<P> STAC suggested that two designs naturally fell out of their work, a transatlantic model flying at about Mach 2, and a shorter - range version flying at perhaps Mach 1.2 . Morgan suggested that a 150 - passenger transatlantic SST would cost about £ 75 to £ 90 million to develop, and be in service in 1970 . The smaller 100 passenger short - range version would cost perhaps £ 50 to £ 80 million, and be ready for service in 1968 . To meet this schedule, development would need to begin in 1960, with production contracts let in 1962 . Morgan strongly suggested that the US was already involved in a similar project, and that if the UK failed to respond it would be locked out of an airliner market that he believed would be dominated by SST aircraft . </P> <P> In 1959, a study contract was awarded to Hawker Siddeley and Bristol for preliminary designs based on the slender delta concept, which developed as the HSA. 1000 and Bristol 198 . Armstrong Whitworth also responded with an internal design, the M - Wing, for the lower - speed shorter - range category . Even at this early time, both the STAC group and the government were looking for partners to develop the designs . In September 1959, Hawker approached Lockheed, and after the creation of British Aircraft Corporation in 1960, the former Bristol team immediately started talks with Boeing, General Dynamics, Douglas Aircraft and Sud Aviation . </P> <P> Küchemann and others at the RAE continued their work on the slender delta throughout this period, considering three basic shapes; the classic straight - edge delta, the "gothic delta" that was rounded outwards to appear like a gothic arch, and the "ogival wing" that was compound - rounded into the shape of an ogee . Each of these planforms had its own advantages and disadvantages in terms of aerodynamics . As they worked with these shapes, a practical concern grew to become so important that it forced selection of one of these designs . </P> <P> Generally one wants to have the wing's centre of pressure (CP, or "lift point") close to the aircraft's centre of gravity (CG, or "balance point") to reduce the amount of control force required to pitch the aircraft . As the aircraft layout changes during the design phase, it is common for the CG to move fore or aft . With a normal wing design this can be addressed by moving the wing slightly fore or aft to account for this . With a delta wing running most of the length of the fuselage, this was no longer easy; moving the wing would leave it in front of the nose or behind the tail . Studying the various layouts in terms of CG changes, both during design and changes due to fuel use during flight, the ogee planform immediately came to the fore . </P>

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