Bristol Braemar: Difference between revisions
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The initial design featured a unique engine installation with a central engine room housing all four engines. The engines were to be geared in pairs and power taken from the engines to the four propellers by power shafts. This design was abandoned early in development, and both the completed Braemars had a conventional engine installation, with the engines in inline tandem pairs, driving [[Push-pull configuration|pusher and tractor propellers]]. However, the engine-room design was resurrected later in the Braemar's development life, for the proposed steam-powered [[Bristol Tramp|Tramp]]. |
The initial design featured a unique engine installation with a central engine room housing all four engines. The engines were to be geared in pairs and power taken from the engines to the four propellers by power shafts. This design was abandoned early in development, and both the completed Braemars had a conventional engine installation, with the engines in inline tandem pairs, driving [[Push-pull configuration|pusher and tractor propellers]]. However, the engine-room design was resurrected later in the Braemar's development life, for the proposed steam-powered [[Bristol Tramp|Tramp]]. |
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The first prototype Braemar flew on 13 August 1917, with four [[Siddeley Puma]] engines of 230 hp (170 kW) each. The prototype showed generally good performance with a top speed of 106 mph (171 km/h), but there were complaints from the test pilots about the view from the cockpit and the controls, and so the next aircraft produced was an improved version designated Braemar Mk.II. The Mk.II had considerably more power, in its four [[Liberty L-12]] engines of 400 hp (300 kW), which gave it an improved speed of 125 mph (201 km/h). |
The first prototype Braemar flew on 13 August 1917, with four [[Siddeley Puma]] engines of 230 hp (170 kW) each. The prototype showed generally good performance with a top speed of 106 mph (171 km/h), but there were complaints from the test pilots about the view from the cockpit and the controls<ref>The pilots were no longer able to feel sideslip through the wind on their faces ([http://www.flightglobal.com/pdfarchive/view/1960/1960%20-%200208.html ''Flight'' 12 February 1960 p208])</ref>, and so the next aircraft produced was an improved version designated Braemar Mk.II. The Mk.II had considerably more power, in its four [[Liberty L-12]] engines of 400 hp (300 kW), which gave it an improved speed of 125 mph (201 km/h). |
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The Braemar never entered service with the RAF, and the two prototypes were the only Braemars built. The Braemar design was subsequently developed as the [[Bristol Pullman|Pullman]] passenger aircraft. |
The Braemar never entered service with the RAF, and the two prototypes were the only Braemars built. The Braemar design was subsequently developed as the [[Bristol Pullman|Pullman]] passenger aircraft. |
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Revision as of 17:48, 29 September 2011
| Bristol Types 24 and 25 Braemar | |
|---|---|
| Role | Heavy bomber |
| Manufacturer | Bristol Aeroplane Company |
| Designer | Frank Barnwell |
| First flight | 1918-08-13 |
| Number built | 2 |
| Developed into | Bristol Pullman |
The Bristol Braemar was a British heavy bomber aircraft developed at the end of the First World War for the Royal Air Force. Only two prototypes were constructed.
Development
The prototype Braemar was developed in response to the establishment of the Independent Air Force in October 1917, as a bomber capable of the long-range bombing of Berlin if necessary. A large triplane, it had internal stowage for up to six 250 lb (110 kg) bombs.
The initial design featured a unique engine installation with a central engine room housing all four engines. The engines were to be geared in pairs and power taken from the engines to the four propellers by power shafts. This design was abandoned early in development, and both the completed Braemars had a conventional engine installation, with the engines in inline tandem pairs, driving pusher and tractor propellers. However, the engine-room design was resurrected later in the Braemar's development life, for the proposed steam-powered Tramp.
The first prototype Braemar flew on 13 August 1917, with four Siddeley Puma engines of 230 hp (170 kW) each. The prototype showed generally good performance with a top speed of 106 mph (171 km/h), but there were complaints from the test pilots about the view from the cockpit and the controls[1], and so the next aircraft produced was an improved version designated Braemar Mk.II. The Mk.II had considerably more power, in its four Liberty L-12 engines of 400 hp (300 kW), which gave it an improved speed of 125 mph (201 km/h).
The Braemar never entered service with the RAF, and the two prototypes were the only Braemars built. The Braemar design was subsequently developed as the Pullman passenger aircraft.
Specifications (Braemar Mk.II)
Data from [citation needed]
General characteristics
- Crew: 6 - two pilots, wireless operator, engineer and two gunners
Performance
Armament
- Guns: 2 × 0.303 in (7.7 mm) machine guns
- Bombs: 1,500 lb (680 kg)
See also
Related development
Aircraft of comparable role, configuration, and era
Related lists
References
- Notes
- ^ The pilots were no longer able to feel sideslip through the wind on their faces (Flight 12 February 1960 p208)
- Bibliography
- Barnes C.H. (1964). Bristol Aircraft Since 1910. Putnam & Company Ltd. ISBN 0-370-00015-3.
- "Two Tri-Quads", Flight: 209, 5 March 1942