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[J311yfish]

Designers //  Designs  //  Work in progress

 

Rough notes

 

Inventory by Company by Tier (approx)

Tier	Fairey	Bristol	Vickers Supermarine	Hawker	Gloster	Westland English Electric	De Havilland	Blackburn	Boulton-Paul	Martin-Baker others
I	Fleetwing Swordfish Fox			Hawfinch Woodcock more	Goldfinch Gnatsnapper	Wapiti Wallace C.O.W. Gun Fighter		Blackcock Nautilus		AW XVI
II	Firefly II Fox	Bulldog	Vickers Jockey	Demon Fury Hart, more	SS.19 Gauntlet	Interceptor Lysander	DH.77			AW Starling II Saunders A.10
III	Fox VII/VIII	Type 123 biplane Type 127 Type 128 Type 129 pusher Type 133 monoplane	Type 224	H-S Fury P.V.3	Gladiator F.5/33	F.7/30	Airspeed AS.9 Airspeed AS.31	F.3 Skua	B-P P.67
IV	Barracuda (12/1940) Fantome	Type 146 Type 147 Type 148 Type 153 Type 153A (2)	Vickers Venom Type 312 Type 313 (2)	Hurricane I Hurricane II Hurricane IID Hotspur	F.5/34 F.34/35	Whirlwind (2)		Roc	B-P P-85 B-P P.88A B-P P.88B B-P Defiant	Martin-Baker MB 2 Short Sturgeon
V	Fulmar (05/1940)	Beaufort (10/1938) Beaufighter (2) F.18/37	Spitfire I Type 324 (2) Type 325 (2)	Tornado	F.9/37 (2) F.11/37 F.18/37 pusher					Miles M.20
VI	Firefly (12/1941)	Brigand (1944) (2)	Spitfire V Seafire Mk.I	Typhoon	F.18/40 Reaper		DH.98 Mosquito (2)			Martin-Baker MB 3 Miles M.22A Mustang Mk.I
VII	Spearfish (07/1945) Spearfish x2		Vickers Type 432(2) Spitfire IX Seafire F.XV	Tempest	Meteor Mk.I(2) F.9/40	Welkin (2) Wyvern	DH.103 Hornet (2) Airspeed AS.47 pusher Airspeed AS.56	Firebrand (02/1942) Firecrest
VIII	Gannet (09/1949)		Spitfire XIV Seafire F.47 Spiteful Sea Fang	Sea Fury	Meteor Mk.IV (2) E.5/42 E.1/44 (RoCAF)	P.1056 (2)	DH.100 Vampire		Boulton-Paul P.99	Martin-Baker MB 5
IX		Type 178 Type 185	Attacker E.10/44 Type 535	Sea Hawk	P.228 (2) more	EE Canberra 2 EE Pathfinder	DH.112 Venom			Folland Midge Folland Gnat
X			Swift Scimitar	Hunter	Javelin (2) more	EE Canberra 6	DH.110 Sea Vixen

 

Twin-engine aircraft

	Bristol	Gloster	Westland	De Havilland / English Electric / other
I
II
III		F.5/33 F.5/34
IV	Blenheim (04/1935)	F.9/37	P.9 Whirlwind (10/1938)
V	Beaufort (10/1938) Beaufighter (07/1939)	F.11/37
VI	Brigand (12/1944)	F.18/40 Reaper		DH.98 Mosquito (11/1940)
VII		Meteor Mk.I	P.14 Welkin (11/1942)	DH.103 Hornet (07/1944) Vickers Type 432 (12/1942) Sturgeon Night Fighter (____)
VIII		Meteor Mk.IV	P.1056
IX		P.228		English Electric Canberra (05/1949)
X		Javelin		English Electric Canberra (05/1949)

 

Investigate

English Electric Lightning -- early lower-speeds

Miles

 

Omitted

Gloster TSR.38

Gloster E.28/39

 

 

British India

 

Hawker aircraft show up extensively in British-ruled India, and later India and Pakistan.

Hawker aircraft also show up extensively in Iran (source)

 

Rough tree -- British India, India, Pakistan

 

Inventory + Rough placement ... work in progress

 

Tier	British India (to 1947)                        India (1947+)	Pakistan (1947+)
I	Westland Wapiti (04/1933)
II	Hawker Audax (Hart)     Westland Lysander
III
IV	Hawker Hurricane I
V	Hawker Hurricane II
VI		Hawker Typhoon
VII	Hawker Tempest II                                                                                        Supermarine Spitfire VIII	Hawker Tempest II
VIII	DH Vampire 52/54        Dassault Ouragan                                                   Supermarine Spitfire XIV	Hawker Sea Fury
IX	Folland Gnat                Dassault Mystere IV             Hawker Sea Hawk	Supermarine Attacker
X	HAL Ajeet                    Sukhoi Su-7                          Hawker Hunter              English Electric Canberra	North American F-86 Sabre

 

British India Timeline

 

__ Dec 1915        Royal Flying Corps (Bristol BE2cs, SE 5's, Sopwith Camel)

08 Oct 1932         Indian Air Force established as auxiliary of Royal Air Force

__ ___ 1933         6 Indian pilots commissioned after training at Cranwell

01 Apr 1933         No. 1 Squadron becomes operational – Westland Wapiti IIA biplanes ... transferred from existing RAF units in country

__ ___ 1935        Hawker purchases Armstrong Siddeley (engines), Armstrong Whitworth (aircraft), Avro, Gloster, Avro Canada

__ ___ 1945        Indian Air Force now named "Royal Indian Air Force”

14 Aug 1947        Independence from British Empire; Royal Indian Air Force for India, Royal Pakistan Air Force for Pakistan.

__ ___ 1950       “Royal” dropped from name

 

 

 

 

 

Old Versions

 

Version 1.18RD -- rough draft

 

 

Sources

 

Aircraft of the Royal Air Force

Aircraft of the Royal Air Force since 1918, by Owen Thetford (1978 Putnam)

The British Fighter Since 1912, by Peter Lewis (1979 Putnam)

The British Fighter Since 1912, by Francis K. Mason (1992 Putnam)

British Experimental Combat Aircraft of World War II: Prototypes, Research Aircraft and Failed Production Designs, by Tony Buttler (2012 Hikoki)

Gloster Aircraft Company, by Derek James (2014 Fonthill Media)

Hawker Aircraft Since 1920, by Francis K. Mason (Putnam)

Hawker Profile series by Francis K. Mason

Hawker Hurricane Mk.I-V, by Martyn Chorlton (2012 Osprey)

Hawker Hurricane Aces 1939-1940, by Tony Holmes (1998 Osprey)

Typhoon and Tempest Aces of World War 2, by Chris Thomas (1999 Osprey)

Supermarine Attacker, Swift, and Scimitar, by Philip Birtles (1992 Ian Allan)

Supermarine Aircraft Since 1914, by C.F. Andrews and E.B. Morgan (1981 Putnam)

Westland Aircraft Since 1915, by Derek N James (1991 Putnam Aeronautical)

Bristol Aircraft Since 1910, by C.H. Barnes (1964 Putnam)

De Havilland Sea Vixen, by Steve Hazell (Warpaint Series 11)

Airspeed Aircraft Since 1931, by H.A. Taylor (1970 Putnam)

Combat Aircraft of the Battle of Britain, by Noel & Anthony Shennan (1971 Kookaburra)

Classic Aircraft: Bombers, by Bill Gunston (1978 Hamlyn)

The Lockheed P-38 Lightning, by Warren M. Bodie (1991 Widewing Publications) -- excellent narrative related to Westland Whirlwind.

Aircraft of the Fleet Air Arm

British Aviation -- Projects to Production

 

more

 

Edited by J311yfish, 06 September 2017 - 06:53 AM.

[J311yfish]

Tier I

 

Gloster Goldfinch​ (__/1927) -- Specification F.9/26 -- Henry P. Folland

 

Notes:

-- all-metal version of the Gloster Gamecock (02/1925) operated by the Royal Air Force (05/1926-07/1931); a later version of the Gamecock was also operated by Finland (11/1927-__/1935).

-- "1926 had found Gloster, in company with several other manufacturers, in the midst of the transition to metal construction, resulting in a decision to adapt the Gamecock to the new form and, concurrently, to test one or two other recent innovations.  The single prototype G.30 Goldfinch, J7940, was ready by 1927 and incorporated two new types of high-tensile steel wing spar.  The deep-section upper wings made use of the Gloster-developed Lattice Girder spar, while the thin lower wings were formed around the box-section spar devised by the Steel Wing Company.  The Goldfinch used a supercharged 450 h.p. Jupiter VII engine and carried the standard fuselage-mounted armament of two Vickers guns.  J7940's fin extended forwards along the upper decking and the all-metal airframe was covered with fabric." (Lewis, 171)

-- "The Goldfinch's all-around performance was excellent with a top speed of 157 mph [252.7 km/h] @ 20,000 ft [6096 m], a service ceiling of just on 27,000 ft [8229 m], and rate of climb of 1,500 ft/min [7.62 m/s].  Air Ministry trials were satisfactory so that, when the call came for a replacement all-metal, day-and-night fighter for the R.A.F., the Goldfinch should have stood a good chance of winning.  Ultimately, when the official specification was issued, the Gloster design fell short of the requirements in payload and fuel capacity and Bristol reaped the reward with their Bulldog to Specification F.9/26." (Lewis, 172)

-- Flight Magazine 10/04/1928

 

 

 

 

Omitted

 

Hawker Woodcock (1924) -- single-seat fighter

 

Bristol IV 420hp

 

 

Westland Wapiti

 

Westland Wapiti in India

 

 

Fairey Fox (01/1925+)

 

 

Edited by J311yfish, 08 September 2017 - 03:34 PM.

[J311yfish]

Tier II

 

Bristol Bulldog (05/1927, 01/1928+) -- Specification F.9/26 -- Frank Barnwell and L.G. Frise

 

Notes:

-- "The R.A.F.'s Gamecocks and Siskins were giving good service with thirteen squadrons in the [UK] but, with the speed of bombers increasing sharply in the constant battle of wits to elude fighter defenses, the time had come to prepare for re-equipping the fighter units. // The first step was taken with the issue in [04/1926] of Specification F.9/26 to cover a replacement single-seat, day-and-night fighter with an air-cooled radial engine and armament of two Vickers guns.  F.9/26 was an extremely interesting challenge to Britain's fighter designers and was the first specification to produce a sizeable new crop of prototypes, nine of which were ordered." (Lewis, 176)

-- [The Hawker Hawfinch was first of the prototypes to fly in 03/1927].  In company with the Bristol Bulldog, [the Hawker Hawfinch] led the field in the F.9/26 competition but was finally narrowly beaten by the Bristol product." (Lewis, 176)

-- "The winner from Bristol of the F.9/26 production contract, the Type 105 Bulldog, was a compact single-bay biplane of all-metal construction, conceived by Frank Barnwell with detail design by L.G. Frise, which Cyril Uwins took on its maiden flight on [05/17/1927].  A particular feature of the design was the special attention paid to providing the pilot with a good field of view.  The rebuilt prototype Bulldog Mk.I reappeared late in 1927 but was markedly different from the original in having wings of greatly increased area while retaining the single-bay layout.  The whole appearance was disproportionate in the attempt to attain an improved ceiling and rate of climb. // Following testing second thoughts were evident in the Bulldog Mk.II prototype of 1928 which was somewhat different from the first Mk.I.  The fuselage was longer and the vertical tail surfaces were far shapelier than before.  The general result of the alterations was to give a far  more balanced effect to the entire design, and in this form with minor changes -- among them the deletion of the headrest -- the Bulldog went into production for the R.A.F. to become one of its best-known fighters.  Making its first flight on [01/21/1928], J9480 -- the first production Mk.II -- had a [Jupiter VII 450hp] as had the initial production examples but later models used [Jupiter VIIF 490hp]." (Lewis, 178)

-- "Development [continued] and by 1931 the Mk.IIA had made its appearance.  Modifications incorporated over a period included an improved oil system, a stronger airframe, an undercarriage of broader track and with larger tyres, a new fin of greater area, and a tailwheel in place of the skid.  With the Jupiter VIIF engine, the Mk.IIA returned a top speed of 174 mph @ 10,000 ft, production taking place to Specification 11/31." (Lewis, 178)

-- "The Bulldog was such an outstanding success that a number of foreign air arms soon became interested in acquiring it [including the United States]." (Lewis, 178)

 

 

Hawker Fury (03/1931) -- Specification 13/30 ​-- Sydney Camm

Production	Airframe	Engine	Speed	Armament	Bombs
(03/1929)	Hornet (J9682)	Rolls-Royce F.XIA 420hp (initial trials) Rolls-Royce F.XIS 480hp (service evaluation)
(__/19__) (03/1931)	Fury I prototype (J9682 renamed) Fury I production (K1926)	Rolls-Royce Kestrel IIS 525hp @4267m (2-blade prop)	333 km/h @ 4267m	2x Vickers (N)
(04/1932) (__/1932) (10/1933) (05/1935)	Intermediate Fury (G-ABSE)	Rolls-Royce Kestrel IIS 525hp @4267m  Rolls-Royce Kestrel IVS Kestrel VI 640hp Rolls-Royce Goshawk III 695hp
1 (05/1933)	High-Speed Fury (K3586)	Rolls-Royce Kestrel IIS 525hp
		Rolls-Royce Kestrel S 600hp
		Rolls-Royce Kestrel IIIS 525hp
(1934)		Rolls-Royce Kestrel VIS 600hp	415 km/h (see notes)	2x Vickers (N)
		Rolls-Royce Goshawk III 695hp
		Rolls-Royce Goshawk B.41
		Rolls-Royce PV.12 980hp (later named Merlin)***	___ km/h @ ____m
(12/1936)	Fury II	Rolls-Royce Kestrel VI 640hp	359 km/h @ 5000m	2x Vickers (N)
		Rolls-Royce Kestrel VIS (Special)

* High Speed Fury top speed 420 km/h in 1933, engine and altitude not specified.  (All data from Profile 18: The Hawker Fury, by Francis K Mason)  better details needed

** total production 117 Mk.I's, 113 Mk.II's; 16 to Yugoslavia, 22 to Persia, 3 to Portugal, 3 to Spain, 1 to Norway (Mason, 216)

*** Merlin engines are used later by Hawker Hurricane

 

Notes:

Fury I

 -- single-seat interceptor

-- "The Fury is remembered with affection by all who flew it.  By far the most elegant of the RAF's biplane fighters, it was light and sensitive on the controls, had a fast climb, and quite unsurpassed for aerobatic prowess.  It was also the first RAF fighter in squadron service to exceed 200 mph. (Thetford, 158)

-- "The Hawker Hornet, in its final form as the Fury, epitomized the peak of development of the liquid-cooled biplane single-seat fighter as a production entity for the R.A.F.  The renaming of the Hornet took place to conform to the new 1927 system of Air Ministry nomenclature in which land-based fighters were to have names beginning with the initial F and fleet fighters with the initial N." (Lewis, 204)

-- "In competitive trials of J9682 with the Fairey Firefly Mk.IIM, the Fury won its right to selection as the R.A.F.'s new interceptor and went into production to Specification 13/30 in its Mk.I version, an initial batch of 21 being ordered in [08/1930].  Rated at 14,000 ft, the [Kestrel IIS 525hp] drove a two-blade wooden Watts propeller and the first production Fury, K1926, was test-flown at Brooklands [03/25/1931] by P.E.G. Sayer.  Initial proud recipients of the R.A.F.'s first fighter with a speed exceeding 200 mph were the members of No. 43 Squadron at Tangmere, who quickly became adept at showing off their dazzling new mounts to an admiring public.  Although it showed a great advance in performance in one step, the Fury -- as with many great and successful designs -- was essentially a straightforward, practical product, simple to construct and to maintain in service." (Lewis, 204-205)

-- "The Fury was developed from two earlier Hawker fighters: the Mercury-engined F.20/27 (J9123) of 1928, and the Hornet (J9682) which created a stir at the 1929 Olympia Exhibition ... In competitive trials with the Fairey Firefly IIM, the Fury was the winner.  Chosen as the RAF's standard interceptor, the Fury ... [offered] more speed and climb though less endurance than the normal day- and night-fighter.  The first Fury (K1926) made its maiden flight at Brooklands on [03/25/1931]." (Thetford, 158); first production flight [03/25/1931]. (Mason, 196); test-flown at Brooklands [03/25/1931] by P.E.G. Sayer. (Lewis, 205)

-- adapted for naval service by the Fleet Air Arm under Specification 16/30 ... "outcome was the Rolls-Royce F.XIMS-powered Norn, H.N.1, first flown early in 1930, followed by the first prototype Nimrod, S1577, and the first production Nimrod Mk.I, S1578, with Kestrel IIMS.  Wingspan was greater than that of the Fury and naval equipment added included flotation bags in wings and fuselage.  The all-metal airframe was designed to take an alternative detachable wheel or float undercarriage. [Nimrod further developed]" (Lewis, 204-206)​

-- "On its introduction to RAF squadrons in 1931, the Fury I interceptor was over 30 mph faster than any contemporary fighter and enjoyed a much superior rate of climb.  Not content with this, the Hawker design staff started work in 1932 on the Fury II, which was to have an even more striking performance." (Thetford, 164)

-- "The Fury remained in first-line service until [19xx] when it was superseded by its illustrious stable-mate, the Hurricane." (Thetford, 158)

Intermediate Fury

-- Fury constructed at private expense ... upon which various trial installations could be made ... known as the Intermediate Fury, registered G-ABSE ... first flight April 13 1932. (Mason, 201-202)

-- "The Intermediate Fury  did much useful work in preparation for [P.V.3], but equally important it was to bring about...the High Speed Fury (sometimes incorrectly called the Super Fury)." (Mason, 202)

High-Speed Fury

-- first flight May 3 1933 (Mason, 202)

-- "...experimental High-speed Fury (K3586) of 1933 ... was fitted with a 1000hp [Rolls-Royce] Kestrel S engine and later with a 700hp [Rolls-Royce] Goshawk steam-cooled engine." (Thetford, 335)

-- article here instead claims that Super Fury and High-Speed Fury are two separate projects [perhaps explainable by the two engines mentioned above] (Flight Magazine, 06/1934)

-- Mason shows different wing configurations for 'High-Speed Fury I' and 'High-Speed Fury II' (Mason, 210)

-- "...variously fitted with swept-back upper wings, swept-forward lower wings, V-type interplane struts and steam-condensers along the entire leading edge of the upper wing.  Most of its life was spent with wheel spats of different designs, and when flown by Bulman in 1934 with a Kestrel VIS, swept-back upper and swept-forward lower wings with V-struts, K3586 returned a maximum level speed of 258mph @ 12000' [415 km/h @ 3658m] -- the fastest yet attained by a British fighter.  Unfortunately this could not be regarded as satisfying Specification F.7/30 as only two guns were fitted, nor was it achieved with a Goshawk engine."

Rolls-Royce P.V.12 engine

-- "In January 1934 ... detailed performance forecasts were made available by Rolls-Royce Ltd for the new P.V.12 liquid-cooled twelve-cylinder engine which had been undergoing extensive preliminary tests at Derby.  The figures suggested that the new engine, at a very early stage in development, was producing more power than almost any existing powerplant in service, without the complexity and weight associated with the steam-cooled Goshawk with which the Air Ministry still seemed besotted.  Furthermore, Rolls-Royce confidently forecast a ten percent increase in power from the P.V.12 by the time any Service prototype could be made ready for its installation.  These figures encouraged Camm to substitute the P.V.12 engine for the Goshawk in the Fury Monoplane, and with this fundamental change the ancestry of the design became so obscure as to warrant a departure from the association with the Fury.  Instead the sobriquet 'Interceptor Monoplane' was adopted as a temporary expedient." (Mason, 37) [The "Fury Monoplane" referred to is a transitional design that led to Hurricane]

Fury II

-- "...in effect a production version of the Intermediate Fury with Kestrel VI, wheel spats, and locally-strengthened airframe." (Mason, 216)

-- [Essentially, the specification that relied on the Goshawk engine was considered to be in poor judgement, so Camm proposed a stop-gap measure that relied on a lesser engine, in order to further equip and replace those units already in service] "...including the Bulldog" (Mason, 216)

-- first production flight December 3 1936 (Mason, 204)

"...by 1939 all had been removed from front line service, being replaced by Gladiators, Hurricane, and Spitfires."

-- for a 3-view comparison of Fury I, High Speed Fury, and Fury II, see here [primary difference is in the wings and wheel spats] (Mason, 214-217)

 

-- "Early in 1934 Hawker Aircraft, Ltd., took over the Gloster Aircraft Co., Ltd, which is now a subsidiary of the Hawker Company." (Janes 1938 46c)

 

 

Hawker Demon (07/1932) -- Specification 15/30​ -- Sydney Camm

 

I    Kestrel IB    510hp    435kg    water-cooled

II    Kestrel IS    600hp    435kg    water-cooled
II    Kestrel V    685hp    440kg    water-cooled

 

266-295 km/h @ SL

288-310 km/h @ best alt

 

Notes:

 -- two-seat fighter, Hart derivative

-- "By standards obtaining in 1930 the Hawker Hart had a remarkably high performance, particularly compared with that of the single-seat fighters in service, and the point was emphasized sharply in the 1930 Air Exercises when the Hart showed itself faster than the defending interceptors.  The machine appeared to be worth transforming into a two-seat fighter, a class of machine neglected since the days of the Bristol F.2B, and J9933 -- the first production Hart -- was selected for the purpose to Specification 15/30.  The pilot's armament was increased to two Vickers guns and the gunner's Lewis was given an improved field of fire by setting the mounting at an upward angle towards the rear.  As the Hart Fighter, one flight of the new machine joined No. 23 Squadron in [03/1931] for comparative trials beside two flights of Bulldogs. // Following experiments to improve the efficiency of the rear gun position, the Hart fighter went into production in 1932 to Specification 6/32 as the Demon.  No. 23 Squadron gave up its Bulldogs in [04/1933] to re-equip completely with the initial batch of Demons, thus becoming the first of the new generation of two-seat fighter squadrons in the R.A.F.  Development of the Demon continued, J9933 serving to improve the hydraulically-driven Frazer-Nash turret with its shield of folding segments, the object being to protect the gunner from interference of the slipstream.  The Turret-Demons were fitted with the [Kestrel VDR 584hp] in place of the [Kestrel IIS 485hp] of the earlier versions and appeared from the middle of 1936." (Lewis, 207-209)

 

 

 

Alternates

 

Specification F.9/26:

Hawker Hawfinch (03/1927) [Jupiter VI 455hp, Jupiter VII 450hp] -- design by Sydney Camm -- narrow loss to Bristol Bulldog

Bristol Bulldog (05/1927) -- winner of the F.9/26 production contract -- used for Supermarine line

Boulton-Paul P.33 Partridge (__/1928) [Jupiter VII 440hp] -- design by J.D. North

Gloster S.S.18 (01/1929) [Mercury IIA 480hp] -- design by Folland

[5 other F.9/26 prototypes claimed but not specified by Lewis 1979]

 

Specification F.20/27:

Armstrong Whitworth Starling II (05/1927)

Bristol Bulldog Mk.II (01/1928) -- used for Supermarine line

Saunders A.10 (01/1929)

Fairey Firefly II (02/1929)

de Havilland DH.77 (07/1929)
Westland Interceptor (1929)

Vickers Type 151 Jockey (04/1930)

Hawker Fury (03/1931) -----> Winner --> Hawker line

 

Specification 11/31 (confirm; may be error by Lewis; another source says Specification F.11/29 with contract awarded 05/1930)

Bristol Bulldog Mk.IIA (1931) -- production specification -- used for Supermarine line

 

Gloster Gauntlet (__/19__)

 

lost to Bulldog, but surpassed it in later years ... see spec below

 

Gauntlet II modifications made by Hawker which had absorbed Gloster

 

 

De Havilland DH.77 (07/1929) -- Specification F.20/27 -- W.G. Carter and Maj F.B. Halford

Production	Airframe	Engine	Speed	Armament	Bombs
1	DH.77  J9771	Napier Halford H (Rapier I)  300hp	298 km/h under load 328 km/h @ 3050m	2x Vickers (S)
		Napier Rapier II 295hp

 

Notes:

-- contender for Specification F.20/27 which ultimately went to Hawker Fury

-- "...owed a great deal to the little DH.71 Tiger Moth and had almost the same performance but was 2.5 times the weight and had three times the power.  Furthermore its performance was almost identical with that of the contract-winning Fury but on only 60% of the power.  This remarkable achievement was due entirely to the firm's profound understanding of aerodynamic refinement as a means of saving power and so reducing fuel load.  Outstandingly clean entry resulted from close collaboration between the airframe designer W.G. Carter [who went on to Gloster and ultimately designed Gloster Meteor] and Maj. F.B. Halford [later designed engines for Napier & Sons, later the Ghost and Goblin jet engines for De Havilland Vampire/Venom] who created a novel supercharged aircooled engine of low frontal area having four banks, each of four cylinders, driving two crankshafts geared together.  Following an agreement signed in 1928, Halford engines of over 404.09 cu. in. cylinder capacity were built by D. Napier and Son Ltd. at Acton, so that it was first known as the Napier H type and later as the Rapier I.  It imparted slim lines to the nose of the DH.77 which afforded superb forward view for the pilot and permitted the use of an efficient cooling system with low drag entry and exit ducts." (Jackson, 289-290)

-- "The fuselage was a box girder built of steel tubing and faired to oval section by fabric over wooden formers.  Tubular steel struts formed a faired-in V on each side to brace the fabric covered semi-cantilever wing to the top longeron.  Large span differential ailerons were fitted and a novel form of wide track undercarriage employed slim, fabric covered rubber-in-compression legs outside the wheels and clear of the slipstream.  Good spin recovery characteristics were achieved by fitting an all-moving tail-plane without any fixed horizontal surface.  The pilot sat above the wing with a commanding view in all directions, armament consisting of two Vickers guns under the cowlings on each side of the cockpit harmonised with a cetnrally mounted telescopic sight." (Jackson, 290)

-- first flight July 11 1929; top speed nearly 200 mph, landing speed 60 mph; 182 mph @ 20,000' with full military load, 203 mph @ 20,000' without military load, "all on a mere 325 hp." (Jackson, 290)

-- purchased by Air Ministry for trials completed September 1930; allocated serial J9771; flight trials also conducted based on agreement with Gloster; trial installation December 8 1932 of Napier Rapier II. (Jackson, 290-291)

-- DH.77 3-view [notice similar design concepts appear in Airspeed AS.9 below at Tier III]

 

 

Vickers Type 141 Scout (~1928)

 

Rolls-Royce FX.I    280 km/h

Rolls-Royce FXIS s/c

 

Notes:

-- competed against Bristol Bulldog January 1928; adapted also to specification 21/26 for deck-launching and landing trials on the HMS Furious; sea trials June 1929; ultimately scrapped, but design informed Type 143 Bolivian Scout [see below] and another ship-board aicraft, the Type 177 (Andrews, 233)

-- "very light on the controls" (Andrews, 233)

 

Vickers Type 143 Bolivian Scout

-- Bolivia ordered 6 fighters in 1929; to be powered by Bristol Jupiter VIA 450hp, because they already had Vickers Vespa III's with the same engine; Type 143 improved version of Type 141; first flight June 11 1929; the chief test pilot Mutt Summers flew over 30 prototypes, this being the first for Vickers ... eventually flew the Spitfire prototype [Vickers purchased Supermarine]; arrived in Bolivia January 1930; final aircraft was also tested with Bristol Jupiter VII. (Andrews, 235-237)

 

Vickers Types 177

-- seventh Type 143 adapted to Specification 21/26 for single-seat ship-board fighter; produced as a private venture, so no Service serial number allocated; Jupiter XF engine; first flight November 26 1929 by Mutt Summers; May 20 1930 achieved 483 km/h (300 mph) in a terminal-velocity dive from 6096m (20,000'); deck-landing trials June 1 1930; trials complicated by test pilots that were not familiar with the hydraulic brake mechanism ultimately led to cancellation; Jaguar engine may have been fitted later, Panther engine also proposed. (Andrews, 237)

-- "...final development of the Vickers single-seat tractor biplanes." (Andrews, 237)

 

 

Vickers Type 151 Jockey I (04/1930)

Production	Airframe	Engine	Speed	Armament	Bombs
	J9122	Bristol Mercury IIA 480hp s/c
		Bristol Jupiter VIIF 530hp	351 km/h @ 3048m	2x Vickers Mk.II (S)

 

Notes:

Type 151 "Jockey" (F.20/27)

-- contender for Specification F.20/27 which ultimately went to Hawker Fury

-- design team led by Joe Bewsher, under direction by Chief Designer Rex Pierson (Goulding, 31)

-- prototype J9122 first flight April 1930 (Goulding, 31)

-- Wibault manner of construction (Goulding, 31-32)

-- Bristol Mercury IVS2 engine planned, but the sole aircraft was destroyed June 1932 during flight trials (Goulding, 32)

-- "The destruction of the Jockey was not the end of the basic design, because its aerodynamics were used in the Vickers F.5/34 fighter ..." (Goulding, 32)

Type 171 Jockey II (F.5/34) --> Venom

-- Bristol Aquila AE-3S 625h sleeve-valve

-- "The Vickers F.5/34 embodied many advanced features.  It had 90-degree deflection trailing-edge flaps, and at that time was unique in this respect; and it was actually flown on its first test with its full battery of eight Brownings installed in wing mountings, the engineering of which had been facilitated by the use of the deep, high-lift, Raf 34 wing section.  The undercarriage was retracted by a worm-drive actuated by electric motors.  Electrical power from a 12-volt generator operated gun heating, engine starter, navigation, identification and landing lamps, undercarriage warning horn and reflector-sight illumination, as well as flap and undercarriage retraction, and provision was made for power for the operational radio.  The pilot's cockpit was enclosed with a Perspex canopy ... By this time Vicker's system of metal construction had become highly sophisticated, and a smooth exterior had been obtained by a stressed skin of flush light-alloy sheet fixed by countersunk rivets.  The fuselage ... was a metal monocoque structure which ensured torsional rigidity ... estimated speed of 515 km/h (320 mph) at 15000'.  The Wibault system of metal wing covering [used in Jockey I above] had been entirely abandoned because the installation of the Browning guns in the wings ruled out the drag members required with a non-structural metal covering like that of the Wibault.  For this reason, as well as for smoothness, a thicker plain sheet-metal skin was used to take the drag loads as well as eliminating corrugations and projecting rib flanges of the Wibault system." (Andrews, 247-249)

-- prototype first flight June 17 1936 by Mutt Summers, three months after he flew Spitfire K5054 prototype; renamed Venom by this time. (Andrews, 250)

-- "The Venom was a good attempt to design an advanced interceptor around the air-cooled radial engine, and in performance it was indeed little behind its much more powerful contemporaries with liquid-cooled engines.  It had the undoubted advantage of superior maneuverability in turning-radius and rate of roll, and in fact had its full battery of guns mounted before most of its competitors.  It was scrapped in 1939, but its more powerful and later counterparts made their mark in the second world war -- Focke-Wulf Fw 190, Republic P-47 Thunderbolt, Mitsubishi Zero-Sen, Hawker Tempest." (Andrews, 250)

 

 

follow-on developments?

 

 

Westland Interceptor ​(08/1928)

Production	Airframe	Engine	Speed	Armament	Bombs
1	J9124	Bristol Jupiter VII 420hp	*	2x7.62mm Vickers Mk.II (S)
		Bristol Mercury IIA 440hp	*
		Bristol Mercury III 480hp	*

* 309 km/h @ 3048m  (192 mph @ 10000')  [engine not specified]

 

Notes:

-- "...the Westland response to F.20/27 was a braced low-wing all-metal monoplane with a rather rotund fuselage having a basic rectangular structure built up with square-section duralumin tube with the joints formed by the company's flitch plate and tubular rivet method.  Shape was provided by conventional formers and stringers.  A small center-section was built integrally with the fuselage ...[more]" (James, 172)

-- "... Davenport had embodied a number of advanced and unusual features in the Interceptor which included a gun-heating system using exhaust gas ... oxygen system ... total enclosure of the two Vickers guns within the fuselage from where they fired through spaces between the cylinders and two ports in the tapered cowling over the engine's reduction gear.  Both an Aldis and a ring-and-bead sight were fitted." (James, 172)

-- first flight August 1928 ... serial J9124 ... "proved to be easy to fly with precise longitudinal control during landing" (James, 172)

-- development of the Westland Interceptor was abandoned after Specification F.20/27 was re-written to include a requirement for an inline engine, though exploratory flying continued with other engines and trials. (James, 174-175)

 

 

Fairey Firefly IIM (02/1929)

 

 

Rolls-Royce F.XIS 480hp

282 km/h @ SL

359 km/h @ 4000m

2x Vickers

 

Notes:

-- contender for Specification F.20/27 which ultimately went to Hawker Fury

-- designed by Marcel Lobelle

 

 

Hawker Hart (06/1928) -- two-seat light day bomber

 

Hawker Hart in Sweden

Hawker Hart in Finland

 

525-1025hp

296 km/h @ 1919m

 

also used in India

 

 

Hawker Nimrod (10/1931) -- single-seat carrier-based fighter

 

 

Rolls-Royce Kestrel IIMS 477hp

Rolls-Royce Kestrel IIS or VFp 608hp    311 km/h

2x 7.7mm

4x9kg (W)

 

 

2+10 to Denmark

1 to Japan as AXH1

 

 

Hawker Audax (12/1931) -- two-seat army co-op

 

Hawker Hart variant

Rolls-Royce Kestrel IB3 530hp

Rolls-Royce Kestrel IB5 550hp

Pegasus IIM2 -- Iraq

Pegasus VIP -- Iraq

Pratt & Whitney Hornet S2B -- Iran

1x Vickers Mk.III or Mk.V (S)

1x Lewis on Hawker-Scarff mounting rear

8x20lb bombs

170mph @ 2400'

 

 

Hawker Hardy (~10/1934) -- two-seat army co-op

 

Hawker Hart variant

production contract fulfilled by Gloster

Rolls-Royce Kestrel IB3 530hp

1x Vickers Mk.III or Mk.V (S)

1x Lewis on Hawker-Scarff mounting rear

8x20lb bombs

161mph@SL

 

 

Hawker Hind (09/1934) -- two-seat light bomber

 

RR Kestrel V 640hp

 

 

Hawker Hartbee (06/1935) -- two-seat ground support aircraft

 

RR Kestrel VFP 608hp

176mph @ 6000'

 

 

Westland Lysander

 

Westland Lysander in Finland ... see Finland Tier II alternate details for now

Westland Lysander in India

 

 

Fairey Swordfish (~1933)

 

 

Bristol Pegasus 750hp

138 mph

2x7.62mm

up to 1680 lbs

 

 

 

Edited by J311yfish, 10 September 2017 - 06:51 AM.

[J311yfish]

Tier III

 

Bristol 133 (07/1934) -- private venture to Specification F.7/30 -- Frank Barnwell

 

II   Mercury IVS.2  560hp

III  Mercury VIS  605hp

III  Mercury IX  825hp

344-387 km/h @ SL

400-450 km/h @ best alt

 

Notes:

-- "All along, Bristol had not been too happy with the prospect of using an engine of design and manufacture other than their own and, for this reason, had prepared Types 128 and 129 proposals.  Although its Type 123 design had been accepted for prototype construction, the firm had commenced in 1933 a Private Venture project to F.7/30 for a low-wing monoplane based on their own [Mercury VIS.4 605hp air-cooled radial].  Designated Type 133 and registered R-10, the machine was constructed concurrently with the Type 123 and made its first flight [07/08/1934] with Capt. Uwins in control, shortly after that of the biplane.  With a free hand for a Private Venture project Bristol made a fine job of the Type 133, which was of particular note as the first of the new generation of monoplane fighter prototypes to be built for potential R.A.F. equipment.  All-metal structure and covering, apart from fabric for the control surfaces, were employed and the wing panels were joined to the fuselage by an anhedralled center-section.  The hydraulically-operated main undercarriage units retracted rearwards and the armament of four guns was disposed with two Vickers in the upper front decking and one Lewis on each side in the wings just outboard of the landing-gear fairings.  First tests were made with an open cockpit, ailerons-cum-flaps along entire trailing edge of the outer wing panels and a tailskid." (Lewis, 232)

-- "Significant alterations then followed and included provision of an enclosed cockpit with sliding hood and headrest, a larger fin and rudder and installation of a tailwheel.  The original aileron and flap system was discarded and replaced by normal split flaps under the center-section and outer wing panels and by shorter-span ailerons." (Lewis, 232)

-- "Test flights made prior to expected delivery to Martlesham were satisfactorily carried out by Uwins and T.W. Campbell, the machine attaining a top speed of 260 mph @ 15,000 ft. and a rate of climb of 2,200 ft/min.  High hopes were entertained for the success of the Type 133 in the forthcoming F.7/30 evaluation but they were dashed completely when, on [03/08/1935], the machine crashed at Longwell Green after Campbell had been forced to bail out when an uncontrollable flat spin developed during final tests at Bristol.  The Bristol Aeroplane Company was therefore left without any entrant for the F.7/30 trials despite having constructed in the Type 133 the most advanced design among those submitted." (Lewis, 232)

 

 

Hawker High-Speed Fury (05/1933) -- experimental -- Sydney Camm

 

-- see progression from Hawker Fury at Tier II

 

 

Gloster Gladiator (09/1934) -- Specification F.7/30 -- Henry P. Folland

 

Notes:

 -- design team led by Henry P. Folland

-- "...obsolescent within a year of its introduction to service in 1937 [due to arrival of Hurricane and Spitfire]" (Mason, 243)

 

Gloster Gladiator in Sweden

Gloster Gladiator in Finland

 

 

Blackburn Skua (02/1937) -- Specification O.27/34 -- G.E. Petty

 

Notes:

-- "While the Royal Air Force was thus acquiring its new modern equipment, the Fleet Air Arm was beginning to think in terms of the monoplane and Specification O.27/34 was issued to bring forth a two-seat fighter-dive-bomber.  Several firms were drawn to devise projects to meet the requirement, including Avro, Blackburn, Boulton Paul, Hawker and Vickers. // The Blackburn tender was accepted, resulting in the Air Ministry placing an order for 2 prototypes in [04/1935], the first of which, K1578, appeared during 1937.  Named Skua and designed by G.E. Petty, the machine was a comely low-wing monoplane armed with four Browning guns in the wings and a Lewis gun in the rear cockpit.  Both K1578 and the 2nd prototype K5179 flew with Mercury IX engines but the production Skuas, of which 190 were ordered in [07/1936] used the [Bristol Perseus XII 905hp] sleeve-valve engine." (Lewsi, 252)

-- "No. 800 Squadron, [Fleet Air Arm], took over the first Skuas in [11/1938] and the type's main claims to distinction are that it was the Fleet Air Arm's first operational monoplane and its first specially designed dive-bomber.  All metal stressed-skin construction was used and the wings folded for carrier stowage." (Lewsi, 253)

-- "In 1937, the Blackburn Company received a contract fo the production of the Blackburn 'Skua' Dive-Bomber and this type is now in production." (Janes 1938 23c)

 

 

 

Premium

 

Supermarine Type 224 (__/1933) -- Specification F.7/30 -- R.J. Mitchell

 

-- http://worldofwarpla...ermarine-t-224/

IV  Goshawk  600hp  442kg air-cooled -----> odd that this isn't Tier III

308 km/h @ SL

367 km/h @ best alt

III  Type 224

IV  2x.303 Browning Mk.II (W)
IV  2x.303 Browning Mk.II (S)

 

-- "After R.J. Mitchell's outstanding success with his low-wing monoplane designs in the Schneider Trophy, it was natural that he should carry on the formula in his proposal for an F.7/30 prototype from Supermarine.  Both Vickers and Supermarine, with their F.7/30 tenders, broke away from the biplane in spite of the diehard official preference for it." (Lewis, 116)

-- "... the design became the Type 224 in [03/1932] and was centered on the officially-preferred [Goshawk III 660hp].  The Type 224 K2890, unofficially known as the Spitfire, lacked the fine grace of line and elegance which Mitchell had achieved with his Schneider S.4, S.5 and S.6 monoplanes.  This was possibly to be expected in a workaday fighter and yet was not essential as part of the functional design, as Mitchell showed immediately afterwards with his supremely comely Type 300 Spitfire.  K2890 featured inverted-gull wings with the surprisingly large span of 45 ft 10 in, the condensers for the steam cooling of the Goshawk being incorporated in the wings' surfaces.  The cranked wing roots carried two of the four Vickers guns, while the other pair were housed on each side of the engine.  Fairly voluminous trouser fairings enclosed the undercarriage members and a streamlined headrest completed the open cockpit." (Lewis, 226)

-- "... finished late in 1933 and returned a maximum speed of 230 mph [370.1 km/h] instead of the 235 mph [378.2 km/h] expected by its designer.  While the machine was under construction, Mitchell had second thoughts about the whole design and started to commit to paper an advanced development of the Type 224.  The use of smaller wings was envisaged, complete with split flaps, the undercarriage was to be retractable outwards and the pilot was to be enclosed, with a cockpit fairing behind him atop the slender rear fuselage.  The four guns and the Goshawk engine, as required by F.7/30, were still to be incorporated in the layout." (Lewis, 226)

-- "The first development ... led to yet another which was accepted as a proposal by the Air Ministry at the beginning of 1934.  The new design carried on the straight-taper wings but with broader root chord and increased-span ailerons.  These wings were to carry the four guns set well outboard.  The depth of the rear fuselage was increased so that the cockpit hood was faired in a direct line to the tail, and the outwards-retracting main undercarriage members became single-leg units.  The top speed of this revised design was expected to be 265 mph [426.5 km/h].  As the original Type 224 K2890 had to be completed for the Martlesham evaluation, and as a new engine of greater promise -- the PV-12 -- was in the offing from Rolls-Royce, neither of these two developments was proceeded with but the second of them formed the basis of Mitchell's next design proposal." (Lewis, 226-227)

 

 

 

CAC CA-1 Wirraway (__/____)

 

--  http://worldofwarpla...es/gb/wirraway/

III  R-1340 S1H1-G
III  CA-1
III  2x.303 Vickers Mk.V (S)
III  .303 Vickers K (Rear)
V  4x250 lb

 

 

 

 

 

Alternates

 

Specification F.7/30 contenders -- "Fighter capable of 250mph [402 km/h], armed with 4 machine guns"

Gloster SS.19 (1929+) --> Gloster Gauntlet (1933)

Blackburn F.3 (1934)

Westland F.7/30 (1934)

Supermarine Type 224 (02/1934) -- used as Premium
Bristol Type 123 (06/1934)
Bristol Type 133 (06/1934) -- used with Supermarine line
Hawker P.V.3 (06/1934)
Gloster Gladiator (09/1934) ------------------------> Winner

 

Placeholder

 

 

 

 

Bristol Type 123 (06/1934) -- Specification F.7/30

 

Notes:

-- Last Bristol biplane ... biplane version of Type 133

Rolls-Royce Goshawk III  695hp   378 km/h

-- "... Althought its Type 123 design had been accepted for prototype construction, the firm had commenced in 1933 a Private Venture project to F.7/30 for a low-wing monoplane based on their own [Mercury VIS.4 605hp air-cooled radial].  Designated Type 133 and registered R-10, the machine was constructed concurrently with the Type 123 and made its first flight [07/08/1934] with Capt. Uwins in control, shortly after that of the biplane." (Lewis, 232)

 

 

 

 

Hawker P.V.3 (06/1934) -- Specification F.7/30 -- Sydney Camm

Production	Airframe	Engine	Speed	Armament	Bombs
1 (06/1934)	P.V.3	Rolls-Royce Goshawk III 695hp (2-blade prop)
(06/1934)    (07/1934)		Rolls-Royce Goshawk B.41 700hp (2- or 3-blade prop) Rolls-Royce Goshawk B.43 700hp (2- or 3-blade prop)	361 km/h @ ____m	4x Vickers

 

Notes:

 -- experimental single-seat day and night fighter

-- "...an enlarged development of the Fury...most of the new features had been flown under test on the Intermediate Fury (G-ABSE) or High Speed Fury (K3586)" (Mason, 244)

-- "...although it found favorable comment on many aspects of its design, handling and performance, the outcome was of academic interest only, while the Goshawk, with its weighty and presumed vulnerable evaporative cooling system, had lost support as a fighter powerplant [Mercury and Merlin engines were eclipsing Goshawk].  The Gladiator had already been ordered and all preconceived ideas on fighter performance were undergoing much revision [Hurricane prototype revealed 1936]" (Mason, 245)

-- "Structurally, the P.V.3 was similar to the Fury with increased strength factors:

  1) four guns were mounted in the nose, two on the top of the cowling as on the Fury, and two on the sides similar to the Demon;

  2) wheel spats, developed on G-ABSE and Hart;

  3) ram-horn shaped exhaust manifolds fitted, as a means of reducing glare at night (ultimately proving unpopular for tendency to explode). (Mason, 244)

-- "attractive but disappointing" (Mason, 242)

-- also known as Hawker F.7/30 (Mason, 529)

-- first flight June 1934

 

 

Westland F.7/30 (03/1934) -- Specification F.7/30

Production	Airframe	Engine	Speed	Armament	Bombs
1	K2891 prototpe	Rolls-Royce Goshawk IIS 600hp	298 km/h @ 4572m	4x7.62mm Vickers (S)	4x20 lbs (W)

 

-- first flight March 23 1934

-- [altitude band may be informed by Supermarine Type 224]

 

-- see also Westland Lysander

 

 

Airspeed AS.9 (~1935)

Production	Airframe	Engine	Speed	Armament	Bombs
0	AS.9	Napier Dagger II 650hp	421 km/h @ 3658m	2 guns synchronized and up to 6 guns in the wings
0		Rolls-Royce Kestrel 700hp

 

Notes:

-- Airspeed Limited's first ab initio military design. (Taylor, 147)

-- "The AS.9 was a strut-braced, low-wing interceptor fighter with (unusually for those days) a retractable undercarriage, flaps and controllable-pitch propeller.  Powered with either a Napier Dagger II 650hp twenty-four cylinder air-cooled H-type engine [as shown above] or a Rolls-Royce Kestrel 700hp twelve-cylinder vee liquid-cooled engine, it was proposed as a relatively low-priced but advanced aircraft.  The fuselage was to be of welded steel-tube construction with fabric covering and the wings of stressed-skin multi-cellular design in either wood or metal.  It was laid out with two fixed guns, using interrupter gear for firing through the propeller, and the plans included addition of up to six adjustable guns in the wings." (Taylor, 148)

 

 

Airspeed AS.16-23 (~1935-1936)

 

Airspeed/Fokker collaboration that did not materialize ... in part because Airspeed won a contract for a twin-engine trainer (Taylor, 151)

 

AS.17 = Fokker D.XVII -- Rolls-Royce Kestrel -- single-seat fighter

AS.19 = Fokker D.XIX -- Rolls-Royce Kestrel -- single-seat fighter

AS.21 = Fokker D.XX -- Rolls-Royce Kestrel -- single-seat fighter

AS.22 = Fokker C.X -- Rolls-Royce Kestrel -- two-seat fighter

 

 

Airspeed AS.31 (~1936) -- Specification F.35/35

Production	Airframe	Engine	Speed	Armament	Bombs
0	AS.31	Rolls-Royce Merlin E 880hp		8x7.62mm Browning (W)

 

Notes:

-- designed to meet specification F.35/35 for a high-speed fighter; not built. (Taylor, 155-156)

-- "Rarely has there been such a strange and ingeniously original project as the AS.31 fighter.  This was a tractor monoplane ... in which the tailplane, on twin tubular metal booms, carried the pilot in an egg-shaped streamlined nacelle ... the subject of Patent No. 470650 in the names of Airspeed and A.H. Tiltman.  Among the advantages claimed for military purposes were a reduction in slipstream disturbance and drag in the area immediately behind the engine and propeller; a reduction in skin friction; and good fighting and flying view provided for the pilot, though this might in practice have been marginal in some circumstances ... wide-track retractable main undercarriage (unusual still in 1936-era British military aircraft), a tail-wheel retracting into the rear part of the pilot's nacelle, and the burying of the fuel, oil, armament, coolant-radiators and such items as oxygen obttles in the thick-section cantilever wing.  Eight Browning guns were to be buried in the wings outboard of the booms.  Split flaps were fitted across the trailing edge of the wing between the booms, with wide-span ailerons outboard." (Taylor, 155)

-- "In level flight, the pilot's view, with his seat fully raised, was unrestricted above the wing and engine, and was restricted by little more than 9 degrees downwards on either side of the engine-nacelle cowling ..." (Taylor, 156)

-- Span 33' (10.06m); Length 29' 6" (8.99m); Wing area 195 sq ft (18.1 sq m).  (Taylor, 156)

 

unverified:

-- Airspeed Limited formed March 1931 by two former De Havilland employees; strapped for cash, they focused on innovation; Airspeed Courier was the first to have retractable undercarriage ... lost in race to DH.88 Comet designed by Arthur E. Hagg; Hagg went on to become an advisor for Napier & Son [engine designers] in 1937 before joining Airspeed 1943 and retired in 1947.

-- Airspeed Limited gradually enveloped financially by De Havilland; produced self-sealing fuel tanks during WWII

-- started in York, also worked in Portsmouth, and Hatfield

 

 

 

Fairey Fox VII/VIII (12/1935)

 

Notes:

Hispano-Suiza 12Ydrs or 12Ycrs  860hp    335 km/h

 

 

 

Blackburn F.3 (1934) -- Specification F.7/30

 

Notes:

-- 

 

 

 

Blackburn Roc (12/1938)

 

Notes:

-- if proceeding from Hawker Demon to Hawker Hotspur or Boulton-Paul Defiant

 

 

Hawker P.V.4 (12/1934) -- two-seat experimental general purpose bomber

Bristol Pegasus III 800hp (12/1934)

Bristol Pegaus X 820hp (05/1935)

183mph @ 6000' [295 km/h @ 1829m]

 

Notes:

-- "...appears as little more than a larger and stronger Hart [with structural improvements for dive-bombing stresses]" (Mason, 248)

-- "..used as an engine test bed for the rest of its life ... early Perseus and Taurus engines ..." (Mason, 248-249)

 

 

Hawker Hector (~02/1936) -- two-seat army co-op

 

Notes:

-- 

 

Hart variant, designed as replacement for Audax

Napier Dagger IIIMS 805hp

301 km/h

 

 

Specification G.4/31 contenders -- "general-purpose"

 

Blackburn B-7
Bristol Type 120
Fairey G.4/31
Handley Page H.P.47
Hawker P.V.4
Parnall G.4/31
Vickers G.4/31
Vickers Wellesley
Westland PV-7

 

 

Edited by J311yfish, 11 September 2017 - 08:22 PM.

[J311yfish]

Tier IV

 

Bristol 146 (02/1938) -- Specification F.5/34 -- unknown

 

III   Mercury VIS  605hp

III   Mercury IX 825hp

IV  Perseus XII  905hp

IV  Taurus II 1050hp

378-442 km/h @ SL

445-520 km/h @ best alt

 

Notes:

-- "Representative also of the new style of all-metal, stressed-skin, low-wing monoplane was the Bristol prototype to F.5/34 -- the Type 146.  Drafted around the [Bristol Perseus PRE-IS 835hp] nine-cylinder sleeve-valve radial engine, the machine differed considerably from its precursor -- the Type 133.  The Type 146 was far more elegant and less bulky in appearance, combining a slim fuselage with tapered wings and tailplane and elevators. Of particular note in the Type 146 was the finely-shaped sliding bubble cockpit canopy -- a feature adopted universally for fighters some years afterwards.  All three components of the undercarriage retracted completely, the main wheels turning inwards to be housed in the center-section.  The original wing-mounted armament of four guns was later increased to eight." (Lewis, 243)

-- "The machine, registered K5119, was completed during 1937 but it was not until [02/11/1938], that it made its first flight with Cyril Uwins in the cockpit.  Instead of the Perseus engine, the power plant installed was the [Mercury VIII 840hp].  Flight trials were cut short, however, after three months by an accident at Filton on Empire Air Day during [05/1938] when the Type 146 collided with a set-piece while taxiing.  The fact that, by that date, Specification F.5/34 had been superseded and that the Company's resources were being devoted to production of the Blenheim, led to the decision to forgo further development of the Type 146.  With a three-blade, controllable-pitch propeller fitted a speed of 287 mph @ 15,000 ft and a useful service ceiling of 38,100 ft were attained." (Lewis, 243-244)

 

Specification F.5/34 -- "single-seat fighter" ... "overtaken by Hurricane development"

 

 

Hawker Hurricane I (10/1937) -- Sydney Camm

Production	Airframe	Engine	Speed	Armament	Bombs
	K5083	IV  Rolls-Royce Merlin C  990hp	507 km/h @ 4938m
3844	Mk.I	V  Rolls-Royce Merlin II  1030hp V  Rolls-Royce Merlin III  1050hp	509 km/h @ 5334m	8x7.62mm Browning (W)
451 IIa	Mk.I P3269 Mk.II Mk.IIa Series I Mk.IIa Series 2	VI  Rolls-Royce Merlin XX 1280hp	550 km/h @ ____m	8x7.62mm
2829	Mk.IIb			8x7.62mm 12x7.62mm (W) possible	2x250lb or 2x500lb
4711	Mk.IIc		546 km/h @ 6706m'	4x20mm Hispano (W)	2x500lb
296	Mk.IId	Tier V premium	457 km/h @ 4115m	2x40mm Vickers Type S (W) and 1x7.62mm Browning (W)
	Mk.III   Mk.XI and XI   Mk.XII and XIIA	Packard Merlin (contingency plan, later used by Canada Mk.X, XI, XII)   Packard-Rolls-Royce Merlin XXVIII 1300hp   Packard-Rolls-Royce Merlin XXIX   1300hp
580	Mk.IV (Mk.IIe)	VII  Rolls-Royce Merlin XXIV or XXVII 1620hp	457 km/h @ 4115m	2x40mm Vickers Type S (W) and 2x7.62mm Browning (W)	2x250 lb or 2x500 lb or 8x60lb RPs
3 (1943)	Mk.V	VII  Rolls-Royce Merlin XXXII 1645hp (4-blade prop)	525 km/h @ 152m

Data above from Chorlton -- messy, looking for better details

 

Notes:

 -- single-seat fighter and fighter-bomber

-- "...the Hurricane operated and fought in considerably more campaigns, fronts, theatres and countries than any other aircraft during the entirety of World War II.  Only the Blenheim came close to matching it ... the Hurricane shot down more enemy aircraft than any other RAF aircraft during the whole war." (Chorlton, 65)

-- "When the Battle of Britain opened in July 1940, 527 Hurricanes and 321 Spitfires, bother operational and non-operational, were dispersed through 28 and 19 squadrons respectively, and were available for the defense of Britain.  By August 30th, 709 Hurricanes and 372 Spitfires were available for operations.  Because of this imbalance in favor of the Hurricanes, they were to become the mainstay of the defense by sheer weight of numbers.  In July 1940, the Luftwaffe had some 2700 aircraft available." (Mason, 9)

-- "Praised by pilots, and maligned by its enemies ... a balanced assessment would reveal that at its rated altitude, in the hands of a reasonably experienced and determined pilot, the Hurricane could hold its own with any enemy fighter provided that the enemy held no height advantage before joining battle." (Mason, 9)

-- " The top speed inferiority of the Hurricane to the Bf 109 was known and accepted by Fighter Command.  The Messerschmitt Bf 109 could outclimb and sometimes outdive particularly, those Hurricanes fitted with two-position propellers." (Mason, 9)

-- "Many times Hurricanes returned shot up, with damage that would have brought down lesser machines.  The very nature of the steel tube, stringer-and-fabric-covered structure meant that shells or bullets striking the rear fuselage and/or tail surfaces would have to strike a small vital spot before breaking up of the airframe could take place." (Mason, 11)

-- "... those who had flown the Hurricane, whether in the skies over southeast England, the North African deserts or the jungles in the Far East, retained fond memories of the aircraft.  Bader himself was pleasantly surprised when he first flew the Hurricane in June 1940, describing what seemed like a big aircraft on the ground as being, when airborne, highly maneuverable, harmonized, viceless, strong, and a superb gun platform, remaining 'rock steady' when all eight guns were fired.  It's ability to out-turn a Spitfire and more significantly a Bf 109 cancelled out the fact that it was 30mph slower than the enemy fighter.  This difference in performance was reduced with later marks, but by this time the Hurricane was retired from the pure fighter role to become a dedicated ground aircraft, a role in which it would see more action than any other." (Chorlton, 65)

-- "... the final production variant was the Mk.IV.  The mark showed how the aircraft had evolved from its pure fighter roots into an aircraft now fully equipped for the ground attack role." (Chorlton, 28)

-- "Virtually every machine in the RAF or Imperial Airways had fabric covering [in 1934], and except for a handful of research or long-range experimental aircraft, all the military types were biplanes ... even the Hurricane began life with a fabric covering ... " (Gunston, 76)

-- first flight Mk.I October 12 1937; 

-- first flight Mk.II June 11 1940 (Chorlton, 27)

-- operational Mk.IId December 1 1942 (Chorlton, 53)

-- first flight Mk.IV March 14 1943 (Chorlton, 30)

 

-- IIa

-- climb rates

-- Canada

-- proposals

-- Australia?  India?

 

 

Westland P.9 Whirlwind (10/1938, 03/1939) -- Specification F.37/35​ -- Arthur Davenport and Edward Petter

Production	Airframe	Engine	Speed	Armament	Bombs*
2+114 0	Whirlwind I Whirlwind II	2x Rolls-Royce Peregrine I 885hp	571 km/h @ 4816m	4x20mm Hispano Mk.I (N)  or 12x7.62mm (N)  or 1x40mm (N)**	2x 250 lbs   or 2x 500 lbs

* provision for one Mk.III universal bomb carrier beneath each outer wing ... in this configuration known unoffically as "Whirlibomber" (James, 270)

** Moyes instead claims the single-gun configuration was with a 37mm cannon (Moyes, 10)

 

Notes:

-- RAF's first twin-engine fighter (Hall, 26)

-- used in multiple roles as interceptor, ground attack, patrol, day and night

-- design team lead by Arthur Davenport under technical direction by Edward Petter (James, 256-261)

-- "...no doubt that the entire concept of the P.9 was in advance of that of the other submissions ..." (James, 261)

-- many unusual and unique features

-- developed to specification F.37/35; contract awarded for development of 2 prototypes (L6844 and L6845) February 11 1937; L6844 completed September 1938; taxi trials October 4, first flight October 11 1938; handling trials December 1938; contract awarded for production of 200 Whirlwinds; protracted development; L6845 first flight March 29 1939 (James, 256-263); first production flight May 22 1940 (James, 267)

-- some delay in Rolls-Royce Peregrine engine production due to their focus on Merlin, Vulture, Griffon (James, 265); Rolls-Royce terminated Peregrine and Vulture development August 1939; contract reduced from 200 to 114 Whirlwinds December 1939 (James, 266)

-- design diving speed 660 km/h (410 mph) (James, 267)

-- 4x20mm in the nose [see image here], proposed 12x7.62mm in the nose [see image here], also 1x40mm proposed

-- [other F.37/35 contenders (Supermarine Type 313, Bristol Type 153) did not proceed to prototype]

-- cockpit

 

 

Bristol Blenheim F (1935, 1936)

 

-- "In 1936, large production orders for the 'Blenheim' High-performance Day Bomber and the 'Bombay' Bomber-Transport Monoplane were received. // During 1938 the 'Blenheim' was in full production at Filton and in a 'shadow factory' operated by Rootes Securities, Ltd., at Speke.  A.V. Roe & Co., Ltd, have also received a contract to built the 'Blenheim."  Production of the 'Bombay' has been entrusted to Short & Harland Ltd., of Belfast." (Janes 1938 24c)

 

 

 

Premium

 

Fairey Fantome (__/____)

 

-- http://worldofwarpla...nes/gb/fantome/

IV  12Ycrs

IV  Fantome

IV  20 mm Oerlikon S9 (H)
IV  2x.303 Browning (S)

 

 

 

 

 

 

Alternates

 

Gloster F.5/34 (12/1937) -- Specification F.5/34 -- H.P. Folland & H.E. Preston

Production	Airframe	Engine	Speed	Armament	Bombs
2 prototypes (built 1936-1938)	K5604 K8089	Bristol Mercury IX 840hp supercharged (3-blade prop)	509 km/h @ 4876m	8x7.62mm Browning (W)

Data: Lewis

 

Notes:

-- also known as Gloster G.38

-- prototype first flight 12/1937; second prototype 03/1938; metal-stressed skin with fabric-covered control surfaces; stalling speed 109 km/h; rate of climb 11:00 to 6096m; ceiling 9905m (James, 230)

-- the last design of Henry Philip Folland for Gloster; work began early 1935 in collaboration with H.E. Preston. (James 227)

-- "Known unofficially as the Gloster 'Unnamed Fighter', the F.5/34 was the last of H.P. Folland's designs for the company on which he began work early in 1935 in close collaboration with H.E. Preston. // The F.5/34 specification, which ultimately produced the Hurricane and Spitfire, was a most ambitious step forward in fighter design requirements, calling as it did for a single-seat aircraft with the heavy armament of 6 or 8 Browning machine-guns each with 300 rounds of ammunition to give a 15 sec duration of fire, retractable landing gear, enclosed cockpit and pilot's oxygen supply, maximum speeds of 275 mph @ 15,000 ft and 265 mph @ 20,000 ft, a service ceiling of 33,000 ft and a 90 min endurance.  Thus in this one specification were combined all the far reaching and advanced design features which were calculated to step up the performance and efficiency of what were to be the RAF's first generation monoplane fighters." (Lewis, 227)

-- "... fuselage was a monocoque structure built up from lmight, fabricated oval-section rings with duralumin skinning.  Heavier-gauge rings provided strong-point attachments for the mainplane and tailplane and for the engine bearers.  The mainplane was built in one piece with the light-alloy spars running through from tip to tip and ribs made from channeling with steel and light-alloy tube struts.  Duralumin stressed-skin was used on the mainplane and tail unit with fabric-covered Frise ailerons, rudder and elevators.  The split trailing-edge flaps were all-metal and hydraulically operated.  A large braced tubular-steel crash arch was housed inside the fixed portion of the cockpit canopy behind the pilot's head.  All three units of the Dowty landing gear retracted, the mainwheel units swinging rearwards and upwards into the wing leaving a large segment of each wheel protruding below its lower surface.  In this position they could take the full weight of the aircraft in the event of a wheels-up landing.  The tailwheel retracted in a similar manner, also leaving a portion of the wheel exposed.  The armament, consisting of 8 Browning .303 in guns, was mounted in the mainplanes outboard of the propeller disc; in this position the guns had an unimpeded rate of fire, eliminated the weight and complexity of synchronizing gear and took full advantage of the remotely-operated Browning's growing reliability.  Large hinged panels in the upper surface of the wing provided good access to the guns for quick turn around between sorties." (Lewis, 227-229)

-- "The engine was [Bristol Mercury IX 840hp] 9-cylinder geared and supercharged air-cooled radial neatly enclosed in a long-chord cowling with a leading-edge exhaust collector ring and controllable gills, and driving a 10' 6" diameter de Havilland 3-blade controllable-pitch propeller." (Lewish, 229)

-- "This view [image above] of the Gloster F.5/34 shows the marked similarity to both the Gladiator and the E.28/39, particularly in the shape of the cockpit and tail unit." (Lewis, 228)

-- "Mainly because of the company's involvement with the development and production of the Gauntlet and Gladiator ... only slow progress was made with the task of building K5604, the prototype F.5/34, and the first flight by Gerry Sayer was not made until [12/1937].  A 2nd aircraft, K8089, which was similar in concept, flew for the first time in [03/1938]. // By that time of course, the Hurricane was in RAF squadron service and the Spitfire was in production, and although [Gloster F.5/34's performance was good] it failed to win a production order." (Lewis, 230)

-- "... top speed of 316 mph @ 16,000 ft, could climb to 15,000 ft in 7.8 min and had a 32,500 ft service ceiling plus pleasant handling characteristics ..." (Lewis, 230)

-- "Both K5604 and K8089 were transferred to Ministry charge and were used for experimental flying at RAE Farnborough and other Establishments until about [05/1941] when they became ground instructional airframes serialled 2232M and 2231M respectively." (Lewis, 230)

 

 

Martin-Baker MB 2 (08/1938)

 

Napier Dagger III 1000hp

491 km/h

8x7.62mm Browning M1919

 

Specification F.5/34 -- "single-seat fighter" ... "overtaken by Hurricane development"

 

Notes:

-- 

 

 

Placeholder

 

 

 

 

Specification F.37/35 -- fighter with cannon:

Bristol Type 153 -- single-engine

Bristol Type 153A -- twin-engine -- did not proceed to prototype

Supermarine Type 312 -- Spitfire variant

Supermarine Type 313 -- twin-engine -- did not proceed to prototype

Hawker Hurricane variant -- delayed

Westland Whirlwind -- twin-engine ------------> winner

Boulton-Paul P.88A and P.88B

 

^ investigate further

 

 

Omitted

 

Hawker Henley (03/1937)

 

-- to meet spec for a high-speed light monoplane bomber; spec changed so it was relegated to target-towing duty

 

Rolls-Royce Merlin II or III 1030hp

 

 

 

 

Rough notes -- Boulton-Paul Defiant and other turret-based fighters

 

Investigate turrets leading up to Blenheim/Beaufighter:

Hawker Demon

Hawker Hart

Boulton-Paul

Frazer Nash

Martin

Bristol

 

 

Turret-based fighters after Hawker Demon:

 

Bristol Type 147 (08/1935)

 

two-seat night fighter

similar to Type 148, but with a 4-gun dorsal turret

turret coverage 90-degrees in elevation, 180-degrees in azimuth

Perseus engine August 1935, 280mph

Hercules engine September 1935, 315mph

lost to Boulton-Paul Defiant

 

Bristol later went on to produce Hawker Tempests with Bristol Centaurus engine 1944-1945

 

source: Bristol Aircraft Since 1910, by C H Barnes (262-264)

 

Specification F.9/35 -- "Hawker Demon replacement"

 

 

Boulton-Paul P.82 Defiant (08/1937)

 

 

Mk.I     Rolls-Royce Merlin III  1030hp     302.5 mph @ 16500'    487 km/h  @ 5029m      23.8min to 25000' (2-speed prop), 18.2min (constant-speed prop)   ceiling 28100'

Mk.II    Rolls-Royce Merlin XX  1280hp      315 mph @ 16500'     507 km/h @ 5029m      ceiling 33600'

 

Boulton-Paul Defiant (08/1937)    Rolls-Royce Merlin III 1030hp    303 mph @ 16500'    4x7.62mm
Boulton-Paul Defiant Mk.II    Rolls-Royce Merlin XX  1260hp    315 mph @ 16500'    4x7.62mm

 

4x7.72mm Browning turret

 

Rolls-Royce Merlin 1030hp

489 km/h

4x7.7mm turret

Specification F.9/35 -- "Hawker Demon replacement"

 

Notes:

-- "...the RAF's first (and only) single-engined fighter with a four-gun turret to enter service ... lack of forward-firing armament soon led to heavy losses ... began to make its mark when transferred to night-fighting."  (Hooks, 52)

-- Prototype K8310 first flight August 11 1937; first production aircraft July 30 1939; delivery began December 1939; action over Dunkirk May 1940; withdrawn September 1942, replaced by Mosquitoes and Beaufighters; finally retired April 1945; total production 1060. (Hooks, 52)

-- "It is an established fact that the Boulton-Paul Defiant had already been proven unsuccessful before July 10th and the start of the Battle [of Britain].  The Defiants' 'day of glory' which had given an impression of success had been on May 29th over the beaches of Dunkirk.  The Defiants of No.264 Squadron with three squadrons of Hurricanes were patrolling over the beaches with orders to seek the bombers, leaving the fighters to the Hurricanes.  In the event, the Hurricanes missed the Bf 110 escorts and the free-ranging Bf 109s.  Six Bf 109s 'bounced' the twelve Defiants to be met by a withering hail of fire from forty-eight 0.303 in. Browning machine guns in the Defiants' power turrets.  Two Bf 109s were destroyed.  Soon afterwards, twenty-one Bf 110s attacked.  The squadron claimed fifteen Bf 110s and a Ju 87 destroyed but these figures were greatly exaggerated in the heat of battle, where aircraft seen to be destroyed were often claimed by more than one attacker.  The German Quartermaster General's Returns for May 29th show fourteen aircraft lost for the day.  It has been stated by a Defiant pilot that 'the enemy mistook us for Hurricanes'.  By May 31st, the Germans must have learnt their aircraft recognition, for on that day they shot down seven Defiants.  The lack of forward-firing guns for the pilot and the blind spot below and directly behind had been detected.  During the Battle proper, the Defiant squadrons took a severe mauling from the German fighters despite the great gallantry and determination of their crews." (Shennan, 22)

 

 

Hawker Hotspur (06/1938)

 

Rolls-Royce Merlin II 1030hp

510 km/h

1x7.7mm (N)

4x7.7mm turret

 

Rolls-Royce Merlin II 1025hp    

316 mph @ 15800'

509 km/h @ 4816m

 

"to replace Hawker Demon"

"Hurricane wing components"

"abandoned due to Hurricane production"

Specification F.9/35 -- "Hawker Demon replacement"

 

Notes:

-- 

 

 

Blackburn Roc (12/1938)

 

Bristol Perseus 890hp  359 km/h @ 3050m

 

derived from Blackburn Skua in parallel to accept Boulton-Paul turret

 

 

Boulton-Paul P.92 (cancelled 1939, flown anyway 1941)

 

Mason compares P.92 directly to Northrop P-61 (1944) (p.276)

 

P.92    Rolls-Royce Vulture II  1760hp

299 mph @ SL           481 km/h

371 mph @ 15000'     597 km/h @ 4572m

352 mph @ 30000'     567 km/h @ 9144m

 

4x20mm turret

3 prototypes ordered March 1938:

  2 powered by 2x RR Vulture II  1760hp,

  1 powered by 2x Napier Sabre I  2055hp

Mockup May 31 1938

 

 

Armstrong Whitworth Albermale (03/1940)

 

2x Bristol Hercules XI  1590hp    

265 mph @ 10500'    

427 km/h @ 3200m

 

4-gun Boulton-Paul turret

 

wooden construction like DH.98

 

 

 

 

 

 

Edited by J311yfish, 09 September 2017 - 03:31 PM.

[J311yfish]

Tier V

 

Supermarine Spitfire I (03/1936)

 

 

Variable 1

 

Hawker Hurricane II (06/1940)

 

see progression from Tier IV above

 

 

Hawker Tornado (10/1939)

Production	Airframe	Engine	Speed	Armament	Bombs/Rockets
1 1	P5219 prototype P5224 prototype	Rolls-Royce Vulture II 1760hp (3-blade 14' prop)		provision for 12x7.62 (P5219) provision for 4x20mm (P5224)
(2 adapted)		Rolls-Royce Vulture V 1980hp (3-blade 13.25' prop)	641 km/h @ 7010m
1	R7936 production	Rolls-Royce Vulture V 1980hp (various props)
1+6	HG641 prototype	Bristol Centaurus C.E.4S 2210hp (various 3- or 4-blade props)	647 km/h @ 5486m

 

Notes:

-- prototype P5219 first flight October 6 1939 (Mason, 311); second prototype P5224 first flight December 5 1940; first production model R7936 flown August 29 1941 (Mason, 312); prototype HG641 flown October 23 1941 (Mason, 313)

-- "The Tornado was most readily distinguishable from the Typhoon in having two rows of exhaust manifolds on each side of the engine cowling, whereas the Typhoon had a single set each side." (Mason, 311-312)

-- "... as experience had shown on the Vulture-Henley test beds and in service with the Avro Manchester, the Vulture was in serious trouble as a result of frequent connecting-rod bolt fractures ... and due to the absolute priorities afforded to Rolls-Royce Merlin production the Vulture was abandoned.  An alternative proposal to install the Wright Duplex Cyclone Type C engine in Tornados had been put forward in January 1941, and although much design work was carried out ... suspended July 1941." (Mason, 312)

-- development of the Tornado with the Centaurus engine became the Typhoon II and subsequently the Tempest. (Mason, 314)

-- see Typhoon development notes

 

 

 

Gloster F.9/37 (04/1939)

Production	Airframe	Engine	Speed	Armament	Bombs
1	L7999 prototype	2x Bristol Taurus T-S(a) 1050hp (3-blade props)*	579 km/h @ 4572m	2x20mm Hispano (N)  and 4x7.62mm Browning (F)	yes
		2x Bristol Taurus T-S(a) III 900hp	534 km/h @ 4633m
1	L8002 prototype	2x Rolls-Royce Peregrine 885hp (3-blade props)	531 km/h @ 4572m	2x20mm Hispano (N)  and 3x20mm Hispano (upper fuselage)

L7999 rate of climb: 19.6min to 8534m; ceiling 9144m

L8002 rate of climb: 19.0min to 7620m; ceiling 8747m

 

Notes:

-- twin-engine single-seat day/night fighter; the last of Glosters' pre-war piston-engined designs; evolved through a series of projects [to meet Specifications F.5/33, F.34/35, F.9/35, F.9/37]; initial design by Henry P. Folland; design revised by W.G. Carter [his first design for Gloster] to meet Specification F.9/37 for twin-engine single-seat fighter with fixed armament. (James, 231-232; Buttler, 78)

-- "...all-metal stressed-skin construction throughout  with the exception of the control surfaces which were fabric covered.  The fuselage was built in two main sections, with detachable nose and tail cones, using light-alloy fabricated ring-type bulkheads with solid plate-type web bulkheads at the main and tailplane attachment points.  The front main section of the fuselage contained the cockpit and the two-cannon armament; the rear main section was made up of two sub-assemblies one of which carried the four Browning .303" machine-guns and the mainplane attachments, and the other the tailplane attachment points and the retractable tailwheel mounting structure ... [more structural details]" (James, 232-233)

-- prototype construction began February 1938; first prototype completed L7999; first flight April 3 1939; July 1939 preliminary handling trials; delayed until July 1940 due to landing accident and subsequent repair (James, 233-234)

-- "It was soon seen to be an aircraft with great potentialities and the initial trials were pressed ahead to such good effect that on May 23, less than seven weeks after its initial flight, it made a cross-country flight to RAF Northolt where it made a brief but spectacular high-speed appearance before a group of astonished MPs before returning to the factory." (James, 234)

-- "...the Establishment subsequently reported very favourably on the cockpit layout and view, its comfort and ease of access and egress.  In the air it was reported to be light on the controls, stable about all axes and in all examined conditions of flight except in the climb when, with the Taurus' cooling gills open, the stability deteriorated; it was found however to be quite satisfactory in this respect when the gills were closed or partially open." (James, 234)

-- "Unfortunately for Glosters all development of this most promising and important fighter came to an abrupt halt after only a few preliminary flights, when L7999 was badly damaged in a landing accident at Boscombe Down.  It was sent back to the factory for repair and reconstruction, but it was not until April 1940 that this work was completed and the aircraft returned to Boscombe Down.  When it did so its original Taurus T-S(a) 1050hp engines had been replaced by Taurus T-S(a) III 900hp engines which reduced the max speed to 332 mph @ 15200' and the rest of the performance suffered equally.  Continuing unserviceability of the engines and airframe delayed completion of the trials until July 1940, but L7999 earned good reports for its pleasant handling characteristics and stability." (James, 235)

-- "While L7999 was being rebuilt and re-engined, the second prototype, L8002, was steadily nearing completion ... first flight February 22 1940 ... powered by 2x Rolls-Royce Peregrine 885hp ... max speed 330 mph @ 15000' during trials ... Although the heavily armed F.9/37 prototypes proved to be probably the most tractable, vice-less twin-engined aircraft which had then been built, capable of being looped and rolled with ease and possessing the docile landing characteristics of a biplane, neither version was chosen for production.  The issue of Specification F.18/40 [see below] for a two-seat day and night interceptor raised Glosters' hopes again, and during 1940-1941 L8002 was experimentally loaded for use in a series of tests on its suitability for this role, but the project was abandoned before either the tests or the construction of a mock-up were completed." (James, 236)

-- "... both machines proved remarkably maneuverable and docile and could be rolled and looped in comfort, making them perhaps one of the most maneuverable twin-engined aircraft types flown to date." (Buttler, 82)

-- several designs stemmed from F.9/37; one was a Hercules-engined bomber; one had a turret; one was ("most importantly") a two-seat night fighter .... Gloster F.18/40 Reaper.  (Buttler, 83)

-- [development continued as the Gloster F.18/40 Reaper, see below]

 

 

Placeholder

 

 

 

 

Bristol Beaufighter (1938+)

 

 

Premium

 

Vickers Venom (06/1936)

Production	Airframe	Engine	Speed	Armament	Bombs
1 prototype	V  Venom F.5/34	V  Bristol Aquila AE-3S 625hp	502 km/h @ 4572m	V  8x7.62mm Browning

 

Notes:

-- see development from Vickers Type 151 Jockey I above at Tier II

-- "...very maneuverable in its rate of turn and roll rate." (Goulding, 63-64)

 

-- http://worldofwarpla...lanes/gb/venom/

V  Bristol Aquila  625hp / 360.0kg

V  Type 279  1285kg / 180hp

IV  8x .303 Browning Mk.II (W)

 

 

Miles M.20 (09/1940) -- Specification F.19/40 -- F.G. Miles

Production	Aircraft/Variant	Engine	Speed	Armament	Bombs
FF 09/14/1940	M.20 Mk.I (U-9 AX834)	Merlin XX 1240hp	555.2 km/h @ 6218 m	IV  8x .303 Browning Mk.II (W)	None
FF 04/1941+	M.20 Mk.II (U-0228 DR616)	Merlin XX

 

Notes:

-- http://worldofwarpla...planes/gb/m-20/

VI  Merlin XX  1480hp  730.0kg water-cooled

IV  Miles M.20  2457kg / 210hp

IV  8x .303 Browning Mk.II (W)

 

M.20 Mk.I -- emergency fighter

-- "F.G. Miles was responsible for a particularly brilliant example of improvisation during 1940 when he produced his Private Venture M.20 single-seat, medium-and-high altitude day fighter.  The idea for the machine was another manifestation of the aircraft manufacturers' concern over a possible shortage of fighters for the Services.  Permission to proceed with the project was given at the end of the first week of [07/1940] and such was the energy and enthusiasm of all involved that the Mk.I, U-9 AX834, to Specification F.19/40, flew at Reading only 9 weeks and 2 days later on [09/14/1940] after completion [09/12/1940].  In order to promote fully the concept behind the all-wood M.20, the greatest possible use was made of Miles Master components and hydraulics were eliminated by using a fixed undercarriage.  The 1,240 hp Merlin XX engine utilized the power-egg installation from a Beaufighter Mk.II and the eight .303 Mk.II Brownings were housed in the wings under easily-removable panels for quick rearming.  A fine point about the M.20 was the excellent view from the bubble canopy.  Performance of AX834 was first-class, the top speed of 345 mph [555.2 km/h] @ 20,400 ft [6218 m] falling between the Hurricane and Spitfire, its range of 1,200 miles was greater than that of either of them and so was its ammunition capacity." (Lewis, 276)

-- designed and built in a mere 9 weeks and 2 days as a contingency plan in the event that Spitfires and Hurricanes were in short supply. (Brown, 172-177)

-- details/discussion over here

M.20 Mk.II -- evaluated for naval service

-- "The feared Hurricane and Spitfire shortage did not arise but Miles proceeded to construct the Naval Mk.II version ... to Specification N.1/41, completing it in [04/1941] as U-0228 DR616.  As part of its naval equipment, the machine was fitted with catapult spools and had provision for an arrestor hook.  A noticeable external difference compared with the Mk.I was the alteration in shape of the wheel spats. // Fitted with Merlin XX No. C10229/137235 the M.20 Mk.II was sent to Boscombe Down for trials and A.&A.E.E. Report 768/Pt.1 of [05/23/1941] commented on inadequate fuel drainage for the wooden structure.  Adverse criticism was levelled also at the hood which, although of neat design for jettisoning, was still considered most unsatisfactory if the pilot had to bale out as both hands at once were needed to move it without sufficient elbow room, a feat found almost impossible.  The pilot could not insert a gloved finger in either of the operating levers and the hood was impossible to open from outside as there was no provision for doing so; also, if frosted over, it would not open.  the lack of a crash pylon over the pilot's head was another point noted ... [more] ... The view, especially to the rear, was exceptional, but a bullet-proof windscreen was essential for operations ... The flaps were not very effective and the controls were assessed as heavy, particularly in aerobatics.  Flaps-up stalling occurred at 90 mph and the flaps-down stall was at 73 mph.  The machine was dived to 450 mph I.A.S. with remarkable acceleration and the absence of wind noises around the hood made the high speed feel quite pleasant.  the 100 mph I.A.S. speed was fairly high, the machine touching down at 80 mph I.A.S.  The fixed undercarriage was thought to introduce a real source of danger to the pilot in a crash landing, especially in the absence of a crash pylon." (Lewis, 276-277)

-- [weight, propeller, wing loading, climb rate, take off run, top speed, ceiling data available] (Lewis, 277)

 

 

Hawker Hurricane IID (09/1941)

 

-- http://worldofwarpla.../hurricane-iid/

VI  Merlin XX  1480hp  730.0kg water-cooled

V  Hurricane IID  2909kg / 230hp

VI  2x Vickers S 40mm Mk.I (O)

IV  2x .303 Browning Mk.II (W)

 

 

CAC CA-12 Boomerang (05/1942)

 

-- http://worldofwarpla...s/gb/boomerang/

V  R-1830 S3С4-G 

V  CA-12

IV  4x.303 Browning Mk.II (W)
V  2x20 mm Hispano-Suiza HS.404

 

-- designed 12/1941 (Wikipedia)

-- ordered 02/1942 (Wikipedia)

 

 

 

 

 

Alternates

 

Hawker Hurricane V (1943)

 

see progression from Tier IV above

 

 

Fairey Fulmar (05/1940)

 

Rolls-Royce Merlin I  1030hp ...Fairey P.4/34 ... Fulmar prototypes

Rolls-Royce Merlin II  1030hp  455 km/h

Rolls-Royce Merlin VIII  1080hp     272 mph   438 km/h

Rolls-Royce Merlin XXX   1300hp

8x7.62mm

500 lbs bombs

 

replacement for Blackburn Skua and Blackburn Roc

 

Fulmar II concurrent with Sea Hurricanes and Sea Spitfires

design by Marcel Lobelle

 

Fulmar II

Merlin 32

 

 

Supermarine Type 324 (____)

 

 

 

 

 

Supermarine Type 325 (____)

 

 

 

 

 

Bristol F.18/37 (____)

 

 

 

 

 

Gloster F.18/37 (~1938+)

 

 

double-boom pusher design

Napier Sabre

12x7.62mm (N)

 

 

 

Specification F.18/37 -- heavily-armed interceptor

Bristol F.18/37
Supermarine Type 324
Supermarine Type 325

Hawker Tornado (10/1939) -- later developed to Typhoon II and Tempest ---> Hawker line
Hawker Typhoon (10/1939) ----> Winner ---> Hawker line

Gloster F.18/37

 

 

Edited by J311yfish, 09 September 2017 - 01:04 PM.

[J311yfish]

Tier VI

 

Supermarine Spitfire V (05/1941+)

 

 

Hawker Typhoon (10/1939)

Production	Airframe	Engine	Speed	Armament	Bombs/Rockets
3300 total	P5212 (Typhoon Mk.IA) P5216 (Typhoon Mk.IB)	Napier Sabre I  2100hp		12x7.62mm Browning  or 4x20mm Hispano (W)	2x1000 lb bombs  or 8x60lb rockets
		Napier Sabre IIA 2180hp
		Napier Sabre IIB 2200hp	663 km/h @ 5791m*
		Napier Sabre IIC 2260hp

* 412mph @ 19000'

 

Notes:

 -- single-seat close-support fighter and fighter-bomber

-- Hawker Hurricane successor developed for Specification F.18/37 ... to be a twelve-gun interceptor powered by Rolls-Royce Vulture or Napier Sabre engine ... design work for both proceeded in parallel ... Vulture was available first and flew October 6 1939 as Hawker Tornado ... Sabre-engined Typhoon prototype P5212 flown February 24 1940 ... production plans proceeded for both. (Mason, 316-317)

-- "The Typhoon combined what was becoming regarded as orthodox stressed skin construction with the traditional Hawker tubular construction.  The forward half forward half of the fuselage, extending just after of the cockpit, was a braced tubular structure similar to that on the Hurricane, but aft of this the fuselage consisted of a monocoque shell attached at four points to the fore structure.  Each wing was made in one piece with the exception of the detachable tip, the anhedral section of the spar members bolting directly to the forward fuselage.  A very wide track undercarriage retracted inwards into the anhedral wing section." (Mason, 318)

-- "...the Typhoon had acquired a bad name early in its Service life [due to rear fuselage structural problem that caused the death of a Hawker test pilot ... tail broke off in flight], and against a background of rumors -- entirely unfounded -- that squadrons were to give up their Spitfires in favor of the 400mph Typhoon, a powerful lobby raised its voice to suggest that it should be the Typhoon that should be abandoned ... possessed a very poor performance above 20,000' -- due in the main to its thick wing ... resemblance between the Typhoon and the Fw 190 [caused several to be shot down by Spitfires and coastal defenses] ... clearly the Typhoon's days as an interceptor were numbered."  (Mason, 322-323)

-- "In the role of close support the Typhoon was to excel.  Adopting the tactics of the older Hurricane fighter-bombers (by 1943 far too slow in the presence of fighter opposition), the Typhoon proved its worth ... [tested with a variety of bombs and drop tanks] ... But no weapon proved so effective as the Typhoon's rocket projectiles ... By the end of 1943 rocket-firing Typhoons had joined forces with the many fighter-bomber squadrons based all along the south coast.  Together they operated to deadly effect against enemy coastal shipping in the prolonged 'Channel Stop' campaign, as well as performing offensive sweeps on the Continental mainland.  Bombs, rockets, and cannon-fire were all brought to bear on enemy communications in France and the Low Countries, with the result that the supply organization supporting the 'Northern Wall' fortifications was rendered chaotic." (Mason, 325)

-- "Perhaps the most dramatic of all Typhoon battles was that at Falaise.  With the swiftly moving American armored forces sweeping up from the south and the British and Canadian forces in the north, a beaten German army was trying to extricate itself from the pocket through a narrowing gap at Falaise.  The Typhoons of no fewer than ten tactical squadrons attacked the congested roads, destroying enemy vehicles of all descriptions, with the result that few Germans escaped, the survivors being eager to surrender rather than endure the terrifying salvoes of rockets." (Mason, 325-326)

-- also used for fighter reconnaissance duties as F.R.IB (Mason, 327)

-- a navalized Typhoon for Specification N.11/40 in early 1941 did not materialize; Blackburn Firebrand chosen instead (Mason, 327)

-- Hawker Typhoon cutaway (Flight Magazine 06/1972)

 

 

Gloster F.18/40 Reaper (1940+)

Production	Airframe	Engine	Speed	Armament	Bombs
1 adapted F.9/37 + 1 mockup	L8002 F.18/40	2x Rolls-Royce Merlin XX	628 km/h @ 6858m	4x20mm (N) and  8x7.62mm (N)

 

Notes:

-- [development continued from Gloster F.9/37 above]

-- F.9/37 adapted to new specification; re-engined with 2x Rolls-Royce Merlin XX; 4x20mm cannons in fuselage belly; strengthened airframe (Buttler, 83)

-- proposed October 13 1940; mockup complete October 26 1940; Specification F.18/40 issued November 1940; in mid-December it was decided that there would not be enough produced by the end of 1942 to make the project worthwhile; project finally halted May 1 1941 [meanwhile De Havilland Mosquito adapted for night fighter requirements, and Gloster to pursue jet development]. (Buttler, 83)

-- the second F.9/37, L8002, underwent flight tests with the new engines/armament and ballast to simulate the presence of a second crewman. (Buttler, 83)

-- the first F.9/37, L7999, returned to the manufacturer November 1940 for re-configuration as F.18/40.  (Buttler, 84)

-- [the name "Reaper" was also used by Gloster for several other projects 1930's-1950's] (Buttler, 84)

 

 

Placeholder

 

 

 

De Havilland DH.98 Mosquito (11/1940)

 

Notes:

-- design team led by Chief Designer R.E. Bishop

 

 

 

Premium

 

North American Mustang IA (__/____)

http://worldofwarpla.../gb/mustang-ia/

V  V-1710-39
VI  Mustang IA
VI  4x20 mm Hispano Mk.II (W)

 

North American Mustang Mk.I (__/____)

http://worldofwarpla...s/gb/mustang-i/

V  V-1710-39
VI  Mustang I
VI  2x12.7 mm AN/M2 (W)
VI  2x12.7 mm AN/M2 (S)
III  4x7.62 mm M1919A4 (W)

 

 

 

 

Alternates

 

Fairey Firefly (12/1941)

 

 

Rolls-Royce Griffon IIIB 1730hp

316 mph   508 km/h

ceiling 28000'

4x20mm

2000 lbs bombs/rockets

 

Firefly Mk IV

Rolls-Royce Griffon 74

 

 

Supermarine Seafire Mk.I (03/1942)

 

Notes:

-- 

 

 

Martin-Baker MB 3 (08/1942)

 

Napier Sabre 2000hp

668 km/h @ 6000m

6x20mm Hispano Mk.II

 

 

Miles M.22A (~1940)

 

-- "turret-equipped night fighter design; designed to F.18/40 specification for a turret-equipped night-fighter, ultimately filled by DH.98 Mosquito"

 

 

Bristol Brigand (12/1944)

 

replacement for Bristol Beaufighter, 147 built

 

 

 

Edited by J311yfish, 06 September 2017 - 01:54 AM.

[J311yfish]

Tier VII

 

Supermarine Spitfire IX  (late 1942)

 

 

Hawker Tempest (09/1942)

Production	Airframe/Variant	Engine	Speed	Armament	Bombs/Rockets
	Tempest I (HM599)	Napier Sabre IV	750 km/h @ 7468m*
~600	Tempest II (LA602) series 1 Tempest II series 2	Bristol Centaurus V or VI 2526hp	708 km/h @ 4572m**	4x20mm Hispano Mk.II (W) 4x20mm Hispano Mk.V (W)	up to 2000 lbs
	Tempest IV (LA610)	Rolls-Royce Griffon 61
	Tempest IV (LA614)	Rolls-Royce Griffon 61
~800	Tempest V (HM595) series 1 Tempest V series 2	Napier Sabre IIA, IIB, or IIC 2180hp	687 km/h @ 5639m***	4x20mm Hispano Mk.II (W) 4x20mm Hispano Mk.V (W)	up to 2000 lbs
142	Tempest VI (HM595 re-engined)	Napier Sabre V 2340hp	705 km/h @ 5425m ****

*466mph @ 24,500'       ** 440mph @ 15000'        ***427mph @ 18500'        **** 438 mph @ 17800'

 

 

Notes:

-- "...one of the most effective Allied fighters in Europe during the Second World War, for its introduction into RAF service in 1944 resulted to a large extent in the defeat of the flying bomb attack on Southern England." (Mason, 329)

-- an improvement to Typhoon conceived 1941 ... to incorporate a thin elliptical wing, new Sabre EC.107C (later Sabre IV) engine, and wing leading edge radiators ... "Known as Typhoon II, this design was tendered to Air Ministry Specification F.10/41 ... contract awarded for two prototypes [HM595 and HM599] on November 18 1941." (Mason, 329-331)

-- "...Typhoon II had been renamed Tempest (for the new design differed radically in many respects) early in 1942 ... number of prototypes increased to 6 [with engines noted in table above]." (Mason, 331)

-- Production order for 400 Tempest I's placed August 1942; HM595 Tempest V prototype first flight September 2 1942; HM599 Tempest I prototype first flight February 24 1943 ... 466mph @ 24,500' ... development of Tempest I canceled due to engine production difficulties ... Sabre V engine installed and flown experimentally on a Tempest V (NV768) May 9 1944 ... first production Tempest V flight JN729 June 21 1943 (Mason, 329-333); first Tempest II prototype flight June 28 1943 (Mason, 338); second Tempest II prototype LA607 flew September 18 1943 with a Centaurus IV engine [did not progress]; first Tempest II production MW374 flight October 4 1944  (Mason, 340)

-- LA610 and LA614 were to be fitted with Napier Sabre IIB engines and designated Tempest III, but they were instead fitted with Griffon 61 engines and designated Tempest IV ... LA610 became a prototype Fury (Mason, 331)

-- the 20mm Hispano Mk.II barrels extended forward of the wing leading edge, while the Hispano Mk.V's were fully contained in the wings. (Mason, 333)

-- "When the [German] V.1 [flying bomb] offensive was eventually launched in June 1944, the Tempests were immediately switched to the defensive, and in company with five other squadrons, similarly equipped, quickly established themselves as the keystone of the fighter defense system against the flying bomb.  Faster even than the early Gloster Meteor jet fighters (which were temporarily introduced into service during the V.1. attacks), the Tempests destroyed 638 bombs out of the RAF's total score of 1771 during the period June 13 1944 to September 5 1944." (Mason, 334)

-- "...It is now known that a total of at least seven Me 262's were destroyed by Tempests in the final six months of the war ... the first being shot down ... November 1944.  No other Allied fighter approached this tally of enemy jets." (Mason, 335-336)

-- "Tempest V's continued operating until ... replaced by Tempest II's, Vampires, and Meteors." (Mason, 336)

-- "One Tempest V which deserves individual mention was SN354, a late production machine equipped in 1945 to mount a long-barrel 40mm 'P' gun under each wing.  First flown by Bill Humble on October 19 1945, it was later delivered to Boscombe Down for extensive firing trials.  Compared with the 15 rounds per 40mm 'S' gun carried by the Hurricane IID, the Tempest V with 'P' guns could accomodate 38 rounds per gun." (Mason, 336-337)

-- Tempest VI was not in service in time to see action during WWII ... to be used in the Middle East ... ultimately replaced by DH Vampires (Mason, 341)

 

 

Westland P.14 Welkin (11/1942)

Production	Airframe	Engine	Speed	Armament	Bombs

 

2x Rolls-Royce Merlin 61  1560hp supercharged

2x Rolls-Royce Merlin 72/73 or 76/77  1630hp supercharged

4x20mm Hispano Mk.II (N)

387 mph @ 26000'        623 km/h @ 7925m

346 mph @ 20000' Mk.II   557 km/h @ 6096m

2 prototypes

75 Mk.I's

(1 converted to Mk.II)

 

investigate also two-seat version

 

 

Placeholder

 

 

 

 

 

De Havilland 103 Hornet (07/1944)

 

Notes:

-- design team led by Chief Designer R.E. Bishop

 

 

 

Alternates

 

Vickers Type 432 (12/1942)

 

2x Rolls-Royce Merlin 61 1520hp

612 km/h @ 4600m

"700 km/h"

6x20mm

 

 

Airspeed AS.47 (1940+)

 

Napier Sabre 2200hp

756 km/h @ 5638m est.

 

 

Airspeed AS.56 (~1942)

 

A.E Hagg, design consultant to Napiers

 

Napier Sabre 2200hp

793 km/h @ 7010m est.

 

 

Blackburn B-37 Firebrand (02/1942)

 

Bristol Centaurus IX 2520hp

342 mph

550 km/h

4x20mm

rockets

2x2000 lb bombs

 

design team led by G.E. Petty

 

 

Blackburn B-48 Firecrest (1944+ cancelled)

 

Bristol Centaurus 59  2475hp

612 km/h @ 5791m

 

design team led by G.E. Petty

 

 

Supermarine Seafire (____)

 

Notes:

-- 

 

 

 

Edited by J311yfish, 06 September 2017 - 01:38 AM.

[J311yfish]

Tier VIII

 

Supermarine Spitfire XIV  (04/1944)

 

 

Hawker Sea Fury (09/1944+)

Production	Airframe	Engine	Speed	Armament	Bombs
6 total	F.2/43 prototypes	Bristol Centaurus XXII Bristol Centaurus XII (4-blade prop) Rolls-Royce Griffon 85 (6-blade contra-rotating prop)
	F.2/43 (Fury I)
	N.22/43 (Sea Fury)	Bristol Centaurus XII (4-blade prop) Bristol Centaurs XV (5-blade prop)
615 total	Sea Fury Mk.10 Sea Fury F.B. Mk.11	Bristol Centaurus 18  2480hp	740 km/h @ 5486m *	4x20mm Hispano Mk.V	Mk.11: up to 1000 lbs bombs up to 12x60 lbs rockets

* 460 mph @ 18000'

 

Notes:

-- F.2/43 prototype NX798 first flight September 1944 ... Bristol Centaurus XII (4-blade prop) ... F.2/43 aircraft ultimately named Fury I (Mason, 345-346)

-- second prototype LA610 [previously a Tempest prototype] flight November 27 1944 ... Rolls-Royce Griffon 85 (6-blade contra-rotating prop). (Mason, 345-346)

-- N.22/43 specification aircraft named Sea Fury X, a navalized Fury to be manufactured by both Hawker and Boulton-Paul ... Boulton-Paul production contract cancelled January 1945; prototype VB857 delivered. (Mason, 343-346)

-- first Sea Fury prototype SR661 first flight February 21 1945 ... Bristol Centaurus XII (4-blade prop) ... semi-navalized; second prototype SR666 flight October 12 1945 ... fully navalized with folding wings .... with Bristol Centaurus XV (5-blade prop) ... Centaurus XII engine was delayed; contract for RAF Furies eventually cancelled due to end of war, so development proceeded instead with the Sea Fury (Mason, 347-348)

-- LA610 prototype was later re-engined with a Sabre VII engine for test purposes and achieved a top speed in the region of 485 mph [781 km/h] ..."in this form the aircraft was probably the fastest piston engine Hawker aircraft." (Mason, 348)

-- "The first 50 production Sea Furies, termed Mark X's, were fighters based fundamentally on the prototype SR666 ... the first machine TF895 being flown ... September 7 1946." (Mason, 348-349)

-- early Mark X's featured 4-blade propellers, though 5-blade propellers became standard (Mason, 349)

-- after testing with a variety of configurations, introduced as Sea Fury F.B. Mk.11 ... 615 delivered over 7 years ... until replacement by Sea Hawk late 1953. (Mason, 349)

-- used in ground support role during Korean War (Mason, 349)

 

 

Gloster Meteor (03/1943)

[Gloster Meteor F.8 pictured above]

 

 

                  Gloster Meteor Mk.I (05/1941)                   2x Rolls-Royce Welland I  1700 lbf    385 mph @ SL, 410 mph @ 30000'    ceiling 40000'    4x20mm
                  Gloster Meteor Mk.IV (06/1944)                 2x Rolls-Royce Derwent 5  3500 lbf    585 mph @ SL, 550 mph @ 30000'    ceiling 50000'    4x20mm
595+500    Gloster Meteor F.8 (10/1948)                    2x Rolls-Royce Derwent 8  3600 lbf    590 mph @ SL, 530 mph @ 40000'  ceiling 44000'    4x20mm
                  Gloster Meteor FR.9 recon (03/1950)        2x Rolls-Royce Derwent 8  3600 lbf    595 mph @ 10000'                  4x20mm
307 Armstrong-Whitworth Meteor N.F.11 (05/1950)     2x Rolls-Royce Derwent 8  3600 lbf    579 mph @ 9842'                    4x20mm (W)
100 Armstrong-Whitworth Meteor N.F.12                      2x Rolls-Royce Derwent 8  3600 lbf    579 mph @ 9842'                    4x20mm (W)
40   Armstrong-Whitworth Meteor N.F.13                      2x Rolls-Royce Derwent 8  3600 lbf    579 mph @ 9842'                    4x20mm (W)
100  Armstrong-Whitworth Meteor N.F.14 (10/1953)     2x Rolls-Royce Derwent 8  3600 lbf    579 mph @ 9842'                    4x20mm (W)

 

 

P.231 design study (1946)

P.263 design study ... development of P.262  (1947)

P.272 design study ... 4x4.5" recoilless guns (1948)

P.275 design proposal (1948)

P.276 two-seat night fighter (1948) ---> became Javelin

P.279 design study ... two-seat night fighter with Sapphire engines (1948)

P.280 design study (1949)

P.281 schemed ... Meteor development (1948)

P.292 Meteor development with Avon engines (1949) ...RA941

P.298 design study ... Meteor all-weather fighter with reheat Derwent engines (1949)

P.300 schemed ... development of P.298 with swept wing (1949)

P.303 Meteor ground-attack with bombs (1950) --> Meteor G-7-1

P.304 Meteor ground-attack with rockets (1950) --> Meteor G-7-1

P.305 Meteor ground-attack with long-range tanks (1950) --> Meteor G-7-1

P.306 Meteor ground-attack with long-span wings (1950) --> Meteor G-7-1

P.307 Meteor armed trainer

P.308 development of P.307 with long-range tanks

P.315

P.316

P.317

P.318

P.319

more

Source: Gloster Aircraft Since 1917, by Derek N. James (p.390)

 

AW.60 Meteor night fighter with Sapphire engines

AW.61 Meteor night fighter with Rolls-Royce Nene engines

AW.62 Meteor night fighter with DH Goblin engines

AW.63 Meteor night fighter with APQ.43 AI radar

AW.64 Meteor night fighter with staggered side-by-side seating

 

 

"Another "claim to fame" was the Meteor's ability to perform the "Żurabatic Cartwheel", a new aerobatics manoeuvre, named after the Gloster acting Chief Test Pilot, first accomplished in the Gloster Meteor G-7-1 prototype at the 1951 Farnborough Air Show where the Meteor, due to its unique location of widely-set engines could have individual engines throttled back and forward to achieve a seemingly stationary vertical cartwheel. Many Meteor pilots would go on to "prove their mettle" by attempting the same feat."  (source)

 

"Although a Gloster private venture aircraft G-7-1 was basically a Mark 8, it could carry 24 rockets or four 450kg bombs, plus tip tanks. It was named the Reaper. " (source)

 

"At the end of 1951 a new commander arrived in the Squadron, W./Comd. Ronald Susans, and he eventually obtained sanction for the Meteor to be used for ground attack, a role for which the aircraft was specially suited because of its rugged construction and low altitude performance. A successful sortie of this nature, with cannon fire and rocket strike, on a water tower, proved the point that the Meteor was a good platform for this brand of air warfare." (source)

 

May 1955 Flight Magazine article on the Meteor G-7-1

 

 

De Havilland DH.100 Vampire (09/1943)

 

 

    De Havilland MP838 prototype (05/1944)        Halford H.1A  2500 lbf     "underpowered"

    De Havilland Vampire (09/1943)              DH Goblin D. Gn.2 3100 lbf      540 mph @ 20000'    869 km/h @ 6096m     4x20mm    bombs/rockets

                                                                    DH Goblin D. Gn.3 3350 lbf
    De Havilland Vampire N.F.1 (08/1949)     DH Goblin 3 3350 lbf                550 mph @ 20000'    885 km/h @ 6096m     4x20mm

 

    De Havilland Venom F.B.1/4 (09/1949)    DH Ghost 103 4850 lbf             640 mph       1030 km/h             4x20mm
    De Havilland Venom N.F.2/3 (08/1950)    DH Ghost 104 4950 lbf             630 mph       1014 km/h             4x20mm    

 

Notes:

-- design team led by Chief Designer R.E. Bishop

-- "The Vampire was soon switched from interception duties to become our first ground attack jet, our first Navy jet ..." (Levy, 5)

-- "By 1948 the RAF had already decided that the Gloster Meteor should be its standard interceptor until the advent of more radical, "second generation" jet fighters.  The Meteor was considered to have a better development potential than the Vampire mainly because of its twin engine layout which also offered a higher safety factor.  The Vampire was nevertheless a proven design, easy to fly, inherently stable, and simple and economic to operate, and so the emphasis swung away from its continued development as an interceptor, to the more suitable but equally important role of fighter bomber.  This shift of policy was anticipated by de Havillands who were already planning to further utilise the load-carrying capabilities of the Vampire, and so the Vampire 5 was born ... Destined to become the most prolific variant, the Vampire 5 made use of strengthened wings to take greater loads, which had provision for extra strong points to accommodate a maximum ordinance of 2000lb.  The wings were also given a thicker skinning and clipped by the removal of a foot from each tip.  A strengthened undercarriage was also incorportated to cope with the faster sink speeds which resulted from the higher wing loading and increased all up weight of 12,360lb  The engine remained the Goblin 2 which gave the Vampire 5 a maximum speed of 535 mph at low altitude, where its handling made it a steady weapons platform well suited for ground attack." (Levy, 7)

-- DH.99 project proposed June 6 1941; design ordered August 5 1941; redesignated DH.100 by November 11 1941; order for prototypes [LZ548, LZ551, MP838] placed April 11 and April 14 1942 to be constructed at Hatfield; prototype LZ 548/G first flight September 26 1943 in Hatfield; nicknamed "Spider Crab";  production contract May 13 1944 for 120 aircraft; manufactured by English Electric Co. Ltd. at Preston because De Havilland facilities were still occupied with the DH.98 Mosquito. (Levy, 5-6; Chorlton, 6-7)

 

 

 

Westland P.1056 (19__)

 

 

 

Premium

 

Supermarine Seafang F.32 (__/____)

 

-- http://worldofwarpla...nes/gb/seafang/

IX  Griffon 89  2350hp / 950.0kg

VIII  Seafang F.32  3310kg / 350hp

VII  4x20 mm Hispano Mk.V (W)

VI  2x500lb or VIII  4xRP-3 GP

 

Notes:

-- "As the War drew to its close, there was no doubt that it was but a question of time -- and a short time at that -- before the piston-engine fighter was finally ousted by the jet.  Naval adaptations of land-based jet fighters were under development and the last generation of propeller-driven fleet fighters began to enter service.  A revised version of the Firefly, the F.R.Mk.4, with clipped wings and leading-edge root radiators, made its appearance, as did the N.F.Mk.4, the F.R.Mk.5, the N.F.Mk.5 and the A.S.Mk.5. // Little time was lost in producing the Sea Hornet F.Mk.20 prototype PX212 to Specification N.5/44, which first flew [04/19/1945] to provide the F.A.A. with a fast, long-range fighter.  Power plants were [Merlin 133 and 134 2030hp] with which the maximum speed was 467 mph @ 22,000 ft." (Lewis, 308)

-- "Specification N.5/45 was responsible for the Supermarine Seafang F.Mk.31 with the Griffon 61 and fixed wings, and the F.Mk.32 with the Griffon 89, contra-rotating propellers and folding wings.  A naval version of the Spiteful, only 18 production examples were produced at the tail end of the piston-engine fighter era. // The Meteor provided a good basis for exploration into the field of jet fighters and development proceeded apace. [more]" (Lewis, 308)

 

 

 

 

Alternates

 

Supermarine Spiteful (06/1944)

 

Notes:

-- first flight June 30 1944.  (Hooks, 96)

 

 

Supermarine Sea Fang (1946)

 

Notes:

-- naval version of Supermarine Spiteful, 16 built; underwent trials but Navy committed to Supermarine Attacker. (Hooks, 96)

 

 

Supermarine Seafire F.47 (1946)

 

Notes:

Griffon 87, Griffon 88

697 km/h @ 24000' loaded

727 km/h light

 

-- stronger more durable fighter-bomber

 

 

Martin-Baker MB 5 (08/1942)

 

Notes:

-- 

Rolls-Royce Griffon 83  2340hp

740 km/h @ 6100m

4x20mm Hispano Mk.II

 

 

Westland Wyvern (12/1946)

 

Notes:

-- 

734 km/h @ 7010m

4x20mm Hispano Mk.V (W)

3x1000 lb bombs or

16x25 lb rockets or

16 x90 lb rockets

 

 

Blackburn P.99

 

twin-boom design to Specification F.6/42

Rolls-Royce Griffon

1x47mm and 2x20mm  or

2x40mm and 2x20mm

bombs/rockets

 

 

 

 

 

Edited by J311yfish, 11 September 2017 - 08:22 PM.

[J311yfish]

Tier IX

 

Supermarine Attacker (07/1946)

 

 

Hawker Sea Hawk (09/1947)

Production	Airframe	Engine	Speed	Armament	Bombs
1	P.1040 prototype (VP401)	Rolls-Royce Nene 1 (No.30) 4500 lbf
2	N.7/46 (VP413 and VP422)	Rolls-Royce Nene II 5000 lbf
35 + 60	Sea Hawk F.Mk.I	Rolls-Royce Nene RN.4 Mk.101  5000 lbf
40	Sea Hawk F.Mk.2	Rolls-Royce Nene RN.4 Mk.101  5000 lbf
116	Sea Hawk F.B. Mk.3 Sea Hawk F.B. Mk.5	Rolls-Royce Nene RN.4 Mk.101  5000 lbf Rolls-Royce Nene RN.4 Mk.103  5200 lbf
97 86	Sea Hawk F.G.A. Mk.4 Sea Hawk F.G.A. Mk.6	Rolls-Royce Nene RN.4 Mk.101  5000 lbf Rolls-Royce Nene RN.4 Mk.103  5200 lbf	___ km/h @ _____m   979 km/h @ 10970m* 1028 km/h @ 10970m**	4x20mm Hispano Mk.V	***
1 (11/1950)	P.1072	Rolls-Royce Nene 103 + Armstrong Siddeley Snarler rocket 2000 lbf	935 km/h @ SL 1004 km/h @ 10970m

* speed with drop tanks       ** speed without drop tanks      *** combinations of bombs, drop tanks, rockets, etc.

 

Notes:

-- "The Sea Hawk design was remakable on two principal counts: it represented Hawker's first excursion into the jet field and, with unswept wings, it remained in front-line servie with the world's second most powerful naval air arm long after swept wing fighters had become accepted as conventional equipment elsewhere.  Seventeen years elapsed between project design stage and declaration of obsolescence -- by any standards a long period and one that seems to have been typical of a high proportion of Sir Syndey Camm's designs." (Mason, 3)

P.1072

-- proposals for a rocket-powered P.1040 began as P.1046 (naval version) and P.1047 (swept-back wing version) and eventually led to swept-wing P.1052, which was to become the P.1078 and P.1081, but work was already in hand with the P.1072 [messy development details; suffice to say that they tried a rocket on multiple Hawker airframes yet did not proceed further ... discontinued by 1952]. (Mason, 368-374)

-- rate of climb 10.5min to 35000', ceiling 33500', rocket endurance 2.75min (75 gallons liquid oxygen + 120 gallons water-methanol). (Mason, 372)

 

 

Gloster Meteor

 

see progression from Tier VIII

 

 

De Havilland DH.112 Venom / Sea Venom (09/1949, 04/1951)

 

 

    De Havilland Vampire (09/1943)              DH Goblin D. Gn.2 3100 lbf      540 mph @ 20000'  [869 km/h]  4x20mm    bombs/rockets
                                                                    DH Goblin D. Gn.3 3350 lbf
    De Havilland Vampire N.F.1 (08/1949)     DH Goblin 3 3350 lbf                550 mph @ 20000' [885 km/h]   4x20mm

    De Havilland Venom F.B.1/4 (09/1949)    DH Ghost 103 4850 lbf             640 mph   [1030 km/h]                 4x20mm
    De Havilland Venom N.F.2/3 (08/1950)    DH Ghost 104 4950 lbf             630 mph   [1014 km/h]                 4x20mm    

 

Notes:

-- design team led by Chief Designer R.E. Bishop

 

 

Gloster P.228 (1946)

 

Notes:

-- Night fighter design study for Specification F.44/46 (James, 375)

-- "Gloster F.44/46 two-seat night fighter.  Rolls-Royce AJ.65 engines.  Four 30mm cannon." (James, 378)

-- 3-view

 

 

 

Tier X

 

Supermarine Swift (12/1948)

 

Notes:

-- 

 

 

Hawker Hunter (07/1951)

Production	Airframe	Engine	Speed	Armament	Bombs
1 (01/1951) 1 1 (11/1952)	WB188 (prototype 1) (P.1067) (later Mk.3) WB195 (prototype 2) WB202 (prototype 3)	Rolls-Royce Avon 103 6500 lbf Rolls-Royce Avon 107 7550 lbf Armstrong-Siddeley Sapphire 101 8000 lbf	1171 km/h @ ____m ____ km/h @ ____m ____ km/h @ ____m	unarmed
139 (1953)	WT555 (1st production) Hunter F.1	Rolls-Royce Avon 113 7600 lbf
45	Hunter F.2	Armstrong-Siddeley Sapphire 8000 lbf
365	Hunter F.4
105	Hunter F.5	Armstrong-Siddeley Sapphire			none
415 (01/1954)	XF833 (Hunter 6 prototype) Hunter F.6  (P.1099)	Rolls-Royce Avon 200-series 10000 lbf Rolls-Royce Avon 203            10000 lbf	1151 km/h @ SL 1163 km/h @ 10970m	4x30mm Aden	2x454 kg (W) or 2x379 L napalm or rockets

 

Notes:

 -- single-seat day interceptor fighter

-- "Designed under the direction of Sydney Camm as a replacement for the Gloster Meteor to Specification F.3/48 during 1947 and 1948"  (Mason, 5)

-- "Although possessed of a subsonic maximum level speed, the Hunter 6 had a very high rate of climb of more than 17000' per minute [86.4 m/s] after take-off and could carry a wide range of external stores in addition to its battery of four Aden guns which were mounted in a  quickly detachable pack in the under surface of the nose.  Underwing stores could be varied with 1000 lb bombs, 100 or 230 gallon drop tanks, 2" rocket batteries, or up to 24x3" rocket projectiles or practice bombs." (Mason)

-- "Following a series of competitive trials staged ... 1958-1960 the Hunter was selected to replace the Venom in the ground attack and close support roles." (Mason, 8)

 

 

Gloster Meteor

 

see progression from Tier VIII

 

 

De Havilland DH.110 Sea Vixen (09/1951)

 

Notes:

-- design team led by Chief Designer R.E. Bishop

-- 4x30mm Aden in the nose all the way through protracted development (1948-1955) until production which decided instead to remove them in favor of air-to-air missiles.

-- 3-view (Flight Magazine

 

Alternate:  DH.116 swept-wing Sea Venom proposal (single-engine)

 

 

Gloster Javelin (12/1951, 12/1956)

 

 

 

Alternates

 

English Electric Canberra

Production	Airframe	Engine	Speed	Armament	Bombs
	B(I)8	2x Rolls-Royce Avon RA.7 Mk.109  7500 lbst	821 km/h @ low alt 901 km/h @ high alt	4x20mm	2x1000 lb internal and 2x1000 lb external or 2x37 2" rockets (74 total)

 

Notes:

-- Designed by former Westland designer W.E.W. Petter

 

 

 

 

 

Specification F.43/46 and F.3/48

Gloster P.234 -- "single-seat interceptor with AJ.65 engines to F.43/46 (1947) ... schemed" (James, 375)
Gloster P.248 -- "design to F.43/46 with 4.5" recoiless gun in nose (1947) ...schemed" (James, 375)
Gloster P.250 -- "design to F.43/46 with two 30mm guns (1947) ...schemed" (James, 375)

Bristol Type 177

Hawker P.1054 --> Hunter

Hawker P.1067 --> Hunter

 

Specification F.4/48

De Havilland DH.110 (09/1951)

Gloster Javelin (11/1951)

 

Supermarine Type 525 -- 2x Rolls-Royce Avon

Supermarine Scimitar -- 2x Rolls-Royce Avon

 

English Electric P.1A (08/1954) -- 2x Armstrong Siddeley Sapphire -- Lightning prototypes ... W.E.W. Petter of Westland

English Electric Canberra (05/1949+) -- 2x Rolls-Royce Avon ... W.E.W. Petter of Westland .... resemblance to Gloster Meteor ..."very much in the Mosquito mold"

English Electric Canberra B.2 (04/1950)

 

 

Omitted

 

Avro Vulcan (08/1952) -- transonic medium bomber

 

 

-- prototype VX770 first flight August 30 1952; 4x Rolls-Royce Avon RA.3  6500 lbf

 

 

 

Blackburn Buccaneer (04/1958) -- subsonic low-altitude maritime strike

 

-- to replace Supermarine Scimitar

 

 

 

 

Edited by J311yfish, 06 September 2017 - 01:58 AM.

[Heh]

So did HAL make some Korean War era jets? Because the earliest I found was the HAL HF-24 Marut, a 1961 fighter and the first fighter ever built in India, designed by Kurt Tank. Pakistan only had licensed Spitfires, Sea Furies, Tempests and F-86F Sabres in their ranks.

 

Overall, I don't think it's even doable. It would just be a juxtaposition of random Russian and American aircraft and nothing else.

[J311yfish]

I don't know yet if it is possible but I hope to find out.  I was surprised to discover the abundance of Hawker aircraft used by both.

[Primarch_Victus]

So, basically a British tech tree with a handful of French and American aircraft?

 

....Nah.

[GUNDY_]

Very impressive. LOL. I don't know how involved they were in the war though.

[Heh]

J311yfish, on 09 July 2014 - 07:56 PM, said:

I don't know yet if it is possible but I hope to find out.  I was surprised to discover the abundance of Hawker aircraft used by both.

 

In order for it to actually be an Indo-Pakistani tree, there should be a good enough majority of either Indian or Pakistani planes. India is the one closest to getting their own aircraft due to Hindustan Aeronautics Limited, but their first fighter was built in 1961, and it surpasses the tier 10 bracket and especially the timeline. Until you find a large enough amount of actual Indian or Pakistani aircraft that fit within our timeline, don't expect to find such a tree anytime soon. It's too bad though, as HAL is a rather solid company and I liked the Tejas despite the disappointing speed.

[J311yfish]

I am still very early into this, but it seems to me that there are 3 political entities that fall under the category of "India" for the timeline of the game, those are:

 

  1. British-ruled India until 1947

  2. Republic of India 1947+

  3. Islamic Republic of Pakistan 1947+

 

The Indian Air Force began as a component of the Royal Air Force in 1932.  I am not a historian, this is all just unverified information from Wikipedia.

 

So, until 1947 anyway, this is absolutely British development flown under a different flag, which happens to be composed primarily of Hawker ... which so far happens to be absent from the game.

 

Spoiler

Is that a coincidence, or does it happen to be part of a strategic roll-out to introduce a new country at some point in time?

 

I don't expect anyone here to answer that.  I think it is clear, though, that the case for India strongly resembles the case for China

 

  1) political split after WWII (meaning more than one air force)

  2) some aircraft not currently in the game for whatever reason (Hawker, MiG)

  3) huge potential market today

 

I didn't set out to make an Indian tech tree.  I actually came across it by chance while looking at the Folland Gnat for Finland.  

 

It may be that nothing comes of this exploration, other than a detailed examination of the Hawker line.  If that is the case, I don't consider it to be a lost effort.

[J311yfish]

First flight dates of aircraft used in India (unverified):

 

British India continued until August 15 1947, at which time it was split into India and Pakistan.

 

This just means that most of the aircraft used in India were developed while it was still ruled by Britain.

 

That may not be the best metric, or even the most valid, but at this stage it is the easiest to come by.

 

Anyway, with all of this in mind I think that the best way to proceed is to change this thread to a detailed examination of the Hawker line, and then to account for an "Indian tree" at the end which should have a very strong resemblance.

[Mercsn]

Heh, on 09 July 2014 - 01:45 PM, said:

So did HAL make some Korean War era jets? Because the earliest I found was the HAL HF-24 Marut, a 1961 fighter and the first fighter ever built in India, designed by Kurt Tank. Pakistan only had licensed Spitfires, Sea Furies, Tempests and F-86F Sabres in their ranks.

 

Overall, I don't think it's even doable. It would just be a juxtaposition of random Russian and American aircraft and nothing else.

 

So, kind of like WoTs Chinese tank tree?  It's doable, lol

[Heh]

Mercsn, on 09 July 2014 - 11:58 PM, said:

 

So, kind of like WoTs Chinese tank tree?  It's doable, lol

 

Except that HAL didn't start producing their own planes until past our cutoff date. At least the Chinese had a few designs of their own that were simply Soviet tanks upgraded with Chinese tech. HAL didn't create warplanes early enough, and they're the first aeronautical/aerospace company in India to make a warplane of their own. They didn't even modify foreign tech either.

[J311yfish]

Here is a collection of every Hawker line proposal ever made on this forum (as far as I know):

 

Hawker line proposals

 

Using these as a starting point, I intend to research the Hawker line in detail and will post findings here.

 

I don't know what that means yet for British India (or Australia, Canada, etc.) so figuring that out will instead be a sideline project.

Edited by J311yfish, 10 July 2014 - 05:19 AM.