This release is issued jointly by Sud Aviation of Paris and British Aircraft Corporation of London.
Medium shot. Draughtsman enters left, looks at model
Medium close-up. Draughtsman points to flight deck windows, passenger windows and door
3 ???there is an X mark, pick up or not?.
Medium close-up side view of fuselage. Draughtsman cheeks windows as he moves along fuselage
Medium close-up. Draughtsman checks windows, puts down blueprint, tilts model to starboard
Medium close-up of engine nacelles. Draughtsman runs hand along port nacelle, tilts model back to level
Medium shot three quarter rear view of model. Draughtsman checks leading edge of port wing and fuselage fillets against blueprint
Medium close-up, checking fin and trailing edge of port wing
Close-up of engine nacelles on port side
Medium shot three quarters rear view of model. Draughtsman folds blueprint, two men enter left and take-out model
Medium shot of model shop. Men come out carrying model down steps and over camera
Medium shot of model being loaded on to lorry, which drives off
Script is copyright Reuters Limited. All rights reserved
Background: This release is issued jointly by Sud Aviation of Paris and British Aircraft Corporation of London.
After collaborating in design studies for a Mach 2.2 (1400 mph) supersonic airliner, British Aircraft Corporation and Sud Aviation have reached general agreement on proposals for the joint design, development and production of an airliner of this type. BAC and Sud are now discussing these proposals with their respective Governments.
Results of this close co-operation between two major European aviation groups will be in evidence on the British Aircraft Corporation stand at the SBAC Show at Farnborough (3rd - 9th September, 1962) when a model of the projected airliner is being shown in public.
The Anglo-French proposals are for an aircraft of slender-delta planform, powered by four large turbojets. The engines, mounted in pairs in two nacelles beneath the wings, exhaust at the wing trailing edge, giving low cabin noise levels.
A medium-range and a long-range version of the airliner are proposed, both versions being identical in outward appearance. Additional fuel capacity is provided in the long-range version. Both aircraft will accommodate about 100 passengers.
Choice of Cruising Speed
The choice of Mach 2.2 as the airliner's cruising speed was determined by technical and economic considerations.
Current subsonic jets are highly developed and highly efficient. A moderate increase in present operating speeds would bring the aircraft into the transonic regime where a series falling-off in aerodynamic efficiency occurs due to the onset of 'wave drag'. With increasing Mach number the effects of this falling-off become mere and more gradual and, with increasing speed, the turbine engine becomes more efficient, so tending to restore overall efficiency.
Good economy, in terms of seat-mile costs, can best be achieved by operating at the highest practicable supersonic speed in order to exploit the increased propulsive efficiency to the fullest advantage.
BAC and Sud Aviation designers have proposed a Mach 2.2 cruising speed because techniques and materials for a supersonic airliner operating in this environment need not differ radically from current conventional practices. Beyond this speed aluminum alloy structures begin to suffer rapid deterioration, and a switch to new materials and construction methods is necessary.
The first cost of the projected supersonic airliner will be higher than that of current airliners, as will fuel costs and some hourly direct costs, such as depreciation and insurance. But the greatly increased operating speed will have the effect of reducing these charges per aircraft mile.
The total aircraft mile costs for a Mach 2.2 airliner can therefore be lower than those of the best subsonic airliner. Its greater annual carrying capacity enables the operator to meet given traffic requirements with a smaller fleet.
This problem has a great influence on the characteristics of a supersonic airliner, and the projected Anglo-French airliner is being designed to take account of the extensive research in this country and the U.S. into this problem. In addition, it is expected that by adopting special operational technique and by not flying at supersonic speeds below certain altitude disturbance can be reduced to reasonable proportions.
On the runway, noise produced by the supersonic airliner will be little more than that from current subsonic jets, and beyond the runways where the noise caused by present big jets is monitored, it should be quieter. This is because the greater engine power available enables higher speed and altitude to be attained in the initial phase of the climb and permits a proportionately greater throttling-back.