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Bristol Britannia

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Bristol Aeroplane Company
IndustryAerospace, Aviation
Founded1910
Headquarters
Filton
,
United Kingdom
ProductsAircraft, including Bristol Type 175 Britannia


For the car manufactured by Bristol Cars between 1982 and 1993, see Bristol Type 603.

Template:Good article Template:Infobox aircraft

The Bristol Type 175 Britannia represents a British-built medium to long-haul airliner crafted by the Bristol Aeroplane Company in 1952 to address the United Kingdom's civil aviation demands. During its development phase, two prototype aircraft were lost, and the turboprop engines experienced issues with atmospheric inlet icing, which postponed its operational debut while corrective measures were implemented.

By the time the Britannia was ready for service, pure jet airliners from France, the UK, and the USA were about to enter commercial use, limiting production to only 85 units before manufacturing ceased in 1960. Despite this, the Britannia is regarded as a significant milestone in turboprop airliner engineering and enjoyed popularity among travelers. It earned the nickname "The Whispering Giant" due to its notably quiet external noise and smooth flight characteristics, although the cabin environment was less serene.

Canadair acquired a licence to produce the Britannia in Canada, resulting in an additional 72 aircraft across two variants: the extended CL-44/CC-106 Yukon and the extensively modified maritime patrol variant, the Canadair CP-107 Argus.

Origins

During World War II in 1942, British aircraft manufacturing primarily focused on heavy bombers out of necessity, leaving transport aircraft production largely to American manufacturers. This shift risked leaving Britain with limited experience in transport aircraft postwar. To address this, a committee led by Lord Brabazon of Tara was formed in 1943 to examine future British civilian airliner requirements. The resulting Brabazon Committee recommended developing several aircraft types tailored to Britain's civil aviation market.

Bristol secured contracts for both Type I and Type III designs, delivering their Type I model—the Bristol Brabazon—in 1949. The Medium Range Empire (MRE) requirements issued by the British Overseas Airways Corporation (BOAC) in 1946 aligned with the Type III specification C.2/47 released by the Minister of Supply in April 1947. This specification called for an airliner carrying approximately 48 passengers powered by either Bristol Centaurus radial engines or Napier Nomad turbo-compound diesel engines. Although turboprop alternatives were considered, their novelty meant Bristol could not yet guarantee their performance.

Within the company, proposals labeled "X" involved converting existing Lockheed Constellations to Centaurus powerplants, while "Y" contemplated licensed production of the Constellation itself during late 1946; however, BOAC ultimately chose a completely new design. Following negotiations over costs between BOAC and the Ministry of Supply, approval was granted for what became Model 175 in July 1948. Three prototypes were ordered: the first as Mk 1 powered by Centaurus engines, and two subsequent Mk 2 models designed for potential conversion to Bristol Proteus turboprops under development at that time.

By October 1947, with design work progressing, Bristol had finalized a Centaurus-powered aircraft featuring a maximum takeoff weight of approximately 103,000 lb (47,000 kg) and a payload capacity near 13,300 lb (6,000 kg). The anticipated route from Karachi to Cairo dictated a seating limit of around 48 passengers while carrying sufficient fuel for this extensive leg. On July 5th, 1949, the Ministry of Supply placed an order for five prototypes under these parameters, anticipating that BOAC would subsequently contract for a production batch of twenty-five units. On July 28th, BOAC secured options for twenty-five aircraft powered initially by Bristol Centaurus engines but intended for re-engining with Bristol Proteus turboprops once available.

Redefinition and prototypes

In November 1948, the Type 175 underwent another revision to increase capacity to 74 passengers and extend the wingspan, aiming to create a long-range variant tailored for extended Empire and transatlantic flights rather than the initially intended medium-haul Empire routes. BOAC ultimately concluded that the Proteus engine was the only feasible option, which led to a redesign that removed the Centaurus engine alternative. Nevertheless, some senior BOAC officials, including Deputy Chairman Whitney Straight, regarded the Proteus engine as outdated technology. Despite BOAC’s preference for a turboprop powerplant, the continuation of the Type 175 project depended on the Proteus successfully completing a 150-hour Type Test.

File:Bristol 175 Britannia 100 G-ALBO Bristols Farnborough 13.09.53 edited-2.jpg
The prototype Britannia 101 G-ALBO displayed in BOAC livery at the 1953 Farnborough Air Show

In April 1950, the airliner was christened Britannia. The initial two prototypes were designated Britannia 101 and equipped with early Proteus 625 engines, which succeeded the 600 series that had already passed type certification.

The first prototype, registered as G-ALBO, piloted by Bristol’s Chief Test Pilot A.J. "Bill" Pegg, took flight on 16 August 1952 from Filton Aerodrome. During this inaugural flight, overly sensitive controls caused abrupt pitching motions before Pegg regained stability. Approaching landing, smoke filled the cockpit and the main landing gear bogie temporarily jammed, deploying fully only moments before touchdown. These issues were addressed promptly, and by September the aircraft was approved to participate in the 1952 SBAC Display at Farnborough, where observers noted the remarkable "quietness" of this large airliner. In November 1952, Popular Science anticipated that by 1954 BOAC would operate a fleet of 25 such aircraft on routes like London to Tokyo via the Arctic and North Pole.

Delays

Following three unexplained crashes involving de Havilland Comets in 1953 and 1954, the Air Ministry mandated extensive testing for the Britannia. Additional setbacks arose from engine teething troubles, culminating in February 1954 with the loss of the second prototype, G-ALRX. This incident resulted from a reduction gear failure that triggered an engine fire, forcing an emergency landing on the mudflats of the Severn Estuary. Fortunately, all personnel aboard escaped unharmed; however, attempts to recover the aircraft failed due to it having belly-landed and sunk into soft mud, leading to its destruction during salvage efforts. Further delays were incurred while addressing inlet icing problems discovered as initial deliveries to BOAC commenced; these issues were mitigated by adjusting cruising altitudes but were significantly overstated by BOAC, damaging future sales prospects and postponing entry into service by two years.

File:Bristol 175 Britannia 102 G-ANBO BY RWY 29.08.65 edited-3.jpg
Britannia Airways' Britannia Model 102 at Manchester Airport in 1965

The first prototype G-ALBO was updated to approximate production standards more closely but remained with Bristol for ongoing engine trials and development work. Bristol adapted the design into larger transatlantic variants for BOAC, producing Series 200 and 300 models; notably, the Britannia 300LR (Long-Range) was considered highly suitable for BOAC’s London-to-Sydney services. In 1955, BOAC agreed on a purchase price of £768,000 per Britannia 100-series aircraft.

Australian carrier Qantas evaluated acquiring Britannias; however, prolonged development eroded any competitive edge against newer competitors like the Douglas DC-8 and de Havilland Comet 4. Route-proving flights persisted through 1955 while orders were secured from operators including El Al and Canadian Pacific Air Lines, alongside BOAC’s standing commitment.

Throughout its first eight months of operational testing—characterized by aviation historian Roger Carvell as "Around the World in 80 Delays"—the Britannia experienced sixteen in-flight engine failures and required forty-nine unscheduled engine replacements. These persistent engine difficulties postponed its service entry until February 1957, approximately two years behind schedule. The aircraft attracted considerable attention both in popular media and within the British House of Commons, especially after revelations that BOAC had considered temporarily equipping their Douglas DC-7 fleet with Rolls-Royce Tyne engines pending Britannia certification.

In 1956, Bristol’s managing director Peter Masefield piloted the tenth production Britannia, G-ANBJ, on a global sales tour. The aircraft garnered strong interest in America due to its status as a faster, longer-range counterpart to the successful Vickers Viscount, already well-established on U.S. domestic routes. Compared with piston-powered DC-7Cs—then relatively new—the Britannia offered comparable transcontinental or transatlantic range with higher speeds and more modern engines appealing to passengers. Both Eastern Air Lines and TWA expressed intent to order; TWA’s majority owner Howard Hughes personally flew the Britannia and immediately requested thirty units. However, American buyers required deliveries within a few years—a timeline Bristol could not meet due to limited production capacity and prior commitments to BOAC orders. With jetliners such as Boeing 707 and Douglas DC-8 anticipated to enter service by 1958–59, this opportunity was lost.

Aviation historian Peter Pigott encapsulated these delays’ consequences: Template:Blockquote

Related developments

File:Bristol 175 Britannia 314 G-ATLE Transglobe Ringway 06.66 edited-2.jpg
Former Canadian Pacific Air Lines Britannia Model 314 operated by Transglobe Airways at Manchester Airport, June 1966

In 1954, Canadair obtained a licence to manufacture the derivative models Canadair CL-28/CP-107 Argus and the Canadair CL-44/Canadair CC-106 Yukon.[1] Derived from the Britannia design, the Argus was a maritime patrol and anti-submarine military aircraft tailored for extended endurance during long-range missions rather than high speed. It employed four Wright R-3350-32W Turbo-Compound engines[N 1] that provided improved fuel efficiency at lower altitudes.[2] Unlike the original Britannia, the Argus combined the Britannia’s wings, tail assemblies, and landing gear with a specially designed, unpressurized fuselage. This fuselage incorporated North American components and standardized parts instead of British ones.[3]

The Argus’s interior was comprehensively outfitted for anti-submarine operations, featuring advanced navigation, communication, and tactical electronic systems as well as armament capacity including bombs, torpedoes, mines, and depth charges.[2] A total of 33 units were produced across two variants (Mk 1 and Mk 2), serving the Royal Canadian Air Force (RCAF) and Canadian Forces between 1957 and 1982.[4]

Canadair also manufactured 39 turboprop-powered Canadair CL-44/Canadair CC-106 Yukon aircraft fitted with Rolls-Royce Tyne engines. This fleet included 12 CC-106 Yukons configured for RCAF passenger transport and 27 CL-44D4 passenger/cargo models intended for civilian use. Civil operators predominantly utilized these aircraft as freighters. Four CL-44D4s were modified into CL-44J versions featuring extended fuselages to serve Icelandic low-cost carrier Loftleiðir. All CL-44D4s were equipped with swing-tail designs to facilitate direct cargo loading, operating with various airlines, most notably Flying Tiger Line.[4][5] The CC-106 Yukon was employed by the RCAF exclusively as a passenger transport aircraft.[6]

A unique final evolution of this lineage was the Conroy Skymonster, dubbed Guppy, developed from a Canadair CL-44D4 N447T airframe. The primary alteration involved enlarging the fuselage in a manner similar to the Mini Guppy, which had been produced by Jack Conroy's earlier company, Aero Spacelines.[7] After an extensive operational life as a cargo aircraft, the Guppy was placed in storage at Bournemouth Airport in 2003 before being sold at a later date.[8]

Operational history

File:Bristol 175 Britannia 312 G-AOVP BA RWY 15.12.59 edited-2.jpg
BOAC Britannia Model 312 touching down at Manchester Airport in December 1959 after a transatlantic journey

After an extended phase of uneventful development flights and the installation of an improved Proteus 765 series engine which significantly enhanced reliability, the aircraft received its full Certificate of Airworthiness by late 1955.[9] BOAC took delivery of the first two Model 102s on 30 December 1955 to commence crew training.[10] Scheduled operations with the Model 102 began on 1 February 1957, starting with a BOAC route from London to Johannesburg,[11] followed by services to Sydney in March and Tokyo in July. By August of that year, BOAC had received the initial 15 Model 102 aircraft.[12] The final ten planes from this order were constructed as Series 300 models designed for transatlantic routes.[12]

In April 1959, BOAC leased a Model 102 Britannia to Ghana Airways for flights between Accra and London, and during the early 1960s, the airline acquired several additional Britannias.[13] Eventually, the Model 102 was also made accessible to other BOAC-affiliated carriers such as Cathay Pacific, Central Africa, East African, Nigeria, and Malayan airlines.[14]

File:Britannia.plan.arp.750pix.jpg
Royal Air Force Britannia C2 (Model 253) Acrux in service during 1964

The subsequent production batch derived from the long-range Model 200 series, designed for combined passenger and cargo use in civil aviation; however, Bristol ultimately offered this series to the Royal Air Force (RAF).[14] In 1959, RAF Transport Command procured three Model 252 and twenty Model 253 aircraft, designating them Britannia C.2 (Model 252) and C.1 (Model 253).[15] RAF-operated planes bore star names such as "Arcturus," "Sirius," and "Vega." After their retirement in 1975, many of these Model 200 series aircraft transitioned to independent civilian operators for cargo transport, reflecting their initial purpose.[16][17]

Although the Bristol Model 302 was initially produced for BOAC's original order, the airline transferred this series to other carriers; for example, Aeronaves de Mexico received two Model 302s that entered service in December 1957.[14] BOAC's fleet included eighteen Britannia 312s delivered from September 1957, which debuted on the first non-stop London-to-Canada flight on December 19 that year.[11] By late December, regular Britannia flights commenced between London and New York.[18] Other airlines such as Israel's El Al also operated Britannias on transatlantic services.[19]

In the year 1959, BOAC expanded its Britannia operations across the Pacific to include Tokyo and Hong Kong destinations, thereby extending its global network.[11] The westbound intercontinental route for these BOAC Britannia flights between the UK and Asia in that year was London-New York-San Francisco-Honolulu-Wake Island-Tokyo-Hong Kong.[20]

File:Bristol Britannia 318 CU-T670 Lima 04.72.jpg
Cubana de Aviacion Britannia model at Lima airport in Peru during April1972

Canadian Pacific Air Lines received its first of six Model314 Britannias on April1,1958,[21] with an additional two Model324s (constructed to Model320 standards) arriving later and sold to Cathay Pacific in1961.[22] Although BOAC ordered seven Model302s, they never took delivery; instead these aircraft were acquired by airlines such as Aeronaves de México and Ghana Airways.[23][24] The primary long-range variants were the310s; BOAC acquired18 units which entered service starting September1957 on London-New York routes; by March1964 BOAC's fleet included50 aircraft with10 being Britannia312s.[25] The airline's final scheduled Britannia flight occurred in April1965.[26]

The310 series (Model318) also operated transatlantic flights with Cubana de Aviación beginning in1958; despite the Cuban Revolution, Cubana maintained a special agreement with British manufacturers to support this aircraft type.[27] In1975 several Cuban Britannias were utilized to transport hundreds of soldiers from the Cuban Revolutionary Armed Forces to Angola during Operation Carlota, a proxy conflict.[28] Cubana de Aviación continued operating its Britannia fleet until March1990.[29]

File:Darwin's Civil Airport BOAC Britannia1958.jpg
BOAC Britannia Model312 at Darwin Airport, circa1958

Following acquisitions of remaining spare parts from both the Royal Aircraft Establishment and Cubana, airlines in Zaïre continued operating several Britannias into the early1990s on regular cargo services originating from N'djili Airport to various domestic locations.[30]

The majority of these aircraft were manufactured by Bristol at Filton; however thirty units were produced at Belfast by Short Brothers and Harland.[31][32] Due to prolonged development delays rather than an anticipated production volume of180 units, only80 aircraft were ultimately sold.[33] The challenges experienced during Britannia’s development led BOAC to adopt a more cautious stance toward other British-built aircraft like the Vickers VC10.[34] Throughout its operational life, engine icing remained an ongoing risk that crews managed by maintaining a "high-lo" flight profile to reduce hazards,[35] with Squadron Leader David Berry—who logged5,000 hours on the type—describing it as flying “Beauty and the Beast.”[36] According to Aeroplane in its "100 Great British Aircraft" feature (2008), the Britannia is regarded among aviation’s notable achievements.[37]

Bristol Model 175

Mk 1
Conceptual prototype equipped with Bristol Centaurus 662 engines, featuring a fuselage length of 114 ft (35m), a wingspan of 120 ft (36.5 m), and accommodation for 48 passengers; this model was never constructed.
Mk 2
Planned production of two prototypes powered either by Bristol Centaurus 662 or Bristol Proteus 600 engines; the Proteus-powered variant retained the 114 ft (35m) fuselage but had an extended wingspan of 140 ft (43 m) and reduced seating capacity of 36 passengers. Although two prototypes were intended, none were built.
File:Bristol Britannia 102 G-ANBA, BOAC (1959).jpg
BOAC Bristol Britannia Model 102 G-ANBA, circa 1959

Series 100

Designed as a seventy-four-seat airliner with a fuselage length of 114 ft (35m), powered by four Bristol Proteus 705 engines.

101
Initial prototypes, two units originally fitted with Proteus 625 engines, soon upgraded to Proteus 755. The first prototype, G-ALBO, was utilized for developmental trials involving the Bristol Orion in 1956 and later the Proteus 765 in 1957.
102
Production batch intended for BOAC, with an initial order of 25 aircraft; however, the final ten were cancelled in favor of the Series 300. A total of fifteen were completed.
File:Britannia.red.750pix.jpg
UK Ministry of Defence Britannia 312F XX367 at the manufacturer’s Filton facility on April 29, 1983, commemorating the aircraft’s twenty-fifth anniversary since its maiden flight. Previously operated by BOAC, British Eagle, and Air Spain as a civilian airliner.

Series 200

A dedicated freighter version featuring a fuselage lengthened to 124 ft 3 in (38 m). BOAC had options for five units but these were cancelled and no aircraft were constructed.

Series 250

This variant resembled the Series 200 but was designed for mixed passenger and cargo use.

252
Initially ordered by the Ministry of Supply for leasing to charter operators but ultimately delivered to the Royal Air Force as the Britannia C2. It included a reinforced floor in the forward fuselage section and a cargo door. Three units were produced.
253
A combined passenger and freight model for the Royal Air Force, designated Britannia C1. It featured a full-length heavy-duty floor and provision for rear-facing seats per RAF preference. The capacity allowed for either 115 troops or equivalent cargo volume. Twenty aircraft were built. Subsequently, these were sold on the civilian market as freighters under the Series 253F designation.
File:Bristol Britannia - geograph.org.uk - 770412.jpg
Britannia Model 312 formerly operated by Monarch Airlines now exhibited at Duxford Aerodrome

Series 300

A passenger-exclusive variant derived from the Series 200, capable of accommodating up to 139 passengers (initially configured for 99) with moderate fuel capacity.

301
A single prototype constructed at Filton using the wing and fuel system from Model 100; its maiden flight occurred on July 31, 1956.
302
Produced in Belfast, with ten units ordered by BOAC but later cancelled in favor of Model 305. Seven airframes were started under this specification, two of which were delivered to Aeronaves de Mexico.
305
Five Belfast-manufactured Model 302s modified to extend range but limited in maximum takeoff weight due to thinner fuselage skin and lighter landing gear. Originally ordered by Capital Airlines, which cancelled their order, then by Northeast Airlines, who also withdrew theirs. All were eventually converted to other variants.
306
A single former Series 305 aircraft leased to El Al while awaiting delivery of the last Series 313 unit. This aircraft was later converted into a Series 307.
307
Two ex-BOAC Northeast Airlines Series 305 aircraft—including one previously leased as Series 306 by El Al—were transferred to Air Charter Limited in September 1958 and March 1959 respectively and re-designated as Model 307. Later operated by British United Airways.
307F
Both Model 307 aircraft underwent conversion into freighters during the 1960s.
308
Two former Series 305 units acquired by Transcontinental SA of Argentina configured to carry up to 104 passengers.
308F
The two Model 308 aircraft were converted into freighters in the mid-1960s for operation by British Eagle.
309
A single ex-Series 305 aircraft leased to Ghana Airways.

Series 310

Similar to the 305 series but featuring reinforced fuselage skin and landing gear. Equipped with extended fuel tanks for long-distance flights, it was initially designated as the 300LR.

311
One prototype initially referred to as the 300LR.
312
Production models built for BOAC, totaling 18 units.
312F
A freighter conversion of the 312 during the 1960s, with five aircraft modified.
313
Production aircraft manufactured for El Al, with four delivered.
314
Six production units supplied to Canadian Pacific Air Lines.
317
Two production aircraft configured for Hunting-Clan Air Transport with a troop transport setup accommodating 124 passengers.
318
Four production aircraft delivered to Cubana de Aviación, starting on 15 December 1958. One of these was later leased to Cunard Eagle between 1960 and 1961, then subsequently leased to CSA in 1962.
319
A single 312 variant converted in the 1960s for Ghana Airways.
320
A model intended for the North American market; although Trans World Airlines did not finalize their order, two units were completed as Series 324s instead.
324
Two Series 320 aircraft built for Canadian Pacific Air Lines, which were later acquired by Cunard Eagle Airways in 1961.

Operators

File:Bristol 175 Britannia 312 G-AOVF Donaldson RWY 4.9.71 edited-3.jpg
Donaldson Airways Britannia Model 312 G-AOVF at Manchester Airport, September 1971
File:British Eagle Britannia.jpg
British Eagle Britannia Model 312 at Manchester, England, August 1964
File:Raf britannia xm496 arp.jpg
Former RAF Britannia C2 (Model 253) Regulus undergoing restoration by the Bristol Britannia Preservation Society at Cotswold Airport, England as of 2007

Civilian operators

Template:ARG
  • Aerotransportes Entre Rios
  • Transcontinental SA
Template:AUS
  • Southern Cross International (leased)
Template:BEL
  • Young Cargo
Template:BDI
  • Centre Air Afrique
Template:CAN
Template:CUB
Template:CSK
  • CSA leased two aircraft from Cubana de Aviación during periods from 1961–1964 and again from 1963–1969.
Template:GHA
Template:IDN
  • Indonesian Angkasa Civil Air Transport
Template:IRL
Template:ISR
  • El Al – An El Al Britannia was notably used to transport Nazi war criminal Adolf Eichmann from Argentina following his capture in 1960.
Template:KEN
Template:Country data Kenya, Template:Country data Uganda, Template:Country data Tanganyika and Template:Country data Zanzibar
Template:LBR
  • Liberia World Airways
Template:MYS
Template:MEX
Template:ESP
Template:CHE
  • Globe Air operated two former El Al model 313 aircraft between 1964 and 1967.
Template:ARE
  • Gaylan Air Cargo (United Arab Emirates)
File:Flag of the United Kingdom.svg United Kingdom
Template:ZAI
  • Domaine de Katale
  • Katale Air Transport
  • Lukum Air Services
  • Transair Cargo

Military users

File:Flag of the United Kingdom.svg United Kingdom
Template:Country data Cuba

Accidents and incidents

Between 1954 and 1980, fourteen Britannia aircraft were lost, resulting in 365 fatalities. The deadliest event was the 1967 Nicosia Britannia disaster, which claimed 126 lives.[38]

  • On 4 February 1954, during a test flight, the second Britannia prototype crashed near Severn Beach, Gloucestershire. The crew initially shut down engine No. 3 after detecting an oil pressure loss, then restarted it, but a fire erupted that could not be controlled. As a precaution, engine No. 4 was also shut down. Approaching Filton Airport, fearing structural failure of the main spar due to the fire, pilot William "Bill" Pegg decided to perform an emergency landing on the Severn Estuary mudflats. There were no casualties.[39]
  • On 6 November 1957, the prototype of the 300 series crashed during a test flight at Downend, resulting in the deaths of all 15 occupants.[40]
  • A BOAC Britannia 312 on a test flight crashed at Winkton on 24 December 1958, causing nine fatalities among those onboard.[41]
  • On 5 July 1960, two co-pilots hijacked a Cuban Bristol Britannia 138 and diverted it to Miami.
  • On 22 July 1962, a Britannia 314 operated as Canadian Pacific Air Lines Flight 301 was destroyed during an attempted go-around following a three-engine approach at Honolulu Airport, Hawaii; this accident resulted in the loss of 27 out of the 40 people aboard.[42]
  • British Eagle International Airlines Flight 802/6 crashed into the Glungezer mountain near Innsbruck on 29 February 1964, killing all 83 passengers and crew.[43]
  • On 1 September 1966, Britannia Airways Flight 105 crashed during landing at Ljubljana, Slovenia (then Yugoslavia), with a death toll of 98 out of the total of 117 onboard. The likely cause was the crew’s failure to set their altimeter to QFE instead of QNH, creating an altitude reading error of approximately 980 feet (300 m).[44]
File:Britannia Airways Flight 105 crash in Lahovče 1966 1.jpg
Britannia Airways Flight 105 crash in Slovenia in 1966
  • A Globe Air Britannia 313 operating from Bangkok to Basel with stops in Colombo, Bombay (Mumbai), and Cairo diverted to Nicosia on 20 April 1967. After a missed approach and low circuit near Nicosia Airport, the aircraft impacted near the perimeter fence.[45]
  • On 12 October 1967, an RAF C1 known as "Sirius" overran the runway at RAF Khormaksar, Aden, sustaining damage beyond repair.[42]
  • An Interconair Britannia model 253G encountered severe vibrations at approximately 300 feet while approaching Shannon Airport on a ferry flight on 30 September 1977. The crew aborted the landing attempt but the aircraft descended prematurely, striking terrain short and right of the runway. The impact caused the right wing to detach; the plane then skidded and caught fire. Fortunately, all six occupants survived.[46]
  • A Redcoat Air Cargo Britannia model 253F crashed near Billerica, Massachusetts shortly after departing Boston on 16 February 1980. The primary cause was ice and snow accumulation on the airframe before takeoff combined with further icing encountered during climb amid moderate to severe weather conditions. Additional factors included wind shear, downdrafts, and turbulence during ascent. Of eight people onboard, seven perished while one sustained serious injuries.[47]

Surviving aircraft

File:BristolBritanniaNose-mrh02.JPG
Forward fuselage section of the second prototype Britannia G-ALRX displayed at the Bristol Aero Collection.

Specifications (Series 310)

File:Bristol Britannia Cockpit REJS.jpg
Flight deck of Britannia 312 G-AOVT

Template:Aircraft specs

See also

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Notes

  1. ↑ The Wright R-3350 initially powered the Boeing B-29 Superfortress.

Citations

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named piggott 139
  2. ↑ 2.0 2.1 Piggot 2005, p. 168.
  3. ↑ Pickler and Milberry 1995, pp. 145–155.
  4. ↑ 4.0 4.1 Pickler and Milberry 1995, pp. 148–149.
  5. ↑ Woodley 2003, p. 130.
  6. ↑ Piggot 2005, p. 146.
  7. ↑ Savage, Daren. "Conroy Aircraft CL-44-O Skymonster (Guppy CL44)." All About Guppys, 2008. Retrieved: 20 October 2010.
  8. ↑ "Cl-44 Association." swingtail44.blogspot.com. Retrieved: 20 October 2010.
  9. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Carvell p. 74
  10. ↑ Jackson 1974, p. 265.
  11. ↑ 11.0 11.1 11.2 "Explore our past: 1950 – 1959." British Airways. Retrieved: 19 October 2010.
  12. ↑ 12.0 12.1 Barnes 1964, p. 347.
  13. ↑ Guttery 1998, pp. 75–76.
  14. ↑ 14.0 14.1 14.2 Swanborough 1962, p. 27.
  15. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Orle 28
  16. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named cosfbrit
  17. ↑ Berry 1996, p. 603.
  18. ↑ "The New Scientist: Two Decades Ago." The New Scientist, volume 76(1082), dated December 15, 1977, page 687.
  19. ↑ Van Riper 2004, p. 90.
  20. ↑ "BOAC September 1, 1959 Timetable." Airline Timetable Images, June18,2015.
  21. ↑ Piggott2005,p.139.
  22. ↑ Swanborough1962,p.29.
  23. ↑ Orlebar2002,p.28.
  24. ↑ "Britannia Aeronaves de Mexico." Aviation Week and Space Technology (McGraw-Hill),1959,p.49.
  25. ↑ Gunn1988,p.314.
  26. ↑ Flight29April1965
  27. ↑ "Cuba update: a publication of the Center for Cuban Studies." Center for Cuban Studies,11(1–2),1990,p.12.
  28. ↑ George2005,pp.60,67.
  29. ↑ "XM496 Regulus." Archived 2011-09-03 at the Wayback Machine XM496 Preservation Society, Retrieved19October2010.
  30. ↑ "Profile for: Katale Aero Transport." AeroTransport Data Bank,2013.
  31. ↑ Carvell2005,p.78.
  32. ↑ "Britannia." Flight International,82(1962),p.861.
  33. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Orle27
  34. ↑ Orlebar2002,p.29.
  35. ↑ Carvell2005,p.86.
  36. ↑ Carvell2005,p.84.
  37. ↑ Oakey2008,p.81.
  38. ↑ "Britannia crash Kills 126: Cyprus storm disaster." The Times, Issue 56921, 21 April 1967, p. 4, column D.
  39. ↑ "Bristol Britannia accident: 4 February 1954." aviation-safety.net. Retrieved: 3 February 2011.
  40. ↑ 15 killed in Britannia test flight crash." The Times, Issue 53992, 7 November 1957, p. 10, column E.
  41. ↑ Template:ASN accident
  42. ↑ 42.0 42.1 Eastwood 1990, pp. 70–76.
  43. ↑ "Accident description: Bristol 175 Britannia 312, Operator: British Eagle International Airlines." aviation-safety.net. Retrieved: 17 July 2010.
  44. ↑ Template:Usurped Air Accident database. Retrieved: 17 July 2010.
  45. ↑ "ASN Accident report Bristol 175 Britannia 313 HB-ITB Nicosia Airport." aviation-safety.net. Retrieved: 20 October 2010.
  46. ↑ "Aircraft accident Bristol 175 Britannia 253 EI-BBY Shannon Airport (SNN)" aviation-safety.net. Retrieved: 27 January 2016.
  47. ↑ National Transportation Safety Board Report, NTSB-AAR-81-3.

Bibliography

  • Angelucci, Enzo. World Encyclopedia of Civil Aircraft. London: Willow Books, 1984. ISBN 0-00-218148-7.
  • Barnes, C.H. Bristol Aircraft since 1910. London: Putnam, First ed., 1964.
  • Berry, David. The RAF Britannia and Its People: 1959 to 1975. Startley, Chippenham, UK: Keyham Books, 1996. ISBN 0-9527715-4-3.
  • Carvell, Roger. "Database: Bristol Type 175 Britannia." Aeroplane, Volume 33, No. 8, August 2005.
  • Donald, David, ed. The Encyclopedia of World Aircraft. Leicester, UK: Blitz Editions, 1997. ISBN 1-85605-375-X.
  • Eastwood, Tony and John Roach. Turbo Prop Airliner Production List. West Drayton, UK: Aviation Hobby Shop, 1990. ISBN 0-907178-32-4.
  • George, Edward. The Cuban Intervention in Angola, 1965–1991: From Che Guevara to Cuito Cuanavale. London: Routledge, 2005. ISBN 0-415-35015-8.
  • Gunn, John. High Corridors: Qantas, 1954–1970. Self-published, John Gunn, 1988. ISBN 0-7022-2128-7.
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External links

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