Avro Canada C102 Jetliner

https://en.wikipedia.org/wiki/Avro_Canada_C102_Jetliner

The Avro C102 Jetliner was a Canadian prototype medium-range turbojet-powered
jet airliner built by Avro Canada in 1949. It was beaten to the air by only 13
days by the de Havilland Comet, thereby becoming the second jet airliner in the
world. The name "Jetliner" was chosen as a shortening of the term "jet
airliner", a term which is still in popular usage. The aircraft was considered
suitable for busy routes along the US eastern seaboard and garnered intense
interest, notably from Howard Hughes who even offered to start production under
license. However continued delays in Avro's all-weather interceptor project, the
Avro Canada CF-100 Canuck, led to an order to stop working on the project in
1951, with the prototype Jetliner later cut up for scrap.

Genesis

In 1945 Trans-Canada Airlines (TCA) started exploring a number of aircraft
developments under the direction of Jim Bain. Avro of England, who had recently
taken over the Victory Aircraft "shadow factory" in Toronto, and started
exploring production possibilities with TCA for a twin-engine turboprop aircraft
like the Vickers Viscount. In the fall of 1945, Bain travelled to England to
visit various aircraft companies, and during his exploration of Rolls-Royce's
engine department, saw the early work on what was then known as the AJ65, a new
axial-flow turbojet engine. The new engine, later known as the Rolls-Royce Avon,
enthralled Bain and on his return to Canada he changed plans for Avro's
development to use the new engine instead of turboprops.

Design changes

In 1947, Fred Smye, president of Avro, advised Herbert James Symington of TCA
that they could not meet the fixed price contract. Symington's response was to
pull out of the project, perhaps due to having successfully taken delivery of
their new Canadair North Stars. C. D. Howe stepped in and offered $1.5 million
to continue the project, at a slower pace. At about the same time, Rolls-Royce
told Avro that the civil certification of the Avon could not be guaranteed in
time for the Jetliner's rollout. This, in turn, would lead to higher operational
and maintenance costs. Nevertheless, Avro continued with its plan to build the
jet, selecting four Rolls-Royce Derwents to replace the two Avons.

The aircraft was scheduled to begin deliveries in May 1952, and enter service in
October, which would have given it a full six years headstart on the 707, which
did not enter service until October 1958, and more than 11 years on its top
short-field competitor, the Boeing 727. Its short-field performance exceeded the
Caravelles (with a comparable number of passengers).

Proposals exist for 30-, 40-, and 50-seat models, as well as 52- and 64-seat
paratroop versions, high-altitude medical lab, photo reconnaissance, cargo, and
crew trainer types. Given the difference in seat pitch at the time (compared to
today), maximum capacity could readily have reached 100 even without a simple
fuselage stretch.


Role
Jet airliner

National origin
Canada

Manufacturer
Avro Canada

First flight
10 August 1949

Primary user
Trans Canada Airlines (intended)

Number built
One (second prototype cancelled whilst in production and scrapped)


Operational history

Two years later, the first prototype, CF-EJD (-X), began taxiing tests, and
first flew on 10 August 1949, only 25 months after the design had started, and
only 13 days after the first flight of the DH Comet. A delay caused by runway
construction at the company's home, Malton airport, combined with repairs
necessitated by external nacelle skin "buckling", prevented the Jetliner from
being the first jet-powered airliner to fly. On its second flight, on 16 August,
the landing gear failed to extend, and the Jetliner had to make a belly landing.
However, the damage was minor, and the aircraft was in the air again in three
weeks.

In April 1950, the Jetliner carried the world's first jet airmail from Toronto
to New York City in 58 minutes– half the previous record (c.340 miles, 352 mph).
The flight was highly publicized and the crew was welcomed with a ticker tape
parade through the streets of Manhattan. So new was the concept of jet power
that the Jetliner was made to park far from the terminal, and pans were placed
under the engines in case they dripped any "self-igniting fuel." On its return
the next day, the Jetliner returned to Canada via Montreal.

Nevertheless, only a few months later, the enigmatic Howard Hughes first learned
of the design and leased the Jetliner prototype for testing, flying it for a few
circuits when it arrived in Culver City, California. He tried to buy 30
Jetliners for use by TWA, but Avro had to repeatedly turn him down due to
limited manufacturing capabilities and overwork on the CF-100 project. Hughes
then started looking at US companies to build it for him; Convair proved
interested and started studies on gearing up a production line. C.D. Howe again
stepped in and insisted that Avro concentrate on its Orenda turbojet and CF-100
jet fighter programs. Furthermore, the U.S government would not agree to Convair
investing effort and manufacturing space to a civil project in view of the
ongoing Korean Crisis, which itself was beginning to lead into the Korean War.

The project was almost restarted in 1953, when CF-100 production was in full
swing, but this never happened. In 1955, TCA ordered 51 Vickers Viscount
turboprop aircraft from Vickers-Armstrong in England. These were the first
turbine-powered aircraft in regular service in North America. They continued in
service until 1974.

Cancellation

The Jetliner was later used as the aerial photo platform for the CF-100 project.
On 10 December 1956, the Jetliner was ordered surplused, and although it was
donated to the National Research Council, they had no room for it in storage and
took only the nose section for cockpit layout design. The rest of the Jetliner
was cut up on 13 December 1956. The only surviving parts are the nose and
cockpit section in the Canada Aviation and Space Museum in Ottawa, Ontario.

Specifications Avro C102 Jetliner

General characteristics
Capacity: payload 12,700 lb (5,761 kg)
Length: 82 ft 5 in (25.12 m)
Wingspan: 98 ft 1 in (29.90 m)
Wing area: 1,097 sq ft (101.9 m2)
Airfoil: root: NACA 23016.5; tip: NACA 23012
Empty weight: 27,427 lb (12,441 kg)
Gross weight: 55,000 lb (24,948 kg)
Powerplant: 4 × Rolls-Royce Derwent V centrifugal-flow turbojet engines, 3,600
lbf (16 kN) thrust each (later fitted with 2x Derwent 8 {#2 & #4} and 2x Derwent
9 engines {#1 & #3})

Performance
Maximum speed: 417 mph (671 km/h, 362 kn) at 30,000 ft (9,100 m)
Cruise speed: 376 mph (605 km/h, 327 kn) at 30,000 ft (9,100 m)
Range: 1,680 mi (2,700 km, 1,460 nmi)
Service ceiling: 40,300 ft (12,300 m)
Rate of climb: 2,220 ft/min (11.3 m/s)
Wing loading: 51.86 lb/sq ft (253.2 kg/m2)




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