Editing Brabazon Committee (section)

==Legacy==
The Brabazon Committee was essentially a failure. All the major designs proposed suffered from protracted development periods at a time when airliners were needed quickly to compete with the American products; this was largely due to the time required to develop the new jet engines but was also due to failures of the Brabazon specifications, the poor decision making of the manufacturers and various UK government Ministries involved, and an amount of prejudice on the part of BOAC,<ref name=Hamilton-Patterson217>Hamilton-Patterson, 2010, pp.217-220</ref> the major customer whose input was not often requested. This prejudice by BOAC was seen subsequently in decisions such as cancelling the [[Vickers V.1000]] airliner,<ref name=Phipp134>Phipp, 2007, pp.134-135</ref><ref name="Andrews565">Andrews and Morgan 1988, pp. 565-569</ref> failing to support the [[Vickers VC10]] which had been designed to BOAC's specification,<ref name=Phipp145>Phipp, 2007, pp.145-146</ref><ref name="Andrews461">Andrews and Morgan 1988, pp. 461-468</ref> and a continued desire to buy American products.<ref name=Hamilton-Patterson220>Hamilton-Patterson, 2010, p.220</ref> BEA later requested a larger Viscount which became the [[Vickers Vanguard]] but which only sold 43,<ref name=Phipp140>Phipp, 2007, pp.140-142</ref> and then insisted on a smaller [[Hawker Siddeley Trident|Trident]] than the design proposed by Hawker Siddeley.<ref name=Phipp144>Phipp, 2007, p.144</ref> Consequently, the Trident, like the VC-10, failed to sell in significant numbers. The [[BAC 1-11]] was more successful but suffered from a lack of investment in development as much government funding was directed to [[Concorde]]. Subsequently, after production of the [[HS146]] ended in 2002, no more complete airliners have been designed or made in the UK, and the industry makes only components.