Mann Egerton & Company Limited

[Maveric]

Hi all,

Type A Short Type 184 licence 1915
Type B Short Type 184 modified 1916
Type C Short Bomber licence 1916
Type D Sopwith Strutter licence fighter A.D.9400 1917
Type E Sopwith Strutter licence bomber A.D.9700 1917
Type F a project of their own design (no more info)
Type G S.P.A.D. VII licence 1917
Type H fighter (own design) 1917
Type I not assigned
Type J A.I.R.C.O. D.H.9 licence 1917
Type K a project of their own design (no more info)
Type L a project of their own design (no more info)
Type M A.I.R.C.O. D.H.9A licence 1918
Type N A.I.R.C.O. D.H.10 licence 1918

If you have more info´s and/or drawings of the Type´s F / K / L please let me know...

Servus Maveric

 

[geeshockbloke]

This is interesting as Mann Egerton are still extant as a VW/Audi car dealership. Boulton Paul do joinery, so what other aircraft companies are doing other stuff?

Mark

 

[robunos]

All I can find is a brief mention on page 150 of
'War Planes of the First World War: Fighters volume 1',
J.M.Bruce.

"Their Type F would have been an aeroplane of their own
design, but was abandoned owing to the Admiralty's
pressing desire to have Spad production initiated without
delay. The Spad was Mann Egerton Type G."

So here's some information on the Type H. (same source)

The type H was a single seat fighter for shipboard use,
designed to specification N.1a. Serial numbers for six
prototypes were issued, N44 to N49. Only two were built
and flown, however.
Both were two-bay equal-span biplanes, without stagger or
dihedral, to allow wing folding. Armament was a fixed Vickers
gun, and a Lewis. The enginefor both was the 200hp Hispano-
Suiza.
The first aircraft, N44, refered to by the manufacturer as H.1
was fitted with a flat-bottomed float attached to the bottom
of the fuselage, and bouyancy devicesin the rear fuselage.
Wingtip stabilising floats were also fitted.
The short jettisonable undercarriage was attached to the
central float.
The second machine, H.2, N45, dispensed with the fixed floats
in favour of inflatable air flotation bags, was fitted with a larger
horn-balanced rudder, and had other detail differences.
Both machines were tested at the Isle of Grain experimental
establishment in late 1917. H.1 failed it's floatation tests and was
not accepted. N45 was not accepted, either, though the exact
reason is not known. Insufficient performance is most likely.
Another factor was that the Sopwith 2F.1 Camel was available for
the same duties, and was a simpler aircraft.