who ran the J79 program, spent a month meeting with AA, Delta, United, KLM, Swissair and SAS. The meetings demonstrated that those airlines that were flying propeller aircraft across the Atlantic were all looking to replace them with jets. CJ805-3 Around the same time, Convair was canvassing US carriers and found demand for a smaller jet aircraft for medium-range domestic routes. They began development of what would become the 880, and approached Burgess to see if GE could develop a version of the J79 for this role. Burgess responded by quickly sketching a version of the J79 with the afterburner removed and replaced by a thrust reverser, giving them an estimated unit price of $125,000 per engine. The 880's primary sales feature over the competing Douglas DC-8 and Boeing 707 was a higher cruise speed. This demanded more engine power from a lighter design, which naturally led to a design like the J79. To gain experience with the engine in a civil setting, GE equipped a Douglas RB-66 with the new engine and flew simulated civil aviation routes out of Edwards Air Force Base. As development progressed, the 707 began to enter service, and noise complaints became a serious issue. There was already a lawsuit, by residents around Newark airport, concerning the noise from existing propeller-driven aircraft such as the Super Constellation, Stratocruiser and DC-7C. One way to reduce this problem is to mix cold air into the jet exhaust, which was accomplished on early engines with the addition of scalloped nozzles. This solution was also adopted for the CJ805. CJ805-23 Several airlines asked Convair for a larger version of the 880 with potential transatlantic range. Such a design would be larger to hold more seating, as well as having to carry more fuel. To power it, a more powerful engine would be needed. By this time, the Rolls-Royce Conway was entering service, and the Pratt & Whitney JT3D was following close behind. These designs both had twin-spool compressors, as opposed to using variable stators, and the lower speed of the front, low-pressure, spool made it easy to power a fan. The problems RR and P&W had addressed with the two-spool system had been solved on the J79 with the variable stators, so in relative terms, the single compressor rotational speed was much faster than the low-pressure stage of these other engines. This meant it was not suitable for direct