[spoiler] what the British tech tree could look like

Started by J311yfish, Jul 09 2014 06:03 PM

United Kingdom Royal Air Force Fairey Bristol Supermarine Hawker Gloster De Havilland Westland Blackburn

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J311yfish #1 Posted 09 July 2014 - 06:03 PM

Second Lieutenant

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Aircraft Details / Premiums (scroll down)	Alternates	Engines / Climb Rates	Production locations / Quantities	ph	ph
Designers // Designs // Designs (part 2)	Airfoils	Armament / Torpedoes	Operational locations / Timelines	ph	ph

Sources

Old Versions

Old notes

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

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
V	Beaufort (10/1938) Beaufighter (07/1939)	F.11/37	P.9 Whirlwind (10/1938)
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)

Edited by J311yfish, 28 May 2021 - 06:26 PM.

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J311yfish #2 Posted 09 July 2014 - 06:04 PM

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Tier I

Gloster Goldfinch (12/1927) -- Specification F.9/26 -- Henry P. Folland -- 1 built

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)

-- "The Goldfinch was the second of Folland's designs to be built and flown with an all-metal structure, and really marked the company's transition to this form of construction --- Folland believed that a bolted-up metal construction with the necessary stiffness could overcome the wing and tail flutter which had plagued wooden aircraft like the Grebe and Gamecock for so many years. Thus in [01/1926] the Air Ministry gave Gloucestershire Aircraft a contract worth £10,000 t0 build an all-metal version of the Gamecock, which was to bear the name Goldfinch, for development as a high-altitude fighter." (James, 145)

-- "The Goldfinch's [Bristol Jupiter VIIF 450hp] air-cooled radial was supercharged to enable the aircraft to operate in the high-altitude role, and fuel was carried in two gravity feed type tanks in the upper wings with control [edited]in the cockpit and feed lines. The standard armament of [2xVickers .303] was carried in troughs in the fuselage side." (James, 146)

-- "Design work on the revised Goldfinch was completed [07/1927] and early in the following December the prototype was ready for its delivery to Martlesham where very satisfactory trials were completed. The excellent all-around performance, with a high top speed of 172 mph [275.5 km/h] @ 10,000 ft [3,048 m] and 157.5 mph [253.5 km/h] @ 20,000 ft [6,096 m] plus a 27,000 ft [8,230 m] service ceiling and a good rate of climb, was a glowing testimony to Folland's design --- Although only one Goldfinch was built it was of inestimable value providing further experience in the design and construction of metal aircraft which was to be vital to Glosters in the ensuing years." (James, 146-148)

-- Flight Magazine 10/04/1928

Omitted

Edited by J311yfish, 10 October 2018 - 06:15 PM.

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J311yfish #3 Posted 09 July 2014 - 06:05 PM

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Tier II

Bristol Bulldog (05/1927, 01/1928+) -- Specification F.9/26, F.17/28 and 11.31 -- Frank Barnwell and L.G. Frise -- introduced 05/1929+

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)

-- "The F.9/26 competition was, therefore, won by the Bulldog II and a contract was placed for 25 production aircraft to Specification F.17/28, revised according to special Service requirements from F.9/26 ... Deliveries to the RAF began in [05/1929] and were completed the following October, the first 18 going to No.3 Squadron and the rest to No.17, both of these units having specialized in night fighting with Hawker Woodcocks, which the Bulldogs replaced." (Andrews,

-- "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)

Gloster Gauntlet ( __/1933) -- Specification F.9/26, 24/33 -- Henry P. Folland -- (protracted) introduced ~05/1935+

S.S.18 (J9125) (1928) -- Mercury IIA -- 183 mph @ 10,000' (Mason)

S.S.18A (J9125) (1929) -- Jupiter VIIF (Mason)

S.S.18B -- Armstrong-Siddeley Panther III and IIIA (Mason)

S.S.19 (J9125) (1931) -- Jupiter VIIFP -- 2xVickers (F) + 4xLewis (W) -- 188mph (Mason)

S.S.19A (J9125) (11/1931) -- 204 mph @ 10,000' (Mason)

S.S.19B (J9125) (1933) -- III Mercury VIS 536 bhp -- 212mph @ 14,500' (Mason) -- "This version = the Gauntlet prototype"

-- (J9125) Mercury VIS2 570 bhp -- 215mph @ 16,500' (Mason)

Gauntlet I (K4081) (12/1934) -- Mercury VIS2 640hp (2-blade wooden Watts propeller) -- 230mph @ 15,800' (Mason)

Gauntlet II -- (Fairey 3-blade metal propeller)

Development

--"The Gloster Gauntlet is perhaps often overshadowed by its more illustrious successor, the Gladiator ..." (Mason, 3)

-- "Developed from a long line of fighter biplanes ... the Gauntlet's true origin lay in the Gloster S.S.18. Specification F.9/26 ... was intended to produce a successor to the Gamecock, in service with the [RAF], to be constructed primarily in steel or duralumin. While this Specification undoubtedly spurred British aircraft designers to great efforts and spawned numerous designs, it did not in fact bring forth a service fighter directly. Instead, experience gained from examination of the prototypes submitted (which included the Gloster Goldfinch and Bristol Bulldog) was formulated into a new Specification, F.20/27 ... Again numerous prototypes were submitted, including the revised Bulldog [Mk.II], Hawker Hawfinch, Boulton Paul Partridge and Armstrong Whitworth A.W.XVI. Folland's entry was the Gloster S.S.18 (J9125) and, although it was beaten during competitive trials by the Bulldog and Hawfinch ... the small margin by which it was beaten encouraged Gloster to persevere with its design." (Mason, 3)

-- "... in 1931 J9125 re-emerged at the Gloster works at Brockworth with Townend ring over a Jupiter VIIFP, 2 synchronized Vickers guns on the sides of the fuselage, and no fewer than 4 Lewis guns, 2 under the upper and 2 under the lower wings. Such was the load now carried that J9125 (now termed S.S.19) grossed 3,900 lb., compared with 3,200 lb. in its early form, but with fully-rated Jupiter the speed had also risen to 188 mph." (Mason, 3)

-- "By now Glosters had reached the basis of a first-rate interceptor, but the Air Staff remained skeptical of the very heavy armament ... With wheel spats added as refinements, increased fin area to improve lateral control and night flying equipment added, the S.S.19A embarked on full Service evaluation trials at Martlesham Heath in [11/1931]. In this form, J9125 achieved 204 mph at 10,000 ft. -- a full 30 mph margin over the Bulldog, and almost exactly the same as the in-line engine Hawker Fury." (Mason, 3-4)

Gauntlet I

-- "By the end of [04/1935], 20 Gauntlet I's had been completed and on [05/25/1935] the first true deliveries were made to No.19 (Fighter) Squadron ... (One aircraft, K4086, had in fact been taken on charge by the Squadron for trials on [02/18/1935])." (Mason, 5)

-- "During 1938 almost all the old Gauntlet I's disappeared from front-line squadrons at home ..." (Mason, 9)

Gauntlet II

-- "The Gauntlet reached the climax of its first-line RAF career in [05/1937], 14 squadrons being thus equipped. By the end of the year, Gladiators were beginning to replace the older aircraft, while the first monoplane fighters -- Hurricanes -- started to arrive on No.111 Squadron at Northold before [12/25/1937]." (Mason, 9)

Gauntlet II modifications made by Hawker which had absorbed Gloster by 1934

Fairey Gordon (03/1931, 05/1934) -- Specification 18/30 and 14/33 -- ~160 built -- introduced ~1931 //

Fairey Seal (11/1931) -- Specification 12/29 and 24/32 -- 91 built -- introduced 12/1932+

Armstrong Siddeley Panther IIA 525hp 14-cylinder air-cooled 2-row radial (2-blade Fairey metal propeller)

Armstrong Siddeley Panther IIIA

Armstrong Siddeley Panther VI

Bristol Pegasus IIIM3

Napier Lion XI

Data: Mason

IIIF -- Specification 19/24

-- first flight 03/19/1926. (Mason, 177)

-- "It attracted favorable comment, particularly for its slow, docile landing behavior, made possible by use of the Fairey camber-changing flaps." (Mason, 177)

-- "The earliest production machines can be identified by the Scarff ring-mounting for the rear Lewis gun, but the great majority of subsequent aircraft for general purpose (2-seater) and [FAA] spotter reconnaissance (3-seater) duties had the Fairey 'High-Speed' mounting." (King, 158)

-- "Although it has been stated that IIIFs of one squadron were fitted to carry 500-lb bombs there appears to be no official documentary evidence ... certainly the normal load was [4x112 lb] or [2x230 lb], with [4x20 lb] as sighters, as was customary at the period. The carriers for the larger bombs were of standard tubular type, the Universal pattern not having been introduced until the IIIF had been in service for some years." (King, 159)

IIIF Mk.IIIB

-- final variant of the IIIF, fully stressed for catapulting. (Taylor, 148)

-- FF 06/06/1930 by C.S. Staniland (Taylor, 148)

-- last Mk.IIIB delivered [09/10/1932]. (Taylor, 148)

Gordon (IIIF Mk.V)

-- "The definitive Gordon [K1697], was modified, like others in the initial batch, on the IIIF assembly lines. This was flown initially from the manufacturer's Harmondsworth aerodrome by C.S. Staniland on [03/03/1931]." (Taylor, 217)

-- "[The Gordon] differs from the latest type of IIIF Mark IVB all metal aeroplane only in the power plant, fuel and oil system, front fuselage, Vickers gun mounting and certain details in the layout of the electronic system ... Armament for both offensive and defensive operations is carried. A Vickers .303" air-cooled Mark II gun is fixed to the port side of the fuselage and a Mark III Lewis gun is mounted over the rear cockpit ... A ring-and-bead sight is used for the Vickers gun ... The Lewis gun is carried over the rear cockpit on a Fairey high speed gun mounting" (King, 163-165)

-- "The change of powerplant from the Napier Lion XIA [of the IIIF Mk.IV] to the uncowled [Armstrong Siddeley Panther IIA 525hp 14-cylinder 2-row radial] involved considerable modifications to the forward fuselage and to the fuel, oil and electrical systems ... armament of the Gordon was similar to that of the developed IIIF, with [a single forward-firing Vickers gun and] an aft-firing Lewis gun on a Fairey high-speed mounting and a bomb load, carried in racks under the wings [2x230lb or 2x250lb or 4x112lb+4x20lb 'sighter' bombs]." (Taylor, 217)

-- "Like the RAF's IIIF, the 2-seat Gordon was operated as a general-purpose aircraft and a day bomber." (Taylor, 217-218)

-- "Maximum speed 233 km/h @ 914m" (Taylor, 221)

Gordon Mk.II

-- "The final series of production Gordons were Mk.II's to specification 14/33 and were modified in various relatively minor respects ... [the Gordon Mk.II and Seal had] a taller, higher-aspect-ratio rudder with a horn balance merging into the upper part of the fin. This fin and rudder design, which was introduced with the Fox II and its derivatives, was to be continued, with minor changes, through later aircraft leading to the Swordfish and the Seafox. Other changes in the Mk.II were a redesigned rear fuselage and Frise-type ailerons ... The prototype Mk.II [K3577] was a converted Seal and made its first flight on [05/23/1934] in the hands of Staniland." (Taylor, 218)

-- "... about 160 Gordons were built for the RAF and ... a number were produced retrospectively as IIIF conversions." (Taylor, 220)

------------------------------------------------------

Seal (IIIF MK.VI)

-- naval version of the Fairey Gordon

-- Taylor 221, King 166, Mason 222

-- "Although the Air Ministry raised a Specification (12/29) covering the Fairey IIIF Mark VI before that of the Mark V (the Gordon), it was not until [11/27/1931] that a prototype was flown ... Panther IIA-powered 3-seater for the [FAA] being named the Seal." (Mason, 224)

-- "The first production order was placed for 11 Seals early in 1932, these featuring Frise ailerons, a fin of increased aspect ratio and an A-frame arrester hook under the rear fuselage ... and a tailwheel replaced the long-established skid ... // The first 4 production Seals were flown before the end of [11/1932] and were delivered to No 444 (Fleet Reconnaissance Catapult) Flight before the end of the year ..." (Mason, 224)

-- "... pilot's gun, Vickers Mk.II ... ring-and-bead sight; rear gun, Lewis Mk.III on Fairey 'High-Speed' mounting; bomb load (under wings) [2x250 lb] or [4x100, 112 or 120 lb]. Light Series carrier for [4x20 lb or 4x 8.5 lb] practice bombs. Provision for G.3 camera gun on bottom starboard wing. // Passing recognition must be accorded to the fitting of a long-chord cowling over the Panther VI engine (non-standard in British Seals) and the resulting 'dimpling' necessitated by the front gun's line of fire." (King, 166-167)

Alternates

Blackburn B-5 Baffin (09/1932) - re-engine Ripon; interim type; 1st production flight 08/29/1933. (Jackson, 349)

-- Bristol Pegasus I.M3 565hp -- 125 mph @ SL; 136 mph @ 6500'; 128 mph @ 10000'

-- Bristol Pegasus II.M3 580hp-- 115 mph @ SL; 125 mph @ 6500'; 120 mph @ 10000'

Blackburn B-6 Shark (08/1933) -- private venture to Specification S.15/33 -- replaced Baffins and Seals

-- Armstrong Siddeley Tiger IV 700hp (B-6)

-- Armstrong Siddeley Tiger IV 700hp (Shark I)

-- Armstrong Siddeley Tiger VI 760hp (Shark II)

-- Bristol Pegasus III 800hp (Shark II)

-- Armstrong Siddeley Tiger VIC 700hp (Shark IIA)

-- Bristol Pegasus III 800hp (Shark III)

-- Bristol Pegasus IX 840hp (Shark III)

-- Armstrong Siddeley Tiger VI 760hp (Shark III)

Hawker Fury (03/1929) -- Specification 13/30 and 16/30 -- Sydney Camm -- introduced 1931+ // (see Tier II Alternates)

Hawker Nimrod (__/1930) -- Specification N.21/26, 16/30, 11/33 -- Sydney Camm -- introduced 1932+ // (see Tier II Alternates)

Hawker Demon (07/1932) -- Specification 15/30 and 6/32 -- introduced 04/1933 -- Sydney Camm // Hawker Hart // Hawker Osprey

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

-- "... the first fighter armed with a power-operated turret." (Brew, 14)

-- "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)

-- "The rear gunner found it difficult to aim his weapon against the 182 mph (293 km/h) slipstream, and after various experiments with simple screens, [Archibald Frazer] Nash & [Capt Gratton] Thompson were asked to devise a power-assisted mounting ... Awarded the contract to design a new power-assisted gun position for the Demon, these two came up with a hydraulically powered 'turret' that was not fully enclosed, the gunner's only protection being a retracting 'lobsterback' shield." (Brew, 15)

-- "The first production Hawker Demon, of an initial batch of 17, had flown in [02/1933] and the type replaced Bristol Bulldogs in No.23 Squadron. Further orders were placed ... totaling 108, to equip Auxiliary Air Force squadrons. The last 59 of these were subcontracted to the newly independent firm of Boulton Paul Aircraft Ltd. ... soon to move to a brand-new factory at Wolverhampton." (Brew, 18)

-- "The prototype Frazer-Nash FN.1 'lobsterback' turret was first tested in a Demon late in 1934, and was approved for service use ... Demons equipped with the FN.1 did not go into service until 1936, by which time all Demon production was centered on Boulton Paul Aircraft from their Wolverhampton factory." (Brew, 18)

-- "The last of 106 Hawker Demons left the Boulton Paul factory in 1937 ..." (Brew, 35)

-- "The operation of the Demons in service with No.23 Squadron, albeit with only Scarff ring-mounted rear guns, brought about a change in thinking on future turret-fighter proposals ..." (Brew, 18)

-- "The first ground-firing tests of the AB.7 turret [named for Antoine de Boysson; intended for Boulton-Paul P.82 Defiant] took place at Orfordness on [08/17/1936]."

-- "It was [Flt Lt Cecil] Feather who made the first flight of a Boulton Paul-built Hawker Demon at the new site [Wolverhampton] on [08/21/1936]." (Brew, 30)

Fairey Hendon (11/1930) -- Specification B.19/27, B.20/34 -- D.L. Hollis Williams and P.A. Ralli -- 1+14 built -- 1st heavy bomber monoplane -- introduced 1936+

II 2x Bristol Jupiter XF or VIII 525hp

II 2x Rolls-Royce Kestrel IIIS 480hp

II 2x Rolls-Royce Kestrel VI 695hp -- 249 km/h @ 4,572m -- ceiling 6,553m

Data: Taylor, 216

-- "Notable as the first cantilever monoplane heavy bomber to be built in Britain and for its then-advanced all-metal construction ..." (Taylor, 208)

-- The winner of the heavy night bomber [B.19/27] 'competition' was the quant-looking, practical, but slow Handley Page Heyford biplane, which was ordered in some numbers. It eventually equipped 8 squadrons and was the last of the RAF's biplane heavy bombers. Following test-flying incidents, detail redesign ... Fairey received a production order for 14 Hendons in 1934 -- but by that time the overall concept was being overtaken by more advanced designs, and follow-up orders for 62 aircraft were cancelled. The Hendon was operated [1936-1939] by only 1 bomber squadron, No.38, based at Mildenhall, Suffolk, and later at Marham." (Taylor, 209-209)

-- "Although initially designed to be powered by Mercury Vs, the prototype [K1695] was completed with [2x Bristol Jupiter XF or VIII 525hp] in NACA cowlings and driving 2-blade wooden propellers. By [11/1930] it was ready for taxiing tests." (Taylor, 210-211)

-- first flight 11/25/1930. (Taylor, 211)

-- "... for this and other reasons the Jupiters were replaced by [2x Rolls-Royce Kestrel IIIS 480hp]." (Taylor, 213)

-- "In its revised form the Hendon prototype made its first flight on or about [11/13/1931] ... Service trials in competition with the Heyford and the Vickers Vannox ... The report on the Hendon was not unfavorable, but the Heyford was preferred because of its more conventional handling and other characteristics and an order for it was placed [10/1931] ... repeat Service trials [1933] ... initial contract for 14 aircraft ... placed in the spring of 1934. Further contracts (later cancelled) ... to specification B.20/34, calling for [2x Rolls-Royce Kestrel VI 695hp fully-supercharged], enclosed cockpits, a rotating front turret and slipstream-deflector protection for the occupants of the 2 other gun positions ... prototype was modified to the production standard and was fitted with Kestrel VIs by [04/17/1934] ..." (Taylor, 213-216)

-- "The Hendon's service life was short but reasonably accident free ... No.38 Squadron began to take delivery of [Vickers] Wellingtons from [11/24/1938], and did not fly Hendons after the first week of 1939 ..." (Taylor, 216)

Edited by J311yfish, 31 May 2021 - 06:03 AM.

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J311yfish #4 Posted 09 July 2014 - 06:05 PM

Second Lieutenant

Member
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Tier III

Bristol 133 (07/1934) -- private venture to Specification F.7/30 -- Frank Barnwell -- 1 built

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)

Gloster Gladiator (09/1934) -- Specification F.7/30-- Henry P. Folland -- introduced 02/1937//

Gloster Sea Gladiator -- introduced 12/1938+

Mk.I -- 2-blade wooden propeller (Winchester, 104)

Mk.II -- 3-blade metal propeller (Winchester, 104)

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)

-- "... recent research has disclosed that the 4-gun Hawker PV.3 with the water-cooled B.41 version of the Goshawk was preferred by service authorities, and it was only when Hawker opted out owing to heavy preoccupation elsewhere that the Gladiator was selected. After all, both Gloster and Hawker were part of the Hawker Siddeley Group. Thus the type went on to equip numerous RAF fighter units at home and abroad." (Eden, 189)

-- "As Browning guns became available, they were installed in all 4 positions ... Absent ahead of the windscreen was the staunch companion of the fighter pilot, the Aldis sight ..." (King, 198)

Mk I

-- "By 1934 the Air Ministry was aware of the significant advances likely to be achieved by the forthcoming Hawker Hurricane and Supermarine Spitfire monoplane fighters, then no more than paper projects. Faced with a likely 3-year gap before their service debut, the Ministry determined on a final resolution of the F.7/30 specification, if only as a stopgap. // Tendered as little more than a sideline, the Gloster design -- in effect a single-bay adaptation of the Gauntlet with flaps on upper and lower wings and single-leg cantilever landing gear -- easily disposed of most of the opposition … top speed approaching … 250 mph (402 km/h) when it first flew in [09/1934]. [2xLewis] mounted below the lower wings, each with 97 drum-fed rounds, complemented the [2xVickers] on the sides of the nose." (Eden, 188-189)

-- entered service 02/1937 with No.72 Squadron at Tangmere, "the same year that No.111 Sqn received its first Hurricanes." (Eden, 189)

-- "Production deliveries quickly accelerated and, by the end of 1937, 8 fighter squadrons had received Gladiators, more than 200 [Mk I's] having been completed. [7.7mm Browning] had been intended from the outset for the fuselage installation, but as a result of delays … (and priorities afforded to the Hurricane), the first 23 … retained the Vickers Mk V guns in the nose and drum-fed Lewis guns under the lower wings. The next 37 … had universal gun mounts which allowed the retrofitting of Brownings with 600 rounds per gun although, in the event, the gun adopted for the wings was the Vickers 'K' gas-operated weapon with 400 rounds." (Eden, 189)

Mk II

-- "The type's service with RAF squadrons had disclosed the unsuitability of the Mercury IX/Watts 2-bladed wooden propeller combination … For some months in 1937, a [Mk I] with a 3-bladed, fixed-pitch, Fairey Reed metal propeller had been returning promising results. The upshot was a switch to the Mercury VIII or VIIAS, which drove this propeller in the otherwise similar Gladiator Mk II." (Eden, 189)

Sea Gladiator

-- "The last biplane fighter to enter Fleet Air Arm Service ... a straightforward adaptation of the RAF aircraft featuring catapult points, arrester hook and a collapsible dinghy [beneath forward fuselage in fairing]. The engine was a [Bristol Mercury 880hp] driving a 3-bladed propeller, while armament consisted of [4xBrowning (2 W + 2 F)]." (Hooks, 53)

-- "The first batch of 38 aircraft ... were modified Gladiator II's from the production line and were delivered in [12/1938] for initial training ... 60 Sea Gladiators followed in [02/1939], sea trials with No 801 Squadron beginning [03/1939] aboard HMS Courageous, the squadron embarking [05/1939] replacing Hawker Ospreys [naval Hart] and Nimrods [naval Fury] while No 802 Squadron joined HMS Glorious. By the outbreak of war [09/1939], 54 Sea Gladiators were in service." (Hooks, 53)

-- Bristol Mercury VIIIA 840hp -- 245 mph (Hooks, 53)

Gloster Gladiator in Sweden

Gloster Gladiator in Finland

Gloster Gladiator in China

Fairey Swordfish (04/1934) -- Specification S.15/33 and 38/34 -- Marcel Lobelle -- 2391 built (1699 by Blackburn) -- introduced 07/1936+

FF/Production	Airframe/Variant	Engine	Speed	Armament	Bombs/Torpedos
FF 071933	TSR I	III Bristol Pegasus IIM
FF 04/1934	TSR II	III Bristol Pegasus IIIM3 690hp (2-blade wooden Watts or metal Fairey-Reed propeller)
FF 12/1935 692 by Fairey 300 by Blackburn	Swordfish Mk.I	(3-blade metal Fairey-Reed propeller)		1x Vickers forward fixed 1x Vickers 'K' or Lewis rear flex	1x18" 1610 lb torpedo or up to 1500 lbs of bombs or depth charges
1080 built	Swordfish Mk.II	III Bristol Pegasus XXX 750hp	222 km/h		8x60lb HE rockets 8x25 AP rockets

Data: Taylor Winchester

F.1875 / TSR I

-- private venture torpedo-spotter-reconnaissance aircraft (F.1875); FF 03/21/1933 by C.S. Staniland at Harmondsworth aerodrome; [Armstrong Siddeley Panther VI 625hp] 14-cylinder 2-row radial, as designed for Greek Navy. (Taylor, 234)

-- offered to Specification S.9/30; specifically designed to fill the role of a carrier-borne 2-seat torpedo-bomber as well as that of 3-seat spotter-reconnaissance aircraft. (Taylor, 231)

-- [Bristol Pegasus IIM] 9-cylinder radial in a Townend Ring; FF 07/10/1933 by Staniland; now known as TSR Mk.I

-- lost in an irrecoverable flat spin 09/11/1933. (Taylor, 236)

TSR II

-- designed to meet Specification S.15/33. (Taylor, 239)

-- "externally similar to TSR, but had an extra bay in the fuselage, which was also provided with spin-recover-aid 'strakes' ahead of the tailplane leading edges. To compensate for the longer fuselage the upper wing had a sweepback of 4 degrees. Other changes included a fin and rudder of greater chord than those of the S.9/30 and TSR I. The construction ... was generally similar, with two built-up steel-strip spars, steel drag struts and duralumin ribs for the wings, and a steel-tube fuselage." (Taylor, 239-240)

-- [Bristol Pegasus IIIM3 690hp] 9-cylinder radial (Taylor, 240)

-- "2-blade wooden Watts and metal Fairey-Reed propellers were tried with the TSR II, though the production Swordfish were to be fitted with 3-blade metal Fairey-Reed propellers." (Taylor, 240)

-- First flight 04/17/1934 by C.S. Staniland at Fairey aerodrome (Taylor, 240)

Swordfish Mk.I

-- "On acceptance, the production version of the TSR II was given the name Swordfish by the Air Ministry, which placed orders in [04/1935-05/1935] for 3 pre-production or development aircraft and for a production batch of 86, K5926-6011 (F.2145-2230). The first pre-production Swordfish, K5660 (F.2142), was flown initially on [12/31/1935], and the second, K5661 (F.2143), was delivered to the Torpedo Trials Unit, Gosport, on [02/19/1936]. (Taylor, 240-241)

-- "At least one Swordfish I was equipped with a Leigh light under the port wing for night-time submarine hunting. The powerful battery equipment for this light was carried in a torpedo-shaped container between the undercarriage legs." (Taylor, 243)

-- "Armament consisted of a fixed forward-firing Vickers gun in the starboard decking for the pilot and a Vickers or Lewis gun on a Fairey high-speed mounting for the gunner/radio operator. There was a choice of what might be described as missile armament. The Mk.I's and II could carry [1x18" 1,610 lb torpedo] or [1x1,500 lb load of bombs or depth charges] on wing racks or rails." (Taylor, 242)

-- "... began to reach Fleet Air Arm squadrons [07/1936] ... in exchange for Fairey Seals, which had been in service for little more than 3 years ... Before the end of 1936 ... [also replaced] Blackburn Baffins ... In 1938 ... [replaced Blackburn Sharks] ... " (Taylor, 245)

-- "On [04/11/1940], Swordfish of Nos.816 and 818 Squadrons, embarked on HMS Furious, made the first co-ordinated torpedo attack from an aircraft carrier in the history of naval warfare ... The carrier's Swordfish later joined Gloster Sea Gladiators in providing air cover for the landings at Narvik and elsewhere." (Taylor, 246)

Swordfish Mk.II

-- "... appeared in 1943 ... strengthened lower wing, with metal-skin undersurfaces, for rocket-projectile launching." (Taylor, 242)

-- "All the Mk.I's and some of the Mk.II's retained the Pegasus IIIM3 engines of the initial batch; the remaining Mk.II's and III's had the more powerful [Pegasus 30 750hp]. (Taylor, 242)

-- "The Mk.II and III could carry, in place of the torpedo in the case of the II, [8x60 lb high-explosive, or 25 lb armor-piercing, rocket projectiles on underwing rails." (Taylor, 243)

Swordfish Mk.III

-- "... [appeared 1943] ... in addition to the modified lower wing, was designed with 'built-in' air-to-surface vessel (ASV) Mk.X radar in a radome between the undercarriage legs." (Taylor, 242)

-- "The Mk.III could also be fitted with rocket-assisted take-off gear (RATOG) for operations at high loads from the short decks of escort carriers and merchant aircraft carriers, or MACships." (Taylor, 243)

-- 320 built by Blackburn. (Mason, 284)

Swordfish Mk.IV

-- "[sometimes designated the Mk.IV] which was a Mk.II with cockpit enclosure for training in Canada." (Taylor, 242)

-- " ... this does not appear to have been an official designation of the period." (Taylor, 243)

Blackburn Skua (02/1937) -- Specification O.27/34 and 25/36 -- G.E. Petty -- 2+190 built -- introduced 11/1938+

Prototype -- Bristol Mercury IX 840hp

Production -- Bristol Perseus 890hp

225mph @ 6500' (engine not specified)

Data: Mason

Notes:

-- built in response to intelligence that suggested Japan was building a carrier-based strike capability. (Mason)

-- "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] [to requirement 25/36 (Gunston, 20)] used the [Bristol Perseus XII 905hp] sleeve-valve engine." (Lewis, 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." (Lewis, 253)

-- " ... the first deck-landing machine produced in Britain to the modern all-metal cantilever monoplane formula with flaps, retractable undercarriage and variable-pitch airscrew, and the first British dive-bomber to equip Fleet Air Arm squadrons." (Jackson, 399)

-- "... K5178, first of 2 prototypes ordered [04/1935], flew for the first time at Brough on [02/09/1937] piloted by A.M. Blake." (Jackson, 399)

-- "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)

-- "The first production Skua II, L2867, flew on [08/25/1938] and production of the entire run ended [03/1940]. The first carrier-based unit to receive Skuas was No 800 Squadron aboard HMS Ark Royal in 1938 when the type began to replace Hawker Nimrods and Ospreys, and an 803 Squadron Skua achieved the distinction of destroying the first enemy aircraft in [WWII], a Dornier 18 flying-boat on [09/25/1939], while on [04/10/1940], Nos 800 and 803 Squadrons dive-bombed and sank the cruiser Konigsberg. Ark Royal's No 800 Squadron Skuas were active off Dakar against the battleship Richlieu." (Hook, 56)

-- "In 1941 they were replaced by Fulmars and Sea Hurricanes but continued with the Fleet Air Arm for several years in the target-towing role ..." (Hook, 56)

Armstrong Whitworth Whitley (03/1936) -- Specification B.3/34 -- John Lloyd -- twin-engine medium night bomber 1939 -- priority production 05/1940 -- 1,814 built -- introduced 03/1937

K4586 ... 2x Tiger IX 795hp ... 192 mph [309 km/h] @ 7,000' [2134m] ... 15:00 to 10,000' (Tapper, 259)

Whitley Mk.I ... 34 produced ... cruising 262km/h @ 4572m ... max 295km/h @ 4,999m

Whitley Mk. II ... 2x Tiger VIII 845hp (2-speed supercharger) ... cruising 285 km/h @ 4,572m ... max 336 km/h @ 4,999m ... 46 produced [all of the above had manual operated nose and tail turrets]

Whitley Mk. III ... power-operated Nash and Thompson turret in nose position ... added retractable ventral turret [2x.303" Browning]

K7209 ... Mk. I modified to use [2x R-R Merlin] .. FF 02/11/1938. (Tapper, 261-262)

Whitley Mk. IV ... 2x Merlin IV 1030hp ... FF 04/05/1939 ... power-operated Nash and Thompson turret added to tail [4x.303" Browning] ... 33 built. (Tapper, 262-263)

Whitley Mk. IVA ... 2x Merlin X 1145hp ... 7 built. (Tapper, 263)

Whitley Mk. V ... 2x Merlin X ... built in greater numbers than any other mark ... FF 04/05/1939. (Tapper)

Whitley Mk.VII ... 2x Merlin X 1145hp ... cruising 338 km/h @ 4,572m ... max 370 km/h @ 4,999m. (Tapper, 286)

-- more data see Tapper 286.

-- "Designed as a heavy bomber as part of the rearmament programme initiated by the British Government in 1934, the Whitley was put into production off the drawing board, the go-ahead being given in [06/1935] ... followed by a written order for 80 aircraft [08/1935]." (Tapper, 255)

-- "The prototype Whitley, K4586, was first flown on [03/17/1936] ... powered by [2x Tiger Mk. IX engines] driving the newly-introduced 3-blade 2-position de Havilland propellers. A second Whitley prototype, K4587 (to specification B.21/35), was also built ... [2x Tiger Mk.XI engines] ... first flown [02/24/1937]. The Whitley made its first public appearance at the RAF Display at Hendon on [06/27/1936], when K4586 was included among the new and experimental aircraft." (Tapper, 256)

-- "When the A.W. 38 design was first finalized, wing flaps were a relatively unknown quantity, and in order to keep the landing speed low, the wing of the Whitley was given a large angle of incidence relative to the fuselage ... [flaps added at a later stage]." (Tapper, 256)

-- "... the first aircraft with a stressed-skin fuselage to go into production for the RAF." (Tapper, 257)

-- "The first production Whitley, K7183, was delivered in the early months of 1937, with the 2nd aircraft, K7184, being flown direct on [03/09/1937] from Baginton to No.10 Squadron, then equipped with Handley Page Heyfords and stationed at Dishforth aerodrome." (Tapper, 260)

-- "...entered service with the RAF in [03/1937] ..." (Crosby, 48)

-- "[Whitley Mk.II] .. had the Tiger VIII engine incorporating a 2-speed supercharger. This was said to be the first time such a supercharger had been fitted to a military aircraft ..." (Tapper, 260)

-- "In [05/1940] the Whitley was 1 of the 5 aircraft to be given overriding priority by the newly-formed Ministry of Aircraft Production (the others were the Spitfire, the Hurricane, the Blenheim and the Wellington) and altogether 1,466 Whitley V's were built, the first examples coming off the line during 1939 with first deliveries being made [08/1939] ... [squadron details] ... At the start of the war the Hampden and the Wellington were looked upon as being suitable for daylight attacks, while the slower Whitley was classed as a night bomber ... [though Hampden and Wellington soon joined in that role]. (Tapper, 264-265)

Premium

Supermarine Type 224(02/1934) -- 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)

-- first flight by 'Mutt' Summers [02/19/1934]. (Andrews & Morgan, 206)

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

CAC CA-1 Wirraway (__/____)

Bristol Blenheim Mk.IV (early mod.) (09/1937) -- Specification B.28/35, 11/36 -- Frank Barnwell

-- https://worldofwarpl...gb/blenheim-iv/

-- "... the Bristol Type 249 Blenheim Mark IV -- originally given the name 'Bolingbroke' and later produced in Canada under that title ... ordered ... to supplant the Avro Anson and bridge the gap until Bristol Type 252 Beaufort torpedo-bomber became available ... intended to support not only the delayed Beaufort programme, but also the collapse of the Blackburn Botha scheme." (Oughton, 157)

-- "A mock-up was completed in [10/1936], which was based on the same basic nose geometry of the Mk. I extended forward some 3 feet. A Blenheim I production aircraft -- K7072 -- was retained by the Bristol Aeroplane Company as an experimental aircraft and with the new nose section was flight-tested ... at Filton on [09/24/1937] ...By [12/1937] a new mock-up was passed and the nose of K7072 was so modified before the year was out ... eventually the definitive shape emerged ... But by the time K7072 had been flown in this form, it was late [06/1938] and the situation at Filton was beset with problems. The Type 149 was late -- and the Beaufort ... was almost in completed prototype stage -- and this without doubt played a part in ... British Government's decision to order the Lockheed Hudson in [06/1938] ..." (Oughton, 158)

-- "The standard aero-engine for the Blenheim Mk. IV ... was the Bristol Mercury XV, generally similar to the Mercury VIII fitted to the Blenheim I, but cleared for operation with 100 octane fuel with which it had a take-off rating of 905 bhp at 2750 rpm with 9 lb boost. Initial deliveries were, however, made with Mercury VIII, and ... later fitted in some cases with Mercury 25." (Oughton, 158-159)

-- "... Bristols completed Blenheim IV production in [03/1940], Avro -- whose production started (build) in [09/1938] -- finished in [11/1941], and Rootes' programme extended from [10/1938] into 1942 ... Roots Group ... carried the Blenheim programme (Mk. V) on until [06/1943]." (Oughton, 159)

-- "Canadian production ['Bolingbroke'] was undertaken by Fairchild Aircraft ... between 1939 and 1943 and the Finnish concern Valtion Lentokonetehdas [VL] began license manufacturer of Blenheim IV aircraft in 1944." (Oughton, 159)

-- "... the first RAF aircraft to sink a U-boat; Blenheim P4582 of No. 82 Squadron scored 2 direct hits on U.31 in the Schillig Roads on [03/11/1940]." (Oughton, 170)

-- "In Bomber Command, new equipment such as the Douglas Boston and Lockheed Vega Ventura began to supplant the Blenheim in 1942." (Oughton, 175)

-- "...Blenheim was gradually being ousted by the Boston, Baltimore, Ventura, Beaufighter and Mosquito ... By [10/1943] most of the Mk. IVs and Mk. Vs were demonstrably obsolete and a number of units was re-equipped with the Vultee Vengeance dive-bomber." (Oughton, 175)

-- "... the first RCAF man to fly over enemy territory in [WW2] was Squadron Leader W. I. Clements, attached to RAF on an exchange posting; he flew a Blenheim of No. 53 Squadron on a reconnaissance mission over the Hamm/Hannover area on the night of [09/29/1939]." (Oughton, 177)

-- Max speed 266 mph [428 .1 km/h] @ 11,800' [3597m]. Service ceiling 22,000' [6706m]. Range 1,460 st. mls. with 1,000 lb bomb load. Stalling speed (12,500 lb) with gear and flaps down 60 mph [96.6 km/h]. (Oughton, 177)

Edited by J311yfish, 11 July 2021 - 12:54 AM.

Main tech tree projects: JAPAN • UNITED KINGDOM • UNITED STATES • GERMANY • USSR // aircraft to China

Europe tech tree projects: ITALY • FRANCE • SWEDEN • Finland (skins) • Poland • International // Retired projects: China • Brazil

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J311yfish #5 Posted 09 July 2014 - 06:06 PM

Second Lieutenant

Member
8314 battles
1,712
[343]
Member since:
12-13-2013

Tier IV

Bristol 146 (02/1938) -- Specification F.5/34 -- unknown -- 1 built

Hawker Hurricane Mk I (11/1935) -- Specification F.7/30, F.5/34, F.36/34 -- Sydney Camm -- [ref: Hurricane I] -- priority production 05/1940 -- introduced ~12/1937+

Fairey Albacore (12/1938) -- Specification M.7/36, O.8/36, 41/37 -- 800 built -- introduced 03/1940+

IV Bristol Taurus II 1065hp

IV Bristol Taurus XII 1130hp

1x0.303" upper starboard wing + 1-2xVickers K rear cockpit

up to 4x500lb bombs (W)*

Data: Mason

*6x250lb (W) carried at Dunkirk

Image: Flight Magazine 06/11/1942

-- Specification M.7/36 issued 09/08/1936 for a TSR (Torpedo-Spotter-Reconnaissance) aircraft to replace the Swordfish. 17 designs (both biplane and monoplane) submitted to the specification by Fairey. Admiralty still preferred biplane layout as of 01/22/1937. Fairey submitted a Taurus-engine biplane to cover specification M.7/36, and O.8/36 to be used as a dive-bomber. The Air Ministry combined the requirements and 02/11/1937 authorized Fairey to proceed to the new combined specification 41/37. (Harrison, 1)

-- "There were very few changes to what had been agreed before, except the idea of a gun turret was dropped. Power plant was to be [Bristol Taurus TE-IM 1075hp]. To meet the entry into service date Fairey said that the requirements were best met by a biplane of orthodox design using current tooling and manufacturing processes ... this decision had been forced on them by take-off requirements, dimension limitations and the mechanical problems of wing folding. The Admiralty agreed and on [05/06/1937] the Air Ministry ordered 100 Albacores from Fairey." (Harrison, 1)

-- "Emphasis was placed in the design requirements for this intended successor to the Swordfish on dive-bombing capability. This was not only achieved but was duly exploited in war, wherein the Albacore became recognized not as a Swordfish successor but rather as a companion type ... The Battle-type pillar mounting carried a Lewis or Vickers G.O. gun (occasionally twin G.O. guns). The torpedo carrier was similar to that of the Swordfish, and, as alternatives to the torpedo, [6x250lb] or [4x500lb] bombs could be carried under the lower wings. Light Series carriers were fitted outboard." (King, 179-180)

-- total production 800, all built in Fairey factory at Hayes, Middlesex; test flown from Great West Aerodrome [now Heathrow Airport]. (Harrison, 4)

-- mock-up examined 05/15/1937; another 300 Albacores ordered. (Harrison, 4)

-- 1st protototype L7074 first flight 12/12/1938. (Harrison, 1)

-- 2nd prototype L7075 used for deck landing suitability trials 05/1939 at Great West Aerodrome, then Martlesham Heath, then deck landings on the HMS Ark Royal. "The results were favorable, pilots found some directional instability and a slight heaviness with rudder applications, otherwise it was pleasant to fly and suitable for flight deck operations." (Harrison, 9)

-- Trials revealed undesirable qualities for an aircraft meant to carry out dive bombing and torpedo attacks. (Harrison, 9-10)

-- Unsuitable for adaptation as a floatplane. (Harrison, 10)

-- Bristol Taurus II 1065hp engine initially unreliable, but fixed. Later used Bristol Taurus XII 1130hp. [Note: the Taurus II 1050hp engine is currently in game as a Tier IV engine for Bristol Type 146](Harrison, 10)

-- first delivered to No.826 Squadron 03/15/1940. (Harrison)

-- "... the new squadron decided the Albacores were not as suitable as the Swordfish for the type of role expected of it." (Harrison, 17)

-- "The last two FAA Albacore squadrons were Nos 820 and 841 which were disbanded [11/1944 and 12/1944] respectively, both reforming [01/01/1945 and 02/01/1945] with [Fairey] Barracudas. These each had an interesting fact -- No 820 was the last Albacore unit to serve on a carrier, HMS Formidable, and had later taken part in the invasion of Siciliy while No 841's Albacores had, since [07/1942] been wholly under RAF Fighter Command based at Manston on anti-shipping strikes. One Albacore [N4389] survives in the Fleet Air Museum, Yeovilton." (Hooks, 30)

-- Flight Magazine 02/04/1943

-- Flight Magazine 12/25/1941 -- tail comparison to Swordfish

Blackburn Roc (12/1938) -- Specification O.30/35, O.15/37 -- G. E. Petty -- 136 built -- introduced 04/1939+

IV Bristol Perseus XI 890hp (3-blade prop) (Brew, 35)

IV Bristol Perseus XII -- 194 mph @ SL; 223 mph @ 10,000' (Jackson)

VI B.P. "A" Mk.IIR 4x7.72mm Browning turret

Bombs -- yes (King)

-- "The Roc was a 2-seat fleet fighter developed from, and structurally similar to, the Blackburn Skua. It was powered by the same mark of Bristol Perseus sleeve-valve radial but differed from the earlier machine in several important respects. The fuselage was widened amidships to accommodate a Boulton Paul Type A Mk II power-driven gun turret, the mainplane was rigged with 2 degrees of dihedral outboard of the center section to avoid the need for upturned wing tips, attachment points for a float undercarriage were incorporated as standard, and provision was made for installing a close-fitting 70-gallon overload fuel tank under the center section." (Jackson, 411)

-- "As the Roc was very similar to the Skua, which had already flown, there were to be no prototypes, the first 3 production examples serving this role. Boulton Paul's detailed re-design involved the widening of the center fuselage to take the Type A Mk.IIR turret, with the same retractable fairings on each side as on the Defiant ... the wings were re-rigged with 2 degrees of dihedral, instead of having the upturned tips of the Skua ... all-metal construction, and skinned in flush-riveted Alclad throughout ... production effort was helped by General Aircraft being subcontracted to make the entire tail of the aircraft, that company also supplying some Skua rear fuselages." (Brew, 35)

-- "Designed by G.E. Petty to Air Ministry Specification O.30/35, it was the naval equivalent of the RAF's Boulton Paul Defiant and the first turret fighter to enter [FAF] service. The pilot sat up front under a sliding canopy, as in the Skua, with his observer behind him in a minute wireless cabin from which there was ready access to the gun turret. This carried [4x0.303" Browning] guns mounted in pairs, rotation of the turret through a full 360 degrees and elevation of the guns to a maximum of 85 degrees above the horizon being effected by the movement of a single control column. Hydraulic power was provided by an electrically-driven pump, and the guns were also fired electrically by a button on the control column, with automatic interruption of the circuit if the tail unit or airscrew came into the line of fire ... [details]." (Jackson, 412)

-- "A contract for 136 aircraft was placed [04/28/1937], but preoccupation with the Skua program and with preparations for large-scale manufacture of the twin-engine Botha, resulted in Roc production to Specification O.15/37 being sub-contracted to the Wolverhampton factory of Boulton Paul Aircraft Ltd, to whom sub-assemblies such as complete tail units were supplied by General Aircraft Ltd, Hanworth." (Jackson, 412)

-- "There were no special prototypes, and the first Roc [L3057] made its first flight ... [12/23/1938]." (Jackson, 412)

-- "[L3057, L3058, L3059 underwent handling and armament trials between 03/1939-05/1939] using L3058 equipped with the prototype Mk II turret, rotation of which had little effect on the aircraft's flying characteristics. Although not an outstanding aerobatic aeroplane, the Roc could, like the Skua, be held steady in a steep dive without difficulty by means of the dive brakes. [Modification of airscrew to improve performance]." (Jackson, 412-413)

-- "Four light bombs could be carried beneath each wing and some Rocs were adapted to take two Universal carriers in addition, these being fitted inboard of the light carriers. Bombs of 100, 112, or 120 lb could be loaded, in addition to bombs of 20 or 40 lb." (King, 71-72)

-- "... the whole idea of four guns brought to bear in broadside attacks on enemy aircraft proved a failure. Thus the Roc's front-line service lasted only a few months and all production ceased in [08/1940]. Although intended for carrier operation, Rocs flew only from shore stations and never made a deck landing. No. 806 Squadron's Skuas and Rocs were replaced by Fairey Fulmar I's in [07/1940] and No.801 was re-armed with Hawker Sea Hurricanes in [08/1941]." (Jackson, 413)

-- "Commonality with the Skua was clearly an important factor in the choice of the Roc ... The [FAA] was able to plan joint squadrons of Skuas and Rocs, thus 2 versions of 1 type to fly and maintain." (Brew, 30)

-- "The Roc was found to be a pleasant aircraft to fly and, like the Skua, could be held in a steep dive by the generous dive brakes. As expected, its performance was dreadful, with a top speed of only 223 mph (359 km/h) at 10,000 ft (3,048m), and a service ceiling of 18,000 ft (5,486m). It did have a very useful endurance of 6 hours, however." (Brew, 39)

-- "Dive brakes allowed the Roc to make very stable dives and it was an accurate bomber, although its bomb load was small." (Winchester, 191)

-- "No Roc was ever deck-landed on a carrier, let alone served on one, though No. 769 FRU, the deck-landing training squadron, did have a Roc [L3114], from [08/1940-11/1940]." (Brew, 49)

-- "Preparations for the Roc's entry into squadron service began in the usual way in [04/1939] when the 5th production machine, L3061, was delivered to the Central Flying School, Upavon, for familiarization flying." Jackson, 414-415)

-- "Pre-war trials on the [Roc] with its [4x0.303" gun turret] were soon completed at Boscombe on L3057. The low top speed and rate of climb of the type were marginally changed by fitting a Skua-type propeller, and slightly improved by a Tiger (Whitley)-type in L3058 from [12/1939]; details are as [see Table]. Armament trials occupied L3069 for 8 months from [09/1939]; reports have not been found." (Mason, 268)

-- Flight Magazine 02/25/1943

Bristol Blenheim F (09/1937) -- Specification 11/36 -- unknown -- (operational: Mk.IF 09/1938, Mk.IVF 04/1940, Mk.V 06/1942) -- priority production 05/1940 -- introduced 09/1938+

[Note: the above image is old data -- the Blenheim now features 4x250 lb bombs in the outboard position instead of 4x0.303" Mk.II's; also, the Mk.IV airframe has been removed]

Blenheim Mk.IF

-- "No fighter versions of the Blenheim were built as such on the production lines at the Bristol Aircraft Company at Filton, or at any of the other factories producing this twin-engine bomber. All were converted by the [RAF] into fighters by the attachment of a gun pack housing [4x0.303" Browning] machine guns, which was installed beneath the bomb bay. The gun packs were manufactured by the Southern Railway's Ashford Works, in Kent, and delivered to the RAF as individual sets ready for installation." (Goulding, 146)

-- "Some 200 Mk. I bombers were converted, the type being designated the Mk.IF. A similar program was carried out on later Mk.IV bombers, the resulting modified version in this instance being known as the Mk.IVF." (Goulding, 146)

-- "Blenheim Mk.IF fighters first entered service with an operational squadron [09/1938] when No 600 Squadron of the Auxiliary Air Force received the new fighter as a replacement for Hawker Demons. The squadron was then stationed at Hendon." (Gouldon, 146)

-- "When war came in [09/1939], Blenheim I's equipped only 2 bomber squadrons at home (having been superseded by the Mk. IV) but overseas it equipped 11 squadrons in Egypt, Aden, Iraq, India and Singapore. 7 home-based fighter squadrons, previously equipped with biplanes, had converted -- or were in the process of converting -- to Blenheim IF fighters, adapted from the standard bomber by the addition of 4 Brownings in a gun-pack under the bomb cell; the gun-packs were made by the Southern Railway workshops. // The Blenheim IF soon proved itself by costly experience totally inadequate as a day-fighter over western Europe, but because its fuselage was roomy enough to take an extra operator and new scientific apparatus it was chosen to pioneer the technique of airborne radar-guided night interception. The claim of having made the first 'kill' by means of airborne radar equipment (AI Mk. III) was chalked up by a Blenheim IF of the Fighter Interception Unit at Ford on 07/02/1940-07/03/1940. Blenheim IF's served throughout the 'blitz' of 1940-1941 ..." (Moyes, 6-7)

-- "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)

Mk.I -- 2x Bristol Mercury VIII 840hp 9-cylinder air-cooled radial -- 240mph @ SL / 254mph @ 5000' / 269 mph @ 10,000' / 285 mph @ 15,000' / 277 mph @ 20,000' / service ceiling 27,280'

Data: Moyes

Blenheim Mk.IV

-- "The standard aero-engine for the [Mk.IV] was the Bristol Mercury XV, generally similar to the Mercury VIII fitted to the Blenheim I, but cleared for operation with 100 octane fuel with which it had a take-off rating of 905 bhp @ 2570rpm with 9lb boost. Initial deliveries of [Mk.IV's] were, however, made with the Mercury VIII, and ... later fitted in some cases with the Mercury 25. The de Havilland metal propellers were 3-blade 2-position bracket-type and the Blenheim IV, as standard, was never fitted with feathering propellers." (Oughton, 158-159)

-- "... Bristol completed Blenheim IV production in [03/1940], Avro [09/1938-11/1941], and Rootes' program extended from [10/1938-06/1943 with production of Mk.V's]." (Oughton, 159)

-- also produced in Canada as the 'Bolingbroke' 1939-1943; also licensed production of Mk.IV in Finland by Valtion Lentokonetehdas beginning 1944. (Oughton, 159)

-- "During the hard-fought campaign in France, much had been learned operationally ... the Blenheim was found wanting and throughout 1940 modification teams were increasing the armor and armament in every way possible ... A good example of such improvisation was Basil Embry's squadron, No.107, where -- in an effort to give better protection from rear attack -- all their Blenheim IV's were converted to carry a 0.303" Browning machine-gun in each nacelle and a 0.303" Vickers 'K' gun under the tail, all three firing to the rear. From this and other innovations, the Blenheim eventually emerged with increased fuselage and turret armor protection, and more and improved guns including 1 or 2 under-defense guns mounted under the forward fuselage on the starboard side. Alterations were also made to the parachute exits and rear bomb racks and barrage-balloon cable cutters were fitted to the wing leading-edges." (Oughton, 164)

-- picture showing field modification of Blenheim Z7513 with a long-barrel 20mm cannon. (Oughton, 174)

-- supplanted by Douglas Boston and Lockheed Vega Ventura beginning 1942. (Oughton, 175)

-- "... the Blenheim was gradually being ousted by the Boston, Baltimore, Ventura, Beaufighter and Mosquito." (Oughton, 175)

-- "By [10/1943] most of the Mk.IV's and Mk.V's [in the Far East] were demonstrably obsolete and a number of units [were] re-equipped with the Vultee Vengeance dive bomber. // And so the career of a British light bomber came to an end. Many of them were used in a multitude of roles for which the aircraft had never been intended or indeed suited. The Blenheim -- particularly the Mk.IV -- was plunged into a series of hard-pressed encounters with the enemy on all fronts; it was used by all RAF Commands and despite its limitations and extension of active service long past operational acceptability ..." (Oughton, 175)

Blenheim Mk.IVF

-- "Like the Blenheim Mk.IF before it, Mk.IVF was converted in the same way, with the most obvious difference being the attachment of a 4-gun under fuselage gun pack. Approximately 125 ... were converted to Mk.IVF's and, initially, the type's main role was to serve with Coastal Command fighter/reconnaissance squadrons on convoy patrol and protection duties. The big fighter entered service with 235, 236, 248 and 254 Squadrons from [04/1940] and, only days later, the first success was achieved. On [04/25/1940], [pilot of 254 Squadron at Hatston] managed to shoot down a He 111 while escorting Royal Navy warships off Norway. Several Mk.IVF's helped to cover the Dunkirk evacuation but only had a small role to play during the Battle of Britain ... A handful of Mk.IVF's were delivered to some Fighter Command night fighter squadrons in the summer of 1940, the first being 25 Squadron. The mark also saw some service in the Middle East and the Near East." (Chorlton, 127)

Blenheim Mk.V

-- "Originally known as the Bisley Mk. I but later renamed the Blenheim Mk. V, this was an attempt to rectify the many shortcomings of the previous marks. Unfortunately, the Mk.V was nothing more than a disappointment and was very unpopular with the crews who had to fly it and the mechanics who had to keep them flying. // The Mk. V story began in 1940 when a redesign of the Blenheim was called for under Air Ministry Specification B.6/40. Prior to this, Operational Requirements No.83 and 84 had also called for an improvement in the aircraft's ground attack capability and it was to these specifications that Bristol set to work trying to improve the Blenheim. // The first major alteration was the power plants, which were uprated to a pair of Mercury 30's. Their increased horsepower was cancelled out by the 600lb of increased armor protection for the crew, a modified oxygen system and heavier BX turret which made the average loaded weight another 2,000 lb heavier than the Mk.IV. // 2 versions were built at the prototype stage, the first Type 160 Bisley Mk 1 [AD657] flew from Filton on [02/24/1941]. This aircraft was a two-seat close support aircraft with a solid nose, containing [4x0.303"]. The 2nd prototype [AD661] was designed as a 3-seat high-altitude day bomber with a new semi-glazed unsymmetrical nose, often referred to as a 'duck bill'. // The type 160BS which by now was designated as the Blenheim Mk. VB. The latter was not built in great numbers and the major production version was the Type 160D (Mk VD) which was a tropicalized version of the Blenheim Mk.VA. // The Blenheim Mk.V tentatively entered service with 139 Squadron in [06/1942] but was replaced by Mosquitoes before becoming operational. By late 1942 ... poor performance and heavy losses saw them all replaced by American-built Baltimores and Bostons ... last Mk V operations were flown by 244 Squadron in Oman before being replaced by Wellington XIII's in [04/1944]. Rootes securities Ltd built all 940 Blenheim Mk. V's. The last was delivered [06/1943]." (Chorlton, 127-128)

Vickers Wellington (06/1936) -- Specification B.9/32, 29/36 -- Barnes Wallis and Rex Pierson -- twin-engine medium day bomber 1939 -- priority production 05/1940 -- 11,461 built -- introduced 10/1938+

FF 06/1936 -- K4049 -- IV 2x Bristol Pegasus X 915hp -- 250mph [402 km/h] @ 8000' [2438m] (Andrews, 315)

FF 12/1937 -- Mk.I L4212 -- IV 2x Bristol Pegasus XVIII or Pegasus XX -- bomb load 4,500lb (Andrews, 316-320)

Mk.II -- V 2x Rolls-Royce Merlin X (Andrews, 321)

Mk.III -- V 2x Bristol Hercules III (Andrews, 321)

B.Mk III -- V 2x Bristol Hercules 1500hp -- 410 km/h @ 3810m (Winchester, 241)

-- "The Wellington's designer, Barnes Wallis, devised the immensely strong geodetic structure which was unique to the Wellington and the earlier Vickers Wellesley light bomber." (Winchester, 240)

-- "... Dr Barnes Wallis [later won fame] for his 'Dam Buster' bouncing bomb." (Winchester, 241)

-- "The Wellington prototype [Vickers Type 271] [K4049] first flew [unarmed 06/15/1936]." (Winchester, 240; Andrews, 313)

-- "The Vickers B.9/32 was rightly regarded as that time as the most advanced design of its day, and its subsequent flying trials proved beyond doubt that it was of exceptional merit and that a production order would follow as a matter of course." (Andrews, 316)

-- "Wellingtons were fitted with a number of different types of engine, including the Bristol Hercules, Bristol Pegasus, Pratt & Whitney Twin Wasp and Rolls-Royce Merlin." (Winchester, 240)

-- "Rolls-Royce Merlins were tried as an alternative powerplant in the Wellington Mk II." (Winchester, 241)

-- "Wellingtons made the first RAF attacks on German targets in 1939 and were the mainstay of the [RAF] Bomber Command until the advent of the 4-engined heavy bombers. It was the first bomber to drop the 4000-lb (1814kg) 'blockbuster' bomb, in 1941." (Winchester, 240)

-- "Bomber Command Wellingtons had a matte-black fuselage and lower surfaces." (Winchester, 240)

-- "Before [WW2] an attempt to transform bomber defensive armament had been made. An RAF study into air-to-air fighting concluded that a single hit from a 2lb (0.9kg) shell would be sufficient to destroy most aircraft and in 1938 a specification was issued which led to the production of the Vickers Class S 40mm gun ... The first example of the Class S was produced in 1939. Initial plans were to fit the gun into a large turret, complete with a rangefinder and predictor gear, to enable bombers to engage attacking fighters at long range. A turret was duly produced and fitted to a much-modified [Vickers] Wellington bomber for air tests, which proved to be successful except for a tendency for the muzzle blast to strip the fabric from the structure. However, by the time it appeared, operational requirements had changed and the idea was taken no further." (Williams, 150)

-- "Wellingtons were built in 16 marks and 11,461 were completed by 1945." (Winchester, 240)

-- "2,685 Vickers Wellington B.Mk IC bombers constructed." (Winchester, 241)

-- "Wellingtons equipped no less than 57 Royal Air Force squadrons." (Winchester, 240)

-- "With the Wellington there is no doubt that the system [of geodetic construction] proved eminently successful, for more of the type were produced than any other British bomber, and its diversity of operational role was wider." (Andrews, 313)

-- "Special high-flying Wellingtons (Mks V and VI) fitted with a pressure cabin reached an altitude of 11600m (38,000 ft)." (Winchester, 240)

-- "After British night bombing passed to larger aircraft such as the [Avro] Lancaster and [Handley Page] Halifax in 1943, Wellingtons saw sterling service with Coastal Command as maritime reconnaissance aircraft. A number became successful U-boat hunters by both day and night. Sometimes fitted with Leigh Lights to illuminate submarines, the aircraft carried a fearsome array of depth charges and bombs to destroy them." (Winchester, 241)

-- "The first [ASV radar and] Leigh Light attack on a submarine was made in [06/1942] with the first successful attack taking place on [07/06/1942]." (Winchester, 241)

-- "Between 1942 and 1945 Vickers Wellington Z8570 flew with several different Whittle and Rolls-Royce jet engines mounted in the very end of its fuselage, and this machine was subsequently joined by W5389 (flown 1943-1946) and W5518 (1944-1948) on similar trials programs. The picture shows the modifications made to W5518/G (G for Guard)." (Buttler, 259)

-- "A quite large number of high altitude bomber variants of the Wellington were produced which featured a different nose with a pressure cabin to permit the aircraft to fly at these greater heights. Examples reached 109 Squadron in 1942 but they were on strength from only [03/1942-07/1942] of that year. The picture shows Mk.VI W5798 on [02/12/1942]." (Buttler, 259)

-- "An early high altitude Wellington was Mk.V R3299." (Buttler, 260)

-- "The grand total of 11,461 Wellingtons means more than simply being the largest number of any British bomber ever produced; it represents a massive effort on the part of all concerned in the Wellington's design, development, production and, indeed, operation. Without it the course of [WW2] might have taken quite a different turn." (Andrews, 363)

-- "The first RAF unit to be equipped with the Wellington was No.99 Squadron based at Mildenhall which received its first aircraft on [10/10/1938]." (Hall, 4)

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J311yfish #6 Posted 09 July 2014 - 06:07 PM

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Tier V

Supermarine Spitfire I (03/1936) -- Specification F.7/34 -- Reginald J. Mitchell, continued by Joseph Smith -- priority production 05/1940 -- introduced 08/1938

Hawker Hurricane Mk II (06/1940) -- Specification F.7/30, F.5/34, F.36/34 -- Sydney Camm -- [ref: Hurricane II] -- introduced 09/1940+ //

Hawker Sea Hurricane -- introduced 01/1941+

Production	Airframe	Engine	Speed	Armament	Bombs
FF 11/1935	IV K5083	IV Rolls-Royce Merlin C 990hp	507 km/h @ 4938m
FF 10/1937 3844	IV Mk.I Mk.Ia	V Rolls-Royce Merlin II 1030hp V Rolls-Royce Merlin III 1050hp	509 km/h @ 5334m	IV 8x7.62mm Browning (W)
FF 06/1940 451 IIa	Mk.I P3269 Mk.II IV Mk.IIa Series I Mk.IIa Series 2	VI Rolls-Royce Merlin XX 1280hp	550 km/h @ ____m	IV 8x7.62mm
2829	V Mk.IIb			IV 8x7.62mm IV 12x7.62mm (W) possible	V 2x250lb or 2x500lb
4711	Mk.IIc		546 km/h @ 6706m'	VI 4x20mm Hispano (W)	2x500lb
296	V Mk.IId		457 km/h @ 4115m	VI 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
FF 03/1943 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

-- prototype first flight 11/06/1935 with Rolls-Royce P.V.12 (Merlin) engine; 2nd flight 11/11/1935; 3rd flight 11/23/1935; 4th flight 11/26/1935. (Franks, 9)

-- "The aircraft that would follow on from the two seminal Hawker biplanes [Fury II for Royal Air Force, Nimrod II for Royal Navy] would feature heavily in the Battle of Britain, and yet in many ways it was a continuation of all the ideas developed during the biplane period. // ... created in response to the specification issued in 1939, F.7/30. This had called for a high performance fighter armed with four machine guns instead of the normal two; it was also required to have a top speed of at least 250 mph (400 km/h) ...Specification F.5/34 to cover further development ... Specification F.36/34 was issued to cover the construction of one high speed monoplane." (Darling, 10-11)

-- "One other major innovation ... was that of the retractable undercarriage, the mountings for which were set quite a distance outboard. Such a wide track [undercarriage] ensured great stability under most conditions. // While ... slower than its contemporary [Spitfire], the stability of the aircraft on the ground was put to good use by No. 46 Sqn aboard the carrier HMS Glorious during the campaign to defend Norway [05/1940]. Both take-offs and landings were undertaken by the fighters with very little difficulty. The first version of the Sea Hurricane was deployed aboard the catapult-armed merchantmen, but this was an altogether hazardous duty for the pilots, as it was a one shot flight for the aircraft, whilst the pilot had to take to his parachute and pray for a rescue ... The advent of the converted merchantman aircraft carrier for escort duties ... [would allow] the Hurricanes deployed by the now independent Fleet Air Arm to take off, attack any intruder, and land back on their bobbing and bucking postage stamp upon the ocean. In this role the wide track of the undercarriage was a definite bonus, a fact that would not be lost on Hawker's when the time came to develop the Sea Fury. Other innovations developed for the Sea Hurricane that would be taken into the Sea Fury in one form or another were the launch spools and arrestor hook." (Darling, 11)

-- "...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 [07/1940], 527 Hurricanes and 321 Spitfires, both operational and non-operational, were dispersed through 28 and 19 squadrons respectively, and were available for the defense of Britain. By [08/30/1940], 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 [07/1940], 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 ... 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 [06/1940], 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 10/12/1937 (Chorlton, 27)

-- first flight Mk.II 06/11/1940 (Chorlton, 27)

-- operational Mk.IId 12/01/1942 (Chorlton, 53)

-- first flight Mk.IV 03/14/1943 (Chorlton, 30)

Sea Hurricane

-- "... none were built as such, all being conversions from RAF stocks for the Fleet Air Arm with the standard [Merlin III 1030hp]. The first unit to receive the type was No 880 Squadron at Arbroath in [01/1941] which embarked on HMS Furious in [07/1941]." (Hooks, 88)

-- "The Sea Hurricane's baptism of fire came on [07/21/1941] when an 880 Squadron aircraft shot down a Dornier Do 18 reconnaissance flying-boat off Norway." (Hooks, 88)

-- "Many of the earlier conversions were quite old aircraft, later models were hook-equipped Mk IICs or converted from Canadian-built Mk XII's. The last deliveries were made in [08/1943]." (Hooks, 88)

-- "Contracts had been awarded for at least 800 conversions, most of the work being carried out by General Aircraft Ltd. It involved reinforcement of the airframe to cope with catapult launches or decelerations on carrier landings when the hook caught the wire." (Hooks, 88)

-- "The first naval victory from a catapult launch from a merchant ship came on [08/03/1941] when an 800 Squadron Sea Hurricane shot down a Focke-Wulf Condor ... Small escort carriers introduced from 1942 usually carried Sea Hurricanes and Swordfish and were very active on convoys in Russia, while in the Mediterranean Nos 800, 801 and 885 Squadrons [from HMS Indomitable, Eagle, and Victorious, respectively] drove off many attackers and scored a number of victories ... The [08/1942] Malta convoy was one of the last major Sea Hurricane operations and front-line units had retired the type by mid-1944, the last being No 835 Squadron in [09/1942] when they converted to Grumman Wildcats. The Sea Hurricanes had performed a vital role ..." (Hooks, 88)

Fairey Barracuda I (12/1940) -- Specification S.24/37 -- Marcel Lobelle -- 2+2,600 built -- (delayed) Mk.I introduced 05/1942+

Boulton-Paul P.82 Defiant (08/1937) -- Specification F.9/35 -- John Dudley North -- 1,064 built -- introduced 12/1939+

FF/Production	Airframe/Variant	Engine	Speed	Armament	Bombs
FF 08/11/1937	K8310 prototype	V Rolls-Royce Merlin I 1030hp
FF 05/18/1939	K8620 prototype	V Rolls-Royce Merlin II
	Mk.I	V Rolls-Royce Merlin III 1030hp *	487 km/h @ 5029m	VI B.P. "A" Mk.IID 4x7.72mm Browning turret
	Mk.II	VI Rolls-Royce Merlin XX 1280hp **	507 km/h @ 5029m	VI B.P. "A" Mk.IID 4x7.72mm Browning turret

Data: Bowyer *23.8min to 25000' (2-speed prop), 18.2min (constant-speed prop) -- ceiling 28100' // ** ceiling 33600'

-- "...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)
-- "... following successful developments by the French ... the practice of concentrating defensive armament in turrets commenced ... under the leadership of J.D. North the company adapted a design of the [SAMM], building it under license for installation in [the Sidestrand bomber], which was then produced as the Overstrand. [Boulton-Paul] further developed the basic ideas, devising a 4-gun power-operated turret which formed the central concept around which the F.9/35 Defiant fighter was designed." (Bowyer, 2)
-- "It was felt [by the Air Staff] that a turret fighter offered increased operational flexibility, being capable of engaging enemy bombers from many quarters, particularly from below; and a 360-degree upper hemisphere field of fire was therefore specified." (Bowyer, 2)
-- "Construction [of first prototype K8310] commenced in [after August] 1936 at Wolverhampton, where the firm had moved by August of that year." (Bowyer, 3)
-- "Overlong development impaired the usefulness of the Defiant; this was unfortunate, as its flight characteristics were good, and it proved very stable ... before the first prototype flew an order for 87 machines was confirmed [04/28/1937]. However, when [WWII] began only 3 production Defiants had been delivered, and these for trial purposes only. 4 years and 5 months after F.9/35, fighters and bombers were serving with the world's air forces which rendered the whole concept of the turret fighter outdated. Because of production delays there were too few Defiants available for standing patrols in 1940, and they were forced to operate as interceptors alongside the Spitfires and Hurricanes. Combat experience was to prove almost immediately at what a grave disadvantage the Defiant entered active service." (Bowyer, 3)
-- Prototype K8310 first flight 08/11/1937; first production aircraft flight 07/30/1939; delivery began 12/1939; action over Dunkirk 05/1940; withdrawn 09/1942, replaced by Mosquitoes and Beaufighters; finally retired 04/1945; total production 1060. (Hooks, 52)
-- Mk. II first flight 07/20/1940; "Like other Defiant fighters the Mk.II was fitted with the self-contained [Boulton Paul] "A" Mk.IID turret mounting [4x0.303" Browning] ... production of the Mk.II commenced and the first deliveries were made in [08/1941]. By then, the Defiant was being employed in a slightly less hazardous role than that of the day fighter." (Bowyer, 3)
-- "...by the onset of [winter 1940], A.I. Mk.IV sets, with a range extending from 600' to 4 miles, were small enough to be installed in the Defiant. The first sets went into Beaufighters and Blenheims but by the autumn of 1941 Defiants (re-designated Mk.IA) were fitted with the A.I.Mk.IV, and later Mk.VI. The first squadron to operate in the night fighter role with A.I.Mk.IV was No.264." (Bowyer, 4)
-- "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)
-- "... the P.85 [Defiant] differed rather more significantly from [Blackburn Roc] ... performance estimates for the P.85 giving it a top speed of almost 100 mph (160 km/h) higher than the Roc ... The only detrimental feature of the P.85 design was the width of the aircraft with the wings folded [4.65m] which was rather more than the Navy's preferred [3.35m]." (Brew, 30)
-- "Aerodynamically the advantages of an elliptical wing were well known, but constructing such a wing was not easy, as Supermarine were discovering with the Spitfire. Boulton Paul devised a wing of basic elliptical shape but modified into two linear tapers, for ease of construction. The heart of the aircraft was the wing center section, carrying the inward-retracting [Dowty] undercarriage, and on top of which sat the fuselage; in fact the upper surface of the wing formed the pilot's cockpit floor. The outer wings, of a slightly greater taper, were then bolted on. There were almost no forming processes in the whole structure, and very little double curvature." (Brew, 30)
-- [see transitional development from turret-equipped Hawker Demon]
-- "The SAMM AB.7 turret, to be redesignated the Boulton Paul Type A Mk.I, was fitted to the modified nose of [an Overstrand] for air firing trials from [07/03/1937-08/28/1937] ... The Armament Department, headed by H.A. 'Pop' Hughes, was producing 2 new versions of the turret: the Type A Mk.IID for the Defiant, and the Mk.IIR for the Roc, that differed only in the non-conductive inserts in a cylinder specially devised to prevent the gunner hitting parts of his own aircraft ... [details]." (Brew, 32-33)

-- "The Hispano [cannon] was a long and heavy gun not well suited to fitting in a turret and the need for a front mounting point caused problems, although a single [Hispano] gun [converted from Type A] was tested in the turret of a Boulton Paul Defiant as early as [12/1939]. Plans to introduce 20mm turrets were slowly progressed leading to tests in Lancasters from 1942, but problems were experienced with gun operation, belt feed and the structural strength of the mountings, and effective turrets emerged too late for the war. The RAF tried to secure Browning .50" HMGs for defensive use but these proved very difficult to obtain, although a few were fitted to bombers, some marks of Spitfire and various American aircraft operated by the RAF. The result was that the increasingly useless .303" remained in service as a bomber defensive weapon throughout the war." (Williams, 149-150; Clarke, 62)
--- "The Defiant prototype was delivered to Martlesham Heath on [12/07/1937] where it was [test flown] until 12/23/1937]. the aircraft was found to be very pleasant to fly, with a sprightly top speed of 320 mph (515 km/h) without the drag of the turret. It could climb to 10,500 ft (3,200m) in only 7.5min ... further order being received [01/1938] for another 202 production aircraft, partly in response to the cancellation of the Hawker Hotspur that was slipping even further behind schedule ... The first prototype Hotspur [K8309] was completed in the summer of 1938, and its first flight ... was on [06/14/1938], 10 months after the Defiant." (Brew, 34)

-- "Although the Defiant did not live up to the high expectations of its designers, the Type A turret certainly did, and in 1937 the company was given a development contract to design a series of powered turrets armed with 0.303" Browning guns to arm the new generation of heavy bombers then being developed by several manufacturers. The Air Staff had decided that Boulton Paul and Parnall were ideally placed to supply multi-gun powered turrets, which it was hoped would provide the all-round protection for the new bomber designs." (Clarke, 61)

-- "... returned to A&AEE briefly in [08/1940] with a single 20mm gun in the turret prior to some trials at Exeter." (Mason, 212)

-- "L6950 had provision for bombs under the wings; results are not known." (Mason, 212)

-- "Defiant I L6950 in about [02/1940] with port wing underside black and the starboard white ... Eight light bombs are carried, landing lights appear on both wings, there is a safety rail at the top of the fin and the long aerial between the undercarriage doors is a feature of the breed. [Image]" (Mason, 216)

-- "L6968 put in a very brief appearance in [04/1940] prior to flying to France early in May for assessment in the Army Co-operation role." (Mason, 212)

-- the same turret is found in the Blackburn Roc, and the Bristol Beaufighter [Mk.V] in game.

Bristol Beaufighter (07/1939) -- Leslie Frise and Roy Fedden -- 5,564 built (UK) -- introduced 07/1940+

2x Bristol Hercules VII 1770hp 14-cylinder sleeve-valve radials -- Mk.II; different Hercules for other marks. (Gunston, 26)

2x Rolls-Royce Merlin XX 1250hp

2x Rolls-Royce Griffon -- one-off

2x Wright GR-2600 Cyclone -- one-off

Data: Gunston

-- also known as Type 156. (Gunston, 26)

-- "During the critical years 1935-1939 the most glaring gap in the RAF's armory was the lack of any long-range fighter, any cannon-armed fighter and any fighter capable of effective bomber escort and night fighting. Leslie Frise and engine designer [Roy] Fedden talked at length of the possibility of creating a single type out of the Blenheim and Beaufort families that could meet all demands, but no official requirement was forthcoming -- other than the strange F.11/37 Specification for a fighter with a heavily armed cannon turret. Eventually the two Bristol leaders did the obvious thing: they proposed a new twin-Hercules 2-seater carrying enough armament to blast anything in front of it out of the sky. By using the wing, tail, landing gear, systems and jigs of the Beaufort it could be put into production quickly. The Air Ministry was enthusiastic and the first of what was to be an historic war-winning aeroplane took the air only 6 months later. A snub-nosed battleship, it was immensely strong, surprisingly maneuverable and a great basis for development. Almost its only operational shortcoming was a tendency to swing on takeoff or landing, and instability at low speeds, which later addition of a large dorsal fin and dihedral tailplane did not fully cure." (Gunston, 26-27)

-- First flight (Type 156 prototype) 07/17/1939. (Gunston, 26)

-- First flight (production Mk I) 05/1940. (Gunston, 26)

-- service delivery 07/27/1940. (Gunston, 26)

-- "R2274 was fitted with a standard Boulton Paul Defiant dorsal turret with [4x0.303"] machine guns, in which form it was called the Beaufighter Mk.V ... When the turret was rotated in flight it did not affect the aircraft's control but the idea was not pursued. the picture was taken at Boscome Down in [05/1941]." (Buttler, 253)

-- "Early models barely exceeded 300mph with low-power Hercules and, in the absence of Griffon engines, 450 were fitted with Merlins, but these were less powerful and accentuated instability. Speed was soon judged less important when the need for night fighters to beat the Blitz became urgent. Equipped with AI Mk IV radar the early deliveries to 25 and 29 Sqns were a major reason for the Luftwaffe giving up the Blitz on Britain. Eventually the 'Beau' served on all fronts, having thimble-nose AI Mk VII in 1942, torpedoes in 1943, rockets in 1944 and a spate of special installations in 1945. A total of 5,564 were built in England and 364 in Australia, the last fighter and torpedo versions serving with Coastal Command, the Far East Air Force and the RAAF until 1960. To the Luftwaffe it was a feared opponent even 500 miles out in the Atlantic; to the Japanese it was 'Whispering Death', so named because of the quietness of the sleeve-valve engines." (Gunston, 27-29)

-- "... T3177 was fitted with Rolls-Royce Griffon engines, 4-blade propellers and semi-annular cowlings and was flight tested at Rolls-Royce's Hucknall airfield." (Buttler, 254)

-- first flight (Mk 21, Australia) 05/26/1944. (Gunston, 26)

-- last delivery (UK) 09/1945; last delivery (Australia) 10/1945. (Gunston, 26)

Short Stirling (05/1939) -- Specification B.12/36 -- four-engine heavy bomber -- 1,759 built -- introduced 08/1940+

Production	Airframe	Engine	Speed	Armament	Bombs
712 total Mk I	Mk I Series 1	V 4x Bristol Hercules II
	Mk I Series 2	VI 4x Bristol Hercules XI 1595hp
	Mk I Series 3	VI 4x Bristol Hercules XI	418 km/h @ 3200m max 346 km/h @ 4572m cruise	front turret 2x Browning F.N.5 dorsal turret 2x Browning F.N.7 rear turret 4x Browning F.N.20A	up to 14,000 lbs
1941 order for 140 cancelled 2 prototypes from N3657 and N3711	Mk II	VI 4x Wright Cyclone R-2600-A5B 1600hp
1,047 Mk III 1943	Mk III	VI 4x Bristol Hercules VI VI 4x Bristol Hercules XVI 1635hp	434 km/h @ 4420m max	front turret 2x Browning F.N.5 dorsal turret 2x Browning F.N.50 rear turret 4x Browning F.N.20A	up to 14,000 lbs
S.34 design only	S.34	VII 4x Bristol Hercules 17SM		dorsal turret 4x20mm Hispano ventral turret 4x20mm Hispano
S.36 design only	S.36	VIII 4x Bristol Centaurus

Data: Norris, 14-15

-- "... the RAF's first 4-engine monoplane bomber to enter service, and the first to be used operationally in [WW2] ... designed from the outset with 4 engines ..." (Mondey, 189)

-- "... built to Specification B.12/36 ... after yet another significant increase in the size of the expanding German Luftwaffe. Up to this time the RAF had envisaged nothing larger than a twin-engined machine for its largest bomber, but B.12/36 now called for a high-speed long-range 4-engine strategic bomber which had to be designed and built at speed." (Norris, 2)

-- "As deliveries of the Halifax and Lancaster built up, so the Stirlings began to be withdrawn for other tasks. They had 2 main drawbacks: an inability to attain the operating altitude of around 20,000 ft (6100m) achieved by the newer bombers, and a bomb bay which could not be adapted to carry the ever larger bombs that were being designed. Bomber Command's last operational Stirling sortie was flown by No.149 Squadron, on [09/08/1944], and at the peak of their use 13 squadrons had been equipped in the bombing role ... Total production of bomber versions amounted to 1,759, of which 712 were Mk Is and 1,047 [were] Mk IIIs." (Mondey, 190)

-- "... criticized for its inability to reach more than 12,000' with a full bomb load, yet this failing was brought about entirely by Air Ministry insistence that the wing span should be no more than 100' so that the aircraft would fit into existing hangars. Another reason for phasing the Stirling out of the Bomber Command front line was its inability to carry anything larger than 500 lb bombs -- a point inherent in the specification to which the aircraft was built." (Norris, 2)

-- "... once in the air it was more maneuverable and responsive than any other aircraft in its class and, time after time, proved its ability to get back to base safely after suffering incredible damage." (Norris, 2)

-- "... Air Ministry decided to place production orders without waiting for flight test results from prototypes. This amounted to an 'off-the-drawing-board' order ... formidable challenge [for Shorts] ... first large landplane the company had built [since 1934 and] their first ever with a retractable undercarriage." (Norris, 2)

-- "Lankester Parker took L7600 into the air for the first time on [05/14/1939], and the aircraft handled satisfactorily throughout the 20-minute test." (Norris, 3)

-- "The maiden flight of N3635, the first production aircraft, took place 5 months later on [05/07/1940]." (Norris, 3)

-- "Over a period of 6 years, a total of 2,382 Stirlings [all marks] were built, more than half of them in Northern Ireland. They were in service with 11 bomber squadrons and made 18,440 sorties. The Stirling is often criticized for its inability to compete with the Halifax and Lancaster; but both these aircraft were 2nd-generation machines which had started their lives as twin-engined bombers. // If Shorts had been allowed to have their way with the wing span of the Stirling, if their proposals for improved aircraft had been accepted, there would have been a lot more written about this bomber. But even without the 'ifs' it is a story which can stand against that of any other aircraft and a story which has assured the Stirling of a place among the 'immortals' of [WW2]." (Norris, 15)

Mk. I -- 712 built

-- "The prototype Stirling made its first flight on [05/14/1939], but was written off when a brake seizure caused the landing gear to collapse on landing ... 7 months later the 2nd prototype flew, powered like the 1st with [V 4x Bristol Hercules II 1375hp] engines. The first production Stirling, flown on [05/07/1940], had [VI 4x Bristol Hercules XI 1595hp] and deliveries to the RAF began in [08/1940], when No.7 Squadron at Leeming began to replace its Wellingtons with the first of the new 4-engined bombers. The Stirling was 'blooded' on the night of [02/10/1941-02/11/1941], when 3 aircraft from No.7 Squadron attacked oil storage tanks at Rotterdam." (Mondey, 189)

-- "In service the Stirling was to prove popular with crews and very maneuverable -- a useful attribute when it was attacked by German fighters, and one which earned it the contemporary nickname 'the fighter bomber'. One Stirling of No.218 Squadron, returning from a night raid in [06/1942], survived attacks from 4 German night fighters and destroyed 3, before returning battered but safe to its base." (Mondey, 189)

-- "The Mk. I Series I ... used [4x Bristol Hercules II] engines in full monocoque nacelles; but when the [4x Bristol Hercules XI] became available Shorts redesigned the power units to incorporate engine mountings of welded tube framework for a version known as the Mk. I Series II. Complete Bristol-designed power units became available later and all subsequent Mk. I Stirlings were known as the Series III." (Norris, 4)

Mk. II -- 2 converted from Mk.I, and 3 built

-- "Plans to build Stirlings in Canada were made in 1941 ... later cancelled. This was to have been the Mk II, powered by [VI 4x Wright Cyclone R-2600 1600hp] ... but this variant was not adopted as the supply of Hercules engines was proving sufficient ..." (Mondey, 189)

Mk. III -- 1,047 built

-- "The Stirling III had [VI 4x Bristol Hercules VI or XVI 1635hp]; apart from their minimal extra power, the main advantage of this powerplant was that it was far easier to maintain. The Mk III was given a new dorsal turret, flatter profile, to replace the angular model of the Mk I, and some internal changes were made." (Mondey, 189)

-- "Minor differences were the fitting of the improved F.N.50 dorsal turret used in the Lancaster ... larger fuel tanks and a revised interior layout with fewer windows in the rear fuselage

S.34 design

-- "A vastly improved Stirling design had been suggested by Shorts even before the start of the war [to Specification B.1/39]. This aircraft had a larger wing span, a modified fuselage with dorsal and ventral turrets each housing [4x20mm Hispano], and was powered by the high-altitude Hercules 17SM engine, but this design was not accepted by the Air Ministry." (Norris, 14)

S.36 design

-- "Another suggestion, this time for a 'Super Stirling' was made in 1941 when Shorts entered their S.36 design [to Specification B.8/41]. The S.36 was to have a wing spanning 135' 9" and was to use Bristol Centaurus engines. Gross weight was to have been 104,000 lbs and the estimated range was 4,000 miles at 300 mph carrying a 10,000 lb bomb load. The Air Staff found this proposition attractive but eventually decided against it in favor of increased Lancaster production. // Thus there was no 2nd-generation Stirling ... " (Norris, 14)

Mk. IV

-- "From the beginning of 1944 ... main role became that of glider tug and transport ... under the designation Mk. IV." (Mondey, 190)

-- "2 Stirling III's served as prototypes for the new version [Mk IV], and were first flown in 1943 ... nose and dorsal turrets removed and apertures faired over ... tail turret was retained." (Mondey, 190)

Mk. V

-- "The last production version was the Mk. V unarmed transport, first flown [08/1944]." (Mondey, 190)

Premium

Vickers Venom (06/1936) -- 1 built

Miles M.20 (09/1940) -- Specification F.19/40 -- F.G. Miles -- 2 built

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)

CAC CA-12 Boomerang (05/1942) -- 105 built

Edited by J311yfish, 14 May 2021 - 04:52 PM.

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J311yfish #7 Posted 09 July 2014 - 06:07 PM

Second Lieutenant

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Tier VI

Supermarine Spitfire V (02/20/1941) -- R.J. Mitchell, continued by Joseph Smith -- introduced 02/1941 //

Supermarine Seafire -- introduced 01/1942+

Hawker Tornado (10/1939) -- Specification F.18/37 -- Sydney Camm -- [ref: Tornado]

Production	Airframe	Engine	Speed	Armament	Bombs/Rockets
1 (FF 10/1939) 1 (FF 12/1940)	P5219 prototype P5224 prototype	VII Rolls-Royce Vulture II 1760hp (3-blade 14' prop)	680 km/h @ 7000m	IV provision for 12x7.62 (P5219) VI provision for 4x20mm (P5224)
(2 adapted)		VII Rolls-Royce Vulture V 1980hp (3-blade 13.25' prop)	641 km/h @ 7010m
1 (FF 08/1941)	R7936 production	VII Rolls-Royce Vulture V 1980hp (various props)
1 (FF 10/1941) 5 cancelled	HG641 prototype HG636-HG640	VIII Bristol Centaurus C.E.4S 2210hp (various 3- or 4-blade props) 5 cancelled prototypes instead used for Tempest	647 km/h @ 5486m

Data: Darling

Notes:

-- prototype P5219 first flight 10/06/1939 (Mason, 311); second prototype P5224 first flight 12/05/1940; first production model R7936 flown 08/29/1941 (Mason, 312); prototype HG641 flown 10/23/1941 (Mason, 313)

-- "When Hawker Aircraft began developing an aircraft to Specification F.18/37 [replacement for the Hurricane and Spitfire] it was drafted as a single seat interceptor, designed to be powered by either the Napier Sabre or Rolls-Royce Vulture. To cater for both engines, Hawker's were contracted to build 4 prototypes, those for the Sabre being known as the 'N-type' [Napier] whilst those for the Vulture became the 'R-type' [Rolls-Royce]; eventually the former became the Typhoon, while the latter became known as the Tornado. The proposals were presented to the Ministry in [01/1937], being accepted on [04/22/1938]. As Hawker's were at maximum capacity building Hurricanes for the [RAF], the Air Ministry requested that another group company, 'A.V.Roe', would build the production Tornado, although design management would rest with the main company." (Darling, 13-14)

-- "While Napier were working towards a high performance engine [the Sabre], Rolls-Royce were also engaged in creating a similar powerplant. Named the Vulture, it was in fact two Kestrel engines [engine used in Hawker Fury] driving along a common driveshaft, the whole being arranged in an 'X' formation and having 24 cylinders in total. The engine was constructed using two aluminum alloy crankcases complete with integral heads with steel cylinder liners. Each cylinder was fitted with two exhaust valves operated by an overhead camshaft. Operational development and subsequent testing began in 1937, with flight-testing being undertaken in the Hawker Henley prototype." (Darling, 13)

-- "... 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 [01/1941], and although much design work was carried out ... suspended [07/1941]." (Mason, 312)

-- "At the end of 1940 Rolls-Royce was still committed to the production of the Vulture. Altogether 88 of these engines were produced in 1940 and 337 in 1941. It was not until [03/1942] that production ceased altogether …" (Lloyd, 69)

-- "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)

-- "The airframe followed Hawker's previous practices, using a metal-brace structure of tubular construction for the fuselage, although the original fabric covering was replaced by aluminum sheet flush-riveted to the framework. The numerous access panels let into the fuselage were of close tolerance, to reduce airflow turbulence. The cockpit canopy sections were backed by a distinctive fairing that would terminate in tail surfaces similar in outline to the earlier Hurricane. The powerplant in this prototype was the [Rolls-Royce Vulture II 1760hp] which in turn enabled the Tornado to achieve a maximum speed of 423 mph (680 km/h) at ... 23,000 ft (7,000m)." (Darling, 15)

-- "The wings were built as separate assemblies, and were attached to the fuselage by 4 bolts, 2 for each wing spar. Each wing section was cranked, the inner section with an anhedral set at 1 degree, whilst the outer sections featured dihedral of 5.5 degrees. Incorporated into the inner sections were the undercarriage bays, which held the strongly built undercarriage legs. Fuel was carried in self-sealing tanks in the leading edge of this section, whilst situated in the outer panels were the armament bays, and the landing lights in the leading edge. Of the flight controls, only the rudder was fabric covered, the fabric tightened with cellulose dope, whilst the remainder, including the split flaps, was metal-covered." (Darling, 15)

-- P5219 maiden flight with under-nose radiator 12/06/1939. (Darling, 16)

-- P5219 still the only prototype to F.18/37 by 05/1940. (Darling, 16-17)

-- P5219 first flight at all-up weight [full fuel, 12xBrowning, ballast to simulate ammunition]; reached 638 km/h @ 6,340m with climb to 6,000m just over 6 minutes ... "However, this period of glory was short-lived as the Vulture would suffer a catastrophic failure on [07/31/1940] when at least 2 connecting rods fractured." (Darling, 17)

-- P5224 2nd prototype first flight 12/05/1940 [with several changes including provision for 4x20mm Hispano]. (Darling, 17-18)

-- both prototypes tested 03/1941 with intended production engine [Rolls-Royce Vulture V 1980hp] ... 640 km/h @ 7,100m. (Darling, 18)

-- R7936 [built by Avro] 1st production flight 08/29/1941. Used for testing various engine and propeller configurations after cancellation of the Rolls-Royce Vulture, including the Bristol Centaurus. (Darling, 18)

-- "As an alternative to the Vulture it was proposed to install the Wright Duplex Cyclone Type C ... or the Fairey [P.24] Monarch ... Design work began [01/1941] at Kingston, and continued until [07/1941] when the [MAP directed termination]." (Darling, 18)

-- "Hawker's new fighter [Tornado] might have been cancelled, but its contribution to the subsequent [Typhoon II], Tempest and Sea Fury development programs cannot be underestimated." (Darling, 18)

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

-- see Typhoon development notes

-- HG641 prototype for Tempest Mk. V. (Jones & Ward, 87)

Bristol Centaurus IV

-- 2,300hp, 18-cylinder, two-row air-cooled sleeve-valve radial. (Lumsden, 130)

-- two-speed, fully/medium supercharged. (Lumsden, 130)

-- retrospective conversion capability to Centaurus V or VII. (Lumsden, 130)

-- aircraft: Hawker Tornado, Hakwer Tempest II; Bristol 163 Buckingham I; Folland Fo.108 43/37; Vickers 413 Warwick ASR.II, Vickers 484 Warwick C.IV. (Lumsden, 130)

Fairey Barracuda (12/1940) -- Specification S.24/37 -- Marcel Lobelle -- 2+2,600 built -- (delayed) Mk.II introduced 01/1943+

(original plan) -- VI Rolls-Royce Exe 1200hp

Prototypes and Mk.I -- VI Rolls-Royce Merlin 30 1300hp -- 2x Vickers K rear cockpit

Mk.II and Mk.III -- VII Rolls-Royce Merlin 32 1640hp -- 239mph @ 1750' (Mk.III)-- 2x Vickers K rear cockpit

Mk.IV (FF 11/1944) -- Rolls-Royce Griffon VII

Mk.V -- IX Rolls-Royce Griffon 37 2020hp -- 253 mph @ 10,000' -- single forward-firing Browning gun

Notes:

-- "... designed to Specification S.24/37 for a torpedo/dive-bomber/reconnaissance aircraft to replace the Albacore ... 2 prototypes were ordered. The first [P1767] flew on [12/07/1940], the second [P1770] following on [06/29/1941] but work on other projects delayed production, the first Mk I of an initial batch of 25 flying on [05/18/1942]." (Hooks, 68)

-- "... succeeded in re-introducing the dive-bombing tactic to [FAA] operations." (Mason, 340)

Mk.I

-- "The design was a continuation of the familiar Fairey Battle-Fulmar-Firefly formula, with pilot located well forward and the gunner well aft, with a long transparent superstructure extending between cockpits. A third crew member, however, dictated the provision of a cabin beneath the wing spars ... It soon transpired that Admiralty interest centered more on the dive-bombing tactic than the torpedo attack ... Lobelle therefore took the opportunity to fit large Fairey-Youngman flaps -- large adjustable aerofoils attached to the wing trailing edge but below and aft of it; these could be used to increase lift for take-off, allow a steeper and slower approach to landing and, when set at a negative angle of incidence, allow a rapid rate of descent in a dive, while limiting the airspeed." (Mason, 340)

-- "An early setback occurred when the proposed engine, the [Rolls-Royce Exe 1200hp] 24-cylinder X-type pressure-air-cooled sleeve valve engine, was abandoned late in 1939, and delays followed with the necessity to reposition the wing to cater for the lighter but more powerful Merlin 30." (Mason, 340)

-- "The very wide range of external stores (apart from the 18" torpedo specified), which had to be cleared through the experimental establishments, included 2 types of sea mine, depth charges, 500lb AP and GP bombs and 1000lb HE bombs." (Mason, 340-341)

Mk.II

-- "...powered by the Merlin 32. Orders for this version had been placed with Blackburn, Boulton Paul and Westland, and production accelerated fairly quickly, and 10 further operational squadrons being equipped with Barracudas during 1943." (Mason, 341)

-- "A number of changes were made for the main production model, the Mk II fitted with air-to-surface vessel (ASV) radar, manufacture of 1,720 being spread between Fairey, Blackburn, Boulton Paul and Westland, although the last built only 18, while Mk III production totaled 852 by Fairey and Boulton Paul. Mk IIs were powered by [Rolls-Royce Merlin XXXII 1640hp]." (Hooks, 68)

-- "The first squadron to be equipped was No 822 at Stretton in [01/1943] and the Barracuda force built up steadily, the first action being with No 810 Squadron on HMS Illustrious during the Salerno landings [09/1943], but in [04/1944] came an attack on the [German] battleship Tirpitz anchored in Kaafjord, Norway, when 4 squadrons of Barracudas with an 80 fighter escort achieved 15 direct hits, immobilizing the target, further attacks following." (Hooks, 68)

-- "The [Barracuda] dive bombers attacked in 2 waves, scoring between 10 and 15 direct hits with 500lb SAP and 1000lb HE bombs and, although there was never much chance of sinking the big ship [Tirpitz] with such bombs, the damage to superstructure and below decks must have been considerable, for it prevented her from putting to sea during the summer." (Mason, 341)

-- "For the ship-search role, the Barracuda was equipped with ASV Mk.IIN, whose yagi array aerials were mounted on the upper surface of the outer wings." (Mason, 342)

Mk.III

-- first flown in 1943; appeared end of 1944; anti-submarine operations with depth charges and ASV Mk.X "centrimetric radar employing a scanner enclosed in a radome under the rear fuselage." (Mason, 342)

Mk.IV and Mk.V

-- final version; Rolls-Royce Griffon; "entirely revised design, intended for the Far East. It was not, however, ready for delivery before the War in the Pacific ended, and none served in an operational squadron. The prototype [P9976] was a converted Mark II powered by a Griffon VII and first flown on [11/16/1944]. Production Mark Vs, with [Griffon 37 2020hp] carried only 2 crew members, pilot and navigator/radar operator, and had an entirely new wing with increased span and square tips. The fin and rudder were progressively enlarged ... only 30 Mark Vs were built, although some earlier Mark IIs and IIIs were converted." (Mason, 342)

-- "As previously stated, the Barracuda's service did not include torpedo operations, principally owing to diminishing opportunities in European waters during the last 2 years of the war. For such operations in the Far East, the [FAA] increasingly depended on the excellent Grumman Avenger." (Mason, 342)

-- withdrawn from FAA 07/1946 when Squadron 827 disbanded; Squadron 815 reformed with Barracuda III's 12/01/1947 until 05/1953. (Mason, 342)

-- "In the Pacific, Barracudas were operating from HMS Illustrious and Indomitable, while others from Implacable were involved in anti-shipping strikes off Norway. The type's last wartime action was against Japanese ships defying the ceasefire in [09/1945]." (Hooks, 68)

-- "... served with 58 units during [WWII] and continued in service post-war when the Mk V flew. While initial comments from various quarters were unkind to the Barracuda, the aircraft proved its worth in action after early problems were solved." (Hooks, 68)

-- "... Boulton Paul Aircraft, Ltd. formed part of the Group responsible for the production of the Fairey Barracuda." (Gunston, 109)

Fairey Fulmar (01/1940) -- Specification P.4/34, O.8/38 -- Marcel Lobelle -- 600 built -- introduced 06/1940+

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

V Rolls-Royce Merlin II 1030hp 455 km/h

V Rolls-Royce Merlin VIII 1080hp 272 mph 438 km/h -- Fulmar Mk.I

VI Rolls-Royce Merlin XXX 1300hp 246 mph -- Fulmar Mk.II

8x7.62mm

500 lbs bombs

Data: Hooks

Vickers G.O. rear

Data: King

-- From Operational Requirement OR.56 came Specification O.8/38 for a 2-seat naval fighter with [urgent] first delivery by 09/1939. Fairey modified their earlier [unaccepted] P.4/34 light bomber prototype to meet O.8/38, with folding wings, deck-landing gear, [etc.] and this became the Fulmar. (Hooks, 63)

-- no prototypes; first production aircraft N1854 first flight 01/04/1940 with Rolls-Royce Merlin VIII 1080hp engine. (Hooks, 63)

-- first entered service with No 806 Squadron, Eastleigh 06/1940. (Hooks, 63)

-- 150 Mk. I's produced; 450 Mk.II's with Rolls-Royce Merlin XXX 1300hp. (Hooks, 63)

-- "The Fulmar was the first FAA fighter with 8 wing-mounted machine-guns but as a 2-seater lacked the performance of single-seat fighters, although said to be maneuverable with a good take-off performance and endurance it secured a number of victories against slower bombers and seaplanes. During the Swordfish attack on the Italian Navy at Taranto, Fulmars provided fighter cover and destroyed 6 enemy aircraft." (Hooks, 63)

-- "The 8 Browning guns were installed in 2 compact batteries of 4, well outboard, and staggered as in the Hurricane. The pilot had a reflector sight. A Light Series bomb-carrier was sometimes fitted beneath the starboard wing, and as a wartime emergency measure a Vickers G.O. gun was mounted in the rear cockpit." (King, 180)

-- "Night intruder raids from Malta bases, protection of convoys to Russia and Sicily operations were among the Fulmar's tasks and the type destroyed 112 enemy aircraft between [09/1940] and [08/1942], almost a third of the FAA's wartime victories. 15 operational and 24 second-line squadrons plus No 784 Night-fighter Training Squadron at Drem operated Fulmars and it served in most European theaters plus the 1942 defense of Ceylon and the Suez Canal Zone." (Hooks, 63)

-- "... designed without any rearwards-facing armament, operational crews resorted to Tommy guns, flare pistols and in desperation, bundles of toilet paper thrown into the slipstream to confuse a pursuer. Nevertheless, against unescorted bombers, the Fulmar did quite well in protecting Mediterranean convoys, although the best Axis bombers were usually fast enough to escape the plodding fighter." (Winchester, 32)

-- "While it may not have received much publicity, the Fulmar was an integral part of the FAA and performed with distinction aboard 14 carriers from HMS Ark Royal to Battler." (Hooks, 63)

Fulmar II concurrent with Sea Hurricanes and Sea Spitfires

Merlin 32

De Havilland DH.98 Mosquito (11/1940) -- R.E. Bishop -- 7,781 built -- introduced by 09/1941+ //

De Havilland Sea Mosquito (tested 03/1944) -- introduced 11/1945+

Notes:

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

-- "...probably the most useful Allied aircraft of [WWII]. Fighter, bomber, night-fighter, attack aircraft, torpedo-bomber, transport -- these are just a few of the roles that de Havilland's design performed with miraculous success ... one of [RAF's] most valuable planes." (Winchester, 64)

-- "7,781 Mosquitoes in 43 versions were manufactured in England (6439), Canada (1134) and Australia (208)." (Winchester, 64)

Sea Mosquito

-- "A converted Mosquito VI, LR959 with improvised arrester gear, was the first British twin-engine aircraft to land on a carrier when Lt Cdr Eric Brown took it aboard HMS Illustrious on [03/02/1944]." (Hooks, 96) [Note: Lt Cdr Eric Brown was also the first to land a jet on an aircraft carrier; he did so with the De Havilland Sea Vampire and HMS Ocean 12/03/1945.]

-- "50 Sea Mosquito TR.33 long-range strike aircraft capable of carrier-borne operations were received by the [FAA], the first [TW227] flying on [11/10/1945]." (Hooks, 96)

-- "Production models were powered by [Rolls-Royce Merlin 1640hp] and later models were the TT.39 high-speed target-tug and TR.37, a developed version of the TR.33. Navy shore detachments used a number of standard Mosquitoes delivered from RAF stocks." (Hooks, 96)

57mm Molins 6pdr

-- "The last of the big guns used operationally by the RAF had a convoluted development history ... the Molins 6pdr was designed as an automatic anti-tank gun for the army and was later adopted by the RN for coastal craft. Molins then developed their weapon for aircraft use, offering it to the RAF in 1943 as a replacement anti-tank weapon [replacement of Vickers S 40mm as used in Hurricane IID]. The RAF duly ordered 36, the [57mm Molins 6pdr] first being fitted to a Mosquito in [07/1943], with a total of 27 of what became the Mark XVIIIs being constructed. Before they saw action, requirements changed again and the 'Tsetses', as they were dubbed, were handed over to Coastal Command for anti-submarine and anti-shipping duties, which they performed with distinction. The massive recoil load was absorbed by an 80cm recoil movement, which as with the Class S kept the peak loads very low." (Williams, 151-153)

-- "... 57mm Molins gun carried by Coastal Command's Mosquito XVIII anti-submarine aircraft ..." (Williams, 41)

--- "The Molins gun had a chequered history, being designed in 1942 as an automatic version of the army's anti-tank gun for mountain on a fast, wheeled tank-destroyer, the autoloader being designed by the Molins company. The arrival of the German Tiger tank switched the army's interest to bigger things, so Molins offered the gun to the navy instead (and subsequently to the RAF ...) ... [technical details] ... capable of 40 rpm." (Williams, 128)

Bomber

-- "The first Mosquitoes to enter service with the RAF were the Photo-Reconnaissance models in [09/1941] ... During these operations the Mosquito crews found that they were able to outpace all the latest German fighter aircraft. // On [11/15/1941], No. 105 Squadron, which was based at RAF Swanton Morley in Norfolk, received its first Mosquito B.IV bomber. However, production of the new aircraft was slow, and it was not until [05/1942] that the Squadron flew its first operational sorties to Cologne. // In mid-1943 the B.IX was introduced with increased bomb capacity and the 'Oboe' navigational aid for Pathfinder duties. These specialist bombers would lead RAF Bomber Command's Pathfinder Force over enemy territory and lay down target markers. This greatly improved the accuracy of Bomber Command raids and made a significant contribution to the RAF's strategic night-time bomber offensive against the Third Reich." (Crosby, 76-77)

-- "The B35 was the ultimate bomber variant ... remained in service with RAF Pathfinder units until being replaced by the jet-powered Canberra in 1953." (Crosby, 77)

-- "Mosquito bombers and fighters were operational by [05/1942] and from then on all 3 versions of the immortal 'Mossie' were progressively developed to suit the changing military situation, becoming in the process ever faster, heavier and increasingly difficult to intercept." (Jackson, 407)

B.IV Series I

-- PR/Bomber Conversion renamed B.IV Series 1 prior to operational service; 2,000 lb bomb load; FF 09/08/1941 (Bowman 1997, 164)

B.IV Series II

-- day and night unarmed bomber; [VI 2x Merlin 21 or 23's]; 292 built; 1 converted to B.XVI prototype; 2,000 lb bomb load (Bowman 1997, 164)

-- In 8 Group (Pathfinder group), 54 were modified to carry a 4,000 lb bomb; 27 converted to carry Highball mines. (Bowman 1997, 164)

B.V

-- projected bomber version with 2x500 lb bombs (W), strengthened wing, 2x 50 gallon drop tanks; did not enter production (Bowman 1997, 164)

B.VII

-- Canadian bomber version based on B.V. FF 09/24/1942; 25 built; not used outside of North America (Bowman 1997, 164)

B.IX

-- unarmed high-altitude bomber, not pressurized; FF 03/24/1943; 54 built. [VII 2x Merlin 72/73 or 76/77]; a few modified to carry 4,000 lb bomb in internal bay (Bowman 1997, 164)

B.XVI

-- same as PR.XVI and initially designed to carry a 3,000 lb bomb load but capable of up to 4,000 lb of bombs; prototype from B.IV FF 01/01/1944; 402 built. (Bowman 1997, 164-166)

B.XX

-- Canadian bomber version of the B.IV Series II with [2x Packard-built Merlin 31 or 33 1460hp]; 245 built. (Bowman 1997, 164-166)

B.23

-- Canadian version of the B.IX to be powered by [2x Packard-built single-statge Merlin 69 1750hp] but none built. (Bowman 1997, 164-166)

B.25

-- Canadian version, uprated version of B.XX with improved Packard-built single-stage Merlin 25's. 2,000 lb bomb load; 400 built. (Bowman 1997, 164-166)

B.35

-- day and night bomber with enlarged bomb bay for 4,000 lb bomb or 4x500 lb bombs, like the B.XVI, except for [2x Merlin 113/114], later [VIII 2x Merlin 113A/114A 1710hp]; 274 built; FF 03/12/1945; 41 delivered by VE day, though none saw service until after war, mostly with RAF oversees. (Bowman 1997, 164-166)

Handley Page Halifax (10/1939) -- Specification P.13/36 -- four-engine heavy bomber -- 6,176 built -- introduced 11/1940+

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Tier VII

Supermarine Spitfire IX (~04/1942) -- R.J. Mitchell, continued by Joseph Smith -- introduced 06/1942

Hawker Typhoon (02/1940) -- Specification F.18/39 -- Sydney Camm -- [ref: Typhoon] -- 3,317 built -- introduced 09/1941+

Production	Airframe	Engine	Speed	Armament	Bombs/Rockets
FF 02/24/1940 FF 05/03/1940 3300 total	P5212 (Typhoon Mk.IA) P5216 (Typhoon Mk.IB)	VII Napier Sabre I 2100hp		12x7.62mm Browning or 4x20mm Hispano (W)	2x1000 lb bombs or 8 or 12x60lb rockets
		Napier Sabre IIA 2180hp	664 km/h @ 6000m
		VII Napier Sabre IIB 2200hp	663 km/h @ 5791m*
		Napier Sabre IIC 2260hp

* 412mph @ 19000'

Data: Winchester

Notes:

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

-- "... the finest close-support aircraft of World War II ... designed as an interceptor, but made its name as a high-speed, low-level strike aircraft. It was one of the Allies' most important anti-tank weapons ... Bomb-armed Typhoons were known as 'Bombphoons' and were very effective ground-attackers." (Winchester, 120)

-- 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 10/06/1939 as Hawker Tornado ... Sabre-engined Typhoon prototype P5212 flown 02/24/1940 ... 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, nicknamed the 'Tiffy', did not reach its first operational squadron until [09/1941]." (Winchester, 120)

-- "Rushed into service in 1941 as an FW 190 destroyer, the Typhoon was fast enough to do the job but was not as agile as its foe, and its engine was plagued by reliability problems. // But as a low-level close-support machine, the Typhoon was supreme. It was a superb gun platform, and could carry and deliver with precision a heavy load of bombs or air-to-surface rockets." (Winchester, 121)

-- "...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)

-- "The top-scoring Typhoon 'ace' was J.R. Baldwin, with 15 aerial victories." (Winchester, 120)

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

-- a navalized Typhoon [P.1009] for Specification N.11/40 in early 1941 did not materialize; Blackburn Firebrand chosen instead (Mason, 327)

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

-- first production first flight R7576 05/26/1941. (Jones & Ward, 87)

Blackburn Firebrand (02/1942) -- Specification N.8/39, N.11/40 -- G.E. Petty -- 3+220 built -- introduced 09/1945+

FF/Production	Airframe/Variant	Engine	Speed	Armament	Bombs
FF 07/1942	F.Mk.I	Napier Sabre III (3-blade prop)		4x20mm
FF 03/1943	T.F. Mk.II	Napier Sabre III
FF 12/1943	T.F. Mk.III	Bristol Centaurus VII (4-blade prop) Bristol Centaurus XI
FF 05/1945	T.F. Mk.IV	Bristol Centaurus IX 2500hp (4-blade prop)

Data: Gunston

Bristol Centaurus IX 2520hp

342 mph

550 km/h

4x20mm

rockets

2x2000 lb bombs

-- FAA's first single-seat monoplane torpedo-bomber. (Hooks, 90)

-- "Blackburn's response to Specification N.8/39, later changed to N.11/40 for a single-seat [FAA] fighter was the Firebrand ... contract awarded for 3 prototypes [to Blackburn] instead of Hawker's submission [Typhoon P.1009 project with folding wings]." (Hooks, 90)

-- first prototype [DD804] first flight [02/27/1942] with [Napier Sabre 2305hp]; 2nd prototype [DD810] flight [07/15/1942]; 3rd prototype [DD815] in [05/1943]. The 2nd prototype underwent deck landing trials on the HMS Illustrious 02/1943. (Hooks, 90)

-- "Changes in requirements when the Seafire entered service required a redesign of the Firebrand as a torpedo-carrier strike aircraft. 9 production aircraft ... were used for various tests ... but with the shortage of Sabre engines, needed for the [Hawker] Typhoon, the type was [adapted to use] the Bristol Centaurus radial, becoming the TF Mk III ... 27 production models being built before main production settled on the TF Mk IV, the first of 102 flying on [05/17/1945]. The first [FAA] squadron to be equipped was No 813 at Ford on [09/01/1945] and production was completed with the 220th aircraft at the end of 1947." (Hooks, 90)

-- "Begun as a shipboard interceptor, the Firebrand evolved through different engine fits and several unusable versions into a 'torpedo-fighter'. First flown in 1942, the first marks were too late for [WWII] and the late ones were unsuitable for Korea. Huge and anything but agile, it was said that the Firebrand was built like a battleship but didn't fly as well. Poor aileron response at low speed and a tendency to float on landing, combined with a terrible view over the nose made the Firebrand a particularly poor carrier-based aircraft, which suffered many landing accidents. The concept of such a specialized aircraft as a high-speed torpedo-bomber was an anachronism in the age of jets and versatile piston-engine aircraft like the Skyraider, and the Firebrand saw little useful service ... The final TF Mk 5A version was cured of most of the type's fixable faults, but saw limited service." (Winchester, 282-283)

-- "To compensate for the torque of the Centaurus engine, the later marks had a grotesquely enlarged tail fin. Powered ailerons on the final version also helped." (Winchester, 283)

-- "... served with 6 squadrons and on 3 carriers, HMS Illustrious, Eagle, and Implacable, the last models being the TF. Mks V and Va with minor modifications, and the type was replaced in 1953 by the Westland Wyvern ..." (Hooks, 90)

-- Flight Magazine 09/27/1945

-- Firebrand rolling with a torpedo attached (Flight Magazine 09/27/1945)

-- Firebrand vs follow-on development Firecrest (Flight Magazine 04/24/1947)

Fairey Firefly (12/1941) -- Specification N.5/40 -- H.E. Chaplin -- 1,702 built -- introduced 10/1943+

FF/Production	Airframe/Variant	Engine	Speed	Armament	Bombs/Rockets

459	Firefly F.1	VIII Rolls-Royce Griffon IIB 1730hp	508 km/h (316mph)	4x20mm	up to 2000 lbs
	Firefly F.1	Rolls-Royce Griffon XII 1815hp

1943	Firefly Mk.III (Z.1835)	Rolls-Royce Griffon 61 1900hp
09/1943	Z.1835	Rolls-Royce Griffon 71
08/1944	Firefly Mk.4	Rolls-Royce Griffon 72	367 mph @ 14,000'
05/1946	Firefly FR.4 (TW687)	Rolls-Royce Griffon 74 1900hp
01/1949	Firefly Mk.5

Data: Bussy

-- "The Firefly followed the same formula [as the Fulmar] but was much more powerful and useful. Designed to N.5/40 -- a merger of N.8/39 and N.9/39 -- it was a clean stressed-skin machine with folding elliptical wings [like Seafire adaptation that ultimately filled the role for cancelled N.8/39 and N.9/39 projects] housing the 4 cannon and with the trailing edge provided with patented Youngman flaps for use at low speeds and in cruise. Unlike the installation on the Barracuda, these flaps could be recessed into the wing. The pilot sat over the leading edge, with the observer behind the wing." (Gunston, 34-35)

-- "Designed to Specification N.5/40 for a 2-seat fighter-reconnaissance aircraft ... the first of 4 prototype Fireflies [Z1826] flew on [12/22/1941] less than 18 months after the mock-up had been approved. The other 3 prototypes [Z1827-Z1829] all flew between [03/1942-09/1942], and a first batch of 200 beginning at Z1830 began deliveries in [03/1943] with [Rolls-Royce Griffon XII 1735hp or 1990hp engines]." (Hooks, 83)

-- "The first production aircraft was flown on [01/05/1943]." (Bussy, 5)

-- first aboard a carrier 07/1943. (Hooks, 83)

-- FAA's first operational unit was No 1770 Squadron at Yeovilton 10/1943. (Hooks, 83)

-- "... embarked on HMS Indefatigable and became operational over Norway in [07/1944] during strikes on the [German] battleship Tirpitz where they attacked gun positions and auxiliary vessels." (Hooks, 83)

--- "... the Firefly was fully appreciated; the pilots being able to turn inside the agile Seafires." (Bussy, 6)

-- "Later joining the British Pacific Fleet based in Sydney, Fireflies of No 1771 Squadron aboard HMS Implacable were operational against shipping and shore targets and became the first British aircraft to fly over Tokyo." (Hooks, 83)

-- "Designed by a team under H.E. Chaplin, the Firefly was produced, during more than ten years of development, in so many variants that [it is necessary] to summarize the various designations which, though logical, may be mildly confusing to some newcomers. There were eight primary marks and the various duties were defined with letters prefixed to these numbers ..." (Taylor, 328)

-- "Production of the Firefly I continued until mid-1946 when 872 had been built, 132 by General Aircraft. Of the Fairey total, 37 were NF.2s, a night-fighter version subsequently converted back to F.1 standard." (Hooks, 83)

-- utilized and/or tested with ASH radar. (Hooks, 84-85)

-- first flight 12/22/1941; first production F.1 08/26/1942; production FR.4 05/25/1945; final delivery 05/1955. (Gunston, 34)

-- other marks followed

VIII Rolls-Royce Griffon IIB 1730hp

316 mph 508 km/h

ceiling 28000'

4x20mm

2000 lbs bombs/rockets

Firefly Mk IV

Rolls-Royce Griffon 74

Firefly -- Rolls-Royce Griffon 1735hp or 1990hp -- 319 mph (Hooks, 83)

The following variant information comes from H.A. Taylor's Fairey Aircraft Since 1915 (22 types and sub-types from 1941 to 03/1956):

Mk.1 series:

-- F.1 -- observer-navigated day fighter

-- F.R.1 -- ASH ship- and submarine-detecting radar in a pod under the engine

-- N.F.1 -- night fighter variant of the F.R.1

-- F.1A -- F.1 converted to F.R.1 standards

Mk.2 series:

-- N.F.2 -- night fight variant with AI (air-interception) Mk.10 radomes close inboard on each side of the center-section of the wing; this variant produced before the N.F.1.

-- T.2 -- dual-control operational fighter-trainer

Mk.3 series:

-- F.1 -- powered by Griffon 61, with 'beard' radiator of earlier mark; prototype conversion; did not go into production

-- T.3 -- trainer variant, unarmed, without the raised rear cockpit, for training observers in anti-submarine techniques

Mk.4 series -- major changes:

-- powered by Rolls-Royce Griffon 74 2250hp, with two-speed two-stage supercharger, 4-blade propeller, radiators in forward extensions of the center-section, square-clipped wings, increased fin area

-- F.R.4 --principal version

-- N.F.4 -- night fighter variant

-- T.T.4 -- target-towing variant with winch under center-section

Mk.5 series -- sub-variants of Mk.4:

-- F.R.5 -- daytime fighter-reconnaissance work

-- N.F.5 -- night fighter variant

-- A.S.5 -- anti-submarine work with sonobuoys

-- T.5 -- F.R.5's converted for training duties with the Royal Australian Navy

Mk.6 series:

-- A.S.6 -- anti-submarine variant, no armament

Mk.7 series (1951):

-- Rolls-Royce Griffon 59 1965hp engine, full-span wing, 'beard' radiator

-- A.S.7 -- anti-submarine variant, no armament, 3-seater with 2 radar operators

-- T.7 -- trainer variant, used to train observers and radar operators

-- U.8 (1954) -- radio-controlled pilotless target-drone and piloted observation aircraft for work on guided missile development

Data: (Gunston, 35):

F.I -- 429 built -- by Fairey and General Aircraft -- 379 with ASH radar, 37 NF.2 night fighters

Mk III

FR.4 -- 160 built -- 2-stage Rolls-Royce Griffon and wing-root radiators -- 120 serving in Korea, 40 to Netherlands

Mk V -- 352 built -- folding wings

AS.6 -- 133 built -- tailored to anti-submarine specifications

AS.7 -- 151 built -- redesigned 3-seater, new tail and wings, distinctive beard radiator

De Havilland 103 Hornet (07/1944) -- Specification F.12/43 -- R.E. Bishop -- 383 built //

De Havilland Sea Hornet (04/1945) -- Specification N.5/44 -- introduced 06/01/1947+

Avro Lancaster (01/1941) -- Roy Chadwick -- 7,373 built -- introduced 12/1941+

Avro Lincoln (06/1944) -- Specification B.14/43 -- Roy Chadwick -- 604 built -- heavy bomber -- to be introduced 05/1945+

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J311yfish #9 Posted 09 July 2014 - 06:08 PM

Second Lieutenant

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Tier VIII

Supermarine Spitfire XIV (04/1944) -- R.J. Mitchell, continued by Joseph Smith

Hawker Tempest (09/1942) -- Specification F.10/41 -- Sydney Camm -- [ref: Tempest] -- ~1,414 built -- introduced 04/1944+

FF/Production	Airframe/Variant	Engine	Speed	Armament	Bombs/Rockets
09/02/1942 06/21/1943; 100 __/__/19__; ___ 05/09/1944; 142	Tempest Mk.V and VI (HM595) Tempest V series I (JN729) Tempest V series 2 Tempest Mk VI (HM595)	Napier Sabre V (also fitted with Sabre IIA) Napier Sabre IIB + spring-tabbed ailerons Napier Sabre V + spring-tabbed ailerons, more	436mph @ 18,500'	4x20mm Hispano Mk.I (W) 4x20mm Hispano Mk. II (W) 4x20mm Hispano Mk. V (W) fully-buried	up to 2000 lb (907kg) of bombs or 8 rockets
02/24/1943	Tempest Mk. I (HM599)	Napier Sabre VI		project abandoned
not flown	Typhoon II (LA594)	Bristol Centaurus IV		abandoned
06/28/1943	Tempest Mk. II (LA602)	Bristol Centaurus IV	"440mph"
09/18/1943	Tempest Mk. II (LA607)	Bristol Centaurus IV (and others)
11/27/1944	Tempest Mk. III (LA610)	Rolls-Royce Griffon IIB		completed as F.2/43 Fury with Griffon 85
not flown	Tempest Mk. IV (LA614)	Rolls-Royce Griffon 61		project abandoned
10/19/1945	Tempest Mk. V exp. (SN354)			2x40mm Vickers P

Data: Mason

Notes:

-- 5 cancelled Tornado prototypes (HG636-HG640) instead became prototypes for 'Typhoon II' (Tempest); LA594, LA602, LA607, LA610, LA614. (Mason, 4-5)

-- 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 08/1942; HM595 Tempest V prototype first flight 09/02/1942; HM599 Tempest I prototype first flight 02/24/1943 ... 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) 05/09/1944 ... first production Tempest V flight JN729 06/21/1943 (Mason, 329-333); first Tempest II prototype flight 06/28/1943 (Mason, 338); second Tempest II prototype LA607 flew 09/18/1943 with a Centaurus IV engine [did not progress]; first Tempest II production MW374 flight 10/04/1944. (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)

Tempest V

-- 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 [06/1944], 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 [06/13/1944- 09/05/1944]." (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 ... [11/1944]. No other Allied fighter approached this tally of enemy jets." (Mason, 335-336)

-- "During 1944 it was flown by experienced USAAF pilots over the south of England in numerous analytical mock combats with other Allied fighters and, although considered to be slightly inferior to the P-51D Mustang, 'it ran rings around the P-47D Thunderbolt.' It was generally assessed as the RAF's best fighter to reach service before VE-Day." (Mason, 7)

-- "...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)

-- "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 [10/19/1945], it was later delivered to Boscombe Down for extensive firing trials. Compared with the 15 rounds per 40mm [Vickers] 'S' gun carried by the Hurricane IID, the Tempest V with 'P' guns could accomodate 38 rounds per gun." (Mason, 336-337)

-- 800 total Tempest V's built; 49 cancelled. (Mason, 14)

Tempest VI

-- 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)

-- 142 total Tempest VI's built; 49 cancelled. (Mason, 14)

Tempest II

-- "Had it not been for the protracted development difficulties with the Bristol Centaurus radial … the Tempest II would almost certainly have eclipsed the [Tempest V]. As it was this rugged 440 mph version never saw action in Europe … as delay followed delay in 1943 and 1944, its whole operational concept became associated with the War against Japan." (Mason, 11)

-- 472 total Tempest II's built; 1,048 cancelled. (Mason, 14)

Westland Wyvern (12/1946)-- Specification N.11/44 -- Edward Petter and John Digby -- 127 built -- (protracted) introduced 05/1953+

Notes:

-- "The initial conception of the Wyvern, the last fixed-wing aeroplane to be produced by Westland, was that of Edward Petter who had received considerable encouragement and support from Commodore (later, Rear Admiral Sir Matthew) Slattery, when he was Director General of Naval Aircraft Development and Production at the MAP. During [03/1943-08/1943] Petter and Dennis Edkins, his personal assistant, had produced a number of project drawings for naval torpedo-carrying aircraft, at least two of which, to meet [Specification S.6/43 and S.11/43], had piston engines driving contra-rotating propellers ... [the so-named P.9 project] formed the basis of the Westland W.34, of which the predominant features were a large 'humped' fuselage with the cockpit high on top to provide the pilot with an excellent forward view, a near-elliptical planform low wing and a large fin and rudder of similar shape. // Without the customary formalities of a preliminary competitive Design Study stage, Westland representatives attended a meeting with, the Controller Supplies (Air) on [04/14/1944], at which the company was nominated to design an aircraft based on W.34 to meet a new requirement, N.11/44, being drafted around it ... on [05/01/1944] submitted proposals for the use of propeller-turbine engines instead of the agreed Rolls-Royce Eagle. On [08/02/1944] the Ministry of Supply decided that the W.34 should begin life with the Eagle and that 20 pre-production aircraft should be built with this engine ... By the end of [09/1944] the broad design had been settled and the main requirements established ... In addition, the Air Ministry had shown some interest ... in the long-range escort fighter role for possible use by the RAF in the Far East theater of operations and 2 of the 6 prototypes had been reserved as variants for RAF use. Later, specification F.13/44 was drafted to cover this; however, with the advent of the Gloster Meteor jet fighter and gas-turbine engine development generally, this interest was to wane ... and ultimately, all prototypes were allocated for Naval development flying. " (James, 285-286)

-- "By this time Petter had left Westland ... Thus it was John Digby who was charged with the task of establishing the detailed design of the W.34. Specification N.11/44 called for a long-range day fighter, able to operate from aircraft carriers and shore stations. As a fighter, air-to-air combat was envisaged as the aircraft's principal role, but it was also required to be able to carry weapons suitable for attacking ships or land targets without prejudicing the primary fighter role ... maximum speed was expected to be 500 mph with a cruising speed of at least 340 mph and a duration of 2.5 hours at this speed plus 15 minutes combat at 10,000 ft and 45 minutes at the maximum speed attainable at 20,000 ft. A minimum radius of action of 275 miles pluse a 15 minutes loiter at 10,000 ft were also required. Power wing-folding and spreading, an undercarriage designed for a rate of sink of 12 ft per second but with attachment points capable of accepting 14 ft per second, and the possible use of the undercarriage as a dive-brake were part of this exacting Specification. A comprehensive array of communications and navigation equipment was required, as was a heavy fixed armament of [4x20mm Hispano Mk.V] ... The disposable weapon load, carried externally, was [8x60 lb rockets], [1x2,000 lb bomb] or [3x1,000 lb bombs], or [1x18" Mk.XVIII torpedo] or [1x1,1820lb Mk.VI mine] as required. Once again, it was stressed that provision for the carriage of these weapons was not to prejudice the aircraft's primary air combat function ... Major constraints on the design were the maximum external dimensions ... to fit onto existing aircraft carrier lifts and occupy minimum space ..." (James, 286-287)

-- "Design of the [Rolls-Royce] Eagle [engine] had begun in 1942 with the aim of producing an engine more powerful than any other then running ... 2,808 cubic inch capacity engine, equivalent to 46 liters, had 2 crankshafts, each driven by 12 sleeve-valved cylinders, turning a 2-stage 2-speed supercharger with inter-coolers at the rear of the engine and, initially, a single propeller shaft at the front. Later ... a new reduction gearbox to turn the 13' diameter 8-bladed contra-rotating propeller was embodied in the Eagle 22 ... [clever solution to shorten the landing gear as they retracted, first employed on Gloster Meteor]." (James, 287-288)

-- Meeting 10/02/1944 discussed Mk.I (to be powered by Rolls-Royce Eagle) and Mk.II (to be powered by new RB.39 Clyde propeller-turbine) ... "Forecasts for Clyde deliveries were wildly optimistic. The first was expected to be ready in [12/1945 but in reality not run until 08/05/1945 and not delivered until summer 1948]." (James, 289)

-- engine delays; 20 pre-production aircraft built to Specification 17/46P (James, 290)

-- The Clyde engine was the world's first two-spool engine. (James, 290)

-- The Armstrong Siddeley Python engine was also considered though it was still early in its development. (James, 290)

-- [technical details] (James, 290)

-- 1st prototype (TS371) completed 10/1946. (James, 291)

-- 1st prototype first flight 12/16/1946; named Wyvern early 1947; first flight of the Rolls-Royce Eagle engine, "the most powerful and last piston-engine to be produced by Rolls-Royce and ... the first 8-blade contra-rotating propeller to be developed in Britain." (James, 291)

-- 2nd prototype (TS375) completed 08/1947. (James, 292)

-- 2nd prototype first flight 09/10/1947; 10/13/1947 informed by Ministry of Supply that A.S. Python engine preferred; crashed 10/15/1947. James, 292)

-- deck landing trials beginning 05/1948 ... 06/1948 HMS Implacable ... continued up to 06/1949 with HMS Illustrious. (James, 294)

-- first flight (VP120) with Python engine 01/18/1949. (James, 294-295)

-- [many development snags] (James, 295-302)

-- "... the first aircraft to reach the squadron, VZ755, arrived on [05/20/1953] having been delivered to RNAS Stretton for the fitment of certain items of Service equipment on [05/08/1953]." (James, 299)

-- "The Wyvern ... will be remembered as the first propeller-turbine powered aircraft to serve in aircraft carriers and, of course, the last fixed-wing type of Westland design to be built. Its epitaph could very well be a comment by Harald Penrose. 'The Wyvern was very nearly a very good aircraft.'" (James, 303)

734 km/h @ 7010m

4x20mm Hispano Mk.V (W) (James, 303)

3x1000 lb bombs or

16x25 lb rockets or

16 x90 lb rockets

TF.Mk.I -- Rolls-Royce Eagle 22 24-cylinder horizontal-H liquid-cooled supercharged 2,690hp

TF. Mk.II -- Rolls-Royce Clyde twin-spool reverse axial-flow propeller-turbine 4,000 shp + 1,500 lb residual thrust + 13' Rotol Airscrews 8-blade contra-rotating propeller

TF. Mk.II -- Armstrong Siddeley AS.P.3 Python 1 axial-flow propeller-turbine 3,560 shp + 1,100 lb residual thrust + 13' Rotol Airscrews 8-blade contra-rotating propeller

T.Mk.3 and S.Mk.4 -- Armstrong Siddeley Python 3 axial-flow propeller-turbine 3,670 shp + 1,180 lb residual thrust + 13' Rotol Airscrews 8-blade contra-rotating propeller

(Data: James, 303)

De Havilland DH.100 Vampire (09/1943) -- Specification E.6/41, N.40/46, F.3/47 -- R.E. Bishop -- [ref: Vampire F.1] -- 3,268 built //

De Havilland Sea Vampire -- introduced 10/1948+

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

-- "Design of the Goblin engine commenced and the first drawings were issued to the shop floor on [08/08/1941]." (Birtles, 6)

-- "On [04/13/1942] ... the [Goblin] prototype turbine engine was run on the Hatfield test-bed for the first time ... characteristic but unfamiliar whine ... // ... within 2 years of the start of design work the Goblin engine was ready to fly. The aircraft company had been busy with Mosquito developments and the Hornet long range fighter, delaying progress on the Vampire airframe designed to take the new jet engine. [Gloster] had meanwhile followed the experimental E.28/39 with the twin jet Meteor single-seat day fighter, and its first prototype was ready to fly. Although later [Meteors] were to be powered by a pair of [R-R Derwents], Goblin engines were installed and powered the maiden flight of the Meteor [03/05/1943] by Michael Daunt, Gloster's chief test pilot. // 6 months later the Vampire was ready ... maiden flight from Hatfield [09/20/1943 by] Geoffrey de Havilland Jnr, son of the companyu's founder." (Birtles, 6)

-- "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 [06/06/1941]; design ordered [08/05/1941]; redesignated DH.100 by [11/11/1941]; order for prototypes [LZ548, LZ551, MP838] placed [04/11/1942] and [04/14/1942] to be constructed at Hatfield; prototype LZ 548/G first flight [09/26/1943] in Hatfield; nicknamed "Spider Crab" [Note: consistent with naming of naval aircraft after creatures of the sea]; production contract [05/13/1944] 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)

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

Sea Vampire

-- "The 3rd prototype Vampire [LZ551] became the first pure jet to operate from a carrier when Lt Cdr Eric Brown made a number of deck landings and take-offs aboard HMS Ocean on [12/03/1945]. The first production model was the Sea Vampire F.20, and the first of 18 built [VV136] flew in [10/1948] and the last [VV165] in [06/1949]. They were used for jet familiarization exercises and were powered by the [D.H. Goblin 2 3,000 lb]. The FAA Museum, Yeovilton has LZ551 on display." (Hooks, 95)

-- Vampire 12/1945 first landing and take-off by a jet aircraft from an aircraft carrier [HMS Ocean]; resulted in Specification N.40/46, issued 01/1947, for a 2-seat night fighter powered by 2 jet engines capable of operating from existing fleet of Royal Navy carriers [this leads to Sea Vixen]. Specification F.44/46 issued 01/24/1947 for the Royal Air Force called for similar requirements [this leads to Gloster Javelin] (Hazell, 1)

-- first production first flight [VV136] 10/1948. (Hobbs, 16)

-- last of 18 Sea Vampires [VV165] delivered. (Hobbs, 16)

-- LZ551 and T22 (XA129) are preserved in the FAA Museum. (Hobbs, 16)

Gloster Meteor (03/1943) -- extensive development -- [ref: Meteor F.1] -- 3,947 built

Westland P.1056 (03/1944 design) -- W.E.W. Petter -- 0 built

-- "Early in 1944 the controller of research and development at the MAP, Sir Ralph Sorley, suggested to W.E.W. Petter that he should investigate the feasibility of using a jet-engine aircraft for a fighter-bomber role. At that time Petter was technical director of Westland Aircraft. By [03/1944], Petter and his team had completed the initial design of a relatively large fighter-bomber, which was to be powered by two Metro-Vickers turbojets. Provision was made for a variety of weapons to be carried internally, and various gun installations were proposed. The Air Ministry showed definite interest in the design. However, during the summer of 1944 Westland Aircraft was taken-over, and the new owners decided that work on the fighter-bomber should cease. Petter had by this time come to believe in the feasibility of the aircraft, and when he was unable to reverse the decision, he resigned his position at Westland Aircraft." (Random & Fairclough, 152)

-- "The Air Ministry continued to show interest in the fighter-bomber, and suggested that Petter and English Electric should get together with a view to continuing work on the aircraft. The outcome of this suggestion was that in [07/1944] Petter joined English Electric as chief engineer of the Aircraft Division at Preston. His first concern was to build up a design team at the company design center, which was housed in premises known as TC in Corporation Street, Preston. Petter and his newly formed team continued work on the fighter-bomber project, although the design was modified when the Air Ministry decided that the aircraft should be used as a high-altitude light bomber. The changes were not extensive, the most significant being the removal of the fixed internal guns." (Random & Fairclough, 152)

-- design 03/1944 -- resembles Westland P.1056

-- design 03/1945 -- intermittent design leading to Canberra

-- design 07/1945-- intermittent design leading to Canberra

-- English Electric Canberra B2

-- "The basic requirement was for an aircraft to replace the Mosquito in its high-altitude unarmed bomber role. In order to fulfil this role, a range of 1600 miles with a 6000 lb bomb load was called for, and also a cruising speed of 500 mph at altitudes in the range of 35,000-40,000'. After studying numerous configurations, Petter's team had, by [05/1945], decided ... [many changes were made to the design based on jet engine technology available at the time, all of this leading to development of the English Electric Canberra]." (Random & Fairclough, 153)

-- Metrovick F.5 (Flight Magazine 01/02/1947)

Vickers Windsor (02/1944) -- Specification B.5/41, B.3/42 -- Barnes Wallis -- 3 prototypes built, production cancelled -- 4-engine heavy bomber

1st prototype -- VII 4x Rolls-Royce Merlin 61 (later Merlin 65) 1560hp

2nd prototype -- VIII 4x Rolls-Royce Merlin 85 1750hp

pre-production prototype (planned) -- VIII 4x Rolls-Royce Merlin 100 1850hp

B.Mk.I (planned) -- VIII 4x Rolls-Royce Griffon

B.Mk.II (planned) -- IX 4x Rolls-Royce RB.39 Clyde 3020shp turboprops -- maximum range 4,000 miles

510 km/h (317 mph) @ 7,102m (23,300') -- ceiling 8,306m (27,250') -- typical range 2,890 miles with 8,000 lb bomb load

4x20mm (mounted in pairs) in remotely-controlled barbettes in the rear of the outboard engine nacelles, covering the rear hemisphere

Maximum bomb load 15,000 lb

Data: Mason, 353

-- "... a 4-engined heavy bomber, the B.3/42 Windsor, was designed and produced in 3 prototypes with progressive development, the 3rd carrying remotely controlled cannon armament in engine nacelle barbettes. With the higher speeds then prevailing, some difficulty was encountered with fabric billowing, and a new pattern of material was evolved embodying a metal-mesh interweave." (Andrews, 14)

-- "Designed for the Pacific theater of war, the Windsor never saw service. The contract for the Windsor was whittled down to a small batch with Rolls-Royce Griffon piston engines, or, later, Clyde propeller-turbines. Even this contract was cancelled, which was unfortunate, as the ultimate development of Wallis geodetics never materialized and the early experience that might have accrued from operating propeller-turbines was lost." (Andrews, 14)

-- 1st prototype Type 447 [DW506] first flight 10/23/1943; unarmed; take-off weight limited to 46,000lb; 302mph @ 25,000'. (Mason, 353)

-- 2nd prototype Type 457 [DW512] first flight 02/15/1944; unarmed. (Mason, 353)

-- 3rd prototype Type 461 [NK136] first flight 07/11/1944; unarmed; wire-backed heavyweight fabric; maximum speed reduced 25 mph; converted to Type 480 with nacelle-mounted barbettes following successful testing on Vickers Warwick prototype L9704. (Mason, 353)

-- All production cancelled. (Mason, 353)

-- "A total of 5 prototypes and 300 production Windsors had been ordered in 1943, but the above 3 aircraft were the only examples completed before the war ended. The 4th aircraft, Type 471 [NN670], almost completed when the entire Windsor program was cancelled, was to have become the first pre-production prototype with Merlin 100s ..." (Mason, 353-354)

Premium

Supermarine Seafang F.32 (__/1946) -- Specification N.5/45 --2 built

-- 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:

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

-- "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)

-- As early as [10/1943], Supermarine were envisaging applying the laminar flow wing to the Seafire XV and wrote their own specification ... using the Merlin 61. This was on their own initiative but it evinced no response in official places. Later on, however, naval interest was aroused and official specification N.5/45 was issued for a laminar flow [wing] fighter for the Fleet Air Arm. Spiteful F.14 RB520 was fitted with a sting-type hook early in 1945 and flew as the interim prototype Seafang. The proper prototype Seafang was completed as VB895 with a Griffon 89, hydraulically-operated wing folding and a contra-rotating propeller, being classified as the Seafang 32 ... A demonstration of the Seafang by Lithgow to the Netherlands naval authorities was of no avail as they were prevailed upon to order Fairey Fireflies." (Andrews & Morgan, 266-268)

-- Note: armament for Seafang F.32 as for Spiteful; Spiteful F.14 had provision for 2x1000 lb bombs or 4x300 lb rockets; this means that the in-game Seafang has had total bomb load reduced to half. (Data from Andrews & Morgan, 268)

De Havilland DH.100 Vampire F.1 (04/1945) -- ~198 built -- introduced 04/1946

VIII Vampire F.1 (early) -- 350hp

VII H.1B Goblin 1200kgf

-- "Because Hatfield was fully committed to Mosquito production, an alternative factory with adequate capacity had to be found to build the initial production order for 120 Vampires, which was later increased to 300. The English Electric factories at Preston and Samlesbury were selected to produce the Vampire F Mk 1s, the first aircraft, TG274/G, making its maiden flight from Samlesbury on [04/20/1945]. The first 16 production aircraft joined the flight development program covering a wide range of testing at Hatfield, Samlesbury and the government establishments." (Birtles, 5)

-- "Soon after its maiden flight from Samlesbury, the first production aircraft, TG274, was delivered to the A&AEE for handling trials in [06/1945]. Power came from a 2,700 lb thrust Goblin 1 engine, and the all-up weight of the aircraft was 8,610 lb. The view from the cockpit was still criticized, and the slight increase in engine thrust did little to shorten the take-off run, which was long compared with piston-engined fighters. The aircraft appeared to leap into the air at 110mph IAS, while the best climbing speed was 220mph IAS. Nonetheless the aircraft was pleasant to fly and directional behavior was an improvement over the 3rd prototypes." (Birtles, 17)

-- empty 6,372 lb; all-up 10,480 lb; max speed 540 mph; initial climb 4,300 ft/min; range 730 miles; span 40'; length 30' 9"; height 9'; wing area 266 sq ft. (Birtles, 108)

-- approximately 198 F Mk 1's built. (Birtles, 109)

-- "Design of the Goblin engine commenced and the first drawings were issued to the shop floor on [08/08/1941]." (Birtles, 6)

-- "On [04/13/1942], only 248 days from the issue of the first drawings, the prototype turbine engine was run on the Hatfield test-bed for the first time …" (Birtles, 6)

-- "Vampire F.Mk1s joined the RAF in [04/1946] when the Odiham Wing started to re-equip Nos. 247, 54 and 130 Squadrons. The first few F.1s delivered to No.247 Squadron allowed participation in the Victory-Day fly-past over London on [06/08/1946]. Nos. 54 and 130 (later re-numbered 72) Squadrons did not start to receive their Vampires until [10/1946] with the Wing continuing to operate the F.Mk.1 until 1948 when the F.Mk.3 superceded them." (Harrison, 8-9)

Edited by J311yfish, 06 February 2022 - 09:32 PM.

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J311yfish #10 Posted 09 July 2014 - 06:09 PM

Second Lieutenant

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Tier IX

Supermarine Attacker (07/1946) -- Specification E.10/44 and E.1/45 -- Joe Smith -- 3+182 built -- introduced 08/1951+

-- "... on [07/07/1945], Treasury approval was obtained for a pre-production order for 24 jet aircraft, 6 to the original specification and 18 to a later E.1/45 for Royal Navy requirements, the contract of [11/21/1945, denoting serials ranging from VH980 to VJ118. // The first flight of the E.10/44 prototype was delayed because the Spiteful's handling difficulties had to be solved and so in [02/1946] the Admiralty asked for work on the naval version to be suspended and in consequence ordered 18 Sea Vampire Mk 20's, and the whole contract for all 24 jet aircraft from Supermarine was 'pigeon-holed' for the time being. Work on the 3 prototypes was allowed to continue." (Andrews & Morgan, 269-270)

-- "The Attacker, as the new type was later named, was the first individual type to be fitted with the [Rolls-Royce] Nene and is believed to have been the first true prototype of a new design flight-tested at Boscombe Down." (Andrews & Morgan, 270)

-- flight trials started 07/27/1946 at Boscombe Down by pilot Quill. (Andrews & Morgan, 270)

-- TS413 (2nd prototype) deck landings on HMS Illustrious beginning 10/28/1947; lost 06/1948. (Andrews & Morgan, 272)

-- TS409 (1st prototype) set International 100km Closed Circuit Record 902.25 km/h (560.634 mph) 02/26/1948. (Andrews & Morgan, 274)

-- Admiralty placed order for 60 aircraft 09/1948 for delivery expected by end of 03/1950. (Andrews & Morgan, 273)

-- TS409 (1st prototype) first flown as a 'navalized' aircraft 03/05/1949. (Andrews & Morgan, 273)

-- WA469 (1st production) first flight 05/05/1950 by Mike Lithgow. (Andrews & Morgan, 275)

-- first emergency ejection of a Service pilot 03/20/1951. (Andrews & Morgan, 277)

-- first operational jet squadron of the Royal Navy, No.800, formed with Attackers at Ford, Sussex 08/17/1951. (Andrews & Morgan, 276)

-- one of the first aircraft to use a flight recorder. (Andrews & Morgan, 277)

-- Attacker FB.1 WA529 first flight 01/07/1952; Nene 3; 65 built for Royal Navy. (Andrews & Morgan, 275-276)

-- Attacker FB.2 WK319 first flight 04/25/1952; Nene 7 engine, later designated Nene 102; 84 built for Royal Navy. (Andrews & Morgan, 275-276)

-- first use of the Martin-Baker automatic ejection seat 07/15/1953. (Andrews & Morgan, 277)

-- after 1954 front-line Attackers began to be replaced by Hawker Sea Hawks. (Andrews & Morgan, 277)

-- last service career with Pakistan Air Force. (Andrews & Morgan, 277)

Hawker Sea Hawk (09/1947) -- Specification N.7/46 -- Sydney Camm -- [ref: Sea Hawk] -- 542 built -- introduced 03/1953+

Production	Airframe	Engine	Speed	Armament	Bombs
1 (FF 09/02/1947)	P.1040 prototype (VP401)	Rolls-Royce Nene 1 (No.30) 4500 lbf
2 (FF 09/03/1948)	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 service 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)

-- "... E.38/46 was to be a development of the Hawker P.1040." (Andrews & Morgan, 278)

-- "The first [FAA] Sea Hawk Squadron was No.806 ("Ace of Diamonds") which, based at Brawdy, Pembrokeshire, took on charge 9 aircraft in [03/1953] and, later that year, embarked in H.M.S. Eagle. Sea Hawk F. Mk.1's also joined Nos.804 and 898 Squadrons." (Mason, 6)

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)

Westland Wyvern (12/1946)-- Specification N.11/44, N.12/45 -- Edward Petter and John Digby -- 129 built -- (protracted) introduced 05/1953+

FF/Production	Airframe/Variant	Engine	Speed	Armament	Rockets/Bombs
6 built; 12/12/1946	Wyvern prototype (W.34) (TS371) N.11/44	Rolls-Royce Eagle 22 2690hp 2006kW
10 built	Wyvern TF.Mk I pre-production
? built; 01/18/1949	Wyvern TF.Mk II prototypes (W.35) (VP120)	Rolls-Royce RB.39 Clyde 4030shp 3005kW (evaluated)
3 built; 03/22/1949	Wyvern TF.Mk II prototypes (W.35) (VP109) N.12/45	Armstrong Siddeley Python ASp.3 4110shp 3065 kW
13 built (-4)	Wyvern TF.Mk. II pre-production 17/46P
7 built (+4); 05/1951	Wyvern TF.Mk. IV (later S.4) pre-production
90 built	Wyvern S.4	Armstrong Siddeley Python 3	734 km/h @ 7010m 616 km/h @ SL	4x20mm Hispano Mk.V (W)	1x20" air torpedo 16x60lb rockets bombs, mines

Data: Mondey James

734 km/h @ 7010m

4x20mm Hispano Mk.V (W) (James, 303)

3x1000 lb bombs or

16x25 lb rockets or

16 x90 lb rockets

TF.Mk.I -- Rolls-Royce Eagle 22 24-cylinder horizontal-H liquid-cooled supercharged 2,690hp

TF. Mk.II -- Rolls-Royce Clyde twin-spool reverse axial-flow propeller-turbine 4,000 shp + 1,500 lb residual thrust + 13' Rotol Airscrews 8-blade contra-rotating propeller

TF. Mk.II -- Armstrong Siddeley AS.P.3 Python 1 axial-flow propeller-turbine 3,560 shp + 1,100 lb residual thrust + 13' Rotol Airscrews 8-blade contra-rotating propeller

T.Mk.3 and S.Mk.4 -- Armstrong Siddeley Python 3 axial-flow propeller-turbine 3,670 shp + 1,180 lb residual thrust + 13' Rotol Airscrews 8-blade contra-rotating propeller

(Data: James, 303)

Notes:

-- engine delays; 20 pre-production aircraft built to Specification 17/46P (James, 290)

-- The Clyde engine was the world's first two-spool engine. (James, 290)

-- The Armstrong Siddeley Python engine was also considered though it was still early in its development. (James, 290)

-- [technical details] (James, 290)

-- 1st prototype (TS371) completed 10/1946. (James, 291)

-- 2nd prototype (TS375) completed 08/1947. (James, 292)

-- 2nd prototype first flight 09/10/1947; 10/13/1947 informed by Ministry of Supply that A.S. Python engine preferred; crashed 10/15/1947. James, 292)

-- deck landing trials beginning 05/1948 ... 06/1948 HMS Implacable ... continued up to 06/1949 with HMS Illustrious. (James, 294)

-- first flight (VP120) with Python engine 01/18/1949. (James, 294-295)

-- [many development snags] (James, 295-302)

Wyvern S.5E (1946 design)

-- "Single Double [Napier] Eland Wyvern S.5E strike aircraft to N.12/45." (James, 494)

-- project; Napier E.141 Double Eland propeller-turbine engine; first flight 03/1954. (Ovcacik, 3)

De Havilland DH.112 Venom / Sea Venom (09/1949, 04/1951) -- R.E. Bishop -- 1,431 built

Gloster P.228 (1946) -- Specification F.44/46 -- Richard Walker -- 0 built

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

-- "Following the end of World War II, the matter of providing a replacement for the Meteor was becoming urgent and the Air Ministry looked chiefly to Gloster Aircraft Company to provide it ... An important step in providing this new fighter was taken on [01/24/1947] with the issue of specification F.3/46 which called for a single-seat fighter for the daylight interception and destruction of single high-speed, high-altitude hostile targets. Because of this role very rapid starting was required, a time to height of 45,000 ft in 6 minutes was to be attained with a service ceiling of 50,000 ft and a maximum speed of 547 kt at 45,000 ft. All the other requirements were aimed at producing a high-performance, highly maneuverable interceptor. Concurrently, specification F.44/46 for a 2-seat night fighter was prepared and issued on the same day. It also called for a rapid take-off, climb to 45,000 ft in a maximum of 10 minutes and an endurance of 2 hours. A comprehensive range of electronic navigation and search equipment was specified together with the heavy armament of [4x30mm] guns, full night flying equipment and many aids to crew and comfort. // During 1947 the Gloster design office prepared a number of projects [including P.228] to meet these two specifications, which, in [02/1948] were superseded by specification F.3/48 for a day fighter, and F.4/48 for a night and all-weather fighter. Although originally the intention was to adapt a basic design for each role, [the decision was made] to concentrate on the all-weather fighter requirement, and with Richard Walker heading the design team, a number of projects were investigated including basic schemes for 2, 3, and 4 engines; the use of a single Rolls-Royce Avon engine and 2x3,000 lb thrust rocket motors; rotating wingtips in place of ailerons and the mounting of fixed armament under the wings. About this time a good deal of information was forthcoming on the work done during the war by Lippisch and other German designers relating to sweptback and delta wings. Little was known in the United Kingdom about the characteristics of either swept or straight wings at high Mach numbers or of the extent of usable lift at low speed on the delta planform --- [technical detail] -- So the design was frozen around this delta wing plan and Gloster Aircraft's G.A.5 emerged in 1951 as a delta-winged aeroplane with a T-shaped tail unit [later known as Javelin] and powered by 2 Armstrong Siddeley Sapphires." James, 55-58)

English Electric Canberra (05/1949) -- Specification B.3/45, B.5/47, B.22/48 -- W.E.W. Petter -- 900 built (UK) -- twin-engine medium bomber -- introduced 06/1954

Short Sperrin (08/1951) -- Specification B.14/46 -- C.P.T. Lipscomb -- 3 prototypes

max speed 827 km/h (514mph) @ 10,973m (36,000ft) (Mach 0.78)

max range 3,860 miles

max altitude reached 12,802m (42,000 ft)

1x10,000 lb bomb or 16x1,000 lb iron bombs

Data: (Mason, 381)

-----------------------------------------------------------

VX158 -- 2x Rolls-Royce Avon RA.2 6000 lb

VX161 -- 2x Rolls-Royce Avon RA.3 6500 lb

Span 33.25 m

Length 33.96 m

Wing area 176.2 m²

Max Speed 919 km/h (571 mph) @ 10,000 ft

Initial climb 3500 ft/min

Service ceiling 42,000 ft (12.8 km)

Range 3860 miles (6212 km)

Weight empty 72,000 lb (32,659 kg); normal loaded 115,000 lb (52,164 kg); max landing 81,310 lb (36,882 kg)

Data: (Gunston, 84)

-- "[Specification B.14/46] called for a four-jet bomber to replace the piston-engined Avro Lincoln. The key elements were the ability to carry a 'special weapon' ... at 'the highest possible speed' over a round-trip distance of 3350 nautical miles (3858 miles) with an over-target height of 45,000 ft. It also included such routine items as the ability to operate from a base 'anywhere in the world', carrying 'an advanced H2S radar', with provision for 'rapid bale out' for the crew prior to the departure of the pilot who alone was required to have an ejection seat." (Gunston, 81)

-- "VX158 was powered by four of the first Avons ever sent to a customer, while VX161 had the RA.3 version with the dramatically superior two-stage turbine." (Gunston, 83)

-- "No armament was specified, and no attempt was made to install any kind of countermeasures. The required bombload of 20,000 lb could easily have been increased. Loading of large (for example, 10,000 lb) bombs was accomplished by opening the bomb doors to a special high position." (Gunston, 84)

-- "... aileron flutter at the ceiling held Mach number to 0.78 instead of the planned 0.85." (Gunston, 84)

-- "...[VX158], powered by [4x Rolls-Royce Avon R.A.2] ... was flown for the first time by Tom Brooke-Smith on [08/10/1951]." (Barnes, 427)

-- "VX158 appeared in the 1951 S.B.A.C. Flying Display at Farnborough and made a good impression with its evident docility and maneuverability ..." (Barnes, 428)

-- "[VX161] was completed with up-rated [4x Rolls-Royce Avon R.A.3] and was first flown on [08/12/1952]; after satisfactory contractor's trials at Aldergrove it was delivered on [04/11/1953], to R.A.F. Woodbridge for dropping trials ..." (Barnes, 428)

-- "In the early spring of 1955, VX158 was returned to Aldergrove to be adapted as a flying test-bed (P.D.6) [Preliminary Design #6] for the 15,000-lb static thrust de Havilland Gyron turbojet, with which it was first flown by Jock Eassie on [07/07/1955] ..." (Barnes, 429)

-- "Short Brothers' project design team under C.P.T. Lipscomb ... submitted outline proposals to the Air Staff; the latter realized that any straight-winged design would be limited to a lower Mach number than its swept equivalent, but the risk of postponement at that time was too great to accept in spite of the certainty of early obsolescence. Of the proposals received, the [Short] S.A.4 was adjudged to be the best in the bomber class, and Short Brothers were given a contract for 2 prototypes ..." (Barnes, 424-425)

-- "Experimentally flown with [2x Avons] and [2x de Havilland DGy.1 Gyron 15,000 lb-thrust]." (Mason, 381)

-- "The B.14/46 requirements specified a range of 3,350 nautical miles carrying a bomb-load of 10,000 lb at the highest possible speed, with a ceiling over the target of 45,000 ft; for shorter ranges the bomb-load was to be doubled and the aircraft had to accommodate internally either conventional or nuclear weapons ... The crew of 5 were to be concentrated in a single pressure cabin, since there was no defensive armament and navigation and bomb-aiming were to rely on an advanced version of H2S radar, although a supplementary visual-bombing station in the nose was also specified. Cabin pressure was to be 9 lb/sq in, equivalent to 8,000 ft altitude during cruise at 40,000 ft, reducible to 3.5 lb/sq in (25,000 ft equivalent altitude) over the target to minimize the effects of sudden decompression if attacked ... the bomber was to be capable of rapid quantity production and easy maintenance, and to avoid novel techniques and unproven materials." (Barnes, 425)

-- [extensive technical detail]. (Barnes, 426-427)

-- "The flying controls were the first in Britain to use full-span aerodynamic servo-tabs, with no direct connections between the main surfaces and the pilot." (Barnes, 427)

-- "Had the political need arisen, there is no doubt that the S.A.4 could have entered service very quickly as a Lincoln replacement, for troubles encountered during flight development were almost negligible ..." (Barnes, 427)

-- "The S.A.4 was delightful to fly and could be dived at a fantastic rate -- up to 15,000 ft/min ..." (Barnes, 428)

Tier X

Supermarine Swift (12/1948) -- Specification E.1/46 -- Joe Smith -- 197 built -- introduced 02/1954+

Notes:

-- "... the first swept-wing fighter in RAF service, designed largely as a backup to the Hawker Hunter ... The F.4 and later models had a variable-incidence tailplane which finally cured the Swift's pitch-up problems. During development the engine was changed from the Rolls-Royce Nene to the slimmer [Rolls-Royce] Avon. It was too late to change the fuselage, which was fatter than necessary. Armament of the Swift F.1 and FR.5 was [2x30mm]. Most other models had [4x30mm] and 8 unguided rockets." (Winchester, 312-313)

-- "During 1946 the Air Staff, perhaps realizing how far behind they were in experience with high-speed jet aircraft, issued advanced specifications for heavy bombers and for two-seat and single-seat fighters. One of the single-seat fighters was the E.41/46, a developed version of the Attacker with swept-back wings to serve as a Gloster Meteor replacement; similarly the E.38/46 was to be a development of the Hawker P.1040 [Sea Fury]." (Andrews & Morgan, 278)

-- "Development of the Swift was demanded at the outbreak of the Korean War in [06/1950], Britain being committed to give support to the South Koreans because of its membership in the United Nations. This situation therefore solved the question of how to develop the Type 535, as the Air Staff had decided to acquire a fully-equipped fighter as a back-up insurance for the Hawker Hunter which at that time was a year away with no guarantee of success. At the same time it was obvious that the 535 needed more power and ... the Rolls-Royce Avon was chosen which then was producing 7,500 lb thrust, some 50% more power than the Nene as fitted to earlier types." (Andrews & Morgan, 284)

-- VV106 (Supermarine Type 510) first flight 12/29/1948 by M.J. Lithgow from Boscombe Down. (Andrews & Morgan, 278)

-- comparative flight tests made by the RAE between the Swift and North American F-86A Sabre [implied 07/1950]. (Andrews & Morgan, 280)

-- the first Supermarine aeroplane to exceed Mach 1.0 in a dive 02/2/1953. (Andrews & Morgan, 287)

-- Swift F.1 first British sweptwing fighter to go into service with the Royal Air Force 02/13/1954. (Andrews & Morgan, 289)

-- Swift F.2 entered service 08/30/1954; only 17 built. (Andrews & Morgan, 289)

-- Swift F.3 equipped with reheat, demonstrated 1953 Farnborough Show. (Andrews & Morgan, 289)

-- Swift F.4 equipped with reheat, 4 Aden guns, saw-tooth leading edges, and variable incidence tailplane; flown by Mike Lithgow 05/02/1953; 6 built. (Andrews & Morgan, 290-291)

-- Swift F.5 as F.4 but with lengthened nose to accommodate 3 cameras; first flight 05/27/1955; 35 built as F.5 from original order for F.4. (Andrews & Morgan, 292)

-- Swift PR.6 development abandoned. (Andrews & Morgan, 293)

-- Swift F.7 design study 08/1952 to carry 4 Blue Sky AAM's, 4 Aden guns, and radar guidance equipment, Rolls-Royce Avon 116 engine 7,550 lb thrust; first flown 04/1956. (Andrews & Morgan, 293-294)

-- "The prototype 541 Swift was deficient in many respects and spring-tab ailerons prohibited supersonic dives. Later geared-tab surfaces made transonic flight possible, but control was poor about all axes and dangerous about 25,000 ft. The unsuitability of the Mk 1 and 2 as interceptor … led to a decision to concentrate on development of the Swift as a tactical reconnaissance aircraft. 62 FR.Mk 5 were subsequently produced with lengthened nose to accommodate 3 cameras, a frameless canopy, and modified wing … equipped both No.2 and No.79 Squadrons of the 2nd Allied Tactical Air Force in Germany." (Sharpe, 285)

Hawker Hunter (07/1951) -- Specification F.3/48 -- Sydney Camm -- 1,972 built -- introduced 1954+

Westland W.36 (1946-1947 designs) -- Specification N.12/45

De Havilland DH.110 Sea Vixen (09/1951) -- from Specification F.44/46 and N.40/46, F.4/48 and N.14/49 -- R.E. Bishop -- 145 built -- entered service 11/1958 (protracted development)

Gloster Javelin (11/1951, 09/1955) -- Specification F.4/48 -- Richard Walker -- 435 built -- introduced 12/1955+

-- "Because aircraft development is a continuous process, it is difficult to pinpoint the exact moment in time for the conception of the Javelin as far as its basic configuration is concerned. Although the Javelin's delta planform was very different from that of its straight-winged predecessors, the Meteor and E.1/44, the late 1940's Glosters produced and submitted to the Ministry of Supply a number of design proposals for single- and two-seat day and night fighters as Meteor replacements, and it was these which bridged the apparent gap between the 2 distinct types of configuration. Among these were proposals to specifications F.43/46 and F.44/46." (James, 311)

-- "In [12/1946] the Air Staff issued 2 operational requirements, OR227 for a 2-seat night fighter and OR228 for a single-seat day interceptor. By the early months of 1948 these had crystallized into the F.4/48 and F.3/48 specifications. Meanwhile, in [02/1947] Glosters' proposals to [F.44/46] for a 2-seat night fighter strongly resembled the Meteor [P.228] --- Design of the structure was based on the Meteor practice and embodied a moderately swept wing with a 9% thickness/chord ratio. The armament was either [4x30mm] or a single 4.5" recoilless gun mounted in the front fuselage ... By [10/1947], and while discussions proceeded with the Air Staff on their two operational requirements ... [deliberation and refinement]." (James, 311-314)

-- "... the basic shape of the Javelin was evolved through design proposals based on the results of work by Lippisch and other German scientists on swept and delta wings which were analyzed by the RAE Farnborough after World War II. The RAE had undertaken a far-reaching delta-wing research program for which Boulton Paul Aircraft designed and built their P.111 to specification E.27/46 ... [but it did not make first flight until 10/06/1950 and derived data was too late] to influence the design of the F.4/48 ... [also the P.120 which made first flight 08/06/1952] ... [also A.V. Roe research aircraft to specification E.15/48 first flown 09/04/1949, crashed 09/30/1949; built again and flown 09/06/1950, too late to influence]

-- "The prototype specification issued on [06/10/1948] called for an aircraft with an essentially subsonic performance, the maximum speed at 40,000 ft being required to be not less than 525 kt, for the interception of 480 kt targets. The maximum diving speed for stressing purposes was specified as Mach 0.95 (but with no requirement for it to exceed 565 kt EAS), the service ceiling was to be 45,000 ft, the endurance not less than 2 hours including the climb to 40,000 ft and 15 min combat at that height. Very rapid starting was of primary importance, with an ideal start-up time of only 5 seconds between the pilot receiving the order and the engines running at idling speed ready to open up for take-off. The rate of climb was required to be such that from the time the pilot pressed the starter switch to the aircraft reaching 45,000 ft not more than 10 min should elapse." (James, 316)

-- "[03/1951], Richard Walker had claimed, with some justification, that 'the Gloster F.4/48, as a type, has great potential for future development' ... [07/1951 the Javelin is ordered into Super Priority production over the D.H.110] (James, 58)

-- "Work on the prototype airframe, WD804, began [04/1949] at Hucclecote ... first flight [11/26/1951 by Sqdn Ldr W.A. Waterton] ... [ordered in quantity 07/07/1952] with a 'super priority' production classification and naming the aircraft Javelin." (James, 318-319)

-- 2nd prototype first flight 08/21/1952, unarmed. (James, 319)

-- 3rd prototype first flight 03/07/1953; "the first to carry the 4 wing-mounted 30mm Aden guns, AI radar and a nose radome." (James, 320)

-- 4th prototype first flight 01/14/1954; "used for aerodynamic and stress research flying." (James, 321)

-- last prototype first flight 07/20/1954; "used for a number of trial installations of equipment and also for hood jettisoning trials in the Boscombe Down 'blower' rig."; also featured double transparent canopies which became a production standard. (James, 321)

-- 1st production first flight 07/22/1954; powered by [Armstrong Siddeley Sapphire Sa.6 8,000 lb thrust]. (James, 322)

-- "XA560, the first Javelin to have reheated Sapphire Sa.7 engines [Sa.7R 12,300 lb thrust above 20,000 ft altitude] which flew for the first time on [09/30/1955]." (James, 322)

-- 1st delivery to the RAF 12/30/1955; intensive 8-week flying program began 02/29/1956. (James, 327)

-- 2nd delivery 08/02/1957 to No.87 Squadron, based in Wildenrath, Germany. (James, 327)

-- Javelin 2 prototype first flight 10/31/1955 by Dicky Martin. (James, 327)

-- Javelin 2 production first flight 04/25/1956. (James, 327)

-- "... not only was it the largest fighter ever adopted by the RAF but also the world's first delta-winged aircraft to enter service ..." (James, 328)

-- [2xArmstrong Siddeley Sapphire Sa.7 11,000 lb thrust] engines used in the Javelin Mk.7. (James, 346)

-- [Javelin F(AW) Mk.7 was the first production variant to carry de Havilland Firestreak infra-red homing AAM's and 2x30mm Aden as standard armament]; "More of this Javelin variant were built than any other, a total of 142 being produced, 85 by Glosters and the remainder by Armstrong Whitworth Aircraft at Coventry." (James, 337)

-- (more -- a further justification for 2-seat fighters)

-- "The last of the aircraft to be built under sub-contract by Armstrong Whitworth ... of which 133 were built in Coventry during the 2 years from 1956 into 1958." (Tapper, 365)

English Electric Canberra (05/1949) -- Specification B.3/45, B.5/47, B.22/48 -- W.E.W. Petter -- 900 built (UK) -- twin-engine medium bomber -- introduced 06/1954

Vickers Valiant (05/1951) -- Specification B.35/46 -- 107 built -- heavy bomber -- introduced 01/1955+

Avro Vulcan (08/1952)-- Specification B.35/46 -- 144 built -- heavy bomber -- introduced 05/1956+

Handley Page Victor (12/1952)-- Specification B.35/46 -- 86 built -- heavy bomber -- introduced 04/1958+

Omitted

Edited by J311yfish, 06 February 2022 - 09:37 PM.

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Heh #11 Posted 09 July 2014 - 06:45 PM

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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.

Heh - aeromarine biologist

hahiha, on , said:

OMG Heh you have had so many posts O_O

J311yfish #12 Posted 09 July 2014 - 06:56 PM

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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.

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Primarch_Victus #13 Posted 09 July 2014 - 07:03 PM

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

....Nah.

GUNDY_ #14 Posted 09 July 2014 - 08:18 PM

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

* MAKE WOWP GREAT AGAIN fjb.*

Heh #15 Posted 09 July 2014 - 08:50 PM

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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.

Heh - aeromarine biologist

hahiha, on , said:

OMG Heh you have had so many posts O_O

J311yfish #16 Posted 09 July 2014 - 09:34 PM

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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

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.

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J311yfish #17 Posted 09 July 2014 - 10:19 PM

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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.

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Mercsn #18 Posted 09 July 2014 - 10:58 PM

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

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

All the Important Thread Links (go here for answers!) Might be outdated!

All-in-one thread with 2.0 related guide links.

The below was said to me (Mercsn), from a concerned player:

Edited, on 12 March - 2:01PM , said:

and PS...play more, forum less. Your opinion might be more credible.

Heh #19 Posted 10 July 2014 - 12:41 AM

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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.

Heh - aeromarine biologist

hahiha, on , said:

OMG Heh you have had so many posts O_O

J311yfish #20 Posted 10 July 2014 - 05:15 AM

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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.

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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