Simmie's stories

As my lap top doesn't have word, I shall try posting as attachments, unless there are any objection.  

So, in no particular order:-

(With apologies to Euan, I've extracted the doc)

In 1964 the British Army carried out a series of flight tests in order to procure a new light observation helicopter, to replace the Saunders Roe Skeeter. After testing a number of types the Army selected the Bell Model 47G Sioux. There were some mechanical problems, but the aircraft generally gave a good account of itself. However there were concerns about of its performance and fragility in a battlefield environment. The order was placed for 250 aircraft, the first 50 coming from Agusta, the rest coming from Westland who had obtained a license from Agusta. As they were delivered, the aircraft were issued to Army Air Corps units across the globe. Soon where ever the British Army was operating a Sioux could be found flying in support.

At the end of 1962 British forces were being drawn into a new crisis in the Far East. Britain had proposed a federation of Malaya, Sarawak, Singapore, Brunei and North Borneo in May 1961. This was strongly opposed by left wing nationalists and Indonesia. A revolt inspired by Indonesia broke out in Brunei; this was rapidly crushed by British forces airlifted in by 205 Sqn Shackletons. Indonesia’s response was to begin training a ‘volunteer’ guerilla army. Later this support was expanded to the use of Indonesian regular forces.

From the beginning of what became known as the Indonesian Confrontation, Sioux’s operated in support of the security forces with units such as the 3 Commando Brigade Air Squadron, flying patrols over the jungle, watching for incursions by guerilla units. However, after the loss of the 6th aircraft in 1963, brought down by small arms fire, in the vicinity of a protected village. The questions about the fragility of the aircraft were brought dramatically to the fore, by a less than polite memo the Squadron Commander fired off to Major General Walker, C.O of the Borneo Defence Force. General Walker passed the memo with a few of his own observations to Army Air Corps headquarters at Middle Wallop at the ease at which their aircraft were being brought down. AAC HQ had privately believed that this was a possibility and had requested Westland to make a study into how the aircraft could be made ‘bullet proof’. The AAC also studied what else was being done around the world, through the use of Jane’s All World Aircraft particularly the 1964-65 Ed. In September 1963, Bell unveiled to the public the Model 207 Sioux Scout, a flying mock up of a high performance light close support helicopter, to demonstrate and investigate in practical form Bell’s ideas regarding armed rotary winged aircraft and tactical use. As this aircraft was a private venture, the company was happy to let the AAC look over the concept. The aircraft was unarmored but did carry an Emerson Electric TAT-101 powered turret under the nose, fitted with 2 7.62mm M60 machine guns. It was also fitted with a pair of stub wings contained fuel tanks and provided mounting points for additional weapons. First flight was 25th June 1963, by the end of that year it was passed to the 11th Air Assault Division at Fort Benning, Georgia. During their time with the aircraft they discovered that the stub wings improved the high speed turning performance of the aircraft, the pilots also commented on the aircrafts abilities and requested that such an aircraft be developed promptly, with more engine power.

The army passed all that it learned from Bell to Westland, who was asked to study the possibilities of producing such an aircraft using the Sioux airframes that were passing down it production line at that time. Westland concentrated on the provision of armour and more power than the Lycoming TVO-435-A1A of 240 shp fitted to the Sioux Scout. It was well known that Bell had previously fitted a Sioux with a Continental (Turbomeca) XT-51-T-3 of 240 shp. Westland was well aware that the weight of any armour plate that they installed would adversely affect the performance of the aircraft, and this was before the addition of weapons or consideration of operating conditions.

What Westland put to the Army was the installation of aluminum armour plate in the form of a bathtub that passed under and around the cockpit and engine/transmission behind it. The chosen engine was to be a derated Turbomeca Artouste giving 400 shp. This was to be built under licence by Bristol Siddeley. The installation was flight tested aboard an existing AAC Sioux AH-1 that was leased back from the army in August 1964.

The Army immediately placed an initial order for 25 aircraft, for use in the armed reconnaissance role. The 1st batch of 10 aircraft were to be based on airframes taken from the Sioux AH-1’s already on the production line. These were the first batch of aircraft to be assembled by with the batch issued the serial numbers XT-151 to XT-250. The first Sioux Scout AH-1 lifted off at Yeovil on the 23rd December 1964 and was delivered to the Army Air Corps on the 12th March 1965.

The Army were very keen to get the aircraft out to Malaysia, so weapons clearance was pushed through with some alacrity. This was aided by Westland delivered the remaining aircraft immediately so as to allow crews to be trained prior to being shipped out to provide armed reconnaissance for the Borneo Defence Force in their continued fight against the Guerillas. After arrival in theatre the unit continued to work up and develop tactics whilst on duty. The aircraft proved to be a surprise to the infiltrating guerillas. They, initially just fired up at them as they flew over assuming that this would have the same effect as before. When the aircraft returned fire they caused a great deal of damage both physically and psychologically to the guerillas. They also used their weapons pylons to carry target marking rockets with which they could direct strikes by RAF Hunters. The crews, although initially dubious of the, allegedly, bullet proof Perspex canopy, came to regard their aircraft as ‘the little helicopter that could’. With the end of the Indonesian Confrontation in August 1966, the aircraft were brought home were they set about reworking the tactics that had already been developed for use in West Germany with the British Army On the Rhine. The remaining 15 aircraft came out of the Sioux batch issued the serials XT-824 to XT-849. These aircraft differed from the first batch sufficiently to be designated AH-2, with improved crew protection and optics. These optics allowed the Sioux Scouts to fire the NORD SS-11 missile, and they introduced a limited degree of night capability by the fitment of an active infra red searchlight attached to the side of the turret. The 9 survivors of the first batch were reworked to the new standard as they underwent major servicing at Middle Wallop.

By 1982, the majority of the survivors had been placed in storage at RAF St Athan awaiting disposal. A single aircraft was retained at A&AEE Boscombe Down for trialing new night sensor devises, another aircraft was held as part of the Army Air Corps Historic Flight. The outbreak of hostilities in the South Atlantic almost changed this situation. As the task force departed for the Falkland Islands, the Army launched an effort to put 15 aircraft back into the air; the other remaining airframes were to provide the spares to support them. The first group of 5 aircraft, fitted out with the newest, passive, electro-optics that the army could get their hands on at short notice, were loaded on to the M/V Atlantic Conveyor inside a number of containers. With the lost of the ship the Army was left to advance across the western Island to Port Stanley with only Scouts and Gazelles for reconnaissance. The 2nd group of 6 aircraft were in the final stages of preparation, when the Argentine forces surrendered. Further work was suspended until the Irish republic expressed interest in purchasing them for anti-terrorist border patrols. The aircraft were delivered to the Irish Air Corps in June 1983, following a training and work up programme at Middle Wallop. They were to serve for almost 10 years, with the loss of a single aircraft due to an RPG striking its tail rotor while patrolling the border with Northern Ireland, before being stood down for the last time in July 1991.

a back story for the Gloster E.28/39 Pioneer

The operational career of one small aircraft very rarely has the massive effect than that of the Gloster G.60 Pioneer F.Mk.1. Although only in service for around 15 months, and never facing the enemy in combat, it helped to advance the cause of the jet engine massively, laying wasted the last official opposition and creating a knowledgebase that is still being mined to this day.

As is often the case, it all began with a set of fortunate happenstance. Frank Whittle had had personal contact on a number of occasions with George Carter, Gloster’s chief Designer

In March 1938 the Air Ministry awarded Power Jets Ltd a contract for a flight ready engine, and also started looking for a company to build an aircraft for it to power. Gloster’s were fortunate that at this time there design office was in a period of slackening work load. Carter travelled to Lutterworth and was permitted to observe an engine test underway, he began design work immediately upon his return to Gloster’s at Hucclecote.

Contract SB/3229 was awarded to Gloster’s for the construction of an aircraft to specification E.28/39 on 3rd February 1940. The second paragraph of the contract stated that “The primary object of this aeroplane will be to flight test the engine installation but the design will be based on the requirements for a fixed gun interceptor fighter as far as the limitations of the size and weight imposed by the power plant permit. The armament equipment called for in this specification will not be required for the initial trials, but he contractor will be required to make provision in the design for the weight and space occupied by these items”. This equipment included 4* 0.303” machine guns, wing mounted with 2000 round of ammunition.

The airframe was laid out to be small, compact and simple. A low winged monoplane with a single fin and rudder. The centrally mounted engine was fed by nose pitol inlet, the ducts passing either side of the cockpit and the 81 Gal fuel tank, before feeding the engine sealed in its plenum chamber. The exhaust passed straight out the rear of the fuselage. Carter decided to accept the power loss of the long duct instead of the uncertainty of the air flow around a horizontal tail suspended between twin booms.

The initial construction of both prototypes (W4041 and W4046) was initiated at the Experimental Department at Hucclecote, before the threat of enemy action forced a dispersal of W4041 to the premises of Regent Motors, Cheltenham. From, there W4041 was taken by road back to Hucclecote for initial taxi trials on the 7th April 1941. A further move, again by road, to RAF Cranwell for flight trials followed. The first flight took place on the 15th May 1941.

On the 12th January 1942, Sir Henry Tizard, Chief Scientific Advisor to the RAF, wrote that “Consideration should be given to the possible use of the experimental single engined machine (E.28/39) as a fighter”. Churchill agreed, after studying the latest ULTRA intercepts and reports from agents in southern Sweden of trials at Rostock-Marienehe, on the Baltic, of the Heinkel He 280, “The Tizard Note” as it became know was stamped “Action This Day”.

The immediate response to this new urgency was to increase the pace of construction of the second prototype W.4046. This was soon followed by an order of a further 9 copies of the second airframe to be constructed in the same dispersed facilities as the first two aircraft.

W4046 took to the air 4th March 1942 from Hucclecote, and joined the first aircraft in an accelerated flight trial programme. Meanwhile the Air Ministry began the search for a suitable base for the new trials unit. It was required to be far enemy interference and isolated for security. But, it also required access to major transport routes for the supply of personnel, spares and regular updates.

The search resulted in the selection of RAF Edzell (45/NO630690) as the base for the new squadron. Situated 8 miles inland from the North-East coast of Scotland its sole occupant was No.44 MU, although it was also used as a landing ground by 8 SFTS at RAF Montrose (54/NO725600).

All the new squadron’s personnel were routed through and technically assigned to RAF Montrose, which being on the LNER East Coast Mainline, made the delivery of spares easier. Anything that had to be moved more urgently could be handled through the station at Laurencekirk village.

Additional hangerage had already been constructed in January 1941 (2 K types and 1 L type). The first of the two runways was completed 1st April 1942, just in time for the arrival of W4046, temporarily wearing the assigned squadron codes (XX-A) to attend the formation ceremony for 606 Squadron (County of Angus) RAuxAF. W4046 returned to Edgehill after the ceremony to join W4041 in flight test.

Although no Photographs are known to exist, this profile of W4046/G approximates its appearance at the time of its arrival at RAF Edzell, based on eyewitnesses.

The first aircraft actually assigned to the squadron on a permanent basis was the 3rd aircraft constructed, W4049/G (XX-B) arrived directly from Edgehill after completing its first flight on the 15th May 1942. This was the first aircraft to be fitted out with its specified armament of 4* 0.303” machine guns and a GM-1 reflector sight, and it was initially used for firing trials against airborne targets provided by No.2 flying Instructors School at RAF Montrose.

In August 1942, the aircraft was dismantled, crated and transported by road to the Clyde. Here it was loaded aboard the RMS Queen Elizabeth for transport to Canada for cold weather trials. During the course of these trials it was initially found to be difficult to get the engine to start in the cold weather. It was necessary to provide warm air to the rear bearing of the engine, especially as temperatures dropped during the winter. The aircraft was operated from a number of different stations including RCAF Claresholm, Alberta and RCAF St Honore, Quebec.

Upon the completion of these trials, in spring 1943, the aircraft was once again dismantled and moved by rail to Wright Field, Ohio. Here, the aircraft was demonstrated to senior USAAC officers and was involved with comparison trials with a Bell XP-59A Airacomet. In addition, the aircraft was involved in attempts to increase its fuel capacity by trialling under wing tip drop tanks. These to be problematic as they initially failed to separate together, resulting in asymmetric handling. The fault was finally traced to poorly installed wiring in the port wing. This aircraft was handed over to the USAAC in June 1943. Its ultimate fate is unknown at this time.

The 4th aircraft to be delivered was W4053/G (XX-C) which arrived at Edzell 29th June 1942. This aircraft arrived with the newly developed ventral tank. This consisted of a ½ tear drop shaped installation, attached by 4 bolts under the aircrafts centre section. After completing a number of longer duration flights across country, escorted at all times by a Hurricane borrowed from RAF Montrose defence flight. After approximately 3 months of this the aircraft was returned to Hucclecote to have the machine guns removed and replaced by a pair of 20mm long barrel Hispano cannons with 120 round magazines. This resulted in the wing gaining a bulge similar to the Spitfires. Firing trials were again carried out against airborne targets. However, these were cut short when the aircraft was lost, due to bird strike, in May 1943. The aircraft had been investigating the possibility of deck trials at nearby RNAS Arbroath/HMS Condor (54/NO620435), home of 767 Sqn Deck Landing School. The pilot escaped, after ditching in the sea away from the town, after a Sea Gull was sucked in to the engine after an attempted simulated carrier take off. The wreck was quickly recovered from the sea, but was declared a write-off, the remains being destroyed for security purposes.

The 5th aircraft, W4057/G (XX-D) arrived in mid August 1942. Its ventral tank was removed, cut down and modified by the squadrons own personnel too allow the carriage of a number of practice bombs. It then carried out a series of bombing trials, both at high and low level. While aiming was difficult with GM-1 sight, the trials proved to be most successful and were extended to include the installation of a GM-II sight and dive bombing. It also gained a similar cannon installation to W4053/G following its loss. Some Army Co-operation and Close Air Support work was undertaken with the Commandos training in the Spean Bridge area.

This aircraft was forced back to Hucclecote in January 1943 after sustaining damage while carrying out operations from a grass field. The nose wheel dug in after breaking trough into a rabbit warren following a landing at Stravithie, Fife (59/NO540125). Upon its return to Edzell in July in now sported a clear vision bubble canopy, which it retained till it was declared surplice in September 1944. It was leased back to Glosters for an extended trials programme, with W4041/G and W4046/G till after the end of the war.

With the end of hostilities, this aircraft was sent off to tour Australia, Canada and New Zealand, following a request from the three air forces. While it was there the aircraft it was demonstrated at a number of airbases around each country, introducing them to the new power plant and its particular complications.

It was this visit that was to start a new chapter in the Pioneer story, which resulted in it finally getting to show its teeth in action in an oriental sky.

The 6th aircraft, W4061/G (XX-E) was to spend very little of its life at Edzell. Its first flight occurred on the 30th of September 1942. It was almost a month before it arrived with the squadron as it had encountered instrumentation difficulties during its shakedown trials.

Almost as soon as it had arrived at Edzell, at the end of October, it was dismantled and packed up for the long sea voyage to North Africa, arriving in Alexandria early January 1943; it was to carry out hot and high trials. After reassembly, the aircraft suffered the first of its long catalogue of engine difficulties due to sand ingestion during ground running. This resulted in the engine having to be flown by RAF Avro York back to the U.K for urgent inspection, repair and rectification. The RAF engine fitters and Whittle technicians, with the aircraft, began work on the spare engine to trying and bodge an improved filter for its rear bearing. This was partially successful, and at least allowed the trials programme to be started. It took 2 months for a new engine to arrive from the U.K, with a more effective solution. The spare engine was found to have suffered compressor damage from sand ingestion and the rear bearing was only fit for scrap.

These trials produced much useful data about the performance of jet engines at high temperatures and the effects of sand ingestion. The aircraft was eventually to return to the U.K, but it was declared surplus and scrapped in July 1944.

The 7th aircraft, W4066/G (XX-F), was to be the completed as Glosters was by now fully involved in the Meteor programme. Gloster management had taken the decision to ask the Air Ministry to terminate the contract early due to the pressure of work.

The aircraft first flew on the 24th of November 1942, and although assigned to 606 Sqn, it was never to visit Edzell. It was to spend its entire service career attached to 541(PR) Sqn at RAF Benson.

The aircraft was to only one to be fitted with a pressurised cockpit, also, its ventral tank had been modified to carry 3 camera, a 14” F.24 at the front and two 5” F.24s obliquely to the sides.

Painted to same high altitude blue as PR Spitfires, it was to carry out high altitude photo reconnaissance trials. The imagery produced was found to much clear than that from the Spitfires due to much less vibration. The aircraft was used to carry out a photographic survey of the country to help in post-war rebuilding. One of is last sorties was to carry of high altitude over flights of the Normandy beachheads area starting on D+10, once air superiority was assured.

With the rapid progress that Glosters were making with the Meteor started to result in the F.Mk.1s entering flight test, so 606 Sqn started to wind down its activities at RAF Edzell until it was finally stood down 9th October 1943. The squadron standard was taken off to RAF Cranwell to await its future reformation.

The 8th Pioneer F.Mk.1, serial number W4072/G, was incomplete when the air ministry issued the stop work order, in January 1943 that Glosters had requested.

The airframe sat for 6 months before Glosters proposed that it be completed as a trials aircraft for the other engines that were reaching flight trial stage. These were the De Havilland H.1 Goblin and the Metrovick F.2/4. Both of these would have required expensive modifications to the airframe and as a result of this and the availability of Meteor airframes for the same purpose, the proposal was quietly dropped. However, this was only after work on the fuselage to modify it to accommodate a Metro Vick F.2/4 had started, unofficially.

The design office kept the project alive, however, and moth balled the incomplete airframe while it worked on up dates and improvements. Then in late August 1944 Glosters was visited by a join Canadian/Australian/New Zealand delegation of Air Force officer, during which they spotted the incomplete airframe of W4072/G lying in a corner of the experimental workshop. George Carter explained to them the work that had been done to improve the design and that which the design team had intended to develop.

Upon the delegation reporting to their respective governments, an approach was made for a Pioneer to make a tour of Australia, New Zealand and Canada, as is explained in the entry for W4057, the 5th aircraft completed.

As the tour was underway the three governments made a joint approach to the Air Ministry and Glosters to obtain a licence to produce the Pioneer F.Mk.2.

The British Air Ministry grabbed this opportunity with both hands as it seemed to solve a number of problems. Firstly, it would lift some of the work load off Glosters as they were still weighed down by developing the Meteor. Secondly, with the crumbling of the alliance with the Soviet Union, it was felt, in Whitehall, that potential allies should be helped to strengthen their armed forces against any potential future conflicts. And with Meteors and De Havilland’s vampire in short supply, and the few that were available going to the RAF. Finally, the programme would be a much needed source of income to the country, which was in particularly perilous economic circumstance.

Avro Canada and De Havilland Australia were to build the aircraft, which were to be powered by the Armstrong Siddeley Sapphire, as they had taken over the Metro Vick F.2 programme.

Other changes were the adoption of the same clear view canopy as W4057. Additional fuel tanks were fitted in over the top of the engine, making use of the space created by the Sapphires much narrower girth compared to the Rolls Royce Welland previously installed. A new wing was also developed which was very similar to that of the late model Spitfires, with a total of 4* 20mm cannon. The greater installed power allowed the carriage of under wing stores.

The first of the Mk.2’s to fly was W4072 at Hucclecote on the19th February 1946. It completed its flight test programme at Boscombe Down before it was dismantled and shipped out to Canada to serve as a pattern aircraft. A second Mk.2 (W4073) followed it out of the factory, flying on the 25th April 1946. It also went to Boscombe Down, before being crated and shipped as the Australian pattern aircraft.

The first licence built aircraft were rolled out from the Avro Canada plant at Malton, Ontario and the De Havilland Australia factory at Bankstown, Sydney, NSW. There first flights occurring on the 17th June 1947 and the 27th November 1947 respectively. They were the first jet powered aircraft built in these respective countries.

The first Australian built De Havilland Australia Pioneer F.Mk.2. This aircraft is now in the RAAF Museum.
In the RAAF, the RCAF and RNZAF, the Pioneer served in to the early 50’s, providing the service with much invaluable experience with the new technology of jet propulsion

RNZAF aircraft were built up from De Havilland Australia CKD’s by De Havilland New Zealand, Roagotia, Wellington


All three air forces plus the RSAAF loaners served in the Korean War. One RAAF aircraft managed a Mig 15 kill flown by Sqn Ldr John ‘Maverick’ Lacey.

By mid 50’s aircraft were being passed down to Auxiliary units and/or exported to Africa and the Far East.

Alt Observers book of Warships

Type; Aircraft Carrier

Class: Queen Elizabeth (R07)

Country of Origin: U.K

Builders: John Browns LTD

Displacement: (Standard) 50,000 Tons (50,800 Tonnes)
(Full load) 54,500 Tons (55,372 Tonnes)

Dimensions: Overall length 963ft; Beam 122ft; Deck width 234ft

Speed: 30 kts

Compliment: 3250

Air Group: (Initial) 50 Aircraft
Mcdonnell Douglas F4k Phantom FRS mk.1 x18
Blackburn Buccneer S.2 x18
Fairey Gannet AEW.3 x4
Westland Sea King HAS.1 x5
Westland Wessex HAS.1 x2

(Current) 47 Aircraft
Panavia Tornado GR.4M x18
Panavia Tornado F.3M x18
Pilatus Brittan Norman BN-2TN AEW.2 x4
EH Industries Merlin HAS.1 x7

Armament SAM 1x2 Sea Dart GWS.30 mod 0 (40 missiles); 2x 30mm
Phalanx CIWS

Propulsion: 6 Admiralty Boilers; 3 Parsons Steam Turbines, 135,000 shp,
3 shafts

Sensors: 1x Type 965m Long Range Search; 1x Type 922 Low Level Air
and Surface Search radar; 1x type 982 Fighter Control; 1x Type
983 Height Finding/Air Direction; 2x type 909 Sea Dart Fire
Control; 1x Type 974 Navigation

History; Laid Down 23 September 1967; Commissioned 23 December 1973
Refitts 83/84 - added phalanx and improved ESM and battle
managment computers.

Service:
Following the Falkland War the lack of AEW, since the retirement of the Gannets in 1979, was thrown in to sharp focus. the stop-gap purchase of 2 turbo islanders fitted with the Searchwater radar, in 1984 proved a great success and a further 10 were purchased in 1986 forming 849Sqn in 1987.

The recent deployment of the Merlin Helicopter to replace the aging Sea kings, as well as the upgrade of the strike Tornados to GR4M, means that "Big Lizie" should contiue to provide excellent service till her replacement is available, currenly projected to be around 2012.

Janes All Alt-World's Aircraft 87-88

The requirement for a carrier based AEW, to provide cover for the fleet was borne out the lessons of the Falklands conflict. When it was announced that it was to be met by the purchase of the Pilatus Britten –Norman Sea Defender AEW Mk.1 was something of a shock to a great number of observers, many of whom had backed the purchase of the Grumman E.2 Hawkeye.

The initial batch of 2 aircraft were ordered in 1984, with delivery being in mid 1985. These were put through extensive trial with the fleet and proved such a success that a second batch of 10 was ordered in 1986, initial deliveries being to 849 NAS at RNAS Yeovilton.

The aircraft carry the Thorn-EMI Skymaster radar system within the bulbous nose. This system being developed from the successful Searchwater system used in the RAF Nimrod patrol aircraft.

In the AEW role this long range radar, using Pulse-Doppler processing, can acquire and track automatically large numbers of targets flying at all altitudes against a sea or land background. For Maritime reconnaissance the operator selects a non-coherent, frequency agile mode of operation, optimising the system for the detection of small surface targets in high sea states out to the radar horizon.

The STOL capabilities of the Defender airframe enable the easy operation off the flight deck of H.M.S Queen Elizabeth (R07) as well as forward unprepared strips. In the air, the aircraft’s low radar cross section aids it’s survivability in modern air combat.

The first 2 aircraft were delivered as Mk.1’s, with subsequent deliveries being to the Mk.1A standard. They are fitted with a second console to increase the operational flexibility and the ability to handle the targeting role. An air-to-Air and Air-to-ground datalink (JTIDS), ESM, IFF and navigation equipment are fully integrated with the radar display and control system. The initial deliveries will be brought up to this standard when the 2nd batch is complete.

Future developments will include a border surveillance role, with the radar optimised for the detection of moving targets at long range. A synthetic aperture mode will provide high resolution mapping video, which will be linked to provide ground commanders with an all-weather real-time display showing enemy dispositions and movements. This is proving the of great interest to the British Army, with further orders a possibility being actively considered.

Performance (AEW Sea Defender at 3629 Kg; 8000lb T-O weight. A ISA; B ISA+23C):
Max rate of climb at S/L: A 320 m (1050 ft)/min
B 305 m (1000 ft)/min
T-O to 15 m (50 ft): A 404 m (1325 ft)
B 436 m (1430 ft)
Landing from 15 m (50 ft):A 381 m (1250 ft)
B 402 m (1320 ft)
Endurance with max fuel, no reserves 6 h 30 min

Alt Observers Aircraft

Panavia Tornado GR4M


C of a : UK, FDR, Italy

Type: 2 seat ship-board multi-role aircraft

Powerplant: 2x 8500lb (3855kg) dry, 15600lb (6800kg) reheat Turbo Union RB 199-34R-4 Mk 101 turbo fans.


Performance: Max Speed (Clean) 840 mph (1350 km/h) at 500ft (150m) or Mach 1.1; 1385 mph (2230 km/h) at 36000ft (11000m) or Mach 2.1: tactical radius (lo-Lo-Lo) with external stores, 450mls (725km); (hi-lo-hi) with external stores 750 Mls (1200km); Max ferry range, 3000mls+ (4830km+)

Weight: 29000lb (13100kg) empty, 41000lb (18600kg) loaded, 56000lbs (25460kg) MTO

Armament: 2x 27mm Mauser cannon with 125 rpg, various ordnance combinations on 7 (3 fixed and 4 swivelling) external stores stations

Status:1st land based prototypes flown 14 Aug 1974
1st Naval trials (touch and goes) P.03 winter 1977
1st Naval prototype P.17 flown 15 July 1979
1st operation al Squadron (700g Sqn) 23 Aug 1981

History: After exemplary service in the Falklands 700g Sqn renumbered 800 Sqn, joined by 801 and 802 Sqn. Fleet now being upgrade to GR4M specification. Major differences to RAF aircraft being, reinforced rear fuselage and stronger arrestor hook; reinforced undercarriage with nose leg extending; vertical fin folding to port to reduce height.

Dims: Span max 45ft 8.25ins (13.90M), Min 28ft 2.5in (8.59M), Length 54ft 9.5ins (16.7M), Height 18ft 8.5ins (5.70M), Wing Area 286.3 sq ft (26.6 SqM)

Pioneer Pt 2

Excellent stuff John, many thanks for that.

What now follows are some of the shorter story lines that I have developed over time. None have any artwork, if you want, you can ask john.

Fairey P.24 Monarch

In 1936 Fairey started work on the P.24 Monarch aero engine. It was a vertical H-24 with each half driving its own propeller.

On the 6th October 1938 the engine successfully completed a 2hr run on the test bed. It was then installed in a Stockport built Fairey Battle, K9370 (F.2958). The modified aircraft flew on 30th June 1939, piloted by Chris Staniland. It completed a 50hr test early autumn 1939. The aircraft was delivered to RAE Farnborough 12th July 1941. It completed 87hrs of testing in the Battle

The engine was considered for installation in the Hawker Tornado, but this project was not continued due the pressure of the war effort at that time.

General ‘Hap’ Arnold was shown the engine and asked for an example to be sent to America for potential evaluation.

To save time the complete Battle was shipped to Wright Field, leaving Britain on the 5th December 1941. A 2nd engine was sent to Farnborough for further testing, and a 3rd was prepared for shipment to America.

The attack on Pearl Harbour caused the USAAC to, initially, concentrate on existing engines. However, they did continue the evaluation of the P.24. The Fairey Battle accumulating a further 250 hrs during its time in America.

Following the successful trials at Wright Field, the USAAC restarts the originally planned plan, following pressure from the US Navy for more long range fighters. This required that Republic supply a modified P.47 Thunderbolt to take the Fairey P.24 Monarch H-24 engine. This was a P-47D ‘razor back’.

The XP-47I flies summer 1942 and is an immediate success. The aircraft is now faster, with the long range ability provided by shutting down half the engine. This makes it perfect for operations in the Pacific theatre. A bubble top is in production by the end of the war.

The engine is licensed to Ford Motor Company as the H-3117.

Engine is further tested on an early model Martin B-26 Marauder

Also, a P-51A Mustang was shipped, engineless, directly to Fairey’s factory from North American for the trial installation of the H-16 Prince 3. This was to improve the aircrafts performance at altitude and its endurance, so as to allow long range escort missions. The Air Ministry was very disapproving of this as the Americans had side stepped their attempts to concentrate only on Rolls Royce’s Merlin re-engining effort.

The engine is also installed on versions of the Catalina and the production P.58 Chain Lightning fighter bomber (as an Invader type attack aircraft). It is also trialled in a Fisher XP-75A Eagle.

Post war it is installed in Superconstellation, Stratocruiser, Privateer and Mercator.

Final version installed in the production Boeing F8B-1 naval attack fighter, which sees service over Korea and Vietnam.

Appendix to Heston R-5
Imitation is the sincerest form of flattery
Messerschmitt Me-209 V-4

In the autumn of 1941, while on a routine dawn sweep of Luftwaffe bomber airfields, a Heston R-5 from the first production batch suffered a total failure of its early model Napier Sabre. The pilot pulled the nose up to trade speed for height, and then aimed for the most likely field to try and put the aircraft down in. As he made is final approach to a small wheat field the wind milling prop seized. The aircraft stalled from about 30ft, the main undercarriage were punched through the wings on impact. The engine and tail separated as it slid through the partially harvested crop. The French farm workers dashed across to the aircraft and help to extricate the pilot. The dragged in off to the side of the field, before smuggling him away on a cart of straw. A number returned to the wreck to try and set it alight, however 2 were shot by a German patrol as it arrived to secure the crash site, the flames were swiftly extinguished before too much further damage could be inflicted.

The remains of the Heston were recovered and eventually ended up at Rechlin for study by the RLM’s engineers. After study, and discovery of the aircrafts build plate, a pre war Flight International article that detailed the original racing Heston was found in their files. The RLM sought out further expertise, and this led them the Augsburg and Messerschmitt. They were still trying to turn their speed record aircraft into a fighter with the 4th prototype.

Dr Willy Messerschmitt, personally, reviewed the results of Rechlin’s study of the Heston. He began to see a possible way to save the Me-209 from failure, instead of a fighter, turn the aircraft into something similar to the Heston R-5. He immediately gave orders for V-4 to be stripped of all its armament and cameras installed behind the cockpit. The skin of the aircraft was also carefully painted and sanded to be as smooth as possible. He then began to apply pressure to the Luftwaffe through his contacts within the Nazi higher achy. Eventually Goering personally ordered the Luftwaffe to accept the type. Messerschmitt immediately began to assemble a batch of 15 aircraft in the experimental workshops at Augsburg.

Each aircraft was hand built as most of the airframe was unique to the type. No two aircraft came out the same, with difference in camera fit and the radiator installation. It suffered from chronic overheating. This being amply demonstrated by the first two aircraft delivered, as they were sent to North Africa before they had being fully tested in1942. The first was lost on a test flight when its engine seized after overheating in the heat of the desert. The second also suffered engine trouble when flown any later than early morning or late evening. Luftwaffe commanders in theatre declared that the type was worse than useless. Their mistake was to say as such is an official report, resulting in them being rapidly ‘reassigned’.

Meanwhile Me-209’s continued to be delivered from Augsburg, from the 5th aircraft they were fitted with the DB-603 engine. In a mirror of the Heston, a number were trialled with an annular radiator similar to that of the Focke Wulf FW-190D.

The pilots who were asked to fly the Me-209 disliked the type intensely due to its poor handling both in the air and on the ground. Also, the pilots had to fly the aircraft with oxygen at all times due to the exhaust fumes entering the cockpit and the heat that emanated from the engine. It also suffered from very poor endurance. Ground crews also disliked the type as they were forced to fill panel gaps with putty and sand it smooth after any maintenance. Eventually the Luftwaffe managed to edge the aircraft way from the front line, especially after the bombing of the Augsburg works resulting in spares drying up. However, even in secondary roles the Me-209 still proved to be a handful for the poor pilots, several being lost in accidents and incidents. Several were also lost to enemy action as it lost its speed edge and because the pilots were frequently surprised due to the high level of concentration required to simply fly the aircraft. The last 2 aircraft delivered were fitted with the DB-605, but they were destroyed on the ground during a USAAC sweep of Luftwaffe airfields in 1944. No one in the Luftwaffe high command shed a tear with the type’s final demise.

Focke-Wulf F-19 Ente
The Focke-Wulf F 19 Ente (German: "Duck") was a German experimental "tail-first" aircraft in the late 1920s.
The first example flew on 2 September 1927, but crashed on 29 September during a demonstration of single-engine flight. Focke-Wulf co-founder Georg Wulf had been at the controls, and was killed in the crash, the cause of which was found that a control rod that snapped during the display. Nevertheless, a second aircraft was built (D-1960), flew in late 1930. This was used for a promotional tour of Europe the following year that took it to Denmark, Sweden, the Netherlands, Belgium, and the UK. On 7 November 1931, it was demonstrated at Hanworth Air Park, flown by Focke-Wulf chief pilot Cornelius Edzard. During these flights, the aircraft repeatedly demonstrated excellent short take-off ability, as reported in Flight International at the time.
Later, it was put on display at the Deutsche Luftfahrtsammlung, where it was destroyed in an Allied air raid in 1944.
The F 19 Ente was a high-wing monoplane with a canard layout and fixed tricycle undercarriage. The pilot sat in an open cockpit, while an enclosed cabin was provided for two or three passengers. The canard was mounted on short struts above the nose of the aircraft, ahead of the cockpit, and the two Siemens Sh-14 (110hp) engines were housed in nacelles mounted under the wings.
The F 19 design was set so that the front stabilizer would stall some moments before the rear-mounted main wing, which in theory made the Ente virtually stall proof.
The RLM began to show interest in the type after the National Socialist came to power in 1933. With the re-building of the Luftwaffe being carried out under secrecy, any orders for the type would have to be under the cover of those for civil uses. Thus it was announced that Deutsche Lufthansa would be acquiring 15 F 19’s for use on new airmail services to the smaller towns and villages of the German Alps. A number of the aircraft would be able to operate as air ambulances.
Production got under way in 1934, and ran continuously till it was closed in 1943 due the pressure of other war work.
The production aircraft differed from the original pair by having an enclosed cockpit, which looked similar to that of the Junkers JU-52/3M, but scaled down
The 5th production aircraft was fitted out as a military observation/Liaison aircraft. As such it was fitted with a machine gun scarf ring in the roof of the passenger cabin. It was also equipped with larger tires to allow operation from soft fields.
At the outbreak of the war, the type was in general use as a transport for senior Luftwaffe and Wehrmacht officers. They followed the advancing German army across the Low Countries and France. When the Afrika Corps was sent to North Africa, the type followed. They also operated out on the eastern front, with skis in the winter and floats in the summer. Later in the war, a number of F19’s were fitted with underwing bomb racks. Painted matt black, they carried out nuisance raids against Soviet infantry on the German-Poland border.
The type was also used to patrol the extended borders of the Reich and the occupied territories. They were of particular use in the anti-partisan patrols along the Pyrenees, the Alpine borders with Switzerland and along the Norway/Sweden border.
The first F-19 to fall into Allied hands was brought down over Northern France in February 1940, but it was nothing more than a smoking pile of wreckage. However, the Air Ministry requisitioned the three F-19’s that were on the British Civil registry. They had been purchased by individuals that had sympathetic leaning towards the growing European right wing movements during the 1930’s. All had been fitted with British engines instead of the original Siemens. Two were powered by De Havilland Gipsy Majors; the third had Armstrong Siddeley Genet Majors. After they were seized, they were used in liaison duties within Britain, until they were taken over by the RAF in support of Special Operations flights into occupied Europe, dropping and picking up agents. All three aircraft were fitted with the Genets Majors so that they looked more like the original German aircraft. They were also fitted with extra fuel tanks under the wings. All three aircraft were eventually retired and broken up due a shortage of spares.
While it is well known that the last aircraft out of Berlin, before its fall to the Red Army, was a Feisler Storch, it is less well known that an F-19 had landed outside the Reich Chancellery building before Hanna Reich landed. However it was destroyed by Soviet mortar fire.

Policing the Empire

During the 20’s and 30’s the RAF developed the policy of aerial policing for the more remote parts of the empire, such as the Arabian Peninsula and the North West Frontier. But, as the modernisation of British airpower gets in to full swing in the late 30’s somewhere deep in the bowels of the Air Ministry, a group of civil servants realises that the outer edges of empire are being over looked.

In conjunction with members of the Air staff, they set out an operational requirement and, quietly issue specification G.1/39(?) to industry.

Specification G.1/39(?)As issued

The aircraft must:
- Be able to operate from rough airstrips at altitude and/or high temperature.
- Option of fitting floats for use as seaplane.
- A minimum of 3 man crew all enclosed.
- Be stable around all axes, allowing hands free operation.
- Be simple and easy to maintain away from established airfield facilities.
- Carry wireless equipment to allow voice and telegraph communication with ground forces. Also, a message hook must be fitted.
- Have good range and ability to loiter.
- Carry a minimum bomb load of 2000lbs, made up of a large number of small bombs up to 500lbs. Shackles for 18in torpedo.
- Carry a minimum of 3*0.303in machine guns, one fixed for firing by the pilot. Two to be fitted in a manual enclosed turret.
- Carry a degree of protection for the crew from small arms fire from the ground.
- Have the ability to carry out other duties as required including communications, light transport and map making photographic reconnaissance.
- The ability to carry out casualty evacuation, wider passenger door to fitted to allow the loading of stretchers.

Most manufacturers are too busy working on more important programmes to pay it much attention. However, Folland produced, what turns out to be the only submission. Based on the Fo.108 engine testbed aircraft, which they had produced to 43/37 (OR.55).

The Fo.108B was a large, single engined, low wing monoplane with fixed and spatted undercarriage. It resembled an enlarged Hawker Hurricane, but it was around the size of a Bristol Beaufort. It had accommodation for the 3 crew, with the navigator/bombardier and gunner in the enclosed cabin. The bomb aimer’s position was in the floor of the cabin, the glazed panel doubled as a position for a large camera for photo reconnaissance. A number of small cameras could be fitted in the wing root. The 60/40 split passenger door was on the port side of the fuselage just aft of the wing trailing edge. Construction was of a mixed structure, the semi-monoque fuselage being of light alloy while the wings and tail were plywood covered. Split trailing edge flaps and automatic wing-tip slots were fitted. Power was provided by a Bristol Hercules Mk III developing 1400hp that had already been flight tested on the Fo.108.

The first aircraft (P1786) was, in effect the 12th Fo.108 engine test bed converted to the ‘B’ standard, flew on the 9th of August 1940. The aircraft was not fitted with any armament till it was handed over to the A&AEE at Martilsham Heath. The test pilots reported that the aircraft was strong and stable. It did demonstrate very spritely take-off performance at sea level due to it being over engined. This was deliberate so as to improve its take-off abilities at the high altitudes found in the Himalayan foot hills of the Hindu Kush.

With the delivery of the 2nd prototype to Martilsham Heath, the 1st aircraft was returned to Hamble for the installation of the float undercarriage option. The aircraft was then sent to Helensburgh for trials in the hands of the MAEE. The 2nd aircraft (P1787) completed the remaining weapons trials including torpedo dropping. Both aircraft flew with spats fitted to their undercarriage; this was seldom the case in service as they quickly filled up with sand and/or mud.

With the war under way, the aircraft was pushed down the priority list for testing, but it eventually received service clearance mid 1941. The Air Ministry issued the type with the name Hannibal GR. Mk.1. The production line ran till early 1943, managing to produce 74 aircraft. They all saw service in their intended theatres. In the Middle East, the type patrolled the oil pipe lines across Iraq, Saudi Arabia, Syria and Trans Jordan. They also took part in the occupation of Persia.

In India, most aircraft had a relatively quiet war monitoring the tribes of the North West Frontier. However, a small number of aircraft saw service in Burma, where they flew a number of different missions. Most were operated as medivac for the Allied Forces operating behind the Japanese front line such as the Chindits. They flew in and out of small jungle strips and off dirt roads. A number were fitted with floats to operate from flooded rivers and lakes during the monsoon season.

4 aircraft were locally fitted with a large drop tank between the undercarriage legs and an access ladder. These were used from purpose of inserting and retrieving agents from behind Japanese lines. A similar conversion was carried out to 3 in the Middle East based aircraft, in Cairo. They performed similar covert operations to the Far Eastern aircraft, operating in support of the LRDG. These aircraft retained their two tone sand colours but received a hurried black coating to their undersides.

The type provided solid, if unremarkable service. They were easy to handle and proved to be reliable, doing all that was asked of them.

Westland Pterodactyls

Mk.IV – 3 seat cabin aircraft, FF March 1930.
Power plant - 1*DH Gipsy III pusher.

The aircraft was placed in production as a civilian touring aircraft with the name ‘Pterodactyl’. Although assisted by the type being used on a number of publicity flights by Amy Johnston, sales while not substantial are sufficient to keep the line open. The type is evaluated as an AOP and as a communications/VIP aircraft. One example is purchased for the Kings Flight. With the outbreak of war a number of civilian aircraft are requisitioned for service with the RAF and the ATA. Orders are placed for the type as an AOP aircraft, in which role it saw service on all fronts. A number were tested on both single and twin float undercarriage, they were for potential deployment to the Far East. The single, central float with outriggers was selected. They were in the process of being reassembled at Darwin when the war came them, and they were caught in the Japanese bombing of the city on the 19th of February 1942. Those aircraft that had been re-assembled had been moved in to the bush surrounding the airfield. It was found that only 6 aircraft survived the bombing, and they were quickly put to work supporting the coast watch network. Two aircraft were, subsequently, lost to enemy action, two were lost in accidents and the remaining pair were reduced after they became unserviceable due to a shortage of parts.

Mk.V – 2 seat turret fighter to F.3/32, FF May 34.
Original power plant - 1*RR Goshawk in the tractor position.
Open cockpit and turret fitted with 2 Vickers machine guns fixed firing forward and 1 in the turret.

With the failure of the Rolls Royce Goshawk, the prototype is fitted with a Napier Lion engine, this forming the basis of the Mk.1. The Mk.2 was produced in parallel, powered by the Rolls Royce Kestrel. The both types are trialled at Martilsham Heath for use in the Army Co-operation role. However the Mk.1’s only served in the training role. Upon entry to service in 1935, as the ‘Wade’, the Mk.2 is deployed to the Middle and Far East as it is already regarded as verging on obsolescence. As the Japanese advance in early 1942 the type suffers frightening losses due to its slow speed. The Mk.3 entered service in 1937, powered by the Napier Dagger, served in East Africa against the Italians in Ethiopia and in Iraq.

Beyond the aircraft built for the RAF, an additional two aircraft were built as company demonstrators, powered by Bristol Mercury engines. One was set up as a float plane, a centre float with outriggers. The aircraft were sent on a tour of the Scandinavian and Baltic countries, but no sales were concluded and both aircraft returned to Westland’s where they were used as hacks by company test pilots till they became unserviceable due to a lack of spares and were scraped in 1944.

Mk.VI – 2 seat turret fighter to F.5/33.
Design power plant - 1*RR Goshawk in the pusher position.
Closed cockpit with a powered gun turret in nose.

This aircraft was produced to try and improve upon its predecessors faults. Flying with a Rolls Royce Kestrel power plant in 1934, the ‘Warrior’ serves as a fighter aircraft until the arrival of the Boulton Paul Defiant. The type is transferred to Training Command to serve as a gunner training aircraft. During 1940, a number of the type are stationed at airfield along the South and East coasts to act as anti-invasion aircraft, they are fitted with bomb racks under the stub wings for the carriage of anti-personnel bombs, smoke generators and napalm. The intention is to strafe enemy forces as they are coming across the beaches. With the passing of the emergency, the aircraft are returned to their training duties. The type was also evaluated for use as a night fighter; however the flash from the forward mounted turret guns proved to be too much for the available suppressors. Warriors were slowly withdrawn from service before being finally retired in 1944.

Mk.VII – Flying boat to R.1/33.
Power plant - 4*DH Gipsy VI.

The requirement called to train flying boat crews, as well as a coastal patrol aircraft, in a similar vein to the Avro Anson. The aircraft flew in 1935, entering service in 1936. The ‘Wigtown’ is operated with Coastal Command to patrol the Western and Northern Isles of Scotland. They also operate in the Irish Sea, flying out of Douglas harbour on the Isle of Man. One of these aircraft was responsible for the spotting of a German U-Boat trying to put agents ashore off the coast of the Irish Republic. The submarine was attacked, and sunk, by an RAF Sunderland. The type also serves in the Air Sea Rescue role alongside the Supermarine Walrus. A number were sent out to Alexandria were they were later used to carry out covert operations amongst the Aegean Islands. They also ranged further north, with the installation of additional fuel tanks, into the Adriatic supporting the Yugoslav resistance. In the Far East they were pressed in to operation as replacements for the Mk.IV’s in support of the Coastwatcher Network.

Post-war, the type is sold on to a number of small airlines serving the Scottish isles and in the West Indies. Several of the type were to see operation in Canada connecting the many remote Inuit villages. Another was used by the British Antarctic survey. With its hull strengthen to operate in light icing conditions, it was used to support the many research stations scattered on the Antarctic Peninsula.

Armstrong Whitworth AW.20 “Ascot”

This was proposed as a day bomber monoplane with 2*Rolls Royce F.XI (Kestrel I) pusher engines. It had the following dimensions:-

Span 50ft (15.24M)
Length 44ft (13.41M)
Wing area 375sqft (34.84sqM)
All up weight 8,500lbs (3856 kg).

The fixed armament was, initially to consist of 4*machine guns in nose. The disposable armament was to be carried in an internal bomb bay. The intended loads being made up of the standard bombs of the day I.E 25, 50, 100, 200, 500lbs. In addition the bay was sized to handle a single 18” torpedo.

I have assigned the serial number K3188 to B.28/31 which is written around the project; contract issued in 1932.

The project attracted the attention of the press baron Lord Beaverbrook for use as a high speed executive aircraft in direct competition to the Bristol Type 142 ‘Britain First’ that was built for Lord Rothermere. The aircraft was to be used as a photo courier, transporting film from events across Europe. It was instead presented to King Edward VII on his ascension to the throne as a coronation gift and a founding member of the then new Kings Flight.

Amy Johnson used one for a London – Sydney record attempt. It was fitted with long range fuel tanks in the passenger cabin to reduce the number of refuelling stops required en-route. The attempt fail as Ms Johnson was forced carry out an emergency landing after running low on fuel due to excessive head winds over India. The landing resulted in damage to the undercarriage that prevented the continuation of the flight. The aircraft was later entered into the MacRobertson Air Race in 1934, engine failure resulted in it being withdrawn at Allahabad, dirty fuel was suspected as the cause.

Aircraft is found to be faster than many of the front line fighter. The Air Ministry insist on the installation of a dorsal turret as they don’t believe in the idea of an unarmed bomber. This was opposed by Armstrong Whitworth as it would have severely detrimental effect on the aircrafts performance. A trial with a mock-up turret proved the company to be right, the trial was subsequently discontinued.

The 2nd Prototype was later trialled with a pair of early Rolls Royce Merlin’s, which further increased the type’s performance advantage over the fighters of the day. It also allowed the type to carry a much better bomb load, as Bomber Command had begun to express concerns that it was not a significant enough improvement over the existing types already in service.

When the RAF placed orders for the Bristol Blenheim, the Air Ministry placed equal orders with Armstrong Whitworth as insurance.

Several other aircraft were sold as light transports for civilian use; most of these were to end up being requisitioned at the outbreak of war. One was outfitted for use by the Kings Flight, the rest being issued for use as liaison aircraft between RAF Hendon and the RAF units in the field.

Armstrong Whitworth AW.21

A single seat day and night fighter monoplane powered by either the Armstrong Siddeley Panther or Hyena.

Span 37ft 6in (11.43M)
Length (Hyena) 31ft 5in (9.58M).

It was designed to F.7/30 were it lost to Gloster Gladiator. The type flew as a private venture, assigned SBAC registration A-4. It was later acquired by the Air Ministry and is issued with serial number K5061.

The airframes construction was of steel tube with a light alloy skin, except on the wing and tail plane where this was corrugated for additional rigidity. The armament was proposed as 4 Vickers machine guns, 2 in the forward fuselage and 2 in the wings. Under the port wing would have been fittings to carry 4*20lb bombs. This was the companies’ first design with a fully retractable undercarriage, folding inwards to the centre.

The failure of the Hyena project, due to the continued failure to get sufficient cooling air to the rear cylinders, the aircraft was fitted with an Armstrong Siddeley Panther. The 2nd prototype was powered by a Bristol Aquila; it also had an enclosed cockpit canopy lifted from a Gloster Gladiator.

Despite the work carried out, the performance was still not close enough to the new Spitfire and Hurricane fighters. The prospects for the type were also affected by the decision by Bristol not to proceed with the Aquila. Both prototypes were to end their days being static tested to destruction.