Post by aerofoto - HJG Admin on Oct 30, 2016 9:23:57 GMT
There was a time, in world history, when it was acknowledged that "Britannia ruled the waves" .... although in the minds of some of its colonial offspring, among the far flung dominion countries/territories of what once constituted the British Empire, there was also a feeling that "Britannia waives the rules" occasionally too .... when it suited 
Even so .... the quality of British engineering, particularly during its global imperial days (often referred to as "the empire upon which the sun never set") was world reknown and well into the 20th century.
An off-shoot of this highly skilled engineering expertise became the British aviation industry .... and which "did", in its glory days, produce a number of fine civil aircraft types. The only problem associated with some of the aircraft it produced though was a number of these were tailored so closely to the needs/requirements of principle British operators that they failed to appeal more globally .... although some of these aircraft were instrumental in initiating services, for fledgling airlines within developing world regions of British commercial and political influence/persuasion, where they "did" become very popular as a result
Had fate not so disasterously intervened .... and at such a pivotal stage during its developmental history .... to cause Britain's DE HAVILLAND COMET 1 to fail as spectacularly as it did, then, the British aviation industry might have risen to far greater supremacy than was evident during the early 1950's. For how long, or whether it could even, have continued to maintain that world supremacy is open to conjecture .... of course.
The 1950's era, in particular, represented possibly "the greatest" period of change/advance ever witnessed within world civil aviation .... with aviation engineering transitioning from long range piston/radial, to turboprop, and then turbojet engine powered aircraft with the advent of first generation of narrow-body civil jetliners .... all of which occurred within a space of little more than the decade following WW2 .... and which eventually saw the American aircraft industry quickly rise to dominance.
Whilst Great Britain, Canada, France, and Russia, during the late 1940's/early 1950's, were each developing jet engine technology .... aimed at various civil aviation projects .... the world airline industry was slow, in many instances, to recognize the practicality and potential of jet transports .... and that the jetliner was destined to become the future of world civil aviation .... despite BOAC having proven the concept by (at first) successfully introducing COMET 1 to service from May 2nd 1952 .... prior to its sudden fall through 1953 and 1954 .... and during a period when propliners reigned supreme along the worlds domestic and international airways.
Turboprop power seemed, to some aerospace developers and operators of the day, to represent an intermediate step between piston/radial and pure jet engine power.
LOCKHEED had already developed a turboprop version of its L-1049 CONSTELLATION, but, luke-warm commercial interest in this particular aircraft resulted in its very limited production .... and service with the US military only. The company did, however, eventually launch its civil L-188 ELECTRA turboprop and which, after initial technical problems, was successfully operated by a number of major airlines (such QANTAS AIRWAYS and TEAL/AIR NEW ZEALAND in particular) on medium-range international type services around the world between the mid 1950's and 1960's .... as was the British-built BRISTOL 175 BRITANNIA also, but, on long-range international routes spanning the globe and during the same period. However .... given the rapid dawning of the civil jetliner era from the late 1950's, the "long range civil aircraft market", dominated throughout the 1950's by piston/radial powered DC-6, DC-7, L-049/-1049/-1649 aircraft, was never to be as successful a market for civil turboprops despite their promising capabilities. Even so .... the long range turboprop BRITANNIA was successfully introduced to service by BOAC .... albeit later than anticipated and from 1957.
Design of the BRITANNIA commenced during 1947 and in response to a British Ministry Of Supply analysis of BOAC's future requirements.
The prototype aircraft made its "eventful" first flight (it was a near disaster .... given that the aircrafts flight controls were found to be over-sensitive, smoke filled the flightdeck at one stage, and a landing gear problem was experienced although resolved imediately prior to touch-down during the subsequent emergency landing) .... from the BRISTOL works at Filton, in the UK, as the BRITANNIA 101 (G-ALBO) on August 16th 1952.
After modifications this particular aircraft was successfully demonstrated at the 1952 SBAC airshow, at Farnborough, where it was very well received .... its "quietness", for such a large aircraft (at the time), impressing most spectators.
Development of the BRITANNIA continued through the 1950's, but, was impaired by a number of technical problems which overtook its development .... and took longer to resolve than was in favour of the aircrafts marketing opportunities. Its progress was also impacted by the COMET 1 accidents during1953 and 1954 and which (during the early stages of this particular investigation) forced the British Air Ministry to insist upon more thorough testing of all developmental aircraft types .... and during which period also .... the 2nd prototype BRITANNIA (GALRX) was written-off, as the result of a non-fatal forced landing incident (due to oil pressue loss and an uncontained # 3 engine fire) at Severn Beach, Gloustershire, UK, on February 4th 1954, whilst operating a sales demonstration flight for KLM ROYAL DUTCH AIRLINES.
A flap drive failure, on another developmental protype aircraft, later during 1954, imposed further technical delays to the BRITANNIA project .... as did a 4-engine flameout incident (due to Cumulo-Nimbo icing conditions), over Uganda, during a 1956 route proving flight. Although neither of these later 2 incidents resulted in hull losses, or any fatalities, and were successfully resolved through further modification work, the aircrafts planned production, delivery, and in-service schedule was, by this time, quite impractical.
Due to these developmental delays and unaided also by degree of exaggeration, perpetrated by BOAC, in regard to the BRITANNIA's early technical problems .... and which harmed the aircrafts early marketing prospects .... the initial production BRITANNIA 101 did not enter commercial service with the airline until February 1st 1957 .... configured for up to 75 PAX and servicing its routes to South Africa and Australasian ports.
A modified and superior version of this initial production aircraft quickly followed .... marketed as the BRITANNIA 301 and which first flew (G-ANCA) on July 31st 1956 .... featuring a 10 FT fuselage stretch, more powerful PROTEUS turboprop engines, increased tankage and range, and with capacity for up to 119 PAX. Although intended for BOAC service .... the airline cancelled its order for these particular versions in favour of an even superior specification aircraft and which first flew .... as the BRITANNIA 310 (G-AOVA) .... on December 31st 1956. The 7 originally BOAC intended airframes were each ultimately taken up by AERONAVES DE MEXICO, TRANSCONTINENTAL AEROLINEAS, AIR CHARTER, and GHANA AIRWAYS as BRITANNIA 302, -305, -307, and -309 aircraft respectively.
NORTHEAST AIRLINES and CAPITAL AIRLINES, of the USA, also expressed interest in the BRITANNIA, but, were unable to finance their intended acquisitions.
Having ordered some 18 BRITANNIA 312's .... deliveries to BOAC, commenced from September 1957. These aircraft entered service with the airline on its trans-Atlantic routes from December 18th 1957. EL AL, CANADIAN PACIFIC AIRLINES, HUNTING CLAN, and CUBANA DE AVIACION also acquired BRITANNIA 313, -314, -317, and -318 aircraft respectively .... and which were each similarly operated over trans-Atlantic and other long range routes.
On December 19th 1957, an EL AL ISRAELI AIRLINES operated BRITANNIA (4X-AGA), flew non-stop between Tel Aviv and New York (dispensing with the airlines normal refueling top at Rome) .... a distance of some 6,100 miles and at an average speed of 401 MPH .... setting an early distance and speed record for the type .... the impact of which appeared to have the effect of shaming BOAC into motivation.
A port side forward fuselage maindeck cargo door equipped version of the BRITANNIA 310 was also developed, and produced by SHORTS, in Belfast, Ireland .... as the BRITANNIA 252 (for trooping) and the BRITANNIA C.MK 2 (freighter) .... and which entered service with RAF TRANSPORT COMMAND from April 1959.
The final civil development of this great British turboprop was realised in BRITANNIA 320 form .... featuring PROTEUS turboprop engines of even greater power as well as further increased tanking for yet additional range .... and which was delivered to CANADIAN PACIFIC AIRLINES as BRITANNIA 324 aircraft. A number of original BRITANNIA 312, -313, and -318 aircraft were also later upgraded to this particular superior PROTEUS turboprop engine specification.
An even superior performance BRITANNIA 400 development .... powered by ORION turboprops .... was mooted for production, but, cancelled by the British government given that the B707, COMET 4, and DC-8 had, by this time, already entered trans-Atlantic service and the profitability of sales prospects for such a long range turboprop aircraft were negligable regardless of its advances in design.
BRITANNIA production therefore ceased during 1960 .... with BRISTOL having produced a total of some 85 airframes. CANADAIR also secured a licence to produce the basic BRITANNIA airframe .... as the RR TYNE turboprop powered CL-44 (swing-tail freighter), the CL-44D-4-8 (convertible PAX/freighter operated by LOFTLEIDIR ICELANDIC AIRLINES), and the military CC-106 YUKON (for RCAF service) .... between the late 1950's early 1960's and which accounted for production totaling some 39 additional airframes, although these had evolved to become considerably different aircraft from that of the original BRITANNIA specification upon which they were derived.
The BRITANNIA remained in service with BOAC until 1965 when it was finally retired from the airlines fleet .... a number of which were then operated by BRITANNIA AIRWAYS, BRITISH EAGLE AIRWAYS, BKS, CALEDONIAN AIRWAYS, DONALDSON INTERNATIONAL AIRWAYS, LAKER AIRWAYS, and MONARCH AIRLINES during the 1960's .... among other carriers around the world. A dwindling number of these aircraft even remained in service, among some European operators too, and well into 1980's.
Despite its lengthy, more 5 year development, due to technical problems and other circumstances .... the BRISTOL BRITANNIA became a superb long range turboprop .... and another famous name among great British planes. Its comfort/smoothness of flight, and quietness, being favoured by both crew, and PAX, alike. Nicknamed "The Wispering Giant" (due to both its quietness and size) the aircraft might have realised greater production and success among airlines of the world, but, its service entry came "t-o-o l-a-t-e" to satisfy most operators as the jetliner age was already rapidly dawning .... and with which the BRITANNIA, despite it's initial promise, and capabilities, simply could not compete in terms of either range, performance, or economy. Historically the world market for long range high performance civil aircraft did not evolve to become a turboprop domain .... save for the operations of both BRISTOL 175 BRITANNIA and the Russian TU-114.
I told you all that story in order to present this next one
An FS colleague of mine (I'm not sure whether or not he wishes me to identify him at this stage, so, I'll let him do that later .... "if he desires") has worked up the following "NEW" textures for the JBK BRISTOL BRITANNIA simulation/s .... and which, IMHO, really bring the model "ALIVE" ....
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1957)
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1959)
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1960)
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1967)
CANDIAN PACIFIC AIRLINES BRISTOL 175 BRITANNIA 314 (1967)
These textures "will not" be publicly available though until further advised.
Mark C
AKL/NZ
Even so .... the quality of British engineering, particularly during its global imperial days (often referred to as "the empire upon which the sun never set") was world reknown and well into the 20th century.
An off-shoot of this highly skilled engineering expertise became the British aviation industry .... and which "did", in its glory days, produce a number of fine civil aircraft types. The only problem associated with some of the aircraft it produced though was a number of these were tailored so closely to the needs/requirements of principle British operators that they failed to appeal more globally .... although some of these aircraft were instrumental in initiating services, for fledgling airlines within developing world regions of British commercial and political influence/persuasion, where they "did" become very popular as a result
Had fate not so disasterously intervened .... and at such a pivotal stage during its developmental history .... to cause Britain's DE HAVILLAND COMET 1 to fail as spectacularly as it did, then, the British aviation industry might have risen to far greater supremacy than was evident during the early 1950's. For how long, or whether it could even, have continued to maintain that world supremacy is open to conjecture .... of course.
The 1950's era, in particular, represented possibly "the greatest" period of change/advance ever witnessed within world civil aviation .... with aviation engineering transitioning from long range piston/radial, to turboprop, and then turbojet engine powered aircraft with the advent of first generation of narrow-body civil jetliners .... all of which occurred within a space of little more than the decade following WW2 .... and which eventually saw the American aircraft industry quickly rise to dominance.
Whilst Great Britain, Canada, France, and Russia, during the late 1940's/early 1950's, were each developing jet engine technology .... aimed at various civil aviation projects .... the world airline industry was slow, in many instances, to recognize the practicality and potential of jet transports .... and that the jetliner was destined to become the future of world civil aviation .... despite BOAC having proven the concept by (at first) successfully introducing COMET 1 to service from May 2nd 1952 .... prior to its sudden fall through 1953 and 1954 .... and during a period when propliners reigned supreme along the worlds domestic and international airways.
Turboprop power seemed, to some aerospace developers and operators of the day, to represent an intermediate step between piston/radial and pure jet engine power.
LOCKHEED had already developed a turboprop version of its L-1049 CONSTELLATION, but, luke-warm commercial interest in this particular aircraft resulted in its very limited production .... and service with the US military only. The company did, however, eventually launch its civil L-188 ELECTRA turboprop and which, after initial technical problems, was successfully operated by a number of major airlines (such QANTAS AIRWAYS and TEAL/AIR NEW ZEALAND in particular) on medium-range international type services around the world between the mid 1950's and 1960's .... as was the British-built BRISTOL 175 BRITANNIA also, but, on long-range international routes spanning the globe and during the same period. However .... given the rapid dawning of the civil jetliner era from the late 1950's, the "long range civil aircraft market", dominated throughout the 1950's by piston/radial powered DC-6, DC-7, L-049/-1049/-1649 aircraft, was never to be as successful a market for civil turboprops despite their promising capabilities. Even so .... the long range turboprop BRITANNIA was successfully introduced to service by BOAC .... albeit later than anticipated and from 1957.
Design of the BRITANNIA commenced during 1947 and in response to a British Ministry Of Supply analysis of BOAC's future requirements.
The prototype aircraft made its "eventful" first flight (it was a near disaster .... given that the aircrafts flight controls were found to be over-sensitive, smoke filled the flightdeck at one stage, and a landing gear problem was experienced although resolved imediately prior to touch-down during the subsequent emergency landing) .... from the BRISTOL works at Filton, in the UK, as the BRITANNIA 101 (G-ALBO) on August 16th 1952.
After modifications this particular aircraft was successfully demonstrated at the 1952 SBAC airshow, at Farnborough, where it was very well received .... its "quietness", for such a large aircraft (at the time), impressing most spectators.
Development of the BRITANNIA continued through the 1950's, but, was impaired by a number of technical problems which overtook its development .... and took longer to resolve than was in favour of the aircrafts marketing opportunities. Its progress was also impacted by the COMET 1 accidents during1953 and 1954 and which (during the early stages of this particular investigation) forced the British Air Ministry to insist upon more thorough testing of all developmental aircraft types .... and during which period also .... the 2nd prototype BRITANNIA (GALRX) was written-off, as the result of a non-fatal forced landing incident (due to oil pressue loss and an uncontained # 3 engine fire) at Severn Beach, Gloustershire, UK, on February 4th 1954, whilst operating a sales demonstration flight for KLM ROYAL DUTCH AIRLINES.
A flap drive failure, on another developmental protype aircraft, later during 1954, imposed further technical delays to the BRITANNIA project .... as did a 4-engine flameout incident (due to Cumulo-Nimbo icing conditions), over Uganda, during a 1956 route proving flight. Although neither of these later 2 incidents resulted in hull losses, or any fatalities, and were successfully resolved through further modification work, the aircrafts planned production, delivery, and in-service schedule was, by this time, quite impractical.
Due to these developmental delays and unaided also by degree of exaggeration, perpetrated by BOAC, in regard to the BRITANNIA's early technical problems .... and which harmed the aircrafts early marketing prospects .... the initial production BRITANNIA 101 did not enter commercial service with the airline until February 1st 1957 .... configured for up to 75 PAX and servicing its routes to South Africa and Australasian ports.
A modified and superior version of this initial production aircraft quickly followed .... marketed as the BRITANNIA 301 and which first flew (G-ANCA) on July 31st 1956 .... featuring a 10 FT fuselage stretch, more powerful PROTEUS turboprop engines, increased tankage and range, and with capacity for up to 119 PAX. Although intended for BOAC service .... the airline cancelled its order for these particular versions in favour of an even superior specification aircraft and which first flew .... as the BRITANNIA 310 (G-AOVA) .... on December 31st 1956. The 7 originally BOAC intended airframes were each ultimately taken up by AERONAVES DE MEXICO, TRANSCONTINENTAL AEROLINEAS, AIR CHARTER, and GHANA AIRWAYS as BRITANNIA 302, -305, -307, and -309 aircraft respectively.
NORTHEAST AIRLINES and CAPITAL AIRLINES, of the USA, also expressed interest in the BRITANNIA, but, were unable to finance their intended acquisitions.
Having ordered some 18 BRITANNIA 312's .... deliveries to BOAC, commenced from September 1957. These aircraft entered service with the airline on its trans-Atlantic routes from December 18th 1957. EL AL, CANADIAN PACIFIC AIRLINES, HUNTING CLAN, and CUBANA DE AVIACION also acquired BRITANNIA 313, -314, -317, and -318 aircraft respectively .... and which were each similarly operated over trans-Atlantic and other long range routes.
On December 19th 1957, an EL AL ISRAELI AIRLINES operated BRITANNIA (4X-AGA), flew non-stop between Tel Aviv and New York (dispensing with the airlines normal refueling top at Rome) .... a distance of some 6,100 miles and at an average speed of 401 MPH .... setting an early distance and speed record for the type .... the impact of which appeared to have the effect of shaming BOAC into motivation.
A port side forward fuselage maindeck cargo door equipped version of the BRITANNIA 310 was also developed, and produced by SHORTS, in Belfast, Ireland .... as the BRITANNIA 252 (for trooping) and the BRITANNIA C.MK 2 (freighter) .... and which entered service with RAF TRANSPORT COMMAND from April 1959.
The final civil development of this great British turboprop was realised in BRITANNIA 320 form .... featuring PROTEUS turboprop engines of even greater power as well as further increased tanking for yet additional range .... and which was delivered to CANADIAN PACIFIC AIRLINES as BRITANNIA 324 aircraft. A number of original BRITANNIA 312, -313, and -318 aircraft were also later upgraded to this particular superior PROTEUS turboprop engine specification.
An even superior performance BRITANNIA 400 development .... powered by ORION turboprops .... was mooted for production, but, cancelled by the British government given that the B707, COMET 4, and DC-8 had, by this time, already entered trans-Atlantic service and the profitability of sales prospects for such a long range turboprop aircraft were negligable regardless of its advances in design.
BRITANNIA production therefore ceased during 1960 .... with BRISTOL having produced a total of some 85 airframes. CANADAIR also secured a licence to produce the basic BRITANNIA airframe .... as the RR TYNE turboprop powered CL-44 (swing-tail freighter), the CL-44D-4-8 (convertible PAX/freighter operated by LOFTLEIDIR ICELANDIC AIRLINES), and the military CC-106 YUKON (for RCAF service) .... between the late 1950's early 1960's and which accounted for production totaling some 39 additional airframes, although these had evolved to become considerably different aircraft from that of the original BRITANNIA specification upon which they were derived.
The BRITANNIA remained in service with BOAC until 1965 when it was finally retired from the airlines fleet .... a number of which were then operated by BRITANNIA AIRWAYS, BRITISH EAGLE AIRWAYS, BKS, CALEDONIAN AIRWAYS, DONALDSON INTERNATIONAL AIRWAYS, LAKER AIRWAYS, and MONARCH AIRLINES during the 1960's .... among other carriers around the world. A dwindling number of these aircraft even remained in service, among some European operators too, and well into 1980's.
Despite its lengthy, more 5 year development, due to technical problems and other circumstances .... the BRISTOL BRITANNIA became a superb long range turboprop .... and another famous name among great British planes. Its comfort/smoothness of flight, and quietness, being favoured by both crew, and PAX, alike. Nicknamed "The Wispering Giant" (due to both its quietness and size) the aircraft might have realised greater production and success among airlines of the world, but, its service entry came "t-o-o l-a-t-e" to satisfy most operators as the jetliner age was already rapidly dawning .... and with which the BRITANNIA, despite it's initial promise, and capabilities, simply could not compete in terms of either range, performance, or economy. Historically the world market for long range high performance civil aircraft did not evolve to become a turboprop domain .... save for the operations of both BRISTOL 175 BRITANNIA and the Russian TU-114.
I told you all that story in order to present this next one
An FS colleague of mine (I'm not sure whether or not he wishes me to identify him at this stage, so, I'll let him do that later .... "if he desires") has worked up the following "NEW" textures for the JBK BRISTOL BRITANNIA simulation/s .... and which, IMHO, really bring the model "ALIVE" ....
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1957)
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1959)
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1960)
AERONAVES DE MEXICO BRISTOL 175 BRITANNIA 305 (1967)
CANDIAN PACIFIC AIRLINES BRISTOL 175 BRITANNIA 314 (1967)
These textures "will not" be publicly available though until further advised.
Mark C
AKL/NZ
