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Post by simmie on Mar 19, 2019 12:16:45 GMT 10
A developed version of the original Vought V-173 prototype, the XF5U-1 was a larger aircraft. Of all-metal construction, it was almost five times heavier, with two 1,600 hp (1,193 kW) Pratt & Whitney R-2000 radial engines. The configuration was designed to create a low aspect ratio aircraft with low takeoff and landing speeds but high top speed.
The XF5U looked like it should have not been able to fly, as its wing area appeared too small. Normally, a wing with such a low aspect ratio would suffer from very poor performance due to the degree of induced drag created at the wingtips, as the higher pressure air below spills around the wingtip to the lower-pressure region above. In a conventional aircraft, these wingtip vortices carry a lot of energy with them and hence create drag. The usual approach to reducing these vortices is to build a wing with a high aspect ratio, i.e. one that is long and narrow. However, such wings compromise the manoeuvrability and roll rate of the aircraft, or present a structural challenge in building them stiff enough. The XF5U overcame the tip vortex problem using the propellers to actively cancel the drag-causing tip vortices. The propellers were arranged to rotate in the opposite direction to the tip vortices, which retains the higher-pressure air below the wing. Since this source of drag is eliminated, the aircraft will fly with a much smaller wing area, and the small wing yields high manoeuvrability with greater structural strength.
The propellers envisioned for the completed fighter were to have a built-in cyclic movement like a helicopter's main rotor, with a very limited ability to tilt up and down to aid the aircraft in manoeuvring. An ejection seat was fitted too the production aircraft, to allow the pilot to clear the massive propellers in the event of an in-flight emergency.
Although the prototype was unarmed, the intended armament was to be either six 0.5” machine guns or four 20mm cannons were to be installed either side of the cockpit, in the wing roots. Two under belly pylons allowed for two 1000lb bombs or 150 imp gal jettison able fuel tanks
The XF5U design was promising: specifications given at the time promised great manoeuvrability and speeds up to 550 mph (885 km/h), however, it came at the time when the United States Navy was switching from propeller driven to jet propelled aircraft. By 1946, the XF5U-1 project was already long over its expected development time, and well over budget. Taxi trials at Vought's Connecticut factory culminated in short "hops" that were not true flights. With jet aircraft coming into service the Navy finally cancelled the project on 17 March 1947.
It was at this point that the project was saved by the last minute intervention of the US Marine Corps. Their interested in the type is due to its potential short take off/landing capability which would be good for use from improvised airstrips close to the frontline in the close support role.
Chance Vought are contracted to proceed with the project, the first prototype is shipped to Muroc Air Force Base, California mid May 1947. The aircraft is still plagued with vibration problems, But Vought produce fluid filled rubber mounts for the transmission system. Also, the drive shafts are dynamically balanced, which greatly reduces the problem. These were introduced on the second prototype which flew September 1947..
The first flight is on the 21st February 1948. Service entry of basic the F5U-1 is achieved in 1950.
The -2, with more powerful R-2000 engines, replaces it on the production line in early 1951. This mark was to be produced in a number of different forms, as listed below. The type deploys to the Korea conflict late in 1951, operating in the close air support role from hastily built airstrips which are often abandoned at a moment’s notice as the front line moved back and forth. During these operations the large propellers produced particularly large rooster tails of dust or mud, depending on the season. Also, the propeller tips proved to be vulnerable to damage if the surface was particularly uneven.
The type is fitted with an in-flight refuelling probe on the nose, in an installation similar to that of the RAF Meteor. This allowed the aircraft to fly cab rank over the front line for longer. The type is also used, on occasion, to escort USAF B-29 Superfortress bombers.
As the -2 was being pushed down the production line, Chance Vought continued to develop the aircraft, in particular pushing for improved performance through higher power engines.
Thus a number of incomplete YF5U-1’s were modified with various different power plant options being studied. The first of these were the pair of XF5U-3’s which had Pratt & Whitney R-2800 and Wright R-3350 Cyclone 18 engines. These were followed by progressively more radical modifications
A single YF5U-1 airframe was heavily modified, as the XF5U-4A with the two R-2000 engines replaced by a single R-4360-51VDK Wasp Major (4300hp) mounted centrally behind the cockpit. The installation was made possible by the splitting of the fuel tanks and moving them into what had been the engine bays. The aircraft was much lighter and simpler due to the reduction in the number of driveline components. As a result is demonstrates much improved performance and a higher top speed. However, this is too late as jet powered fighters are beginning to supplant the type in USMC service. A second XF5U-4 was to be powered by the Wright R-4090 Cyclone 22, but this engine was abandoned early in its development.
The final pair of YF5U-1 airframes were shipped across the Atlantic to Yeovil so that they could be completed by Westland. The first aircraft was completed with a pair of Bristol Centaurus.
When the Vietnam conflict starts to suck in the US, the Marine Corps starts to re-introduce the type, recovering them for storage at Davis-Monthan AFB. The US Air Force accepts a number in support of the A-1 Skyraider in the ‘Sandy’ role; they are also used in support of clandestine operations across the border in Laos and Cambodia. For its second operational career the F5U was redesignated under the post 1962 system as the A-8.
Variants
XF5U-1 – 2 prototypes.
YF5U-1 - Pre production batch of 15 aircraft.
F5U-1A – Initial production aircraft armed with 6*0.5in machine guns.
F5U-1B – Initial production aircraft armed with 4*20mm cannon.
F5U-2 – Production aircraft that form the bulk of deliveries to the USMC. Naval equipment removed. Additional measures were taken to help reduce the weight of the airframe, and the vertical stabilisers were increased in height so as to improve low speed handling.
F5U-2B – As above, but with the addition of rocket rails under the cockpit are introduced to improve close support capability of the type.
F5U-2C – As above, but with the addition of a new, plumbed, centre line pylon introduced. This pylon allowed the carriage of an 18” torpedo.
F5U-2N – A single seat night fighter variant equipped with an APS-15 radar, initially in a pod installed under the cockpit pod. Later aircraft had the radar fitted in a thimble nose radome.
F5U-2P – Photo recon variant, cameras installed in place of the lower pair of cannon.
F5U-2T – A small number of 2 seat conversion trainers built to ease new pilots on to the type. The instructor was fitted in behind the existing cockpit, facilitated by the relocation of the two oil tanks outboard into the former cannon bays
XF5U-3A – An incomplete F5U-1 built as a prototype aircraft re-engined with a pair of Pratt & Whitney R-2800’s.
XF5U-3B – An incomplete F5U-1 built as a prototype aircraft re-engined with a pair of Wright R-3350 Cyclone 18’s.
XF5U-4A – An incomplete F5U-1 built as a prototype aircraft re-engined with a single Pratt & Whitney R-4360 Wasp Major fitted in the centre of the aircraft. Fuel tanks are split and mounted in the old engine bays on either side. This resulted in a simplified drive line and a significant weight saving
XF5U-4B – An incomplete F5U-1 built as a prototype aircraft re-engined with a single Wright R-4090 Cyclone 22 installed in the same way as the R-4360. Aircraft was not completed as the engine was discontinued.
XF5U-5 – An incomplete F5U-1 built as a prototype aircraft re-engined with 2 Allison T-38 turbo-prop engines.
Westland “Waffle” - An incomplete F5U-1 built as a prototype for evaluation by the Royal navy Fleet Air Arm. Power was provided by a pair of Bristol Centaurus radial. The aircraft had been originally intended top compete for the N5/44 requirement, which had been won by the De Havilland Sea Hornet. However, the program delays resulted in the first airframe not being delivered to the UK until 1949. It was tested extensively by both Westland and at A&AEE Boscombe Down.
A second airframe was also shipped across the Atlantic; however work in it was halted when the Admiralty informed Westland that they wouldn’t be proceeding any further with the type. During its assembly at Yeovil it had a number alternate engine options trial fitted, including the Napier sabre with an annular radiators an the Rolls Royce Eagle Mk.22. However it did eventually fly with Rolls Royce Dart turboprops, although its flight tests were curtailed after it suffered damage in a ground accident when one of the massive propellers came into contact with a Jeep. The shock damage to the driveline components and the props resulted in it being reduced to a ground rig.
A licensing deal was signed with Westland for the type to be manufactured in the UK for the Fleet Air Arm. An un-assembled -2 airframe was shipped over and assembled by Westland with the R-2000’s replaced by a pair of Bristol Centaurus radials. It was demonstrated to the Admiralty, conducting a number of tests aboard HMS Eagle and HMS Victorious. There Lordships decided not to proceed with the type and the prototype was reduced at Yeovil.
Had they entered production, these British aircraft would have been powered by the Centaurus radial. Other options which were studied were the Napier sabre, Rolls Royce Eagle 22 and the Rolls Royce Griffon
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Post by simmie on Mar 19, 2019 12:17:35 GMT 10
Vought AV-14A After carried out extensive, company funded, work throughout the 1960’s on the ADAM concept (Air Deflection and Modulation). Ling-Temco-Vought was awarded a joint US army/NASA/US Navy contract in 1973 to construct two prototypes under the designation XV-14. The 1st aircraft was rolled out in early 1975, and immediately sent to the NASA Langley full size wind tunnel. After 2 months carrying out simulated conventional take-off, landings and transitions in the tunnel. This aircraft was then shipped to NASA Dryden facility to carryout exploration of the high speed end of the flight envelope. This began with the first conventional takeoff. The 2nd aircraft had work on it suspended as Vought investigate the possible use of new manmade fibres. The NASA contract is extended to cover this additional work. The interior of the ducts and many un-stressed panels are remade in GFRP, and carbon fibre type materials. The delay is also used to introduce a number of upgrades in the aircrafts fly-by-wire control system resulting from the tests of the 1st aircraft. The 2nd aircraft was moved to the new grated hard stand to commence tethered hover trials. This took 6 months culminating in un-tether hovering and low speed manoeuvring. As the low speed end of the envelope was opened up gradually over the following 4 months. Then aircraft 2 was shipped out to Dryden to join aircraft 1. The first transition being completed in late 1976. In mid 1977 aircraft 2 ferries to Patuxent River prior to carrying out trials on the USS Tarawa and the USS Saipan. Funding was curtailed under the Carter Administration, but was re-instated after Ronald Reagan was inaugurated in 1981. A number of Republican Senators were pushing for the US Marines to take the type instead of more investment in the foreign type (AV-8A harrier) that they were operating at the time. Eventually the Corps placed an order for 200 OAV-14A/B’s (14A – Single seat/14B – two seat). The name Hoverfly was bestowed upon the type The Hoverfly was also acquired by the US Army, much to the annoyance of the USAF in the Forward Air Controller role. The USMC used the type over Grenada and during the liberation of Kuwait, where it operated with the US Army aircraft. Armament Guns: 1× 20 mm (0.787 in) M61 Vulcan 6-barreled gatling cannon with 1,030 rounds Hardpoints: 6× under-wing and 2× fuselage pylon stations (for mounting AIM-9 Sidewinder AAMs only) with a capacity of 15,000 lb (6,800 kg) and provisions to carry combinations of: Rockets: 4× LAU-10 rocket pods (each with 4× 127 mm Mk 32 Zuni rockets) Missiles: 2× AIM-9 Sidewinder AAM 2× AGM-45 Shrike Anti-radiation missile (ARM) 2× AGM-62 Walleye TV-guided Glide bomb 2× AGM-65 Maverick 2× AGM-88 HARM 2× GBU-8 electro-optically guided Glide bomb Bombs: Up to 30× 500 lb (227 kg) Mark 82 bombs or Mark 80 series of unguided bombs (including 3 kg and 14 kg practice bombs) Paveway series of laser-guided bombs Up to 4× B28 nuclear bomb/B57 nuclear bomb/B61 nuclear bombs Other: up to 4 × 300/330/370 US gallon drop tanks Avionics Texas Instruments AN/APQ-126 terrain following radar The aircraft was fitted with an AN/APQ-116 radar, later followed by the AN/APQ-126, which was integrated into the ILAAS digital navigation system. The radar also fed a digital weapons computer which made possible accurate delivery of bombs from a greater stand-off distance, greatly improving survivability compared with faster platforms such as the McDonnell Douglas F-4 Phantom II. It was the first U.S. aircraft to have a modern head-up display, (made by Marconi-Elliott),[2] now a standard instrument, which displayed information such as dive angle, airspeed, altitude, drift and aiming reticle. The integrated navigation system allowed for another innovation – the projected map display system (PMDS) which accurately showed aircraft position on two different map scales. Attachments:
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Post by simmie on Mar 19, 2019 12:19:13 GMT 10
Due to the large number of jet and turbo prop engines launched in the UK after the end of the war, there is a shortage of certain high temperature alloys. Especially those used in turbine discs. The Government has to step in to ration out the limited supplies, jet engines for fighters are given priority, and thus both the Rolls Royce Clyde and the Armstrong Whitworth Python are delayed severely. Rolls Royce is forced to choose between the Clyde and the Avon. The later is of the greater importance, thus the Clyde is abandoned. The Westland Wyvern project continues with Rolls Royce Eagle 24 power. Service entry with the FAA in 1948/49, were it partially replaces the Fairey Firefly in the strike role. RAN and RNZAF also purchase the type. The type is also purchased by the French Aeronavale. The type sees extensive use over Indochina Sees service in Korea in CAS and COIN roles. Flying from the following Carriers 1950 Triumph 800(Seafire) 827(Firefly 1) 1950/51 Theseus 807(Seafury) 810(Firefly 5) 1951 Glory 801(Seafury) 821(Firefly 5) 1951/52 HMAS Sydney 805(Seafury) 817(Firefly 5) 808(Seafury) 1952 Glory 804(Seafury) 812(Firefly 5) 1952 Ocean 802(Seafury) 825(Firefly 5) 1952/53 Glory 807(Seafury) 821(Firefly 5) 1953 Ocean. 807(Seafury) 810(Firefly 5) 1954 Warrior 825(Firefly 5) Armistice Patrol Obtains a number of air-to-air kills, including a number of Mig 15’s. RAF also operated the type over the peninsular from a number of rough strips close to the front. They are fitted with smaller diameter wheels and higher aspect ratio, soft tyres to allow the use of temporary airstrips. These are fitted with intake filters due the intense dust. The RAF aircraft are passed to the RAuxAF in the mid 50’s Also, the type was to see further operation during 1st Malayan Emergency as the carriers transited to and from the Korean theatre. The aircraft carrying out strikes against villages that were supporting the insurgents. Kenya (?). When retired sold on to Malaysia, Singapore, Bangladesh and Pakistan in the early 60’s. The USAF and US navy evaluate purchasing the type for use in Vietnam. However, they decide against it due the shortage of engine spares The CIA purchases a number of aircraft from Bangladesh and Pakistan, forming a covert unit, operating from a rough strip in the Highlands. The operation carried strikes against the Ho Chi Minh Trail in Cambodia and Laos. The spare are from cannibalised airframes, thus managing to keep operating after the American pull out in 1973. The final 4 airframes were destroyed during the evacuation of the base in75. Personnel were airlifted out by Air America Providers, these had provided logistic support to the unit while was in operation. Attachments:
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Post by simmie on Mar 19, 2019 12:20:11 GMT 10
On the 4th of September 1981, Piper Aircraft Corporation announced it had received a contract from the US Air Force. It covered the design, development and testing of a pair of prototypes of a lightweight turbo-prop close support aircraft, known as Enforcer. The aircraft was based on the North American P-51 Mustang of world war two, Piper having acquired the original programme from Cavalier Aircraft Corporation. The total value of the two year contract was $11.8 million. Piper had made significant changes to the original Enforcer that had been flight tested in 1971. These changes included aerodynamic improvements to the tailplane, modifications to the control system of the ailerons and the provision for modern weapons. The updated Enforcer carried out is first flight on the 9th April 1983, the second prototype followed on 8th July. They were principally evaluated for use in a close support role, but the aircraft also met the basic requirements for the Pave Co-in mission. A dual control version could be produced if the demand existed. They retained the combat capability of the standard aircraft, making it suitable for armed reconnaissance. Its training capability included bombing and gunnery, tactical procedures and transition, formation and instrument flight. In May 1984 the USAF completed trials with the Enforcer, testing radar cross section, infra-red signature and weapon separation at Eglin Air Force Base in Florida. The aircraft were then delivered to Edwards Air Force Base, California, for Phase III of the programme. This included day and night weapons accuracy testing, survivability trials and target acquisition. This phase used the ranges at Camp Pendleton. The trials were completed in August of that year. Piper had hoped that the USAF will pick up the type, or maybe the USMC. The Air Force decided not to take the type. However, the Reagan administration looked upon the type as a part of the Military Assistance Programme for Third World countries, in particular those involved in anti-communist insurgency. The state department funds the USAF acquiring 30 of the type for use at a training school for overseas operators at Eglin AFB in Florida. The school provided training for instructor from client states, so that they can return home and train their own pilots. Piper had originally proposed that the Enforcer would be available in three levels of equipment. Type I Type II Type III comes with LLTV, FLIR pods and a HUD. The Enforcer was sold to a number of South and Central American countries such as El Salvador, Honduras, Peru, Chile, Guatemala, Philippines. Israel also obtained an unknown number of Enforcers, they used then over Lebanon during Operation Peace for Gallilee. The training squadron is deployed to Saudi in 1990 as part of Op Desert Storm, initially to provide dissimilar combat training to the fighter units. The Iraqi Air Force did have a number of However, the instructors push for more offensive operations as an attack squadron. The type is operated in support of US Army Special Forces and the USMC. They also carry out COIN, FAC and ‘Sandy’ duties. The unit is retained in theatre to police the Northern and Southern no-fly zones. Piper, who subcontract most of the work out. The extra aircraft are formed into another 3 squadrons, all operating out of Eglin AFB. One of these units was later transferred to the Air National Guard. The second production batch is delivered to a more enhanced standard of fit. They are cleared to fire Hellfire, and the related Brimstone, missiles. The surviving existing aircraft are up graded to the same standard. The fit includes an exhaust suppressor similar to that fitted to the Spectre gunship, but extending further along the side of the fuselage. The type is deployed as part of USAF SOF to Somalia, to the former Yugoslavia in support of NATO operations. They were also present over Kosovo, but no specific details of operations has so far been made public Deployed to Iraq and Afghanistan following another update that includes the fitting of an 8 blade carbon prop similar to that fitted to the up dated Hawkeye, but with a smaller spinner. NASA operates a pair of early model aircraft for low speed research and chase plane duties. Attachments:
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Post by simmie on Mar 19, 2019 12:21:12 GMT 10
General Aircraft GAL.46 Britain had experimented with technology for pressurized high-altitude aircraft in the pre-war period, the most significant exercise being the flight of the General Aircraft LTD "GAL.41" demonstrator in the spring of 1939 -- this machine being a modification of a GAL ST.25 Monospar twin-engine airliner. GAL then offered a design concept for a twin-engine "Stratospheric Fighter" designated the "GAL.46" to the Air Ministry, this machine somewhat resembling a Messerschmitt Bf-110, being armed with four 20 millimetre cannon; it could also be used as a fast light bomber, with a bomb load of four 225 kilogram (500 pound) bombs, or as a reconnaissance platform. The Air Ministry had some interest in the GAL.46; at the time, under specification B.23/39 Britain was pursuing a high-altitude pressurized bomber, which emerged as the Vickers Wellington Mark V, which featured a fully pressurized cabin, a little "pimple" dome for the pilot, and twin turbocharged Hercules radial engines. Three prototypes were built, the first flying in September 1940, and successfully demonstrated many core technologies for high-altitude flight. The Mark V was followed by the Wellington Mark VI, which was similar but had some improvements, including extended wingspan and in particular new Rolls-Royce Merlin 60-series engines with two-stage supercharging. A total of 63 Wellington Mark VI bombers were built, though they saw little or no action; the Merlin 60 proved more important, being used very successfully in a range of aircraft, one of the most prominent being later models of the North American P-51 Mustang. Further consideration of the GAL.46 led to issue of an F.4/40 specification in July 1940, dictating an interceptor with a top speed of 725 KPH (450 MPH / 390 KT) and an operational ceiling of 13,700 meters (45,000 feet). The GAL.46 design wasn't selected, however; Westland had responded with a design, the "P.14", with a vague resemblance to a Whirlwind with stretched wings, one seat, a pressurized fuselage, Merlin Mark 60-series engines, and four 20 millimetre cannon -- F.4/40 had specified six cannon but four were judged adequate. Go-ahead was given for prototype development. The design was tweaked the next year in response to a modified spec, designated F.7/41, with Vickers-Armstrong also developing a high-altitude fighter, the "Type 432", to that spec. The effort was boosted by the fact that from the fall of 1940, the UK was over flown by high-altitude Junkers Ju-86P reconnaissance aircraft, increasing official interest in a machine to shoot the intruders down. Attachments:
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Post by simmie on Mar 19, 2019 12:22:57 GMT 10
Graf Zeppelin – There war careers Following representations by Captain Ernst Lehmann and Dr Hugo Eckener to Goering and Hitler in March 1940, both of the great airships were to be impressed in to military service. What follow’s is the secret war careers of the two surviving Zeppelins. Graf Zeppelin (LZ-127) In June 1940, the Graf Zeppelin was moved to the former French Naval Airship base at Cuers-Pierrefue, 10 miles from Toulon. She had previously visited the base on the 16th May 1929 on the ‘interrupted’ flight to America. From this base Graf Zeppelin was operated in the maritime reconnaissance in conjunction with the new Focke Wulf FW-200 Condors of I/KG.40 at Bordeaux-Mérignac. She patrolled out over the North Atlantic searching for convoys and reporting them so that U-Boat Wolf Packs could be massed for the attack This period of use only lasted for 12-18 months till the increased use of CAM’s resulted in her surviving a near miss. While observing a East bound convoy Graf Zeppelin accidently fell out of the cloud cover she had been using to hide in. The convoy escorts put up anti-aircraft fire and a pair of Grumman Martlets were launched from the carrier HMS Alacrity. Graf Zeppelin managed to climb back into the cloud cover and evade the fighters. Upon her return to base it was found that she had sustained a number of hits in the tail fins and shrapnel had struck the rear power car. None of the gas bags had been hit, but holes where found in the outer skin in close proximity to them. Following a return to Friedrichshafen for repairs and an overhaul, Graf Zeppelin made her new home in Norway. At this time she was equipped with Lorenz FuG 200 Hohentwie low UHF-band ASV radar. Her patrols followed a similar route to those undertaken by the Condors which she was operating with. Out across the Ocean to the North Coast of Iceland then over the Denmark Straits to Greenland, North to Svalbard then North Cape and South along the Russian convoy routes. In addition to her maritime reconnaissance duties Graf Zeppelin was also used for meteorological reconnaissance. She was also used for the placement of unmanned meteorological stations. Gradually this work took over as the main area of operations. However, by mid 1944 ware and tare finally took their toll. Graf Zeppelin finally returned to Friedrichshafen and was in the process of being broken up when she was in was destroyed in an air raid. Graf Zeppelin II (LZ-130) In March 1940, Graf Zeppelin II was moved back into her build hanger. Once inside work began on stripping out most of her interior fittings including all of the electronic reconnaissance equipment that had been previously used for intelligence gathering against the British Radar system. Loading hatches were enlarged and a loading system made up of a winch and blocks and tackle were installed. On the 27th August, Graf Zeppelin II set of from Friedrichshafen, heading North over occupied Denmark and Norway. Continuing out over the Ice Pack, she passed to one side of the pole then across the Far East of Siberia, South on to Japan. This was the first of Graf Zeppelin II’s blockade running flights. Attachments:
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Post by simmie on Mar 19, 2019 12:24:13 GMT 10
Avro Type 678 “Avenger” This project was an unconventional single seat fighter design, powered by a single Rolls Royce Merlin driving twin, wing mounted airscrews. It had began life as a private venture that eventually saw service on all fronts of World War II with both the RAF and the FAA although it is now little known. The bulk of the aircraft was fairly conventional; its structure was a semi-monoque of stressed aluminium, the control surfaces being fabric covered. The engine was mounted centrally with the wing passing over it, the reduction gear drove a cross shaft that passed along the leading face of the front spar. The power made it to the 8ft 3in diameter propellers by bevel drives. The pilot’s cockpit occupied entire the nose of the aircraft, separated from the engine by a fire wall. There was a second fire wall behind the engine to protect the ammunition storage of the fuselage mounted machine guns. The main undercarriage folded inboard in to the wing, the tail wheel was also retractable. The radiator was installed under starboard wing behind the rear spar, inboard of main undercarriage leg hinge, but outboard of wheel. This was to reduce the undercarriage interfering with the airflow through the radiator. The oil cooler mirrored the radiator, in same position under port wing. Engine intake mounted on the port side of the fuselage just above the bottom corner. The engine was removed by lifting off the wing, the fuselage being lowered on to a cradle. The aircraft was very compact with a wingspan of only 34ft (10.4M), compared with the Hawker Hurricane at 40ft (12.19M) and the Supermarine Spitfire at 36ft 10in (11.23M). The overall length was between the two at 30ft 6in (9.3M), this compared to 31ft 5in (9.98M) and 29ft 11in (9.10M) of the Hurricane and the Spitfire respectively. This small size proved to be an Achilles heel of the type as fuel capacity was restricted, although this only became a problem later in the aircraft’s career. It resulted in a number of trials and tests, including the installation of a Spitfire belly tank on the back of the aircraft. While it was used for ferry purposes by the fighters; it was in regular use by the photo reconnaissance aircraft. Avro and Rolls Royce approached the Air Ministry with a joint proposal in September 1936. A contract was issued in October of the same year for the construction of a mock-up, which was inspected November/December 1936. The drive train was extensively rig tested at Rolls Royce’s factory at Derby over the winter of 1936/37. The contract was issued to the special requirement F.44/37 which was written around the project. The specification eventually stipulated was based upon F.36/34 and F.37/34 which had been written for Hurricane and Spitfire respectively. Serial numbers L8000 and L8001 were issued for the two prototypes approved, the first flying on the 30th May 1937 from Woodford, this flight was carried out with the undercarriage locked down, the tail wheel replaced by a skid and with many fairing left off. L8000 was initially fitted with a Merlin C (890hp), but this was later replaced with a Merlin II (1030hp), the propellers rotated in opposite directions to cancel the torque. This aircraft was a hand built shell fitted with the basic radios and instruments and flew, initially, in bare metal without exhaust stubs; they were installed later in the aircrafts life. It appeared at the Hendon air pageants in 1938, in the new type’s park resplendent in silver with the large black number 12 on the side. This scheme was quickly replaced by standard day fighter colours as international tensions increased. Testing at Martilsham Heath reveals that the short span wing gave a high rate of roll, which enhanced its manoeuvrability in a dog fight. However, it did restrict performance at high altitude; it was less of a problem below around 20,000ft. Its general flying characteristics was found to be very good; it was an excellent gun platform, with praise being handed out for the wide track undercarriage and the lack of torque reaction on takeoff. One of the few changes requested from the trials is the installation of a bullet proof inner windscreen, and the installation of a GM 2 reflector gun sight. These changes were introduced on the second prototype that flew 10th September 1937. This aircraft also incorporated all the fittings for the intended armament of 8*0.303” machine guns, 4 in the sides of the fuselage just behind the cockpit, their muzzles were below the exhausts and their breeches behind the engine. They were mounted at approximately chest height to aid the ground crews in re-arming the aircraft quickly. The 2nd group of 4 machine guns were mounted under the engine bay, installed in a pack, again to speed re-arming. L8001 introduced the Merlin III (1030hp) that was also used in the initial production aircraft. Later Mk.1’s were fitted with the Merlin X (1145hp). At this juncture is worth mentioning the Type 678B that was tendered to F.18/37. This requirement called for a replacement for the Hurricane and Spitfire and was won by the Hawker submission which became the Tornado and Typhoon fighters. Like Hawkers, the Avro tender was to be powered by both the Rolls Royce Vulture and the Napier Sabre engines. It was essentially a scaled up Type 678 Avenger. All of the aircrafts dimensions were increased by an order of a 10%, except the wing span which went out to 41ft. Avro were contracted to build two prototypes, one with each engine. The project was delayed by the ongoing work on Avenger, as a result only the Vulture powered prototype was completed. With serial P5226, the “Vindicator” flew in early February 1941 and carried out manufacturer’s flight tests, unfortunately shortly after being handed over to A&AEE, the aircraft crashed as a result of the failure of the port bevel drive unit while on approach. The pilot survived, but was seriously injured, and as a result of this and the fact it was already severely delayed. The cancellation of the Rolls Royce Vulture resulted in the project being abandoned. Avenger was not deployed to France in support of the British Expeditionary Force in 1939. The type was still far too new, having entered service in March, it was also experiencing a series of niggles with the propeller drive system. These were worked through, some were found to be the result of production problems, and others were down to mechanics not following the correct maintenance procedures, not using the recommended lubrication regime. A few saw combat over the beaches of Dunkirk, where the first clues to its abilities in a dog fight were confirmed. The relatively slow rate of production by Gloster resulted it the numbers available during the Battle of Britain prevented it from claiming its rightful place in the history of the battle. Although later in the war they did manage to make their mark on a number of fronts. Especially after the Ford run shadow plant at Halewood came fully on line in November 1940. The good handling and easy take off and landing habits of the aircraft meant that a number of Mk.I’s were used as night fighters as were a number of Hurricanes, flying in the all over gloss black. The positioning of the guns was such that the pilot couldn’t see their muzzle flashes when they were fired; also the exhaust was behind him. The undercarriage allowed tired pilots a much more stable landing at the end of a sortie. The 15th production aircraft had been set aside for an attempt on the World Air Speed record, in a colour scheme along the same lines as that worn by the Speed Spitfire. The aircraft was still incomplete when the Germans further raised the record beyond its reach. It was reallocated to No.1 PRU for evaluation as a photo reconnaissance aircraft. It was initially fitted with a pair of F.24 cameras with 5” lens in bulges under the wings; this fit was designated as PR.Mk.1A. The addition of a vertical F.24 with an 8” camera in the former ammunition bay was the ‘B’ model. The next step was the introduction of the PR.Mk.2, which was equipped with an adapted gun pack containing three 5” cameras in an overlapping fan, covering a 20 mile wide swath of earth from 12,000ft. An F.24 with either 8” or 14” lenses mounted in the oblique position in the former ammunition bay. Below the camera an additional fuel tank was fitted, this did have an adverse effect on the centre of gravity, resulting in it being seldom used in practise. A number of these aircraft were supplied to the USAAC under reverse Lend-Lease in 1942, upon their arrival in Europe. The Mk.II introduced, in September 1940, a number of small updates brought about by service experience. The Merlin XII (1175hp) was installed, the cockpit canopy was reworked to increase the available head room for taller pilots and to increase the visibility. The original canopy was heavily framed, the opening being hinged 2/3 around the arc of the frame, and access was helped by a small panel of fuselage skin, on the port side, that folded down in a similar way as both Hurricane and Spitfire. The new canopy was a blown, single piece bubble that now hinged on the rear edge. It allowed rear view mirror to be fitted on its front edge. Photo reconnaissance versions had a canopy fitted with side blisters to allow the pilot to better line up pictures. The canopy could be jettisoned by the use of the Martin Baker system developed for the Spitfire. From the 127th aircraft on, the control surfaces were metal skinned. From the 234rd aircraft, the upper half of the firewall was angled back and the canopy extended to increase the pilots rear vision to be improved The Mk.III, arrived in service in August 1941, introducing the Merlin XX (1185hp) and a revised gun pack, the 0.303in machine guns could be replaced by one containing two 20mm Hispano Suiza cannon with 60 round drum magazines. The pack required a bulge to accommodate the magazines, and the barrels were recessed in to fuselage, due to the lack of ground clearance. A local modification produced in North Africa was a gun pack with a single 40mm Vickers S type cannon, the Rolls Royce B.F cannon was also available as an alternative. These were operated with Hurricane Mk.IID’s, against German armoured vehicles with some success in North Africa. The Avengers were locally fitted with the ‘Aboukir Filter’ that had been originally developed for the Spitfire, it extended along the fuselage side. This filter became the standard fit for all Avengers deployed to the Middle and Far East. The Mk.IV, became available in October 1942 powered by the Merlin 63 (1280hp), introduced the ‘universal’ wing with an increase in span to 36ft 6in. The new wing was fitted with a number of hard points for the carriage of bombs, unguided rockets and drop tanks. The latter were mounted in vertical pairs so that they cleared the propeller arc; a trial was carried with a single RP rail mounted over the wing root. While it was proved as an option it was not officially adopted, although a number of squadron level modifications were carried out. Also fitted outside the propeller arc were a pair of 0.303in machine guns per wing, these could be replaced by two 20mm cannon, this gave a number of armament options:- Mk.IVA – 12*0.303in Mk.IVB – 8*0.303in + 2*20mm Mk.IVC – 4*0.303in + 4*20mm A number of Mk.IV’s had the upper pair of fuselage mounted machine guns replaced by an oblique F.24 camera; they were used in the post strike role, designated FR.Mk.IV. The Mk.V was the first fitted with a Rolls Royce Griffon IIB (1735hp). With the larger engine also came a second radiator under the port wing to mirror that under the starboard wing. It entered service in August 1943 and was produced in two main variants. These were initially fitted with four blade propellers, later aircraft were also built with five blade Rotols. The Mk.VA was a low level fighter bomber with the universal wing from the Mk.IV. It was deployed against the Doddle Bug threat and against the nuisance raids carried out by the Luftwaffe thru 1943 and 1944. The other form of Mk.V was fitted with a two stage, two speed Griffon 66 (1540hp) for use as a high altitude reconnaissance aircraft. The PR.Mk.V was also fitted with new outer wing panels that increased the wing span to 42ft; a pressurised cabin was introduced in the 12th aircraft built. Both variants were also deployed out to the Far East, seeing service against the Japanese Imperial forces. The final variant produced was a single aircraft known as the Mk.VI. This was the result of an early Mk.V being supplied to Napier for the trial installation of a Sabre engine instead of the Griffon. The aircraft flew successfully, but did not attract any official interest, and the project was abandoned. This, however, was not the only occasion when an Avenger was fitted with a non-standard engine. It was discovered after the war that the Germans had captured a number of Avengers. One was found to have been fitted with a Daimler Benz DB610 and flown for comparison purposes. Another was in the middle of being fitted with a Junkers Jumo 211, but both were destroyed when the test facility at Rechlin airfield was bombed. The type was supplied to a number of customer countries. The first export was 24 Mk.1C, re manufactured Mk.1’s, aircraft being gifted to Portugal in exchange for the use of the Azores for the use of long range patrol aircraft over the Atlantic convoys. A further 15 aircraft were supplied to the Republic of Ireland Avro Sea Avenger The Admiralty began to show interest in the Avenger early in its flight trials, its wide track undercarriage and the excellent view for the pilot had initially pricked their interest. The flaps being positioned in the slipstream of the propellers resulted in very good low speed handling and a fairly short take off and landing runs, which further increased their Lordships interest. The result of this was that the 1st production aircraft was used for touch and goes on HMS Furious in April 1940. This was followed up by further trials with the 12th aircraft partially navalized, by the installation of an A-frame hook ahead and an arrester wire deflector for the tail wheel, and catapult spools. The result for these trials was an order for 150 Sea Avenger Mk.1; they were based upon the RAF’s Mk.II. The full naval conversion involved the fitting of a new folding wing, the hinge being outboard of the propeller hubs. The type was to see use in the Mediterranean and Pacific, but initially it was deployed in the North Atlantic. Its small size, and short take off/landing run meant that it was able to operate from the tight decks of Merchant Aircraft Carriers (MAC) and the later escort carriers. They saw action against Luftwaffe Condors and Ju-88 on the Arctic Convoys. Sea Avenger Mk.II introduced, in January 1942, brought under wing bomb racks able to carry 250 or 500lb bombs, the inner pylon being plumbed for jettisonable fuel tanks. The Mk.III Sea Avenger was fitted, as a parallel of the RAF’s Mk.V, with the Griffon turning four bladed propellers. It was to prove to be of significant use against kamikaze attacks in the Pacific Theatre, coming in to service in January 1944. They were operated off the carriers HMS Indefatigable, Victorious, Illustrious, Indomitable and Formidable. Each squadron was issued three FR.Mk.III, with the same camera fit as the Avenger FR.Mk.IV. Note: - In August 1942, the FAA took delivery of their first Grumman TBF-1 Avenger under the Lend-Lease act. To avoid confusion the type was given the name Tarpon Mk.1.
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Post by simmie on Mar 19, 2019 12:25:28 GMT 10
Hawker Henley “Diving into the flames of hell” was the term often used to describe attacking the advancing German Wehrmacht as it advanced across France in the long hot summer of 1940. They suffered at the hands of the Luftwaffe Bf-109’s much as the Junkers Ju-87’s did a few months later at the hand of the RAF. The RAF was a reluctant member of the ‘Dive Bomber Club’, the acquisition of the Henley was more of a political decision than an operational one. The Air Ministry was only carrying out the orders of its political masters, who in turn were under pressure from the public and the press. The reports that were coming from the Civil War in Spain had generated a great deal of consternation and fear in the mind of the general public. Especially the dramatic tales of the German ‘volunteers’ of the Condor Legion. They carried out numerous bombing attacks on civilian and military targets in support of General Franco’s fascist forces. Stories from refugees of the screaming Junkers Ju-87 ‘Stukas’ diving down out of the bright blue sky to bomb and strafe their struggling columns of retched humanity. The public demanded that the RAF should also possess their own example of this new terror weapon and they wrote letters to the newspapers and their MP’s. Political pressure built till the Secretary of State for Air, The Viscount Swinton, requested that work begin work on drawing up a requirement for a land based dive bomber. And it was to the Hawker Henley that the Air Ministry would turn to fulfill this requirement. In 1934 Britain’s Air Ministry issued Specification P.4/34. This called for a light bomber that could also be deployed in a close-support role. Fairey, Hawker and Gloster all rushed to fulfill this need, and competition was tight to attain the highest performance possible. Seeing as the aircraft required only a modest bomb load, and with performance being paramount, the Hawker design team chose to focus its efforts on developing an aircraft similar in size to the Hurricane fighter. The Hurricane itself was then in an advanced design stage, and it was thus beneficial both economically and production-wise if some assemblies could be common to both aircraft. This resulted in the Henley, as it was to become known, sharing identical outer wing panel and tailplane jigs with the Hurricane. Both were also equipped with the Rolls Royce Merlin engine as it offered the best power/weight ratio as well as a minimal frontal area. The Henley’s cantilever fabric-covered monoplane wing was mid-set, retractable tailwheel type landing gear was selected, and accommodation provided for a pilot and observer/air gunner, which differed from the Hurricane’s single-seat accommodation. Although construction of a Henley prototype began as early as mid-1935, with all priorities going to Hurricane development it was not until 10 March 1937 that it was first flown, powered by a Merlin "F" engine; shortly after the competing Fairey P.4/34. Subsequently the aircraft was refitted with light alloy stressed-skin wings and a Merlin I engine, and further test flights confirmed the excellence of its overall performance. However, the Air Ministry had by this point decided that it no longer required a light bomber, and the Henley was thus re-designated as a target tug. Henley production was subcontracted to Gloster Aircraft, and 200 were ordered into production under Specification 42/36. It was this order was amended again to become the RAF’s dive bomber. The first of the 200 aircraft ordered entering service with the RAF in November 1938. In winter 1939 5 squadrons were deployed to Northern France and the Low Countries in support of the British Expeditionary Force. There was still resistance to the dive bomber concept amongst the senior RAF officers, thus most training was to involve developing level bombing tactics. A further 2 squadrons were deployed to France in the close support role, divided up into 4 aircraft flights operating from temporary airfields immediately behind the frontline. As the Germans began to advance, the Henley’s were fully engaged. Like the Fairey Battle, they also suffered significant losses, although the Henley’s were lower due to superior speed and manuverability. A number of dive bombing attacks were carried out against important bridges, trying to slow the advancing Wehrmacht. These attacks suffered significant losses due to them being carried out without any fighter escort. This was mainly caused by failure of communications between squadrons and higher up the chain of command. On 14 May 1940, in a desperate attempt to stop German forces crossing the Meuse, the Advanced Air Striking Force launched an "all-out" attack by all available bombers against the German bridgehead and pontoon bridges at Sedan. The Henleys, Battles and Blenheims were hit by swarms of German fighters, the single Vickers machine gun in the rear position proving to be hopeless against the opposition. Of the 12 Henleys that participated in the operation, only 1 survived and that by virtue of the fact it turned back with engine overheating. On 15 June 1940, the last remaining aircraft of the Advanced Air Striking Force were evacuated to Britain, for a short period of time the RAF continued to rely on the light bomber. The Henley continued to be deployed in operations against shipping and barges being massed in the Channel ports for use in Operation Sealion. Following trials, a number of Henleys were equipped with Airborne Interception Mk. II radar (AI Mk. II) and were operated in the night fighter role. As the Henley used wing outer panels that were produced in the same jigs as those of the Hawker Hurricane fighter, this allowed the installation of Hurricane panels on a number of trial aircraft and up to 6*0.303ins machine guns. This proved to be a significant improvement for the Henley Mk.1F as it was to prove to be a successful 1st generation night fighter. The surviving and newly built aircraft rapidly found themselves being shipped out to other theatres such as the Far East, the Mediterranean and North Africa. Against the Italian forces, over the Western Desert the Henley was able to demonstrate its abilities to the full. Henley’s carried out a number of dive bombing attacks against Italian armour and supply columns. Aircraft operating out of Malta were able to cause a great deal of trouble to Italian, and later German, supply ships. In the Far East, it was felt that the Henley would be much more at home and would be able to cause significant damage to the advancing Imperial Japanese Army. However, again, the type was operated without friendly fighter cover, and again it suffered significant losses. This resulted in the type being withdrawn back to India. While there, the Henley was given 20mm cannon in the wings and sent back in to action in the Close Support role. Additional fuel tanks in the bomb bay allow the Henley to operate over the vast expanses of the Burmese jungle at low level. Additional aircraft, flown by the RAAF attacked targets across South East Asia till the end of the war. Attachments:
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Post by simmie on Mar 19, 2019 12:26:14 GMT 10
Baynes Heliplane In the years 1937 to 1939 the aeronautical engineer Leslie Everett Baynes worked on what would become the first operational tilt rotor aircraft. He filed a number of worldwide patents to cover aspects of this project. At this time the aircraft was called the Baynes Heliplane as Baynes disliked the American term convertiplane. With the outbreak of World War II and an inability to raise the capital the project was left to slip into obscurity. That is until events unfolded that would result in the type entering service, but under different name altogether. Baynes was sent to Alan Muntz & Co to organise their newly created aircraft division. Here he designed the BAT glider to be attached to a tank so that it could be landed with the airborne troops. The flying wing would have had a 100ft wing span with end plate rudders. To test the concept a 1/3 scale model was built and flow in 1941, it seems that Churchill was a keen supporter of the project. The actual wing itself was not to be built as the General Aircraft Hamilcar glider became available. In addition, Baynes was to carry out the design work required to convert the Lancaster bomber to drop the Upkeep mine for Operation Chastise in May 1943. As well as being an enthusiastic supporter of airborne forces, Churchill also had many other things on his mind; in mid 1940 this was to include the Battle of the Atlantic. The fall of France had made numerous airbases along the Atlantic coast available to the Luftwaffe. This allowed their Focke Wulf FW200 Condor patrol bombers to operate over the ocean attacking and spotting British merchant shipping. Condors also operated in support of the U-boats as they sought out convoys to be attacked by Wolf Packs. The British set out to find some way of countering the Condor menace. Initially this was to be done by the out fitting of a number of merchant ships with a catapult mounted Hurricane fighters. This was only a stop gap answer, what was required were small aircraft carriers that would sail with the convoy, by placing a flight deck on to a bulk carrier or tanker. The first such conversion was the former German liner Hanover; it had been captured in the Caribbean at the outbreak of the war. The ship became the HMS Audacity, it was built without a hangar, and thus aircraft had to be stored on the flight deck. Grumman Martlets and Fairey Swordfish were assigned to the ship as an air group. In June 1940, Churchill was made aware of the work that Leslie Baynes had undertaken before the war by officials at the Air Ministry. He personally requested a meeting with Baynes, where the topic of discussion was the Heliplane concept. Baynes was grilled by Churchill and senior Fleet Air Arm officers. They wanted to know what the Heliplane could do, its capabilities inn the offensive role as Baynes had designed it, and how quickly it could be brought to service. On the personal order of The Prime Minister, Baynes was sent to Westland at Yeovilton. To cover the development of the type an Air Ministry specification 2/40 was reissued. 2/40 had originally been issued in January 1940 as a specification for the purchase of Caproni Ca311 and Ca313 aircraft as multi-engined trainers, this order was not proceeded with when Italy entered the war as an ally of Germany. The company put a design office at his disposal and began to fill in the detailed work that Baynes had been unable to carry out himself. The company Technical Director, Teddy Petter, took a personal interest in the projects, as he had been a strong advocate of autogyros before the war. It was Petter that had encouraged the Westland board to invest in the C.29 and CL.20 autogyro projects. The aircraft was of a conventional light alloy construction. It consisted of two main channel longerons at the top, with a central keel at the bottom. They were connected by bulkheads and formers. The upper fuselage was covered by detachable panels to allow access to the gas generators and the fuel and coolant tanks. The lower fuselage was sealed so as to be water tight; this was to allow the aircraft to set down on the water. As the landing would be vertical, it was not required to be stepped; the overall length was 29ft 7ins. The forward fuselage consisted of the cockpit area, housing the pilot and the observer. The later had two positions, a seat beside the pilot, and a prone position in the nose were he could observe the ground below or aim bombs. He was also provided with a 0.303ins machine gun in a flexible mount. The pilot was provided with a fixed mounted 20mm cannon, fitted along the port side of the cockpit. The wing was fitted with shackles for up to 500lbs of bombs and depth charges, later rocket projectiles were added to the aircrafts repertoire, mounted both above and below the wing roots. The wing was formed from two one-piece spars which, with the outer skin, formed a box beam. The nacelle bears were centrally mounted between the spars. The oil and glycol radiators, for cooling the gas generators and the turbines, were mounted off the rear spar. They were provided with a system of vanes and ducts that allowed them to be in the draught of the propellers, whether in the hover or forward flight. This also had the benefit of cutting down on the wings masking effect. The gas generators were a pair of Pescara free-piston developed by Alan Muntz & Co on an Air Ministry contract. They were mounted side-by-side in the bottom of the fuselage, directly under the wing centre section. They fed their exhaust gasses in to a single, thin-walled stainless steel duct. This ran between the spars to the turbines in the nacelles. The turbines drove 15ft propellers/rotors through a 7:1 epicyclic reduction box, and produced 750hp each. The gas generators were able to maintain power up to 20,000ft by being turbocharged. The turbochargers being driven by gas tapped off the main duct. The undercarriage was a tail wheel layout, with the main wheels protruding from the rear of the wing tip nacelles. This allowed a single hydraulic system to be used to both lower the undercarriage and tilt the propeller/rotors. It also allowed a single emergency system to blow the nacelles up. Forward of the oleo mounts was a sealed compartment that acted as a tip float when the aircraft was on the water. One of the blast pens at Yeovilton was converted to act as a test rig for the rotor drive system, including the mechanism for the tilting of the propellers. Once this was run successfully, the rest of the airframe was completed and rolled out for ground running in mid August 1941. The first months were spent running the drive system, to check the cooling systems. Towards the end of this, the drive system was run up to full power, thus the first hovers were performed, while tethered. The first free hover was carried out by W4100/G in November 1941; full conversions were delayed due to the winter weather and a number of minor technical changes. The first conversion occurred on the 7th December 1941. This allowed the flight envelope to be explored; basic handling was found to good. The higher speed end of the envelope was opened up; the maximum level speed was found to be 365 mph. The range was 500 miles with max payload or 1000 miles with max fuel. The empty weight came out at 4,100lbs empty or 6,000lbs loaded. This resulted in the following: power loading 4lbs/hp, disc loading of 37lbs/Sq Ft and wing loading of 102lbs/Sq Ft. The Fleet Air Arm service trials began with the delivery of the 2nd (W4101/G) and 3rd (W4141/G) aircraft between February and June 1942. The program accelerated with the arrival at Boscombe Down of the 1st pre-production aircraft. At this stage the type was made public and its name was announced as being the Westland Widgeon Mk.1. The first deck landings were undertaken on HMS Audacity steaming off the west coast of Scotland on the May 23rd 1942. The pilots involved in these trials reported that the aircraft was relatively simple to land on a moving deck. The wide track main wheels allowed it to be very stable on deck. No arrestor gear or accelerator/catapult was required for the type. It also proved to be a good platform to attack submarines. The Widgeon was much quieter that conventional types allowing it to be much closer to a surfaced submarine before it was detected by the conning personnel. Also, its slow speed abilities meant that the depth charges could be laid much more precisely. A trials flight was formed, initially with just the three trials aircraft, these being joined later by the remaining pre-production aircraft. They sailed with a West bound convoy bound for Nova Scotia in August aboard HMS Avenger, they replaced the usual flight of Swordfish. On the way over the pilots exercised with the escorting destroyers to assess the ability of the Widgeon to perform in an operational environment. A number of live contacts were investigated, depth charges were dropped on potential targets, but no hits were confirmed. Upon the convoy arriving in Canada, two of the aircraft were dispatched ashore, one to the Victory Aircraft plant to act as a pattern airframe. The other Widgeon, the third prototype (W4141/G), was flown to Washington and demonstrated at the Pentagon. This aircraft was handed over to the Americans, were it was initially trialled by the US Navy at Patuxent River NAS. The Pre production batch was followed by 120 Mk.1 models. These ranged from the basic Mk.1 to the Mk.1D. The principle difference being the gradual increase in the power output of the gas turbines, from 750hp to 975hp. There were also a series of improvements in the gas generators, improving their combustion efficiency, decreasing their weight and improving the cooling system. The RAF received an initial batch of 10 aircraft to form a trials unit, the first arriving 14th August 1942. This was used to investigate possible roles for the Widgeon, resulting in the selection of the Army Co-operation or Airborne Observation Post. Its ability to loiter over the battlefield for extended periods was of particular interest to the Army. It could, hide behind trees and observe the enemy much quieter than conventional types such as the Taylorcraft Auster and the Piper L-4 Grasshopper. It was also able to get out of trouble rapidly if discovered. The unit was also involved in the hot weather and tropical trials, a flight deploying to RAF Fayid in Egypt, another going to RAF Bangalore in India. The flight sent to Egypt was used operationally as part of the RAF contribution to Operation Crusader. The type performed well, proving to be an effective AOP type. It was also able to evade enemy fighters due to its manoeuvrability. The first squadron to be equipped with Widgeon’s was 666 Sqn; they absorbed the initial trials aircraft. They were joined by 671, 672 and 673 Sqn’s as part of the Desert Air Force. They operated with the 8th Army, seeing use during the 2nd Battle of El Alamein. A number of widgeon’s were also used as part of Operation Torch, and a further 4 squadrons were deployed as part of Operation Overlord. They continued to fly in support of the British 2nd Army, including Operation Market Garden. During the winter of 1944/45, Widgeons, from squadrons supporting 21st Army Group operated in some of the most awful conditions; they performed as Forward Air Controllers for US Army Air Force Republic P-47 Thunderbolts during the relief of Bastogne. The Mk.II was, initially, produced concurrent with the Mk.I; most of the older aircraft were upgraded to the new spec during their major service. The principle change was that the Mk.II had new turbines designed by C.A Parsons and Company, using their expertise in steam turbines. These new turbine produced 1150hp which required a new reduction gearbox; it was also able to demonstrate increased efficiency. A number of aircraft were fitted with ASV radar, developed from the AI.Mk.II set, after it proved to be a successful installation, the Fleet Air Arm fitted sets to the rest of their aircraft. Fleet Air Arm aircraft served from numerous escort carriers both in the Atlantic and with the Pacific Fleet. During its career the Widgeon managed to score 6 confirmed U-Boat kills, with a number of probables. A number of Japanese submarines were also sunk by either depth charges or rocket projectiles. Trials were also under taken with pairs of aircraft, one with ASV and the other with a light weight Leigh Light under the port wing. The ASR Mk.III made use of the extra power and thus featured a stretched forward fuselage (of 5ft) so that it could accommodate two downed aircrew. This stretch was balanced by short stretch in the rear fuselage and a dorsal extension to the vertical fin. This model was stationed along the coast of the British Isles, a number operated out of Gibraltar and Malta. 15 aircraft were modified to become the Mk.III (SD), they featured an enlarged access door and drop tanks on the under wing bomb shackles. They tended to be operated under the cover of darkness and as such were painted overall black. They operated in support of the Special Operations Executive and local resistance movements across Europe. Another squadron operated in the same role in the Far East against the Japanese, mainly in Burma and Borneo, Mk.III (SD)’s were also operated in New Guinea in support of covert operations by the RAAF. Other Mk.III’s were used in the casualty evacuation role, using their ability to land in any small jungle clearing, lake or river. The observer was replaced by an attendant and a stretcher. The Mk.IV and Mk.V were the Mk.II and Mk.III built under licence in Canada. They were used mainly by the RAAF and RNZAF, as well as being supplied to the Americans. The Canadians also produced 350 aircraft that were supplied to the Soviet Union. They were extensively operated during the advance on Berlin, marking targets for the Illyushin IL-2 Stormoviks. There have been a number of anecdotal reports that Widgeons encountered the Weser Wf-551 fighter bombers over the Poland/Germany border. So far no documentary evidence of these clashes has come to light. The RAF and FAA both retained a limited number of the type in service till the early 1950’s. The RAF deployed two squadrons to Korea during the war; they were mainly found working in the AOP role. They used smoke rockets to mark targets for other allied aircraft Royal Navy ASR Mk.III’s were operated from carriers as an early form of Combat Search and Rescue, flying through enemy fire to pluck downed aircrew from behind the lines. It has been reported in a number of publications that there was also 3-4 Mk.II (SD) in use during the conflict. The US Coast Guard was very interested in the type, ordering 150 through reverse lend-lease. They were used to patrol the coastline of the United States. In the East, they spent their careers watching for U-Boats, in the West they awaited a Japanese invasion force that never arrived. The US Navy, while finding the Widgeon an intriguing aircraft, were disappointed by its low bomb load; they had hoped to replace the Douglas SBD Dauntless on their escort carriers. The aircraft was then passed to the US Army who had it transferred to Muroc Dry Lake. Again they tested the aircraft in the attack role, removing the observer’s positions and all his associated equipment including the flexible mount machine gun. This had the effect of increasing the available bomb load to 760lbs. However, after they witnessed the RAF using the Widgeon in the Army Co-operation or AOP roles, they ordered a trials unit of 20 aircraft, a mix of Mk.IV and Mk.V’s, formed at Fort Bragg. They transferred to the Philippines in late 1944, where they were working up for deployment as part of Operation Olympic; the invasion of Japan. The end of the war was to prevent the unit seeing any actual combat, and after a spell as part of the occupation force, they were returned to Muroc. The aircraft ended their short careers in various trials and as range targets. After the war, Westland retained a single example of the Mk.II and Mk.III as company demonstrators. Both were placed on the civil registry and were used for trials and a number of sales tours. In 1948 both undertook an extensive tour of Europe and the Near East. A number of countries showed interest, but ultimately there were no sales of new aircraft. France, Belgium and The Netherlands took refurbished former RAF and FAA aircraft. India and Pakistan were both gifted examples of the type on partition. The Mk.III demonstrator was lost in 1951 while on a post overhaul test flight. The Mk.II was severely damaged in a fire while under restoration, prior to its intended donation to the RAF Museum. The remains were lost for many years until an out building at Yeovilton was being refurbished in 1984. The remains of the Widgeon were found at the rear of the building. It was handed over to The Old Airplane Company, along with parts from two other aircraft that had been recovered in the jungles of Bangladesh and Burma. The resulting amalgam will be handed over to the RAF Hendon when it is eventually completed to static condition. In 1996 a total of 3 wrecks were found in the jungles of Papua New Guinea by a team of Australian wreck recovery specialists. After a year, the necessary paper work was completed and the recovery operation began. Operating during the dry seasons, all three airframes were recovered to Australia. Once complete, the aircraft will be displayed at the RAAF museum at RAAF Westland had tried to develop the concept further. The power plant static test rig was modified to allow the installation of a Whittle jet engine. The exhaust from the engine was passed into the transverse duct. The gasses produced were significantly hotter than those generated by the Pescara engines. This resulted in the duct having to be replaced by one with a much greater wall thickness; also they had to add insulation to protect the rest of the airframe. This increased the diameter and thus the depth of the wing. The Whittle also had much higher fuel consumption than the Pescara’s, and much more complicated and thus unreliable. The heat and velocity of the exhaust gas also caused severe pitting and corrosion to the turbine blades. By 1950, the Air Ministry called a halt to the work, due to the extensive work required and the availability of conventional helicopters.
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Post by rusel on Mar 20, 2019 7:53:41 GMT 10
Congratulations Euan, what a treasure trove you have here! With Dornier Racer I think the BMW VII would’ve been the engine of choice maybe even the IX ?
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Post by rusel on Mar 20, 2019 10:55:39 GMT 10
here's what I have on those 2 engines
BMW VIIaU was a 12 cylinder V type engine with 160x190 mm cylinder dimensions, a 7.3:1 compression ratio and a 750 hp rating. The main difference from the BMW VI was the introduction of a 0.62 propeller reduction gear ratio (the earlier engine was direct drive) and the resultant increase in weight to 615 kg from 546 kg.
There was also a BMW IXaU that differed in using a supercharger to provide 800 hp at 1780 rpm and a BMW 106A/D, a development of the BMW VI, apparently intended for the evaluation of fuel injection techniques.
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Post by simmie on Mar 23, 2019 12:14:37 GMT 10
Thanks for all that, most informative.
there is a bitty more on the subject:
"Dornier S.4 Greif (Griffon) in 1924 the dornier company at Pisa Marina in Italy revealed some brief details and illustrations of the wind tunnel model of a twin-float project for that year's contest. Designated S.4 and powered by an undisclosed water cooled vee engine of about 500hp, it was a mid-wing cantilever monoplane with cantilever tailplane... each of the single step floats was carried on a pair of slim struts with spreader bars between them... presumably ...wire braced an d some illustrations appear to indicate...Forlannini type floats...span 8.8m; length 7.7m, no other information has survived."
"1929 Dornier
for the 1929 contest, dornier again produced designs and models of an unconventional project. similar to the italian [savoia] S.65...no dimensions, weights or performance details are available for this design...
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Post by simmie on Mar 23, 2019 12:18:21 GMT 10
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Post by simmie on Mar 23, 2019 12:26:21 GMT 10
At the moment, this is all my complete work. There are at least 3 other projects that are at various stages.
Operation Eastern Promise - I had 20 pages of hand written notes for this one, but they have been 'misplaced'. (24/01/20) now found.
Alt RAAF - Got an intro and some aircraft suggestions but nothing else.
Alt Eurofighter - Stuck about half way through.
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Post by simmie on Mar 25, 2019 11:11:51 GMT 10
More Schneider Trophy stuff:
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Post by simmie on Mar 26, 2019 1:54:25 GMT 10
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Post by rusel on Apr 10, 2019 7:05:37 GMT 10
Thanks for all that Euan, Id found most of those with a couple above much clearer than what Id dredged up. That Do S.4 has all the lines and the Schneider was an amazing driver of development. Its a pity there wasnt a IRL continuation of some form. Ill take my time working through your Alt RAAF file but great to see Miles included, thanks very much!
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Post by simmie on May 8, 2019 21:27:11 GMT 10
I have recently come across a timeline and the personel lists for "Operation Eastern Promise", which I may back to once other stuff are done.
Would anyone be interested if I was to post these items here??
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Post by Admin on May 8, 2019 21:41:48 GMT 10
Feel free mate.
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Post by simmie on May 9, 2019 11:38:18 GMT 10
this is the timeline and officers of "Operation Eastern Promise"
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Post by Admin on May 9, 2019 18:39:40 GMT 10
Some beautifully crafted details there mate.
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Post by rusel on May 16, 2019 21:55:59 GMT 10
this is the timeline and officers of "Operation Eastern Promise" wonderful detail Euan, fantastic to see the Graf given a legitimate role for once. I have a subplot in TPMB, where Ukraine retains independence and Helium is found among its reserves earlier than IRL. This makes for some superb speculations ...
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Post by simmie on May 17, 2019 21:31:47 GMT 10
Thanks for those generous word guy's
Just have to try and find the chunk of story that I actually got written.
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Post by simmie on Aug 27, 2019 20:47:45 GMT 10
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Post by simmie on Jan 8, 2020 9:25:06 GMT 10
Something is coming, soon.
something big.
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Post by simmie on Jan 9, 2020 9:18:00 GMT 10
Its getting closer and closer.................
Oh no, its actually arrived.
Duck and cover, for here we have it, actually finished (we hope).
Just it won't attach - too big
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Post by Admin on Jan 9, 2020 18:38:25 GMT 10
Here's the complete story by Euan. I've broken it down into components for uploading, but beyond that, it's all credit to Euan.
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Post by simmie on Jan 10, 2020 11:39:00 GMT 10
I would like to place on the record my utmost thanks to our dear leader for his patients with me and my insesant requests for the weird and wonderful.
As always, awesome.
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Post by simmie on Feb 23, 2024 7:27:52 GMT 10
Just to let you all know, I have returned to "Operation Eastern Promise". Think I have worked out to get the Graf Zeppelin's crew home.
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