The aerospace industry of the United Kingdom is the second-largest national aerospace industry in the world (after the United States) and the largest in Europe by turnover with a global market share of 17% in 2019. In 2020, the industry employed 116,000 people.
Domestic companies with a large presence in the British aerospace industry include BAE Systems (one of the world's largest defence contractors, with significant aerospace activities),SIPRI Top 100 Arms-Producing and Military Services Companies SIPRI. Retrieved 18 December 2019. Airbus (through its Airbus UK subsidiary), Britten-Norman, GKN, Hybrid Air Vehicles, Meggitt PLC, QinetiQ, Rolls-Royce (one of the world's leading aero engine manufacturers), Senior plc, MBDA UK and Ultra Electronics. Major foreign-owned companies with a notable footprint in the UK include Boeing (through its Boeing UK subsidiary), Lockheed Martin (through its Lockheed Martin UK subsidiary), GE Aviation (through the British facilities of its GE Aviation Systems subsidiary), Safran (through the British facilities of its Safran Landing Systems subsidiary), Thales Group (through its Thales UK subsidiary), Leonardo (through its Leonardo UK subsidiary) and Spirit AeroSystems (through its British facilities).
Current and future crewed aircraft in which the British aerospace industry has a major role include the AgustaWestland AW101, AW159, Airbus A220, A320 family, A330, A340, A350, A380, A400M, BAE Hawk, Boeing 767, 777, 787, Bombardier CRJ700, Learjet 85, Britten-Norman Defender, Britten-Norman Islander, Eurofighter Typhoon, Hawker 800, Lockheed Martin C-130J Super Hercules, Lockheed Martin F-35 Lightning II and BAE Systems Tempest. Current and future unmanned aerial vehicles in which the British aerospace industry has a major role include Airbus Zephyr, BAE Taranis, HAV 304 Airlander 10 and Watchkeeper WK450. Major engine families designed and manufactured in the United Kingdom include the Eurojet EJ200, TP400-D6, Rolls-Royce LiftSystem, Rolls-Royce Trent and Rolls-Royce UltraFan.
The British aerospace industry has made many important contributions to the history of aircraft and was solely, or jointly, responsible for the development and production of the first aircraft with an enclosed cabin (the Avro Type F), the first jet aircraft to enter service for the Allies in World War II (the Gloster Meteor), the first commercial jet airliner to enter service (the de Havilland Comet), the first aircraft capable of supercruise (the English Electric Lightning),English Electric Aircraft and their Predecessors, Stephen Ransom & Robert Fairclough, Putnam, London, 1987, (p.227) the first supersonic commercial jet airliner to enter service (the Aérospatiale-BAC Concorde), the first fixed-wing V/STOL combat aircraft to enter service (the Hawker Siddeley Harrier), the first twin-engined widebody commercial jet airliner (the Airbus A300), the first digital fly-by-wire commercial aircraft (the Airbus A320), and the largest commercial aircraft to enter service to date (the Airbus A380).
2010 saw the establishment of the Aerospace Growth Partnership (AGP), a strategic partnership between the UK Government, industry and other key stakeholders, established to secure the future of the UK aerospace industry in the face of an ever changing, and increasingly competitive global landscape.
General statistics UK aerospace industry in 2013 Turnover (£ Bn.) No. of enterprises Economic contribution (£ Bn.) % of economic output 24.7 634 9.44 0.9%
As of 2021, about a quarter of large communications satellites manufacture takes place in Britain.
History
The early interest in aeroplanes The desire by private individuals, often amateur gentlemen, to fly as a hobby provided the initial stimulus to the UK aviation industry. By October 1913, there were over 80 private airworthy aeroplanes, more than the airworthy planes in the recently formed Royal Flying Corps. Before the First World War, there were no regular air services and commercial aviation only really started in 1919 after the development of suitably sized aircraft during the First World War.Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) p. 476
Whilst it was the military market that really was the source of aviation development, in the years leading up to 1914 it was, in the UK, rather sporadic. In 1909, development on behalf of the Government was stopped as being too costly. In April 1911 Britain had only 6 military aeroplanes, 2 of which were obsolete. The French War Department owned 208. However, by the start of WW1, the Naval Wing of the R.F.C. had 93 and the Military Wing had 179.Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) p. 479
Pre-1900 1862: First flight of an observation balloon in Aldershot, Hampshire 1875: First flight of the Aerial Steamer, a tethered aeroplane 1879: First flight of the British Army's first balloon, the Pioneer 1890: British Army Balloon Factory is established 1893: First experimentation by British Army of a man-lifting kite 1896: First flight of Frost Airship Glider
1900 to 1909 1907: First flight of British Army Dirigible No 1 1908: First flight of British Army Aeroplane No 1 1909: First flight of De Havilland Biplane No. 1 and the Short No.1 biplane
1910–1914 As a new technology, there was a great deal of interest from a variety of sources but often it was individuals just enthused by aviation. Between 1909 and 1914 there were about 200 active constructors, although many of them only made one or two planes. But even the production of the larger firms was not very substantial, British and Colonial Aeroplane Company, one of the largest produced just over 200 planes between 1910 and 1914.Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) p. 487
Most of the aviation pioneers, such as Geoffrey de Havilland, Thomas Sopwith, Richard Fairey, Robert Blackburn, Frederick Handley Page, A.V. Roe and the Short Brothers had a training in engineering and their companies were usually privately financed. There were several large engineering companies who also got involved, such as Vickers in 1911, Armstrong Whitworth in 1912 British and Colonial Aeroplane Company in 1910 and Aircraft Manufacturing Company in 1912.
Along with these companies there was the early development of seaplanes, particularly near Southampton, by companies such as S. E. Saunders (originally boat builders) and Pemberton-Billing (later Supermarine). Finally, there were several French subsidiary companies who built aero-engines.Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) pp. 487–8
1914–1918 Unsurprisingly the run up to and onset of the First World War led to a massive increase in the number of companies engaged in aircraft production. Between 1912 and 1916 aircraft production was moved on to a mass production basis. But it was only by 1917 that production problems and procedures were sorted out such that there was a steady flow of aircraft, engines and spares.Robin Higham 1968 Quantity vs. Quality: The Impact of Changing Demand on the British Aircraft Industry, 1900–1960 The Business History Review Vol. 42, No. 4 (Winter, 1968)
By October 1918 there were 1,529 companies involved in the manufacture of aircraft. As well as aviation companies making aeroplanes there were other engineering companies also involved in making aircraft and engines (usually under licence). Companies such as shipbuilders Harland and Wolff in Belfast, engineering manufacturer, G & J Weir in Glasgow. The motor industry obviously had a capability to manufacture aeroplanes and, in particular, engines. Austin Motor Company, Daimler Company, D. Napier & Son, Sunbeam Motor Car Company and ABC Motors were all part of the wartime aviation industry. In addition there were also a large number of sub-contractors, making such things as propellers, electrical equipment, instrumentation and canvas.David Edgerton 2013 England and the Aeroplane – Militarism, Modernity and Machines. pp. 22–23
However, once the War was over, the vast majority returned to their pre-war activities. The aircraft being produced in 1918 were essentially enhanced versions of the 1914 aircraft. The development of the aviation industry between 1914 and 1918 was more one of production and logistics than scientific or technical.
1918–1924 On 2 January 1918 the Air Ministry was founded and on 1 April 1918 the Royal Air Force was established, independent of the Army and Royal Navy. Both organisations were to fashion the nature of the aviation industry in the UK.
The first task for the government at the end of the war was to dispose of their stocks of aircraft and to deal with those on order. The Ministry of Munitions set up a Disposal Board and sold the entire surplus stock to a private company, Aircraft Disposals Company, with Frederick Handley Page as one of the key personnel.Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) p. 491
As soon as the war was finished and the government demand for aircraft ceased some of the remaining aircraft companies tried to diversify into other activities but with limited success or simply closed down. For instance, Airco looked at car manufacture and was bought by the Daimler Company parent company Birmingham Small Arms whilst Martinsyde and Sopwith briefly tried motor cycles. By 1920 the British aerospace industry consisted of 28 aeroplane constructors and a dozen aero engine designers. However, much of their work was of a trivial nature and engine orders were so low that Rolls-Royce nearly left the aviation sector.Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) p.490
The aviation industry was left with the core of pre-war producers and a few companies whose interest in aviation had been aroused. This latter category included companies such as the Norwich engineering firm Boulton & Paul, Westland Aircraft, the wartime offshoot of engine manufacturers Petters Ltd and Gloucestershire, later, Gloster Aircraft Company formed from Cheltenham-based luxury liner outfitters H.H. Martyn & Co..Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) p. 488
Nonetheless, there was still determination to stay particularly from the enthusiastic pioneers such de Havilland and Sopwith. As soon as Airco and Sopwith Aviation Company were declared bankrupt,(due to the Treasury demanding payment for excess profits) within months Tommy Sopwith and Geoffrey de Havilland both established new companies, H.G. Hawker Engineering later Hawker Aircraft and De Havilland Aircraft Company.Peter Fearon 1969: The Formative Years of the British Aircraft Industry, 1913–1924 The Business History Review Vol. 43 No. 4 (Winter 1969) p.493
Civil aviation The Government established a Civil Aerial Transport Committee (that included H. G. Wells and Tommy Sopwith) that reported in December 1918. Their key recommendation was that steps should be taken to foster civil aviation in order, in part, to maintain a manufacturing base that could supply the country's military needs.Peter Fearon 1985 The Growth of Aviation in Britain. Journal of Contemporary History Vol. 20 No.1