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Bristol Aero Engines

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Adapted from the English Wikipedia article Bristol Aero Engines, available under CC BY-SA 4.0Updated 29 November 202518 sources
Bristol Aeroplane Company
Company typePublic limited company (after 1935)
IndustryAerospace
PredecessorBritish and Colonial Aeroplane Company
FoundedFebruary 1910; 116 years ago (1910-02)
FounderSir George White, Stanley White, Samuel White
FateSplit into Bristol Aircraft and Bristol Aero Engines in 1956; merged into British Aircraft Corporation and Bristol Siddeley by 1959
SuccessorBritish Aircraft Corporation, Bristol Siddeley
Headquarters
Filton, Bristol
,
United Kingdom
Area served
Worldwide
Key people
Sir George White (founder), Stanley White (managing director), George Challenger (chief engineer), Frank Barnwell (chief designer)
ProductsAircraft and aircraft engines
Number of employees
3,000 (by end of WWI) (1918)


Not to be confused with Bristol Aerospace.

The Bristol Aeroplane Company, initially established as the British and Colonial Aeroplane Company, was among the earliest and most influential British aviation firms, engaged in the design and production of both airframes and aircraft engines. The company is renowned for creating aircraft such as the Boxkite, the Bristol Fighter, the Bulldog, the Blenheim, the Beaufighter, and the Britannia. It also played a significant role in foundational developments that eventually contributed to the creation of Concorde. In 1956, its principal divisions were separated into Bristol Aircraft and Bristol Aero Engines. By 1959, Bristol Aircraft consolidated with several prominent British aerospace companies to form the British Aircraft Corporation (BAC), while Bristol Aero Engines merged with Armstrong Siddeley to become Bristol Siddeley.

BAC later became a core element of the nationalised British Aerospace, now operating as BAE Systems. In 1966, Bristol Siddeley was acquired by Rolls-Royce, which continued advancing and marketing engines originally developed by Bristol. The BAC manufacturing facilities were located in Filton, approximately 4 miles (6 km) north of central Bristol. Today, companies such as BAE Systems, Airbus, Rolls-Royce, MBDA, and GKN maintain operations at the Filton site where the Bristol Aeroplane Company once operated.

Origins

The British and Colonial Aeroplane Company, Ltd was created in February 1910 by Sir George White, who was chairman of the Bristol Tramways and Carriage Company, together with his son Stanley and brother Samuel. Their goal was to capitalise commercially on the rapidly expanding field of aviation. Sir George’s encounter with American aviation pioneer Wilbur Wright in France in 1909 sparked his recognition of aviation’s commercial prospects.

Unlike many early aviation enterprises founded by enthusiasts lacking substantial capital, British and Colonial was well financed from its inception. Sir George deliberately formed a separate entity from the Bristol Tramway Company to shield shareholders from the risks associated with this new venture. The company’s initial working capital of £25,000 was fully subscribed by Sir George, his brother, and his son. Although legally distinct, close operational ties existed between the two companies; the first manufacturing facilities were converted tram sheds located at Filton leased from the Bristol Tramway Company. Key staff members, including chief engineer and works manager George Challenger, were recruited from the tramway firm.

To support pilot training, flying schools were launched at Brooklands, Surrey—then a hub for British aviation—where Bristol rented hangar space. Another school was established in June 1910 at Larkhill on Salisbury Plain, occupying 2,248 acres (9.10 km2) leased from the War Office. By 1914, pilots trained at these schools had earned 308 out of 664 certificates issued by the Royal Aero Club.

The Bristol Boxkite

A Bristol Boxkite Replica at RAAF Museum
Bristol Boxkite Centenary Flight at RAAF Museum Point Cook, 2014
Main article: Bristol Boxkite

The company’s first production effort involved building an enhanced version under license of a French biplane designed by Gabriel Voisin and manufactured by société Zodiac.[1] This aircraft had been displayed at the 1909 Paris Aero Salon, where Sir George admired its craftsmanship. Consequently, one unit was acquired and brought to England for exhibition at the Olympia Aero Show in March 1910, while construction began on five additional units at the Filton facility. The aircraft was then moved to Brooklands for flight testing, revealing that its wing profile was inadequate and it lacked sufficient engine power. Despite Bristol fitting new wings, it managed only a brief hop on 28 May 1910, after which development ceased. Since the plane had been sold with a 'guarantee to fly,' Sir George successfully obtained a compensation payment of 15,000 francs from Zodiac.[2][1]

Following this setback, the company resolved to design its own replacement aircraft.[1] George Challenger swiftly drafted plans inspired by a proven Henri Farman model whose specifications were publicly available in aviation publications. These designs were completed in just over a week, prompting Sir George to approve the production of twenty units.[1] The first completed aircraft was transported to Larkhill for testing and achieved its inaugural flight on 20 July 1910, piloted by Maurice Edmonds. The aircraft performed reliably throughout the evaluation period.[3]

This initial series supplied two flying schools and served as demonstration aircraft; nicknamed the Boxkite, it became commercially successful with a total of 76 units produced. Many were utilized in company flight schools, while others were sold to the War Office and various international governments.[1]

1911–1914

While adequate for its era, the Boxkite had limited potential for further advancement, prompting development of two new models: a compact tractor configuration biplane and a monoplane. Both were displayed at the 1911 Olympia Aero Show but failed to achieve successful flights. Around this time, both Challenger and Low departed to join the newly formed aircraft division of armaments manufacturer Vickers. They were replaced by Pierre Prier, formerly chief instructor at the Blériot school at Hendon, who was later joined by Gordon England. In January 1912, Romanian engineer Henri Coandă assumed the role of chief designer.

Early in 1912, a clandestine design bureau known as the "X-Department" was established to develop naval aircraft concepts proposed by Dennistoun Burney. Frank Barnwell was appointed design engineer for this initiative and succeeded Coandă as chief designer when he left in October 1914. Barnwell would become a leading figure in aeronautical engineering and remained with the company until his passing in 1938.

The firm experienced rapid growth, opening a second manufacturing site at the former Brislington tramway facility; by the onset of the First World War, workforce numbers had reached approximately 200.[1]

First World War

When war erupted in August 1914, Britain's armed forces had just over one hundred aircraft, and the Royal Flying Corps (RFC) was composed of only seven squadrons operating a variety of unarmed aircraft models. The official stance of the War Office mandated the procurement exclusively of aircraft designed by the Royal Aircraft Establishment (RAE). At that time, Bristol had already produced several B.E.2 two-seat reconnaissance planes. Nevertheless, due to persistent demands from RFC and Royal Naval Air Service (RNAS) pilots, Bristol received orders for a new model called the Scout.

The Bristol Fighter

In 1915, Barnwell returned from service in France; his design expertise was deemed significantly more valuable than his piloting skills. Around this period, Barnwell recruited Leslie Frise, a recent graduate from Bristol University’s engineering faculty. The company’s founder, Sir George, passed away in 1916 and was succeeded by his son Stanley as managing director.

Barnwell’s first design project upon returning was the Bristol T.T.A., created to meet a War Office demand for a two-seat fighter dedicated to defending against Zeppelin attacks on home soil. Although this design did not achieve success, work commenced in 1916 on the Bristol F.2A, which evolved into the highly acclaimed F.2B Fighter. This aircraft became one of the most distinguished planes of the 1914–18 conflict and remained a key component of the RAF throughout the 1920s. Over 5,300 units were manufactured, with operational service extending until 1931.

Another contemporary design was the Bristol Monoplane Scout. Despite its popularity among pilots, its adoption was limited due to War Office bias against monoplanes; only 130 were produced. Its relatively high landing speed of 50 mph rendered it unsuitable for Western Front field conditions, restricting its active deployment primarily to the Near East.

Inter-war years

The Bristol Badger

By war’s end, Bristol employed more than 3,000 workers across its Filton and Brislington production sites. The brand name 'Bristol' became officially established in 1920 following the liquidation of British and Colonial and transfer of its assets to the Bristol Aeroplane Company, Ltd. Under pressure from the Air Ministry, the company acquired the aero-engine division of the bankrupt Cosmos Engineering Company located in Fishponds, Bristol, laying the foundation for a new aero-engine branch.

A strong collaboration already existed between Bristol Aircraft and Cosmos; notably, the Cosmos Jupiter engine first powered a prototype Bristol Badger in May 1919. For £15,000, Bristol secured Cosmos’ design team led by Roy Fedden, along with some completed engines and manufacturing equipment. Although it took several years before this division turned profitable, the Jupiter engine ultimately achieved considerable success. Throughout the inter-war era, Bristol’s aero-engine sector outperformed its aircraft manufacturing arm and came to dominate the market for air-cooled radial engines. The Jupiter and its derivatives powered not only nearly all Bristol-designed aircraft but also numerous models from other manufacturers.

The Bristol Bulldog

During this period, Bristol’s most notable aircraft was the Bristol Bulldog fighter, which served as a cornerstone of the Royal Air Force (RAF) fighter fleet between 1930 and 1937 before being retired from frontline duty. Originating as a private venture rather than an Air Ministry commission allowed it to be exported widely—to countries including Denmark, Estonia, Finland, and Australia.

Throughout these years, Bristol favored steel airframes constructed from high-tensile steel strips rolled into flanged sections instead of using lighter alloys common in aircraft manufacturing. On 15 June 1935, the Bristol Aeroplane Company transitioned into a public limited company. By then, its workforce numbered approximately 4,200 employees—primarily in engine production—and it was strategically positioned to benefit from Britain’s significant rearmament program initiated that May. Among its key contributions during this expansion was the development of the Blenheim light bomber.

In August 1938, Frank Barnwell died piloting a light aircraft he had designed himself; he was succeeded as Chief Designer by Leslie Frise. By the outbreak of war in 1939, Bristol’s Filton facility had become the world’s largest single aircraft manufacturing plant, encompassing nearly 25 hectares (2,691,000 square feet) of floor space.

Second World War

The Bristol Beaufighter

During the Second World War, Bristol's key aircraft was the Beaufighter, a versatile, heavy two-seat aircraft that served as a long-range fighter, night fighter, ground attack aircraft, and torpedo bomber. This model saw widespread use by the RAF, various Commonwealth air forces, and the USAAF. The Beaufighter was developed from the Beaufort torpedo bomber, which itself originated from the Blenheim.[1]

In 1940, production facilities known as shadow factories were established at Weston-super-Mare to manufacture Beaufighters, while engine production was set up underground at Hawthorn near Corsham, Wiltshire. However, construction within the former stone quarry at Hawthorn experienced delays, resulting in minimal output before the site closed in 1945.[4][5][1] During the war, the company’s headquarters operated out of the Royal West of England Academy, Clifton, Bristol.

Post-war

Following the conclusion of hostilities, Bristol established a dedicated helicopter division at its Weston-super-Mare facility under the guidance of helicopter innovator Raoul Hafner. This division was later acquired by Westland in 1960.[1]

Among other post-war ventures was Bristol Cars, which based its initial model, the Bristol 400, on pre-war designs originally developed by BMW.[1] Vehicle manufacturing took place at Bristol’s Patchway site.[1]

The engine designed for the Bristol 400 was incorporated into numerous successful vehicles produced by companies such as Cooper, Frazer Nash, and AC. Notably, it powered the Bristol 450 sports prototype to class victories at the 24 Hours of Le Mans endurance race in Template:24hLM and Template:24hLM. In 1953, US car dealer S.H. Arnolt commissioned Bristol’s car division to create a sports car tailored for the American market, named the Arnolt-Bristol. Approximately 177 units were produced before manufacturing ended in 1958.[6][7]

The Bristol Britannia

In 1960, Sir George White played a crucial role in safeguarding the car division during the broader company merger with BAC.[1] Consequently, Bristol Cars Limited was established and remained part of the Filton complex. Upon Sir George’s retirement in 1973, Tony Crook acquired his shares and became sole owner and managing director.[8] Early post-war diversification also included production of prefabricated buildings, marine vessels, and plastic/composite materials; these ventures were eventually divested.

Bristol played a significant role in reviving British civil aviation after the war, largely influenced by recommendations from the Brabazon Committee report of 1943–45.[1] The prototype for the Brabazon airliner—one of the largest aircraft worldwide at its debut—first flew in 1949. However, this project failed to attract substantial military or commercial interest and was ultimately discontinued in 1953.[1] Concurrently with this cancellation, Bristol shifted focus to developing a large turboprop airliner called the Britannia. Designed for transatlantic flights, it achieved commercial success; both it and the Freighter entered substantial production during the 1950s. Despite this, only 82 Britannias were built due to extended development delays—it was ordered by BOAC on 28 July 1949, first flew on 16 August 1952, but did not commence service until 1 February 1957.[9] Additionally, Bristol produced helicopters such as the Belvedere and Sycamore in significant numbers.

Another key post-war endeavor involved missile development culminating in the creation of the Bloodhound surface-to-air missile. Upon entering service, it was the RAF’s sole long-range transportable missile system.[1] Bristol Aero Engines manufactured various rocket motors and ramjets for missile propulsion technologies. This guided weapons division eventually integrated into MBDA.[1]

Concorde, evolved from Bristol Type 223 studies

In the late 1950s, Bristol undertook studies on supersonic transport (SST) projects such as the Type 223, which later contributed to development of the Concorde. During this period, they also built a research aircraft—the Type 188—to evaluate stainless steel’s suitability for Mach 2 airframes. By its first flight in 1962, Bristol had become part of BAC.

Alongside these supersonic initiatives, several subsonic designs were conceptualized during this era including the Type 200 (a competitor to the Hawker Siddeley Trident) and its derivatives: Type 201 and Type 205.[10] None of these models progressed to production.

Integration into BAC

In 1959, government directives compelled Bristol to consolidate its aviation operations with English Electric, Hunting Aircraft, and Vickers-Armstrongs, resulting in the creation of the British Aircraft Corporation (BAC). Bristol established a holding entity that possessed a 20 percent stake in BAC, whereas English Electric and Vickers each controlled 40 percent.

By 1966, Rolls-Royce had acquired the Bristol holding company, which owned 20 percent of BAC as well as half of Bristol Siddeley engines. At this point, Bristol's portfolio included several subsidiaries and equity interests: Bristol Aerojet (50%), Bristol Aeroplane Co Australia, Bristol DE Mexico SA (78%), Motores Bristol De Cuba SA, Bristol Aeroplane Co of Canada, Bristol Aero Industries Ltd, Bristol Aeroplane Co USA, Spartan Air Services Ltd (46.5%), Bristol Aeroplane Co New Zealand, Bristol Aircraft Services Ltd, Bristol Aeroplane Plastics Ltd, SECA (30%), Short Bros & Harland (15.25%), SVENSK-ENGELSK Aero Service AB, TABSA (25%), and Westland Aircraft Ltd (10%).

The Canadian Division of The Bristol Aeroplane Company

Among its international subsidiaries, the Canadian branch was the most substantial. This group managed aircraft servicing and handling at Montreal's Dorval Airport. One of its four operational units, Bristol Aero Engines (Western), Ltd., was located at Vancouver Airport and specialized in overhauling Pratt and Whitney and Wright engines for both the R.C.A.F. and commercial clients. Bristol Aircraft (Western), Ltd., based at Stevenson Field in Winnipeg and formerly known as MacDonald Brothers Aircraft, represented the largest subsidiary and was the sole airframe manufacturing facility within the group. Additionally, Bristol de Mexico, S.A. de CV., operating from Mexico City's Central Airport, provided piston engine overhaul services for operators throughout South America. In 1963, this Mexican subsidiary secured a license to produce machine tools from Alfred Herbert Ltd and began assembling center lathes that same year. They also initiated production of proprietary small engine lathes intended for installation in Mexican government training institutions. Malcolm Roebuck and William Walford Webb Woodward were recruited from Alfred Herbert Ltd to oversee this initiative.

Nationalisation

In 1977, the nationalisation of BAC took place alongside Scottish Aviation and Hawker Siddeley, culminating in the formation of British Aerospace (BAe), which subsequently evolved into the now-privatized BAE Systems. The Canadian division was acquired by Rolls-Royce Holdings before being sold in 1997 to its current proprietor, Magellan Aerospace.

Archives

A limited collection of documents relating to the company's early years is preserved among Sir George White's papers at Bristol Archives (Ref. 35810/GW/T) (online catalogue). Additional materials held at the Bristol Record Office include the records of Lionel Harris, an engineer with the Bristol Aeroplane Company during the 1940s (Ref. 42794) (online catalogue).

Bristol Engine Company

The Bristol Hercules

Initially established as a distinct organization named Cosmos Engineering, the Bristol Engine Company originated from the pre-World War I automobile manufacturer Brazil-Straker. In 1917, Cosmos was commissioned to explore air-cooled radial engine designs. Under the guidance of Roy Fedden, they developed the Cosmos Mercury, a 14-cylinder, two-row (helical) radial engine, which debuted in 1918. Although this engine saw limited application, its simpler nine-cylinder derivative, later known as the Bristol Jupiter, proved to be a highly successful design.

Following the rapid decline in military contracts after the war, Cosmos Engineering faced bankruptcy. The Air Ministry suggested that the Bristol Aeroplane Company acquire the firm. During the 1920s, the Jupiter competed with the Armstrong Siddeley Jaguar, but by 1929 Bristol's design had clearly surpassed its rival. Throughout the 1930s, under Roy Fedden's leadership, the company advanced the Bristol Perseus series of radial engines utilizing the sleeve valve technology. These engines became some of the most powerful piston engines globally and remained in production into the 1960s.

In 1956, this division was renamed Bristol Aero Engines. Two years later, it merged with Armstrong Siddeley to form Bristol Siddeley, paralleling mergers in airframe manufacturing that created BAC. Bristol held a 50% stake in this new entity, while the other half belonged to the Hawker Siddeley group. In 1966, Rolls-Royce acquired Bristol Siddeley, consolidating its position as Britain's sole major aero-engine manufacturer. From 1967 onward, Bristol Siddeley's operations were integrated as Rolls-Royce's "Bristol Engine Division" and "Small Engine Division," distinct from Rolls-Royce's original "Aero Engine Division." Several Bristol Siddeley engines continued development under Rolls-Royce, including the Olympus turbojet—originating from a joint project with Snecma for Concorde—and the Pegasus. The celestial naming convention favored by Bristol reflected their legacy within a Rolls-Royce lineup predominantly named after British rivers.

Helicopter Division

The Bristol 171

The Helicopter Division of the Bristol Aeroplane Company traces back to 1944 when helicopter designer Raoul Hafner, recently released from the Airborne Forces Experimental Establishment (AFEE), joined Bristol along with several colleagues.[11] Under Hafner’s leadership, this division created two notable helicopter models that achieved commercial success. The first was the Type 171, which experienced initial setbacks when its second prototype’s wooden rotor blades failed during its maiden flight in 1949.[11] Despite this, the Type 171—known as Sycamore in military service—was sold internationally to various air forces, with a total production run of 178 units.[12]

Following this success, Bristol’s Helicopter Division developed a civil tandem rotor helicopter: the 13-seat Type 173. Its first flight took place at Filton in 1952, with five units constructed for evaluation.[13] Although no commercial airlines purchased this model, it paved the way for military variants such as the Type 192, which entered service with the RAF as the Belvedere. First flown in 1958, a total of 26 were produced.[14]

Continuing to explore civil tandem rotor helicopters, Hafner and his team designed a larger model known as the Type 194.[15] However, before completion, government intervention led to merging Bristol’s helicopter activities with those of other British manufacturers (Westland, Fairey, and Saunders-Roe) to create Westland Helicopters in 1960. Although development of Westland’s competing Westminster helicopter was discontinued, management allowed further work on Bristol’s Type 194 to proceed; nevertheless, it failed to secure any orders.[16][17]

Originally based at Bristol Aeroplane Company's primary Filton facility, the Helicopter Division relocated in 1955 to Oldmixon factory in Weston-Super-Mare, previously known for producing Blenheim aircraft during World War II.[18] This site today hosts The Helicopter Museum.

Products

Bristol began systematically assigning project type numbers in 1923, commencing with the Type 90 Berkeley. That same year, they also retroactively allocated type numbers in chronological sequence to all projects—completed or otherwise—dating back to August 1914. Consequently, while the Scouts A and B remained unnumbered, the Scout C was designated as Type 1. The last Bristol project to receive a type number was the unbuilt 1962 STOL transport, labeled Type 225. Out of these 225 types, 117 were actually constructed. This compilation excludes unbuilt conceptual "paper aeroplanes" but includes aircraft developed prior to August 1914.

Aircraft

In 1983, the Bristol Britannia civil airliner, which had served airlines such as BOAC, British Eagle, and Air Spain, visited the manufacturer's Filton facility under UK Ministry of Defence operation.
The Bristol Belvedere, a twin-rotor helicopter created as a versatile land-based rotorcraft for the Royal Air Force; a total of twenty-six units were produced.


Pre-World War I

World War I

Inter-war

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World War II

The sole airworthy Blenheim (Mk.1 L6739) exhibited at Duxford in 2015

Post-WWII

1964 Royal Air Force Bristol Britannia Spica

Helicopters

Engines

Among Bristol's engine developments are: Template:Col-begin Template:Col-break Initial series:

Template:Col-break Sleeve-valve engine models:

Template:Col-break Turbine engines:

The Bristol Pegasus engine

Template:Col-end Ramjet variants:

Missiles and rockets

The Bristol Bloodhound missile

Missile projects developed by Bristol include:

  • Blue Envoy – surface-to-air missile concept aimed at Operational Requirement 1140; never entered production
  • Bloodhound – large-scale surface-to-air missile system
  • Fulmar – experimental research rocket
  • Skua – sounding rocket for atmospheric research
  • Bristol 182 developed to meet specification UB.109T, also known under the Ministry of Supply codename "Blue Rapier"

Aircraft turrets

Bristol initiated the manufacture of gun turrets with its Type 120 model, created in response to an Air Ministry requirement. This turret featured a glazed dome positioned above a Scarff ring that held a Lewis light machine gun. Although turret rotation was manual, it shielded the gunner from the airflow. Comparable turrets were also installed on the Bristol Bombay.

The earliest powered turrets produced by Bristol utilized hydraulic mechanisms. In the B.II nose turret and B.III tail turret, a Vickers K machine gun was mounted within a narrow horizontal aperture connected to a gunsight. A ram mechanism rotated this strip—and thus the gun—horizontally, while the glazing itself remained fixed.

The Bristol Type B.1 exemplified the design approach of subsequent gun turrets; the weapon elevated through a rotating slot in the glazing. This model had two notable characteristics: the cupola could be lowered to reduce aerodynamic drag, and although the single gun was centrally positioned, its cradle could pivot independently from the turret. This allowed the turret to be rotated with an offset enabling the gunner to fire alongside the rudder and directly engage targets behind the aircraft. The Type B.1 was installed on aircraft such as the Bristol Blenheim and Beaufort, as well as on the Avro Anson and Fairey Battle when configured as gunnery trainers, where they carried two Browning machine guns.

The Type B.IV was engineered as a lightweight (66 kg) turret specifically for the Beaufort’s mid-upper station, equipped either with one (B.IV Mk 1) or two (B.IV Mk 1E) Vickers K machine guns.

Designed to supersede earlier models on the Blenheim Mk V, Type X incorporated two 0.303-inch Browning machine guns.

Developed in 1940, the Type B.11 was a four-gun turret intended for installation on the dorsal position of the Beaufighter. Although this design did not enter service there, it was also evaluated for use on the Douglas Boston and de Havilland Mosquito.

The Type B.12 represented another four-gun dorsal turret crafted for the Bristol Buckingham. A key requirement was that crew members could pass through its space to access the bombardier’s compartment when not in operation. After successful testing, it was redesigned as a Mark II variant featuring two 0.5-inch Browning heavy machine guns, while the Mark IV version carried two 0.303-inch guns.

The B.12 "Mark III" served as an experimental model employing an electrical system instead of hydraulics for turret operation; this proved effective and was later adopted in models such as the B.16, B.17, B.18, and B.30 turrets.

For rearward defense beneath the aircraft, a second turret was developed for the Buckingham. Positioned at the rear of the gondola-style bomb aimer station under the fuselage, it housed two Browning machine guns.

The "B.14" designation referred not to a turret but to a remotely controlled four-gun nose mounting designed for the Buckingham. Although included in pre-production mockups, this concept did not advance beyond initial development.


See also

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Citations

  1. ↑ 1.00 1.01 1.02 1.03 1.04 1.05 1.06 1.07 1.08 1.09 1.10 1.11 1.12 1.13 1.14 1.15 Cite error: Invalid <ref> tag; no text was provided for refs named bae heri
  2. ↑ Barnes 1988, p. 14.
  3. ↑ Barnes 1988, p. 48.
  4. ↑ Template:Cite PastScape
  5. ↑ Gray 1987, p. 35.
  6. ↑ "American Sports Car Has European Origins." Popular Mechanics, April 1954, p. 86.
  7. ↑ "Arnolt-Bristol Sports Car." Archived 17 December 2014 at the Wayback Machine UK Bristol Owners Club, section 9.
  8. ↑ "History of the Bristol Marque." Archived 26 April 2012 at the Wayback Machine UK Bristol Owners Club.
  9. ↑ Barnes 1988, pp. 344-345, 347.
  10. ↑ Barnes, C (1988). Bristol Aircraft Since 1910.
  11. ↑ 11.0 11.1 Cite error: Invalid <ref> tag; no text was provided for refs named aa_heli
  12. ↑ "Bristol Type 171 Sycamore Production List". Filton Flyer. Archived from the original on 6 March 2012. Retrieved 5 August 2011.
  13. ↑ "Bristol Type 173 Production List". Filton Flyer. Archived from the original on 13 May 2002. Retrieved 5 August 2011.
  14. ↑ "Bristol Type 192 Production List". Filton Flyer. Archived from the original on 23 August 2002. Retrieved 5 August 2011.
  15. ↑ "Type 194". Aviation Archive. Archived from the original on 28 September 2011. Retrieved 5 August 2011.
  16. ↑ Penrose, Harald; Adventure with Fate: An Autobiography, Airlife, 1984, p.324.
  17. ↑ Oughton, James D.; Bristol: An Aircraft Album, Ian Allan, 1973, p.108.
  18. ↑ "Exhibits". Bristol Aero Collection. Archived from the original on 19 August 2011. Retrieved 5 August 2011.

Bibliography

External links

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BBristol Aeroplane CompanyBBristol Engine CompanyBBritish and Colonial Aeroplane CompanyBBristol Omnibus Company
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