Warplanes of the USA: Ohio, Dayton, National Museum of the USAF: Avro aircraft

Warplane Survivors USA: Ohio, Dayton, National Museum of the USAF: Avro

(NMUSAF Photo)

Avro 504K, replica, Reg. No. G-CYEI, painted as 1620, D.9029.  The Royal Canadian Air Force's Aircraft Maintenance & Development Unit built the aircraft on display in 1966-1967 with a 110-hp Le Rhone J rotary engine and original parts.  It arrived at the NMUSAF in May 2003, and it is painted to represent one of the 52 Avro 504K aerobatic trainers used at the AEF No. 3 Instruction Center, Issoudun, France, in 1918.

(Valder137 Photo)

(NMUSAF Photos)

Avro CF-100 Canuck Mk. 4A (Serial No. 100504).  The all-weather CF-100 was the only Canadian-designed and Canadian-built fighter to go into large-scale production.  Powered by two Canadian-designed Orenda jet engines, the CF-100 entered service with the 445 Squadron in 1953.  In 1957 the two-seat CF-100 became an integral part of the newly formed U.S.-Canadian North American Air Defense (NORAD) system.  Side-by-side with USAF units, nine Royal Canadian Air Force (RCAF) CF-100 squadrons helped protect the continent from potential Soviet bomber attack across the North Pole.  Although RCAF fighter squadrons phased out the CF-100 in 1961-1962, it continued to serve as an electronic warfare aircraft well into the 1970s.  Placed on display in 2005, the NMUSAF's aircraft is painted to appear as a 428 Squadron CF-100 Mk. 4A in the mid-1950s.

(NMUSAF Photos)

(Alvintrusty Photo)

(Clemens Vasters Photo )

Avro Canada VZ-9AV Avrocar (Serial No. 58-7055), AV-7055.  The Avrocar was the result of a Canadian effort to develop a supersonic, vertical takeoff and landing (VTOL) fighter-bomber in the early 1950s.  However, its circular shape gave it the appearance of a “flying saucer” out of science fiction movies of the period.  A.V. Roe (Avro) Aircraft Limited (later Avro Canada) based its design concept for the Avrocar on using the exhaust from turbojet engines to drive a circular “turborotor” which produced thrust.  By directing this thrust downward, the turborotor would create a cushion of air (also known as “ground effect”) upon which the aircraft would float at low altitude.  When the thrust was directed toward the rear, the aircraft would accelerate and gain altitude.  In 1952, the Canadian government provided initial funding but dropped the project when it became too expensive.  Avro offered the project to the U.S. government, and the U.S. Army and U.S. Air Force took it over in 1958.  Each service had different requirements: the Army wanted to use it as a subsonic, all-terrain troop transport and reconnaissance craft, but the USAF wanted a VTOL aircraft that could hover below enemy radar then zoom up to supersonic speed.  Avro’s designers believed they could satisfy both services, but these two sets of requirements differed too much.  Research data originally indicated that a circular wing might satisfy both the Army’s and Air Force’s requirements, and Avro built two small test vehicles to prove the concept.  Designated the VZ-9AV Avrocar (VZ stood for experimental vertical flight, 9 for the ninth concept proposal, and AV for Avro).  Tests with scale models at Wright-Patterson AFB, Ohio, indicated that the cushion of air under the Avrocar would become unstable just a few feet off the ground.  The aircraft would be incapable of reaching supersonic speeds, but the testing went ahead to determine if a suitable aircraft could be developed for the Army.  The first prototype, the Avrocar on display in the NMUSAF, was sent to the National Aeronautics and Space Administration (NASA) Ames Research Center at Moffett Field, California.  There, wind tunnel tests proved that the aircraft had insufficient control for high speed flight and was aerodynamically unstable.  The second Avrocar prototype underwent flight tests that validated the wind tunnel tests.  If it flew more than three feet above the ground, the Avrocar displayed uncontrollable pitch and roll motions, which the Avro engineers called "hubcapping."  The Avrocar could only reach a maximum speed of 35 mph, and all attempts to end the hubcapping failed.  The project was cancelled in December 1961.  The second prototype aircraft went to the U.S. Army Transportation Museum at Fort Eustis, Virginia, and the first prototype Avrocar came to the NMUSAF in 2007.

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