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Aviation History
1958
1958 - 0107.PDF
FLIGHT, 24 January 1958 109 N page 98 is discussed the backgroundto the Bristol-Hawker Siddeley decision to release details of the Bristol 200 short-range jet airliner. The general arrangement, shown right, provides no surprises: theengine layout—assuming that the three- engine formula proves acceptable to themarket—is the best symmetrical solution. There appears to be no drooping leading-edge, though the advantages of this installa- tion were no doubt carefully weighed. Three-section flaps, unobstructed by engines, extend between ailerons and wing-roots, and givethe high take-off lift coefficient which—with the exceptional power/weight ratio of about0.33—provide the required field performance. The B.E.A. field-length requirement, whichthe 200 no doubt fulfils, is 6,000ft. A surprise is provided by the higher-than-expected gross weight of 120,000 lb: this is more than the 100,000 lb category in whichthe short-range jet has hitherto been classed. Evidently Bristol found that, without penaliz-ing the critical short-range economics of this kind of aeroplane, they could add more tank-age to extend the range and, ipso facto, the export market (B.E.A.'s requirement was a1,000-mile maximum-payload stage). In fact, the quoted range with 100 passengers (theBristol 200's maximum seating capacity) is 300 to 1,700 st.m. Capacity payload is quotedas 21,000 lb. The double-bubble fuselage provides, fora given frontal area and structure weight, maximum passenger-floor width and largefreight-hold capacity. The latter is provided in conformity with the requirement—result-ing from traffic-peak economics—for high payload regardless of the passenger trafficoffering. The close spacing of the windows, to provide for flexibility of seat pitching, andthe positioning of both passenger doors for- ward of the wing, are noteworthy points.Cruising speed is quoted as "in excess of 600 m.p.h." No mention is made of the type of enginewhich is being offered to the export market: during the discussions with B.E.A., it wasstated that the Corporation's preference was for a Rolls-Royce engine (presumably theR.B.141 by-pass turbojet). The obvious alter- native powerplant, and one which is virtuallyin production, is the Bristol Olympus 553, a variant of which is marketed as the Zephyrby Curtiss-Wright in America. The Bristol 200 represents a new class oftransport aeroplane. Should Bristol and Hawker Siddeley decide to proceed with itsconstruction, this powerful sponsorship should be well-placed to meet a demand forshort-range jets which—notwithstanding the turboprop's short-range advantages—is likelyto materialize in the sixties. BRISTOL 2OO —a Preliminary Appraisal BRISTOL 100 (Thraa turbojata in tha 13.0M Ib clan) Span 91ft Length 121ft 6in
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