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Flying Elephant

The Flying Elephant was a proposed developed by the during but never built. Conceived in 1916 by designer to address the limitations of early tanks like the , particularly in traversing soft terrain, the project aimed to create a heavily armoured vehicle with auxiliary underbelly tracks for improved flotation. Approved in mid-1916, the design featured a length of approximately 8.4 metres, weight around 100 tons, frontal armour up to 75 mm thick, a 75 mm main gun, and several machine guns, powered by two Daimler engines for a top speed of about 3 km/h. The project was cancelled by late 1916 due to resource priorities for lighter tanks and doubts about its practicality.

Historical Context

World War I Armored Warfare

The debut of occurred on September 15, 1916, during the Battle of Flers-Courcelette, a phase of the larger offensive, where British forces deployed 49 to support advances across no-man's-land. These early vehicles, rhomboidal in shape and equipped with tracks to navigate shell-cratered terrain, achieved limited tactical successes by crushing and suppressing machine-gun nests, but only nine reached their objectives due to mechanical breakdowns and difficult ground conditions. The 's armor, ranging from 6 to 12 mm thick, proved inadequate against German artillery, with many immobilized or destroyed by direct hits from field guns and howitzers, exposing the they were meant to protect. Trench warfare on the Western Front had devolved into a deadly stalemate by 1915, characterized by extensive networks of fortified trenches, barbed wire entanglements, and machine-gun fire that decimated advancing infantry during assaults. German defenses relied heavily on artillery dominance, with field guns like the 7.7 cm FK 16 providing rapid, flat-trajectory fire to repel attacks, while 10.5 cm leFH 98/09 howitzers delivered high-explosive shells into Allied positions, exacerbating casualties and preventing breakthroughs. These weapons, often zeroed in on predictable assault paths, created kill zones that rendered traditional infantry tactics futile, as seen in the high losses during the Somme offensive where artillery accounted for the majority of the 420,000 British casualties. The concept of armored vehicles evolved from pre-war agricultural tractors, such as the American Holt Caterpillar models with continuous tracks, which inspired military engineers to adapt them for crossing trenches and obstacles. In February 1915, the Admiralty formed the Landships Committee, chaired by , to explore "landships"—self-propelled, armored platforms capable of navigating shell-torn battlefields and supporting against entrenched foes. Prototypes like the improvised Killen-Strait tractor with an armored body tested in July 1915 paved the way for purpose-built , marking a shift from wheeled armored cars to tracked vehicles designed for the static warfare of the Western Front. These early limitations in protection and mobility spurred initiatives to enhance tank armor against artillery threats.

Emergence of Super-Heavy Tank Concepts

During , the evolution of highlighted the vulnerability of early to fire, prompting military engineers across nations to conceptualize with thicker armor, typically 30-40 mm in proposed designs, to better resist and indirect effects, though still vulnerable to direct hits from field guns at typical combat ranges. One of the earliest such concepts emerged in with the , proposed in 1915 by inventor Nikolai Lebedenko as a multi-wheeled behemoth to traverse trenches and barbed wire entanglements. Featuring two massive 9-meter-diameter front wheels and a smaller , the weighed around 60 tons and was planned to be armed with two 76 mm cannons in side sponsons along with several machine guns, though it was tested unarmed, reflecting the international push for vehicles with impenetrable armor to counter the stalemate of . Despite imperial funding from Tsar Nicholas II, the design proved impractical during 1915 trials, as the front wheels bogged down in soft ground, underscoring the challenges in realizing super-heavy mobility. Germany pursued multiple super-heavy proposals to match Allied armored advances, including the A7V-U developed in 1918 as an enlarged variant of the standard . Weighing approximately 40 tons with rhomboidal tracks for improved trench-crossing, the A7V-U featured enhanced armor up to 30 mm thick and armament consisting of two 57 mm guns in side sponsons plus four to six 7.92 mm machine guns, intended to support assaults under barrages. Even more ambitious was the , conceived in 1917 by Captains Wegener and Heigl, which reached 120 tons through a lengthened with multiple bogies and was equipped with four 77 mm fortress guns and seven machine guns to demolish fortified positions. Approved for production amid fears of tank superiority, only two prototypes were partially built by war's end, highlighting the logistical hurdles of such massive constructs. In the British context following the offensive's mixed results in 1916, where early tanks like the suffered high losses to , similar imperatives drove the pursuit of super-heavy protections to sustain breakthroughs against entrenched defenses.

Design and Development

Initiation by

, the engineer who had previously designed the British tank, proposed the Flying Elephant project in April 1916 in response to the vulnerabilities exposed by early tank trials. During these trials, prototypes like the "Mother" demonstrated that the thin armor—typically half an inch thick—left crews highly susceptible to artillery fire, prompting Tritton to conceptualize a much more heavily protected vehicle capable of withstanding medium-caliber shells. The initial design emerged from Tritton's sketches, with the earliest known drawing titled "Suggested " dated 12 April 1916, which incorporated dual tracks to enhance and over rough terrain. This feature aimed to allow the to navigate trenches and obstacles more effectively than its predecessors. On 19 June 1916, the Tank Supply Committee, chaired by Albert Gerald Stern, approved the construction of a following promising armor penetration tests conducted earlier that spring. The was to be constructed by William Foster & Co., with construction beginning in earnest in November 1916 following instructions to proceed with 1½-inch armor plating. The project's name, "Flying Elephant," was adopted by July or August 1916, evoking a for a colossal yet resilient designed to "fly" across battlefield impediments like trenches while absorbing heavy impacts through thick armor plating. This conceptualization positioned the Flying Elephant as a intended to serve as a frontline fighter against enemy and potential armored threats.

Evolution and Approval Process

Following William Tritton's initial proposal for a in early 1916, the project underwent significant iterative refinements starting with the 45-ton "Design A" () sketched in April 1916, which aimed to provide enhanced protection against artillery fire. Armor tests conducted by Lieutenant Kenneth Symes between April and June 1916 provided critical feedback on material resilience, informing enhancements for greater protection and leading to heavier configurations while balancing feasibility. These tests, involving experimental plates and simulations, guided the development toward more robust layouts. By July 1916, the design evolved into "Design B" (Foster's Battletank), estimated at ~100 tons, which incorporated Symes' recommendations for streamlined hull forms and auxiliary mobility aids to improve field performance. The and the Tank Supply Department, under Albert Stern's oversight, played pivotal roles in this process, emphasizing feasibility amid logistical constraints and directing the use of partial wooden mockups for structural validation. Additionally, 1/48-scale models were constructed to assess stability and maneuverability, facilitating bureaucratic reviews that balanced ambition with production realities. The approval process faced substantial delays due to resource prioritization for lighter tanks, such as the Mark IV, which consumed materials and engineering capacity during the summer of 1916. These hurdles, compounded by ongoing design revisions and shifting frontline needs, postponed full until November 1916, when the Flying Elephant's configuration was finally advanced toward realization despite plans for later scaling to ~60 tons in 1917. Despite this progress, the project's momentum waned as strategic focus turned toward more agile armored vehicles.

Technical Specifications

Structure and Dimensions

The Flying Elephant design incorporated an all-riveted with a rhomboidal shape, optimized for enhanced stability and obstacle traversal in environments. This configuration contributed to its low silhouette, with overall dimensions measuring 8.36 meters in length, 3 meters in width, and 3 meters in height, alongside a ground clearance of approximately 0.5 meters. The vehicle utilized dual caterpillar tracks that extended the full length of the , supplemented by two auxiliary underbelly tracks for improved performance over soft terrain, allowing it to cross trenches and obstacles up to 3 meters wide effectively. In terms of weight progression, early proposals targeted around 100 tons, but subsequent refinements in Design B scaled this down to 50-60 tons to facilitate and improve overall feasibility.

Armament and Armor

The Flying Elephant's primary armament evolved across its design iterations to emphasize its role as an artillery-resistant assault vehicle capable of engaging enemy fortifications and armor at close range. In Design A, the main weapons were two 6-pounder mounted in sponsons for support. This was revised in Design B to a single 3-inch (76 mm) mounted frontally, which offered improved accuracy and penetration against German field guns while fitting the vehicle's emphasis on mobility over sheer firepower. Complementing the main gun, the secondary armament consisted of six .303-inch machine guns positioned along the sides and rear for all-around coverage. These were intended primarily for anti-infantry , allowing the crew to suppress accompanying troops or deter close assaults during advances through contested terrain. The machine guns' placement ensured overlapping fields of fire, enhancing the tank's defensive posture without compromising the forward focus. The armor configuration prioritized protection against medium , with 3-inch (76 mm) frontal plating engineered to withstand impacts from 77 mm and 105 mm shells at 500 meters. Side and roof armor tapered to 2 inches (51 mm) to balance weight and vulnerability, using high-tensile plates riveted over a structural frame. This design stemmed from early experiments demonstrating that 2-inch plating could deflect 77 mm rounds at typical combat ranges, informing the scaled-up specifications.

Propulsion and Crew Accommodations

The Flying Elephant's propulsion system relied on two Daimler 105 hp six-cylinder sleeve-valve petrol engines, mounted along the centerline and coupled to deliver a combined output of approximately 210 horsepower. These engines drove the four tracks (two main and two auxiliary) through a central , enabling the vehicle to traverse rough despite its enormous projected weight of around 100 tons. Steering was accomplished via a clutching mechanism that allowed the driver to slow or stop one side's tracks independently, a method similar to that used in earlier heavy tanks like the . This powerplant was designed to achieve a maximum road speed of 2-3 and about 1 off-road, prioritizing slow, deliberate movement over rapid maneuvers to maintain and overcome obstacles such as trenches up to 3 meters wide. The system's emphasis on low-speed reliability addressed the challenges of the vehicle's scale, though the substantial armor weight placed considerable strain on the engines, resulting in frequent maintenance needs and vulnerability to mechanical failure in prolonged operations. The crew accommodations were tailored for 8-10 personnel, comprising a , driver, multiple gunners, and loaders to manage the tank's intended armament and operations. The interior featured compartmentalized sections to separate spaces from fighting compartments, reducing noise and heat exposure while allowing efficient task allocation. was enhanced through periscopes for key positions, compensating for the limited direct-view slits necessitated by the thick protective plating and enabling the crew to observe and engage targets without excessive exposure.

Cancellation and Legacy

Reasons for Project Termination

The decided in early 1917 to terminate the Flying Elephant project, shifting priorities toward more mobile tank designs such as the , which emphasized speed and maneuverability over the super-heavy's emphasis on armor. This decision was driven by concerns over the Flying Elephant's excessive weight—estimated at around 60 tons after revisions—and its anticipated slow speed, powered by underpowered 210-horsepower Daimler engines that failed to meet the required 6 miles per hour. As Gerald Stern, head of the Tank Supply Department, later noted, "mobility was thought to be a surer defence than heavy-armour," reflecting a strategic pivot away from immobile behemoths vulnerable to artillery and terrain challenges. The performance of lighter Mark series tanks in combat further supported the view that medium and heavy tanks could effectively support advances across no-man's-land without the extreme armor of super-heavies, while highlighting logistical incompatibilities such as the Flying Elephant's dimensions exceeding standard transport limits for deployment to the front lines. production efforts refocused on scaling up output of proven Mark series tanks, leading to the reallocation of materials and labor away from experimental super-heavy projects. By the time of cancellation, the Flying Elephant had progressed only to detailed drawings, wooden models, and partial component fabrication like engines and track frames, with no full prototypes constructed due to these constraints.

Influence on Later Tank Designs

The Flying Elephant project, despite its cancellation, left a conceptual legacy in British tank design during the , particularly in the pursuit of heavily armored vehicles capable of withstanding fire. Its design philosophy, emphasizing thick armor and robust track systems for trench-crossing, influenced subsequent concepts, such as the 34-ton tank developed in , which incorporated enhanced stability features derived from early super-heavy experiments. Similarly, the A1E1 of 1928 adopted a multi-turret configuration that echoed the Flying Elephant's dual-track arrangement, aiming for improved firepower distribution and mobility over rough terrain in line with WWI lessons on heavy vehicle engineering. This emphasis on artillery-resistant armor found parallels in super-heavy tank programs, notably the German prototype of 1944, which weighed 188 tons and prioritized impenetrable protection against field guns, much like the Flying Elephant's original intent to counter heavy bombardment. However, the British Flying Elephant's focus on integrated track systems for sustained operations anticipated the TOG (The Old Gang) prototypes of , which revived rhomboidal designs from WWI-era thinkers to address similar defensive requirements in a mechanized context. Surviving artifacts from the project continue to inform historical analysis of early evolution. A 1/48 of the Flying Elephant Design B is preserved at in Bovington, Dorset, where it serves as a key exhibit for studies on feasibility and WWI innovation. Additionally, partial technical drawings and sketches are held in the archives of the , providing insights into the iterative design process and influencing modern scholarship on armored development.

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