POWER PLANT: Two Bristol Hercules VI, rated at 1,600 hp
PERFORMANCE: 320 mph at 10,000 ft
COMMENT: In the late 30’s the British Air Ministry placed an order to the Bristol Aeroplane Company to develop a long-range heavy fighter, parallel to the Westland “Whirlwind” cannon armed twin-engine fighter. The company proposed a design on the basis of the earlier Bristol “Beaufort”torpedo bomber. First production models of the “Beaufighter”were night fighters, followed by fighter bombers and later as a torpedo bombers. This aircraft shown here is a night fighter variant “Beaufighter”Mk VIF, equipped with an A.I. Mk. IV radar.
POWER PLANT: Two Pratt & Whitney “Twin Wasp” radial engines, rated at 1,200 hp each
PERFORMANCE: 246 mph
COMMENT: The Lockheed “Hudson” was an American-built light bomber and coastal reconnaissance aircraft built initially for the British Royal Air Force shortly before the outbreak of WW II and primarily operated by the RAF thereafter. The “Hudson” served throughout the war, mainly with Coastal Command but also in transport and training roles as well as delivering agents into occupied France. They were also used extensively with the Royal Canadian Air Force’s anti-submarine squadrons and by the Royal Australian Air Force.
In late 1937 Lockheed sent a cutaway drawing of the Model 14 to various publications, showing the new aircraft as a civilian aircraft and converted to a light bomber. This attracted the interest of various air forces and in 1938, the British Purchasing Commission sought an American maritime patrol aircraft for the United Kingdom to support the Avro “Anson”. On December 1938, Lockheed demonstrated a modified version of the Lockheed Model 14 “Super Electra” commercial airliner, which swiftly went into production as the “Hudson Mk I”.
A total of 350 Mk I and 20 Mk II “Hudsons” were supplied. These had two fixed Browning machine guns in the nose and two more in the Boulton Paul dorsal turret. The Hudson Mk III added one ventral and two beam machine guns and replaced the 1,100 hp Wright “Cyclone” cylinder radials with 1,200 hp versions (428 produced).
The “Hudson Mk V” (309 produced) and Mk VI (450 produced) were powered by the 1,200 hp Pratt & Whitney “Twin Wasp” 14-cylinder two-row radial. The RAF also obtained 380 Mk IIIA and 30 Mk IV “Hudsons” under the Lend-Lease programme.
By February 1939, RAF “Hudsons” began to be delivered, by the start of WW II in September, 78 “Hudsons” were in service. Due to the United States’ neutrality at that time, early series aircraft were flown to the Canada–US border, landed, and then towed on their wheels over the border into Canada by tractors or horse drawn teams, before then being flown to Royal Canadian Air Force (RCAF) airfields where they were then dismantled and “cocooned” for transport as deck cargo, by ship to Liverpool. The “Hudsons” were supplied without the Boulton Paul dorsal turret, which was installed on arrival in the United Kingdom.
Although later outclassed by larger bombers, the Lockheed “Hudson” achieved some significant feats during the first half of the war. Skilled and experienced pilots found that the Hudson had an exceptional maneuverability for a twin-engined aircraft, especially a tight turning circle if either engine was briefly feathered (Ref. 24).
POWER PLANT: Two Bristol “Mercury” XXX radial engines, rated at 920 hp
PERFORMANCE: 266 mph at 11,800 ft
COMMENT: In 1940, a new specification, Spec B. 6/40, was issued by the U.K. Air Ministry to redesign the Bristol “Blenheim” Mk. IV. The major changes included the replacement of the “Mercury” XV engines with the uprated “Mercury” XXX engines, a re-designed nose area, extra armor and a new oxygen system. On February 1941, two prototypes were ready for flight at the Bristol factory. One prototype was a three-seat, high-altitude day bomber. This version had a semi-glazed, asymmetrical nose with a rear-facing blister housing two machine guns. The second prototype was a two-seater close-support aircraft, with solid nose containing four more Browning machine guns, initially known as Bristol “Bisley” (after shooting competitions held at Bisley). This latter variant was not required, probably due to the advent of the single-seater close-support fighters then under development such as the Hawker “Typhoon”. A major improvement of the “Blenheim” Mk. V over its earlier predecessors was the new Bristol B. X. upper gun turret, which was fitted with two machine guns. This turret was capable of high-speed traverse and continuous rotation in either direction. The day bomber type went into production and, by June 1943, a total of 940 aircraft had been produced for the RAF. Manufacture of the “Blenheim” Mk. V was undertaken by the firm of Rootes Security Ltd, at their “shadow” factory at Blythe Bridges, Staffordshire. Although the “Blenheim” Mk. V served in North Africa and the Far East until 1943, its lack of success resulted in many aircraft converted to dual-control and being used as trainers and target tugs (Ref.: MPM).
POWER PLANT: Two Rolls-Royce RB.50 Trent turboprop engines, rated at 750 hp and 570 kp thrust each
PERFORMANCE:
COMMENT: Experimental works with early jets proved that in the speed range of less than 450 mph the substantial reduction of fuel consumption can be obtained by fitting a reduction gearbox to the impeller of a turbojet engine driving an airscrew. In German companies such as BMW, Heinkel and Junkers were pioneers related to this new power unit and some of these were in an advanced stage of realization (Messerschmitt Me 262B-2 “Turboprop”), but the end of the war stopped all further works. Also in the UK this idea was materialized by Rolls- Royce in the form of a ‘Trent’ turboprop engine what was in fact a modified ‘Derwent’ turbojet, fitted with shaft reduction gearbox and five-bladed Rotol propellers. Two ‘Trent’ turboprops were installed in a Gloster ‘Meteor’ F. 1 turbojet fighter as a test bed. The aircraft needed little modification for the accommodation of the ‘Trent’ power plant, though the nacelles were somewhat larger, which, with the extra side area of the propellers, entailed the fitting of two small auxiliary fins towards the outboard end of the tail plane to ensure directional stability. The Gloster ‘Trent’-Meteor and became the first aircraft to take-off and fly solely on turboprop power on September, 1945. By March 1948 the development program had been completed. The results of it were embodied in highly successful Rolls-Royce ‘Clyde’ and ‘Dart’ turboprop engines (Ref.: 24).
COMMENT: The Hafner H.8 Rotachute was a British 1940s experimental one-man rotor kite designed by Raoul Hafner, an Austrian engineer who specialized in rotary wing design, and who had moved to the UK in 1933 to continue his research and development work. In 1940, he proposed the use of a single-place strap-on rotor kite in place of a conventional parachute, to deliver a soldier accurately to a battlefield. The proposal was made to the Air Ministry in the light of a shortage of silk for parachute manufacture. Hafner was briefly interned as an alien, but was released to pursue the feasibility of the idea at the Central Landing Establishment (CLE) located at RAF Ringway. In October 1940, work began on design and construction of rotor systems and scale models of rotor kites. The first models were made of wood and fabric, ballasted to represent a pilot, and had a rotor span of about 3 ft. They were tested successfully by hand launching, but suffered buffeting and lack of autorotation when launched from aircraft at height. The third evolution, designated “M.3”, had metal rotor blades, and after further modifications made the first successful launch and descent from a De Havilland Tiger Moth. Further developments and tests continued into February 1941. The tenth evolution scale model (M.10) had mass-balanced wooden rotors, ballast of 45.3 kg, and a rotor span of 10 ft. On March 1941, the M.10 model was successfully air-launched from a Boulton & Paul Overstrand.
The design of the man-carrying machine known as a Rotachute, also known as a Hafner H.8, evolved from November 1940 and throughout 1941. In September 1941, the Central Landing Establishment was renamed the Airborne Forces Establishment. The Rotachute Mark I design initially comprised a tubular steel framework with a single seat, rubber-mounted rotor hub, hanging control column, skid undercarriage, and a self-inflating rear fairing made of rubberised fabric with integral tailplane. The two rotor blades, of wooden construction, could achieve flapping and coning characteristics via hinges on the rotor hub. Fixed footrests were provided, plus fittings below the seat to accommodate a soldier’s weapon, such as a Bren gun. The control column offered two-axis control, rolling and pitching, with turns made via controlled rolling movement. Air Ministry Specification No. 11/42 was issued retrospectively to describe the outline requirements. The Ministry of Aircraft Production sub-contracted construction of parts to specialist firms including F. Hills and Sons, Airwork General Trading, Dynaflex, Dunlop, and H. Morris & Co. Some full size rotor trials were carried out using a pivoting rig mounted on a Ford flatbed truck, and full-size unmanned airframes were used in ground-based and inflight trials.
In January 1942, trials of the Rotachute Mark I were conducted to assess the aerodynamic characteristics while mounted on the truck-mounted rig, with pilot control of the aircraft in forward motion. On 11 February 1942, the prototype Rotachute was first manually flown from a wheeled trolley while under tow behind a Humber car at Ringway, after starting the rotor by hand. On that and on a subsequent trial, the machine rolled over after landing, sustaining damage to the blades but not to the pilot. A tethered test beneath a barrage balloon and a longer test flight at RAF Snaith were both more successful. The flexible tail section evidently offered inadequate directional stability, and the consequence was the Rotachute Mark II, that had a longer tail section braced with wooden formers, plus two landing wheels mounted below the center of gravity.
On 15 February 1942, the unit was again reorganized, to form the Airborne Forces Experimental Establishment (AFEE), still based at Ringway. The rotary wing section of AFEE continued to conduct tests on longer runways during detachments at RAF Snaith and RAF Chelveston. On 29 May 1942, the first flight of the Rotachute Mark II was achieved while under tow behind a Jeep, and several more towed flights were also successful. Meanwhile, the Mark III had been produced, with a tail section comprising a wooden framework covered in doped linen fabric plus a rigid tail plane. Starting on 2 June 1942, the Rotachute Mark III was flown at heights up to 100 ft while under tow behind a Jeep, with tow rope lengths up to 300 ft. From 9 June, successful inflight releases and landings were achieved while under tow.
From 17 June 1942, a Rotachute Mark III was air-towed behind a Tiger Moth on a 300 ft tow line. After two towed flights, the Rotachute was released at an altitude of 200 ft and made the first manned free flight and controlled landing. Further free flights were made from altitudes up to 3,900 ft. On 1 July 1942, AFEE moved its main base from Ringway to RAF Sherburn-in-Elmet. Additional directional stability was achieved in the Rotachute Mark IV that introduced endplates onto the rigid tail planes.
Although the Rotachute concept had proved to be practical, the operational requirements for such a machine never materialised. About eight Rotachutes were constructed, most being progressively converted to Mark III and then to Mark IV specifications. They continued to be flown in ground-based and inflight trials until late 1943, to help research flight characteristics for a follow-on project, the Hafner Rotabuggy, an air-towed land vehicle (Jeep) with autogiro capabilities (Ref.. 24).
Hafner Rotachute Mk.III
Hafner Rotachute Mk.III
Hafner Rotachute Mk.III
Hafner Rotachute Mk.III and Focke-Achgelis Fa 330 Bachstelze, Scratch built
Hafner Rotachute Mk.III
Hafner Rotachute Mk.III
Hafner Rotachute Mk.III
Hafner Rotachute Mk.III and Focke-Achgelis Fa 330 Bachstelze, Scratch built
POWER PLANT: Two Rolls-Royce Merlin 76/77 liquid-cooled engines, rated at 1,250 hp each
PERFORMANCE: 387 mph at 26,000 ft
COMMENT: The Westland Welkin was a British twin-engine heavy fighter from the Westland Aircraft Company, designed in 1940 to fight at extremely high altitudes, in the stratosphere. Westland had some expertise in twin-engine aircraft; its Whirlwind Mk.I escort fighter was in full production. The word Welkin means “the vault of heaven” or the upper atmosphere. As mentioned, first conceived in 1940, it was built from 1942–43 in response to the arrival of modified Junkers Ju 86P bombers flying reconnaissance missions that suggested the German Luftwaffe might attempt to re-open the bombing of England from high altitude. But the threat was never materialized. Consequently, Westland produced only a small number of Welkins. In total 77 aircraft were built but only few of these flew. Most of the aircraft were produced without engines. One sole aircraft was modified as Welkin II which had a lengthened nose to accommodate A.I. radar (Ref.: 23).
POWER PLANT: Two Wright GR-2600 radial engines, rated at 1,700 hp each
PERFORMANCE: 305 mph at 11,600 ft
COMMENT: Derived from the Martin A-22 “Maryland” the “Baltimore” had a deeper fuselage and more powerful engines. It met the needs for a light to medium bomber, originally ordered by the Anglo-French Purchasing Commission as a joint project in May 1940. The French Air Force sought to replace the earlier “Maryland”; 400 aircraft being ordered. With the fall of France, the Royal Air Force (RAF) took over the order and gave it the service name “Baltimore” To enable the aircraft to be supplied to the British under the Lend-and-Lease Act the U. S. Army Air Forces designation A-30 was allocated. In total 1.175 aircraft provided to the RAF.
The first British aircraft were delivered in late 1941 to equip Operational Training Units. Later, the RAF only used the “Baltimore” operationally in the Mediterranean theater and North Africa.
Many users were impressed by the step up that the “Baltimore” represented from older aircraft like the Bristol “Blenheim”. The users of the “Baltimore” praised the aircraft for its heavy armament, structural strength, maneuverability, bombing accuracy, and relatively high performance, but crews complained of cramped conditions similar to those in the earlier “Maryland” bomber. Due to the narrow fuselage it was nearly impossible for crew members to change positions during flight if wounded – the structure of the interior meant that the pilot and observer were separated from the wireless operator and rear gunner. This was common for most light bombers of the era like the Handley Page “Hampden”, Douglas “Boston” and Bristol “Blenheim”. Pilots also complained about the difficulties in handling the aircraft on the ground. On take-off, the pilot had to co-ordinate the throttles perfectly to avoid a nose-over, or worse. Thrown into action to stop Rommel’s advance, the “Baltimore” suffered massive losses when it was utilized as a low-level attack aircraft, especially in the chaos of the desert war where most missions went unescorted. However, operating at medium altitude with fighter escorts, the “Baltimore” had a very low loss rate, with the majority of losses coming from operational accidents.
Undertaking a variety of missions in the Middle East, Mediterranean and European theaters, the “Baltimore’s” roles included reconnaissance, target-towing, maritime patrol, night intruder and even served as highly uncomfortable fast transport. The “Baltimore” saw limited Royal Navy Fleet Air Arm service with aircraft transferred from the RAF in the Mediterranean to equip a squadron in 1944. More than 1.500 aircraft with a variety of subtypes rolled out of the Martin Company. The “Baltimore” Mk.III depicted here was supplied under Lend-and-Lease Act to the RAF, two 0.50 in machine guns in a Martin-built electrically powered dorsal turret (Ref.: 24).
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
Martin Baltimore Mk. III, RAF, 13th Squadron Free Greece
POWER PLANT: Two Rolls-Royce “Merlin” 76/77 liquid-cooled engine, rated at 1,710 hp each
PERFORMANCE: 361 mph at 28,000 ft
COMMENT: The de Havilland DH.98 “Mosquito” was a British multi-role combat aircraft with a two-man crew during WW II. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed “The Wooden Wonder”. Originally conceived as an unarmed fast bomber, the “Mosquito” was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft.
When “Mosquito” production began in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the “Mosquito” flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, “Mosquito” bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command heavy-bomber raids. They were also used as “nuisance” bombers, often dropping “Blockbuster” bombs – “cookies” – in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.
On 21 June 1941 the Air Ministry ordered that the last 10 “Mosquitoes”, ordered as photo-reconnaissance aircraft, should be converted to bombers. These 10 aircraft were part of the original 1 March 1940 production order and became the B Mk IV Series 1. The prototype flew for the first time on 8 September 1941.
The bomber prototype led to the B Mk IV, of which 273 were built: apart from the 10 Series 1s, all of the rest were built as Series 2s with extended nacelles, revised exhaust manifolds, with integrated flame dampers, and larger tail planes. Series 2 bombers also differed from the Series 1 in having a larger bomb bay to increase the payload to four 230 kg bombs. This was made possible by shortening the tail of the 230 kg bomb so that these four larger weapons could be carried. The B Mk IV entered service in May 1942.
In April 1943 it was decided to convert a B Mk IV to carry a 1,800 kg “Blockbuster” bomb (nicknamed “Cookie”). The conversion, including modified bomb bay suspension arrangements, bulged bomb bay doors and fairings, was relatively straightforward and 54 B.IVs were modified and distributed to squadrons of the Light Night Striking Force. 27 B Mk IVs were later converted for special operations with the “Highball” anti-shipping weapon
Total “Mosquito” production in all variants during WW II was 6,710 aircraft. Because the aircraft were made entirely from wood mainly furniture companies were involved in production. Fuselage shells, wing spars, special wood veneers, many of the other parts, including flaps, flap shrouds, fins, leading edge assemblies and bomb doors were also produced in High Wycombe, which was well suited to these tasks because it had a well-established furniture manufacturing industry (Ref.: 24).
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