Both these spotting models appear to have quite different profiles. I think we are looking at (Qty.1) each of the McAir Model 201 and the McDonnell Douglas MD-893. These photos deserve to be moved to the regular VSX topic, now that the eBay auction is over.Triton said:Can anyone identify one of the concept models as the McDonnell Douglas MD-893 VSX proposal?
RegardsThis was the genesis of the Specific Operational Requirement, or SOR, for the VSX program that was released to industry in late late1966. A formal request for proposal was answered by two industry teams in April 1968. The team of Lockheed, LTV, Sperry Univac and GE competed against Grumman, IBM, and General Dynamics. Final bids were submitted in December 1968 and on 4 August 1969, the Lockheed team was declared the winner.
One of the unique and ultimately successful features of the S-3A contract was that it was a fixed price development contract incorporating a target price as well as ceiling. It was milestone based, with fixed dates for each of some eighteen major program milestones, one of which was the first flight date of the first prototype aircraft. The production contracts were also fixed price which significantly overlapped both the development and production lots of aircraft.
To the amazement of many people in both industry and the military, the Lockheed team met or beat every single milestone in the contract and came in below the ceiling price for every phase of the development and production contract lots. Crew training started on schedule and the program met its initial operational capability, or IOC, date with the aircraft carrier deployment on schedule.
Reaching these milestones was no small task considering virtually every element of the S-3A was a new development and included the following requirements:
Completely new airframe
Completely new and first high bypass ratio turbofan engine in this class
First application of an airborne central digital computer and fully integrated avionics system
First sequenced, four-crew ejection system with zero/zero to 450 knot capability
Single engine bolter at max carrier landing weight with gear and flaps down
Fully Automatic Carrier Landing System, or ALCS, with autothrottle delivered at IOC
Ability to carry and deploy sixty search stores
Two internal bomb bays and two wing stations capable of carrying conventional bombs, torpedoes, depth charges, and nuclear weapons
Meet MIL-SPEC Flying Qualities requirements with no stability augmentation throughout its entire flight envelope from 90-450 KIAS at sea level
A fully automatic or electrically selectable manual back up, or EFCS, flight control system
Ability to descend from 30,000 feet to the surface in two minutes
A ground and in-flight operational auxiliary power unit for self-contained operations and engine starts
The approach speed of an A-6 with the sink rate design of the A-7 attack aircraft
Foldable wings and vertical tail to fit an <i>Essex</i>-class aircraft carrier
First non-paper trace system of analyzing submarine acoustic signatures on a CRT projection
Eight YS-3A prototypes built. John Christianson and I made the first flight of the first prototype (Navy Bureau Number 157992) on 21 January 1972. The aircraft was trucked from Burbank, California, where it was built. The ninety-minute flight came from Air Force Plant 42 in nearby Palmdale. Three months later, in April 1972, the Navy ordered the first thirteen production aircraft.
The first operational delivery took place to VS-41 in NAS North Island, California, in February 1974; less than two years after the first flight of the first prototype and only four-and-one-half years after the Lockheed team had been declared winners in the VSX competition. A total of 187 aircraft were built and the last was delivered to NAS North Island in August 1978.
Source: http://www.whatifmodellers.com/index.php/topic,20902.15.htmlArticle entitled "Grumman's Guardian", by Corwin H. Meyer. "Corky" Meyer was a Grumman test pilot from the 40s to the 70s, and later went on to work the business end of the company. I've been reading his stuff for a few years, and he knows what he's talking about. The article details the development of the AF Guardian, Grumman's first purpose-built ASW aircraft. He traces the program from its origins in modified TBF Avengers, to the aircraft's eventual replacement by the S2F Tracker. An epilogue to the story talks a little about the VSX proposal.
"Arrogance ends the Grumman ASW monopoly
After building 11,489 Anti-Submarine Warfare Avengers, Guardians and its follow-on S2F twin-engine Trackers, Grumman lost the next ASW carrier aircraft competition on August 1, 1969, to the Lockheed S-3A Viking. Although I was no longer director of business development, I was sent by the Grumman president to Washington to find out why. A former Navy friend allowed me to read the decision paperwork. It stated, "The Navy expected Grumman to win after their continuous 28 years of supplying the Navy with excellent ASW aircraft.
Because of Grumman's pompous attitude expressed in their very skimpy proposal, they were rated 25th in a five-company competition!" I went home and read our proposal. It was a "Send us the money and we will make you the next ASW aircraft" - a real ego-trip dud by Grumman. This team from engineering was never allowed to do a preliminary design again."
Yes, Sikorsky did with the Raider, although the production version was markedly different. Although, I also get what you're saying, and I now think when it's done, it's done more for marketing than engineering.sferrin said:
Come to think of it, didn't Bell with their V-280?Sundog said:Yes, Sikorsky did with the Raider, although the production version was markedly different. Although, I also get what you're saying, and I now think when it's done, it's done more for marketing than engineering.sferrin said: