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Brabazon Reflexions

Brabazon Reflexions Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XXIII No 264 FEBRUARY 1951 it is not only more highly powered but doubtless notably faster. At first sight, this is, to say the least, disturbing from the point of T is a little difficult to understand why so much excitement has view of British prestige. been caused in the popular Press by the announcement of the decision come to by the Ministry of Supply to complete the A Lesson from the Past building of the Brabazon II but not to go further with the type and put it into production for actual use on commercial services. It is, in fact, however merely one of the delayed after-effects of the war. As a result of the policy reached at high level at that time America was charged with the production of really large heavy An Inevitable Conclusion bombers, a type which they have consistently continued to develop in In actual fact, this course has been the obvious, and indeed the the post-war years. It all really boils down to a question of money. only one to put into effect, for a considerable time, as it has gradually The United States, which emerged from the war with infinitely become clear that the Brabazon could hardly be an economic pro­ greater material resources than any other nation, has been in a position as a regular unit on an air line. It would, of course, have position to afford the development of a series of bombers of steadily been possible to continue the experiment a stage further and let increasing size, range and performance generally, with which im­ British Overseas Airways Corporation try out the operation of at poverished Great Britain has been quite unable to compete. No any rate the second machine over one of its routes for a period statement on the subject has ever been made, but it is woefully before the Corporation—and not the Ministry of Supply—made the significant that all the firms which had specialized in bombers and decision whether or no to place further orders. It is doubtful, how­ might have been expected to have on the stocks up-to-date service ever, whether any information of real economic value would have machines possibly comparable with the B36 in performance have been obtained. It would, in the first place, have involved a com­ recently been announced as having been turned on to the production plicated actuarial investigation to decide how much of the initial of the medium-sized Canberra. Whether or not this means that work expenditure, on hangars and runways, for instance, at Filton, could on their own, no doubt projected, heavy types has been suspended legitimately be retained on the Ministry of Supply experimental vote has not been divulged, but anyone with knowledge of the present and how much should be borne by the production machines, if any, position in this country in regard to labour and materials can draw to be built subsequently to the order of the British Overseas Airways their own conclusions—which will not, we fear, be very optimistic. Corporation. All sorts of similar considerations would have arisen Had it been possible, it would obviously have been a better pro­ in regard to the two initial experimental machines themselves and position for England to have developed large bombers on Brabazon one could foresee a protracted wrangle between the Ministry and lines, in regard to which the economic question would not have the Corporation before an agreement, which could only be a com­ arisen, and then perhaps have evolved commercial varieties of these promise, were reached. if considered desirable. Practically all the existing American com­ mercial liners have come into being in this way so that when they Mistaken Policy have come to be produced they have been free of the burden of most of the initial research and experimental, and even the development, As things have turned out, as we confess some of us felt at the outset, the whole conception of air liners on this scale was mis­ costs. conceived. It seems at least doubtful whether in any circumstances they would have been sufficiently filled with passengers to make Luxury Travel them in service an economic proposition. In any case, events with turbo-jets and turbo-props have moved so rapidly since the project It is at least doubtful whether since the war a true commercial was originally conceived that fast smaller machines have been aeroplane has yet gone into service and, from experience so far, it is developed which show a short-term prospect of making the con­ problematical whether in fact commercial air transport has yet templated long-range flights, with fewer seats that will be much arrived at the position when it is a genuine paying proposition. Most of easier to fill to capacity and a consequent quicker 'turn round', the air lines of the world do—like the British Corporations—show a infinitely more likely to be commercially practicable. loss on working and we suspect that in many instances this would be considerably higher if the aeroplanes operated were not in reality It is impossible to ignore the not irrelevant occurrence that, by a adaptations of military types. strange coincidence, the very day that the announcement in regard to the Brabazon was made, six American B36 bombers landed in No concomitant decision in regard to the Saro flying boats has England. To the great surprise of the public, and even, we suspect, yet apparently been reached. We suggest that these are probably of some of those who might have been supposed to be familiar with much more likely than the Brabazon to be capable of paying their the facts, the published details of this type show that it is com­ way and for this reason it is to be hoped that BOAC will, when the parable in size with the Brabazon, and actually in some respects time arrives, be given the opportunity of trying them out com­ slightly larger. It is fitted with jet as well as piston engines so that mercially. http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

Brabazon Reflexions

Aircraft Engineering and Aerospace Technology , Volume 23 (2): 1 – Feb 1, 1951
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb031994
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Abstract

Aircraft Engineering THE MONTHLY SCIENTIFIC AND TECHNICAL ORGAN OF THE AERONAUTICAL ENGINEERING PROFESSION VOL XXIII No 264 FEBRUARY 1951 it is not only more highly powered but doubtless notably faster. At first sight, this is, to say the least, disturbing from the point of T is a little difficult to understand why so much excitement has view of British prestige. been caused in the popular Press by the announcement of the decision come to by the Ministry of Supply to complete the A Lesson from the Past building of the Brabazon II but not to go further with the type and put it into production for actual use on commercial services. It is, in fact, however merely one of the delayed after-effects of the war. As a result of the policy reached at high level at that time America was charged with the production of really large heavy An Inevitable Conclusion bombers, a type which they have consistently continued to develop in In actual fact, this course has been the obvious, and indeed the the post-war years. It all really boils down to a question of money. only one to put into effect, for a considerable time, as it has gradually The United States, which emerged from the war with infinitely become clear that the Brabazon could hardly be an economic pro­ greater material resources than any other nation, has been in a position as a regular unit on an air line. It would, of course, have position to afford the development of a series of bombers of steadily been possible to continue the experiment a stage further and let increasing size, range and performance generally, with which im­ British Overseas Airways Corporation try out the operation of at poverished Great Britain has been quite unable to compete. No any rate the second machine over one of its routes for a period statement on the subject has ever been made, but it is woefully before the Corporation—and not the Ministry of Supply—made the significant that all the firms which had specialized in bombers and decision whether or no to place further orders. It is doubtful, how­ might have been expected to have on the stocks up-to-date service ever, whether any information of real economic value would have machines possibly comparable with the B36 in performance have been obtained. It would, in the first place, have involved a com­ recently been announced as having been turned on to the production plicated actuarial investigation to decide how much of the initial of the medium-sized Canberra. Whether or not this means that work expenditure, on hangars and runways, for instance, at Filton, could on their own, no doubt projected, heavy types has been suspended legitimately be retained on the Ministry of Supply experimental vote has not been divulged, but anyone with knowledge of the present and how much should be borne by the production machines, if any, position in this country in regard to labour and materials can draw to be built subsequently to the order of the British Overseas Airways their own conclusions—which will not, we fear, be very optimistic. Corporation. All sorts of similar considerations would have arisen Had it been possible, it would obviously have been a better pro­ in regard to the two initial experimental machines themselves and position for England to have developed large bombers on Brabazon one could foresee a protracted wrangle between the Ministry and lines, in regard to which the economic question would not have the Corporation before an agreement, which could only be a com­ arisen, and then perhaps have evolved commercial varieties of these promise, were reached. if considered desirable. Practically all the existing American com­ mercial liners have come into being in this way so that when they Mistaken Policy have come to be produced they have been free of the burden of most of the initial research and experimental, and even the development, As things have turned out, as we confess some of us felt at the outset, the whole conception of air liners on this scale was mis­ costs. conceived. It seems at least doubtful whether in any circumstances they would have been sufficiently filled with passengers to make Luxury Travel them in service an economic proposition. In any case, events with turbo-jets and turbo-props have moved so rapidly since the project It is at least doubtful whether since the war a true commercial was originally conceived that fast smaller machines have been aeroplane has yet gone into service and, from experience so far, it is developed which show a short-term prospect of making the con­ problematical whether in fact commercial air transport has yet templated long-range flights, with fewer seats that will be much arrived at the position when it is a genuine paying proposition. Most of easier to fill to capacity and a consequent quicker 'turn round', the air lines of the world do—like the British Corporations—show a infinitely more likely to be commercially practicable. loss on working and we suspect that in many instances this would be considerably higher if the aeroplanes operated were not in reality It is impossible to ignore the not irrelevant occurrence that, by a adaptations of military types. strange coincidence, the very day that the announcement in regard to the Brabazon was made, six American B36 bombers landed in No concomitant decision in regard to the Saro flying boats has England. To the great surprise of the public, and even, we suspect, yet apparently been reached. We suggest that these are probably of some of those who might have been supposed to be familiar with much more likely than the Brabazon to be capable of paying their the facts, the published details of this type show that it is com­ way and for this reason it is to be hoped that BOAC will, when the parable in size with the Brabazon, and actually in some respects time arrives, be given the opportunity of trying them out com­ slightly larger. It is fitted with jet as well as piston engines so that mercially.

Journal

Aircraft Engineering and Aerospace Technology – Emerald Publishing

Published: Feb 1, 1951

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