108:, and his predecessor Lord Brabazon, he recognized that as a result of that neglect the United Kingdom was to be left at the close of the war with little experience in the design, manufacture and final assembly of transport aircraft, and no infrastructure or trained personnel for the doing of same. Yet, the massive infrastructure created in the US would allow them to produce civilian aircraft based upon military transport designs; and crucially these would have to be purchased by the UK, Empire and Commonwealth to meet their post-war civilian transport aviation needs.
756:
government employees, as they were the only ones able to afford air travel at the time. This led to a large amount of space per passenger in consideration of the long journey duration, which kept its operating costs high and made it too expensive to operate. They failed to consider the possibility of greatly increasing route capacity through the introduction of these designs, and the idea of a large number of passengers in the same airframe was not seriously considered. The airliners already being built in the US such as the
Douglas DC-4,
676:
817:
to failures of the
Brabazon specifications, the poor decision making of the manufacturers and various UK government Ministries involved, and an amount of prejudice on the part of BOAC, the major customer whose input was not often requested. This prejudice by BOAC was seen subsequently in decisions such as cancelling the
436:
specification was written for the design. This process did not allow for companies to propose solutions which were, in their view, better, neither did it necessarily reflect the requirements of the planned operator who may have wanted something different. Additionally, other government bodies such as the
125:
concluded "The whole
British Empire at the present time has an operational fleet of transport aircraft, comprising conversions, makeshifts and cast-offs, totally inadequate to represent the Empire in serving the air routes of the world in the peace to come. Have we to rely upon other nations to do it
771:
The Type IIA Ambassador served long but, having conflicted with the
Viscount for the BEA order, it was then neglected by de Havilland who instead used the Airspeed factories to produce jet fighters. A proposed version with a turboprop engine could have been in operation long before the conception of
816:
The
Brabazon Committee was essentially a failure. All the major designs proposed suffered from protracted development periods at a time when airliners were needed quickly to compete with the American products; this was largely due to the time required to develop the new jet engines but was also due
634:
was not a
Brabazon Committee recommendation as a Type I aircraft but was direct submission from the company which gained Ministry funding. At the time, BOAC still considered that there was a future for luxury travel by flying boat. Three aircraft were built but BOAC ceased flying boat operations in
84:
was certain that such a policy was never even suggested, far less implemented. On the contrary, the action was simply to do nothing - no orders were ever placed for new
British transport aircraft. It was stated in Parliament in December 1942 that "the work of aircraft designers must, at the present
625:
Other aircraft were built as interim
Brabazon types, plus some which were strictly not Brabazon types, but are often referred to as such. In some cases the Ministry would adopt a design by writing a specification for it. Some were built to the Brabazon specification in the hope of getting Ministry
791:
ultimately proved to be an excellent design with a long service life, but suffered a prolonged development, largely due to the problems encountered with the
Proteus engine. This series of delays before and after entering service led to it being in unequal competition with jet aircraft such as the
385:
favoured the move to turboprop power. There was some scepticism on the part of the committee, and in the end they decided to divide the specification in two, allowing the turboprop design to go ahead as Type IIB while at the same time ordering a "backup" piston design as the Type IIA. A parallel
239:
Some weeks after the report from the First
Committee, it was decided to form a Second Committee with more comprehensive and detailed terms of reference. The Second Committee began meeting on 25 May 1943 under the leadership of Lord Brabazon in order to investigate the future needs of the British
50:
as both a political and economic entity would have a vital need for aviation systems (principally aircraft) to facilitate its continued existence and self-reliance in the post-war world. For military and commercial reasons, the empire simply could not continue to exist if did not understand the
755:
The Type I Brabazon was ill-conceived from the start. The design was tailored to BOAC's perceived needs, which in retrospect seem very odd and were certainly not shared by other airlines. BOAC and the Ministry believed that the passengers of the aircraft would be the particularly well-off or
394:
called for a larger four-engined, medium-range aircraft, to Air Ministry Specification 6/45, for various multi-hop routes serving the British Empire, the "Medium Range Empire" (MRE) routes. This was at one time two separate requirements, IIIA and IIIB, but these had merged again in the Final
435:
was issued and aircraft companies tendered designs to meet the specification. It was customary then to order prototypes of one or two designs for evaluation (though at times aircraft were ordered "off the drawing board"). In some cases manufacturers brought designs to the Air Ministry and a
411:, whose company was involved in development of both Britain's first jet fighters and jet engines. The Type IV could, if the whole concept of a jet airliner could be made to work, be able to replace the Type III outright and assume many of the duties of the other planes in shorter routes.
259:
who later became the Chief Executive of BEA. They studied a number of designs and technical considerations, meeting frequently over the next two years to further clarify the needs of different market segments, and producing 151 papers. The government contact for this committee was
506:, and 20 were ordered for BEA. The first prototype flew in July 1947, and the type entered service with BEA in March 1952. Airspeed were by then wholly owned by de Havilland, who had no interest in developing the design further, although a Dart-powered version had been proposed.
27:'s civilian airliner market following World War II. The study was an attempt at defining, in broad overview, the impact of projected advances in aviation technology and to forecast the global needs of the post war British Empire (in South Asia, Africa, the Near and
115:
to form a Committee to investigate the issue and make suitable recommendations. Following this the Cabinet authorized a Second Committee to undertake more detailed work and prepare a list of requirements for each type to provide a basis for design and development.
299:, itself a development of the Lancaster), the Tudor I being an interim transatlantic airliner pending the introduction of the Brabazon Type I, and the Tudor II being an interim Brabazon Type III airliner with shorter range and greater capacity for the
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The Type IV Comet almost became an outstanding success. Two crashes caused by fatigue failure (then a virtually unknown technical issue) grounded them and the design changes required delayed reintroduction long enough for the US to catch up with the
329:
which had been in service since 1942 and could carry more passengers further and faster. The final report in December 1945 ignored all these interim types and called for the construction of seven new designs which would be required after the war:
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engines were being developed to produce much more power than expected. Consequently the updated Specification 21/49 was issued to represent the production Viscount which was ordered by BEA in 1950. Ultimately 445 Viscounts were
85:
stage of the war, be devoted wholly to war requirements". The UK was simply too busy producing military aircraft to find the capacity to build transports, and the materials required were in any case in very short supply.
59:
Soon after the start of World War II, with no recorded discussion in government, a decision was taken to concentrate all efforts of the British aircraft industry on combat aircraft, and two embryo airliner projects, the
275:
continued to vary, as did the specifications of each. One early recommendation was to pursue the "Interim Types" which were conversions and/or developments of wartime aircraft. The original four adaptations became:
134:
The first Committee under the leadership of Lord Brabazon first met on 23 December 1942 and met a further nine times between then and 9 February 1943, when it submitted its outline recommendations to the UK
527:, with the Apollo failing to successfully compete with the Viscount. The production Viscount was significantly larger than the Type II proposal as BEA wanted a larger and much more capable aircraft and the
139:
in its Interim Report. This recommended the adaptation for civil use of four military types of aircraft which were then in, or near, production, and the design of five new types specifically for civil use.
796:. It also suffered from the "Buy American" attitude of BOAC. Had Bristol decided to build the proposed interim version with the Centaurus piston engine, the Britannia might have achieved greater sales.
739:
The Viscount is one of the most successful airliners of its class, but the production version was a significantly larger and better aircraft than that specified by the Committee, thanks principally to
325:
These were all produced in some numbers in due course, although the Tudor I and Tudor II never entered service. They were all too late to compete (for example) with the earlier and much more capable
728:
Of the seven Brabazon Report-derived designs that were produced, only two were outright successes, namely the Dove and the Viscount, although neither owed its success to the Brabazon Report:
493:
turboprop engines was not completed; the project folded in 1951 when, with BOAC having lost interest, issues with the first aircraft showed that a wing re-design was required for the Proteus.
72:
flying boats for BOAC to operate an air service between the US and the UK. It has been suggested that there was then some agreement with the United States that the US would concentrate on
612:
which had been commenced as a private venture in 1943. The prototype first flew in September 1945 and it continued in production until 1967, with production of 544. A larger version, the
874:
eg the de Havilland Mosquito which came from discussions between de Havilland and Air Ministry resulting in writing of specification B.1/40 after placing an order for 50.(Buttler p79)
419:(initially Type V) was effectively the original Type II fourteen-passenger, feederliner aircraft to Air Ministry Specification 18/44 after the Type II had evolved into larger designs.
626:
approval and finance, some were built totally as private ventures and others were contracted by the Ministry without reference to the Committee. The principal aircraft of note were:
448:. In 1944, the Ministry of Aircraft Production started the process for contracts for all of these planes with individual companies; this role was taken over by the newly created
595:
for BEA who refused to take delivery, reducing their order for 30 by stages before eventually cancelling completely in 1952. The remainder were sold to airlines while the
561:
jets. BOAC cancelled their order in April 1947 and the project was cancelled in July 1947. A new Specification 2/47 was issued for the MRE and this was developed as the
51:
needs, and develop the industrial infrastructure to provide, the aviation systems and sub-systems necessary to supply and maintain a global air transport service.
686:
565:. Unfortunately, this also suffered delays in development and did not enter service with BOAC until February 1957, despite having been ordered in November 1949.
427:
was an eight-seat aircraft as a de Havilland Dragon Rapide replacement, to Air Ministry Specification 26/43, added as a further split in the Type V requirement.
100:
bomber, it brought home to him the absence of modern British airliners and the need for action with regard to transport aircraft. After discussion with Sir
578:, the first prototype flying in July 1949. Initially successful, it suffered from well-publicized structural problems and failed to sell in great numbers.
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which had been designed to BOAC's specification, and a continued desire to buy American products. BEA later requested a larger Viscount which became the
440:
had input to the process and these often conflicted with the designers being given contradictory instructions. One example of this is the trouble that
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646:
to speed development. It was notionally a Type IIA aircraft for short haul European routes. It achieved good success in its forms as the Viking,
456:
in the Ministry of Supply, was that "Only I can order civil airliners!" This attitude was a source of considerable difficulties in this process.
112:
697:
485:
development programme, but this innovative design was not seriously considered by the Ministry. One Brabazon was built and flown in 1949 with
407:, 100-seat high-speed transport, to Air Ministry Specification 22/46. This was added at the personal urging of one of the committee members,
314:, first flown in 1945 but did not enter limited service with BOAC until 1950, having evolved through several iterations to be the Hermes IV.
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November 1950 before the first flight in August 1952. No use was found for the three aircraft but they were not scrapped until 1967.
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than the design proposed by Hawker Siddeley. Consequently, the Trident, like the VC-10, failed to sell in significant numbers. The
1513:
1442:
1421:
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was a 1944 private venture for which the Ministry ordered two prototypes. Ultimately 214 were made and were used world-wide.
477:, based on submissions they had made during the war for a "100 ton bomber" and judging that they had the capacity. However,
248:
350:
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ended in 2002, no more complete airliners have been designed or made in the UK, and the industry makes only components.
126:
for us? The British aircraft industry is equal to the task. The Government should decide this vital question at once."
1527:
1498:
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was more successful but suffered from a lack of investment in development as much government funding was directed to
715:
520:
265:
1599:
105:
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862:
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De Havilland were designing the Dove as a private venture, having recognised the considerable market for a
437:
963:
932:
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engines which went through many specification changes and design evolutions to be the Avro 693 with four
73:
733:
432:
541:
called for a larger four-engined, medium-range aircraft for various multi-hop MRE routes serving the
470:
453:
807:
The Type VA Marathon suffered from the procurement process and from the collapse of Miles Aircraft.
773:
765:
252:
93:
690:
that states a Knowledge editor's personal feelings or presents an original argument about a topic.
830:
369:, was for a piston-powered aircraft, to Air Ministry Specification 25/43, as originally intended.
47:
23:
was a committee set up by the British government in 1942 to investigate the future needs of the
777:
761:
97:
781:
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408:
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338:
311:
136:
121:
349:, seating its passengers in luxury for the 12-hour trip. The Type I design developed into
8:
740:
639:
503:
307:
261:
643:
613:
591:, first flying in May 1946. Following the collapse of Miles Aircraft, 40 were built by
575:
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1438:
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was a private venture by Vickers of a new stressed-skin fuselage with wing of their
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alternative specification 16/46 was subsequently raised to cover later changes.
300:
285:
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The views of the Committee changed considerably in that period and the list of
207:
152:
24:
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had with the Ministry of Aircraft Production in relation to the design of the
264:, the Minister of Aircraft Production until May 1945 when he was succeeded by
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346:
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296:
197:
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were ignored, despite their proven performance and operating economics.
482:
404:
292:
217:
69:
65:
61:
1546:
Taylor, H A (December 1984). "Brabazon...The Work of the Committees".
964:
https://www.flightglobal.com/pdfarchive/view/1942/1942%20-%202678.html
933:
https://www.flightglobal.com/pdfarchive/view/1942/1942%20-%202664.html
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transport with 588 aircraft made, principally for the Royal Air Force.
378:
281:
148:
32:
16:
1942 UK government committee on the post-war civilian airliner market
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engine, to Air Ministry Specification 8/46. This came about because
838:
834:
241:
68:, were both cancelled. Subsequently, Britain had to purchase three
28:
747:(albeit at a cost of some delay) and the determination of Vickers.
190:: a very large, long-range landplane for the North Atlantic route.
431:
The normal method for government aircraft production was that an
382:
245:
43:) in the area of air transport, for passengers, mail, and cargo.
342:
36:
842:
1558:
British Secret Projects 3. Midland Publishing 1-85780-179-2
687:
personal reflection, personal essay, or argumentative essay
546:
1580:
Telegraph - One Hundred Years of Altitude, 26 October 2007
1148:
865:
ordered without waiting to assess prototypes (Buttler p75)
244:
market. The committee included members of the state-owned
616:, was developed and 149 were built between 1950 and 1967.
1508:. London: Faber & Faber, Illustrated Edition, 2011.
784:
which all entered service in the late 1950s/early 1960s.
1535:
Berry, Peter (Winter 1998). "The Brabazon Propliners".
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but which only sold 43, and then insisted on a smaller
321:(an improved conversion of the Short Sunderland Mark V)
1522:. London: Putnam, First Edition, 1964 (1987 reprint).
1435:
The Brabazon Committee and British Airliners 1945-1960
1373:
1328:
129:
234:
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179:(an improved conversion of the Short Sunderland V)
206:: a four-engined, medium-range landplane for the
46:The study recognized that the British Empire and
1586:
1411:
523:. The Type IIB requirement was developed as the
515:requirements were initially met by the Vickers
1570:Century of Flight - Bristol Type 167 Brabazon
489:radial engines but a planned Brabazon II with
1141:
1139:
502:requirement was met by the Centaurus-powered
481:proposed the Miles X-11, part of the ongoing
452:in 1945. The view of Sir Cyril Musgrave, the
341:airliner serving the high-volume routes like
1412:Masefield, Sir Peter; Gunston, Bill (2002).
1162:
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1078:
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599:were made to take 30 as navigation trainers.
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751:The others were all ill-fated in some way:
574:became the world's first jet airliner, the
96:, travelling in the freezing bomb bay of a
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1478:. London: Putnam, Second Edition, 1988.
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716:Learn how and when to remove this message
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841:. Subsequently, after production of the
545:. This was intended initially to be the
76:while the UK would concentrate on their
1493:. London: Putnam, Third Edition, 1987.
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1244:
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1595:Aviation history of the United Kingdom
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665:
119:On 24 Dec 1942, a two-part article in
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1432:
911:Masefield and Gunston, 2002, pp.79-81
226:: a twin-engined, fourteen-passenger
1370:Andrews and Morgan 1988, pp. 461-468
1352:Andrews and Morgan 1988, pp. 565-569
1334:Hamilton-Patterson, 2010, pp.217-220
1289:Andrews and Morgan 1988, pp. 424–425
1133:Andrews and Morgan 1988, pp. 416–427
669:
249:British Overseas Airways Corporation
196:: an economical replacement for the
469:design was awarded directly to the
216:: the most advanced of them all, a
13:
1575:BBC - British Airliner Development
1298:Masefield and Gunston, 2002, p.250
1068:Masefield and Gunston, 2002, p.214
377:was for an aircraft using the new
183:The five new types proposed were:
130:First Committee and Interim Report
14:
1611:
1563:
1325:Masefield and Gunston, 2002, p.84
954:Masefield and Gunston, 2002, p.82
923:Masefield and Gunston, 2002, p.97
821:airliner, failing to support the
620:
587:requirement was developed as the
521:Armstrong Whitworth A.W.55 Apollo
235:Second Committee and Final Report
220:mailplane for the North Atlantic.
1491:de Havilland Aircraft since 1909
1416:. Shrewsbury, England: Airlife.
674:
111:In consequence, Churchill asked
1474:Andrews, C.F. and E.B. Morgan.
1379:Hamilton-Patterson, 2010, p.220
1154:Andrews and Morgan 1988, p. 537
1145:Andrews and Morgan 1988, p. 425
1047:Andrews and Morgan 1988, p. 421
868:
855:
459:
351:Air Ministry Specification 2/44
106:Minister of Aircraft Production
1556:Fighters and Bombers 1935-1950
957:
926:
1:
881:
863:Armstrong Whitworth Albemarle
310:, a civil development of the
255:(BEA), and the Secretary was
54:
438:Royal Aircraft Establishment
7:
1520:Bristol Aircraft since 1910
1476:Vickers Aircraft since 1908
1437:. Stroud, England: Tempus.
632:Saunders-Roe SR.45 Princess
608:requirement was met by the
143:The four adaptations were:
10:
1616:
433:Air Ministry Specification
361:, originally a short-haul
1456:Miles Aircraft Since 1925
1316:Jackson, 1987, pp.455-456
1193:Jackson, 1987, pp.464-465
811:
471:Bristol Aeroplane Company
454:Permanent Under-Secretary
1307:Barnes, 1964, pp.343-345
1259:Barnes, 1964, pp.330-342
1166:Barnes, 1964, pp.347-348
1082:Barnes, 1964, pp.324-325
848:
766:Boeing 377 Stratocruiser
365:intended to replace the
253:British European Airways
1600:1940s British airliners
1504:Hamilton-Patterson, J.
1388:Phipp, 2007, pp.140-142
1361:Phipp, 2007, pp.145-146
1343:Phipp, 2007, pp.134-135
1202:Phipp, 2007, pp.101-104
1175:Phipp, 2007, pp.105-109
1091:Brown, 1970, pp.257-262
1059:Brown, 1970, pp.301-307
1539:(77, 79): 9–14, 37–42.
762:Lockheed Constellation
696:by rewriting it in an
200:for European services.
98:Consolidated Liberator
94:1942 Moscow Conference
1268:Phipp, 2007, pp.73-74
1250:Phipp, 2007, pp.60-62
1184:Phipp, 2007, pp.93-97
1115:Phipp, 2007, pp.75-77
1103:Phipp, 2007, pp.67-69
1038:Phipp, 2007, pp.79-80
1003:Phipp, 2007, pp.35-37
897:Phipp, 2007, pp.15-16
659:Bristol 170 Freighter
409:Geoffrey de Havilland
337:was for a very large
1506:Empire of the Clouds
1433:Phipp, Mike (2007).
1232:Jackson, 1987, p.494
1223:Jackson, 1987, p.449
295:(developed from the
284:(developed from the
168:(converted from the
151:(developed from the
31:) and Commonwealth (
1454:Brown, Don (1970).
666:Success and failure
640:Vickers VC.1 Viking
504:Airspeed Ambassador
308:Handley Page Hermes
262:Sir Stafford Cripps
1458:. London: Putnam.
1397:Phipp, 2007, p.144
743:who developed the
698:encyclopedic style
685:is written like a
576:de Havilland Comet
555:Rolls-Royce Merlin
450:Ministry of Supply
74:transport aircraft
21:Brabazon Committee
1514:978-0-571-27889-3
1444:978-0-7524-4374-4
1423:978-1-84037-283-0
1280:Phipp, 2007, p.74
1241:Phipp, 2007, p.70
1214:Phipp, 2007, p.98
1124:Phipp, 2007, p.81
1024:Phipp, 2007, p.21
1015:Phipp, 2007, p.20
994:Phipp, 2007, p.18
985:Phipp, 2007, p.17
782:Fokker Friendship
726:
725:
718:
644:Wellington bomber
610:de Havilland Dove
563:Bristol Britannia
487:Bristol Centaurus
319:Short Sandringham
251:(BOAC) and later
177:Short Sandringham
90:Winston Churchill
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475:Bristol Brabazon
170:Short Sunderland
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491:Bristol Proteus
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257:Peter Masefield
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160:Vickers Warwick
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102:Stafford Cripps
82:Peter Masefield
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92:attended the
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1550:(26): 72–78.
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823:Vickers VC10
815:
758:Douglas DC-6
750:
736:replacement.
727:
712:
703:
684:
650:trainer and
624:
605:
593:Handley Page
584:
571:
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517:VC.2 Viceroy
512:
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466:
460:The aircraft
430:
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367:Douglas DC-3
358:
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327:Douglas DC-4
324:
297:Avro Lincoln
272:
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266:Ernest Brown
238:
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198:Douglas DC-3
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48:Commonwealth
45:
20:
18:
1414:Flight Path
774:Dart Herald
745:Dart engine
741:Rolls-Royce
706:August 2019
405:jet-powered
363:feederliner
228:feederliner
166:Short Hythe
80:. However,
41:New Zealand
1589:Categories
882:References
802:Boeing 707
794:Boeing 707
519:, and the
483:Miles M.26
293:Avro Tudor
70:Boeing 314
66:Short S.32
62:Fairey FC1
55:Background
1537:Propliner
789:Britannia
553:with six
551:Type XXII
379:turboprop
282:Avro York
240:civilian
149:Avro York
33:Australia
839:Concorde
835:BAC 1-11
780:and the
778:Avro 748
539:Type III
513:Type IIB
500:Type IIA
473:for the
392:Type III
375:Type IIB
359:Type IIA
347:New York
246:airlines
242:airliner
204:Type III
64:and the
29:Far East
861:eg the
831:Trident
692:Please
652:Valetta
648:Varsity
606:Type VB
585:Type VA
572:Type IV
425:Type VB
417:Type VA
401:Type IV
395:Report.
383:Vickers
312:Halifax
303:routes.
214:Type IV
210:routes.
194:Type II
137:Cabinet
1526:
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1497:
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967:Flight
936:Flight
812:Legacy
776:, the
532:built.
467:Type I
403:was a
343:London
335:Type I
306:(iii)
224:Type V
208:Empire
188:Type I
164:(iii)
122:Flight
104:, the
37:Canada
849:Notes
843:HS146
614:Heron
317:(iv)
291:(ii)
175:(iv)
158:(ii)
88:When
1524:ISBN
1510:ISBN
1495:ISBN
1480:ISBN
1460:ISBN
1439:ISBN
1418:ISBN
969:1942
938:1942
772:the
764:and
657:The
638:The
630:The
604:The
583:The
570:The
549:690
547:Avro
537:The
511:The
498:The
465:The
280:(i)
268:.
172:III)
147:(i)
19:The
1591::
1273:^
1207:^
1159:^
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