Bill Strang (engineer)
William John Strang | |
|---|---|
| Born | 1921-06-29 Torquay, England |
| Died | 1999-09-14 |
| Occupation | Aerospace engineer |
| Years active | 1939–1990 |
| Known for | Contributions to design of British aircraft including Concorde |
William John Strang (29 June 1921 – 14 September 1999) was a prominent British aerospace engineer recognized for his significant contributions to the design of key British aircraft, notably the Concorde.
Strang held the position of Technical Director (Commercial Aircraft) at British Aerospace until his retirement in 1983. Subsequently, from 1983 until 1990, he chaired the Civil Aviation Airworthiness Requirements Board. His achievements were acknowledged through his appointment as a CBE in 1973, election as a Fellow of the Royal Society in 1977, and later as a Fellow of the Royal Academy of Engineering in 1997.
Early life and education
Originating from Torquay, England, Strang secured a county scholarship to attend Torquay Grammar School in 1939. He began his career at the Bristol Aeroplane Company located in Filton, Bristol, where he worked until 1946. Following this period, he pursued higher education at King's College London, earning both a first-class honours degree and a PhD in mathematics.
Initial career
Between 1939 and 1946, Strang was employed within Bristol's Aerodynamics Department. During this time, he played a vital role in the design and structural engineering of aircraft such as the Beaufort, Beaufighter, Buckingham, and Brabazon, with particular attention to gun turret mechanisms and aerodynamic performance.
Australian tenure and early supersonic research
In 1948, Strang relocated to Melbourne to join the Aircraft Research Laboratory (ARL), where he deepened his knowledge of supersonic flight. He authored influential studies concerning supersonic airflow and gust loading effects on delta-wing aircraft.
Encouraged by Dr. Archibald Russell, Strang returned to the United Kingdom in 1951 to transition from research towards design work, joining Russell’s team at Filton.
The Britannia period
Upon returning to Britain, Strang assumed leadership roles over the Aerodynamics and Flight Research and Development Departments. In 1955, he was appointed Chief Designer for the Bristol Britannia, a large airliner intended for transatlantic routes. Although production numbers were limited, the Britannia demonstrated durability and pioneered the civil application of pure servo-tabs for control surface operation.
Concorde – concept development
By 1956, Strang’s expertise earned him involvement in projects such as the Bristol Belvedere. With the establishment of the Supersonic Transport Aircraft Committee (STAC) that year, he played an instrumental role in evaluating a supersonic transport featuring a slender delta wing designed around separated flow concepts developed at the Royal Aircraft Establishment.
The Filton team secured partial funding to investigate an aircraft capable of transporting 130 passengers over approximately 3,000 miles (4,800 km) at Mach 2.2, collaborating with France and/or the United States. Experience gained from the all-steel Type 188 supersonic research aircraft (which first flew in 1962) led to limiting civil supersonic speeds to those compatible with aluminum alloys. Strang’s earlier supersonic studies in Australia provided essential expertise during Concorde’s development.
Concorde – Anglo-French partnership
In 1960, Strang was promoted to Director and Chief Engineer (Filton Division) at Bristol Aeroplane Co. Ltd. He engaged in negotiations with French aerospace firm Sud Aviation, alongside Sir Archibald Russell and Mick Wilde. The French preferred a smaller aircraft seating 60–70 passengers with a range near 1900 nautical miles, whereas British interests favored a longer transatlantic range accommodating 130 passengers. Despite these differing priorities, collaboration progressed significantly with Strang’s active involvement.
By late 1961, governmental directives instructed BAC and Sud Aviation to jointly pursue development. Studies completed by January 1962 demonstrated that two designs could share much of their research and development efforts, structural elements, tooling, and engines. General arrangement drawings were finalized by Strang alongside his French counterpart Servanty.
Key personnel included British Technical Director Dr. A. E. Russell and Chief Engineer Dr. W. J. Strang working with French Technical Director Pierre Satre and Chief Engineer Lucien Servanty—each esteemed aeronautical engineers internationally.
In October 1962, amid stalled negotiations, Strang and Servanty secluded themselves to finalize an agreed general arrangement accommodating both long- and medium-range variants. Despite contrasting personalities—Servanty being assertive and Strang composed—their mutual respect facilitated resolution on this complex undertaking.
By November 1962, an official Anglo-French government agreement formalized development and production responsibilities for the supersonic transport. BAC led engine development (the Bristol Siddeley Olympus) with French deputies; France took charge of airframe design supported by British deputies—Strang served as deputy to Servanty. Their team comprised three British engineers (Mick Wilde, Doug Thorne, Doug Vickery) alongside three French engineers (Gilbert Cormery, Etienne Fage, Jean Resch).
Both groups concurred on utilizing primarily aluminum alloy construction limiting cruise speeds to roughly Mach 2 along with a slender delta wing based on separated flow principles. The principal remaining divergence concerned operational range: France favored medium-range capability while Britain advocated for extended transatlantic range necessitating a larger and more expensive aircraft. Strang’s leadership was instrumental in managing these challenges.
Colleagues remember Strang for his aptitude in swiftly identifying critical issues and providing clear yet diplomatic direction that earned respect across both teams.
Following airline consultations by 1964, Strang helped convince French partners to abandon the short-range concept in favor of a longer-range transatlantic design featuring an approximately 20% larger wing area. Prototype assembly commenced by April 1965.
Concorde's Maiden Flights
Overcoming numerous technical obstacles and international controversies, the initial Concorde prototype, designated 001, took to the skies on 2 March 1969 in Toulouse. Shortly after, prototype 002 followed with its inaugural flight on 9 April 1969 from Filton. Both aircraft were showcased at the Paris Air Show in June of the same year. Later that year, the aircraft achieved supersonic velocity (Mach 1), airline pilots began operating it, and approval was granted to construct three additional units.
By November 1970, the two prototypes had successfully flown at Mach 2, meeting a critical design milestone. Nevertheless, further refinement was necessary since intermediate refueling stops remained essential for transatlantic journeys with sufficient fuel margins. That year also marked the retirement of Dr. Russell, the original visionary behind the project who had played a pivotal role in bringing Bill Strang back from Australia.
Although the US Congress terminated its supersonic program in 1971, confidence in Concorde persisted as four more aircraft were ordered alongside materials for six extra planes. This optimism was reinforced by prototype 001 completing its hundredth Mach 2 flight and accomplishing an intercontinental journey to Dakar. In December, Concorde 01—ordered in 1969—undertook its maiden flight from Filton to Fairford under Bill Strang’s guidance.
By late 1975, Concorde secured British and French Certificates of Airworthiness, enabling deliveries to airlines to commence. The aircraft dramatically shortened transoceanic travel times, with commercial passenger services beginning operations by January 1976.
In recognition of his vital role in Concorde’s development, Strang received the C.B.E. honor in 1973 and was elected a Fellow of the Royal Society in 1977.
Post-Concorde Career
In 1978, Strang advanced to Deputy Technical Director for the entire British Aerospace Aircraft Group, managing both military and civilian fixed-wing aircraft programs.
Five years later, in 1983, he was appointed Chairman of the Airworthiness Requirements Board (ARB) by the Civil Airworthiness Authority—a body he had helped establish in 1972—and he maintained this position until his retirement in 1990.