Donald E Aydlett began construction of the sole A-1 in 1963, flying it on 6 July 1965. It was a low wing monoplane of mixed wood and steel construction. The wing was a fabric covered wood structure, with streamlined lift struts from the upper fuselage longerons. The fuselage and tail unit were steel, again fabric covered, and the tail unit was wire braced. The tailplane was on top of the fuselage; the rounded fin carried a generous, unbalanced rudder. The cockpit, over the wing, was enclosed by a canopy which merged at the rear with the raised fuselage decking. Power came from a 125 hp (93 kW) flat four Lycoming O-290-G, mounted with cylinder heads and exhaust pipes exposed. The A-1 had a fixed, conventional undercarriage, with mainwheels mounted on faired V-struts and a tailwheel.
Only one [N4672S, C/N 1001] was ever built.
Engine: 1 × Lycoming O-290-G, 125 hp (93 kW) Propellers: 2-bladed fixed pitch Wingspan: 22 ft 3 in (6.78 m) Length: 17 ft 0 in (5.18 m) Height: 6 ft 0 in (1.83 m) Empty weight: 690 lb (313 kg) Max takeoff weight: 1,200 lb (544 kg) Maximum speed: 185 mph (298 km/h; 161 kn) Cruise speed: 115 mph (100 kn; 185 km/h) Service ceiling: 15,000 ft (4,572 m) Rate of climb at sea level: 1,000 ft/min (5.1 m/s) Seats: 1
The Avtek 400 was the proof of concept aircraft of a six/nine-seat pusher turboprop-powered business aircraft, with a crew of one or two pilots. Designed by Leo J Windecker, it was the first US aircraft constructed throughout from DuPont ‘Kevlar’ advanced composite material, hence the ‘DUPONT’ logo on upper sides of the tailfin.
It featured over the wing pusher propellers, high mounted forward canard, bizarre wing shapes, all-Kevlar construction and lack of elevators.
First flown in the USA on 17 September 1984, the type never went into production, and the company went bankrupt in 1998.
The aircraft appeared in the ‘Airwolf’ TV series as the X-400, the plane used by the villain Lou Stappleford in the episode ‘Eagles’.”
400A Engines: 2 x 680hp P&W Canada PT6A-3L/R Wingspan: 35’0″ Length: 39’4″ Useful load: 2781 lb Max speed: 294 mph Stall: 96 mph Range: 2600 mi Ceiling: 41,000 Seats: 6-10
The first stages of development of a new two-seat all-weather long-range interceptor for the RCAF began in early 1953, at the time when the RCAF was busy forming its first CF-100 squadron. By April 1954 Avro’s design team was involved in the manufacture of the first five Arrow 1 prototypes.
The CF-105 featured a true delta-wing design fitted with twin turbojet engines. The aircraft would be piloted by a crew of two, made up of a pilot and his radar operator. Avro made the decision to design the CF-105 as a pure delta wing platform. The aircraft’s single-minded interceptor purpose was to travel in straight lines, finding the fastest way to get to its target in the shortest amount of time. The increase in drag was offset by the added fuel that could be stored in the wings as the CF-105 system would be expected to feed two thirsty turbojet engines, each with afterburner capability. The Orenda Iroquois – a highly advanced engine for its time – was selected as the powerplant that would propel the CF-105 Arrow for decades to come. This had a needle-nose, widening just aft of the cockpit, where intakes on each side of the fuselage fed air to two turbojet engines mounted side by side within the fuselage. The Arrow 1s were powered by two Pratt & Whitney J75s, but it was intended that the following Arrow 2s would have engines of indigenous design and manufacture, in the form of PS-13 Iroquois turbojets, developed by Avro’s Orenda engine division, each of which promised a thrust of 12700kg with maximum reheat.
The two-man cockpit was held well-forward in the design, protruding between the two rectangular intakes to either side. The intakes ran the length of the fuselage and the delta wings extended from the installations as high shoulder-mounted assemblies. The aircraft’s layout ended with the twin engine outtakes at rear capped by a single vertical tail fin set between the two engine compartments. The main landing gear extended from the wings (another benefit of the delta wing concept) as opposed to the fuselage body with two wheels to a gear (in single file arrangement). The nose landing gear leg retracted into the fuselage just behind and below the cockpit.
The Arrow appeared in its first form as the Mark 1 with production approved by 1955. The first Arrow completed October 1957, became model RL-201 and this aircraft was fitted with lower-powered Pratt & Whitney J75 series engines while the Orenda brand series were completing development. The unveiling was intended to be a huge affair but the successful launch of the Soviet satellite Sputnik destroyed any hope of that and in many ways forecasted the future of the CF-105 program itself. Several other delays of the internal systems added to the already bumpy curtain-raising event.
The Royal Canadian Mounted Police were monitoring an illegal agent working for the Russians on the Avro Arrow project.
The first was first flown by Jan Zurakowski on 25 March 1958, this Mach 2 all weather fighter had a continental radius of action and could operate up to 70,000ft. It achieved 1,000 mph on its seventh flight. The two underfuselage speed brakes could be held open during Mach 1 flights. Four more Mark 1 soon followed. Over the months of testing, a major issue arose with the complex main landing gear arrangement. The design relied upon the two main single-file landing gear wheels to fit into the wing. This necessitated that the gear rotate before settling fully into the thin delta wing design. After addressing several of these key issues, the five CF-105’s were moved out of the A.V. Roe internal company test program and forwarded to official military trials beginning 1959.
By this time, the future of the CF-105 was already highly in doubt. 1957 saw a political turn in Canada which the new conservative-leaning party began targeting the spending projects of the former liberal party. The CF-105 was not immune to the discourse and when the Americans came calling with their NORAD (NORth American Air Defense) initiative and its thousands of available aircraft for use across Canadian air defense. It was seen fit to cancel the CF-105 Arrow project altogether on 20 February 1959 by John Diefenbaker, a Prime Minister of Canada, after expenditure of about $400 million. It is estimated that an astounding 50,000 jobs were lost with the cancellation of the program – or about 80% of Avro Canada altogether – permanently damaging the Canadian aerospace industry.
The prototype and six more airframes were sliced up, crushed and burned. Three years later Canada had to buy McDonnell F-101 Voodoo fighters from the USA.
Engines: 2 x Pratt & Whitney J75-P-3, 47,000lbs thrust. Wingspan: 15.24 m / 50 ft 0 in Length: 23.72 m / 78 ft 10 in Height: 6.48 m / 21 ft 3 in Wing area: 113.8 sq.m / 1224.93 sq ft Empty Weight: 49,042lbs (22,245kg) Maximum Take-Off Weight: 68,608lbs (31,120kg) Maximum Speed: 1,307mph (2,104kmh; 1,136kts; M 2.3) Maximum Range: 410miles (660km) Service Ceiling: 58,563ft (17,850m) Crew: 2 Armament: 1 internal weapons bay Hardpoints: 8
The Royal Canadian Air Force, needed an all weather fighter to defend the vast dominion and after talking with the American and British air staffs decided to write its own specification, issued in October 1946. It called for a fighter having a crew of two, advanced radar, all weather and night equipment, heavy gun armament, the ability, to operate from advanced air¬bases with austere ground equipment and runways only 4,000ft long. Plus a combination of speed, rate of climb and range never before attained in any combat aircraft.
Design of the two-seat all-weather long-range fighter was initiated in October 1946, the Avro Canada team under E. H. Atkin, chief engineer, settled for a long slim fuselage, low unswept wing of quite high aspect ratio, and twin engines on the sides of the fuselage above the wing. The Avro scheme made the engines higher off the ground, but still easy to service and not difficult to change. The steerable nose gear and main legs all had twin wheels. The first of two prototype CF-100 Mk Is (No 18101, FB-D) was flown on 19 January 1950, both of these aircraft being powered by Rolls-Royce Avon RA 3 turbojets, each of 2948kg thrust. Although not designed for speeds over Mach 0.85, it was taken supersonic during a dive by test pilot Janus Żurakowski in December 1952.
It was a low-wing cantilever monoplane of all metal construction, the tail unit incorporating a tailplane and elevators mounted mid-way up the fin. The retractable tricycle landing gear had twin wheels on each unit, and accommodation for two, in tandem, was in a pressurised cockpit. All control surfaces were fully powered. Large airbrakes were fitted above and below the wing ahead of the flaps. Pilot and navigator sat in tandem Martin Baker seats.
CF-100 Mk.1
Successful testing of the prototypes led to an order for 10 unarmed pre-production CF-100 Mk 2s, these being the first examples to be powered by 2722kg / 6,000 lb thrust Orenda 2 turbojets, built by the engine division of Avro Canada. When the first of these CF-100 Mk 2s made its maiden flight, on 20 June 1951, it was the first aircraft that had been completely designed and built in Canada. One of this pre-production batch was equipped as a dual-control trainer, becoming designated CF-100 Mk 2T, and another example from this batch was the first to enter service with the RCAF, on 17 October 1951.
Orders followed for 124 production aircraft designated CF-100 Mk 3 in September 1950, named Canuck by the RCAF, and the first of these entered service soon after a first flight in early September 1952. They differed by having Orenda 8 turbojets of 6,000 lb thrust (of similar output to the Orenda 2s), carried eight 12.7mm Colt-Browning machine-guns in a ventral pack, which could be winched in or out of the fighter as a unit, and were equipped with nose-mounted AN/APC -33 radar. The Mk 3 entered service with No 445 Squadron at North Bay, Ontario, in 1953. A total of 70 of this version was built before production switched to the definitive CF-100 Mk 4, and once the Mk 4 became available in 1954, most of the remaining Mk 3’s were either used at the Operational Training Units or converted to dual control trainers. 50 were converted to CF-100 Mks 3CT and 3DT trainers.
CF-100 Mk.3A
In 1951, in partnership with Hughes Aircraft, Avro Canada completely replanned the CF 100 with the new armament. The tenth CF 100 Mk 2 was chosen as the aircraft to develop the new system, making its maiden flight as the prototype Mk 4 on October 11, 1952, the same day as the first production Mk 3. The nose was longer and fatter, and instead of the APG 33 gunsight radar of the Mk 3 there was a radome for the MG 2 (E4) fire-control radar. The standard Mk 4 retained the gun pack but added wing tip pods each housing either 29 or 30 Mighty Mouse rockets, the same FFAR (folding fin aircraft rocket) of 2.75in calibre as standard on the, USAF interceptors. The Mk 4 had collision course fire control, the new interception method in which the radar and autopilot interlinked to steer the aircraft automatically to launch the rockets in a salvo to pass through a “box” of sky at the same time as the hostile aircraft. It freed interceptors from the need to attack from behind, and in a side on interception gave a much better reflective target for the radar.
The last 54 aircraft were cut from the Mk 3 order, holding production of this model to 70, while orders for the Mk 4 were repeated until they reached the total of 510. It was the RCAFs standard all weather fighter in 1953 59 and continued to serve, into the 1960s after modification to Mk 5 standard. Early Mk 4s were styled Mk.4A and fitted with the Orenda 9 rated at 6,500 lb, and visually distinguished by the free spinning two-blade windmill on the inlet bullet from which alcohol anti icing fluid could be sprayed. The Mk 4B was fitted with the Orenda II of 7,275 lb thrust, and most 4Bs were also fitted with all-rocket armament, the gunpack being replaced by a retractable box containing a further 48 FFARs launched in salvo by hydraulically extending the box briefly into the airstream. A further modification in most 4As and all 4Bs was that the large canopy was blown from a single sheet of Plexiglas.
CF-100 Mk.4B No.445 Sqn RCAF, Marville, France 1957
The first production Mk 4 flew on October 24, 1953. The Mk.4 version was redesignated CF-100 Mk 4A after the introduction of a generally similar CF-100 Mk 4B that differed primarily by having more powerful Orenda 11 turbojets, each of 3300kg thrust.
Unofficially known as the Canuck, the CF-100 Mk 4A was the first CF-l00 to be fitted with AN/APC-40 radar and was powered by the 2948-kg (6,500-lb) thrust Orenda 9 turbojet engine, which was replaced by the slightly more powerful Orenda 11 on the CF-100 Mk 4B model. Armament in both cases took the form of eight 12.7-mm (0.5-in) machine-guns backed-up by 104 70-mm (2.75-in) rockets carried in the distinctive wing-tip pods. Production of CF-100 Mks 4A and 4B totalled 134 and 144 respectively, being followed by the CF-100 Mk 5 production version.
The CF-100 Mk 5, which featured an extended wing span and updated equipment, was lighter for it lack-ed the machine-guns of earlier variants, relying solely on rockets for interception. Aimed entirely at increasing high altitude manoeuvrability, the Mk 5, the first of which flew on October 12, 1955, had just over 3.5ft added on the end of each wing, the new sections having constant chord. Tailplane area was also slightly increased, and among less basic changes was the introduction of a larger wingtip pod housing 52 FFARs, making (with the centreline pack) a maximum of 152. No Mk 5s were built new, the 100 aircraft for inventory being converted while the final 4Bs were still on the assembly line, 53 of which were supplied to Belgium, based at Beauvechain, these being the only CF-100s to be exported.
The first production example flew on 12 October 1955.
CF-100 Mk.5
In addition, a substantial number of CF-100 Mk 4s were up-dated to the later configuration for service with squadrons of the then Royal Canadian Air Force in both Canada and Europe. The CF-100’s operational career as an interceptor came to an end in the early 1960s, but a few aircraft were further modified to act as electronic aggressors in evaluating the performance of Canada’s defences. Known as CF-100 Mk 5C and CF-100 Mk 5D aircraft, these were finally retired by No. 414 Squadron in late 1981.
On November 4, 1956, No 445 Squadron brought its Mk 4Bs to Europe to add all¬-weather defence to AAME (Allied Air Forces Central Europe), and until 1962 four RCAF squadrons of 4Bs and 5s operated from the Gros Tenquin/ Marville, / Zweibrücken / Baden Söllin¬gen complex as the all weather com¬ponent of the 1st Air Division. So reliable were the Canadian fighters¬ ¬that the Belgian Air Force purchased 53 ex RCAF Mk 5s and took delivery from December 1957. By this time all CF 100s in front line service had green/grey camouflage, the Belgians merely changing the national markings. Though the added wing sections caused structural problems at high indicated airspeeds the Mk 5 remained an adequate all weather platform well into the 1960s.
The Avro CF-100 “Canuck” was the RCAF’s second operational jet fighter replacing the de Havilland Vampire. They patrolled the skies over North America and Western Europe from 1953-1981. The aircraft last served with No. 414 “Black Knight” squadron (electronic warfare unit) at North Bay, as a Mark 5D ECM (electronic counter measures aircraft).
A total of 692 aircraft were produced in the different variants, and the CF-100 was world’s first straight-wing combat aircraft to exceed Mach 1 (in a dive, 18 December 1952). Many innovations in radar and quick-change weapons were developed on the CF-100, and some of its design features were incorporated in the Avro Arrow.
A. V. Roe Canada CF-100 Mk.1 All-weather fighter Engines: 2 x 6,500 lb. thrust Avro Orenda 9 turbojets. Wingspan: 58 ft 5 in Length: 54 ft. 4 in Loaded weight: 34,000 lb. Max. speed: over 650 m.p.h. Max. range: 2,000 miles. Armament: 132x.2.75 in. rockets. In retractable pack under fuselage and wing-tip containers. Crew: 2
CF-100 Mk 3D dual trainer Engines: Two Orenda 8, 6000 lb thrust axial flow gas turbine Maximum speed: Mach .85 Empty weight: 23,000 lb (10 432 kg) Maximum weight: 34,000 lb (15,436 kg) Span: 57 ft 6 in (17.5 m) over tip tanks Length: 52 ft 3 in (15.9 m) Height: 14 ft 6 in (4.4 m)
CF-100 Mk 4 Engines: 2 x 2948kg thrust Orenda 9
CF-100 Mk 5 Engines: 2 x turbo-jet Orenda 11 or 14, 32.3kN, 3300-kg (7, 275-lb) Max take-off weight: 16330 kg (36,000 lb) Empty weight: 10478 kg / 23100 lb Wingspan: 18.54 m (60 ft 10 in) Length: 16.48 m / 54 ft 1 in Height: 4.74 m / 16 ft 7 in Wing area: 54.9 sq.m / 590.94 sq ft Wheel track: 10 ft 2 in Wheelbase: 18 ft 1 in Maximum speed 1046 km/h (650 mph) at 3050 m (10,000 ft) Initial climb rate 2591 m (8,500 ft) per minute Service ceiling: 16460 m / 54000 ft Range w/max.fuel: 3220 km / 2001 miles Range w/max.payload: 2072 km / 1288 miles Combat radius 1046 km (650 miles) Armament: 29 x 70mm missiles in each of wing containers Crew: 2
The design for a 50-seat medium-range civil transport began in 1946 initially proposed with two Rolls-Royce Avon turbojets but by autumn 1947 it was apparent these were not available. The design was modified to take four 3600 Rolls-Royce Derwent 5s.
With tricycle landing gear, and four turbojets, the prototype was first flown on 10 August 1949, but only six days later was badly damaged through a landing gear failure. It was repaired and flying again within a few weeks, and its four Derwent 5 engines were replaced by two Derwent 8s (starboard outer, port inner) and two Derwent 9s for evaluation. Construction of a second C-102 prototype began, but was not completed.
The C-102 integral fuel tanks have 1375 Imp.Gal inboard and 1025 Imp.Gal outboard giving a total capacity of 2400 Imp.Gal.
Despite an aggressive marketing campaign directed at U.S. airlines and the USAF, the sales prospects of the Jetliner floundered after the launch customer, Trans-Canada Airlines, reneged on a letter of intent in 1948. The company was still attempting to get the CF-100 into production at the time and, consequently, the Canadian government cancelled any further work on the C102 due to Korean War priorities: C. D. Howe demanded the project be stopped to increase production of the CF-100, so the second C102 prototype was scrapped in the plant in 1951, with the first relegated to photographic duties in the Flight Test Department. After a lengthy career as a camera platform and company “hack,” CF-EJD-X was flown for the last time on 23 November 1956 and broken up in 1956, having flown about 425 hours. The nose section now resides in the Canada Aviation Museum in Ottawa.
C-102 Engines: 4 x Rolls-Royce Derwent 5, 1633kg / 3600 lb Wingspan: 29.90 m / 98 ft 1 in Wing area: 107.49 sq.m / 1157.01 sq ft Length: 25.12 m / 82 ft 5 in Height: 8.06 m / 26 ft 5 in Take-off weight: 29480 kg / 64993 lb Empty weight: 16740 kg / 36906 lb Max. speed: 735 km/h / 457 mph Cruise speed: 650 km/h / 404 mph ROC: 1595 fpm Ceiling: 12285 m / 40300 ft Range: 2000 km / 1243 miles
The Avrocar was the brainchild of John Frost, an aeronautical engineer at the Malton-Toronto plant of Avro Canada, who conducted studies in the early 1950s on extremely unorthodox vertical-take-off aircraft, beginning with one design that looked like a shovel blade named the “Avro Ace” or “Project Y-1”. and then moving on to saucer-shaped aircraft, originally designated “Project Y-2”. Frost felt that such vehicles could offer vertical take-off capability as well as high-speed forward flight.
The US military became interested, leading to the award of a US Air Force contract in 1955 for experimental development that evolved through various designations such as “Project Silver Bug”, “Weapons System 606A (WS-606A)”, “Research Project 1194”, and so on. The whole project was originally kept a deep secret since it was felt to be a major potential breakthrough. After considering and eliminating a number of different configurations, the effort focused on development of a proof of concept vehicle named the “VZ-9-AV Avrocar” which was funded by both the US Army and US Air Force. It looked very much like an ordinary but greatly scaled-up modern “Frisbee” toy, 5.5 meters in diameter and 1.1 meters thick at the center (18 by 3.5 feet).
There was a fan 1.5 meters (5 feet) in diameter built into a duct in the center, and two little single-seat cockpits with individual clamshell bubble canopies, and powered by three Continental J69 jet engines, which were arranged in the fuselage in a triangle around the central fan. The exhausts of the jet engines drove the fan and were also ducted around the around the edge of the Avrocar to provide lift at low speed. Engine thrust could be redirected to provide forward thrust, with the saucer-shaped airframe acting as a “lifting body”. Differential thrust could be applied at the sides of the VZ 9 for control purposes.
Frost was extremely enthusiastic about the possibilities of his flying-saucer concept, envisioning an “Avrowagon” for family use, an “Avropelican” for naval use, a scaled-up transport version, and a Mach-2 fighter-interceptor version.
A wind-tunnel test model and a flying prototype were built. The test model was sent to the NASA Ames Center in California for wind-tunnel tests. First tethered flight of the flying prototype (58 7055) was at Malton on 29 September 1959, followed by the first untethered flight on 5 December 1959. After some changes to the control system, some forward flights were made just above the runway at Avro’s Malton factory, starting on May 17th, 1961.
The Avrocar was sup¬posed to fly at speeds of over 483 kph (300 mph) at altitude and have a range of 1600 km (1000 miles), but the little saucer never exceeded 30.5 m (100 ft) during trials.
Although Frost and his staff recognized that the Avrocar was inherently unstable and had incorporated an electromechanical stabilization system, it wasn’t up to the job, and once the Avrocar picked itself up to above chest height and got out of ground effect, it bobbled around drunkenly. An improved stabilization system was considered, but Avro was in chaos due to the cancellation of the “CF-105 Arrow” interceptor program. The chaos filtered down to the Avrocar program, and the US backers of the program lost interest. The program was axed in December 1961.
The flight prototype ended up on display at the US Army Transportation Museum. The wind-tunnel test model in the possession of the Smithsonian Air & Space Museum. It remains in storage at the museum’s Garber Restoration & Storage Facility in Maryland.
Beginning as an A. V. Roe project in 1958, the original Type 748 was planned as a 20-seat short/medium-range feeder airliner. When no interest was shown in the design, it was scaled up in size and the Hawker Siddeley Group, of which Avro was a component company, decided to put the aircraft into production.
The first flight of the prototype took place at Woodford on 24 June 1960. The first production aircraft, capable of seating a maximum of 48 passengers, was designated Avro 748 Series 1. It first flew on 31 August 1961, powered by two 1298kW Rolls-Royce Dart 514 turboprops.
This aircraft has a takeoff run of only 2,750 feet, for STOL performance it has a long-span wing, mounted low, with Fowler flaps driven by an electric actuator. The Rolls-Royce Dart turboprops, mounted with their jet pipes above the wings, are rated at about 2,280 hp, though some military versions have 3,200-hp Darts. Most civil versions of the HS 748 seat 40 to 58 passengers and some are equipped for freight or passenger/freight operations.
Redesignated HS.748 in 1963, later versions included the Series 2 and Series 2A (1967) civil transports; Andover CC.Mk 1 and CC.Mk 2 for the RAF, the CC.Mk 2 being two specially equipped examples for The Queen’s Flight; the Coastguarder variant was also developed, optimised for maritime patrol, flying in 1977.
Six Andovers were delivered to the RAF, two for Queen’s Flight, and four for special passenger service. Prince Phillip Duke of Edinburgh, after completing transition training, used Queen’s Andover CC Mk.2 during his tour of Mexico and Caribbean in October and November 1964.
Hawker Siddeley Andover C.1
1st of six HS.748 for Philippine Air Lines, handed over at Woodford, 29 September 1967
The 748-2B incorporated a 2000 lb increase in payload, increased span, more powerful engines, and a number of cockpit refinements, flew in June 1979. A production version of the twin-turboprop transport is the Super 748. In its Military Transport form the 748 has a large rear freight door, strengthened floor, and optional military overload take-off and landing weights giving improved payload/range capabilities.
Andover NZ7626
Outwardly, the 748 is similar to the 780 Andover aircraft which differ mainly in having more powerful engines (and reverse pitch propellors), a rear loading ramp, and a kneeling undercarriage. Only 31 Andovers were built, along with six of the Andover CC.2 version of the civil 748. Although developed from the basic Hawker Siddeley 748 and retaining it’s exterior looks, with the exception of the revised tail and straight-in loading ramp, the Andover does have only 20 per cent commonality with the 748. The Andover’s “kneeling” undercarriage allows the aircraft’s fuselage to be lowered to allow easier loading and unloading. The STOL performance for a 42,000 lbs take off, the Andover requires 1,300 ft (to 50 ft), while 1,340 ft is needed for a short field landing (from 50 ft) at 40,000 lbs auw. Reverse-thrust propellors assists the short field performance. Production of all versions, including 79 assembled in India by Hindustan Aircraft from parts manufactured in both countries, totaled 380 aircraft.
HS748-2A Engines: 2 x Rolls-Royce Dart, 2280 shp. Wing span: 98 ft 6 in (15.24 m). Length: 67 ft 0 in (20.42 m). Height: 24 ft 10 in (3.51 m). Max TO wt: 44,495 lb (20182 kg). Max level speed: 278 mph (448 kph).
BAE 748-2B Engines: 2 x Rolls-Royce Dart 7 Mk.535-2, 1,835 shp. Props: Dowty-Rotol 4-blade, 144-in. Seats: 48/50. Length: 67 ft. Height: 24.8 ft. Wingspan: 102.5 ft. Wing area: 829 sq.ft. Wing aspect ratio: 12.7. Maximum ramp weight: 46,700 lbs. Maximum takeoff weight: 46,500 lbs. Standard empty weight: 26,650 lbs. Maximum useful load: 20,050 lbs. Maximum landing weight: 43,000 lbs. Wing loading: 56.1 lbs/sq.ft. Power loading: 12.7 lbs/hp. Maximum usable fuel: 11,200 lbs. Best rate of climb: 1470 fpm. Service ceiling: 25,000 ft. Max pressurisation differential: 5.5 psi. 8000 ft cabin alt @: 25,000 ft. Maximum single-engine rate of climb: 359 fpm. Single-engine ceiling: 10,700 ft. Maximum speed: 250 kts. Normal cruise @ 25,000ft: 230 kts. Fuel flow @ normal cruise: 1257 pph. Endurance at normal cruise: 8.4 hrs: Stalling speed clean: 95 kts. Stalling speed gear/flaps down: 71 kts. Turbulent-air penetration speed: 155 kts.
HS 748 series 2B Engines: 2 x Rolls-Royce Dart Mk 555, 1700kW Take-off weight: 23133 kg / 51000 lb Empty weight: 11644 kg / 25671 lb Wingspan: 31.23 m / 102 ft 6 in Length: 20.42 m / 66 ft 12 in Height: 7.57 m / 24 ft 10 in Wing area: 77.0 sq.m / 828.82 sq ft Cruise speed: 452 km/h / 281 mph Ceiling: 7620 m / 25000 ft Range w/max.payload: 1307 km / 812 miles Crew: 2-3 Passengers: 52
748 Military Engine: 2 x R-R Dart turboprop, 3400 kW. Span: 31.2 m. Length: 20.4 m. Wing area: 77 sq.m. Empty wt: 11,700 kg. MTOW: 23,100 kg. Payload: 5800 kg. Cruise speed: 455 kph. Initial ROC: 430 m / min. Ceiling: 7600 m. T/O run: 1082 m. Ldg run: 387 m. Fuel internal: 6550 lt. Range/payload: 1865 km with 5800 kg. Capacity: 60 pax.
748MF Andover C.1 Engines: 2 x RR Dart 12 Mk 201C, 3,000 shp. MTOW: 50,000 lbs. Fuel cap: 1,440 Imp gallons, + 860 gallons in an integral centre-wing tank. Range: 1,020 nm (1,800 nm with 860 Imp aux). Pax cap: 57 passengers (at 30” pitch). Cruise alt: 20,000 ft. Max speed: 302 mph @ 15,000 ft. Service ceiling: 23,800 ft. Maximum payload: 14,750 lbs. Take off distance mauw: 3810 ft. Landing ground roll max ldg wt (47,600 lbs): 2490 ft.
HS.780 C.1 Engines: 2 x Rolls-Royce Dart 12 Mk.201, 3425 shp. Max payload: 6270 kg.
Hawker Siddeley Andover C Mk 1 Engine: 2 x Rolls Royce Dart R.Da 12 Mk. 210 C, 2929 shp Length: 77.92 ft / 23.75 m Height: 30.085 ft / 9.17 m Wingspan: 98.261 ft / 29.95 m Max. speed: 262 kts / 485 km/h Service ceiling: 24016 ft / 7320 m Range: 1031 nm / 1909 km Crew: 3+44
748-2A Andover CC2 Engines: 2 x RR RDa7 Dart 152, 2280 shp. TBO: 1600 hr. Max cruise: 245 mph. Econ cruise: 243 mph. Stall: 82 mph. Fuel cap: 11628 lb. Fuel flow max cruise: 1850 pph. Fuel flow econ cruise: 1400 pph. Service ceiling: 23,000 ft. SE service ceiling: 13,000 ft. ROC: 1300 fpm. SE ROC: 750 fpm. Min balanced field length: 4050 ft. Payload with full fuel: 8790 lb. Max range: 1828 mile. High speed range: 1068 mile. Max payload: 16,773 lb. Range with max payload: 761 mile. Pressurisation differential: 5.5 lb. Seats: 47. Gross wt: 46,500 lb. Empty wt: 29,727 lb. Useful load: 16,773 lb.
The initial Air Ministry Vulcan contract called for several forms to be built including two prototypes. Along with this commitment included the construction and delivery of several flight demonstrators. The demonstrators, designated as Type 707, proved an important part of early development of the Vulcan and were produced in five examples – Type 707, Type 707A (2), Type 707B and Type 707C.
The first aircraft made its maiden flight at Boscombe Down on 4 September 1949, but was destroyed later in an accident 26 days later. The accident revealed that the airbrake system had not closed, leading the system to enter a stall and eventually crash – and as no ejection seat system was offered to the test pilot, both man and system were lost in the event.
A new revised design appeared in the Type 707B and flew a year later, this time with an ejection system in a lengthened nose assembly for low-speed research. The Type 707A was used as a high-speed test platform and completed as two examples while a Type 707C existed as well, this becoming a test platform and featuring side-by-side seating, a single vertical tail fin and a straight-wing delta arrangement. The two seat 707C tested power control systems and electronics.
Avro 707C WZ744
In all, testing revealed the aircraft to be extremely agile considering the type and size of the aircraft, no doubt due to the large area delta-wing design choice. These development models eventually gave rise to the Type 698 prototype.
Avro 707 Engine: 1 x Rolls Royce Dervent 5, 1630kg Take-off weight: 4303 kg / 9487 lb Wingspan: 10.4 m / 34 ft 1 in Length: 12.9 m / 42 ft 4 in Height: 3.53 m / 12 ft 7 in Crew: 1
707A
707B
707C Engine: Derwent, 2600 lb Wingspan: 34 ft 2 in Length: 42 ft 4 in Height: 11 ft 7 in Weight: approx. 10,000 lb Seats: 2.
Originally titled Tudor 8, modifications to the Tudor airframe needed to produce the test beds were considerable enough to warrant a new name.
The Tudor 8 was first flown on 6 September 1948 when it flew from Woodford to Boscombe Down. The Tudor 8 was demonstrated at Farnborough on 7 September 1948 with four Roll-Royce Nenes of 5000 lb thrust.
Tudor 8 – 7 September 1948
Six Ashtons on order in 1950, which were built for the Ministry of Supply to act as test-beds for research into jet operations.
The first Ashton made its maiden flight on 1 September 1950.
Powered by four 2270kg Rolls-Royce Nene 5 and 6 engines, the Ashton featured a nosewheel undercarriage which retracted forwards.
Avro 711 Ashton
Four marks of Ashton were built.
Mk.1 High altitude turbojet research Engines: 4 x Rolls-Royce Nene 5 and 6, 5000 lb Wingspan: 120 ft Length: 89 ft 6.5 in Height: 31 ft 3 in Loaded weight: 72,000 lb Max speed: 439 mph Cruise: 406 mph
Mk.2 High altitude air conditioning tests
Mk.3 Ventral radome and bomb containers outboard of engine nacelles Bomb sight development One Mk.3 used as Bristol Olympus testbed
Mk.4 Instrument development
Engines: 4 x 2270kg Rolls-Royce Nene 5 and 6 Take-off weight: 32688 kg / 72065 lb Wingspan: 36.58 m / 120 ft 0 in Length: 27.28 m / 90 ft 6 in Height: 9.53 m / 31 ft 3 in Wing area: 132.02 sq.m / 1421.05 sq ft Max. speed: 707 km/h / 439 mph Cruise speed: 654 km/h / 406 mph
The Athena was a single engine side-by-side two seat trainer with a tail wheel undercarriage. designed to Specification T.7/45 for a three-seat turbo-prop advanced trainer.
Two turbo-prop versions were developed, the Athena T.1 with a 1135 eshp A.S. Mambe A.S.Ma.1, and the Athena T.1A with a 1125 eshp Rolls-Royce Dart R.Da.1
Athena T.2
The design was then modified to meet specification T.14/47, and seventeen pre-production Athena T.2s were built, powered by the 1280 hp / 954kW Rolls-Royce Merlin 35. First flown in 1948, the Athena T.2 advanced trainer was in pro¬duction by 1950. These eventually went to the RAF Flying College, Manby, as gunnery trainers.
Athena T.Mk 2 Engine: 1 x Rolls-Royce Merlin 35, 1280 hp / 954kW Take-off weight: 4256 kg / 9383 lb Empty weight: 2966 kg / 6539 lb Wingspan: 12.19 m / 40 ft 0 in Length: 11.37 m / 37 ft 4 in Height: 3.94 m / 13 ft 11 in Wing area: 25.08 sq.m / 269.96 sq ft Max. speed: 472 km/h / 293 mph Cruise speed: 359 km/h / 223 mph Ceiling: 8840 m / 29000 ft Range: 885 km / 550 miles
