In 1927, Romanian engineer Romulus Bratu proposed his idea to the French Services Techniques de l’Aéronautique (a division of the Ministry of Air). However, S.T.Ae showed little interest, partly because Bratu’s French was poor. Undeterred, the persistent “gastarbeiter” managed to reach Henri Chéron, the Minister of Finance, and even Poincaré, the Prime Minister of France.
With their support, a contract was signed in 1928, allocating five million francs and establishing the Bratu firm, headed by the Finance Minister’s son. The firm attracted a strong team of experienced engineers, including M. Grieznov (an emigrant?), who was responsible for the wing design. The wing featured a distinctive, robust geodetic structure without traditional longitudinal spars, and utilized a promising Göttingen profile.
M. Gianoli from the Couzinet firm worked on the fuselage, crafting it in the renowned style of his company. The specific engine arrangement was chosen to prevent aircraft deviation during takeoff caused by uneven motor operation. Initially, the aircraft was to be equipped with three 230hp Gnome Rhône Titan engines, but later, a 420hp Gnome Rhône Jupiter was incorporated into the nose section.
Development and Financial Hurdles
In September 1929, a model of the aircraft underwent wind tunnel testing, confirming its flight capability despite some directional instability, which was subsequently resolved. By the end of that year, however, the firm faced difficulties: funds were dwindling, and the design team partially changed, with Grieznov reportedly leaving after several months without pay.
Compounding these issues, the press began to criticize the project, questioning why a company with no prior production history had received substantial funds for a risky large aircraft endeavor without any tangible results. Nevertheless, construction of the trimotor finally commenced in early 1930.
Construction, Accidents, and First Flight
At a leased factory in Athis-Mons, a hundred workers and two remaining engineers built the entirely wooden aircraft, although some sources suggest the fuselage framework was made of steel tubes. An additional airframe was constructed for static tests, which the apparatus successfully passed. By the end of 1930, the second prototype was assembled in a C.I.D.N.A. airline hangar at Bourget Airport, performing several highly favorable taxi runs.
Yet, the aircraft’s troubles were far from over. At one unfortunate moment, it was discovered severely damaged in the hangar; poorly coordinated engineers had miscalculated something, causing the landing gear to collapse under the aircraft’s weight. The Bratu-220 settled on its belly, with its wings resting on the ground.
The damaged fuselage was repaired and reinforced directly on the open-air airfield, adding 800 kg to its weight. By this point, skepticism was rife, and few believed the Romanian-French airplane would ever take to the skies. On November 15, 1932, the repaired aircraft was ready for takeoff, but engine problems arose, forcing it back into the hangar.
Finally, on November 26, 1932, the airplane successfully took to the air, making a smooth takeoff without bounces or skips. The Bratu-220 underwent various tests until March 1933, flying and taking off on just two engines.
Rejection and Legacy
In March 1933, the aircraft was presented to Aviation Minister Pierre Cott, who, to Romulus Bratu’s likely astonishment, rejected it. The reason given was that its takeoff run exceeded the specified technical requirement by five meters. The Bratu-220 likely continued flights until June 1933; reportedly, one engine was damaged during a flight, and the aircraft was not repaired thereafter. The trimotor was last observed at Villacoublay airfield, near Paris.
Negotiations regarding the Ministry of Aviation purchasing patents for the aircraft reportedly took place, but their outcome remains unknown. A follow-up project, the Bratu-221, conceived in 1930, replicated the 220’s design in all aspects except for a more traditional wing structure, featuring spars and ribs instead of the geodetic design. However, due to financial difficulties, the 221 was never completed. A more ambitious four-engine Bratu-250 project remained purely on paper.
Technical Specifications
| Modification | Bratu-220 |
| Wingspan, m | 25.00 |
| Length, m | 17.47 |
| Height, m | 6.55 |
| Wing area, m2 | 83.00 |
| Empty weight | 4400 |
| Normal takeoff weight | 1000 |
| Engine type | 2 Piston engines Ghome-Rhone Titan + 1 Piston engine Bristol Jupiter |
| Power, hp | 2 x 230 + 1 x 420 |
| Maximum speed, km/h | 200 |
| Cruising speed, km/h | 170 |
| Practical range, km | 850 |
| Practical ceiling, m | 4100 |
| Crew | 2 |
| Payload | up to 10 passengers |
Image and diagram gallery of the Bratu-220
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