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683:) on 17 July 1953 in the Commons, saying the programme had given all the useful technical knowledge it could but without any firm interest from either civil or military users, there was no justification for continuing to spend money on the Brabazon. By this point, roughly £6 million had been spent on the programme and a further £2 million would have been required in order to complete the Mark II. In October 1953, after 164 flights totalling 382 hours' flying time, the first prototype was broken up and sold for £10,000 in scrap value, along with the uncompleted Mk.II prototype. All that remains are a few parts at the
622:; according to author Philip Kaplan, the timing of the first flight had been chosen to enable this high-profile early appearance. The Brabazon's appearance at Farnborough led to the adoption of a formal and deliberate company policy to carry out much of the aircraft's test programme in the vicinity of various British cities to spread public awareness. Accordingly, the Brabazon was demonstrated at the 1950 Farnborough Airshow, at which it performed a takeoff, clean configuration flypast and a landing. In June 1950, the Brabazon made a visit to London's
429:(BOAC) agreed with that recommendation, and also expressed its preference for a design accommodating only 25 passengers. In August 1943, an agreement with the airline led to the selection of an interior layout which contained a forward area housing six compartments, each one for six passengers, along with a seventh compartment for just three passengers, a midsection above the wing – the wing was 6 feet (1.8 m) deep at that point – which accommodated 38 seats arranged around tables in groups of four along with a
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335:, and another, undesignated design that broadly resembled the eventual configuration of the Brabazon. Additionally, Bristol's design team had already been considering the requirements of an aircraft capable of conducting routine transatlantic flights, which had led to projections of the necessary size, weight and range of such an airliner. Amongst those, it was determined that, in order to be profitable, a minimum payload of 100 passengers should be carried by the type.
706:, the record of the Brabazon is not entirely unfavourable. At least half of the large sums spent on the project had been expended upon the construction of infrastructure, including £6 million for new large hangars and an extended runway at Filton. These improvements meant that Bristol was in an excellent position to continue production of other designs; the assembly hall was soon being used for building another transatlantic aircraft, the
46:
606:, was rolled out for engine runs. On 3 September 1949, the prototype, piloted by Pegg and co-piloted by Walter Gibb, along with a crew of eight observers and flight engineers, performed a series of trial taxi runs; these revealed no problems save for the nosewheel steering not working correctly; it was temporarily disabled. On 4 September 1949, the prototype performed its
413:, and lounge area. According to author Stephan Wilkinson, the decision to focus on comfort over other qualities such as speed and payload had been a historic preoccupation of Britain operators to specifically tailor their services towards wealthy travellers, and noted that as having been a key pre-war ethos of the British airline
393:, which were the most powerful British-built piston engines available at the time, each being capable of generating 2,650 horsepower (1,980 kW). These were set in pairs in the wing, and instead of using a common crankshaft, the paired engines each had their driveshafts angled towards an enormous central
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over the
Bristol area, flying for 25 minutes, captained by Pegg. Around 10,000 people had gathered at the airfield's perimeter to witness takeoff. During this flight, it ascended to about 3,000 ft (910 m) at 160 mph (257 km/h) and landed at 115 mph (185 km/h), throttling
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To meet these varied requirements, the Type 167 specified a huge 25-foot (7.6 m)-diameter fuselage, which was about 5 ft (1.5 m) greater than the 1970 Boeing 747 "jumbo jet", with full-length upper and lower decks. That enclosed sleeping berths for 80 passengers, a dining room, 37-seat
404:
The
Brabazon Report had assumed that the wealthy people flying in the aircraft would consider a long trip by air to be uncomfortable, and so designed the Type I for luxury, demanding 200 ft (6 m) of space for every passenger, which was expanded to 270 ft (8 m) for luxury class. If
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In
November 1944, after further work on the design, a final concept for the Type 167 was published. The final design featured a large 177 ft (54 m) fuselage, paired with a sizable wing. The wing, which had a 230 ft (70.1 m) wingspan, possessed an enormous internal volume, to house
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turboprop engines driving four-bladed propellers through a common gearbox. This would have increased the
Brabazon's cruising speed, from 260 to 330 mph (420–530 km/h), and its ceiling, while reducing the aircraft's empty weight by about 10,000 lb (4,540 kg). This Brabazon Mark II
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was an innovative jet-powered 500 mph (800 km/h) airliner. In particular, the Type I and Type IV were regarded as being of very high importance to the industry, particularly the jet-powered Type IV, which would give
Britain a commanding lead in the field of jet transport. An outline of the
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area, while the projected operating costs for the
Brabazon had been revised upwards as the programme had proceeded. BOAC, being unconvinced of the aircraft's merits, ultimately chose not to place any order for the type. Gibb stated of the situation: "the spec wasn't correct for post-war flying. The
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briefly took the controls and found the aircraft to be underpowered and very slow to respond to the controls. BOAC quickly decided it was not for them. Bristol had been subject to financial hardship, while development of the
Proteus engine intended to power the envisioned and improved Brabazon Mark
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engine, happened to coincide with the
Brabazon's development. Accordingly, there was considerable interest in applying such an engine to the airliner as it potentially offered a simpler and more powerful alternative to the original Centaurus powerplant. Other advantages of turboprops included lower
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facility, it was eventually decided to expand the main Filton site to suit the
Brabazon. Work on the project was slowed as Bristol's wartime commitments had to be met. Amongst the early physical steps was the construction of a full-scale wooden mockup in the old No. 2 Flight Shed so that components
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to greatly reduce the number required for airframe assembly. Significant emphasis had been placed upon simplifying the construction process and incorporating several manufacturing efficiencies. Some of the design and construction work for the aircraft was shared out to other
British companies, such
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A tremendous effort was put into saving weight across the aircraft. The Type 167 used a number of non-standard gauges of skinning in order to tailor every panel to the strength required, thereby saving several tons of metal. Bristol employed revolutionary new machining and construction methods for
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Some sources consider the British decision to have been the product of a formal diplomatic agreement between the British Government and the Government of the United States under which the former would focus on manufacturing bomber aircraft while the latter would dedicate its efforts to developing
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In 1942, the Brabazon Report was published and Bristol chose to respond, submitting a slightly modified version of their bomber to fulfil the Type I requirement. Bristol's earlier work had demonstrated the sort of performance that the Brabazon Committee had been looking for, and so the Committee
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Manufacturing the Brabazon was found to be a challenge. During the first two years of the development, the question of how and where to manufacture the aircraft was amongst the biggest issues that had preoccupied the design team and delayed progress on the project. Bristol's existing factory at
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was in many ways the American equivalent of that projected "100-ton bomber". In addition to Bristol, many leading British manufacturers had provided several preliminary studies in response to the Air Ministry's operational requirement. However, in expectation of long development times, and the
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The Brabazon was the first aircraft to be outfitted with 100 per cent powered flying controls; it was also the first with electric engine controls, and the first equipped with high-pressure hydraulics. The large span and mounting of the engines close inboard, together with structural weight
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people who wrote the specs... conceived of an aeroplane with all this comfort, bunks, and a great dining room to eat in. And, of course, come the day, that wasn't what the airlines wanted. They wanted to ram as many passengers as possible into the tube and give 'em lunch on their laps."
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As a result of engineering analysis performed during the program, it was found that the Brabazon's airframe had a fatigue life of 5,000 flying hours; according to aviation author Phillip Kaplan, this figure had been "far too low" for airworthiness certification to be realistically
280:. Having foreseen that the effective abandonment of any development in terms of civil aviation would put Britain's aviation industry at a substantial disadvantage once the conflict had come to an end, during 1943 a British government committee began meeting under the leadership of
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proved to be too small to handle what was one of the largest aircraft in the world, let alone producing the type in quantity, while the adjacent 2,000 ft (610 m) runway was too short for it to take off from. While considerations were made for developing the firm's
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By 1952, about £3.4 million had been spent on development and there were no signs of purchase by any airline. In March, the British government announced that work on the second prototype had been postponed. The cancellation of the project was announced by the
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Bristol had also been awarded the contract for the Type III aircraft, for which they delivered the Britannia. By making use of the advances made during the development of the Brabazon, Bristol were able to design the Britannia to possess the best
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authorised the firm to begin preliminary design of such an aircraft that year, with the proviso that work on wartime aircraft should not be disrupted by the project. Bristol was soon issued with a contract to produce a pair of prototype aircraft.
201:. Following a brief evaluation period, a contract to build a pair of prototypes was awarded. At the time of its construction, the Brabazon was one of the largest aeroplanes ever built, being sized roughly between the much later
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difficulties associated with balancing the aircraft's range, load and defensive armament, the Ministry never took up any of the British manufacturer's designs. Instead, it was decided to continue development of the existing
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outfitted with conventionally spaced seating, the dimensions of the Type 167 could have accommodated up to 300 passengers, instead of the 60 seats opted for. Other high-comfort measures were proposed, such as an onboard
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economies, demanded some new measure to prevent bending of wing surfaces in turbulence. One of the innovative features of the Brabazon was a purpose-developed gust-alleviation system, which used an assortment of
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airliners. Despite its vast size, the Brabazon was designed to carry only 100 passengers, each one allowed an area about the size of the interior of a small car. On 4 September 1949 the first prototype made its
183:, the proposed aircraft had a 25-foot (7.6 m)-diameter fuselage, containing full upper and lower decks on which passengers would be seated in luxurious conditions. It was powered by an arrangement of eight
630:. Gibb, who flew the aircraft as pilot-in-command on multiple flights, summarised his flying experiences with the type: "It was very comfortable. It flew very well. It was big. You didn't whip it around like a
978:
According to aviation author Philip Kaplan, difficulties experienced in the development of the improved gust-alleviation system for the Brabazon Mark II played a major role in the ultimate cancellation of the
578:
was selected to be the chief pilot for the Brabazon. In preparation for the impending flight testing, as a means of gaining experience in operating such a vast aircraft, Pegg accepted an invitation issued by
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while a gigantic hall for performing final assembly of up to eight Brabazons was constructed; at the time of construction, the hall was the largest hangar in the world. the designer of the new assembly hall,
237:, announced that the Brabazon had been cancelled due to a lack of military or civil orders. In the end, only the single prototype was flown, and it was broken up in 1953 for scrap, along with the incomplete,
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from London to New York in a reduced time of 12 hours. However, by 1950, development of the Proteus engine had run into substantial difficulties, being both overweight and underpowered, and being subject to
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design that would be capable of carrying a payload of at least 15 tons of bombs. In response, Bristol dusted off their original work and updated it to incorporate their newer and substantially more powerful
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more capable transport aircraft. Author Stephan Wilkinson asserts that "No such agreement existed", and said that many of the American airliners had their origins in efforts that had predated the war.
662:(BEA) for conducting operational flights using the prototype Brabazon itself, various problems that would typically be expected to be present on a prototype meant the aircraft would never receive an
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Other planned changes for the Brabazon Mark II included a revised wheel arrangement which would have enabled the type to use the majority of runways on both the North Atlantic and Empire routes.
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for the work. The runway was lengthened to 8,000 ft (2,440 m) and widened; this extension had necessitated the controversial compulsory relocation of the inhabitants of the village of
359:, worked with several key performance parameters. Those included a range of 5,000 mi (8,000 km), 225 ft (69 m) wingspan, eight engines buried in the wings driving four
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cinema, promenade and bar or, alternatively, day seats for 150 people. At one point, the Committee recommended the adoption of a narrower fuselage to house a total of 50 passengers. The
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back at 50 ft (15 m). The British press mainly reported favourably, one newspaper praising the aircraft as being "the queen of the skies, the largest land-plane ever built".
441:, the Brabazon concept was a fusion of prewar and postwar thinking, using highly advanced design and engineering to build an aircraft that was no longer relevant in the postwar world.
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However, due to the high cost per seat mile compared to the alternatives, the Brabazon did not attract any firm orders, so the aircraft was a commercial failure. On 17 July 1953
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of any aircraft up to that time, and it held that record for a number of years. Although the Britannia was delayed after problems with the separate Type IV, the jet-powered
645:
While the Brabazon's flight tests were being performed, BOAC became increasingly uninterested with the prospects for operating the type. On a test flight, BOAC chairman Sir
214:. In addition to participating in a flight test programme in support of the intended production aircraft, the prototype made high-profile public appearances at the 1950
517:
During the early 1940s, the only means for providing propulsion to large aircraft was to produce increasingly complex and enlarged radial engines. The emergence of
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that were triggered from a gust-sensing probe installed on the exterior of the aircraft's nose; an improved version of this system, along with fully automated
175:, it was the release of a report compiled by the Brabazon Committee which led the company to adapt its proposed bomber into a large civil airliner to meet the
1291:"The Story of the Brabazon: A Comprehensive Appraisal of Britain's Greatest Airliner: Vicissitudes/ Development: Prototype and Operational Versions Studied."
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18-cylinder air-cooled radial sleeve-valve piston engines, 2,650 hp (1,980 kW) each paired, driving contra-props through combining gearboxes.
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1978:
1963:
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710:. In addition, many of the techniques which had been developed during the Brabazon project were applicable to any aircraft, not just airliners.
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issues at one stage. Although the Proteus was slimmer than the Centaurus, the wing thickness was not to be reduced in the Mark II, but the
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and fittings could be applied and tested. In October 1945, construction of the first prototype's fuselage commenced in an existing
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sufficient fuel for the transatlantic flights envisioned for the type. It was powered by eight Bristol Centaurus 18-cylinder
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417:. Meanwhile, some figures within the aircraft industry were forecasting heavy demand from passengers then relying on
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299:. The report called for the construction of a total of four of five designs they had studied. Of those designs, the
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437:, and a rear area with 23 seats in an aft-facing cinema, complete with a cocktail bar and lounge. Similar to the
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specifications for the various envisioned aircraft, including the gigantic Type I, was issued by the Committee.
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II was proving troublesome. Flight tests of the aircraft itself had revealed some fatigue issues in the inner
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626:, during which it made a number of successful takeoffs and landings; it was also demonstrated at the 1951
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with the aim of investigating and forecasting the post-war civil aviation requirements of Britain and the
1470:"Airborne in the “Brab”: Demonstration Flights from London Airport: Good Progress with Mk. I Development"
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268:, the British government made the decision to dedicate its aircraft industry to the production of
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Jackson, A.J. British Civil Aircraft since 1919, Volume 1. Putnam & Company Limited. 1973.
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levels, which would increase passenger comfort, and better performance at higher altitudes.
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The World's Worst Aircraft: From Pioneering Failures to Multimillion Dollar Disasters.
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Gilbert, James. The World's Worst Aircraft. Philadelphia, PA: Coronet Books, 1978.
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specification for the long-distance transatlantic route. Initially designated the
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power units were also designed to operate the aircraft's giant control surfaces.
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838:, 16 ft (4.9 m) diameter fully-feathering contra-rotating propellers
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While Bristol had studied the prospects of developing very large aircraft as
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164:, which had developed the specification to which the airliner was designed.
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drilling, milling, folding, and rolling many of the airframe's components.
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250 mph (400 km/h, 220 kn) at 25,000 ft (7,620 m)
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300 mph (480 km/h, 260 kn) at 25,000 ft (7,620 m)
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issued a draft operational requirement from the Air Staff, which sought a
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In 1946, it was decided to build the second prototype using eight paired
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The wingspan of the Brabazon was 35 ft/11 m greater than the
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206:
1585:
The Bristol Brabazon – Engineering masterpiece or Great White Elephant
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takes off on its maiden flight on 4 September 1949 at Filton Aerodrome
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propeller installations, and enough fuel for transatlantic range. The
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designs, one of which received the internal company designation of
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13,650 imp gal (16,393 US gal; 62,054 L)
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722:, it went on to be a workhorse for many airlines into the 1970s.
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routes between the UK and the United States. The type was named
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835:
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1391:
1389:
295:, delivered its report, which was likewise known as the
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Bristol decided to submit the Type 167 proposal to meet
602:
During December 1948, the Mk.I prototype, registration
1478:, 3 August 1951, Vol. LX, No. 2219. pp. 148–150.
1386:
453:, was to have been deployed on the Brabazon Mark II.
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The committee, which had become known simply as the
658:At one point, although some interest was shown by
642:or a large aeroplane, you had no trouble at all".
401:, which were set on four forward-facing nacelles.
311:was a medium-range airliner for the multiple-hop "
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16:British propeller-driven large airliner prototype
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614:Four days later, the prototype was presented at
1548:"Big Wings: The Largest Aeroplanes Ever Built."
1502:Secret Projects 1935–1950 Fighters and Bombers.
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372:, which led to the production of the improved
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865:5,500 mi (8,900 km, 4,800 nmi)
303:was a very large transatlantic airliner, the
1561:Winchester, Jim. "Bristol Brabazon (1949)."
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1050:
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595:, a large strategic bomber operated by the
574:In December 1945, Bristol Chief Test Pilot
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1591:"130 - Ton Colossus Takes The Air" 1949,
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351:engines. The Bristol design team, led by
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2803:Aircraft with contra-rotating propellers
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693:
616:Society of British Aircraft Constructors
561:
1442:"The Incomplete Guide to Airfoil Usage"
638:, but as long as you treated it like a
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1481:
1333:. London: Michael Joseph. p. 295.
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551:would be extended around the engines.
397:. They drove a series of eight paired
327:had conducted studies into very large
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1433:
969:that was developed two decades later.
883:54 lb/sq ft (260 kg/m)
194:set on four forward-facing nacelles.
1654:
1605:"Bristol Brabazon. 1987 Documentary"
1439:
791:5,317 sq ft (494.0 m)
702:Although considered a failure and a
427:British Overseas Airways Corporation
1370:. Century of Flight. Archived from
1111:. Century of Flight. Archived from
892:0.073 hp/lb (0.120 kW/kg)
13:
2783:Bristol Aeroplane Company aircraft
538:would have been able to cross the
272:and to source the majority of its
14:
2824:
1578:
1037:"Cancelled: Design by Committee."
812:290,000 lb (131,542 kg)
1565:London: Amber Books Ltd., 2005.
1417:29 September 1949, pp. 419, 430.
806:145,100 lb (65,816 kg)
44:
1708:Bristol Gordon England biplanes
1517:"The Plane That Flew Too Soon."
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1322:
1283:
1267:
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497:, was subsequently awarded the
307:was a short-haul airliner, the
199:Air Ministry Specification 2/44
2793:Eight-engined tractor aircraft
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1080:
952:
942:
877:750 ft/min (3.8 m/s)
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1:
1486:. London: Putnam Publishing.
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871:25,000 ft (7,600 m)
253:
2813:Aircraft first flown in 1949
1703:Bristol Coanda monoplanes
1280:, 29 September 1949, p. 416.
996:
23:. For the planned suburb of
7:
2808:Cancelled aircraft projects
1484:Bristol Aircraft since 1910
1368:"Bristol Type 167 Brabazon"
1236:: 15–16. 29 September 1949.
1109:"Bristol Type 167 Brabazon"
896:
10:
2829:
1504:Midland Publishing, 2004.
687:museum in Bristol and the
557:
512:
399:contra-rotating propellers
276:from manufacturers in the
257:
192:contra-rotating propellers
19:This article is about the
18:
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2507:Bristol Coanda Monoplanes
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2424:
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1428:Bristol Aeroplane Company
1357:Kaplan 2005, pp. 122–123.
1329:Sir Miles Thomas (1964).
1305:Kaplan 2005, pp. 121–122.
1246:Kaplan 2005, pp. 117–118.
1219:Kaplan 2005, pp. 118–119.
1189:"Airborne in the “Brab”."
1145:Kaplan 2005, pp. 116–117.
1068:Kaplan 2005, pp. 115–116.
689:National Museum of Flight
664:airworthiness certificate
325:Bristol Aeroplane Company
190:which drove eight paired
146:Bristol Aeroplane Company
131:Bristol Type 167 Brabazon
119:
111:
106:
98:
90:
85:Bristol Aeroplane Company
78:
70:
60:
55:
43:
38:
1698:Bristol Prier monoplanes
1194:, 3 August 1951, p. 149.
1040:Air & Space Magazine
935:
660:British European Airways
171:prior to and during the
2788:1940s British airliners
2742:George Henry Challenger
1446:m-selig.ae.illinois.edu
1397:"End of the Brabazons."
1163:Winchester 2005, p. 18.
800:root: T.P.4; tip: T.P.5
779:230 ft (70 m)
773:177 ft (54 m)
752:General characteristics
726:Specifications (Mark I)
597:United States Air Force
535:Bristol Coupled Proteus
286:Commonwealth of Nations
1683:Bristol Racing Biplane
925:List of civil aircraft
785:50 ft (15 m)
739:
734:Bristol Brabazon main
699:
620:Airshow at Farnborough
571:
480:Bristol Filton Airport
323:As early as 1937, the
315:" air routes, and the
249:Design and development
1550:Pen and Sword, 2005.
1482:Barnes, C.H. (1970).
1426:"Brabazon brochure".
1095:Buttler 2004, p. 128.
1086:Jackson 1973, p. 311.
1077:Kaplan 2005, pp. 116.
913:Saunders-Roe Princess
746:Flight International.
733:
697:
565:
439:Saunders-Roe Princess
282:Lord Brabazon of Tara
162:Lord Brabazon of Tara
2527:Bolingbroke IVT/IVTT
2425:Passenger Transports
1520:damninteresting.com.
1402:, 29 September 1949.
1348:Kaplan 2005, p. 123.
1319:Kaplan 2005, p. 122.
1296:, 29 September 1949.
1264:Kaplan 2005, p. 121.
1210:Kaplan 2005, p. 118.
1179:Kaplan 2005, p. 119.
1136:Kaplan 2005, p. 117.
1056:Kaplan 2005, p. 115.
1035:Wilkinson, Stephan.
133:was a large British
2752:Eric Gordon England
1615:"Brabazon Bulletin"
1275:"Brabazon Mark II."
1230:"Brabazon Bulletin"
1115:on 15 November 2017
908:Hughes H-4 Hercules
810:Max takeoff weight:
521:, specifically the
216:Farnborough Airshow
56:General information
740:
720:de Havilland Comet
700:
677:Minister of Supply
572:
293:Brabazon Committee
274:transport aircraft
260:Brabazon Committee
235:Minister of Supply
160:and its chairman,
158:Brabazon Committee
2798:Low-wing aircraft
2770:
2769:
2762:Archibald Russell
2725:
2724:
1688:Bristol Monoplane
1440:Lednicer, David.
1374:on 24 August 2018
826:Bristol Centaurus
640:double-decker bus
566:Bristol Brabazon
357:Archibald Russell
349:Bristol Centaurus
185:Bristol Centaurus
127:
126:
29:Brabazon, Bristol
2820:
2331:
2330:
1649:
1642:
1635:
1626:
1625:
1606:
1595:
1546:Kaplan, Philip.
1497:
1457:
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946:
869:Service ceiling:
846:
754:
716:payload fraction
624:Heathrow Airport
505:to neighbouring
495:T. P. O'Sullivan
472:Folland Aircraft
415:Imperial Airways
266:Second World War
243:Brabazon I Mk.II
220:Heathrow Airport
173:Second World War
144:designed by the
115:4 September 1949
50:Brabazon in 1950
48:
36:
35:
2828:
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2773:
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2695:
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2572:
2536:
2522:Primary Trainer
2502:Bristol Boxkite
2490:
2469:
2420:
2376:Jupiter Fighter
2322:
1743:
1737:
1665:
1659:
1653:
1604:
1590:
1581:
1576:
1500:Buttler, Tony.
1494:
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750:
728:
672:
593:B-36 Peacemaker
591:, to fly their
560:
515:
499:Telford Premium
465:were sealed in
386:
297:Brabazon Report
270:combat aircraft
262:
256:
251:
222:, and the 1951
71:National origin
51:
32:
17:
12:
11:
5:
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2737:Frank Barnwell
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1664:Pre-numbering
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1587:
1580:
1579:External links
1577:
1575:
1574:
1559:
1544:
1533:
1522:
1515:Castle, Matt.
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1156:
1154:Barnes p. 325.
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893:
884:
878:
875:Rate of climb:
872:
866:
860:
854:
851:Maximum speed:
840:
839:
829:
819:
816:Fuel capacity:
813:
807:
801:
792:
786:
780:
774:
768:
767:100 passengers
762:
727:
724:
704:white elephant
698:Brabazon model
671:
668:
628:Paris Air Show
559:
556:
519:jet propulsion
514:
511:
391:radial engines
385:
382:
370:Avro Lancaster
258:Main article:
255:
252:
250:
247:
224:Paris Air Show
188:radial engines
135:piston-engined
125:
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2361:M.1 Monoplane
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1600:
1596:
1594:
1593:British Pathé
1588:
1586:
1583:
1582:
1572:
1571:1-904687-34-2
1568:
1564:
1560:
1557:
1556:1-84415-178-6
1553:
1549:
1545:
1542:
1541:0-370-10006-9
1538:
1534:
1531:
1530:0-340-21824-X
1527:
1523:
1521:
1518:
1514:
1511:
1510:1-85780-179-2
1507:
1503:
1499:
1495:
1493:0-370-00015-3
1489:
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1471:
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1429:
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1401:
1398:
1392:
1390:
1373:
1369:
1363:
1354:
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1341:
1332:
1331:Out on a Wing
1325:
1316:
1314:
1312:
1302:
1295:
1292:
1286:
1279:
1276:
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1261:
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1024:
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955:
945:
941:
926:
923:
922:
921:
920:
919:Related lists
914:
911:
909:
906:
904:
903:Convair XC-99
901:
900:
891:
889:
885:
882:
881:Wing loading:
879:
876:
873:
870:
867:
864:
861:
858:
857:Cruise speed:
855:
852:
849:
848:
847:
845:
837:
833:
830:
827:
823:
820:
817:
814:
811:
808:
805:
804:Empty weight:
802:
799:
797:
793:
790:
787:
784:
781:
778:
775:
772:
769:
766:
763:
760:
757:
756:
755:
753:
748:
747:
744:
737:
736:undercarriage
732:
723:
721:
717:
711:
709:
705:
696:
692:
691:in Scotland.
690:
686:
682:
681:Duncan Sandys
678:
667:
665:
661:
656:
653:
648:
643:
641:
637:
633:
629:
625:
621:
617:
612:
609:
608:maiden flight
605:
600:
598:
594:
590:
586:
583:to travel to
582:
577:
569:
564:
555:
552:
550:
546:
541:
536:
531:
529:
524:
520:
510:
508:
504:
500:
496:
491:
486:
481:
475:
473:
468:
467:aircraft dope
464:
458:
456:
452:
448:
442:
440:
436:
432:
428:
422:
420:
416:
412:
408:
402:
400:
396:
392:
381:
377:
375:
371:
366:
362:
358:
354:
350:
345:
341:
338:In 1942, the
336:
334:
330:
326:
321:
318:
314:
310:
306:
302:
298:
294:
289:
287:
283:
279:
278:United States
275:
271:
267:
261:
246:
244:
240:
236:
232:
231:Duncan Sandys
227:
225:
221:
217:
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1742:Manufacturer
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365:Convair B-36
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2700:Helicopters
2486:Bolingbroke
2416:Beaufighter
2406:Blenheim IF
2366:F.2 Fighter
1395:King, H.F.
1289:King, H.F.
1273:King, H.F.
1119:9 September
1042:, May 2012.
844:Performance
832:Propellers:
822:Powerplant:
384:Bristol 167
353:L. G. Frise
264:During the
203:Airbus A300
2777:Categories
2665:Buckingham
2558:Buckingham
2541:Transports
2532:Buckmaster
2481:Bloodhound
2437:Ten-Seater
960:Boeing 747
931:References
888:Power/mass
789:Wing area:
632:Tiger Moth
585:Fort Worth
254:Background
207:Boeing 767
156:after the
2730:Designers
2717:Belvedere
2563:Freighter
2465:Britannia
2452:Type 142
2442:Taxiplane
2391:Bullfinch
2341:Scout A-D
1378:27 August
997:Citations
989:expected.
834:3-bladed
777:Wingspan:
765:Capacity:
743:Data from
708:Britannia
576:Bill Pegg
528:vibration
523:turboprop
455:Hydraulic
241:-powered
239:turboprop
138:propeller
2712:Type 173
2707:Sycamore
2679:Sporting
2660:Beaufort
2650:Blenheim
2640:Berkeley
2619:Type 221
2614:Type 188
2609:Type 138
2460:Brabazon
2411:Type 146
2401:Type 133
2396:Type 123
2334:Fighters
1658:aircraft
1451:16 April
979:project.
967:jetliner
964:widebody
897:See also
636:Spitfire
540:Atlantic
507:Patchway
503:Charlton
451:trimming
333:Type 159
309:Type III
181:Type 167
154:Brabazon
142:airliner
140:-driven
94:Scrapped
65:Airliner
39:Brabazon
21:airliner
2691:Brownie
2670:Brigand
2635:Braemar
2628:Bombers
2604:Type 92
2553:Brandon
2495:Trainer
2447:Pullman
2386:Bulldog
2381:Bagshot
2351:Scout F
2346:Scout E
2327:By role
1673:Boxkite
1656:Bristol
1621:article
1617:a 1949
1610:YouTube
1599:YouTube
1430:, 1949.
796:Airfoil
783:Height:
771:Length:
738:wheels.
652:wingbox
581:Convair
558:Testing
545:fatigue
513:Mark II
485:Banwell
395:gearbox
317:Type IV
305:Type II
169:bombers
148:to fly
120:Retired
107:History
25:Bristol
2655:Bisley
2645:Bombay
2594:Bullet
2548:Bombay
2432:Tourer
2371:Badger
1693:Type T
1678:Glider
1666:scheme
1619:Flight
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1475:Flight
1415:Flight
1400:Flight
1294:Flight
1278:Flight
1234:Flight
1192:Flight
863:Range:
685:M Shed
604:G-AGPW
568:G-AGPW
490:hangar
463:Rivets
447:servos
435:galley
431:pantry
407:cinema
361:pusher
329:bomber
313:Empire
301:Type I
233:, the
177:Type I
91:Status
27:, see
2599:Racer
2517:P.B.8
2512:T.B.8
1723:P.B.8
1718:T.B.8
1713:B.R.7
936:Notes
836:Rotol
759:Crew:
589:Texas
2686:Babe
2153:142M
2099:110A
1567:ISBN
1552:ISBN
1537:ISBN
1526:ISBN
1506:ISBN
1488:ISBN
1453:2019
1380:2018
1121:2017
962:, a
824:8 ×
761:6–12
433:and
409:, a
355:and
205:and
129:The
123:1953
61:Type
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2584:X.2
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