gear for Canadian-designed short take off and landing aircraft. "Canadian industry also manu factures a host of accessories and • related equipment, from aircraft seats to fuel cells, from commercial airline galleys to ground support equipment, from aircraft tires to parachutes. "A recently developed accessory of parti c ular interest is the "tumbling airfoil", a foam plastic container designed for safe free-fall delivery of packages from an air craft to the ground. "As indicated by the outstand ing! y successful .-\louette, Canada's aeronautical industry has entered the newest field of scientific activity, the exploration of space. Other examples of Canadian achievement in this field include the Black Brant Trident's Test Program (Continued From page 20) aircraft is telemetered to the ground for recording and analysis. On a trial run, this equipment worked well over the entire re quired frequency range, and an other exciter is now being installed in the tail. The aircraft will resume its flight test programme l_ater this month. During the tests the flight boundary will be extended up to 450 knots IAS and 0.95 IMN. Aircraft 2.G-ARPB first flew on Mav 20th, 1962 and has been used for ;ystems and engineering devel opment work. The work has in cluded calibration of the radio, assessment of cockpit lighting, measurements of cabin noise levels, air conditioning tests, and function ing of the various systems and their components. The first Smiths S.E.P.5. auto pilot installation was made on this aircraft, and much of series of solid-fuel sounding rockets, and the Martlet research missile. "Aircraft designed and built in Canada fly over every continent under every conceivable conditior., from the tropics to the polar zones. Specialized Canadian airborne equipment, such as navigational systems, are in widespread use throughout the world. "As Canada's aviation industrv continues to grow, its contribution"s to international aeronautics will steadily increase." Fashions By Air (Continued from page 29) in our opinion, is maximum effi ciency, and we feel that CPA must be complimented for the clean man ner and efficient way they handled this shipment." ~ \ t( :\ { . READY for delivery to consignees in J,fontreal, racks of garment bags are momen tarily stored in CPA' s air freight warehouse at Dorval, where employee inspects shipment. WINGS IN SPACE/ JUNE, 1963 Airborne fashions from the Orient are only part of the garment bag story. CPA's Super DC-8's linking 12 countries and territories, are equipped to transport fashions of all kinds between Canada and a wide variety of ports of call. For example, the airline recently airlifted an 8,000-pound shipment of fashionable rain coats from Amsterdam to Vancouver. A few weeks ago, a collection of first-run Italian fashions sped across the Atlantic from Rome to Montreal for distribution to outlets in East ern Canada. One thing is certain. With the development of CPA as an inter national fashion courier, the air line's cargo handlers will speak with more authority when the missus asks, "Do you really thinks this suits me? Are you sure its the latest style ? the flying has been devoted to development work on this. This is the first Trident to be fitted with an auxiliary power unit (A.P.U.). G-ARPB was prepared for trop ical trials and flew to Khartoum early in November at which time the speed record noted above was made. Aircraft 3.G-ARPC first flew on August 25 th, 1962 and after a few check flights, went to Farnborough for the period of the S. B .. -\.C. Show. The daily punctual appearance of these three development aircraft demonstrated the reliability of the type. This third aircraft is now completing the low-speed handling work initiated on G-ARPA, after which it will be used to investigate high-speed handling characteristics and to make routine performance measurements with final produc tion-standard engines (to be fitted by the end of October). Aircraft 4.G-ARPD will be used for Trident IE development, and flew for the first time the end of November, 1962. It is fitted with leading-edge high-lift devices more advanced than those on the B.E.A. aircraft. These devices, together with additional engine thrust and a slight increase in wing span, give the Trident IE the required airfield performance at its higher take-off weights, and enable the aircraft to operate over stage lengths nearly double those required by B.E.A. LOADING garment bags into CP Express trucks for de! ivery to downtown consignees. Note bags remain on hangars from time they leave aircraft to completion of delivery. 35 THE DH-125 business executive jet liner - a twin turbojet designed for speeds up to 500 mph and a range of I, 700 statute miles - makes its Can adian debut at Montreal International Airport in September at a presenta tion being held by Timmins Aviation Limited. In Canada for a two-week period, the aircraft will be flown across the country to various cities to demons trate it to interested Canadian corp orations. Now in production, first delivery of the DH-125 will be made later this year. One of several small jets suitable for corporate use now becoming avail able, the DH-125 is said to offer for the firs,t time all the advantages of jet flight at operating costs less than many piston-engined business air craft. Another outstanding feature of the DH-125 is the combination of high speed and ability to land on second ary, unpaved airstrips not used in scheduled airline flights . Performance of this kind, and low cost, are considered the main selling points that make it particularly advan tageous for Canadian business opera tions. The DH-125 has close to 2,000 hours of flight experience to date. Fa tigue and pressure tests on the fuse lage have withstood an equivalent of 50 years of corporate flying without evidence of failure. The airplane is designed in accordance with the principals of fail-safe design philo sophy. 14 Versatile New DH-125 The latest Airliner standards, in basic conception and design detail, not only ensure reliable travel but also afford the full amenities of a quiet boardroom, office or lounge, while travelling at eight miles a minute. The aft-engine position and forward entrance have several advantages. Lug gage is stowed when going aboard. The crew's movements before de parture need not intrude into the passenger cabin. There is a wide choice of furnishing arrangements, each providing gener ous comfort and free movement. The recessed aisle, unencumbered by wing structure, gives plenty of headroom and makes the seats easily accessible. The six large windows on each side, the diffused lighting and the personal ventilation control make every seat position excellent. Air conditioning is complete and automatic. Sea-level air pressure is maintained up to 21,000 feet, and Principal Performance Data even at 36,000 feet the "cabin alti tude" is less than 7,000 feet. Air temperature remains equable whether flying in the tropics or in the arctic. Baggage space forward and ward robes aft are accessible during flight. Refreshments can be served from the galley, near the flight deck. The lava tory, located behind the passenger accommodation, is elegantly appoint ed, with running water. The DH 125 has been designed for versatility of use and for adaptation when in service. Listed are some of the roles which have been studied and which are considered to be practical: Military and naval communications aircraft. Troop carrier for 12 men. Casualty evacuation aircraft. Photo graphic survey aircraft. Pilot trainer. Advanced navigational trainer. Ground aid calibration aircraft. Conversion from one role to an other is straightforward and call for no alteration in the basic structure. All engines take-off distance to 35 ft., 10,67 m. B.C.A.R. take-off field length 3,000 ft., 915 m. 4,360 ft., 1329 m. *Landing distance from 50 ft., 15,25 m. *B.C.A.R. landing field length 2,300 ft., 701 m. 4,000 ft., 1219 m. *At typical landing weight with reserves and full payload. Maximum speed at 25,000 ft., 7630 m. Still-Air Range with 1,230 lb., 560 kg., payload and zero reserves 500 m.p.h., 805 km/h. 1,900 st. miles, 3050 km WINGS IN SPACE/ AUGUST-SEPTEMBER, 1964 • ==:::::::;:=:::c::o ... □ ~--a-~-00:-c r • _ fl ffi PRODUCTION LINE of the DH-125 Twin-Jet is at the Hawker Siddeley factory at Chester, England. 25 such are scheduled for completion in 1964. Executive Jet Now In Canada Production of the DH-125, which is powered by two side-mounted Bris tol Siddeley Viper 521 engines, is well-underway. The Viper engine has been proven through over 300,000 hours of service, and it holds the world's altitude record for light air craft at 50,818 ft. A design innovation of the DH- 125's Viper engine is an arrangement of steel blades in front of the com pressor to prevent power failure should the plane encounter flocks of birds. Timmins Aviation Limited, the ex clusive sales agent and service repre sentatives in the civil market in Canada for the DH. 125, has ordered three of these jet powered executive aircraft for delivery in 1964. One DH. 125 has been sold to a large Canadian construction company for Principal Dimensions and Weights Maximum take-off weight Maximum landing .weight Maximum zero-fuel weight Span Overall length Overall height Gross wing area Engine type Static thrust per engine (LS.A., S.L.) Wing loading Thrust/weight ratio WINGS IN SPACE/ AUGUST-SEPTEMBER, 1964 executive travel, another aircraft will be used as a demonstrator and the third aircraft is reserved for a promi nent executive in industry. Timmins offers custom-designed interiors for the aircraft, which ac comodates four or six passengers in the executive version, eight with air line standards or 12 with utility seat ing. Incidentally, the firm is a specia list in the relatively-exclusive field of aircraft interior design and installa tion. Instrumentation and electronics to custom design will also be installed by the company. (About a year ago, Timmins fa bricated and installed the first exe cutive interior for the British-built DH-125 in a display mock-up, which then ,travelled to various air shows around the world. The company hopes its experience from this work will 19,000 lb. , 8640 kg. 17,500 lb., 7950 kg. 11 ,900lb., 5400 kg. 47 ft., /4,32 m. 47 ft. 5 ins. 14,45 m. 16 ft. , 4,88 m. 353 sq. ft., 32,8 sq. m. 2 :< Bristol Siddeley Viper 520 3,000 lb., 1361 kg. 53 ·8 lb./sq . ft., 263,5 kg/sq. m. 0·316 help give it the lead to compete suc cessfull y for contracts to install inte riors and instrumentation for DH l 25s in the large American market) . Approximate amount of Timmins' electronics and interior work of the total cost of the $800,000-odd air craft is about 25 percent. Timmins holds the exclusive sales and service representation in this country. It offers complete mainte nance and servicing of operational aircraft, as well as lease and manage ment. With headquarters at Montreal In ternational Airport, Timmins also has offices at Toronto, Edmonton and Calgary. ■ AN ARTIST'S conception of the DH-125 interior similar to the mock-up display which Timmins has been demonstrating for over a year, across Canada. ,. 4 I 'f i ,:'··' I r . '-.> THREE SIDES TO IT The Avro Atlantic T HE FIRST :,.. ~{~;~ The Armstrong Whitworth A W-52 in Flight vast power potential of the jet engine. He explained that, for example, the Meteor design actually is a refinement of the conventional type aircraft, and while we are achieving results far be yond what should have been expected, ~o get full value from jets it is neces sary to design to them. The laminar flow wing, boundary layer suction and all-wing and swept back wing are as yet largely unknown quantities . he added. ft is by build ing types such as the A W-52 that the industry will assess these develop ments, and find the basis for a new era of design. In this respect, he admitted, the A W-52 is pe:haps the prototype of an "aircraft of tomorrow," but in any event it is certainly the key to design development. Babb Co. at Dorval Business as Usual The Babb Co., has taken up tem porary quarters at the Administration Building, Dorval Airport, Que., owing to a fire which gutted their premises at 1477 Sherbrooke St. W., Montreal, early this month. The old building will be restored as soon as possible, and the company will return there when this is done, but in the meantime Dorval will be their base. Customers will be interested to learn diat the loss of records was negligible, and apart from incon venience, the company's business will not be seriously affected. Beaver Orders Grow Plan Ski Tests Ski tests on the de Havilland Beaver are now under way, and it is anti cipated this versatile bush plane will be in full production and deliveries well under way before Spring, it is learned from a visit to the Downs view factory. Ontario Provincial Air Services. who have already carried out extensive "on the job" tests with the already approved float vers;on of the Beaver, will be taking delivery of the first of. 12 machines ordered for this yea~, within the next few weeks. Addi tional Beavers to be add:d to the P A.S Aeet will be delivered over the next two years. Other well-known flying interests to get early delivery of the Beaver arc the Saskatchewan Government Air Service, Lundberg-Ryan Air Explo:a tions, Laurentian Air Services and 9 left, ters are Boeing Rolls Out the 707 ... BUT AN UNDERCARRIAGE FAILURE DELAYS THE FIRST FLIGHT BOEI?\G prou-z/- ,1/RCRAFT THE BOEING SUPERSONIC TRANSPORT/ n1ay 1969 THE SUPERSONIC ERA IS NOW On the last day of 1968 and on March 2, 1969, the Russian supersonic transport (TU-144) and the Anglo-French supersonic transport (Concorde) made their respective first flights. There can no longer be any doubt-air transportation's supersonic age has arrived! The Boeing SST is the culmination of commercial airplane studies dating back to 1958 and takes advantage of over 16 years of the research, develop ment, and flight experience of all United States supersonic aircraft. We have reached the point in our technical studies where further progress requires proceeding to flight hardware development. For several decades, the United States has been the leading manufacturer and supplier of commercial transport airplanes to the world's airlines. Now that position is threatened. Maintaining our leadership requires continuing advances in aircraft efficiency, safety, and attrac tiveness to the traveling public. The Boeing super sonic transport will reduce trip time more than 60 percent compared with subsonic jets, will have improved safety, larger seats, and improved levels of passenger comfort. This new Boeing transport will ensure our leadership in the supersonic era. t- ,: ,' '~ ,,.~ :;~ • 4 . II> " ' i The 2707-300's interior has been designed to meet the requirements of the traveling public. It features spaciousness for improved comfort, unexcelled safety standards (including the capability for rapid evacua tion), and maximum use of the airplane fuselage. As indicated in the accompanying illustration, the six-abreast arrangement provides maximum flexibility by means of spacious cabin seating with wider seats than on today's airplanes,, a modular design allowing rapid substitution of seats for galleys and lavatories, and the capability to quickly change the ratio of first class to tourist seating by substituting seats and relocating the class divider. All Tourist 10/90 International Mix SST Class ___, INTERIORS 1' Modular lavatory service units permit optimum cabin arrangements for each airline. 36" x 72" Door Containerized cargo-1,344 cubic feet __ __, Galleys will employ the most advanced and efficient means of serving food in flight. ~----- 42" x 72" Entry Doors - CARRYING PASSENGERS and CARGO l,1 Passengers will normally board and deplane through the middle two of four doors located on the left side of the 2707-300. For emergency access and egress, the other two doors may be used. To expedite servicing, four additional doors are provided on the right side opposite those on the left. Door-mounted escape slides are installed on all eight doors for emergency egress. A 1,344-cubic-foot cargo compartment is located beneath the passenger cabin and forward of the wing. It will accept nine identical cargo containers. A 300-cubic-foot bulk cargo compartment is provided in the lower fuselage aft of the wing. 42" x 72" Door Bulk cargo-300 cubic feet Standard Day M = 2.70 Maximum Design Taxi Weight-750,000 Lb HOW FAR, HOW FAST, HOW MUCH? Payload Range The 2707-300 will offer the airlines a distinct com petitive advantage over present subsonic jets. The airplane can carry substantial payloads over most of the world's scheduled airline routes. The productivity of the SST on long overwater routes is great. The total operating costs of the SST and the attractiveness of its speed and ride comfort to the passenger will combine to achieve reasonable airline profits at today's ticket prices. Performance Full span leading and trailing edge flaps allow the 2707-300 to take off and land well within the runway distances provided by existing international airports. Special attention has been devoted to the landing gear design so that SST pavement loading capabilities will be equivalent to those of existing subsonic jets on today's airport runways. The noise levels achieved under the flight path in the airport community, both on takeoff and landing approach, will be below the levels observed with present intercontinental transports. These levels are also within the new lower noise standards proposed by the FAA. However, the airport noise levels require development of advanced sound suppressors. Boeing and General Electric are wprking on a major program of SST noise suppression for the production airplane. The program aims at containing the airport noise at the level of existing intercontinental subsonic jets. LANDING ... 9 u. 0 0 o_ 8 ... l:. 'a, C: 7 ., ...J "O ]? 6 u. Cft C: 'o 5 C: "' ...J a: <( 0 u. 130 IXl "O z a.. I 120 ., ., ·o z ,:: (J 110 "' e a. a. <( 300 400 500 Landing Weight-1,000 Lb LandingWeight-1,000 Lb TAKEOFF u'. 11 0 8_ "7 10 ,:: ... Cft C: .5 9 "O ~ u. 8 ::: ~ i 7 l o: <( u. IXl "O z 110 a.. 100 I 5l ·o z l go :, E E 0 u Sea Level, 80°F Day 600 650 700 Takeoff Gross Weight- 1,000 Lb Taxi Weight- 1,000 Lb 750 DESIGNED TO USE EXISTING FACILITIES The SST's impact on major airports will be minimal. The passenger loading system has been designed to use the same or equivalent facilities and ground equipment as those now under construction for the large subsonic jets. Because servicing and cargo loading doors are on the opposite side and under the passenger doors, servicing and cargo movement can be carried on concurrently-away from the passenger loading zones. Relief of Airport Congestion The SST will bring relief to airport congestion in several ways: • More airports will be serviced on a point-to-point basis, thereby reducing the traffic congestion at major trans portation hubs. • Automatic flight management will allow closer and more accurate scheduling. • The short flight times introduce new arrival and departure options for the SST which will reduce traffic peaking at certain times of the day. The SST's high cruise altitude of over 60,000 feet will create a new plateau for traffic movement. This new flight regime not only reduces the congestion at the subsonic altitudes of 30,000 to 40,000 feet, but provides smoother air which will result in a more comfortable ride than at the subsonic jet altitude. The 2707-300 satisfies the goals of increased aircraft efficiency, safety, and attractiveness to the traveling public. With this airplane, we are ready and able to ad vance this country's leadership in the supersonic era. ~ GRAPHIC SERVICES ,.,-- THE BOEING SUPERSONIC TRANSPORT HOEING BUPERBON/C TRANSPORT 0/WB/ON

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