The Trislander was born out of the Islander concept during 1970. The creation of a Trislander involved a larger and strengthened tail fin, a stronger rear fuselage structure, new main landing gear units and the insertion of a 2.29 fuselage “plug” to create space for 17 passengers and a pilot. Designated BN2A Mk.III, the prototype first flew in September 1970. Full UK CAA certification came in May 1971 and the first delivery came on 29 June, less than 300 days after the prototype first flew. Some 73 Trislanders were manufactured but the downturn in general aviation in the late 70s and upheavals at Britten Norman led to the production line at Gosselies being closed down and subsequently new owner, Pilatus, decided to withdraw the jigs and tooling from Belgium. The aircraft was still selling albeit slowly and did not promise to provide a significant return on invest-ment. The Trislander was placed on hold. In August 1982 production rights were sold to the International Aviation Corporation based in Miami, Florida. Included in the deal were eight complete aircraft and components for a further twelve aircraft. IAC renamed the aircraft the Tri Commutair and announced their intention to deliver 35 aircraft by July 1984 as well as a turbine variant. It is thought that production was never initiated. BN2A-2 Mk.III Trislander has a long nose, droop flap and wing tip tanks. The commuters are powered by three 260 hp Lycoming O 540-E4C5 engines, have a wingspan of 53 feet and a MAUW of 10,000 lbs. With an airframe that is 75% common with the twin engined BN2. The Mk.III-2 versions incorporated a longer nose and forward baggage compartment.
In 1962 the two partners, John Britten and Desmond Norman, decided to build a plane of their own. The essential factors were low cost, all-weather construction, twin engine reliability and a good payload. The design was of classic simplicity: a one-piece wing with no dihedral, Hoerner-type tips, slab-sided fuselage with seating for up to 10 passengers. The prototype was powered by two 210-hp Continental engines with a fixed tricycle undercarriage. Bench-type seats for two people eliminated the need for a central aisle and these were accessed by three doors, two port and one starboard, with the rear door being of extra width to allow ease of cargo loading. The Islander can also be operated as a freighter carrying more than a ton of cargo. Passenger baggage is stored in a large 30 cu.ft. bin behind the cabin with an access door on the port side. The first metal was cut in September 1964 and the aircraft was hand crafted on a “Dexion” jig. The prototype took to the air for its first flight of 70 minutes on 13 June 1965 with both John Britten and Desmond Norman at the controls. There were some shortcomings which an increase in wing span by 1.22 metres and more powerful Avco Lycoming 260-hp engines cured.
A choice of wings was offered, so the plane could be fitted with the standard 49-foot-span wings or extended 53-foot wings, using raked tips and auxiliary fuel tanks. Delivery of the Islander began in August 1967, but the great number of orders from over 50 countries forced Britten-Norman to subcontract manufacture of a number of the mini-airliners to the British Hovercraft Corporation. Others were produced in Romania by IRMA which was then trucked to Bembridge for completion. Buyers were able to choose Lycoming engines: 260 or 300 hp. A Rajay turbocharging unit increased the Islander’s twin-engine ceiling to 26,000.
Britten Norman developed two other variants for demonstration at the 1976 Farnborough Show, the “Firefighter” and “Agricultural Islander”. While both designs proved themselves technically, no orders were forthcoming and the variants were shelved. Arrangements were made with Rornaero in Bucharest, Romania, to produce the airframes. The engines, propellers, and undercarriage are trucked across Europe to where the aircraft are assembled under UK CAA supervision then, with basic instrumentation and a pilot’s seat fitted, the aircraft is flown in dull grey primer to Bembridge to be completed to customer’s requirements. The BN-2 Super was developed by inserting a 33-inch plug in the fuselage of the production prototype, G-ATWU, allowing for an additional row of seats, however, the version was never put into production. To increase the Islander’s hot and high performance Lycoming IO-540K 300-hp fuel-injected engines were fitted. Another modification involved fitting wingtip tanks which increased the span to 53 feet while droop flaps and droop leading edges increased performance. The first turbine powered Islander flew in April 1977. Designated the BN2A-41, it was powered by Lycoming LTP 101 turboprops and, although its performance was described as “sparkling”, it was overpowered and the fitting of the engines required major wing modifications. The project was discontinued. In 1980 the production BN2T Turbine Islander took off with Allison 250 B17C engines. Wing fences were fitted to improve stall recovery and the prototype headed off for hot and high in Kenya and to Finland for cold weather trials. Pilatus introduced a beefed up Islander, the BN2B, featuring a 300 pound increase in landing weight, including the BN-2B-20 and BN-2B-26.
In 1979 it was decided to diversify, looking at different roles as against taking people. Those sort of roles are fisheries protection, border patrol and parachuting etc. In 1978 they looked at putting a more sophisticated airborne radar into the aircraft, entering into a joint venture with Thorn EMI, using their Skymaster radar to increase the ground warning time from three or four minutes to 20 30 minutes. The name “Defender” came at that point, referring to an Islander with four wing mounted hardpoints. Stressed to take 750lbs on the inboard pair and 350lb outboard, the hardpoints designed to carry long range fuel tanks or military stores.
Available with 260 hp, turbo-charged 260 hp, or 300 hp engines, and optional 28 cu.ft. capacity nose extension.
Defender – For general military duties PBN developed the Defender from the basic piston-engined Islander utility aircraft and, with the introduction of the Allison 250-B17C powered Turbine Islander, a parallel turbine Defender was offered. The Defender is capable of a wide range of military roles including troop trans¬port, SAR, forward air control, electronic warfare, logistic support, and medevac.
Operationally launched by PBN on March 6, 1987, The AEW Defender is a low-cost AEW system offered in conjunction with Thorn-EMI’s Skymaster lightweight multi-mode pulse-Doppler track-while-scan radar. Acquisition and tracking of targets is auto¬matic, and air-to-air/air-to-ground datalinks, 1FF and navigation systems may be fully integrated with the radar’s display and control system. The Skymaster system can also be used to detect surface vessels during maritime reconnaissance missions. A large undernose radome houses the 360’-scan antenna. With appropriate computer software modifications, the AEW Defender/Skymaster combination is being offered as a solution to the British Army’s Astor requirement for an airborne battlefield surveillance radar. The British Army has bought Defender AL Mk 1s to replace Beavers.Another Defender has been flown with a Ferranti surveillance radar installed in connection with the Army’s earlier Corps Airborne Stand-Off Radar (Castor) requirement. The AEW Defender is based on the BN-2T Turbine Defender airframe.
The Maritime Defender is designed for coastal patrol, fishery and oil rig protection, and SAR durties. The Maritime Defender has Bendix RDR-1400 search radar in the nose, and four under-wing pylons to carry weapons, survival packs or other items. Either 6600 lb maximum all up weight piston engined or 7000 lb MAUW turbine powered, the aircraft comes with both Omega and short range sector scan radar.
The Defender was officially added to the ranks of the British Army on March 10th, 1989. Design is wholly utilitarian and is most characteristically defined by the high-mounted monoplane wings. Each wing maintains an Allison 250-B17F turboprop engine powering a three-bladed propeller. The cockpit compartment is held well forward in the squared off fuselage with slab sides and features a useful sloped nose for improved downward visibility. The undercarriage is a conventional tricycle arrangement and made up of two double-tired main landing gear legs and a single-tired nose landing gear leg – as a whole, the undercarriage is non-retractable. The empennage is dominated by a single large-area vertical tail fin clipped at the top and sporting some sweep along the leading edge. Horizontal tailplanes are affixed to the vertical fin tail. Typical accommodations are for two pilots and up to six passengers. Entry/exit is via side doors, two forward and two aft. Her gross weight is listed at 7,000lbs. Each wing can field four hardpoints for various munition options to include gun pods, rocket pods and bombs if need be or external fuel tanks for extended loitering times and operational range. Specialized reconnaissance and surveillance mounts are fitted with applicable tailored equipment, cameras and jamming pods as well as communications options. Airborne Early Warning (AEW) Defenders sport a hideous-looking nose radome that quickly identifies the type and its role.
In 2003, the UK military purchased three (some sources state four) Defenders to help with the deteriorating conditions in Iraq following the 2003 coalition invasion. These aircraft carried the designation of Defender 4S AL Mk 1 and sported underwing dispensers to protect against surface-to-air guided munitions. This model was furthered defined by the implementation of an electro-optical turret under the extreme end of the nose.
The Defender 4000 is a military version of the Defender series and first flight of this system was achieved in August of 1994. The Defender 4000 features a larger wing component similar to that of the Trislander and operates with increased weight tolerances. Her engines are more powerful than previous versions and has an enlarged nose section for the fitting of search radar. Top speed is a reported 225 miles per hour.
BN-2T-4S Defender 4000
By 1990, over 1,100 Islanders have been built with Lycoming piston engines or, in the BN-2T Turbine Islander, two 400 shp (298 kW) Allison 250-B17C turboprops.
In 1970, Britten-Norman introduced an enlarged version of the twin-engine Islander with a third engine mounted high on the tail in a tractor position. The three engines were 260-hp 0-540-E4C flat-sixes turning Hartzell two-blade constant-speed fully feathering propellers. Three versions of the Trislander are the BN-2A Mk 111-2 (a standard version with extended nose baggage compartment), the BN-2A Mk 111-3 (with an automatic feathering system for the props), and the BN-2A Mk 111-4 (with a rocket engine for additional thrust if an engine fails on takeoff).
Britten Norman BN-2 Islander (1968) Powerplant: two Lycoming O-540-E4B5, 260 bhp Propellers: Hartzell constant-speed feathering two-blade 80 in diameter. Wingspan, 49 ft Length, 35 ft 71 in Height, 13 ft 8 in Gross wing area, 325 sq.ft Max. usable floor area, 43.4 sq.ft Max. usable cabin volume, 140 cu.ft Max. cabin length, 160 in including flightdeck Max. width, 43in Max, height, 51 in. Accommodation: max. high density seating 9 passengers and pilot at 30 in pitch Basic operational weight, 3280 lb Total fuel, 800 lb Max. take-off, 5500 lb Max. landing, 5500 lb Max. payload (volume limited), 1920 lb Max. zero fuel, 5200 lb Power loading (max. take-off weight), 10.6 lb/hp Wing loading (max. take-off weight), 16.95 lb/sq.ft Wing loading (max. landing weight), 16.95 lb/ft High-speed cruise, 138 kt. at 6500 ft Long-range cruise, 132 kt. at 13,000 ft Approach speed, 62 kt Take-off field length, ISA at sea level, 1000 ft Landing field length, ISA at sea level, 990 ft Range with allowances, max. fuel, 1450 lb payload, 738 nm
BN2A-8 Engine: 2 x Lycoming O-540-E4C5, 260 hp. Seats: 10. Wing loading: 19.6 lb/sq.ft. Pwr loading: 12.7 lb/hp. Gross wt: 6200 lb. Empty wt: 3400 lb. Equipped useful load: 2449 lb. Payload max fuel: 1633 lb. Range max fuel 75% pwr: 564nm/4hr. Range max fuel 55% pwr: 625nm/5.3hr. Service ceiling: 13,000 ft. 75% cruise: 139 kt. 55% cruise: 119 kt. Vmc: 39 kt. Stall: 44-50 kt. 1.3 Vso: 57 kt. ROC: 950 fpm. SE ROC: 170 fpm @ 65 kt. SE service ceiling; 4450 ft. Min field length: 1160 ft. Fuel cap: 816 lb.
BN2A-9 Engine: 2 x Lycoming O-540-E4C5, 260 hp. Seats: 10. Wing loading: 20.3 lb/sq.ft. Pwr loading: 12.12 lb/hp. Gross wt: 6,300 lb. Empty wt: 3250 lb. Equipped useful load: 2699 lb. Payload max fuel: 1523 lb. Range max fuel/75% pwr: 856nm/6.1hr. Range max fuel / 55% pwr: 934nm/7.9hr. Ceiling: 13,000 ft. 75% cruise: 139 kt. 55% cruise: 119 kt. Vmc: 39 kt. Stall: 44-50 kt. 1.3 Vso: 57 kt. ROC: 950 fpm. SE ROC: 170 fpm @ 65 kt. SE ceiling: 4450 ft. Min field length: 1160 ft. Fuel cap: 1176 lb.
BN-2A-20 Engine: 2 x Lycoming IO-540-K1B5, 300 hp. Seats: 10. Wing loading: 19.6 lb/sq.ft. Pwr loading: 11 lb/hp. Gross wt: 6560 lb. Empty wt: 3640 lb. Equipped useful load: 2569 lb. Payload max fuel: 1753 lb. Range max fuel 75% pwr: 534nm/3.6hr. Range max fuel 55% pwr: 609nm/4.7hr. Service ceiling: 18,000 ft. 75% cruise: 147 kt. 55% cruise: 131 kt. Vmc: 39 kt. Stall: 44-50 kt. 1.3 Vso: 57 kt. ROC: 1130 fpm @ 57 kt. SE ROC: 225 fpm @ 75 kt. SE service ceiling; 3,100 ft. Min field length: 1100 ft. Fuel cap: 816 lb.
BN-2A-21 Engine: 2 x Lycoming IO-540-K1B5, 300 hp. Seats: 10. Wing loading: 20.3 lb/sq.ft. Pwr loading: 11 lb/hp. Gross wt: 6600 lb. Empty wt: 3695 lb. Equipped useful load: 2554 lb. Payload max fuel: 1378 lb. Range max fuel 75% pwr: 799nm/5.4hr. Range max fuel 55% pwr: 924nm/7.1hr. Service ceiling: 18,000 ft. 75% cruise: 147 kt. 55% cruise: 131 kt. Vmc: 39 kt. Stall: 44-50 kt. 1.3 Vso: 57 kt. ROC: 1130 fpm. SE ROC: 225 fpm @ 75 kt. SE service ceiling; 3,100 ft. Min field length: 1100 ft. Fuel cap: 1176 lb.
Britten-Norman BN-2A-21 Maritime Defender Engines: 2 x Avco Lycoming IO-540-K1B5, 300 hp Length: 36.319 ft / 11.07 m Height: 12.402 ft / 3.78 m Wingspan: 53 ft ft / 16.15 m Wing area: 342.295 sq.ft / 31.8 sq.m Max take off weight: 6593.0 lb / 2990.0 kg Weight empty: 4013.1 lb / 1820.0 kg Max. speed: 157 kts / 290 km/h Cruising speed: 148 kts / 274 km/h Service ceiling: 18045 ft / 5500 m Endurance (2 x 56 Imp.Gal. drop tanks): 15 hr.
BN2B First built: 1967. Engine: 2 x Lycoming O-540-E4C5, 260 hp. TBO: 2000 hrs. Prop: Hartzell 2 blade, constant speed 80 in. Seats: 10. Length: 35.7 ft. Height: 12.4 ft. Wingspan: 49 ft. Wing area: 325 sq.ft. Wing aspect ratio: 7.4. Max ramp wt: 6600 lbs. Max take off wt: 6600 lbs. Standard empty wt: 3612 lbs. Max useful load: 2988 lbs. Max landing wt: 6300 lbs. Wing loading: 20.3 lbs/sq.ft. Power loading: 11 lbs/hp. Max useable fuel: 1176 lbs. Climb rate: 1130 fpm @ 65 kts. Climb gradient: 1043 ft/nm. Rate of climb @ 8000 ft: 550 fpm. Service ceiling; 18,000 ft. SE rate of climb: 225 fpm @ 62 kts. SE climb gradient: 218 f/nm. SE ceiling: 7000 ft. Max speed: 139 kts. Cruise @ 65% power @ 8,000ft: 135 kts. Fuel flow @ 65% power @ 8,000ft: 160 pph. Endurance @ 65% power @ 8,000ft: 7.1 hr. Stalling speed clean: 49 kts. Stall speed gear/flaps down: 42 kts. Turbulent air penetration speed: 107 kts. Fixed undercarriage. Wing load: 19.27 lb/sq.ft / 94.0 kg/sq.m Maximum range: 1134 nm / 2100 km Crew: 2+2 Payload: 8Pax / 1015kg
BN-2T Engines: 2 x Allison 250-B17C
Turbine Defender Engine: 2 x Allison 250 600 kW, 480 kW. Span: 14.9 m. Length: 10.9 m. Wing area: 30.2 sq.m. Empty wt: 1914 kg. MTOW: 3175 kg. Payload: 1270 kg. Cruise speed: 285 kph. Initial ROC: 320 m / min. Ceiling: 7620 m. T/O run: 225 m. Ldg run: 228 m. Fuel internal: 814 (+454) lt. Range: 1350 km. Capacity: 10 pax.
Britten-Norman BN2T-4S Defender 4000 Engines: 2 x Allison 250-B17F/1 turboprop, 400 shp Props: 3 blade, 80 in. Length: 35.86ft (10.93m) Width: 48.98ft (14.93m) Height: 13.78ft (4.20m) Maximum Speed: 225mph (362kmh; 195kts) Max cruise: 178 kts ROC: 1210 fpm. SE ROC: 223 fpm Maximum Range: 437miles (703km) External Fuel Tanks capacity: 2,500lbs Accommodation: 2 + 6 Hardpoints: 4 Empty Weight: 4,998lbs (2,267kg) Maximum Take-Off Weight: 8,499lbs (3,855kg)
In 1951 John Britten and Desmond Norman designed and built and flew an ultra-light monoplane, their first aircraft, which made its first flight at Bembridge, Isle of Wight, on 16 May 1951. This machine crashed on an early flight, when the petrol supply to the 40 hp Aeronca JAP J-99 twin cylinder air-cooled engine faded out. Modifications were made to the tail unit by adding smll ancillary fins to improve the directional stability, inset ailerons were fitted, the JAP engine was replaced by a 55-hp Lycoming horizontally-opposed twin and the undercarriage was replaced with braced arrangement with rubber bungee springing. It was first flown in this form in May 1951 and was withdrawn from use in 1953. It was then on exhibition in the Solent Sky Museum, Southampton, England, on loan from Michael Short of Austin Texas, USA. The general arrangement of the BN-1 is similar to that of the Comper Swift in particular G-ABUS, an aircraft that Desmond Norman was associated with along with fellow de Havilland Technical School apprentice, Tony Cole, that they jointly acquired in 1948 and restored to flying condition.
Engine: 1 × Lycoming flat-four, 55 hp (41 kW) Propeller: two-bladed fixed-pitch Length: 16 ft 7 in (5.06 m) Wingspan: 23 ft 0 in (7.01 m) Height: 10 ft 5 in (3.18 m) Gross weight: 630 lb (286 kg) Maximum speed: 84 mph (135 km/h) Cruise speed: 75 mph (120 km/h) Crew: 1
Britten-Norman Ltd. was founded in 1955 to specialize in equipment for agricultural aircraft. Flew prototype of BN-2 Islander, a twin-engined feeder-line transport, on 13 June 1965.
In 1966 at Bembridge Airport on the Isle of Wight the Britten-Norman company had 11,930 sq.ft of factory space at the airport, but a new 56 000 sq.ft hangar was under construction to make possible the rapid production of the Islander. Down at the harbour was additional space amounting to 5390 sq.ft. The company employed 318 people, of whom some 70% were engaged on civil aircraft work.
Directors of the aircraft and Cushion craft companies were N. D. Norman, F. R. S. Britten (director and secretary), J. M. McMahon and F. H. Mann,. while two additional directors of the Cushioncraft company were C. D. J. Bland (sales) and P. H. Winter (technical). The company’s sales manager was P. J. Dorrington; production manager, J. W. Sullivan; and chief technical executive, R. E. Bird.
The facilities at Bembridge include rigs for structural testing of all components, and a test rig for proof loading of control cables. Among special equipment used by the company was a Wadkin router, a British Oxygen argon arc welder, ” Oxford ” electric argon arc welder, ICI degreasing and salt-bath plant, a Guyson sand blasting machine and a Besco-Hydrobend brake press.
The 1966 projects of the company included the BN-2 Islander light transport which was expected to reach its target rate of production of two per week in 1968.
BN-2ATrislander, with a third engine mounted on vertical tail, first flown September 11,1970. Military version of BN-2, named Defender, first demonstrated 1971, able to carry 522kg of mixed weapons on underwing pylons.
But despite a full order book, Britten-Norman was experiencing serious cash-flow problems and in November 1971 the com¬pany was forced into receivership. It con¬tinued to keep itself in business and reorganized as Britten-Norman (Bembridge) Ltd until a year later when the receiver accepted a bid, one of thirty worldwide, from the Fairey Group in August 1972.
A new company was formed, Fairey Britten-Norman Ltd, and a production line was set up at the Fairey SA factory at Gosselies in Belgium for full production and flight test¬ing of the Islander and Trislander aircraft. In August of 1977 Fairey SA began to suffer from financial problems which had serious repercussions for Britten-Norman, causing the company to once again he placed into the hands of a receiver.
This time Pilatus Aircraft of Switzerland made a successful bid for the company and, in January 1979, the take-over was completed under the name of Pilatus Britten-Norman.
The take-over of the assets of Britten-Norman by Pilatus Aircraft was finalised on 34 January 1979 when the necessary documents were signed. To conclude the deal, Pilatus – itself a member of the Oerlilon-Buehrje Group – set up a British subsidiary, Pilatus Britten-Norman Ltd, and this company has acquired the B-N assets which include the Bembridge factory, the complete Islander / Trilander production hardware (plus stock materials) located at the Fairey SA factory in Gosselies, Belgium and the exclusive production and marketing rights for all Britten-Norman products.
On 30 April 1982 Britten-Norman delivered its 1000th aircraft, when a Maritime Islander was handed over to the Cyprus Government. All 1000 aircraft, Islanders and Trilanders, were delivered from Bembridge, IoW, although a substantial number were built in Romania and by Fairey in Belgium. The 1000th Islander to fly, a BN-2T Turbine Islander, toured the USA with Jonas Aircraft, which had sold 360 Islanders and Trilanders to date.
In July 1998 Pilatus sold Britten-Norman to private investment company Litchfield Continental Ltd, reverting to its original name of Britten-Norman Ltd. Manufacture of the Islander, Defender and latest BN2T- 4S Defender 4000 continued.
In January 1999 Britten-Norman received approval from the Board of Directors of Romania’s State Ownership Fund for its tender offer to acquire Romaero.
In the late 1950s, Sud Aviation in France (later represented by Aerospatiale) and Bristol Aircraft in the UK (lost in mergers that formed British Aerospace) were both working individually on the design of a supersonic civil transport aircraft. Both companies realized at an early date that the creation of such an aircraft was feasible, but beyond the economic capability of any individual company; thus came about the Anglo-French design and development agreement in November 1962, with the two companies backed by their individual governments.
After the Anglo-French Supersonic Treaty was signed in 1962, years of intensive research and over 5,000 hours of wind-tunnel tests proved that the long, streamlined fuselage and slender ogival delta wing finally reconciled good control at speeds as low as 230 mph with low drag up to Mach 2.2 (around 1,300 mph).
The wings, produced by Aéro¬spatiale, have elevons which work together as elevators and differen¬tially as ailerons. There are no flaps; control is built into the wings through camber, taper, droop and twist. Rolls-Royce designed the power-plant – so called because the four Olympus turbojet engines constitute just one part of a complex four-part system made up of air intakes adjustable for high and low speeds, engines with two independent compressors for low fuel consumption at sub- and supersonic speeds, the reheat system to give extra thrust for takeoff and transonic acceleration, and variable geometry exhaust nozzles that also serve as reverse thrust. The cruising speed was fixed at Mach 2.2, just below the “heat barrier”, so the airframe, designed for a life of 60,000 hours, could be constructed in an aluminium alloy resistant to variations in temperature from minus 35 to over 120 degrees Celsius (-310/2480F).
The first French built (F WTSS) and British built (G BSST) prototypes were flown for the first time on 2 March and 9 April 1969 respectively. The Anglo-French plane took off from Toulouse and was in the air for just 27 minutes before the pilot made the decision to land. The first pilot, Andre Turcat, said on his return to the airport: “Finally the big bird flies, and I can say now that it flies pretty well”. The French built F WTSS test flight reached 10,000ft (3,000m), but Concorde’s speed never rose above 300mph (480kph). Mr Turcat, his co-pilot and two engineers taxied to the end of the runway at about 1530GMT. Strong winds meant the test flight was in doubt for much of the day.
BAC-Sud Aviation Concorde prototype 001 F-WTSS
Two previous test flights had to be abandoned because of poor weather conditions. Concorde sped down the runway and there was a spontaneous burst of applause from watching reporters and cameramen as the wheels lifted off the ground. The noise from the four Olympus 593 engines, built jointly by the Bristol division of Rolls Royce and the French Snecma organisation, drowned out any noise from the crowd.
The first British test pilot, Brian Trubshaw, who watched the flight from the news stand, said, “I was terribly impressed by the way the whole flight was conducted. It was most professional and I would like to congratulate Andre on the way he handled this performance.”
Less than half-an-hour later, the aircraft was brought back down to earth using a braking parachute and reverse thrust. The crew emerged at the top of the steps, led by Mr Turcat, who gave the thumbs up signal with each hand.
On 9 April 1969, Brian Trubshaw made his first flight in the British-built prototype. The 22 minute flight left from a test runway at Filton near Bristol and landed at RAF Fairford in Gloucestershire. The British government had so far invested £155m in the project.
Key features of the design include the early decision to limit speed to Mach 2.2, making conventional construction possible; the development by Rolls Royce and SNECMA of the reliable Olympus 593 engines to power the type the evolution of the computer controlled variable area air intakes which ensure that each engine receives an optimum air flow under all flight conditions; and the design of a fuel system which serves not only to feed the powerplant, but also to act as a heat sink for the limiting of wing temperature in prolonged supersonic flight, and additionally to work as a system to maintain in flight the correct relationship between the aircraft’s centre of gravity and its aerodynamic centre of pressure. This last effect is achieved by trim tanks from which fuel is pumped rearward during acceleration and forward as the aircraft returns to subsonic flight speed.
The DST (the French counter-espionage service) and MI5 were collaborating on a case involving a double agent, Air Bubble. Air Bubble was an industrial chemist named Dr. Jean Paul Soupert. Soupert was an agent runner for East German intelligence and the KGB, but the Belgian Securite d’Etat doubled him. Soupert told the Belgians about an East German illegal named Herbert Steinbrecher, who was running agents inside the French Concorde assemble plants. They had acquired for the Russians every detail of the Anglo-French Concorde’s advanced electronic systems.
The Concorde first exceeded Mach 1 on 1 October 1969, and Mach 2 was passed during a test flight on 4 November 1970. Despite the reactions of economists and the ecologists, Air France and British Airways began simultaneous inaugural Concorde services on 21 January 1976, from Paris via Dakar to Rio de Janeiro, and from London to Bahrain respectively, just over four months later, on 24 May, simultaneous services were launched from Paris and London to Washington’s Dulles International Airport. In January 1976, 29 years after the first aircraft broke the sound barrier, two Concordes took off from Paris and London on the first supersonic passenger service. Concorde flies high at 50,000 feet or more, where air density is around one tenth that at sea level, temperatures are low and supersonic engines efficient. Sixty thousand feet is OK, because it can go supersonic there. Thirty thousand feet is OK because it can fly subsonic at that level. It is difficult to maintain a fixed altitude. It needs to follow the Mach number, which is dependant on air temperature. It operates at the block altitude of 50-60000 feet. Starting off at Mach 2 at 50000 feet, and gently climbing as fuel is burnt off.
Concorde were providing two daily return flights, with an average flying time of 3 hr 20 min, from London to JFK International, New York. The fuel burn of the Paris-New York route is similar to that of a Boeing 747. But carrying 100 passengers, the jumbo 440 plus. The take-off speed is 220 knots, the typical take-off weight 186 tonnes (made up of 80 tonnes unladen weight, 96 tonnes of fuel and 10 tonnes of passengers and baggage). Twelve minutes after takeoff it can be at Mach 1, 26 minutes after take-off Mach 2. The complicated fuel manage¬ment systems to alter the centre of gravity as the centre of pressure shifts mean that a flight engineer is required. Landing speed is 163 knots. The skin temperature reaches 127 degrees C at Mach 2.02, and this was in fact the limiting factor in the original design with the airframe materials available at that time. From a total of twenty originally built, fourteen were delivered to British Airways and Air France.
The aircraft were designed for working lives of 6700 cycles, with a possible 10,000 cycles seen as a desirable goal, through a life extension programme. Both airlines continue to co-operate closely in exchanging information on this work. There have been few incidents in service thus far, the well-publicized departure of bits of British Airways’ rudders being the exception. The aircraft continue to be expensive to maintain (about 2.5 times as labour intensive as the Boeing 747), but the prestige value is still considered to overide this. Many airlines showed initial interest, but then cancelled their options and lost interest entirely. With its massive development costs, Concorde was always struggling with profitability on the commercial routes. In more recent years, an upturn in charter business has helped defray Concorde’s high costs and utilisation – so much so that profitability had to some degree been achieved.
On 12 April 1989 a large section of rudder detached from Concorde G-BOAF as it climbed through 43,000 ft / 13,100 m on a flight from Christchurch, New Zealand to Sydney, Australia. The crew was unaware of the problem until landing.
Then came the accident to the Air France AF4590 aircraft, F-BTSC in Paris on 25 July 2000 where all one hundred passengers and nine crew, plus four people on the ground, lost their lives. After expensive and intricate modifications, British Airways put five aircraft back into service commencing on 7 November 2001. Air France put four back into service on the same day and both airlines operated to New York at the same time.
With the drop off in passenger numbers and the uncertainty of air travel in general, plus the ever-¬rising engineering costs to keep the fleet airworthy, British Airways took the decision on 10 April 2003 to terminate operations from the end of October. Air France had already ceased operations from the 6 of May 2003. The last Concorde operation (a British Airways New York to Heathrow) was conducted on 24 October 2003. British Airways operations saw Concorde make about 50,000 flights, travelling some 140 million miles and clocking up nearly 238,000 flying hours in the process, of which around 100,000 were supersonic (the prototype and development aircraft had collectively reached nearly 4,500 flying hours). The remaining Air France aircraft were all retired to museums earlier in 2003: F BVFA (c/n 205, 17,824 hours) to Smithsonian’s Steven F Udvar Hazy centre at Dulles Airport, Washington Airport on 12 June 2003; F BVFB (c/n 207, 14,771 hours) to the Sinsheim Auto & Technik Museum in Germany on 24 June 2003; F BVFC (c/n 209, 14,332 hours) on 27 June 2003 to the Airbus factory at Toulouse; F BVFD (c/n 211, 5,821 hours) withdrawn in 1982 following a heavy landing and was finally scrapped in 1994; F BTSD (c/n 213, 12,974 hours) to Le Bourget Air and Space Museum on 14 June 2003 and F-BVFF (c/n 215, 12,420 flying hours), parked since July 2000 and officially withdrawn from use since 10 April 2003 and eventually to be dis¬played at Charles de Gaulle Airport, Paris.
Recipients of the five airworthy British Airways aircraft are as follows: G BOAC (c/n 204, 22,260.11 hours/7,730 landings) flown from Heathrow to Manchester on 31 October for the Manchester Airport Aviation Park, where it will eventually be housed in a special glass hangar. G BOAD (c/n 210,23,397.25 hours/8,406 land¬ings) was flown from Heathrow to JFK New York on 10 November and on 24 November it was lifted onto a 260 ft former NASA barge (pre¬viously used to transport Apollo Saturn V moon rockets) and transported along the Hudson River to where it was moored to the quayside in Manhattan, at Pier 86, adjacent to the aircraft carrier USS Intrepid. It will ini¬tially be displayed as part of the Intrepid Sea Air Space Museum. G BOAE (c/n 212, 23,376.07 hours/8,383 land¬ings) was flown from Heathrow to Barbados (a Concorde route for 21 years) on 17 November and arrived just under 4 hours later with an Atlantic crossing altitude of 60,000 ft. It is to be displayed at the Grantley Adams Airport Bridgetown, where it will form the centre piece of a new aviation museum being set up in 2004 at Spencers Plantation close to the airport. G-¬BOAF (c/n 216 18,257.00 hours/6,045 landings) had the distinction of being the last Concorde built (first flown on 20 April 1979), the last to fly, and the last airliner to fly supersonic, leav¬ing Heathrow at 11.29 hours on 26 November for Filton. There it will come under Airbus UK charge, although still owned by BA but on indefinite loan, as a ground dis¬play aircraft. “Alpha Fox” will form the centre¬piece of a new aerospace heritage centre on the site, incorporating the Bristol Aero Collection at Kemble, and will be in place in an “interim” exhibition area which should be open to the public around Easter 2004. G BOAG (c/n 214,16,239.27 hours/5,633 landings) was flown from Heathrow to Seattle’s King County Airport, via New York on 3 November for the Museum of Flight to take its place amongst other airliners such as the prototype DC 2, Boeing’s 727, 737 and 747 prototypes, plus the only de Havilland Comet in North America. This flight outbound from New York to Seattle created its own achievement as the flight time of 3 hours, 55 min¬utes and 12 seconds, setting a new East to West coast record. The airframe stored at Filton since 1982 as a spares source, G BBDG (c/n 202, 803 hours), is to be transported to the Brooklands Museum, Weybridge, Surrey. The UK prototype, G BSST (c/n 002, 835 hours), can be seen in the FAA Museum at Yeovilton, whilst G AXDN (c/ n 101, 632 hours), the first British production aircraft, which made its maiden flight on 13 February 1974, can be seen at Duxford Airfield as part of the Duxford Aviation Society collection. Similarly, in France can be seen F WTSS, (c/n 00 1,812 hours), the French prototype, in the Le Bourget Air and Space Museum; F WTSA (c/n 102, 656 hours), preserved and on display at Orly Airport, Paris; F WTSB (c/n 201, 754 hours), is on display outside the Aerospatiale (Airbus) Headquarters at Toulouse. Two others, G BOAA (c/n 206, 22,768.56 hours/ 8,064 landings), and BOAB (c/n 208, 22,296.55 hours/7,810 landings), unmodified since the Paris crash and not flown since 12 August and 15 Au¬gust 2000 respectively, have also found new homes. G BOAA will be dismantled and trans¬ported to Scotland’s National Museum of Flight at East Fortune near Edinburgh, whilst G BOAB will stay at Heathrow as a ground display aircraft to be eventually installed within the Terminal 5 complex.
BAC-Sud Aviation Concorde prototype 001 F-WTSS Engines: 4 x Bristol Siddeley / SNECMA Olympus 593 B Stage 1, 13,435 kg dry / 17,100 kg afterburn thrust Wing span: 84 ft 0 in (25.56 m). Length: 203 ft 11.5 in (62.17 m). Height: 40 ft 0 in (12.11 m). Wing area: 358.25 m² Max TO wt: 343,500 lb (155,800 kg). Max level speed: M2.2. Ceiling: 18000 m Range: 5200 km
Concorde (pre-production aircraft) Powerplant: four Bristol Siddeley/SNECMA Olympus 593 turbojets of 35 000+1b thrust rated take-off power (ISA at sea level), low thrust boost afterburner on earlier engines. Wingspan, 83 ft 10 in Length, 191 ft 1 in Height, 38 ft 0 in Gross wing area, 3860 sq.ft Max. usable floor area, 1000 sq.ft Max. cabin length, 129 ft 0 in Max. width, 103.4 in Max. height, 77 in Accommodation: max. high density seating, 138 at 34 in pitch Volume of freight and baggage holds outside cabin, 530 cu.ft Operating weight empty, 135 610 lb Total fuel, 185 000 lb Max. payload (volume limited), 28 000 lb Max. take-off, 340 000 lb Max. landing, 200 000 lb Max. zero fuel, 165 000 lb Wing loading (max. take-off weight), 88 lb/sq.ft Wing loading (max. landing weight), 52 lb/sq.ft Thrust loading, 2.62 1b/1b thrust High-speed cruise, 1261 kt. TAS at 50 000-62 000 ft Long range cruise, 1261 kt. TAS at 50 000-62 000 ft Balanced field length at 330 000 lb take-off weight, at ISA at sea level, 9400 ft Landing distance, max. landing weight, ISA at sea level, 7600 ft Range max. payload, 3500 nm at 1200 kt. / 50 000-62 000 ft
Engine: 4 x Rolls-Royce/Snecma Olympus 593 Mk 602 afterburning turbojet (38,000 lb / 170.2kN) thrust. Wing span: 84 ft 0 in (25,60 m). Length: 203 ft 11.5 in (62.17 m). Height : 37.073 ft / 11.3 m Wing area: 3,856 sq ft (358.25 sq.m). Wing load : 103.73 lb/sq.ft / 506.00 kg/sq.m Max take off weight : 399987.0 lbs / 181400.0 kg Weight empty : 174779.3 lbs / 79265.0 kg Max cruising speed: 1,450 mph (2,333 km/h) at 54,500 ft (16,600 m). Cruise speed: 2.2 mach @ 55,000 ft. Range: 4,020 miles (6,470 km) at Mach 2.05 cruise/climb with payload of 28,000 lb (12,700 kg). Accommodation: Crew of 3 and 128¬-144 passengers Cargo, nil. Operating alt: 60,000 ft.
Engines: 4 x Rolls-Royce/Snecma Olympus 593 Mk.610 turbojet, 38,050lb / 169.2kN afterburning Wingspan: 25.66m / 83 ft 10 in Length: 62.17m / 203 ft 9 in Height: 11.40m / 37 ft 5 in Wing area: 358.25 sq.m / 3856 sq.ft Operational empty weight: 78,700 kg / 173,500 lb MTOW: 185,069 kg / 408,000 lb Max payload: 13,381 kg / 29,500 lb Fuel capacity: 119,786 lt Max cruise: M2.04 / 1176 kt / 2178 kph at 51,000 ft / 15,545m Take-off speed: 215 kt / 397 kph Landing speed: 162 kt / 300 kph Initial climb: 5000 fpm / 1524 m/min Service ceiling: 60,000 ft / 18,288 m Take-off dist to 35 ft: 3414m / 11,200 ft Range max fuel & res: 3550 nm at M2.02 Accommodation: 100-128 passengers
The Harrier family line consists of four major versions composed of the Hawker Siddeley Harrier, the British Aerospace (BAe) Sea Harrier, the Boeing/BAe AV-8B Harrier II and the BAe Systems/Boeing Harrier II. The initial production model and beginning of the Harrier lineage was the Hawker Siddeley Harrier. The Sea Harrier became the dedicated navalized version of the base Harrier and utilized for air-defense as a primary role and ground strike as secondary. The Sea Harrier also made use of the powerful Blue Fox radar and was a direct development of the land-based RAF Harrier GR.3. The Boeing/BAe AV-8B Harrier II became a “second generation” Harrier and is a highly-modified version of the original Harrier for use by the USMC while the BAe Harrier II is a British-modified strike version of the USMC Harrier II.
Evolved from the Hawker P.1127 vertical take-off technology demonstrator, whose intended supersonic development (the P.1154), was cancelled, the BAe Harrier is powered by a vectored-thrust engine. The first of six prototypes was flown in August 1966, and Harriers began to enter RAF service in 1969. The RAF’s first squadron was formed with Harrier GR.Mk.1 aircraft, the designation subsequently changing to Harrier GR.Mk.1A and then Harrier GR.Mk.3 as the Pegasus progressed from the 8709-kg (19,200-1b) Mk 101 through Mk 102 to the Mk 103. The two-seat trainer, with longer fuselage and taller fin, was similarly designated Harrier T.Mk 2, Harrier T.Mk.2A and Harrier T.Mk.4. Fourteen two-seat T Mk 10s, based on the USMC’s TAV-8B, are on order for the RAF. Powerplant is one 21,750 lb st (9675 kN) R-R Pegasus 11 turbofan. Despite power increases, the Harrier is unable to take off vertically with a full weapon load, but can take off from a short length of road or semi-prepared strip in the STOVL, (short take-off. vertical landing) mode for tactical concealment. Equipped from the outset with a Ferranti FE541 inertial navigation system with head-up display, the RAF aircraft were fitted from 1976 with a Marconi LRMTS (laser ranger and marked-target seeker) resulting in a much extended profile to the nose. A Marconi ARI 18223 E-J band radar warning receiver was added to the fin and extreme rear fuselage at the same time. The Harrier carries a single oblique camera in the port side of the nose, but may be equipped with a sensor pod beneath the fuselage for more extensive reconnaissance, Following the production of six pre-production aircraft, the RAF received 114 single-seat Harriers and has ordered four more for replacement of Falklands losses. US Marine Corps contracts covered 102 AV-8A aircraft (now converted to AV8C standard), and the Spanish navy acquired 11 VA.1 Matador aircraft. Two-seat trainer orders cover 23 for the RAF, T.Mk.4 (those not fitted with LRMTS being Harrier T.Mk.4A aircraft), fitted with laser nose and tall fin, eight TAV-8A aircraft with pointed nose, as TAV-8S by Spain, two VAE.1 Matador aircraft, a Harrier T. Mk.4 and three navalized Harrier T.Mk.4M aircraft for the Royal Navy, plus 4 company demonstrator. Developed as the GR.5 for the RAF and the AV-8B Harrier II for the USMC, the GR.5 features six underwing pylons, larger canopy, and outrigger wheels further inboard than the GR.3. A total of 300 (plus 28 two seat TAV-8B trainers) for the USM and 60 GR.5s for the RAF. Spain ordered 12 EAV-8Bs from 1987. The improved GR Mk 7 is for RAF night attack use, with Smiths HUD and GEC FLIR.
After the first successful landing of a P.1127 XP831 trial Harrier on the deck of the HMS Ark Royal on February 8, 1967, the legacy of the Sea Harrier began. The suitability of Harriers for operation from ships at sea led to a decision, in 1975, to develop a special version of this aircraft to equip the Royal Navy’s new ‘Invincible’ class of anti submarine cruisers and the anti submarine carrier HMS Hermes.
Taking the GR.Mk 3 as the starting point, a new redesigned forward fuselage (with folding nose cone) was built to house a Ferranti Blue Fox radar. The cockpit was revised as more ergonomically friendly while the pilot’s seating position was raised ten inches to afford for better visibility out of the cockpit under a new “bubble” type canopy. The Martin-Baker Mk 9 series ejection seat was replaced by the newer and faster-reacting Mk 10 model. The HUD (Heads-Up Display) was now be powered by a more powerful computer than that as found on the land-based Harrier. A Doppler pulse radar was fitted in place of the inertial-based unit of the GR.Mk 3 to compensate for air travel over the ocean. The Sea Harrier saw its radio system updated as well as the implementation of a simplistic autopilot. Vertical hovering controls were improved while the original landing gear undercarriage arrangement was retained. Though the Pegasus Mk 104 series turbofan engine received its new designation, it was nothing more than a “navalized” version of the land-based 21,500lb thrust Mk 103 series. All of the five underwing and centerline hardpoint pylons were revised for better efficiency and reaction while the outboard stations were now wired for compatibility with the AIM-9 Sidewinder short-range air-to-air missile. Much of the magnesium of the original Harrier construction was replayed by aluminum alloys to help retard corrosion of the metal at sea. Likewise, the folding nose cone helped keep the Sea Harrier’s footprint aboard the carriers as small as possible. The trainer T.Mk 4N did not feature the space-saving hinged folding nose cone and therefore could not be stored under the flight deck. Despite all of these internal changes, the Sea Harrier weight only 100lbs heavier than her land counterpart. The first Sea Harrier (Hawker Siddeley designation of P.1184) achieved flight on August 20th, 1978 at Dunsford and later this same aircraft became the first Sea Harrier to land on the HMS Hermes on November 13th. No. 700A Flight squadron was formed to handle the intensive deck trials for the new aircraft and clear it for operational use. To expedite development even further, a pair of specially-modified Hawker Hunter T.Mk 8 trainer airframes were fitted with Sea Harrier equipment for critical in-flight testing of systems in action.
The first of 34 Sea Harriers for the Royal Navy entered service in June 1979. Three pre-production aircraft were on order followed by an order for 31 production units and a single two-seat T.Mk 4A trainer.
By the end of the first round, some 57 single-seat production Sea Harriers were ordered thanks to follow-up contracts and high expectations. The second production Sea Harrier (XZ451) completed her first flight on May 25th, 1979 and then came to the Royal Navy Intensive Flying Trials Unit (IFTU) at Yeovilton on June 18th of that same year. The squadron was then disbanded on March 31st, 1980 and reformed as No. 899 Squadron. The initial carrier-deployed Sea Harrier unit became No. 800 aboard HMS Invincible. Overall the Sea Harrier looked every bit the part of her land-based sisters complete with her swept-back high-mounted monoplane wings, conventional single-finned tail unit and unique two-legged undercarriage complimented by two wingtip wheeled struts. The engine series remained the Rolls-Royce brand Pegasus type of which itself was a special navalized version of the Mk 103 – now marked as the Mk 104 – with an impressive rating of 21,500lb standard thrust output (Sea Harriers, like the base Harrier, were subsonic aircraft incapable of breaking Mach 1 or utilizing afterburner). The powerplant powered the four all-important thrust vectoring nozzles affixed as pairs to the either side of the fuselage body. Since the Sea Harrier was branched off of the land-based Harrier GR.3 production models (and was only acquired in limited quantity), it maintains only a handful of variants to its name. The initial production version became the FRS1 and entered service in April of 1969. The FRS1 had a maximum speed of 1,185km per hour and a cruising speed equal to 850km per hour at 36,000 feet. High altitude combat radius was limited to 750km. Maximum take-off weight was 26,200lbs. The Sea Harrier made use of a pair of optional 30mm ADEN cannons mounted to the sides of the fuselage centerline with approximately 100 rounds per cannon. This could easily be complimented with an array of air-to-air and air-to-surface weaponry to fit the mission role up to 5,000lbs to include anti-ship missiles. Munitions were fielded on four underwing hardpoints at pylons in two inboard and two outboard positions. Outboard pylons were wired to fire the AIM-9 Sidewinder short-range air-to-air missile and eventually were made to field a double-launch rail for the missile. The Sea Harrier also made use of various size conventional drop bombs and were cleared for use with the WE.177 nuclear bomb. Sea Harriers were built with a basic F.95 oblique bomb camera installed along the starboard side of the aircraft nose assembly and featured an adjustable shutter speed of up to 1/3,000 seconds. The system was “basic” in that it was restricted to daytime use and was primarily utilized to help target enemy surface ships. During the Falklands conflict, this camera proved all but useless in assessing the damage post-strike of bombs dropped on Port Stanley.
The FRS51 was the export version of the FRS1 production model and delivered to the Indian Navy. These Sea Harriers featured compatibility with the French Matra R550 Magic air-to-air missiles. India bought 16 FRS.51 Sea Harriers and three Harrier T.60 trainers to 1987. India since maintained 30 Sea Harriers (designated as FRS51 and based on the FRS1) beginning in December 1983 with these beginning service the INS Vikrant and ultimately switching to the INS Viraat. Indian Sea Harriers make up the 300 Naval Squadron and represent the only foreign use of the Sea Harrier model.
The FA2 (formally using the FRS.2 and F/A.2 designations) appeared as a mid-life upgrade to the FRS1 and improved upon the airframe, avionics, armament capabilities, cockpit and radar and compatibility for the American-made AIM-120 medium-range air-to-air missile. Initial flight of the FRS.2 prototype was on September 19th, 1988 with the production contract coming on December 7th, 1988. Thirty-two FRS.1 models were tabbed for conversion to this new standard while others appeared as “new-build” systems. The designation of F/A.2 was used as a replacement for the initial designation of FRS.2. Wing leading edges were now kinked and a new navalized Pegasus Mk 106 engine of 21,500lbf (based on the USMC AV-8B powerplant) was fitted. Carrier testing was accomplished over a 9-day period in November of 1990 with AMRAAM clearance tests finished in 1991.Deliveries of this new Sea Harrier (conversions followed by new-builds) began in April of 1993 and lasted until 1998. In the FA2, the Blue Fox AI radar of old was modernized to the more powerful Blue Vixen system fitting an all-new radome. Like the Blue Fox before it, the Blue Vixen was a multi-mode pulse Doppler radar unit but now applicable to operations in all-weather with tracking and targeting of multiple land- and air-based enemies through an improved suite. Additionally, the system allowed for a track-while-scan mode and “lookdown-shootdown” capability. HOTAS (Hands-On Throttle and Stick) and multifunction displays all greeted the new Sea Harrier model as did a slightly lengthened airframe.
The first flight of BAe’s up-graded Sea Harrier FRS.2, armed with AIM-120s took place on 30 March 1989.
AMRAAM capability was brought online with this FA2 and these aircraft were fielded in anger over Bosnia by No. 889 Squadron off of the deck of the HMS Invincible. Performance for the FA2 included a maximum speed of 735 miles per hour with a service ceiling of approximately 51,000 feet and a rate-of-climb equal to 50,000 feet per minute. The ferry range was listed at 2,000 miles with a combat radius of 620 miles. Maximum take-off weight was listed at 26,200lbs. The final FA2 was delivered in January of 1999.
The Sea Harrier added a collection of two-seat trainers to its production. The T.4N was a navalized form of the land-based T.Mk 2 used by the Royal Air Force. These were delivered sans radar and minimal Sea Harrier instrumentation and were used to train would-be Sea Harrier pilots on the ins-and-outs encountered with the FRS1 production model. Four T.Mk 4Ns were delivered to the Royal Navy. The T.Mk 8 was a similar two-seat trainer based on the FA2 production model and, again, delivered without the radar system. Seven such T.Mk 8’s were delivered to the Royal Navy and ultimately retired from service as of March of 2006. The T.Mk 60 was the export version of the Royal Navy T.Mk 4N and delivered to the Indian Navy. Four of these twin-seat Sea Harriers were sold to India and utilized as land-based trainers.
The Argentine dictatorship moved in to occupy the Falkland Islands group in 1982 and the British moved into action to protect their interest. Both the Harrier GR.Mk 3 and Blue Fox/Sidewinder-equipped FRS1 were the two Harrier types involved. The Falklands War was the first time that Harriers of any type were to see action. The first Sea Harrier attack sortie occurred on May 1st, 1982. Two separate strikes involved low-level swipes using cannons and cluster bombs against Argentine targets at the Port Stanley airfield and the Goose Green airfield. Further actions involved the Sea Harrier in the amphibious landing operation at San Carlos Bay. Sea Harriers covered some 2,000 sorties in the conflict from the available 28 airframes. Just six Sea Harriers were lost in the conflict with two of these related to Argentine ground fire and the other four to accident. The Sea Harrier has already been retired by the Royal Navy as of March 2006, replaced by the Harrier GR.Mk 9 series. The Italian Navy operated radar-equipped Harrier II Plus.
Harrier GR.Mk.3 Armament: two 30-mm. Aden cannon (with 130 rpg) Hardpoints: 4 up to 2268 kg (5,000 lb) four wing pylons carrying of ordnance (or 455-litre/ 100-Imp gal tanks, inboard only Powerplant: one 9752-kg (2 1, 500-1b) thrust Rolls-Royce Pegasus 103 vectored-thrust turbofan. Maximum speed, clean 1159 km/h (720 mph) at 305 m (1,000 ft) or Mach 0.95 Tactical radius on a hi-lo-hi mission 418 km (260 miles). Weight empty 5425 kg (11,960 lb) Maximum weight vertical take-off 8165 kg (18,000 lb) Maximum short-take-off 11340+ kg(25,000+ lb) Span 7.09 m (23 ft 3 in) Length 14.27 m (46 ft 10 in) Height 3,45 m (11 ft 4 in) Wing area 18,67 sq.m (201.0 sq ft)
Harrier GR.5 Wing span: 9.5 m (30 ft 6 in)
Harrier GR.7
T.10
Sea Harrier FRS.1 Engine: R-R Pegasus. Installed thrust: 95.6 kN. Wingspan: 25 ft 3.25 in (7.7 m) Length: 14.5 m. Wing area: 18.7 sq.m. Empty wt: 5670 kg. MTOW: 11,880 kg. Warload: 2270+ kg. Max speed: 1190+ kph. Ceiling: 15,000+ m. T/O / Ldg run: VSTOL. Combat radius: 750 km. Fuel internal: 2870 lt. Air refuel: Yes. Armament: 2 x 30 mm, 4 x AAM Hard points: 5.
BAe Sea Harrier FA2 Engine: 1 x Rolls-Royce Pegasus Mk 104 turbofan engine generating 21,500lbs of thrust. Length: 46.59ft (14.2m) Width: 24.93ft (7.60m) Height: 12.17ft (3.71m) Maximum Speed: 734mph (1,182kmh; 638kts) Maximum Range: 2,237miles (3,600km) Rate-of-Climb: 50,000ft/min (15,240m/min) Service Ceiling: 52,493ft (16,000m; 9.9miles) Armament: STANDARD: 2 x 30mm ADEN cannons in under-fuselage pod fairings. OPTIONAL: WE.177 Nuclear Bomb 2 x Fuel Drop Tanks Up to 5,000lbs of external ordnance on four underwing pylons (two to a wing). Accommodation: 1 Hardpoints: 4 Empty Weight:14,052lbs (6,374kg) Maximum Take-Off Weight: 26,235lbs (11,900kg)
A development of the BAC 145 Provost and originally call the ‘Armed Jet Provost’, which differed from the trainer by having permanently attached wingtip fuel tanks, a more powerful Rolls Royce Bristol Viper Mk 535 turbojet engine of 3,410 lb / 15.2kN thrust, and provisions to carry a weapon load of 3,000 lb (1,360 kg) on eight underwing hardpoints. The wing being slightly longer and strengthened to carry the external stores. The Strikemaster had an original fatigue life of up to 7500 hr on the wings, 11,600 for the rear fuselage and tailplane and 12,500 hrs for the forward fuselage and cockpit.
The first Strikemaster was flown in 1967, and since that time they have been supplied to the air forces of Ecuador, Kenya, Kuwait, Muscat, New Zealand, Oman, Saudi Arabia, Singapore, Sudan and South Yemen.
BAC 167
The RNZAF ordered their first Mk.88 Strikemasters in 1970, replacing DH Vampires in 1972, and serving until December 1992 when replaced by Aermacchi MB339s. The first Strikemaster was flown on 26 October 1967 and 155 have been built (including a few for store against possible new orders).
Engine: 1 x turbo-jet BS Viper 11, 11.1kN Take-off weight: 4173 kg / 9200 lb Wingspan: 10.8 m / 35 ft 5 in Length: 10.3 m / 33 ft 10 in Height: 3.1 m / 10 ft 2 in Max. speed: 700 km/h / 435 mph Ceiling: 11200 m / 36750 ft Range: 1450 km / 901 miles Seats: 2 Armament: 2 x 7.62 machine-guns or bombs
British Aircraft Corp. 167 Strikemaster Engine : Rolls Royce Viper 535, 15176 N Length : 33.99 ft / 10.36 m Height : 10.171 ft / 3.1 m Wingspan : 35.335 ft / 10.77 m Max take off weight : 11501.3 lb / 5216.0 kg Max. speed : 391 kt / 724 km/h Service ceiling : 40026 ft / 12200 m Range : 1201 nm / 2224 km Crew : 2 Armament : 2x MG 7,62mm FN, 1360Kg ext 8 Pylons
Mk.88 Engine: 1 x Rolls Royce/Bristol Viper 535 3365 lbs thrust. Max speed: 450 mph (418 kt) @ 18,000 ft, 391 kts @ SL. Vmo: 425 kt (M0.75); with under wing stores: 375 kts (M0.68). Range: 1500 km. Ceiling: 40,000 ft. Armament: 2 x 7.62 mg, 8 x underwing hard points max 2650 lbs. Fuel cap: Main: 2150 lbs, Tip tanks: 768 lb total. MTOW: 11,500 lb (5200 kg). Design load: +5.5 / -3.5G. Wing span: 11.2m (36 ft 9 in).
By 1957 the Hunting H.107 had been defined as a trim-looking project powered by two engines in the 6,000-lb class. But in 1960 Hunting became part of BAC (British Aircraft Corporation). By this time the design looked promising, and Vickers-Armstrongs collaborated (and eventually took over). The 107 grew into the One-Eleven, to match the thrust of the available Rolls-Royce Spey engine (10,000 lb). This made the aircraft at least a 65-seater, with 3+2 seating in a wider fuselage.
By 1961 the newly formed British Aircraft Corporation decided to proceed with the project and on the 9 May 1961 the public launch took place as the first order was announced by the company for 10 aircraft from British United Airways. On 23 October Braniff Airways placed a firm order for 6 aircraft. Other orders soon followed from Mohawk Airlines for 4 aircraft, Kuwait Airways for 3 aircraft and by Central African Airways for 2 aircraft. Braniff Airways subsequently doubled it’s order to 12 aircraft while Aer Lingus ordered 4 aircraft. Western Airways ordered 10 aircraft but later it was cancelled. The biggest breakthrough came when American Airlines ordered 15 aircraft on the 17 July 1963. 60 orders had been received by the time the first 1-11 was rolled out.
BAC 1-11 G-ASJE
The finally revised aircraft incorporated a circular-section all-metal pressurised fuselage, low-set swept monoplane wings incorporating Fowler type trailing-edge flaps, and airbrakes/spoilers on the wing upper surface, forward of the flaps. The T-tail included a variable-incidence tailplane, and the landing gear, of hydraulically retractable tricycle type, had twin wheels on each unit. Accommodation was provided for a maximum of 79 passengers in five-abreast high-density seating, and in addition to a conventionally placed passenger door at the forward end of the cabin on the port side, the BAC.111 had also a ventral airstair below the tail unit, giving access to or from the aft end of the cabin. Powerplant of the prototype One-Eleven Series 200, which was intended as the basic production version, consisted of two 4722kg thrust Rolls-Royce Spey Mk 506 turbofans.
The prototype G-ASHG rolled off the Hurn production line on 28 July 1963 in the livery of first customer British United Airways. The first flight took place on 20 August 1963. G.R.Bryce, chief test pilot for BAC, conducted the 27 minute first flight from Bournemouth (Hurn) airport. Taking off in 3150 ft, and reaching 8000 ft and 220 mph, wheels and flaps were left down. The first BAC One Eleven totalled 30 hr. 30 min in the air in the 24 days following the maiden flight.
BAC 111 first take-off
This aircraft crashed on 22 October during the flight development programme, together with a highly experienced crew of seven that included test pilot M. J. Lithgow. Investigation showed the cause to be a deep stall, resulting from the T-tail and rear-mounted engine configuration, and remedial action included the installation of powered elevators, a stick-pusher, and modification of the wing leading edges. These changes were adequate to prevent the aircraft from assuming an inadvertent and dangerous angle of attack, a condition peculiar to this configuration, in which the wing loses lift and the horizontal tail surfaces are unable to restore longitudinal stability. Despite this early setback the flight test program continued and customer confidence remained high. American Airlines and Braniff Airways placed more orders in February 1964. During this year further orders were received from Mohawk Airlines, Philippine Airlines and from Helmut Horten who ordered the first Executive aircraft. After nearly 2 years of flight testing the aircraft was certified on 5 April 1965 and the first 1-11 delivery, G-ASJI to British United Airways, took place on 22 January 1965. After several weeks of route proving flights the first revenue service commenced on 9 April with G-ASJJ from Gatwick to Genoa. Braniff took delivery of their first aircraft N1543 on 11 March while Mohawk Airlines took their first aircraft on 15 May. Deliveries continued to take place and by the end of 1965 34 aircraft had been received by their customers. Such was the demand that a second production line was set up at Weybridge to cope. Total deliveries for 1966 stood at 46 aircraft. 1967 to 1971 saw another 120 aircraft delivered with the most significant order going to British European Airways. In the period 1972 until the production line finally closed in 1982 only another 35 aircraft were built.
The first version, the Series 200, weighed 73,5001b and could seat 79. This sold to Braniff and Mohawk of the USA. Long before certification, in May 1963, the British Aircraft Corporation (BAC) announced that it was intended to develop two other versions in addition to the basic Series 200. These were to include an increased payload/range One-Eleven Series 300, with 5171kg thrust Spey Mk 511 turbofans, and a generally similar One-Eleven Series 400 that would incorporate modifications to meet US requirements. As well as introducing more powerful engines, the Series 300 had increased fuel capacity, and strengthened wings and landing gear to cater for a 3856kg increase in gross weight. Interest in the One-Eleven was growing, following the initial order of 10 Series 200 aircraft from British United Airways (BUA), and market potential within the USA was demonstrated by an early order for six aircraft from Braniff International. When this was followed by orders from other US carriers, including American Airlines, the prospect for fairly large US sales seemed very good. However, by the time that FAA Type Approval was awarded, on 16 April 1965, there was a growing number of aircraft competing within the same payload/range category, and total sales to US carriers failed to reach the figures that had at one time seemed possible. Initial One-Eleven services were flown by British United, from Gatwick to Genoa, on 9 April 1965; in the USA, Braniff’s first Corpus Christi-Minneapolis revenue flight was made on 25 April. In January 1966, BUA inaugurated London-Scotland and London-Northern Ireland One-Eleven domestic routes. Production of the three initial versions of the One-Eleven totalled 134: 56 Series 200, nine Series 300, and 69 Series 400 aircraft.
The Series 300, with 11,400-lb engines, weighed 85,000 lb, with more fuel and more powerful brakes. The Series 400 was a 300 tailored to the US market, with weight reduced for two-crew operation and many special US features. American bought 30. Iit was not until British European Airways (BEA) began to show interest in an enlarged One-Eleven that design of what was to become the One-Eleven Series 500 was finalised. With a fuselage lengthened by 2.54m forward of the wing, and 1.57m aft of the wing, the Series 500 could accommodate a maximum of 119 passengers. More powerful Speys of up to 12,550-lb thrust with water injection engines were introduced, the wing span increased by 1.52m, and the structure of both landing gear and wings strengthened to make possible a significant increase in gross weight. This was originally 41277kg for takeoff, but has since been raised to a maximum of 47400kg. The prototype for the Series 500 was produced by conversion of the Series 400 development aircraft, and this flew for the first time in its new configuration on 30 June 1967. ARB certification of a production example was gained on 15 August 1968, and BEA’s first revenue flight was flown three months later, on 17 November. The final variant to appear was the One-Eleven Series 475, intended for operation from and into smaller airports, or in higher temperature/altitude environments. This retains the standard fuselage/accommodation of the Series 400, and combines the powerplant and wings of the Series 500, plus a modified landing gear with low-pressure tyres, anti-slush protection and gravel deflectors to permit operation from lower-grade surfaces. In addition to Series 475 and 500 aircraft which were available from BAe in standard configuration, two other special variants were available. These comprised executive or freighter configurations, and approximately 40 examples of the former are in service worldwide. The freighter conversion includes installation of a 3.05 by 1.85m hydraulically actuated cargo door in the port forward fuselage, and a quick-conversion freight handling system. New-technology options for new aircraft, and in some cases suitable for retrospective installation, include a fully certificated Category II automatic landing system, automatic throttle control, and engine ‘hush-kits’. The One-Eleven continued in production after BAC was merged into British Aerospace, concluding at No. 230 in July 1980. The largest order received during the last ten years came from Tarom. The last aircraft to be built was G-BLDH construction number 262. The last aircraft to be delivered was G-BLHD “Last Hurn Delivery” construction number 260. This took place on 30 May 1984. A total of 235 aircraft had been delivered from Hurn and Weybridge. In 1979 British Aerospace had concluded an agreement with CNIAR of Romania, providing for manufacture of the One-Eleven in Romania under licence. The prime contractor is IAv Bucuresti, and the deal provided for BAe to supply three complete aircraft plus 22 kits for Romanian assembly. Romania picked two variants, the 495, an upgraded 475, and the 560, an upgraded 500 with engines fitted as standard with noise suppressors. The first flight of a Rombac 1-11 YR-BRA took place on 18 September 1982. Production continued until the 9th and last ever new production 1-11 YR-BRI came off the line. It’s first flight took place in April 1989. It was delivered to Romavia in 1991. The demise of the Rombac project came about due to the unstable political situation in Romania. Total production of the BAC 1-11 therefore was 244 aircraft. 2 further airframes remained incomplete in Romania. These consisted of several models. The series 200, 300, 400, 475, 500, 670. In February 1986 Dee Howard of the USA announced agreements with Rolls-Royce and British Aerospace for retrofitting One Elevens with the Tay 650 engine. Shown at Farnborough 1990 by Aeritalia was the first Dee Howard BAC One-Eleven conversion powered by two Rolls-Royce Tay 650 turbofans, each rated at 15,100 lb st (67,17 kN). Available for Series 400, 475 and 500 aircraft, the conversion involves replacing the original Speys with the new engine, new nacelles and Dee Howard-developed thrust reversers which will enable the aircraft to meet FAR Pt 36 Stage 3 noise requirements as well as other, more restrictive, local regulations. The first conversion, called the BAC-1-11/2400, first flew on 2 July 1989. The only operational aircraft to survive in the UK in 2002 were the 3 aircraft operated by QinietQ, ZE432, ZE433 and ZH763, based at Boscombe Down.
BAC 111-200 Srs Powerplant: two Rolls-Royce Spey Mk 506-14, 10,410 lb thrust take-off power Wingspan, 88 ft 6 in Length, 93 ft 6 in Height, 24 ft 6 in Gross wing area, 980 sq.ft Max. usable floor area, 520 sq.ft approx Max usable volume, 3542 cu.ft Max. cabin length, 56 ft 10 in Max. width, 124 in Max. height, 78 in Accommodation: 79 passengers at 33 in min. pitch Baggage and freight hold volume: 534 cu.ft Basic operational (gross less usable fuel and payload), 46,312 lb Total fuel, 17,920 lb Max. take-off, 78,500 lb Max. landing, 69,000 lb Max. payload (volume limited), 17,688 lb Max. zero fuel, 64,000 lb Power loading (max. take-off weight), 3.77 lb/lb thrust Wing loading (max. take-off weight), 80.1 lb/sq.ft Wing loading (max. landing weight), 70.4 lb/sq.ft High-speed cruise, Mach 0.78 at 25,000 ft Long-range cruise, Mach 0.70 at 35,000 ft Approach speed, 119 kt Take-off field length ISA at sea level, 7070 ft Landing field length, ISA at sea level, 5300 ft Range with allowances, max. fuel, 14,560 lb payload, 1570 nm
BAC-1-11/2400 / Dee Howard conversion Engines: 2 x Rolls-Royce Tay 650 turbofans, 15,100 lb st (67,17 kN).
Super 111 Engines 2 x 11,970 lb. (5,434 kg.) thrust Rolls Royce Spey turbofan. Length 107 ft. (32.61 m.) Wing span 93.5 ft. (28.5 m.) Weight empty 53,995 lb. (24,490 kg.) Max. capacity: 99 passengers Max cruise 548 m.p.h. (882 km.p.h.) Max cruise alt: 35,000 ft. (10,670 m.) Range 576 miles (927 km.) with typical payload/2 hr res.
The 1957 Defence White Paper was also a preface to the first major “rationalisation ‘, overhaul of the British industry, which took place in 1960 and caused the disappearance of so many pioneering aviation names. From this process, achieved by a simple, Government ruling that with one or two exceptions (such as the Westland Helicopter Company), official contracts would only be placed with rationalized companies, nearly all the historic organizations in British aviation were swallowed by two large aerospace groups. The British Aircraft Corporation combined Bristol, English Electric, Hunting and Vickers-Armstrong/Supermarine, while Hawker Siddeley absorbed companies as Avro, Armstrong-Whitworth, Blackburn, de Havilland, Folland, Gloster and Hawker.
It then had four wholly owned subsidiaries: Bristol Aircraft Ltd., English Electric Aviation Ltd., Vickers Armstrongs (Aircraft) Ltd., and British Aircraft Corporation (Guided Weapons) Ltd., plus a controlling interest in Hunting Aircraft Ltd. On January 1,1964 British Aircraft Corporation (Operating) Ltd. was formed to be responsible for the business conducted formerly by the subsidiaries. At the same time BAC acquired the remaining shares of Hunting Aircraft Ltd.
Approximately 40000 people were employed by the combine in 1966.
There were four aircraft divisions: Filton, which controls the Filton (Bristol) factory and the flying test centre; Luton, which controls the Luton factory and test facility; Preston, controlling the Preston and Samlesbury factories in addition to the design, research and test flying establishment at Warton; and the Weybridge Division, which controls the Weybridge and Hurn factories and the civil aircraft flying test centre at Wisley. There is also a Guided Weapons Division at Stevenage, Bristol and Cardiff.
Aircraft under construction in 1966 were the BAC One-Eleven, VC10 and Super VC10 in the civil class and Lightning and Jet Provost on the military side. The BAC 221 and H.126 are experimental aircraft and the Concorde was being built at Bristol.
The largest factory area is that at Weybridge, some 3.5 m.sq.ft. Next comes Filton with 2 m. sq.ft and last in the three biggest factories, Preston with 1.5 m. sq.ft. At Weybridge, work is concentrated on VC10 and Super VC10. Hurn is responsible for final assembly of the BAC OneEleven.
Filton produced parts for the One-Eleven, VC10 and Lightning Mark 5, in addition to being the assembly point for the British version of Concorde. Preston was primarily occupied with the Lightning as the TSR2 was out of the running. Luton maked parts for the BAC OneEleven but its main preoccupation was the Jet Provost, of which more than 400 had been delivered.
With the parent companies’ total net assets of £253 m., the group is owned 20 per cent by Bristol Aeroplane and 40 per cent each by English Electric and Vickers. Headquarters of the corporation is in Pall Mall, London. The chairman was Viscount Portal, assisted by a board made up of Sir Dermot Boyle, Sir George Edwards, Viscount Caldecote, A. W. E. Houghton, A. D. Marris, W. Masterton, Viscount Nelson, G. A. Riddell, Sir Leslie Rowan, Sir Reginald Verdon Smith and R. P. H. Yapp. Company secretary was J. O. Charkon and the treasurer is T. B. Pritchard.
With its co-operation with Sud-Aviation, BAC was the first of the big British manufacturers to go wholeheartedly into the concept of combining forces with European competitors. Much valuable information was exchanged in the years before Concorde was approved and no small amount of part production for other aeroplanes was done on a mutual basis.
When the Concorde project became fact, the nucleus of an international team with BAC and Sud already existed.
Merged into British Aerospace in April 1977. Final products using BAC name included One-Eleven short/medium-range airliner (first flown August 1963 in Series 200 prototype form), Strikemaster jet trainer and armed tactical support jet (first flown October 1967), and Concorde supersonic airliner (first flown March 1969) in association with Aerospatiale of France.
Nationalized enterprise, founded in April 1977, uniting British Aircraft Corporation, Hawker Siddeley Aviation, Hawker Siddeley Dynamics and Scottish Aviation. Companies retained their identities initially, but subsequently became divisions of British Aerospace. Many aircraft of former constituent companies continued as BAe products, initially under old company names, although former British Aerospace Corporate Jets division sold to Raytheon of the U.S.A. in August 1993 (becoming Raytheon Corporate Jets), thereby losing the Hawker bizjets. BAe reorganized into new business units, namely Defence, Commercial Aerospace and British Aerospace Regional Aircraft Ltd. (BARAL), which is the structure in 1999, with additional organizations for international marketing and sales, spares and logistics, Jetstream Aircraft Ltd. (offers engineering management for Jetstream customers), etc. Commercial Aerospace division encompasses British Aerospace Airbus (working on Airbus airliner programs), and British Aerospace Asset Management. British Aerospace Regional Aircraft Ltd. (BARAL) encompasses Avro International Aerospace (producing RJ airliners), plus Jetstream Aircraft, and Spares & Logistics Center.
Military aircraft activities, some as continuations of programs begun by pre-BAe companies, included the Hawk basic/advanced jet trainer and light attack aircraft, with air defense capabilities (first flown August 1974 and sales continuing in Hawk 50/60/100 two-seat and Hawk 200 series single-seat versions); development/upgrading/production of STOVL Sea Harrier F/A Mk 2 for Royal Navy; joint development and production with Boeing in the U.S.A. (formerly McDonnell Douglas) of land-based STOVL Harrier II (first flown November 1981) and Harrier II Plus (first flown September 1992) plus T-45 Goshawk carrier-capable jet trainer for U.S. Navy (Hawk variant); share of the Eurofighter program; share of the Tornado program; share of the Jaguar program; development and rework of existing Nimrod maritime patrol aircraft into Nimrod 2000 form for RAF service as MRA Mk 4s from the year 2003 (first flight 1999; program involves more than 200 British companies and some foreign suppliers). Civil aircraft activities included continued marketing and production of the Avro RJ family of 70- to 128- seat short-range regional airliners and freighters (developed from the previous BAe 146; RJ85 first flew March 1992). Manufacture of the Jetstream 31 (first flown March 1982 in production form) and Super 31 (April 1988), Jetstream 41 (September 1991), ATP (August 1986, as development of former HS/BAe 748) and its derivative Jetstream 61 (1994, but none sold), ended in 1998.
A merger with GEC-Marconi Avionics Ltd. was being finalised in 1999.
