The Aviation Historian — January 2018

36

to obscure its true purpose, semi-recessed in the
weapons bay, but the bomber was designed to
deliver a wide variety of weapons. Four 1,000lb
(454kg) bombs or alternative loads of either 74
x 2in (5cm) or 12 x 3in (7.5cm) rocket projectiles
could be mounted internally, while two or four
1,000lb bombs, 24 x 3in or 148 x 2in rockets could
be fitted to the underwing pylons.

THE POLITICS
A realistic time schedule was given for the
manufacture of the P.1129 using the experience
gained with the design and manufacture of the
P.1121, which was an essentially similar aircraft. It
was considered that a high degree of confidence
could be placed in the P.1129 programme,
while it was also acknowledged that some of
the specialised electronic equipment would
need substantial development by the respective
manufacturers. The complete system could be in
service in 1964 provided that an Instruction To
Proceed had been given by July 1958. And the
suggested programme for three prototypes based
on an April 1958 go-ahead was as follows:
n First prototype — first flight mid-1960. This
aircraft would be fitted with Olympus 14R

engines (or the 15R if it was available) owing to the

non-availability of the ultimate RB.142R. It would

be used only for aerodynamic and performance

development since many of the weapons-system

components would not be available at this time.

n Second prototype — first flight spring 1961.

This would be fitted with the RB.142R engine and

as many of the weapons-system components as

were available, even if only in “laboratory” form.

It would be used for engine and weapons-system

development and the flying would be shared

with the respective equipment manufacturers.

n Third prototype — first flight end of 1961.

This would be as fully representative of the final

design as possible and would be used to prove

the overall weapons-system concept. In addition,

the specialised weapon and reconnaissance packs

would be developed on this aircraft.

The brochure concluded by stating that

“the P.1129 does not quite meet the

performance proposed in GOR.339

by the Ministry of Supply. It

does, however, represent a

practical solution to most

THE AVIATION HISTORIAN Issue No 22

After a great deal of wrangling between the two

competing parts of the Hawker Siddeley Group

— Avro and Hawker — for GOR.339, a final

iteration was drawn up incorporating Ferri

intakes (with swept-forward lips, as on

the Republic F-105), as seen in this

artist’s impression. This final HSG

submission was presented in a

brochure produced by Avro at

the end of 1958 — but it was

too little too late.

By August 1958 the P.1129 had been redesigned,

retaining the original design’s wings, taliplane and fin

but with a slightly longer fuselage — 73ft 6in (22·4m)

as opposed to the original 72ft 9in (22m) — and new

swept rectangular intakes, as seen in this Hawker

drawing labelled “P.1129 Development Supersonic

Strike Aircraft”. It is this version of which a display

model survives at Brooklands Museum.

TAH ARCHIVE

AVRO HERITAGE CENTRE VIA AUTHOR