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Perhaps our MoS bureaucrat should have noticed the tendency for major British airframers to drift off into also designing/making powerplants, major systems, missiles, and such. A simpler way to rationalise the British aircraft industry might have been to financially support airframers separately from engine-makers, weapons-makers, black-boxes-that-go-fzzt, etc.A civil example could be the Bristol Britannia. In the RW, it is perfectly understandable why Bristol Aeroplane wanted to stick with its own Bristol Aero Engines turboprop - even if Proteus' reverse-flow made anti-icing a nightmare. But the Canadair CL-44 showed that the Britannia airframe was a fine design ... once powered by Rolls-Royce Tynes. If our bureaucrat can't separate airframers from their in-house engine makers, maybe the MoS should restrict financial support to airframes with 'outside' engine back-up options?A similar approach could be take to manufacturers of missiles and their powerplants, guidance systems, etc.
Perhaps our MoS bureaucrat should have noticed the tendency for major British airframers to drift off into also designing/making powerplants, major systems, missiles, and such. A simpler way to rationalise the British aircraft industry might have been to financially support airframers separately from engine-makers, weapons-makers, black-boxes-that-go-fzzt, etc.
A civil example could be the Bristol Britannia. In the RW, it is perfectly understandable why Bristol Aeroplane wanted to stick with its own Bristol Aero Engines turboprop - even if Proteus' reverse-flow made anti-icing a nightmare. But the Canadair CL-44 showed that the Britannia airframe was a fine design ... once powered by Rolls-Royce Tynes. If our bureaucrat can't separate airframers from their in-house engine makers, maybe the MoS should restrict financial support to airframes with 'outside' engine back-up options?
A similar approach could be take to manufacturers of missiles and their powerplants, guidance systems, etc.
