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| ⚫ | {{Short description|British four-engined turboprop airliner, 1952}} |
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{{For| the [[car]] produced by [[Bristol Cars]] from 1982 to 1993|Bristol Type 603}} |
{{For| the [[car]] produced by [[Bristol Cars]] from 1982 to 1993|Bristol Type 603}} |
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| ⚫ | {{Short description|British four-engined turboprop airliner, 1952}} |
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{{Use dmy dates|date=August 2019}} |
{{Use dmy dates|date=August 2019}} |
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{{Use British English|date=December 2016}} |
{{Use British English|date=December 2016}} |
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During the first eight months of its operational trials,{{#tag:ref| Aviation historian Roger Carvell typified the experience as "Around the World in 80 Delays", taking his cue from a popular refrain that was coined during the Britannia's troubled proving flights.|group=N}} a total of 16 in-flight engine failures and 49 unscheduled engine changes punctuated the ongoing engine problem and delayed the Britannia's in-service date until February 1957, roughly two years late.<ref name = 'Orle 27'>Orlebar 2002, p. 27.</ref><ref name="Carvell p. 74">Carvell 2005, p. 74.</ref> The Britannia received a fair amount of attention in both the popular press and the [[House of Commons of the United Kingdom|British House of Commons]], especially when it was revealed that BOAC had contemplated fitting [[Rolls-Royce Tyne]]s to their fleet of [[Douglas DC-7]]s as an interim measure until the Britannia was cleared for service.<ref name="Carvell p. 68" /> |
During the first eight months of its operational trials,{{#tag:ref| Aviation historian Roger Carvell typified the experience as "Around the World in 80 Delays", taking his cue from a popular refrain that was coined during the Britannia's troubled proving flights.|group=N}} a total of 16 in-flight engine failures and 49 unscheduled engine changes punctuated the ongoing engine problem and delayed the Britannia's in-service date until February 1957, roughly two years late.<ref name = 'Orle 27'>Orlebar 2002, p. 27.</ref><ref name="Carvell p. 74">Carvell 2005, p. 74.</ref> The Britannia received a fair amount of attention in both the popular press and the [[House of Commons of the United Kingdom|British House of Commons]], especially when it was revealed that BOAC had contemplated fitting [[Rolls-Royce Tyne]]s to their fleet of [[Douglas DC-7]]s as an interim measure until the Britannia was cleared for service.<ref name="Carvell p. 68" /> |
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In 1956, Bristol's managing director [[Peter Masefield]] flew the tenth production Britannia, G-ANBJ, on a world sales tour. American interest was strong, since the Britannia seemed to be a faster, longer-range, higher-capacity sister of the [[Vickers Viscount]], which was already a marketing success on US domestic routes, and, compared to the piston-engined DC-7C, itself a new type, the Britannia offered similar transcontinental or transatlantic range with greater speeds and the public appeal of more modern powerplants. [[Eastern Air Lines]] and [[Trans World Airlines|TWA]] both wished to place orders, which might have forced competitors to follow suit. TWA's majority owner [[Howard Hughes]] took the controls of the Britannia for one flight and immediately requested 30 aircraft. However, the Americans wanted delivery within a couple of years, and Bristol, with its limited production facilities and the prior commitment to the BOAC order, could not meet that requirement, so, with the [[Boeing 707]] and [[Douglas DC-8]] jets expected in service by 1958-9, the opportunity passed.<ref>Hamilton-Paterson 2010, p.268.</ref> |
In 1956, Bristol's managing director [[Peter Masefield]] flew the tenth production Britannia, G-ANBJ, on a world sales tour. American interest was strong, since the Britannia seemed to be a faster, longer-range, higher-capacity sister of the [[Vickers Viscount]], which was already a marketing success on US domestic routes, and, compared to the piston-engined DC-7C, itself a new type, the Britannia offered similar transcontinental or transatlantic range with greater speeds and the public appeal of more modern powerplants. [[Eastern Air Lines]] and [[Trans World Airlines|TWA]] both wished to place orders, which might have forced competitors to follow suit. TWA's majority owner [[Howard Hughes]] took the controls of the Britannia for one flight and immediately requested 30 aircraft. However, the Americans wanted delivery within a couple of years, and Bristol, with its limited production facilities and the prior commitment to the BOAC order, could not meet that requirement, so, with the [[Boeing 707]] and [[Douglas DC-8]] jets expected in service by 1958-9, the opportunity passed. <ref>Hamilton-Paterson 2010, p.268.</ref> |
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Aviation historian Peter Pigott summarised the impact of the delays: |
Aviation historian Peter Pigott summarised the impact of the delays: |
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* Transair Cargo |
* Transair Cargo |
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===Military operators=== |
===Military operators=== |
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;{{flag|United Kingdom}} |
;{{flag|United Kingdom}} |
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