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The evolution of the Fire bee flight control system began with a delineation of both the performance requirements and the limitations imposed on the system. A detailed preliminary analysis of the desired performance characteristics, coupled with the objectives of simplicity, low cost, reliability and use of state-of-the-art system components led directly to system block diagrams showing several basic configurations capable of meeting guidance requirements. Analog and physical simulation using actual autopilot components resulted in a final system design which, in flight, proved capable of meeting the drone system objectives. In 1947, the Air Force requested manufacturers to develop a transonic, high altitude, remotely controlled drone missile to serve as a target for air defense systems. In response to this request the Fire bee * Drone Missile System was conceived and developed. During the last three years the Fire bee has been in volume production.

The place of the convertiplane in the VTOL aircraft spectrum between the helicopter and the jet direct-lift airplane is discussed. Performance and operating characteristics are compared for four turbine-powered convertiplane designs having a range of disc loadings from 10 to 160 lbs/sq ft, and capable of hovering flight at 5000 ft on a 95°F day. It is shown that a marked increase in installed power requirement and in hovering fuel rate and downwash velocity occurs with increasing disc loading. Speed capability increases, with disc loading) however it was also found that for equal installed power, speed capability is largely independent of disc loading. Cruising range was found to be higher at low disc loading. The use of fixed vs tilting wings in convertiplanes is considered. Test data on the download on a fixed wing in hovering flight is presented, including the effect's of plain flaps.

Increasing complexity of airplanes, and diversification of routes over which they operate, have rendered it imperative to “streamline” route analysis methods. Modern operational problems are of such variety that hand computing, and the use of simple performance charts, can provide only “outline” analyes in a limited period of time. Comprehensive route analyses, if they are to be performed in time to be of direct use to the operator, require the use of digital computers. This paper examines the basic operating problem: the reasons for its complication; and the methods by which solutions of the final complex problem are obtained.