British Aerospace/BAE Systems

British_Aerospace_logo.jpg   British Aerospace PLC

BAE_Systems_logo.jpg   BAE Systems PLC 


A graphical presentation of the road to British Aerospace/BAE Systems can be found on this site at British Aviation - A Timeline

Despite the rationalization of the Britain's aerospace industry into BAC and Hawker Siddeley, by 1965 it was again unable to compete with foreign competitors. Lord Plowden headed a special Parliamentary committee that recommended a second major restructuring of the aircraft industry. The Plowden Report proposed that Rolls-Royce and Bristol-Siddeley merge to form a single company that manufactured aircraft engines. This merger, which included the sale of Hawker Siddeley's 50 percent interest in Bristol Siddeley to Rolls-Royce, was carried out in 1966. The second proposal, a merger of BAC and Hawker Siddeley, was abandoned.

By the early 1970’s poor economic conditions and intense competition from the Americans had eroded the already tenuous position of the British aerospace industry. In 1975 the Plowden merger proposal for BAC and Hawker Siddeley had been resurrected in the form of an Aircraft and Shipping Industries Bill. The following year BAC and Hawker Siddeley were nationalized, less in an attempt to protect their finances than to force a merger upon them. In 1977, after once being rejected in the House of Lords and defeated in the Commons, the Industries Bill was successfully ushered through Parliament.

The Aircraft and Shipping Industries Bill merged the Aircraft and Dynamics divisions of Hawker Siddeley with the British Aircraft Corporation and Scottish Aviation, Ltd. The new company, called British Aerospace (BAe), was formed on 29 April 1977, with its Corporate head office at the ex-BAC facility at Weybridge, and continued to be operated by the British government as a state-owned corporation. On 1 January 1978 it was announced that the company would be divided into two Groups: British Aerospace Aircraft Group, based at the ex-Hawker Siddeley facility in Kingston, and British Aerospace Dynamics Group, headquartered at the ex-BAC Guided Weapons plant in Stevenage (outside the scope of this website). The Aircraft Group was further divided into six divisions: Hatfield/Chester, Kingston/Brough, Manchester, Warton, Scottish and Weybridge/Bristol. These divisions employed some 50,000 people over eighteen sites – Bitteswell, Brough, Chadderton, Chester, Christchurch, Dunsfold, Filton, Hamble, Hatfield, Holme-on-Spalding Moor, Hurn, Kingston, Preston, Prestwick, Salmsbury, Warton, Weybridge and Woodford.

Hawker Siddeley had been part of the first Airbus project, the Airbus A300 and, although the British government withdrew support in April 1969, Hawker Siddeley, and later BAe, continued to design and supply the wing box for the A300. However, even in its new form, British Aerospace lacked the resources to develop a new commercial jetliner on its own any larger than the HS.146 (now renamed BAe.146) by itself and foreign collaboration would be essential. A new programme was set up in June 1977, the Joint European Transport (JET), under the leadership of Derek Brown (b. May 10, 1925, d. November 7, 2010), with BAe being partnered by MBB, Fokker-VFW and Aérospatiale, based at the former Vickers site in Weybridge, Surrey, UK. On January 1, 1979 British Aerospace purchased a 20 percent share of Airbus, pledging $500 million through 1983 for incurred costs and development of a new aircraft designated the A310, designing and supplying the wing box as for the A300. The JET programme was now transferred to Airbus, leading up to the creation of the Single-Aisle (SA) studies in 1980 and eventually the Airbus A320 series.

Just as foreign collaboration would be essential in the civil sector, it was even more so in defence. In December 1979, BAe and MBB presented the European Collaborative Fighter (ECF) project to their respective governments. However, the political desire to include France into the partnership led to Dassault-Breguet joining BAe and MBB, the result being the European Combat Aircraft (ECA). Work on this continued until March 1981, before the various Ministries declared the programme unaffordable.

Meanwhile, in accordance with the provisions of the British Aerospace Act 1980 the statutory corporation was changed to a public limited company under the name British Aerospace PLC, on 1 January 1981. On 4 February 1981 the government sold 51.57% of its shares, selling its remaining shares in 1985 but maintaining a £1 golden share allowing it veto foreign control of the board or company. The man chosen to lead the new company was the chairman of Esso Petroleum, Austin Pearce, now faced with the dual task of guiding British Aerospace through the privatization while ensuring that the company's orders were being filled.

A memorandum of Understanding had been in place between Hawker Siddeley and Mcdonnell Douglas of St Louis since the early 1970’s to allow McD to participate in AV-8A Harrier production, although in the endthis was not actually undertaken. However, this had led Mcdonnell Douglas to study advanced Harrier variants during the 1970’s and by 1981, when the Ministry of Defence had finally decided to participate in the Harrier II program, a second MoU was negotiated between Mcdonnell Douglas and British Aerospace, resulting in 60/40 split in manufacture of all Harrier II (Harrier GR.5 in RAF service) for both the USMC and the RAF. The fact that this MoU worked well for several years bode well for the joint McDonnell Douglas/BAe submission for the US Navy VTXTS competition, won by the T-45 Goshawk variant of the BAe Hawk trainer in 1984.

The inevitable rationalisation of the industry following the formation of BAe was announced in March 1982. Bitteswell, which BAe had continued to use for refurbishing Avro Shackletons and Vulcans, along with other work for the Ministry of Defence, was to close by April 1983, with the loss of 1,000 jobs. In July 1983, BAe announced that, with the end of BAC.111 production, the Hurn factory would close by July 1984, with the loss of 2,000 jobs. Another 1550 redundancies were made across other sites. Holme-on-Spalding Moor had continued support for Phantoms and Buccaneers but following the last Buccaneer flight in December 1983 that too was closed. In February 1984, four of BAe's six divisions disappeared in a major reorganisation. A new civil division was formed centred at Hatfield, combining Bristol and Scottish (Prestwick) as well as existing partner Chester, rationalising 146, Airbus, Jetstream, and 125 commercial transport manufacture. On the military side, the Weybridge/Bristol, Kingston/ Brough and Manchester divisions were brought together in a new Weybridge division, bringing Harrier, Hawk, and Nimrod together. The Warton division, with Tornado, Jaguar, Strikemaster, remained unchanged.

Following the cancellation of the ACA, BAe continued company funded studies, resulting in the P.110. The British government made it clear that funding would not be forthcoming without international collaboration, so in April 1982, BAe, MBB and Aeritalia revived their Tornado partnership with the Agile Combat Aircraft (ACA), closely resembling the P.110 but with side intakes replaced by a chin intake favoured by MBB for better handling at high angles of attack. To develop and test the new technologies being proposed for the ACA, the partners produced the Experimental Aircraft Program (EAP), first disclosed in May 1983, though by December that year MBB dropped out of that project. This all eventually led, in 1986, to the European Fighter Aircraft (EFA) programme. Once again it was attempted to include France in the programme, but the relative requirements were to disparate. To manage the design and development, Eurofighter Jagdfluzeug GmBH was formed on 2 June 1986 with offices in Munich, and comprising BAe, MBB/Dornier, Aeritalia and CASA. Finally the years of defence collaborative effort paid off; the Eurofighter Typhoon made its first flight on 27 March, 1994.

The March 1984 decision by the British Government to provide a £250 million deferred-interest loan to fund British Aerospace's development work on the Airbus A320 finally gave the green light to the European project. Until now the centre of British Aerospace work on Airbus had been at Hatfield, but in 1985 this was moved to Filton to allow Hatfield concentrate on its expanding 146 and 125 work. On the A320, BAe had been given an increased share of work; the company had been responsible for the basic wing box and fuel system of the earlier Airbus versions but on the A320 BAe took design and manufacturing responsibility for much of the rest of the wing as well, including final assembly. BAe Chester (now Airbus Broughton) still builds the wing box of each A320 wing, which is then transported Filton to receive slats, flaps, spoilers, ailerons and systems, for which a new £3. 5 million hangar was built in 1985. The resulting complete wing is then flown to Toulouse.

On May 15, 1984, the chairman of Thorn EMI announced his company's intention to merge with BAe. The announcement invited criticism from the managing director of Britain's General Electric Company (GEC), which was a principal owner of BAC before 1977, who stated it was fully prepared to exceed any bid submitted by Thorn EMI. In June 1984 British Aerospace rejected Thorn EMI's takeover proposal, and the following month did the same with GEC, citing a lack of any specific proposals. The government was satisfied with the takeover rejections because it ensured that British Aerospace would remain under British ownership and that it would continue to be a part of the Airbus group. By 1985, confident about the company's position, the British government sold its 48 percent of British Aerospace, retaining, however, a special £1 share to ensure that BAe would stay under U.K. control. The £550 million offer was tightly restricted to institutional investors. The company also was reorganized into eight functional divisions during the year, a move that was intended to economize utilization of engineering teams by having them specialize in the development of products in specific fields.

In 1982 the Future International Military Airlifter (FIMA) was proposed by a group comprising British Aerospace, Aérospatiale, MBB and Lockheed to develop a replacement for the Lockheed C-130 Hercules and Transall C-160 transport aircraft. Other companies joined in 1987, primarily Aeritalia (now Alenia Aermacchi) and CASA, and the project was retitled FLAEG (Future Large Aircraft Exploratory Group). However, progress was slow and in 1989 Lockheed left the consortium to develop the second-generation Hercules, the C-130J. Now a European concern, the project was again renamed, this time as EUROFLAG (European Future Large Aircraft Group) and was formally established as a limited liability company in Rome in 1991. In September 1994 it was absorbed by Airbus Industrie and the programme management passed to a dedicated Airbus Military core team in Toulouse in 1995. In January 1999 the Airbus Future Large Aircraft (FLA) was re-named A400M.

Probably the most significant closure of the 1980s was that of Weybridge, BAe announcing in July 1986 that all manufacturing work would go to other BAe factories, leaving Weybridge with just the corporate headquarters, military division HQ, along with some civil design and support responsibilities. Continued employment for 1,500 of the 4000 workforce was offered at Weybridge, Kingston, Dunsfold, and other company locations throughout the UK, but closure still lead to some 2,500 redundancies. BAE Systems still retain a logistics centre at Weybridge in 2018.

In April 1987 British Aerospace acquired Royal Ordnance plc, a state-owned maker of small arms ammunition, for £190 million. Shortly thereafter, Pearce stepped down as chairman, being replaced by Professor Roland Smith. Under Smith's leadership, there followed a period of considerable, if ill-advised acquisitions by BAe unconnected to the aerospace or defence industries. In August 1991, BAe formed a naval systems joint venture, BAeSEMA, with the Sema Group. By now, BAe was near collapse. A recession had severely impacted the automobile and real estate sectors, turning the acquisitions of Rover and Arlington sour. The economic downturn also wreaked havoc with the company's already troubled regional and corporate aircraft operations. Smith approached first Trafalgar House (a construction engineering and property group) and then GEC about a merger. When the BAe board found out about the talks with GEC, they ordered that the discussions be terminated. In September 1991 the company's dire straits forced Smith to attempt to raise £432 million through a stock offering. When current shareholders revolted, the board ousted Smith, replacing him temporarily with Graham Day, who had been chairman of Rover. During Day's brief six-month tenure, he succeeded in turning away yet another attempt by GEC to acquire BAe.

The severe financial problems BAe had found itself in led to the closure of more sites, including two of its most iconic. In December 1990, British Aerospace announced the closure of the historic Sopwith/Hawker site at Kingston, to be phased over a period between June 1991 and December 1992, and the old English Electric Preston Strand Road site in 1993. Kingston’s future project design offices had already been rationalised and centred on Warton and Brough earlier in 1988 and now its manufacturing moved to Dunsfold, but, with completion of Harrier production, this also closed in 2000. BAe later announced the cessation of aircraft production at the old de Havilland Hatfield site from 1993, with civil aircraft design being located at Prestwick and Woodford. BAe had used the former Folland/Hawker Siddeley facility at Hamble for component manufacture, setting up a separate subsidiary, Aerostructure Hamble Ltd in January 1989. BAe disposed of this facility in April 1992, it thereafter operating as an independent concern, eventually becoming part of the Dowty Group.

As part of the earlier expansion under Smith’s chairmanship, BAe’s Aerospace concerns had been reorganized into two subsidiary companies: British Aerospace (Civil Aircraft) Limited, incorporated on 21 July 1988, and British Aerospace (Military Aircraft) Limited, incorporated five days later. Grahame Day continued these restructuring operations, placing defence operations under a single umbrella subsidiary called British Aerospace Defence Limited in January 1992, and dividing the civil division into two parts: British Aerospace Corporate Jets Limited (just Corporate Jets from May 1992), to continue development of the 125 line and any new corporate jet developments, and British Aerospace Regional Aircraft Limited, centred at Hatfield, both incorporated on 28 January 1992. On 1 February 1992, British Aerospace (Airbus) Limited was formed as a separate company at Filton. Regional Aircraft was further broken down when Jetstream Aircraft Limited (incorporated 9 July 1992) was formed to consolidate Jetstream (including the ATP, now re-branded Jetstream 61) production at Prestwick, and Avro International Aerospace Limited (incorporated on 9 November 1992) to consolidate production of the BAe.146 at Woodford. It was intended that Avro International was to be set up as a 50/50 joint venture with the Taiwan Aerospace Corporation, which was to inject £120 million into the new company, with the intention of setting up a second production line in Taiwan, but in the end the finance was not available and the deal collapsed. British Aerospace decided to continue without outside investment due to the cost savings realised with the closure of the BAe.146 production line at Hatfield Aerodrome and the consolidation of production at Woodford.
Arguably, the BAe.125 was the UK's most successful turbine-powered civil aircraft programme, with deliveries having averaged about two a month since it began life in 1962 as the D.H.125. But this programme was a victim of BAe's strategy to dispose of "non-core activities", when it sold its Corporate Jets division to Raytheon (later Hawker Beechcraft) in 1993, though all major subassembly work remained in the UK at the BAe (later Airbus) UK Broughton plant. Production ended in 2013 due to Hawker Beechcraft’s bankruptcy.

Starting in the mid-1990’s, Aérospatiale, BAe and Germany’s DASA teamed up to create what would be Concorde’s replacement. This project was simply known as “Alliance,” while the aircraft was known as the “ESCT” (European Supersonic Commercial Transport), or "AST" (Advanced Supersonic Transport). Outside of the main three countries involved with the tri-national venture, Italy, Russia, Japan, and the United States had some minor involvement. Wholly, the development of the European design would require $15-20 billion annually. Project Alliance’s concept was an ambitious step forward from Concorde; the project’s intended advancements consisting primarily of increased range, speed, passengers, and versatility. To sustain the costs that would ensue from the operation of such a complex aircraft, the passenger capacity was set to 250-300 passengers. Increasing the passenger capacity would reduce the airfare of the SST, and make filling seats a less laborious task. Aside from the expanded number of passengers, the SST would fly at an increased speed of Mach 2.2. Additionally, the aircraft would have an improved range of 10,000km, thus adding to the amount of routes the aircraft could cover. This would open a window of opportunity that Concorde never had; completing transpacific and other lengthy routes without stopovers to refuel, therefore making the aircraft’s market more optimistic and versatile. Unfortunately, the ESCT concept of Project Alliance failed to move past the developmental stages. During the 1999 G7 summit in Seattle, discussions between the involved countries led to the subsequent closing of the project.

In 1995 an agreement was signed with the Franco-Italian Avions de Transport Regional (ATR) to create a multi-national consortium named Aero International (Regional) (AI(R)), to be based at Toulouse. As well as Avro it would also include Jetstream Aircraft of Prestwick. Avro would continue to build the regional jet family at Woodford but they would be marketed under the AI(R) branding. Although BAe aircraft were marketed for a time via AI(R), no new designs were forthcoming from the consortium and it was officially dissolved on 1 July 1998.

Defence consolidation became a major activity in late 1990's. BAeSEMA, Siemens Plessey and GEC-Marconi formed UKAMS Ltd in 1994 as part of the Principal Anti-Air Missile System (PAAMS) consortium. UKAMS would become a wholly owned subsidiary of BAe Dynamics in 1998. In 1995 Saab Military Aircraft and BAe signed an agreement for the joint development and marketing of the export version of the JAS 39 Gripen. In 1996 BAe and Matra Defense agreed to merge their missile businesses into a joint venture called Matra BAe Dynamics. In 1997 BAe joined the Lockheed Martin X-35 Joint Strike Fighter team. The company acquired the UK operations of Siemens Plessey Systems (SPS) in 1998 from Siemens AG, while DASA purchased SPS' German assets.
In 1998, numerous reports linked various European defence groups – mainly with each other but also with American defence contractors. It was widely anticipated that BAe would merge with Germany’s DASA to form a pan-European aerospace giant. A merger deal was negotiated between Richard Evans and DASA CEO Jürgen Schrempp. However, when it became clear that GEC was selling its defence electronics business Marconi Electronic Systems, Evans put the DASA merger on hold in favour of purchasing Marconi. Evans stated in 2004 that his fear was that an American defence contractor would acquire Marconi and challenge both BAe and DASA. Schrempp was angered by Evans' actions and chose instead to merge DASA with Aerospatiale to create the European Aeronautic Defence and Space Company (EADS). This group was joined by Spain’s CASA following an agreement in December 1999.

The GEC merger to create a UK company compared to what would have been an Anglo-German firm, made the possibility of further penetration of the United States defence market more likely. The company, initially called "New British Aerospace", was officially formed on 30 November 1999 as BAE Systems. The dropping of the words “British” and “Aerospace” in the name indicated the direction the new company intended to take – a global organization with an emphasis on all aspects of defence, not just aerospace. BAE Systems had little ambition to be a serious player in the civil sector outside Airbus. BAE Systems' first annual report identified Airbus, support services to militaries and integrated systems for air, land and naval applications as key areas of growth. It also stated the company's desire to both expand in the US and participate in further consolidation in Europe. On the civil side, AI(R) had achieved little except to confirm the demise of the UK's remaining turboprop projects - the Jetstream 31, 41 and 61 (original the ATP). Under BAE Systems, the ongoing civil activities were renamed BAE Systems Airbus and BAE Systems, Regional Aircraft, but on 1 January 2001 BAE Systems, Regional Aircraft and BAE Systems Aviation Services were merged to form BAE Systems Aviation Services Group. In March, BAE Systems also merged its UK-and US-based civil aerostructures businesses to form a new division. The enlarged Aerostructures Group was based in Chadderton and included component manufacture at Prestwick and Samlesbury, along with with Precision Aerostructures of Wellington, Kansas. 

The Avro RJ continued for a short while with a third-generation development, the RJX, which began flight testing, but the sudden downturn in the autumn of 2001 after the 9/11 terrorist attacks gave BAE the excuse it needed to finally extinguish any remaining aspirations to build airliners. But the same was not true of its involvement in Airbus.BAE still enjoyed the sizeable revenue and profits that their Airbus activity generated, and was fully behind the 1999-2000 revamp of the original consortium structure into an integrated company. In 2001 BAE transferred its UK Airbus facilities, including its Broughton site and design and manufacturing activities at the historic Filton site, to the newly formed Airbus UK in return for a 20% share of the new company. However, when Dick Olver was appointed chairman in July 2004 he ordered a review of the company's businesses which ruled out further European acquisitions or joint ventures and confirmed a "strategic bias" for expansion and investment in the US. The review also confirmed the attractiveness of the land systems sector and, with two acquisitions in 2004 and 2005, BAE moved from a limited land systems supplier to the second largest such company in the world. Between 2008 and early 2011 BAE acquired five cyber security companies in a shift in strategy to take account of reduced spending by governments on "traditional defence items such as warships and tanks”.

By October 2002, BAE Systems was "reviewing" its civil aerostructures business and considered it may put it up for sale as it focused on its core systems integration activities. In January 2006 BAE announced that it had sold its Aerostructures business unit to Spirit AeroSystems for £80 million. The remaining facilities at Prestwick reverted to BAE Systems Regional Aircraft as a supplier of managed solutions for aircraft support services and engineering. In addition, Prestwick is the Type Certificate holder for the Jetstream 31/32, Jetstream 41, ATP, HS.748 and BAe.146/Avro RJ families. With the sale in October 2006 of its stake in Airbus for £1.9 billion, BAE had pulled out of the civil sector completely. In 2008, Airbus sold most of the component manufacturing activities on the Filton site to GKN Aerospace and BAE Systems closed the airfield for business on 31 December 2012. The old Avro site at Woodford was also a victim of closure at this time, being sold by BAE Systems on 20 December 2011 with the other ex-Avro site at Chadderton following in March 2012.

FOAS, or the Future Offensive Air System, was the name given to a number of concept options being examined for the UK Ministry of Defence’s requirement to replace the capabilities provided by the Tornado GR4 aircraft, with the aircraft and airborne systems intended to become operational around 2018. The FOAS research program was ran in parallel to two major UK defence initiatives - the new future aircraft carrier (CVF) and on the Future Joint Combat Aircraft (FJCA), formerly known as the Future Carrier Borne Aircraft (FCBA), for which the STOVL variant of the F-35 Lightning II was chosen in September 2002. BAE Systems examined the best combined force mix, comprising manned aircraft, Unmanned Air Vehicles (UAVs) and Conventional Air Launched Cruise Missiles. Options evaluated for the manned aircraft included variants of developed aircraft such as the Eurofighter and the F-35 rather than dedicated new build aircraft. The decision to move FOAS into the assessment phase was not taken and the project was closed down in June 2005, being replaced by the Deep and Persistent Offensive Capability (DPOC) requirement, itself cancelled in the 2010 Strategic Defence Review.

In November 2010 it was announced that BAE Systems was in talks with France’s Dassault Aviation about collaborating on the development of a future Medium Altitude Long Endurance (MALE) Unmanned Aircraft System (UAS) programme and a potential Unmanned Combat Aircraft System. In June 2011 this was officially revealed as Telemos, to be based, in particular, around the Mantis programme, which first flew in 2009. The Telemos programme was abandoned in July 2012, as the new French socialist government considered cooperating instead with other European partners on the EADS Talarion programme. In 2012 the FOAS/DPOC program was revived when France signed an MoU to join the RAF's latest programme, now the unmanned Future Combat Air System (FCAS), to build upon the BAE Systems Taranis and Dassault nEURON demonstrators. Under the terms of an Anglo-French £120 million contract announced in 2014, the two-year FCAS Feasibility Phase programme would involve six industry partners exploring concepts and options for the potential collaborative acquisition of a UCAS in the future. A 12-month £1.5 billion demonstrator stage of the FCAS effort was agreed by the French and UK governments in March 2016 ultimately leading to a full-scale demonstrator development programme starting at the end of 2017. However, by early 2018 “political and budgetary uncertainty” in London had left the launch of a demonstrator programme in doubt.

Currently (2018) BAE Systems is the world's second-largest defence contractor and it employs around 36,400 people in the UK. The largest aerospace related locations of BAE Systems are Warton, Samlesbury and Brough. The final assembly line for British Eurofighter Typhoons is located at Warton, where flight test activity for all manned aircraft is undertaken and which is also the development centre within BAE Systems for unmanned aerial vehicles (UAVs), UCAVs and the Saudi Tornado upgrade programme. Samlesbury is the production hub of the Military Air Solutions division of BAE Systems. Here, components for the Eurofighter Typhoon, the F35 Lightning II, the Hawk, UAVs, UCAVs and Airbus aircraft get built. At Brough, the BAE Hawk gets produced and final assembled, flight testing being done at Warton.

Company References
  1. British Built Aircraft, Ron Smith (Tempus, Vol.1 2002, Vol.2 2003, Vol.3 2004, Vol.4 2004, Vol.5 2005)
  2. http://www.company-histories.com/British-Aerospace-plc-Company-History.html
  3. Flight International 07 Jan 1978
  4. Flight International 23 Jul 1983
  5. Flight International 11 Feb 1984
  6. Flight International 10 Mar 1984
  7. Flight International 12 Jan 1985
  8. Flight International 13 Feb 1988
  9. Flight International 16 Jul 1988
  10. Flight International 25 Dec 1991
  11. Flight International 05 Feb 1992
  12. Flight International 26 Apr 1993
  13. Flight International 09 Jun 1993
  14. Flight International 16 Jun 1993
  15. Flight International 11 Aug 1993
  16. Flight International 27 Jan 1993
  17. Flight International 21 Jun 1995
  18. Flight International 20 Dec 1995
  19. Flight International 15 Jul 1998
  20. Flight International 20 Mar 2001
  21. Flight International 22 Oct 2002
  22. http://europa.eu/rapid/press-release_IP-95-952_en.htm
  23. https://www.flightglobal.com/news/articles/final-landing-a-history-of-the-uk-aircraft-industry-211152/
  24. https://beta.companieshouse.gov.uk/company/02279211
  25. https://beta.companieshouse.gov.uk/company/02280710
  26. https://beta.companieshouse.gov.uk/company/02653776
  27. https://beta.companieshouse.gov.uk/company/02762965
  28. http://speedbirdconcorde.wixsite.com/speedbirdconcorde/single-post/2016/07/21/The-True-Son-of-Concorde-Project-Alliance
  29. http://www.airforcesmonthly.com/2010/12/10/from-fima-to-a400m/
  30. https://business.highbeam.com/1758/article-1G1-143950050/spirit-aerosystems-completes-purchase-bae-systems-aerostructures
  31. https://uk.reuters.com/article/bae-systems/update-1-bae-and-dassault-in-talks-on-unmanned-planes-jv-idUKLDE6A12BT20101102
  32. https://www.uasvision.com/2011/03/17/bae-systems-and-dassault-join-forces-for-male-uas/
  33. http://articles.sae.org/13678/
  34. https://www.flightglobal.com/news/articles/new-22-billion-anglo-french-fcas-phase-announced-422866/
  35. http://www.airforce-technology.com/projects/foas/

Project Data

Note: Production quantities are preliminary until Production Data section is completed.

Legacy Aircraft

 BAe.125  See de Havilland
 BAe.146  See Hawker Siddeley
 BAe.748  See Avro
 Bulldog  See Beagle
 Harrier  See Hawker
 Hawk  See Hawker Siddeley
 Jaguar  See BAC
 Jetstream  See Handley Page
 Nimrod  See Hawker Siddeley
 Phoenix  See GEC Marconi
 Sea Harrier  See Hawker
 Strikemaster  See Percival Jet Provost
 Tornado  See BAC
 VC.10  See Vickers

BAe Brough; for Type Numbers before P.161, see Hawker Siddeley.top

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
   P.161      1979    Proj  0  Unstable canard vs conventional fighter studies.  3,20
   P.162          Proj  0  Variable cycle engine studies.  20
   P.163      1980    Proj  0  1S, 1E light combat aircraft.  3,20,301
   P.164      1980  T.301 (AST.412)  Proj  0  2S, 1E trainer studies.  20,302,327,815,424,427
   P.165      1980    Proj  0  Supersonic vectored thrust strike aircraft.  2
   P.166  Unknown              
   P.167      1981    Proj  0  VSTOL strike aircraft.  2
   P.168          Proj  0  Active control technology studies.  2
   P.169          Proj  0  Stealth penetration aircraft.  2,813
   P.170      1982    Proj    0  Light attack aircraft.  2,813
   P.171      1983    Proj  0  Technology demonstrator.  3,813
   P.172  Unknown              
   P.173          Proj  0  Advanced stealth studies.  3,813
   P.174  Unknown              
   P.175  Unknown              
   P.176  Unknown              
   P.177          Proj  0  F-4 Phantom developments.  2
   P.178          Proj  0  Harrier developments.  2
   P.179  Unknown              
   P.180  Unknown              
   P.181      1987    See BAe.Kingston P.1230

After P.181, BAe Brough Type Numbers were integrated with the BAe Kingston numbering system.

BAe Kingston / Brough; for Type Numbers before P.1208, see Hawker Siddeley.top

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
   P.1208      1978    Proj  0  1S, 1E subsonic vectored thrust STOVL GA fighter.
  See table for variants.
   P.1209      1979    Proj  0  1S, 1E vectored thrust STOVL demonstrator.  2,810,820
   P.1210      1978    Proj  0  1S, 2E (podded) air superiorty fighter.  3
   P.1211      1978    Proj  0  1S, 1E air superiorty fighter.  3
   P.1212      1979  (AST.410)  Proj  0  1S, 1E ASTOVL vectored thrust three nozzle, twin tail
 boom fighter.
   P.1213      1979    Proj  0  1S, 1E ASTOVL vectored thrust four nozzle canard
   P.1214      1979  (AST.410)  Proj  0  1S, 1E ASTOVL FSW vectored thrust three nozzle
 fighter. See table for variants.
   P.1215      1979    Proj  0  1S, 1E fighter, chin intake, swept wing with canards.  3
   P.1216      1980   See table  Proj  0  1S ASTOVL twin tail boom fighter. See table for
   P.1217      1978    Proj  0  1S, 1E ASTOVL fighter with RALS.  3,810,820
   P.1218      1981    Proj  0  2S, 2E ASTOVL F-14/A-6 replacement project for USN;
 collaboration with Mcdonnel Douglas.
   P.1219      1981    Proj  0  1S, 1E fighter: lightweight P.1216 with outer panels
 removed and folding tail booms.
   P.1220      1981    Proj  0  1S, 1E fighter: lightweight P.1216 with canard.  3,11,810,820
   P.1221      1982    Proj  0  1S, 1E fighter: reduced size P.1216 with side intakes.  3,11,810,820
   P.1222      1983    Proj  0  V/STOL fighter with tandem fan powerplant.  2,3,810,820
   P.1223      1983    Proj  0  Augmented thrust ASTOVL fighter.  3,331,810,820
   P.1224      1983    Proj  0  Ramp launched, tail-sitting-recovery, unmanned
   P.1225      1983    Proj  0  Hawk 200 with ventral bomb pannier.  808
   P.1226      1984  NST.6464  Proj  0  1E, 1S ASTOVL   fighter. See table for variants.  2,3,810,820
   P.1227      1984    Proj  0  1S, 1E Harrier II development with bigger wing.  810
   P.1228      1985  (NST.6464)  Proj  0  1S, 1E vectored thrust, supersonic canard naval
 V/STOL strike fighter.
   P.1229      1985    Proj  0  1S, 1E four-nozzle vectored thrust, supersonic naval
 strike fighter.
   P.1230      1985    Proj  0  1S, 1E four-nozzle vectored thrust, supersonic naval
 strike fighter.
   P.1231      1985    Proj  0  Supersonic VSTOL (AV-16-S4 revived).  2,810,820
   P.1232      1985    Proj  0  Harrier development: Sea Harrier FRS.2 fwd fuselage
 and wing, GR.Mk.5 rear fuselage.
   P.1233      1987    Proj  0  1S, 1E Small Agile Battlefield a/c (SABA) studies.  2,333,465
   P.1234      1987    Proj  0  1S, 1 or 2E Small Agile Battlefield a/c (SABA) studies.
 See table for variants.
   P.1235      1987    Proj  0  Hawker Siddeley P.1201 for Spanish AX requirement.  810,808
   P.1236      1987    Proj  0  Small Agile Battlefield a/c (SABA) studies.  2
   P.1237      1986    Proj  0  ASTOVL with RALS.  2,810,820
   P.1238      1987    Proj  0  Small Agile Battlefield a/c (SABA) studies.  2
   P.1239      1987    Proj  0  Small Agile Battlefield a/c (SABA) studies.  4,821
   P.1240      1987    Proj  0  1E stealth ASTOVL. Swept wing with tip fins.  3,810,820
   P.1241      1987    Proj  0  1E stealth ASTOVL with RALS, delta wing, dorsal
   P.1242      1987    Proj  0  Several studies of STOL aircraft.  11
   P.1243      1987    Proj  0  Ramp launched, tail-sitting-recovery, unmanned
   P.1244      1987    Proj  0  P.1227-3 development.  810,820
   P.1245      1987    Proj  0  P.1231 without PCB.  810,820
   P.1246      1987    Proj  0  P.1245 with PCB.  810,820

Known BAe Kingston Project Variants:

P.1208 Variants
 Type No Description Engine Year Requirement
 P.1208-1  Side intakes, conventional swept wing    1978  
 P.1208-2  Chin intake, forward swept wing and canard  Peg. 11-35  1978  

P.1214 Variants (All feature chin intakes)
 Type No Description Engine Year Requirement
 P.1214-1  Unknown configuration    1979-80  
 P.1214-2  Chin intake, forward swept wing with canard.    1979-80  
 P.1214-3  Chin intake, forward swept 'X-wing'    1979-80  
 P.1214-4  Chin intake, forward swept wing with twin tail booms    1984  

P.1216 Variants (All feature chin intakes unless noted)
 Type No Description Engine Year Requirement
 P.1216-1    P.1212-2 with tail.  RB.422-48  1980  AST.403
 P.1216-2    P.1216-1 with CADS, all moving tails, translating intake.  RB.422-48  1980-2  
 P.1216-2D  Demonstrator with metal structure.  Peg. 11-03  1980  
 P.1216-3    Reduced sweep, area and span (SFS) wing version of P.1216-2.  RB.422-48  1981  
 P.1216-4    RAF version of P.1216-2, Pegasus 11.  Peg. 11 F-38  1981  AST.403
 P.1216-5    RAF Version of P.1216-2, RB.422.  RB.422-48  1981  AST.403
 P.1216-(none)  Subscale CTOL demonstrator with R.R. Avon engine  R.R. Avon  1981?  
 P.1216-(none)  Canard variant    1981  
 P.1216-(none)  Supercruiser CTOL variant with Olympus 593  Olympus 593  1981  
 P.1216-6    P.1216-2 with extended front fuselage. Mock-up built.  RB.422-48  1982-3  AST.410
 P.1216-7    P.1216-6 with wing root chord extended aft    RB.422-48  1982  AST.410
 P.1216-8    Dry lander with PCB not used for landing.  RB.422-48  1982  AST.410
 P.1216-9    Variable geometry wings outboard of booms.  RB.422-48  1982  AST.410
 P.1216-10  P.1216-6 with increased span wing.  RB.422-48  1982  AST.410
 P.1216-(none)  AEW variant. Long-span folding wing outboard of booms  RB.422-48  1982  
 P.1216-11  P.1216-6 with RB.422-60 engine.  RB.422-60  1982  AST.410
 P.1216-12  P.1216-11 with increased span wing of P.1216-10.  RB.422-60  1982  AST.410
 P.1216-13  P.1216-11 with single sweep angle leading edge.  RB.422-60  1983-4  AST.410
 P.1216-14  P.1216-13 with extended span wing.  RB.422-60  1983  AST.410
 P.1216-15  Single fuselage version for comparison purposes only  RB.422-60  1983  AST.410
 P.1216-16  Navalised P.1216-13  RB.422-60  1984-5  NST.6464  
 P.1216-17  Tandem two-seat P.1216-13  RB.422-60  1984  NST.6464  
 P.1216-18  Dual two-seat P.1216-13  RB.422-60  1984  
 P.1216-19  P.1216-13 with reversed position/smaller tail surfaces  RB.422-60  1984  
 P.1216-20  Twin engined P.1216-6 STOL variant/demonstrator  RB.199  1982  
 P.1216-21  Twin engined (scaled) P.1216-6 version  RB.422  1982  
 P.1216-30  Three engined P.1216-6 STOL variant/demonstrator  RB.199  1982  
 P.1216-40  Originally used for   subsonic version (redesignated P.1226-1)
 Designation reused for a reduced span version of P.1216-13
 RB.422-60  1984  
 P.1216-41  P.1216-16 with different engine/avionics  RB.532-08  1985  NST.6464 A
 P.1216-42  P.1216-41 with Pegasus  Peg. 19-08  1985  NST.6464 A
 P.1216-43  P.1216-16 with advanced engine  PSE.2  1985  NST.6464 B
 P.1216-44  P.1216-43 with extended span  PSE.2  1985  NST.6464 B
 P.1216-45  P.1216-41 with extended span, short fuselage/booms/tail  RB.532-08  1985  NST.6464 A
 P.1216-46  P.1216-45 with extra span and updated engine  PSE.2  1985-6  NST.6464 B
 P.1216-47  P.1216-45 with span of P.1216-46  RB.532-08  1985  NST.6464 A
 P.1216-48  P.1216-45 with Pegasus  Peg. 19-08  1985  NST.6464 A
 P.1216-49  P.1216-46 modified for land base use  PSE.2  1986-7  US/UK MoU
 P.1216-50  P.1216-49 scaled to US/UK MoU  RB.559-03  1987-8  US/UK MoU
 P.1216-51  P.1216-50 naval version  RB.559-03  1988  US/UK MoU
 P.1216-52  P.1216-50 with side intakes  RB.559-03  1988  US/UK MoU
 P.1216-53  P.1216-50 with stealth modifications  RB.559-03  1988  US/UK MoU

P.1226 Variants
 Type No Description Engine Year Requirement
 P.1226-1  Twin tail boom, chin intake. Originally P.1216-40    1984  
 P.1226-2  Streched Harrier II fuselage, FSW, canards and a 'boat tail'.    1984  
 P.1226-8  Twin tail boom, chin intake.    1985  NST.6464  

P.1234 Variants
 Type No Description Engine Year Requirement
 P.1234-1  Blended-body wing with ventral gun turret.  1x Ardour RT-172  1987  
 P.1234-2  Straight wing, twin tail. Fitted with six ASRAAMs on pylons.  1x Avro Lycoming
 P.1234-3  Tailless delta wing, itted with guided hyper-velocity missile system.  2x Ardour RT-172  1987  

 Kingston Future Projects office closes 1988; Kingston closes 1992.

BAe Filtontop

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
     AST   1989    Proj  0  SST studies  14,310,806

From the early 1980s, BAe Filton was primarily responsible for wing design across all Airbus products. In 2001 BAE transferred its UK Airbus facilities, including Filton, to Airbus UK in return for a 20% share of the new company. In 2008, Airbus sold most of the component manufacturing activities on the Filton site to GKN Aerospace, retaining its wing design centre. BAE Systems retained the airfield itself but this was for business on 31 December 2012.

BAe Hatfieldtop

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
     FJA    1978    See Hawker Siddeley HS.146
   225      1979    Internal project number for the original BAe.125-800 project. See de Havilland D.H.125
     SST Biz Jet    1986    Proj  0  2E, 12 pax supersonic business jet  14,464
     1000    1989   Marketing designation for BAe.125-1000. See de Havilland D.H.125
     146NRA    1990    Proj  0  2E, 130 pax development of Hawker Siddeley HS.146  14,309,444,445,446,447,448,449,450,466
     NBJ    1991    Proj  0  2E Business jet studies  14,335

Design and manufacturing ceases at Hatfield in 1993

BAe Prestwicktop

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
     Jetstream 31    1980    See Handley Page Jetstream
     Jetstream 41    1991    See Handley Page Jetstream
     Jetstream 51    1993    Proj  0  2E, 52 passenger airliner, derived from BAe ATP  14,16,367,368,375,901
     Jetstream 61    1993    Updated BAe ATP
     Jetstream 71    1993    Proj  0  2E, 78 passenger airliner, derived from BAe ATP  14,16,367,368,375,901

In March 2001 component manufacture at Prestwick bcame part of the Aerostructures Group, which was sold to Spirit AeroSystems in 2006. The remaining facilities at Prestwick reverted to BAE Systems Regional Aircraft as a supplier of managed solutions for aircraft support services and engineering.

BAe/BAE Systems Warton; for Type Numbers before P.98, see BAC.top

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
   P.98      1977    Proj  0  Delta wing aircraft.  2
   P.99  Unknown              3
   P.100          Proj  0  Tilt wing aircraft.  2
   P.101      1978    Proj  0  2S, 1E gunship.  2
   P.102      1980    Proj  0  Tit wing vectored thrust aircraft.  2
   P.103      1978  (AST.403)  Proj  0  Tilt wing/tilt engine fighter.  3,11,20,829
   P.104      1978    Proj  0  Delta canard fighter.  3
   P.105      1981    Proj  0  Light combat aircraft for India.  3
   P.106A  LCA    1980    Proj  0  1S, 1E fighter; swept wing, conventional tailplane.  3,7,20,301,340
   P.106B  LCA    1980    Proj  0  1S, 1E fighter; cranked delta wing with canards.  3,7,20,301,340
   P.107      1981    Proj  0  1S, 1E FSW development of P.106.  3
   P.108  Unknown              
   P.109      1980  (AST.410)  Proj  0  1S, 1E VTOL fighter; chin intake.  3,11,823
   P.110      1981    Proj  0  1S, 2E fighter.  3,20,458,459,460,461
   P.111      1981    Proj  0  1S, 1E CTOL variant of P.109.  3
   P.112      1981  (AST.410)  Proj  0  1S, 1E STOVL canard delta with RALS.  3,11,362,823
     EAP    1983    Proto  1  1S, 2E fighter technology demonstrator.  3,6,17,19,20,304,328,332,818,428,300,462,463
   P.113  Unknown              
   P.114      1983    Proj  0  1S, 1E STOVL combat aircraft; 4 nozzle vectored
 thrust & canard foreplanes.
   P.115      1984    Proj  0  1S, tandem fan STOVL canard delta.  3,11,362,823,824
   P.116      1984    Proj  0  STOVL combat aircraft with ejector augmentor.  3,11,362
   P.117  Unknown              
   P.118      1984    Proj  0  Tailed European Fighter Aircraft.  3
   P.119  Unknown              
   P.120      1986  (AST.414)  See Eurofighter Typhoon
   P.121  Unknown              
   P.122      1987    Proj  0  ASTOVL Stealth.  3
   P.123  Unknown              
   P.124  Unknown              
   P.125          Proj  0  1S, 1E V/STOL fighter featuring synthetic vision
 and RULS
   P.126  Unknown              
   P.127  Unknown              
   P.128  Unknown              
   P.129  Unknown              
   P.130  Unknown              
   P.131  Unknown              
   P.132  Maritime ATP    1991    Proj  0  Anti submarine/shipping variant of ATP.  8,16,308,359,363
   P.133  Unknown              
   P.134      1991    Proj  0  SIGINT variant of BAe.125.  312
   P.135      1991    Proj  0  Military BAe.125 with under-belly radar.  312
   P.136  Unknown              
   P.137  Unknown              
   P.138  Unknown              
   P.139  Unknown              
   P.140          Proj  0  Supersonic Harrier.  3
   P.141  Unknown              
   P.142          Proj  0  Light combat aircraft.  3
     Supersonic Hawk    1993    Proj  0  Supersonic derivative of Hawker Siddeley Hawk.  825
     Replica    1994    Proto  1  Stealth fighter/bomber non flying demonstrator.  801,807,813
     Kestrel    2001    Proto  1  2E, jet-powered UAV.  322,388,802
     CAP    2002    Proto  1  1E UAV technology demonstrator.  802
     Raven    2003    Proto  2  1E, fully autonomous, UCAV demonstrator.  322,384,388
     Corax    2004    Proto  1  1E unmanned reconnaissance UAV demonstrator.  321,322,381,388,802
     Herti    2004    Prdn  5+  1E surveillance and reconnaissance UAV.  322,383,384,386,387,388,391,396,802
     Fury    2006    Proto  1  Armed recce and CAS variant of Herti.  392,802
     Taranis    2006    Proto  1  1E, fully autonomous, UCAV demonstrator.  332,389,391,396,401,406,407,412,414,415,421,802,
     Mantis    2007    Proto  1  2E UAV technology demonstrator.  324,393,394,396,399,400,404,405,802,817
     Ampersand    2008    Proto  1  1E rotary wing UAV technology demonstrator.  800
     Demon    2009    Proto  1  UAV technology demonstrator.  397,811
     Magma    2016    Proto  1  UAV technology demonstrator.  805,814,901
     Tempest    2018    Proj  1 1S/2E 5th Gen fighter technology demonstrator.  831

BAe Woodford; for Type Numbers before BAe.836, see Hawker Siddeley. top

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
   BAe.836      1978  (ASR.411)  Proj  0  2E Multi-role support aircraft based on Airbus
   BAe.837      1978    Proj  0  Various VTOL military transport studies.  13,901
   BAe.838      1979    Proj  0  Provisional studies for NATO NIAG programme.  901
   BAe.839      1979    Proj  0  100 seat airliner.  14,901
   BAe.840      1982    Proj  0  2 turboprop, 64 pax Avro 748 replacement using
 HS.146 components and FEAT.
   BAe.841      1983    See FIMA.
   BAe.842      1983    Proj  0  Fleet protection AEW.  901
   BAe.843      1981  (ASR.411)  Proj  0  Multi-role support aircraft based on Airbus A300B.  901
   BAe.844      1981  (ASR.411)  Proj  0  Multi-role support aircraft based on Airbus A310.  12,901
   BAe.845      1982    Proj  0  AEW studies - variants of Avro 748.  12,901
   BAe.846   ATP    1982    Prdn  0  2E, 64 pax development of Avro 748.  8,14,16,302,303,329,342,343,344,345,347,348,350,
   BAe.847      1982  (ASR.400)  Proj  0  2E AEW aircraft based on Airbus A300C4.  12,901
   BAe.848      1983    Proj  0  80 passenger airliner.  14,901
   BAe.849  NGMR    1984    Proj  0  4E maritime reconnaissance aircraft studies.  8,827,901
   BAe.850      1987    Proj  0  2 turboprop 20-36 seat business/commuter aircraft.  14,901
   BAe.851      1988    Proj  0  High speed commuter aircraft using shortened ATP
 fuselage & HS.146 outer wing panels and pylons.  
   BAe.852      1988    Proj  0  Commuter aircraft.  14,901
   BAe.853      1989    Proj  0  2/3E, 75 seat airliner.  14,901
   BAe.854      1989    Proj  0  50 pax jet airliner.  14,901
   BAe.855      1989    Proj  0  600 to 1500 pax B.747 replacement.  14,901
   BAe.856      1990    Proj  0  Jetstream 41 replacement.  14,901
     Avro RJ    1992   See Hawker Siddeley HS.146
   BAe.857  Avro RJX    1993   See Avro International Aerospace/Taiwan Aerospace RJX.
   BAe.858      1994   Various development studies of the Avro RJ designated RJ-Q/R/T & W. See Hawker Siddeley HS.146
   BAe.859      1995   See AI(R) 70
   BAe.860 Not used See Hawker Siddeley HS.860.
   BAe.861      1997   As supplier to Airbus, study for a joint project with China. See AE-100.
   BAe.862  RJX    1999    See Hawker Siddeley HS.146

Woodford closes 2011.

BAe/BAE Systems Collaborative Projects top

Project No  Type No  Name  Alternative Name(s)  Year  Spec/(OR) Status  Qty  Description  References
 Joint European Transport (British Aerospace/MBB/Fokker-VFW/Aerospatiale)            
     JET 1    1977    Proj  0  2E, 136 pax airliner studies.  14,326,456,457
     JET 2    1977    Proj  0  2E, 163 pax airliner studies.  14,326,456,457
     JET 3    1977    Proj  0  2E, 190 pax airliner studies.  14,326
 European Collaborative Fighter (British Aerospace/MBB)            
     ECF    1979    Proj  0  1S, 2E fighter.  3,20
 European Combat Aircraft (British Aerospace/Dassault/MBB)            
     ECA    1979    Proj  0  1S, 2E fighter.  3,20,336,337,338,339,341
 British Aerospace/McDonnell Douglas              
     Harrier II    1981   See Hawker Harrier
     T-45 Goshawk    1984   See Hawker Siddeley Hawk
 HOTOL (British Aerospace/Rolls Royce)              
     HOTOL    1982    Proj  0  Single-stage-to-orbit (SSTO) spaceplane.  5,330,395,431,432,433,434,435,436,437,438,439
     HOTOL 2  Interim HOTOL  1990    Proj  0  Simplified SSTO spaceplane.  440,441,442,443
 Advanced Combat Aircraft (British Aerospace/MBB/Aeritalia)            
     ACA  EFA  1982    Proj  0  1S, 2E fighter derived from P.110.  3,20,343,425,426,429,430
 Future International Medium Airlifter (British Aerospace/Aerospatiale/MBB/Lockheed, later adding Aeritalia & CASA )      
     FIMA    1982    Proj  0  Studies for an International Military Airlifter.  8,346,347,349,351,352,353,354,357,358,901
 Eurofighter (Originally British Aerospace/MBB/Aeritalia/CASA, later BAE Systems/Airbus/Leonardo)        
     Typhoon  EFA  1986  (ASR.414)  Prod  640+  1/2S, 2E fighter/strike aircraft.  3,305,315,319,320,323,325,380,382,384,385,390,
 Euroflag (British Aerospace/Aerospatiale/MBB/Aeritalia/CASA )            
     FLA    1989    Proj  0  Studies for an International Military Airlifter.
 Eventually led to Airbus A400 Atlas.
 Avro International Aerospace/Taiwan Aerospace              
     RJX  RJ-X  1993    Proj  0  2E, 90-120 seat airliner.  14,309,367,451,452
 European Supersonic Commercial Transport (Aérospatiale/British Aerospace/DASA)          
     Alliance  ESCT  1994    Proj  0  SST studies.  316,826,809
 Aero International (Regional) (British Aerospace/ATR)            
     AIA-220    1996    Proj  0  2E, 100 pax jetliner.  14,377
     AirJet 58    1996    Proj  0  2E, 58 pax jetliner.  14,377,378
     AirJet 70  AIR (70)  1996    Proj  0  2E, 70 pax jetliner.  14,377,378,379
 Airbus Industrie Asia (AIA)/Aviation Industries of China (AVIC)/Singapore Technologies (ST)        
     AE-100  AE31X  1997    Proj  0  2E, 90-140 pax jetliner.  453,454,455
 BAE Systems/Dassault                
     Telemos    2010    Proj  0  Anglo-French MALE UAV demonstrator.  407
     FCAS    2012    Proj  0  Studies for optionally manned air system.  416,419,422,803
 BAE Systems/Prismatic                
     PHASE-8    2018    Proj  1  Quarter scale model of PHASA-35.  830,833
     PHASA-35    2018    Proj  1  Solar-powered HALE UAV.  830,832,833

ASTOVL Advanced short take off, vertical landing
FEAT Fuel Efficient Aircraft Technology
FSW Forward swept wing
GA Ground Attack
NGMR Next Generation Maritime Reconnaisance
RALS Remote Augmentation Lift System
RULS Remote Unaugmented Lift System
STOVL Short take off, vertical landing
V/STOL Vertical/Short take of and landing

Project References                    To show project references in a floating window

Project References

1        Hawker Aircraft since 1920, Francis K. Mason (Putnam, 1991)

2        British Secret Projects: Jet Bombers since 1949, Tony Buttler (Midland, 2003)

3        British Secret Projects: Jet Fighters since 1950, Tony Buttler (Crecy, 2nd Ed. 2017)

4        British Secret Projects: Hypersonics, Ramjets and Missiles, Chris Gibson and Tony Buttler (Midland, 2007)

5        Secret Projects: Military Space Technology, Bill Rose (Midland, 2008)

6        British Research and Development Aircraft, Ray Sturtivant (Haynes, 1990)

7        Project Cancelled, Derek Wood (Janes, 2nd Ed., 1986)

8        Nimrods Genesis, Chris Gibson (Hikoki Publications, 2015)

9        On Atlas' Shoulders, Chris Gibson (Hikoki Publications, 2016)

10      Project Tech Profile 02 - The Admiralty and AEW, Chris Gibson (Blue Envoy Press, 2011)

11      Project Tech Profile 03 - BAe P.1216, Michael Price (Blue Envoy Press, 2011)

12      Project Tech Profile 04 - The Air Staff and AEW, Chris Gibson (Blue Envoy Press, 2013)

13      Project Tech Profile 06 - The Air Staff and the Helicopter, Chris Gibson (Blue Envoy Press, 2017)

14      Stuck on the Drawing Board, Richard Payne (Tempus, 2004)

15      Sitting Ducks and Peeping Toms, Michael I. Draper (Air Britain (Historians), 2011)

16      The Avro 748, Richard J Church (Air-Britain Publications, 2017)

17      X-Planes and Prototypes - From Nazi Secret Weapons To The Warplanes Of The Future, Jim Winchester (Grange Books, 2005)

18      An Illustrated Guide to Spy Planes and Electronic Warfare Aircraft, Bill Gunston (Salamander, 1983)

19      Aeroguide Special - British Aerospace E.A.P., (Linewrights Ltd, UK)

20      From Spitfire to Eurofighter: 45 Years of Combat Aircraft Design, Roy Boot (Airlife, 1990)

21      Air International Jun 1981

22      Air International Nov 1982

23      Air International Jan 1986

24      Air International Jun 1986

25      Air International Sep 1988

26      Air International Apr 1989

27      Air International Aug 1989

28      Air International Nov 1990

29      Air International Jan 1991

30      Air International Feb 1991

31      Air International Aug 1991

32      Air International Sep 1991

33      Air International Oct 1991

34      Air International Feb 1992

35      Air International Jan 1993

36      Air International Jun 1995

37      Air International Sep 1995

38      Air International Mar 1998

39      Air International Mar 1999

40      Air International Jun 2002

41      Air International Feb 2006

42      Air International Jul 2006

43      Air International Oct 2009

44      Air International Jan 2010

45      Air International - 2006 special Jan 2006

46      Air Pictorial Jun 1978

47      Air Pictorial Mar 1984

48      Air Pictorial Jun 1986

49      Air Pictorial Oct 1986

50      Air Pictorial Oct 1987

51      Air Pictorial Jan 1988

52      Aviation News 15/25

53      Aviation News 16/16

54      Aviation News Oct 2010

55      Flying Magazine Jan 1991

56      Flight International 19 Apr 1980

57      Flight International 2 Jun 1980

58      Flight International 14 Jun 1980

59      Flight International 27 Sep 1980

60      Flight International 31 Jan 1981

61      Flight International 06 Jun 1981

62      Flight International 02 Jan 1982

63      Flight International 11 Sep 1982

64      Flight International 29 Jan 1983

65      Flight International 19 Mar 1983

66      Flight International 11 Jun 1983

67      Flight International 12 Nov 1983

68      Flight International 20 Apr 1985

69      Flight International 15 Jun 1985

70      Flight International 09 Aug 1986

71      Flight International 01 Aug 1987

72      Flight International 27 Dec 1987

73      Flight International 13 Aug 1988

74      Flight International 27 Aug 1988

75      Flight International 10 Sep 1988

76      Flight International 17 Sep 1988

77      Flight International 17 Jun 1989

78      Flight International 24 Jun 1989

79      Flight International 30 Sep 1989

80      Flight International 15 Aug 1990

81      Flight International 05 Sep 1990

82      Flight International 20 Feb 1991

83      Flight International 21 Aug 1991

84      Flight International 11 Dec 1991

85      Flight International 10 Jun 1992

86      Flight International 05 May 1993

87      Flight International 16 Jun 1993

88      Flight International 30 Jun 1993

89      Flight International 06 Oct 1993

90      Flight International 20 Oct 1993

91      Flight International 18 May 1994

92      Flight International 06 Jul 1994

93      Flight International 10 Aug 1994

94      Flight International 07 Sep 1994

95      Flight International 10 May 1995

96      Flight International 21 Jun 1995

97      Flight International 29 May 1996

98      Flight International 20 Nov 1996

99      Flight International 16 Apr 1997

100    Flight International 12 Apr 2005

101    Flight International 20 Dec 2005

102    Flight International 03 Jan 2006

103    Flight International 21 Feb 2006

104    Flight International 28 Feb 2006

105    Flight International 14 Mar 2006

106    Flight International 18 Jul 2006

107    Flight International 25 Jul 2006

108    Flight International 22 Aug 2006

109    Flight International 12 Dec 2006

110    Flight International 24 Apr 2007

111    Flight International 07 Aug 2007

112    Flight International 17 Jun 2008

113    Flight International 22 Jul 2008

114    Flight International 17 Feb 2009

115    Flight International 03 Mar 2009

116    Flight International 04 Aug 2009

117    Flight International 06 Oct 2009

118    Flight International 20 Oct 2009

119    Flight International 24 Nov 2009

120    Flight International 06 Jul 2010

121    Flight International 20 Jul 2010

122    Flight International 15 Feb 2011

123    Flight International 01 Mar 2011

124    Flight International 14 Jun 2011

125    Flight International 28 Feb 2012

126    Flight International 26 Jun 2012

127    Flight International 03 Jul 2012

128    Flight International 08 Jan 2013

129    Flight International 07 May 2013

130    Flight International 05 Nov 2013

131    Flight International 10 Dec 2013

132    Flight International 11 Feb 2014

133    Flight International 11 Mar 2014

134    Flight International 29 Apr 2014

135    Flight International 22 Jul 2014

136    Flight International 11 Nov 2014

137    Flight International 20 Jan 2015

138    Flight International 22 Sep 2015

139    Flight International 15 Mar 2016

140    Flight International 12 Apr 2016

141    Flight International 24 May 2016

142    Flight International 10 Jan 2017

143    Flight International 26 Sep 2017

144    https://www.flightglobal.com/news/articles/farnborough-2008-bae-develops-rotary-and-lighter-th-225597/

145    http://www.hitechweb.genezis.eu/stealth4f.htm

146    http://www.hitechweb.genezis.eu/UCAV02.htm

147    http://www.unmannedsystemstechnology.com/2012/07/bae-systems-and-dassault-aviation-awarded-anglo-french-unmanned-air-systems-contract/

148    http://www.unmannedsystemstechnology.com/2014/02/video-first-flights-of-uk-built-taranis-uav-surpass-all-expectations/

149    http://www.unmannedsystemstechnology.com/2017/12/jet-powered-uav-completes-first-phase-flight-trials/

150    https://www.newscientist.com/article/dn3590-secret-uk-stealth-plane-project-revealed/

151    http://www.harrier.org.uk/history/projects.htm

152    Beyond the Harrier - Kingston V/Stol Projects 1957-1988, Michael J. Pryce and Michael J. Hirschberg

                (SAE Technical Paper 2003-01-3050, 2003). Available from:


153    https://www.secretprojects.co.uk/forum/index.php/topic,11511.0.html

154    https://www.secretprojects.co.uk/forum/index.php/topic,11947.0.html

155    https://www.secretprojects.co.uk/forum/index.php/topic,11962.0.html

156    https://www.secretprojects.co.uk/forum/index.php/topic,1202.0.html

157    https://www.secretprojects.co.uk/forum/index.php/topic,1250.0.html

158    https://www.secretprojects.co.uk/forum/index.php/topic,13630.0.html

159    https://www.secretprojects.co.uk/forum/index.php/topic,13727.0.html

160    https://www.secretprojects.co.uk/forum/index.php/topic,14506.0.html

161    https://www.secretprojects.co.uk/forum/index.php/topic,16297.0.html

162    https://www.secretprojects.co.uk/forum/index.php/topic,17831.0.html

163    https://www.secretprojects.co.uk/forum/index.php/topic,29292.0.html

164    https://www.secretprojects.co.uk/forum/index.php/topic,29794.0.html

165    https://www.secretprojects.co.uk/forum/index.php/topic,3803.0.html

166    https://www.secretprojects.co.uk/forum/index.php/topic,4186.0.html

167    https://www.secretprojects.co.uk/forum/index.php/topic,4895.0.html

168    https://www.secretprojects.co.uk/forum/index.php/topic,5889.0.html

169    https://www.secretprojects.co.uk/forum/index.php/topic,6025.0.html

170    https://www.secretprojects.co.uk/forum/index.php/topic,7707.0.html

171    https://www.secretprojects.co.uk/forum/index.php/topic,833.0.html

172    http://speedbirdconcorde.wixsite.com/speedbirdconcorde/single-post/2016/07/21/The-True-Son-of-Concorde-Project-Alliance

173    https://www.czechairliners.net/index.php/encyklopedie-letadel/nedokoncene-projekty/1247-british-aerospace-ast-nedokoncene-projekty-2.html

174    https://www.secretprojects.co.uk/avrolist2.pdf

                  (originally sourced from http://www.avroheritage.com)

175    Aeromilitaria, 2011/1, (Air-Britain Publications)

176    Flight International 02 Oct 1982

177    Flight International 06 Nov 1982

178    Flight International 13 Nov 1982

179    Flight International 23 Apr 1983

180    Flight International 14 May 1983

181    Flight International 21 May 1983

182    Flight International 04 Jun 1983

183    Flight International 08 Jun 1985

184    Flight International 29 Jun 1985

185    Flight International 19 Oct 1985

186    Flight International 15 Feb 1986

187    Flight International 01 Mar 1986

188    Flight International 13 Sep 1986

189    Flight International 20 Jun 1987

190    Flight International 05 Mar 1988

191    Flight International 06 Aug 1988

192    Flight International 10 Jul 1990

193    Flight International 19 Sep 1990

194    Flight International 07 Nov 1990

195    Flight International 18 Dec 1990

196    Flight International 02 Jan 1991

197    Flight International 20 Mar 1991

198    Flight International 01 May 1991

199    Flight International 12 Jun 1991

200    Flight International 03 Jul 1991

201    Flight International 04 Sep 1991

202    Flight International 04 Mar 1992

203    Flight International 09 Jun 1993

204    Flight International 11 Aug 1993

205    Flight International 11 Sep 1996

206    Flight International 05 Mar 1997

207    Flight International 08 Jul 1998

208    Flight International 08 Apr 1978

209    Flight International 29 Apr 1978

210    Flight International 27 Jun 1981

211    Flight International 04 Jul 1981

212    Flight International 10 Apr 1982

213    Flight International 27 Mar 1982

214    Flight International 31 Dec 1983

215    Flight International 09 Apr 1986

216    Flight International 06 Sep 1986

217    Flight International 05 Dec 1987

218    Flight International 12 Dec 1990

219    Flight International 24 Mar 1993

Books & Booklets
1.Hawker Aircraft since 1920, Francis K. Mason (Putnam, 1991)
2.British Secret Projects 2: Jet Bombers since 1949, Tony Buttler (Crecy, 2018)
3.British Secret Projects 1: Jet Fighters since 1950, Tony Buttler (Crecy, 2nd Ed. 2017)
4.British Secret Projects: Hypersonics, Ramjets and Missiles, Chris Gibson and Tony Buttler (Midland, 2007)
5.Secret Projects: Military Space Technology, Bill Rose (Midland, 2008)
6.British Research and Development Aircraft, Ray Sturtivant (Haynes, 1990)
7.Project Cancelled, Derek Wood (Janes, 2nd Ed., 1986)
8.Nimrods Genesis, Chris Gibson (Hikoki Publications, 2015)
9.On Atlas' Shoulders, Chris Gibson (Hikoki Publications, 2016)
10.Project Tech Profile 02 - The Admiralty and AEW, Chris Gibson (Blue Envoy Press, 2011)
11.Project Tech Profile 03 - BAe P.1216, Michael Price (Blue Envoy Press, 2011)
12.Project Tech Profile 04 - The Air Staff and AEW, Chris Gibson (Blue Envoy Press, 2013)
13.Project Tech Profile 06 - The Air Staff and the Helicopter, Chris Gibson (Blue Envoy Press, 2017)
14.Stuck on the Drawing Board, Richard Payne (Tempus, 2004)
15.Sitting Ducks and Peeping Toms, Michael I. Draper (Air Britain (Historians), 2011)
16.The Avro 748, Richard J Church (Air-Britain Publications, 2017)
17.X-Planes and Prototypes - From Nazi Secret Weapons To The Warplanes Of The Future, Jim Winchester (Grange Books, 2005)
18.An Illustrated Guide to Spy Planes and Electronic Warfare Aircraft, Bill Gunston (Salamander, 1983)
19.Aeroguide Special - British Aerospace E.A.P. (Linewrights Ltd, UK)
20.From Spitfire to Eurofighter: 45 Years of Combat Aircraft Design, Roy Boot (Airlife, 1990)

Magazines and Periodicals
300.Aeromilitaria, 2011/1 (Air-Britain Publications)400.Flight International 06 Jul 2010
301.Air International Jun 1981401.Flight International 20 Jul 2010
302.Air International Nov 1982402.Flight International 15 Feb 2011
303.Air International Jan 1986403.Flight International 01 Mar 2011
304.Air International Jun 1986404.Flight International 14 Jun 2011
305.Air International Sep 1988405.Flight International 28 Feb 2012
306.Air International Apr 1989406.Flight International 26 Jun 2012
307.Air International Aug 1989407.Flight International 03 Jul 2012
308.Air International Nov 1990408.Flight International 08 Jan 2013
309.Air International Jan 1991409.Flight International 07 May 2013
310.Air International Feb 1991410.Flight International 05 Nov 2013
311.Air International Aug 1991411.Flight International 10 Dec 2013
312.Air International Sep 1991412.Flight International 11 Feb 2014
313.Air International Oct 1991413.Flight International 11 Mar 2014
314.Air International Feb 1992414.Flight International 29 Apr 2014
315.Air International Jan 1993415.Flight International 22 Jul 2014
316.Air International Jun 1995416.Flight International 11 Nov 2014
317.Air International Sep 1995417.Flight International 20 Jan 2015
318.Air International Mar 1998418.Flight International 22 Sep 2015
319.Air International Mar 1999419.Flight International 15 Mar 2016
320.Air International Jun 2002420.Flight International 12 Apr 2016
321.Air International Feb 2006421.Flight International 24 May 2016
322.Air International Jul 2006422.Flight International 10 Jan 2017
323.Air International Oct 2009423.Flight International 26 Sep 2017
324.Air International Jan 2010424.Flight International 02 Oct 1982
325.Air International - 2006 special Jan 2006425.Flight International 06 Nov 1982
326.Air Pictorial Jun 1978426.Flight International 13 Nov 1982
327.Air Pictorial Mar 1984427.Flight International 23 Apr 1983
328.Air Pictorial Jun 1986428.Flight International 14 May 1983
329.Air Pictorial Oct 1986429.Flight International 21 May 1983
330.Air Pictorial Oct 1987430.Flight International 04 Jun 1983
331.Air Pictorial Jan 1988431.Flight International 08 Jun 1985
332.Aviation News 15/25432.Flight International 29 Jun 1985
333.Aviation News 16/16433.Flight International 19 Oct 1985
334.Aviation News Oct 2010434.Flight International 15 Feb 1986
335.Flying Magazine Jan 1991435.Flight International 01 Mar 1986
336.Flight International 19 Apr 1980436.Flight International 13 Sep 1986
337.Flight International 2 Jun 1980437.Flight International 20 Jun 1987
338.Flight International 14 Jun 1980438.Flight International 05 Mar 1988
339.Flight International 27 Sep 1980439.Flight International 06 Aug 1988
340.Flight International 31 Jan 1981440.Flight International 10 Jul 1990
341.Flight International 06 Jun 1981441.Flight International 19 Sep 1990
342.Flight International 02 Jan 1982442.Flight International 07 Nov 1990
343.Flight International 11 Sep 1982443.Flight International 18 Dec 1990
344.Flight International 29 Jan 1983444.Flight International 02 Jan 1991
345.Flight International 19 Mar 1983445.Flight International 20 Mar 1991
346.Flight International 11 Jun 1983446.Flight International 01 May 1991
347.Flight International 12 Nov 1983447.Flight International 12 Jun 1991
348.Flight International 20 Apr 1985448.Flight International 03 Jul 1991
349.Flight International 15 Jun 1985449.Flight International 04 Sep 1991
350.Flight International 09 Aug 1986450.Flight International 04 Mar 1992
351.Flight International 01 Aug 1987451.Flight International 09 Jun 1993
352.Flight International 27 Dec 1987452.Flight International 11 Aug 1993
353.Flight International 13 Aug 1988453.Flight International 11 Sep 1996
354.Flight International 27 Aug 1988454.Flight International 05 Mar 1997
355.Flight International 10 Sep 1988455.Flight International 08 Jul 1998
356.Flight International 17 Sep 1988456.Flight International 08 Apr 1978
357.Flight International 17 Jun 1989457.Flight International 29 Apr 1978
358.Flight International 24 Jun 1989458.Flight International 27 Jun 1981
359.Flight International 30 Sep 1989459.Flight International 04 Jul 1981
360.Flight International 15 Aug 1990460.Flight International 10 Apr 1982
361.Flight International 05 Sep 1990461.Flight International 27 Mar 1982
362.Flight International 20 Feb 1991462.Flight International 31 Dec 1983
363.Flight International 21 Aug 1991463.Flight International 09 Apr 1986
364.Flight International 11 Dec 1991464.Flight International 06 Sep 1986
365.Flight International 10 Jun 1992465.Flight International 05 Dec 1987
366.Flight International 05 May 1993466.Flight International 12 Dec 1990
367.Flight International 16 Jun 1993467.Flight International 24 Mar 1993
368.Flight International 30 Jun 1993
369.Flight International 06 Oct 1993
370.Flight International 20 Oct 1993
371.Flight International 18 May 1994
372.Flight International 06 Jul 1994
373.Flight International 10 Aug 1994
374.Flight International 07 Sep 1994
375.Flight International 10 May 1995
376.Flight International 21 Jun 1995
377.Flight International 29 May 1996
378.Flight International 20 Nov 1996
379.Flight International 16 Apr 1997
380.Flight International 12 Apr 2005
381.Flight International 20 Dec 2005
382.Flight International 03 Jan 2006
383.Flight International 21 Feb 2006
384.Flight International 28 Feb 2006
385.Flight International 14 Mar 2006
386.Flight International 18 Jul 2006
387.Flight International 25 Jul 2006
388.Flight International 22 Aug 2006
389.Flight International 12 Dec 2006
390.Flight International 24 Apr 2007
391.Flight International 07 Aug 2007
392.Flight International 17 Jun 2008
393.Flight International 22 Jul 2008
394.Flight International 17 Feb 2009
395.Flight International 03 Mar 2009
396.Flight International 04 Aug 2009
397.Flight International 06 Oct 2009
398.Flight International 20 Oct 2009
399.Flight International 24 Nov 2009


Papers & Brochures
900.Beyond the Harrier - Kingston V/Stol Projects 1957-1988, Michael J. Pryce and Michael J. Hirschberg (SAE Technical Paper 2003-01-3050, 2003
[available from: https://www.sae.org/publications/technical-papers/content/2003-01-3050/]
901.avrolist2.pdf (originally sourced from http://www.avroheritage.com) available from: https://www.secretprojects.co.uk/avrolist2.pdf

Production Summary top
Select the Prdn_List button to go to the appropriate listings page.

Note: In the Production Summary, conversions are only listed where they result in a change from one Type to another. Changes to sub-type or Mark Number are not shown in the summary. For details of these, see the individual listings.

Production TBD

   Total BAe/BAE Systems Production     ?   

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V1.4.4 Created by Roger Moss. Last updated August 2020