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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A contract |
A contract from the Air Board for three prototypes was awarded to Bristol & Colonial on 26 February 1918. The first prototype Braemar flew on 13 August 1918, with four {{convert|230|hp|kW|abbr=on}} [[Siddeley Puma]] engines. The prototype showed generally good performance with a top speed of {{convert|106|mph|km/h|abbr=on}}, 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 {{convert|400|hp|kW|abbr=on}} [[Liberty L-12]] engines , which gave it an improved speed of {{convert|125|mph|km/h|abbr=on}}. |
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The Braemar never entered service with the RAF, and the two prototypes were the only Braemars built. The third prototype was completed as a [[Bristol Pullman|Pullman]] 14-passenger civil transport. |
The Braemar never entered service with the RAF, and the two prototypes were the only Braemars built. The third prototype was completed as a [[Bristol Pullman|Pullman]] 14-passenger civil transport. |
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:Prototype with four {{convert|230|hp|kW|0|abbr=on}} [[Siddeley Puma]] engines, one built first flown 13 March 1918. |
:Prototype with four {{convert|230|hp|kW|0|abbr=on}} [[Siddeley Puma]] engines, one built first flown 13 March 1918. |
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;Type 25 Braemer II |
;Type 25 Braemer II |
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:Prototype with four {{convert| |
:Prototype with four {{convert|400|hp|kW|0|abbr=on}} [[Liberty L-12]] engines, one built first flown 18 February 1919. |
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;Type 26 [[Bristol Pullman|Pullman]] |
;Type 26 [[Bristol Pullman|Pullman]] |
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:14-passenger civil transport variant with Liberty 12 engines, one built first flown in May 1920. |
:14-passenger civil transport variant with Liberty L-12 engines, one built first flown in May 1920. |
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==Specifications (Braemar Mk.II)== |
==Specifications (Braemar Mk.II)== |
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Revision as of 07:42, 24 October 2013
| Bristol Types 24 and 25 Braemar | |
|---|---|
| |
| Braemar second prototype, 1919 | |
| Role | Heavy bomber |
| National origin | United Kingdom |
| Manufacturer | Bristol Aeroplane Company |
| Designer | Frank Barnwell |
| First flight | 13 August 1918 |
| 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.
A contract from the Air Board for three prototypes was awarded to Bristol & Colonial on 26 February 1918. The first prototype Braemar flew on 13 August 1918, with four 230 hp (170 kW) Siddeley Puma engines. 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 400 hp (300 kW) Liberty L-12 engines , 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 third prototype was completed as a Pullman 14-passenger civil transport.
Variants
- Type 24 Braemar I
- Prototype with four 230 hp (172 kW) Siddeley Puma engines, one built first flown 13 March 1918.
- Type 25 Braemer II
- Prototype with four 400 hp (298 kW) Liberty L-12 engines, one built first flown 18 February 1919.
- Type 26 Pullman
- 14-passenger civil transport variant with Liberty L-12 engines, one built first flown in May 1920.
Specifications (Braemar Mk.II)
Data from Barnes C.H. (1964), p.142
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