46-492: The Handley Page (Reading) H.P.R.1 Marathon was a British four-engined civil transport aircraft, capable of seating up to 20 passengers. It was designed by Miles Aircraft Limited and largely manufactured by Handley Page (Reading) Limited (who acquired Miles' assets) at Woodley Aerodrome , Reading, England. Originally submitted to the Air Ministry as a four-engined high-wing monoplane weighing roughly 16,500 lb,
92-476: A chase plane , to verify items like altitude , airspeed , and general airworthiness . A maiden flight is only one stage in the development of an aircraft type. Unless the type is a pure research aircraft (such as the X-15 ), the aircraft must be tested extensively to ensure that it delivers the desired performance with an acceptable margin of safety. In the case of civilian aircraft, a new type must be certified by
138-575: A 40,000 mile-long sales tour, reaching Australia and New Zealand . The same aircraft was subsequently painted in BEA markings as "Rob Roy" in September 1951 and was demonstrated to the airline at Heathrow . During acceptance tests for BEA, it was determined that the Marathon was not a suitable replacement for the de Havilland Dragon Rapide , and thus the order was reduced to seven aircraft, none of which
184-498: A Miles Aircraft Ltd prospectus with "false and reckless statements". The trial began on 10 May 1950 at the Old Bailey . After 17 days of sitting, the jury stopped the case against Miles and Sir William, and they were discharged. They had appeared on charges of inducing people to acquire shares in the company by making a misleading forecast and dishonestly concealing a material fact in a prospectus. According to Flight , "Twenty of
230-606: A prospectus was issued in March, 1947 (before the accounts for 1946 were published), the directors should reasonably have been expected to know that all was not well with the company, and when, in August, 1947, a dividend of 7% per cent and a bonus of 24% were recommended, they should reasonably have been expected to know that a big loss was being suffered by the company. Charges were brought against Sir William Malcolm Mount and F. G. Miles. There were 24 charges regarding publication of
276-545: A range of curious prototypes. A company was founded in 1928 by Charles Powis and Jack Phillips as Phillips & Powis Aircraft (Reading) Ltd . In 1929 they opened Woodley Aerodrome , near the town of Reading , Berkshire. In 1936, Rolls-Royce bought into the company. Although aircraft were produced under the Miles name, it was not until 1943 that the firm became Miles Aircraft Limited when Rolls-Royce's interests were bought out. The company needed to increase production of
322-475: A rescue plan could not be drawn up until the audit was completed. The principal trade creditors were: Blackburn Aircraft Ltd., De La Rue Extrusions Ltd., Smiths Aircraft Instruments Ltd . and the Sperry Gyroscope Co. Ltd . Mr. F. G. Miles announced the payment of the 4% per cent preference dividends out of his own resources of £8,600. After Miles Aircraft had been taken over by financiers in 1947,
368-817: A specifically formed company, the Western Manufacturing Estate Ltd, the name "Western" referring to its location on the Woodley aerodrome. This company later merged with the Adamant Engineering Company Ltd. to form the Adwest Group. Miles also manufactured ballpoint pens designed by László Bíró through an associated company, the Miles Martin Pen Co. Ltd. In 1948, F.G. Miles founded F. G. Miles Limited, which continued to produce aircraft under
414-415: Is the first occasion on which it leaves the ground under its own power. The same term is also used for the first launch of rockets . In the early days of aviation it could be dangerous, because the exact handling characteristics of the aircraft were generally unknown. The maiden flight of a new type is almost invariably flown by a highly experienced test pilot . Maiden flights are usually accompanied by
460-593: The English Heritage Archive ), Miles Development Products Ltd, Miles Electronics Ltd, Miles Marine & Structural Plastics Ltd and Jet Tanks Ltd. The group was initially based at Redhill, but moved to Shoreham in 1953. Miles Electronics was involved in the manufacture of flight simulators; this division merged with the UK arm of the Link Trainer flight simulator company and was later acquired by
506-548: The H.P.R.1 Marathon . The Miles Aeronautical Technical School was taken over by the Reading Technical College . Other products in which Miles had interests included photocopiers; this business became Copycat Ltd, which was acquired by the Nashua Corporation in 1963. The Philidas locking nut unit became an independent company. The bookbinding machinery and actuator production were taken over by
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#1732783967546552-508: The Master advanced trainer, as well as the Martinet and Monitor target tugs . The aircraft designed by Miles were often technologically and aerodynamically advanced for their time; the M.20 emergency production fighter prototype outperformed contemporary Hawker Hurricanes , despite having fixed landing gear. The X Minor was a flying testbed for blended wing-fuselage designs, although
598-530: The Singer Corporation . In 1975 Hunting Associated Industries acquired a controlling interest in F. G. Miles Engineering and all its subsidiaries. The company was renamed Hunting Hivolt and Jeremy Miles, the son of Fred Miles (who founded the firm), became a non-executive director on the board. Other companies included Miles HiVolt Ltd and Miles-Dufon Ltd (this company went into administration on 15 April 1980). Design work between F. G. Miles Ltd and
644-930: The French company, Hurel-Dubois , resulted in the HDM.105 – a standard Miles Aerovan fitted with an Hurel-Dubois high-aspect-ratio wing. This work led to the Hurel-Dubois HD.34 and the Short Skyvan series of aircraft. The company's earlier aircraft include the Hawk Trainer and its military variant, the Magister , as well as the Messenger and the Gemini . During the Second World War, it produced
690-524: The Marathon are closely associated with the opportunities offered by the Brabazon Committee , which sought to best direct the British aircraft industry's efforts for the postwar civilian market. Work on the project had commenced under Miles Aircraft Limited , having been originally envisioned as a four-engined low-wing cantilever monoplane that was had been intended as a natural successor to
736-704: The Marathon reportedly possessed a relatively tail-heavy trim, an absolute ceiling of 9,500 feet, and a rate of climb of only 300 ft a minute. The last of the Marathon navigational trainers were retired in April 1959, after which the majority were quickly scrapped. A few Marathons were operated by other UK military users, including the Royal Aircraft Establishment . Three Marathons were acquired in 1955 by Derby Aviation, based at Burnaston airport near Derby and predecessor of British Midland Airways . The aircraft were used on scheduled services within
782-463: The Marathon. Handley Page reorganised its new acquisition as the subsidiary Handley Page (Reading) Limited , and promptly set about produce the Marathon. Somewhat ironically, Handley Page was able to secure a considerably higher sales price for the type that had been asked for by Miles. Between 1948 and 1950, a total of 40 Marathons were manufactured. On 14 January 1950, the first production Marathon 1 aircraft (registered G-ALUB ) departed Woodley for
828-641: The Miles Messenger and to do so it took over a former linen mill in Banbridge , County Down, Northern Ireland for the production of components of the aircraft. A hangar at RAF Long Kesh was used for assembly of the aircraft and flight testing was carried out at the airfield. The company moved to Newtownards following the end of the war in 1946. The company opened the Miles Aeronautical Technical School in 1943 under
874-510: The Miles brand. The company was based on two sites, Redhill Aerodrome and Shoreham Aerodrome . In 1961, the aviation interests were purchased (along with Auster Aircraft Limited ) by British Executive and General Aviation Limited ( Beagle Aircraft ), initially as Beagle-Miles Ltd, with George Herbert Miles as Chief Designer and Technical Director. The company adopted a group structure with subsidiary companies as follows: Meridian Airmaps Ltd (whose collection of aerial photographs forms part of
920-581: The UK and to the Channel Islands until their withdrawal in December 1960. Two aircraft (G-ALVY/XA252 and G-AMER/XA261) were returned from the RAF to F.G. Miles at Shoreham for planned use on scheduled services but this failed to happen and they were scrapped in 1962. One aircraft was delivered to Jordan in September 1954 for the personal use of King Hussein . No surviving airframes are known to exist but
966-464: The aircraft, perhaps most significantly the replacement of its four piston engines with an alternative twin-engine turboprop -driven arrangement; provisions for such a reengining had been made in the Marathon's original design. On 19 May 1947, the Air Ministry issued Specification 15/46 for a turboprop-powered model of the Marathon, leading to formal work commencing immediately thereafter. As per
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#17327839675461012-463: The company number, name, year of first flight and number produced of all Miles aircraft. The Miles Aircraft Collection was established in 1993 for anyone interested in Miles aircraft and related subjects and aims to encourage the preservation of all surviving examples worldwide (ideally in flying condition or otherwise in museums and collections open to the public). Maiden flight The maiden flight , also known as first flight , of an aircraft
1058-451: The concept was well received by the Brabazon Committee , with Miles being issued with instructions to proceed. While development proceeded, various agencies argued over the aircraft's specification, leading to multiple attempts to change the design midway though, delaying progress and inflating costs. Delays over the placement of a firm order contributed to Miles' bankruptcy , after which its assets were acquired by Handley Page and formed into
1104-564: The design and manufacture of aircraft was ended by the new Board. At this time the company had some £5 million worth of business in hand, including substantial orders for the Messenger and the Gemini. In 1948 an application by the Board of Trade for the appointment of an inspector to investigate the affairs of Miles Aircraft Ltd. was granted by Mr. Justice Roxburgh. The B.O.T. case was that when
1150-602: The directorship of Maxine (Blossom) Miles The school had a "Headmaster", Walter Evans. In 1947, the company entered receivership following bankruptcy proceedings instigated by Titanine Ltd. , in the Chancery Division of the High Court . Titanine supplied Miles with aviation coatings used in the production of the Miles Gemini aircraft. Mr. Justice Wynn-Parry adjourned the petition of Titanine Ltd., for
1196-491: The following two years, and that they dishonestly concealed the fact that a profit for the manufacture of aircraft in 1947 was unlikely." Both men said that they believed every word of the prospectus was true. After the acquittal, an application for costs for £20,000 was disallowed. The aviation assets were purchased by Handley Page as Handley Page Reading Ltd. Handley Page produced the Miles-designed M.60 Marathon as
1242-407: The large commercial transport intended to be produced from this research never entered production. The gigantic Miles X Airliner was to seat 55 and have eight engines buried in the wings, driving four sets of contra-rotating props and achieve a range of 3,450 miles. The Miles Libellula (named after dragonflies ) were experimental tandem-wing designs. A fighter prototype M.35 , designed to give
1288-580: The majority of the design features for the aircraft, which was designated M.60 Marathon , had been agreed upon. The Marathon incorporated numerous modern features, including its all-metal construction, being the first Miles-built aircraft to be built as such, as well as being the company's first four-engined design. Around this latter stage of development, work was protracted by a multitude of state agencies becoming involved and pushing for their own diverse requirements to be incorporated, some of which were contradictory and occasionally impractical to achieve, such as
1334-405: The onset; during its official trials, the aircraft was described as being the nicest multi-engined aeroplane to have ever been handled by its test pilots. It was also recognised that the Marathon was the first British transport aircraft to comply with the stringent International Civil Aviation Organization (ICAO) safety requirements. However, on 10 May 1948, tragedy struck when one of the prototypes
1380-414: The original 24 counts were thrown out before the defence was reached. The prosecution alleged that the defendants gave a misleading forecast that for 1947 the profit covering the production of aircraft would have been £75,000, whereas there was a substantial loss. It was alleged that they recklessly made the misleading statement that the company had orders on hand which were sufficient to ensure production for
1426-478: The pilot a better landing view, and to fit on aircraft carriers without a need for folding wings, was funded and built by the company (with wood) in only six weeks but was rejected by the Ministry of Aircraft Production . A bomber version was designed, and then a prototype ordered for a "high speed bomber" requirement, but that prototype was never built. Instead, the company built a 5/8th scale version M.39B which
Handley Page Marathon - Misplaced Pages Continue
1472-432: The prewar de Havilland Express . Miles' management were convinced that there would be a sizable market for a larger aircraft, but there was some dispute as to how big it should be, with internal proposals ranging from 12,000 lb to 20,000 lb, while some designers pushed for the use of a pair of Bristol -built engines capable of 1,100 hp instead of four de Havilland Gipsy Queen engines producing 330 hp. It
1518-810: The region for several years. The Ministry of Supply ended up with as many as 30 returned or unsold Marathons, and promptly sought out uses for them. The majority of excess aircraft were diverted for use by the Royal Air Force as navigation trainers, receiving the designation Marathon T.11 along with numerous internal modifications to suit the role. Many of the 28 aircraft taken on charge from early 1953 were flown by No. 2 Air Navigation School at RAF Thorney Island , Hants. A total of 16 aircraft were transferred to RAF Topcliffe, Yorks in June 1958 when No.1 Air Navigation School relocated there. By February 1959, only eight were airworthy. Apart from mechanical unreliability,
1564-404: The specification to which the aircraft was built likely heavily contributed to the lukewarm response it received from such operators, with British European Airways (BEA) opting to not introduce the type despite buying seven of them with intentions of doing so. The largest operator of the Marathon was the Royal Air Force , where the type were primarily used as a navigation trainer. The origins of
1610-549: The specification was released to competitive tender during May 1944. While rival bids were submitted from companies such as Percival and Armstrong Whitworth , Miles' design was selected as the winner, with the company being issued an instruction to proceed with development during October 1944. As per the convention at the time, development and ordering were overseen by the Air Ministry alone, with Miles being forbidden from directly communicating with commercial operators to seek input on their requirements or suggestions. By April 1945,
1656-411: The specification, the new Armstrong Siddeley Mamba was selected to power this variant, but considerations were made for the alternative use of Rolls-Royce Dart engines as well. A single prototype with Mamba engines begun construction in 1947, it performed its first flight during 23 July 1949, at which point it was only the third British aircraft to fly with turboprop engines. The Mamba-powered prototype
1702-407: The subsidiary Handley Page (Reading) Limited to produce the Marathon. The Marathon represented several firsts, being Miles' first four engined aircraft as well as their first all-metal design; it was also recognised that the Marathon was the first British transport aircraft to comply with the stringent International Civil Aviation Organization (ICAO). However, the lack of commercial involvement in
1748-588: The third was at an advanced stage before negotiations towards such a contract were successful, but by then it was too late for the company. Miles had experienced persistent financial difficulties and was banking on at least 100 Marathons being ordered; however, the initial production contract that emerged only ordered 50 aircraft, of which 30 were intended for British European Airways (BEA) while 20 were directed to British Overseas Airways Corporation (BOAC), which already intended to resell its aircraft onto other airlines. Furthermore, efforts were made to further develop
1794-661: The upper fuselage section of Marathon M.60 G-AMGW was stored at Woodley, United Kingdom as part of the Miles Collection c. 2000 Data from British Civil Aircraft since 1919: Volume 2. General characteristics Performance Related lists Miles Aircraft Miles was the name used between 1943 and 1947 to market the aircraft of British engineer Frederick George Miles , who, with his wife – aviator and draughtswoman Maxine "Blossom" Miles (née Forbes-Robertson) – and his brother George Herbert Miles , designed numerous light civil and military aircraft and
1840-421: The use of a pressurised cabin or a very high level of structural strength. This led to numerous disputes over which groups had authority to overrule one another and led to considerable resource waste on the project. A total of three prototypes were built for the development process, the first of which performed the type's maiden flight on 19 May 1946. Flight testing of the Marathon yielded positive results from
1886-431: The winding up of Miles Aircraft Ltd., until 19 January 1948, on the grounds that the company had showed prima facie reasons for not yet having formulated a reorganization scheme. The petitioners, creditors for £5,837, were supported by other creditors for £62,000 and opposed by creditors for £200,000. An affidavit put into court showed that subject to audit, a loss of £630,000 had been incurred on 31 October 1947, but that
Handley Page Marathon - Misplaced Pages Continue
1932-681: Was accepted by BEA. According to aviation author Don Brown, BEA had decided on cancelling its plans to introduce the Marathon during February 1952, largely as a result of government authorities having failed to consider the airline's requirements. Six Marathons were delivered to the West African Airways Corporation in late 1952 for operation in and between the British colonies in that region. The type were entirely replaced during 1954 by de Havilland Herons . The last three production aircraft were given increased tankage and sold to Union of Burma Airways which operated them in
1978-544: Was decided to compromise on a four-engined aircraft with a high-mounted wing that weighed roughly 16,500 lb; this proposal was submitted to the Air Ministry for review, resulting in Specification 18/44 being written to fit it. While the concept quickly received the Brabazon Committee's approval, who assigned it the designation Type 5a , Miles did not receive a direct contract immediately; instead,
2024-425: Was later refitted with Alvis Leonides Major radial engines and used to assist development of the projected Handley Page Herald . Unable to secure relief, the Miles company was forced to declare bankruptcy during late 1947, shortly after which the rival aircraft company Handley Page purchased the majority of its assets, including the firm's factory at Woodley near Reading, Berkshire , along with design rights to
2070-403: Was lost during official trials held at RAF Boscombe Down ; the loss was attributed to pilot error, having failed to adjust the fins to their normal position, resulting in mid-flight structural failure. While Miles had worked on the Marathon under its instructions to proceed, the issuing of a production contract by British authorities was anything but prompt. The second prototype was in flight and
2116-410: Was sold to the government for research and testing; it was scrapped after being damaged and the bomber procurement had been cancelled. Tandem-wing designs, with a wing at both ends of an aircraft, reduce centre of gravity problems due to fuel or ammunition usage. The Miles M.52 was a turbojet-powered supersonic research aircraft project that was cancelled before completion. The following table lists
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