PARNALL - Bristol's Other Plane-maker

Section 1 - Woodworking contracts, then Scout and Panther

by Alan Webb

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The Parnall story is unique in the history of British aviation; for some twenty two years the name of Parnall was to be associated with the development of a remarkable range of types yet none was destined to be built in quantity by its parent firm. If inventiveness and design quality had anything to do with it, Parnall aircraft should have achieved much more than fate bestowed upon them but the inter-war years were hard times for many aircraft firms and, for the most part, the designs never went beyond the prototype stage.

Parnall and Sons of Mivart Street, Eastville, Bristol was a wood-working firm of note in the period prior to the First World War. The demands of war brought many firms into the world of aviation that had no previous connection but Parnall was to receive large orders from the Admiralty for the production of aircraft designed elsewhere, principally Avro 504's and Short 827's. The quality of workmanship and enthusiasm for the new product did not go un-noticed and it brought an enquiry in 1916 for a design of their own to meet a requirement for a coastal defence aircraft. At that time the principal threat was seen as coming from Zeppelin attacks and a specially designed fighter would be needed to counter them. Parnall's first indigenous aircraft was the Scout: designed by A. Camden Pratt, it was a large, single seat, two-bay biplane powered by a 230hp Sunbeam Maori, with a centrally located fuselage and an upward firing gun mounted on the upper wing. It acquired various nicknames including "Zeppelin Chaser" and "Zepp Straffer" but the design was not a success as it was substantially overweight; it is believed that two flights were made before a stress check revealed unacceptably low safety factors and further work was abandoned.

Fig 1 - The Parnall Scout N505 almost certainly at Mivart Street in a near complete state. Armament was intended to be a Davis 2 lb. recoilless gun firing upwards at 45 deg. ahead of the cockpit.
(Editor's note - The 5-storey red brick factory in Mivart St was built in 1890 as The Epstein Building, and survives in good repair in the 21st century. From 1970 it housed light industry and studios for artists.)

Aircraft production did not end with the Scout's demise as a batch of Fairey Hamble Babys were built and another enquiry came for a shipboard reconnaissance plane. For this work the Admiralty released the services of Harold Bolas, an engineer who had been instrumental in designing flying boat hulls. Bolas's first design for Parnall was the remarkable Panther; among its notable features was a birch ply monocoque fuselage of some depth with the pilot and observer placed high for a superb all-round view. The fuselage was hinged for shipboard stowage; for ditching the plane had a hydrovane ahead of the undercarriage as well as air-bag floatation gear. Official tests in 1918 were disappointing as performance was only marginally better than the 1.1/2 Strutter which it was designed to replace but an order for 312 aircraft was placed with the firm.

Fig 2 - The prototype Parnall Panther N91 with guns in place but withour hydrovane. (IWM photo No Q63813)

Fig 3 - Front view of a 6th prototype Parnall Panther N96 probably taken at Filton, showing the hydrovane and floatation gear inflated. The fuselage hinge line behind the cockpit is clearly seen.

Fig 4 - Early deck landings with the Parnall Panther. At the time landing accidents were common.

About that time Parnall and Sons was acquired by W. & T. Avery Ltd. who considered prospects in the aircraft industry poor with the ending of hostilities. An attempt by the Admiralty to reduce the order led to a disagreement with the result that Parnall ceased aircraft manufacture and production passed to Filton where 150 were built during 1919 and 1920. In service the aircraft performed well being described as delightful to fly with none of the vices associated with large rotary engines, however deck landing at that time was hazardous and the accident rate was high. Late production Panthers were fitted with oleo undercarriages and remained in service until 1926. Two aircraft were acquired by the US Navy and 12 were supplied to Japan.

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