The Ambassador was developed in response to a requirement identified by the Brabazon Committee for a twin-engined short-to-medium-haul airliner as a replacement for the ubiquitous Douglas DC-3.

Airspeed assembled a dispersed design team at Fairmile Manor, Cobham, Surrey, in 1943, which initially worked on a smaller proposal powered by Bristol Hercules radial engines; this was quickly superseded by a larger-capacity design aimed at better fulfilling the expansion in postwar civil air travel, although several entities doubted Airspeed's projected growth in air travel.

Early on, British European Airways (BEA) emerged as a key customer for the type, having placed a £3 million order for 20 aircraft in September 1948.

[1] The origins of the Ambassador can be traced to 1943 and the work of the Brabazon Committee, which sought to define what types of aircraft would be desired by the postwar civil aviation sector.

[2] The British manufacturer Airspeed Ltd. was interested in this requirement and established a small design team to work on the project from a dispersed office in Fairmile Manor at Cobham in Surrey in 1943.

[1] Early concepts included an unpressurised aircraft in the 14.5-ton gross weight class to be powered by a pair of Bristol Hercules radial engines.

[4] In response to changes in planner's preferences, dictating that the interim aircraft be procured so that airliners such as the in-development Ambassador had more development time, thus the design was revised substantially to expand its capacity.

[9] On 22 November 1947, the programme received a setback when the prototype was forced to perform a belly landing after the port undercarriage leg failed to deploy due to a loss of hydraulic pressure.

[9] This did not seemingly deter customer confidence, as the newly created operator British European Airways (BEA) continued to openly express their preference for the type, and in September they placed a £3 million order for 20 Ambassadors.

[13] Distinctive external features of the Ambassador included its three low tailfins and a long pointed nose, giving it a resemblance to the larger transcontinental Lockheed Constellation.

Its tricycle gear gave it a more modern appearance than contemporaries such as the DC-3, Curtiss Commando, Avro Lancastrian and Vickers Vikings that were common on Europe's shorter airline routes.

The engine nacelles were initially designed with inwardly-opening louvres for exhaust gases and cooling air rather than the usual outwardly opening "gills".

[24] During 1952, British European Airways (BEA) introduced the first of its 20 strong fleet of Ambassadors to revenue service, the airline referred to them as the "Elizabethan Class" in honour of the newly crowned Queen Elizabeth II.

[25] The first "Elizabethan" scheduled flight was from Heathrow Airport to Paris Le Bourget on 13 March 1952, soon the type was used across BEA's main UK routes.

[28] Taylor observed that prospective customers were often sceptical that Airspeed, being a relatively small company, could be relied upon for technical support and components.

[29] Following the type's disposal by BEA, secondhand Ambassadors helped to establish the scheduled and charter flight operations of Dan-Air, an important airline in the development of the package holiday.

[32] The initial popularity of the Ambassador, with its pressurised cabin and good soundproofing, was soon eclipsed by the arrival of turboprop-powered aircraft such as the Vickers Viscount and, some years later, the Lockheed Electra, which featured more reliable engines and faster speeds.