Cunliffe-Owen COA-19 Concordia

For a description of the format and data included in Production Tables, see here.

Contents

Type Description

• COA-19 Concordia
• All metal low wing monoplane airliner. The fuselage was an all metal monocoque structure simple fabrication of light pressed channel frames notched for the passage of bulb-angle section extruded slringers, with structural bulkheads behind the pilots cockpit, at the spar attachments and at the tailplae attachment. There were five large passenger windows on each side, with an entry door located in the rear fuselage on the port side. Opposite the entry door was a baggage compartment enclosed by stressed partitions. Immediately rearward of the baggage hold was a small toilet compartment lighted by windows on each side wall. The wing center section main spar rose above the cabin floor by approximately 12in, thus dividing the cabin into two compartments. Forward, the cockpit was separated from the passenger cabin by a bulkhead. The cockpit featured a removable control column on the starboard co-pilot’s side, so that it could be operated by a single pilot and a navigator/radio officer. All controls were positioned within easy reach of either pilot; an autopilot, manufactured by Sperry, was offered as an option, but would be fitted as standard in the single-control version. A central pedestal contained all the engine, undercarriage, flaps, elevator and fuel system controls. The cockpit afforded the flight crew excellent all-round visibility, including transparent panels above the side windows for improved vision when turning. The second prototype differed from the first in having its cockpit lengthened by 8in to move the pilots’ seats forward of the propellers, helping to reduce the noise from the blade tips.The propellers were level with this bulkhead, which reduced cabin noise, but in addition noise suppressing insulating material was also used.
  The wing was built in three parts - centre section and two detachable outer winga, with detachable tips. The main spar had extruded light alloy booms riveted to a stiffened plate web, and was continuous through the fuselage. A built-up false aft spar was pinned to a fuselage bulkhead, and braced channel ribs attached forward and aft of the main spar. The stressed metal skin was stffened by spanwise stringers. The firewall and four engine pick-up points were carried by a system of tubular struts, while hinged and removable cowling panels gave excellent access to the powerplants. Fuel was in four tanks of Marflex bagtype crash proof units, consisting of a 52.25 gallon outer-wing tank and a 54 gallon centre-section tank, port and starboard, giving a total of 212.5 gallons. The cantilever tailplane featured horn-balanced and aerodynamwally balanced rudder and elevators.
  In its initial feeder liner configuration, the 530 cu.ft. cabin was designed for ten seats in five rows of two-abreast, with a central aisle affording 6ft of headroom. In this layout, each seat row featured a large window and individual reading lamps while racks for cabin baggage ran along the side walls. If required, accommodation could be increased to 12 with an extra row of seats while still maintaining generous legroom. A retractable tricycle undercarriage was fitted, the main gear rotating forwards in to the engine nacelles and the nose gear rearwards, unusually turning 90° so that the nose wheel lay horizontal when retracted. Two 550 h.p. Alvis Leonides LE.4M powerplants, with a new type of Rotol three-blade propellers that allowed for a reverse thrust braking option if required. The engines were interchangeable port and starboard.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
57 ft	44 ft 2 in	16 ft 10 in	436 sq ft	15500 lb	11000 lb	190 mph/ 165 kn	223 mph/ 194 kn	1200 mi	21000 ft
17.37 m	13.46 m	5.13 m	40.51 m2	7031 kg	4990 kg	306 kph	359 kph	1931 km	6401 m

Projected Variants

• Five different versions of the Concordia were envisaged: in addition to the ten-seat feeder liner, Cunliffe-Owen proposed a 14-seat high density/troop carrier, a freighter, an air ambulance and a luxury executive transport. :
  
  The high-density 14-seat variant was offered for trooping or short haul work by the removal of the luggage compartment and toilet, this version having a reduced range.
  
  In the freighter version, cabin upholstery was removed, but the lower sidewalls were protected by an extra inner skin of light metal. Freight bins of around 12 cu. ft. could be fitted in place of a row of seats (weighing no more than the seats they replaced), and provision was made for any combination of freight bins, individual lashed-down freight items and seating. The cabin, with a length of 22ft 6in, maximum width of 5ft 4in, and maximum height of 6ft, provided overall capacity of 590 cu. ft., accessed through an enlarged cabin door.
  
  The air ambulance version was designed to accommodate up to four stretchers, each with individual oxygen supply, along with positions for two doctors and a nurse, and featured a sound-proofed cabin lined with plastic material and a rubber covered floor for ease of cleaning and disinfecting. Extra space was allowed for a refrigerator and cupboard for storing drugs and medical equipment and the main entrance door was enlarged for loading and unloading of stretchers.
  
  In its executive style, custom-made interiors offered a choice of seating layout, including a full-length bed and facing pairs of seats with work tables, as well as ample wardrobe space.

Production Details

---

Production References

1. British Post War Airliners - An A-Z of Aircraft 1945-2000, Arthur W.J.G. Ord-Hume (Stenlake Publishing, 2017)
2. Air Britain Aviation World 2007/2 (Air-Britain Publications)
3. https://www.key.aero/article/crowded-out-cunliffe-owen-concordia