Bristol Type 223
|This article does not cite any references or sources. (September 2008)|
|National origin||United Kingdom|
|Built by||Bristol Aeroplane Company|
The Bristol Aeroplane Company Type 223 was an early design for a supersonic transport. In the late 1950s and early 1960s the company studied a number of models as part of a large British inter-company effort funded by the government. These models eventually culminated in the Type 223, a transatlantic transport for about 100 passengers at a speed around Mach 2. At about the same time Sud Aviation in France was developing the similar Super-Caravelle design, and in November 1962 the efforts were merged to create the Concorde project.
During the 1950s, the British lead in aircraft design was continually eroded by a series of technical and commercial disasters. The technically complex Bristol Brabazon met all of its demanding performance requirements, but proved to be a commercial failure because airlines felt the transatlantic market wasn't big enough to justify buying such a large and expensive aircraft. The de Havilland Comet suffered from a series of mysterious and deadly accidents which cast a pall over the market for the aircraft, which as the world's first jet airliner represented an area where the British technological lead might have proved decisive. The metal fatigue problems encountered in the Comet led to prolonged testing of other promising designs such as the Bristol Britannia, which were so delayed that their production was eclipsed by US designs when they finally reached service. The leading US contender, the Boeing 707 series, gained much from the KC-135 Stratotanker project.
Throughout this period, the industry had been producing a series of advanced test aircraft, and had extensively studied the problems of sustained high-speed flight. By the mid-1950s, two designs had been shown to have a lift-to-drag ratio suitable for supersonic cruise, a sharply swept "M-wing" pioneered at Armstrong-Whitworth for slightly-supersonic flight, and very slender delta wings suitable for a wide range of speeds. Higher speeds up to Mach 3 had been considered and found to be possible, but it appeared that a practical upper limit was Mach 2.2, above this speed the duralumin used for most aircraft construction would start to go soft due to the heat of friction, and some new material would have to be used instead.
By 1956 there was enough official interest in this research for the Supersonic Transport Aircraft Committee, or STAC, to be formed under Sir Morien Morgan to investigate the creation of a supersonic transport. Through the late 1950s, Bristol, Handley Page and Hawker Siddeley all conducted a series of studies into various delta wing designs under STAC.
At Bristol, Archibald Russell studied a number of variations under the generic Type 198 label. Using RAE wind tunnel data, he concluded that a Mach 2 transatlantic machine was the only one worth building; at shorter ranges the added cost and complexity of supersonic flight would not reduce the flight times enough to be worthwhile. By 1958, the Type 198 had evolved into an eight-engined shoulder-wing delta of around 150 seats and a Mach 2 speed. In 1959, they received an additional £350,000 study contract to continue work on the design, and by the end of the year the 198 had evolved into a 136-seat aircraft cruising at Mach 1.8.
At the same time Russell started a parallel study on a similar sized but higher speed design built of stainless steel as Type 213. However this proved uneconomical when their own Bristol 188 design started into production that year. Although much of the problem can likely be traced to the novelty of the 188's steel construction, it cost many times more than conventional designs, and appeared to be impractical. From then on Russell was interested only in designs of Mach 2.2 or less, the upper limit for aluminium construction.
In March 1959, STAC recommended the UK build two supersonic designs, a long-range 150-seat aircraft to cruise at Mach 2 for the London to New York route, and a shorter-range aircraft to cruise at Mach 1.2 for use in Europe. On 1 January 1960, several British aerospace companies merged to form the British Aircraft Corporation, or BAC. Hawker Siddeley had also been working on the transatlantic version of the STAC designs, but the Bristol design was considered clearly superior.
However Russell soon started having second thoughts about the 150-seat sized version, and in 1961 started parallel work on a smaller design known as Type 223, of about 110-seats and with four engines, but otherwise similar to the low-wing version of the Type 198.
In 1961, Sud Aviation revealed their plans for the Super-Caravelle at the Paris Air Show. By this point STAC was looking at producing the Type 223, but the cost was going to be enormous. Throughout 1962 the two companies and their respective governments talked about forming a consortium to share development and production costs on similar parts. On 29 November 1962 an agreement was signed, and the Concorde project started. Originally two versions of the same basic design were going to be offered, a larger transatlantic version with a size about that of the Type 223, and a smaller short/medium range version similar to the Super Caravelle. However as the group started talking to prospective customers, it soon became clear that the smaller version was not commercially interesting, and it was eventually dropped. The Bristol Olympus engine Mark No. designed for the cancelled short/medium range version was subsequently developed for use in the BAC TSR-2 strike aircraft.
Data from Barnes C.H. Bristol Aircraft since 1910
- Crew: 6
- Capacity: 90
- Length: 176 ft6 in (53.80 m)
- Wingspan: 70 ft (21.336 m)
- Height: 35 ft (10.67m)
- Wing area: 3,700 sq ft (343.74m²)
- Empty weight: 104,000 lbs ()
- Loaded weight: 251,700 lbs ()
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