But it would ease the burden on industry if the missiles efforts had never been palmed off on aviation firms.
EE despite having government funding for Luton, winning Thunderbird, still refused the IRBM effort. Correctly IMO.
Interestingly there are only four missile projects in 1950, AW is developing Seaslug as part of the '501 Group', Bristol is handling the JTV.1 ramjet test vehicle and Red Duster - which given they are developing the ramjets isn't a terrible idea, English Electric are doing Red Shoes and they are a much wider company than just aircraft, Fairey is developing Blue Sky. Folland are entrusted with the RTV.2 SAM testbed, Petter wasn't really interested in it but he began thinking about an AAM from it and this led to Red Dean - which flopped and was given to Vickers to flop again.
So there is perhaps a chance in this early period that the next gen missiles are handled differently, or only entrusted to companies with wider defence capabilities like EE and Vickers.
My company thoughts so far:
Hawker Siddeley Aircraft Ltd needs to be encouraged to consolidated, been operating as separate companies for far too long, technically Hawker acquired Gloster in the 1930s yet they still operate separate factories and design teams. Probably time to tell the management to start submitting joint bids to begin with, Hawker-Gloster and Avro as the two main teams seem best, leave AW's two factories as group manufacturing space to build whatever mass production types are needed.
Auster can pretty much be left alone to its own devices, its falling behind its US light aircraft competitors anyway, AOP still useful until the helicopter is proven for army use. It will eventually either adapt to modern private light aircraft designs or die. I'm not totally convinced a 1950s attempt at a BEAGLE would work, not based on the 1930s light engines Blackburn and DH are still putting out at any rate.
Blackburn does a lot of design work, doesn't do massively well, has Beverley but not coming up to scratch for naval types, has a skilled workforce but little in production - space here to sub-contract Korean War orders.
Boulton Paul, does a lot of design work, hasn't had big successes but Balliol looks big, skilled at conversion work, definitely worth an underachiever but probably not worth the resources needed to build an A-Team design staff, be better to keep them to powered controls and the like and use for special one-off jobs and conversions.
Bristol, a lot going on, get rid of Brabazon, keep Hafner's rotary team going as the only real home-grown helicopter chance, should remain one of the leading companies
Chrislea, withering away anyway. Bye bye.
de Havilland, a lot of work going on, probably too much work in design and production, might need a silent partner to take up the slack.
Elliott’s of Newbury, harmless glider work, not really a priority to worry about.
English Electric, new kid on the block, Canberra is vital, P.1 is a handy tool but will it make a good fighter? should we run with it now they are designing good kit or send the team elsewhere and let them just produce airframes.
Fairey, a lot of work, still a naval specialist, losing ground to Hawker and DH for naval fighters, maybe even to Supermarine, have some good ideas, lots of other aeronautical interests, should keep going for now. Certainly doing better than Blackburn.
Flight Refuelling Ltd., doing good work, the odd conversion work to fund AAR research seems ok.
Folland, doubts this should be supported, Petter concepts shop - mercurial but tempramental, can he be persuaded to get with a real company?
Handley Page, bomber firm, V-bomber so has to keep going despite no real civil work, are they too technical and missing the customer focus? Needs a partner, maybe takeover someone like Blackburn.
Handley Page (Reading) - sideshow stuff, could be easily folded into the main firm and Reading used as extra production capacity.
Heston Aircraft, already easing out into repair work.
FG Miles, I mean its the bro's money not ours...
Percival, keep going, good for lower-end stuff, could be the lighter end of the industry to replace the DH of old and Auster.
Portsmouth Aviation, repairs only, not much to see here.
Reid & Sigrist, no harm in Bobsleigh but no further work on airframes is desirable.
Saunders-Roe (Saro), lots going on, flying boats and helicopters, seems harmless enough assuming flying boats still matter, then whats left? Not enough with helicopters alone.
Scottish Aviation, a good company, lots of experience, Pioneer puts them into a manufacturer, should this be encouraged?
Short Brothers & Harland, can be kept going, some doubts over the design team, no real production chances for their own stuff, should really just be a production line - but one that's probably not cost effective given local labour issues but not much choice.
Slingsby, handy for gliders, should keep at that.
Vickers-Supermarine, lots going on, would benefit with Vickers absorbing V-S more fully, still vital for fighters alongside Hawker and DH.
Vickers, important firm, another main company but decent facilities are lacking, needs investment.
Westland, messing about with Sikorsky licences is useful but is it likely to be sustainable? No real aircraft chances, recent designs not winners and Wyvern development dragging on (3rd engine), omens not good, should it be merged?
