Canadair CL-246 tilt-wing transport projects

hesham

ACCESS: USAP
Senior Member
Joined
26 May 2006
Messages
33,449
Reaction score
13,474
Hi,

About the Canadair,there was two projects mentioned in the Jane's all the
world's aircraft,CL-212 & CL-246 but with no details,do you know them?.

[NOTE: CL-212 was an air-cushion vehicle. It is now in a separate topic here: https://www.secretprojects.co.uk/forum/index.php?topic=30475.0 — Mod.]
 
The CL-246 was a 4 engined tilt wing, proposed in a military
a civil version.
 

Attachments

  • CL-246_civ.GIF
    CL-246_civ.GIF
    30.5 KB · Views: 670
  • CL-246_mil.GIF
    CL-246_mil.GIF
    31.4 KB · Views: 607
Hesham,

As promised long ago, here is the CL-286 CL-246 cutaway from Air Enthusiast (Vol2 No 1, Jan 1972).

[NOTE: This is actually a cutaway drawing of the CL-246. — Mod.]
 

Attachments

  • cl-286-cutaway.jpg
    cl-286-cutaway.jpg
    67.8 KB · Views: 541
Last edited:
600 pixels can't do the drawing justice but you get the flavour of it. :)
 
... and CL-84 cutaway.
 

Attachments

  • CL-246(3).jpg
    CL-246(3).jpg
    88.2 KB · Views: 428
  • CL-246(4).jpg
    CL-246(4).jpg
    134.1 KB · Views: 187
Greetings All -

Here's the CL-246 cutaway in a larger size....

Enjoy the Day! Mark
 

Attachments

  • Canadair CL-246 Cutaway AE Jan-72.gif
    Canadair CL-246 Cutaway AE Jan-72.gif
    621.7 KB · Views: 521
The CL-246 was a projected 70-passenger STOL transport that Canadair projected in 1970. It embodied the technology developed and demonstrated with the earlier CL-/CX-84 Dynavert prototypes. Powered by four 1,900 shp Lycoming T53-19A turboshaft engines, it was designed to operate from the 1,800 ft (548 m) runways proposed then as an STOL-port standard by the FAA.

Since this project is mentioned in various sources but doesn't have its own topic, I have elected to regroup here all that appears in various places elsewhere.

index.php
 

Attachments

  • CL-246_mil.GIF
    CL-246_mil.GIF
    31.4 KB · Views: 755
  • CL-246_civ.GIF
    CL-246_civ.GIF
    30.5 KB · Views: 749
  • CL-246 three-view.gif
    CL-246 three-view.gif
    113.5 KB · Views: 800
  • CL-246.JPG
    CL-246.JPG
    35.7 KB · Views: 817
  • CL-246 cutaway small.gif
    CL-246 cutaway small.gif
    661.9 KB · Views: 933
Cool, a very huge VTOL aircraft.

And a real premiere (at least to me), thanks a lot Stargazer!!! :)
 
A beautiful painting of a civilian Canadair tilt-wing project:
 

Attachments

  • Canadair tilt-wing small.jpg
    Canadair tilt-wing small.jpg
    513 KB · Views: 254
Hi,

http://archive.aviationweek.com/image/spread/19710510/44/2
 

Attachments

  • 2.png
    2.png
    240.6 KB · Views: 154
  • 1.png
    1.png
    153 KB · Views: 143
archipeppe said:
Cool, a very huge VTOL aircraft.

Technically it is an ESTOL application of the technology - the engines can't actually rotate vertically. It is basically a tilt-wing design that always uses a rolling takeoff. This made it quite a bit more technically and financially feasible.
 
Not far off a Breguet + variable incidence, which allows you to exploit higher alpha (while having a very short and light gear, and not having to kick the tail up quite as much). Similar to the late-1980s (?) Macs study that eventually led to SuperFrog.
 
Hi,

http://documents.techno-science.ca/documents/CASM-Aircrafthistories-CanadairCL-84VSTOLhistory.pdf


[images removed and replaced by better, properly labeled versions — Mod.]
 
Kuno said:
Amazing projects the Canadians had....

Indeed. This is a natural evolution of short-takeoff and landing rugged 'bush planes', and only the Russians ever rivalled Canada in that regard. In fact, with the decline of the Canadian aviation industry we may soon end up having to import Russian designs - But if they work, they work.
 
The following write-up (in two posts) is taken directly from this document, previously shared by forum members Kagemusha and hesham, both in the CL-84 topic and here, and entitled:
DESIGN AND DEVELOPMENT HISTORY OF THE CANADAIR CL-84 V/STOL TILT-WING AIRCRAFT (written by Bill Upton, Canada Aviation Museum Research Volunteer, and published by the Canada Aviation Museum).

http://documents.techno-science.ca/documents/CASM-Aircrafthistories-CanadairCL-84VSTOLhistory.pdf

index.php



CL-246 Variable Incidence STOL Transport

Following the end of the Second World War, people began settling more and more into large urban environments separated from one another by ever-greater distances. The advent and rapid growth in civil and military air transportation during the 1950s and 1960s soon helped to shrink the vast distances between these urban centers.

However, it soon became apparent that much was left to be desired when it came to short and medium range air transportation from city-to-city, where the travelling to and from the airport was often longer than the air voyage itself. An ideal solution to solve this problem was the concept of rapid, quiet, inter-city STOL air transport services. Smaller, efficient aircraft with low noise levels were deemed essential for community acceptance of STOL operations.

For years the military had also been seeking for a family of STOL-type transport aircraft necessary towards getting troops and supplies into unprepared areas or to where long runways had been rendered unusable or were non-existent.

In 1958, the French aircraft manufacturer, Breguet Aviation built an experimental transport aircraft known as the BR. 940 Integral to flight-test the idea of the deflected-slipstream principal. First flown on 21 May 1958, this four-engine aircraft had the entire wing surface bathed in the propeller slipstream where large full-span flaps could be lowered producing extra lift for STOL operations. Breguet put forth a formal proposal in 1959 for a new STOL transport that was designed for civilian or military use using the deflected slipstream technique developed from the Integral. The idea caught the favor of the French Air Ministry and the construction of a prototype was started in February 1960.

Designated the Breguet 941, and powered by four Turboméca Turmo IIID turboprop engines, the prototype first took to the air on 1 June 1961. Impressive STOL performance demonstrated during the flight test programme soon led to the French government ordering the production of four additional aircraft with the updated Turmo IIID3 engines as the Breguet 941S.

The limited success of the early 941 design soon attracted the attention of the American McDonnell Aircraft Corporation, to the point where it was agreed that with McDonnell assistance, a flight demonstration tour of the aircraft in the United States was performed during June 1964 and again in March 1965. From these tours McDonnell proposed modifications to the Breguet design into one suitable for potential development as a commercial STOL transport. What evolved became known as the McDonnell Douglas Model 188 (MD 188), and it was almost immediately put to work evaluating STOL techniques in the United States as part of a Federal Aviation Administration (FAA) flight test programme to develop urban STOLport criteria.

In late 1968, a two-month evaluation of the MD 188 STOL Demonstrator, outfitted in a passenger configuration, was conducted by Eastern Airlines to evaluate the advantages and potential of this type of aircraft for use on the busy New York, Boston, Washington Northeast Corridor routes. American Airlines and McDonnell Douglas agreed on a similar evaluation programme that was conducted the following year between city centers at New York, St. Louis and Chicago. Despite these promising demonstration tours, no production orders for the Breguet 941 / MD 188 emerged.

Up North, de Havilland Aircraft of Canada (DHC) had been working for awhile perfecting yet another in a series of their world famous STOL-type aircraft designs, the hugely successful DHC-6 Twin Otter. In 1973, Ottawa instituted an advanced STOL experiment with newly formed Airtransit using specially modified Twin Otters (300S series) operating out of the new interurban STOL airports setup between Montreal (Cité du Havre, the former Expo ’67 parking lot) and Ottawa (Rockcliffe Airport). This premiere operation lasted until 1976, and laid the groundwork for future interurban STOL operations using the Dash 7 commercial STOL transport design. With a venerable STOL pedigree that included such popular forerunners as the DHC-2 Beaver, DHC-3 Otter, DHC-4 Caribou, DHC-5 Buffalo and the DHC-6 Twin tter, the new Dash-7 aircraft was predestined for success.

Even prior to the rollout of the first CL-84 V/STOL aircraft, Canadair designers had already envisioned a four-engine derivative of the ’84 for the commercial market that could transport passengers between urban hubs. The idea languished in a preliminary design phase, with some small model testing being performed, until the results of the Eastern Airlines and American Airlines STOL transport programme evaluations were concluded in 1969. Advanced design studies of the four-engine variant began again in earnest when Eastern Airlines requested proposals from aircraft manufacturers for a large commercial STOL transport towards the Light Intratheater Transport project to help ease the congestion along the busy Northeast coast routes.

By the summer of 1970, American Airlines, in conjunction with the FAA, also issued requests to thirteen airframe manufacturers for a 48 passenger, turboprop STOL transport design, with the capability of being compatible for use by the military.

The United States Air Force had been studying V/STOL transport concepts for awhile and took this opportunity to seek a family of readily available STOL transport aircraft for its Light STOL Transport (LST) requirements. One of the five configurations under study for the LST was a much-modified design of the Canadair CL-84. Slightly smaller, yet similar in look to the later USAF C-23A Sherpa light transports, the LST would be powered by dual General Electric T64-7 engines rated at 3,435 shaft-horsepower. Non-jettisonable wingtip fuel tanks provided additional fuel reserves. Three entrance and cargo doors, on the port side of the aircraft and a much larger cargo door on the starboard side provided access to the large cabin for the transport of personnel, litters, small vehicles, freight, or a combination of these capabilities.

Oriented towards STOL passenger airliner operations initially, Canadair decided to proceed with the advanced Variable Incidence STOL general concept, with the tilting wing technology of the CL-84 at its core, all incorporated into a new aircraft layout, and assigned it the Canadair model number CL-246.

In all respects a tilt-wing aircraft, the CL-246 embodied the variable incidence nomenclature to reflect the limited wing tilt available as compared to the CL-84 and its contemporaries. Whereas the fully tilting wing of the CL-84 allowed the propellers to act like rotors providing a vertical slipstream for VTOL applications, the wing tilt on the CL-246 was to be limited to a maximum of 30 degrees of incidence. Fifteen to eighteen degrees of incidence was envisioned as nominal for standard STOL operations. Originally, a fully tilting wing arrangement was proposed, with the accompanying tail rotor arrangement for longitudinal control, however this idea was eventually dropped as a panacea to some potential passenger’s concerns about their viewing out the windows, and seeing the wing and engine tilting up and away, out of sight.
 

Attachments

  • CL-246.png
    CL-246.png
    76.9 KB · Views: 191
  • CL-246 USAF.png
    CL-246 USAF.png
    65.6 KB · Views: 203
  • CL-62 test rig model for CL-246.jpg
    CL-62 test rig model for CL-246.jpg
    10.8 KB · Views: 198
  • CL-246 USAF half-model.jpg
    CL-246 USAF half-model.jpg
    24.8 KB · Views: 191
With test model data, and much practical STOL performance and low-speed handling experience gleaned from the flight trials of the CL-84 prototype, and later with the first CL-84-1 aircraft, Canadair was encouraged in 1970 to enter the competition being conducted by American Airlines. The formal Request for Proposals (RFP) for the 48-passenger configured aircraft was issued in September 1970, and the Canadair response was given the model number CL-246-1A10. This new aircraft layout had a pressurized cabin with four abreast seating, carrying all of the necessary operational equipment required for the short haul commercial role, using the engines, propellers, gearboxes and control systems based on the CL-84. With a calculated gross weight of 17,781 kg (39,200 lb), flying at a cruise speed of 316 knots (585 km/h / 129 mph), the design range was to be 648 km (350 nm) plus reserves for a 185 km (100 nm) diversion with 45 minutes in the holding pattern.

The overall fuselage length of this first design was 18.8 m (61.6 ft), with the slightly flattened oval shaped fuselage being 2.8 m (9.1 ft) at its widest. The overall height was 5.9 m (19.5 ft) at the tip of the central vertical fin. The rectangular shaped tilting wing, with an area of 53.9 m² (580.6 ft²), had a span of 20.0 m (65.8 ft), and incorporated single slotted flap / ailerons. The horizontal tail, fitted with twin vertical endplates, rotated in concert with the wing tilt during the small transition phase.

Other Advanced Design department concepts were also being studied at this time including a 48-and 80-passenger turbofan powered STOL aircraft, utilizing a deflected thrust high lift flap system, a 60-passenger variant designated the CL-246-1A11, and a 65-passenger CL-246-1A12. What Canadair deemed the definitive commercial design configuration was to be the 70-passenger CL-246-1A13 model.

Powered by four 1,900-horsepower Lycoming T53-19A turboshaft engines, driving four 4.9 m (16 ft) diameter Hamilton Standard slow turning interconnected propellers, the resultant slipstream provided constant uninterrupted airflow over the entire wing span producing high lift for the take-off and landing.

The straight constant chord wing was fitted with lift enhancing Krueger flaps and single-slotted full-span trailing edge flaps, which also served as ailerons to deflect the slipstream. Two ball-screw actuators at the front spar were used to vary the wing incidence up to 30 degrees. By varying the wing incidence independently of the fuselage avoided subjecting the passengers and crew to extreme take-off and landing attitudes, thereby maintaining a near-constant and conventional attitude during the entire flight.

The definitive 70-passenger CL-246-1A13 model with a five abreast passenger-seating layout was to have a proposed gross weight of 24,086 kg (53,100 lb). Flying in the cruise condition at this weight, the aircraft would be capable of a trip from Washington to New York and return without having to refuel. This –1A13 model was to have an overall length of 27 m (89.0 ft), maximum height to the top of the central vertical fin of 7.2 m (23.5 ft) and it was to have a wingspan of 10.4 m (34.2 ft). The triple fin configuration was selected to ensure adequate vertical surface area was in the propeller slipstream for all yaw angles, however, only the central vertical fin had a full rudder. As with the CL-84 series, differential propeller pitch, rudder and aileron deflection was to be used to provide adequate control at slow flying speeds.

Potential military applications of the CL-246 aircraft for the CAF were studied in 1971 to replace or complement then current aircraft types in service. Some of the roles envisioned were for Sovereignty Surveillance, ASW, SAR, Air Transport, Training and VIP Flights. The CAF version would differ little from the civil STOL aircraft, with such additional features as a straight-in rear end loading capability using large clamshell type doors enclosing a drive-on ramp. This feature also aided in providing an airdrop capability.

In the cargo transport role, the basic CL-246 fuselage cross-section was compatible with the standard 463L-pallet system, and up to six pallets of this type was capable of being carried on a reconfigured floor. The interior layout of the aircraft could be readily modified to suit any envisioned intended military role. Soft-field, dual-wheeled landing gear would be utilized for access to unprepared or rough strips.

In the end, no prototype civil or military prototype model was ever built of the CL-246 STOL transport due to various factors at the time, among them higher than initially projected operating costs, environmental concerns, and lack of any military commitment. Concerns expressed often and publicly by the general populace and the misguided and uninformed about potential noise factors around the proposed STOLports in local communities were totally unfounded. American Airlines, having been an enthusiastic promoter of the idea, had dropped out of the project before the construction of any type of prototype could be started. With parent company, General Dynamics, showing little enthusiasm for this project, Canadair Limited, unable to finance the CL-246 on its own, eventually abandoned the project prior to 1972.
 

Attachments

  • CL-246 RCAF.png
    CL-246 RCAF.png
    56.6 KB · Views: 104
  • CL-246 model 2.jpg
    CL-246 model 2.jpg
    23 KB · Views: 114
  • CL-246 model 1.jpg
    CL-246 model 1.jpg
    65.9 KB · Views: 112
  • CL-246 artist's rendering.jpg
    CL-246 artist's rendering.jpg
    43 KB · Views: 104
  • Proposed 70-Passenger CL-246-1A13 inboard profile.png
    Proposed 70-Passenger CL-246-1A13 inboard profile.png
    96.6 KB · Views: 104
  • 48 to 80-Passenger Deflected Thrust STOL.png
    48 to 80-Passenger Deflected Thrust STOL.png
    59.5 KB · Views: 93
  • 80-Passenger STOL.png
    80-Passenger STOL.png
    75.6 KB · Views: 92
  • 70-Passenger Tilt-Wing VSTOL.png
    70-Passenger Tilt-Wing VSTOL.png
    65.3 KB · Views: 90
  • 48-Passenger Tilt-Wing VSTOL.png
    48-Passenger Tilt-Wing VSTOL.png
    66.2 KB · Views: 194
Apophenia said:
Hesham,
As promised long ago, here is the CL-286 cutaway from Air Enthusiast (Vol2 No 1, Jan 1972).

There never was a CL-286 VTOL project. This was the CL-246 (which the small resolution pic wasn't too clear about).
The CL-286 project was actually a 1981 primary trainer with a P&WC PT6A turbine engine.
 
If I may, the caption and image do not seem to belong together. The model shown appears to be that of a modified de Havilland Canada DHC-5 Buffalo fitted with a so-called Augmentor Wing.

To understand the story behind this model, one has to go way back in time, to the mid 1960s. Back then, de Havilland Aircraft of Canada (DHC) was a world leader in short take off and landing (STOL) technology. One of the research projects DHC was working on was the so-called Augmentor Wing. To make a long story short, the Augmentor Wing was an integrated propulsion and lift system that combined specially designed jet engines and wings to produce far more lift than a conventional wing. The National Aeronautics and Space Administration (NASA) was sufficiently intrigued to join a United States-Canada research program launched in 1965. Wind tunnel tests with models showed such promise that both countries agreed to fund trials with a suitably modified United States Air Force C-8 Buffalo loaned to NASA.

DHC designed a new wing and new engine nacelles for the Buffalo test plane. In the United Kingdom, Rolls-Royce designed an engine especially for it, using a version of the very successful Spey turbofan engine as a starting point. Rolls-Royce (Canada) converted two engines for use on the modified Buffalo.

Once DHC and Rolls Royce (Canada) completed their work, Boeing Airplane thoroughly rebuilt the Augmentor Wing Buffalo, as the test plane was called. The world’s first jet-powered STOL transport plane flew on May 1st, 1972. Trials began soon after, in California. The Augmentor Wing Buffalo airplane met or bettered all expectations. It was, however, one very noisy airplane – a serious flaw as far as civilian developments of the concept were concerned.

Months and years went by as testing continued. Back in Ontario, in the 1970s and 80s, DHC prepared the plans of military transport planes and airliners fitted with an Augmentor Wing. None of these was built. The Augmentor Wing Buffalo itself was nicknamed the Bisontennial in 1976, in recognition of the bicentennial of the declaration of independence of the thirteen colonies that formed the core element of the United States. In early 1980, the National Aeronautical Establishment (NAE), an independent division of the National Research Council of Canada took over control of the Augmentor Wing Buffalo’s operations. The airplane returned to Canada in 1981, not too long after the end of the Canada-U.S. contracts. That same year, the Canadian government gave money to the NAE to continue the trials. The Augmentor Wing Buffalo apparently left the NAE around August 1982. DHC / Boeing of Canada (de Havilland Division), a name adopted in early 1986, kept it until 1989.

Back then, Boeing Company wanted its Ontario subsidiary to concentrate its efforts on the Dash 8 turboprop regional airliner and abandon its work on STOL technology. The certificate of registration of the Augmentor Wing Buffalo was cancelled in September 1989. The airplane itself was scrapped soon after. The outer section of its left wing went to what is now the Canada Aviation and Space Museum in Ottawa. A Spey engine went there later on as well.
 
If I may, the caption and image do not seem to belong together. The model shown appears to be that of a modified de Havilland Canada DHC-5 Buffalo fitted with a so-called Augmentor Wing.

To understand the story behind this model, one has to go way back in time, to the mid 1960s. Back then, de Havilland Aircraft of Canada (DHC) was a world leader in short take off and landing (STOL) technology. One of the research projects DHC was working on was the so-called Augmentor Wing. To make a long story short, the Augmentor Wing was an integrated propulsion and lift system that combined specially designed jet engines and wings to produce far more lift than a conventional wing. The National Aeronautics and Space Administration (NASA) was sufficiently intrigued to join a United States-Canada research program launched in 1965. Wind tunnel tests with models showed such promise that both countries agreed to fund trials with a suitably modified United States Air Force C-8 Buffalo loaned to NASA.

DHC designed a new wing and new engine nacelles for the Buffalo test plane. In the United Kingdom, Rolls-Royce designed an engine especially for it, using a version of the very successful Spey turbofan engine as a starting point. Rolls-Royce (Canada) converted two engines for use on the modified Buffalo.

Once DHC and Rolls Royce (Canada) completed their work, Boeing Airplane thoroughly rebuilt the Augmentor Wing Buffalo, as the test plane was called. The world’s first jet-powered STOL transport plane flew on May 1st, 1972. Trials began soon after, in California. The Augmentor Wing Buffalo airplane met or bettered all expectations. It was, however, one very noisy airplane – a serious flaw as far as civilian developments of the concept were concerned.

Months and years went by as testing continued. Back in Ontario, in the 1970s and 80s, DHC prepared the plans of military transport planes and airliners fitted with an Augmentor Wing. None of these was built. The Augmentor Wing Buffalo itself was nicknamed the Bisontennial in 1976, in recognition of the bicentennial of the declaration of independence of the thirteen colonies that formed the core element of the United States. In early 1980, the National Aeronautical Establishment (NAE), an independent division of the National Research Council of Canada took over control of the Augmentor Wing Buffalo’s operations. The airplane returned to Canada in 1981, not too long after the end of the Canada-U.S. contracts. That same year, the Canadian government gave money to the NAE to continue the trials. The Augmentor Wing Buffalo apparently left the NAE around August 1982. DHC / Boeing of Canada (de Havilland Division), a name adopted in early 1986, kept it until 1989.

Back then, Boeing Company wanted its Ontario subsidiary to concentrate its efforts on the Dash 8 turboprop regional airliner and abandon its work on STOL technology. The certificate of registration of the Augmentor Wing Buffalo was cancelled in September 1989. The airplane itself was scrapped soon after. The outer section of its left wing went to what is now the Canada Aviation and Space Museum in Ottawa. A Spey engine went there later on as well.

Very interesting, thx for the info fortrena!

Apparently we have a thread related to the Augmentor Wing Buffalo:
https://www.secretprojects.co.uk/threads/dhc-v-stol-model.5290/#post-42169
 
If I may, the caption and image do not seem to belong together. The model shown appears to be that of a modified de Havilland Canada DHC-5 Buffalo fitted with a so-called Augmentor Wing.

To understand the story behind this model, one has to go way back in time, to the mid 1960s. Back then, de Havilland Aircraft of Canada (DHC) was a world leader in short take off and landing (STOL) technology. One of the research projects DHC was working on was the so-called Augmentor Wing. To make a long story short, the Augmentor Wing was an integrated propulsion and lift system that combined specially designed jet engines and wings to produce far more lift than a conventional wing. The National Aeronautics and Space Administration (NASA) was sufficiently intrigued to join a United States-Canada research program launched in 1965. Wind tunnel tests with models showed such promise that both countries agreed to fund trials with a suitably modified United States Air Force C-8 Buffalo loaned to NASA.

DHC designed a new wing and new engine nacelles for the Buffalo test plane. In the United Kingdom, Rolls-Royce designed an engine especially for it, using a version of the very successful Spey turbofan engine as a starting point. Rolls-Royce (Canada) converted two engines for use on the modified Buffalo.

Once DHC and Rolls Royce (Canada) completed their work, Boeing Airplane thoroughly rebuilt the Augmentor Wing Buffalo, as the test plane was called. The world’s first jet-powered STOL transport plane flew on May 1st, 1972. Trials began soon after, in California. The Augmentor Wing Buffalo airplane met or bettered all expectations. It was, however, one very noisy airplane – a serious flaw as far as civilian developments of the concept were concerned.

Months and years went by as testing continued. Back in Ontario, in the 1970s and 80s, DHC prepared the plans of military transport planes and airliners fitted with an Augmentor Wing. None of these was built. The Augmentor Wing Buffalo itself was nicknamed the Bisontennial in 1976, in recognition of the bicentennial of the declaration of independence of the thirteen colonies that formed the core element of the United States. In early 1980, the National Aeronautical Establishment (NAE), an independent division of the National Research Council of Canada took over control of the Augmentor Wing Buffalo’s operations. The airplane returned to Canada in 1981, not too long after the end of the Canada-U.S. contracts. That same year, the Canadian government gave money to the NAE to continue the trials. The Augmentor Wing Buffalo apparently left the NAE around August 1982. DHC / Boeing of Canada (de Havilland Division), a name adopted in early 1986, kept it until 1989.

Back then, Boeing Company wanted its Ontario subsidiary to concentrate its efforts on the Dash 8 turboprop regional airliner and abandon its work on STOL technology. The certificate of registration of the Augmentor Wing Buffalo was cancelled in September 1989. The airplane itself was scrapped soon after. The outer section of its left wing went to what is now the Canada Aviation and Space Museum in Ottawa. A Spey engine went there later on as well.

Very interesting, thx for the info fortrena!

Apparently we have a thread related to the Augmentor Wing Buffalo:
https://www.secretprojects.co.uk/threads/dhc-v-stol-model.5290/#post-42169
Many thnks for the info.
 

Similar threads

Please donate to support the forum.

Back
Top Bottom