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Air Ministry Plane pixs
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Escuadrilla Azul
Staff Sergeant
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- Feb 27, 2020
It sure is, half that number is considered a drastic speed reduction by the standards of the day. It illustrates just how little we can predict how aerodynamics can impact an aircraft's performance.
Looks like I gotta bit of catching up to do... Taking a wee break from my studies, in between essays at the moment, so here's the next lot from Post No.35.
Looks like we're seeing the introduction of some British types, of which, somewhat naturally there's more information out there but I'll keep it brief.
Beginning with Image 751, That is Fortress III HB796/G, which had AN/APS15, US variant of H2S ground mapping radar installed in the nose fairing and was used by 214 (Special Duties) Squadron of 100 Group, Bomber Command. The aircraft wore Matt Black undersides with standard disruptive Dark Green and Dark Earth topside camouflage. Note the unusual semi-circular fairings under the two outboard engines, they don't appear on the two inboard ones; I have no idea what they are for. In another picture of this very aircraft from this very photo sortie there are radio aerials mounted in the extreme tail, no doubt connected to its electronic warfare role.
Next is a rather weather-worn Fortress IIa, the equivalent of the USAAF's B-17E in Coastal command colours. I don't have any information on why this aircraft is subject to an official investigation at that time, but the titling is concurrent with A&AEE photograph marking. The A&AEE did evaluate the Fortress II models for performance trials but at different times to this.
Image 753 shows Dakota IV KJ862 in company with other Daks looking factory fresh, possibly at Prestwick. The serial number is significantly dulled down (the work of the censor?), but in another image I have seen of this aircraft at the same time the serial is quite visible.
Images 754 and '755 show Curtiss CW-20 G-AGDI "St Louis", which was built as the USAAF XC-55 prototype serialled 41-21041 but was delivered to Prestwick from a Lend-Lease order in April 1942 and impressed into BOAC service as a civil machine. The Union Jack was a standard recognition feature of BOAC airliners during wartime, with red, white, and blue stripes underlining the civil registration. It had its name written aft of the Jack on the nose on the left-hand side. After two years of service, this aircraft was scrapped as it was unique in BOAC service and it was difficult to acquire spares.
Images 756 and '757 show a significant aeroplane with an interesting history. It is Boeing 247D DZ203 and was originally one of eight Boeing 247s that went to Canada. Originally NC13344 with United Airlines, in Canada it became CF-BTA, which was then diverted to the UK by the Canadian National Research Council as a part of the British Tizard Mission to North America, arriving in pieces in July 1941, as it had a big enough fuselage to house night fighter SCR-520, US-built AI Mk.VIII airborne interception radar. Based at RAF Hurn, then with the Telecommunications Research Establishment at Defford, it was used for various trials, for ASV radar and blind landing systems over the next few years, but in late 1946 it was damaged inside a hangar during a storm at Defford and was subsequently scrapped at Sleap in August 1947 (There's a wiki page on this very aeroplane, which I used for some extra detail, so it was quite special DZ203 - Wikipedia).
Image 758 shows Anson XI NK870, which had a slightly raised roofline and a hydraulic system, which original Anson Is were not fitted with and was at Boscombe Down for handling trials. Nothing really remarkable to say about it, the Anson was one of those types that carried out its mundane tasks without fanfare but were utilised in significant numbers.
Oooo, now we're getting interesting! Images 759 and '760 show Westland's submission to fighter specification F.7/30, in-house designation PV.4 K2891. Powered by a Rolls-Royce Goshawk with steam cooling, there's a lot of stuff out there on this particular aircraft, so I need not go into it here, suffice to say during official trials at Martlesham Heath the aircraft's performance was found to be so woeful its trials were suspended. It was apparently 100 mph slower than its next competitor.
Image 761 shows York I prototype LV626, the first of the type to undergo trials at Boscombe Down, they were performance and handling in nature. The image is designated C.1/42, which was the official specification for the York, "Avro Transport Aeroplane".
Images 762 and '763 show Hamilcar DR853/G. The prototype was DP206, but this is not DP206. I don't have anything else on this aircraft, but obviously, it was of some importance as it has the 'G' suffix that denotes it should be kept under guard.
Images 764 and 765 show Warwick C.III HG248, as the image states, powered by Napier Sabre engines. Vickers carried out much in the way of mods to the transport versions of the Warwick and through the A&AEE was extensively trialled as it was keen on developing an airliner based on the type, but it came to naught. It was fitted with the dorsal strake normally fitted to the GR.V variant and the elongated ventral pannier for cargo.
Image 766 shows Wellington XIX NA928, this was one of a number of Wellington Mk.X unarmed trainers that were specially upgraded with more modern training systems aboard and redesignated as Wellington XIXs.
Image 767 shows York I MW183, completed in June 1945, so this looks like it's fresh from the factory. It went to Air Charter at Stanstead in 1952 as G-AMUU and after a few years in civil hands was scrapped at Heathrow in May 1959.
Something a little more intriguing, now, Image 768 shows Wellington Mk.VI DR484, which was fitted with a pressurised fuselage bubble, with the pilot's view ahead being the perspex dome visible on the forward fuselage and powered by 'High Altitude' 60 Series Merlins, in this case, Merlin 62s. There is a lot around on the development of the high altitude Wellington and the resulting two-speed, two-stage Merlin engine that went on to power the interim Spitfire Mk.IX on Rolls-Royce's Lord Hives' question asking whether this engine can be fitted to a Spitfire, as well as being the basis for the Packard V-1650 Merlin that went into the P-51. The Wellington was at Boscombe for handling trials, which showed that it was tiring to fly and heavily loaded took an hour and a quarter to reach cruise altitude.
Image 769 shows Hotspur I "BV-136" (it should be BV136, officially speaking) just after manufacture at the Slingsby Works, Kirkbymoorside, Yorkshire prior to delivery to the Royal Aircraft Establishment for trials at Farnborough in Hampshire (not Wiltshire!).
And finally for this lot, Miles Master II N7447, which was at Boscombe Down for diving handling trials in February 1941, during which it achieved the speed of 330 mph without issue, with pilots stating its handling was pleasant. It's fitted with an electrically controlled variable pitch propeller of an unknown type.
I'll be back soon for more...
Looks like we're seeing the introduction of some British types, of which, somewhat naturally there's more information out there but I'll keep it brief.
Beginning with Image 751, That is Fortress III HB796/G, which had AN/APS15, US variant of H2S ground mapping radar installed in the nose fairing and was used by 214 (Special Duties) Squadron of 100 Group, Bomber Command. The aircraft wore Matt Black undersides with standard disruptive Dark Green and Dark Earth topside camouflage. Note the unusual semi-circular fairings under the two outboard engines, they don't appear on the two inboard ones; I have no idea what they are for. In another picture of this very aircraft from this very photo sortie there are radio aerials mounted in the extreme tail, no doubt connected to its electronic warfare role.
Next is a rather weather-worn Fortress IIa, the equivalent of the USAAF's B-17E in Coastal command colours. I don't have any information on why this aircraft is subject to an official investigation at that time, but the titling is concurrent with A&AEE photograph marking. The A&AEE did evaluate the Fortress II models for performance trials but at different times to this.
Image 753 shows Dakota IV KJ862 in company with other Daks looking factory fresh, possibly at Prestwick. The serial number is significantly dulled down (the work of the censor?), but in another image I have seen of this aircraft at the same time the serial is quite visible.
Images 754 and '755 show Curtiss CW-20 G-AGDI "St Louis", which was built as the USAAF XC-55 prototype serialled 41-21041 but was delivered to Prestwick from a Lend-Lease order in April 1942 and impressed into BOAC service as a civil machine. The Union Jack was a standard recognition feature of BOAC airliners during wartime, with red, white, and blue stripes underlining the civil registration. It had its name written aft of the Jack on the nose on the left-hand side. After two years of service, this aircraft was scrapped as it was unique in BOAC service and it was difficult to acquire spares.
Images 756 and '757 show a significant aeroplane with an interesting history. It is Boeing 247D DZ203 and was originally one of eight Boeing 247s that went to Canada. Originally NC13344 with United Airlines, in Canada it became CF-BTA, which was then diverted to the UK by the Canadian National Research Council as a part of the British Tizard Mission to North America, arriving in pieces in July 1941, as it had a big enough fuselage to house night fighter SCR-520, US-built AI Mk.VIII airborne interception radar. Based at RAF Hurn, then with the Telecommunications Research Establishment at Defford, it was used for various trials, for ASV radar and blind landing systems over the next few years, but in late 1946 it was damaged inside a hangar during a storm at Defford and was subsequently scrapped at Sleap in August 1947 (There's a wiki page on this very aeroplane, which I used for some extra detail, so it was quite special DZ203 - Wikipedia).
Image 758 shows Anson XI NK870, which had a slightly raised roofline and a hydraulic system, which original Anson Is were not fitted with and was at Boscombe Down for handling trials. Nothing really remarkable to say about it, the Anson was one of those types that carried out its mundane tasks without fanfare but were utilised in significant numbers.
Oooo, now we're getting interesting! Images 759 and '760 show Westland's submission to fighter specification F.7/30, in-house designation PV.4 K2891. Powered by a Rolls-Royce Goshawk with steam cooling, there's a lot of stuff out there on this particular aircraft, so I need not go into it here, suffice to say during official trials at Martlesham Heath the aircraft's performance was found to be so woeful its trials were suspended. It was apparently 100 mph slower than its next competitor.
Image 761 shows York I prototype LV626, the first of the type to undergo trials at Boscombe Down, they were performance and handling in nature. The image is designated C.1/42, which was the official specification for the York, "Avro Transport Aeroplane".
Images 762 and '763 show Hamilcar DR853/G. The prototype was DP206, but this is not DP206. I don't have anything else on this aircraft, but obviously, it was of some importance as it has the 'G' suffix that denotes it should be kept under guard.
Images 764 and 765 show Warwick C.III HG248, as the image states, powered by Napier Sabre engines. Vickers carried out much in the way of mods to the transport versions of the Warwick and through the A&AEE was extensively trialled as it was keen on developing an airliner based on the type, but it came to naught. It was fitted with the dorsal strake normally fitted to the GR.V variant and the elongated ventral pannier for cargo.
Image 766 shows Wellington XIX NA928, this was one of a number of Wellington Mk.X unarmed trainers that were specially upgraded with more modern training systems aboard and redesignated as Wellington XIXs.
Image 767 shows York I MW183, completed in June 1945, so this looks like it's fresh from the factory. It went to Air Charter at Stanstead in 1952 as G-AMUU and after a few years in civil hands was scrapped at Heathrow in May 1959.
Something a little more intriguing, now, Image 768 shows Wellington Mk.VI DR484, which was fitted with a pressurised fuselage bubble, with the pilot's view ahead being the perspex dome visible on the forward fuselage and powered by 'High Altitude' 60 Series Merlins, in this case, Merlin 62s. There is a lot around on the development of the high altitude Wellington and the resulting two-speed, two-stage Merlin engine that went on to power the interim Spitfire Mk.IX on Rolls-Royce's Lord Hives' question asking whether this engine can be fitted to a Spitfire, as well as being the basis for the Packard V-1650 Merlin that went into the P-51. The Wellington was at Boscombe for handling trials, which showed that it was tiring to fly and heavily loaded took an hour and a quarter to reach cruise altitude.
Image 769 shows Hotspur I "BV-136" (it should be BV136, officially speaking) just after manufacture at the Slingsby Works, Kirkbymoorside, Yorkshire prior to delivery to the Royal Aircraft Establishment for trials at Farnborough in Hampshire (not Wiltshire!).
And finally for this lot, Miles Master II N7447, which was at Boscombe Down for diving handling trials in February 1941, during which it achieved the speed of 330 mph without issue, with pilots stating its handling was pleasant. It's fitted with an electrically controlled variable pitch propeller of an unknown type.
I'll be back soon for more...
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Attachments
more homework for you
nuuumannn !
Well, I better get cracking, then!
We are focussing on Britain's mainstay of RAF Bomber Command in the latter half of the war, Lancasters and Halifaxes in Post 41.
Images 791, '792, and '793 show Lancaster ASR.III RF310, this aircraft served in the air-sea rescue role with 279 Squadron and was based at Beccles, note the lifeboat. This particular aircraft was built in Coventry by Sir W. G. Armstrong Whitworth & Co as a standard B.III, with conversion to ASR carried out by Cunliffe Owen. It appears to have retained its forward and after gun turrets and kept them armed, but its mid-upper one has been removed as part of the ASR conversion. Peculiarly, the rear gun barrels are wrapped up.
Images 794 and '795 show Lancaster II DS604 of 61 Sqn based at Syerston at the time of photographing. As with the previous aircraft, this one was built by Armstrong Whitworth at Coventry. Its production line sister, DS602 was the first production Mk.II and was performance tested at Boscombe Down.
Image 796 shows Lancaster III ED549 with very little wear and tear and devoid of squadron codes, which suggests recent completion. ED549 was built by the parent firm at Chadderton and served with 100 Sqn at Waltham, it had a very short career; less than two months after the date of this image it crashed in Lincolnshire returning from a daylight op over France. Note the size of bomb aimer's glazing, this is the early type that was discontinued in later Mark III Lancasters, and it is fitted with the slender profiled propeller blades that were replaced by what were known as "Paddle" blades owing to their broader chord.
Images 797 through to 800 are of the same aircraft, Lancaster VII NN801, with 798 and 800 being the same image. NN801 was originally built by Austin Motors at Longbridge, Birmingham as a Mk.I, but underwent modification to Mk.VII configuration with all-metal, instead of fabric-covered, elevators, and the installation of a Glenn Martin mid-upper turret armed with twin 50 cals, which was moved slightly forward of the normal location of the Nash & Thompson FN.50 turret. NN801 underwent performance and handling trials at Boscombe Down, which reported that stick forces were high and the turret installation had no effect on performance.
In the background of NN801 in Image 799 can be seen some intriguing activity. There are some Lancasters, a Halifax, and a Tempest, but most interesting are the two Tall Boy bombs with their tail fins covered to the right of the Lancaster at the left of the image. Note the measuring stick at NN801's nose. In Image 798/800 a Halifax vertical stabiliser can be seen to the left, with a host of aircraft in the background to the right, including Lancasters and Hampdens.
Image 801 (and 803) shows the Halifax Mark III prototype R9534, which underwent a number of different configuration changes, this one showing it immediately after completion as the Mk.III. Built by Handley Page as a B.II (later amended to B.II Series I), it retains the A-Type triangular vertical stabilisers, but has had some important modifications, most notably the fitting of Hercules VI engines, a Boulton Paul A-Type four-gun turret in the mid-upper position and what was known as the "Tempsford Nose", which was fitted to Special Duties Halifaxes in a bid to improve the type's performance through drag reduction measures, and because Special Duties Halifaxes didn't need nose turrets, apparently. The Mk.III was only intended on being an expeditious measure with the introduction of the Halifax Mk.IV, but that type never eventuated, and the interim B.III became the most widely produced Halifax variant.
At the opposite end of Halifax development, the very first of the breed can be seen in Image 802, prototype L7244 photographed at Bicester in October 1939 (thanks, expensive Halifax book!) before undergoing official evaluation at Boscombe down shortly after completion, which was rushed to get it through trials. This had the unfortunate consequence of Handley Page being told to take the aircraft away and rectify some of its niggles before bringing it back again.
Image 804 shows a factory fresh Halifax Mk.II (Series I), part of its serial is obscured, but R94__ is visible, as well as "S' individual squadron aircraft letter. This serial batch was built by the parent firm, characteristics of this model are the bulbous Boulton Paul C.II mid-upper turret, Messier cast undercarriage legs, and extended lower intake lip, to improve airflow to the oil cooler that was located below the twin drum radiators, all of which were first installed in the B.I Series 3 model, of which only a handful were built, but none entered service.
Image 805 shows a smart Halifax GR.III devoid of blemish, which again suggests a recent rollout. The GR.III model was built specifically for Coastal Command and went to two units and proved effective in the maritime reconnaissance role, being responsible for sinking no less than 18 enemy vessels. Note the absence of the H2S blister, the handheld nose gun, greater wingspan with circular tips, and extended landing lights under the wings. These caused a few issues as originally they were intended on retracting after take-off, but issues saw them left unretracted in flight until further modification had them retracted in flight again owing to increased drag.
Images 806 through 809 show a factory fresh Halifax VI, possibly NP834, which underwent trials at Boscombe Down for rotation of its Boulton Paul Type-D tail turret whilst under control of the Auto-Pilot Mark VIII, the rear turret clearly visible in Image 809. The resulting skidding from the rudders not being connected to the autopilot was found to be acceptable. B.VI models were optimised for high-temperature operations, but few saw service before the war's end.
Finally for this lot, Image 810 shows another factory fresh Halifax, this time an A.IX variant. This model was built for Airborne Forces use with No.38 Group and were built by Boulton Paul, note that it has no mid-upper turret and a Boulton Paul D.Mk.II rear turret armed with twin fifty cals, and also note the glider towing fitting under the tail. The type had the provision for carrying a belly pannier and most of them saw service in a training role post-war, with the likes of the No.1 Parachute Training School.
More to come...
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I actually missed one lot of images, so here goes with Post #38.
We begin with Image 771, Barracuda TR.III MD837, which is looking factory fresh from Boulton Paul, who built this example, photographed before operational service, which for this aircraft was with 821 Sqn aboard the escort carrier HMS Puncher. The while paint marking on the rear fuselage indicates the lanyard for the attachment of the inflatable liferaft, which would deploy on the aircraft impacting with the water. Note the radome under the rear fuselage which was a characteristic of the type, the first Mk.IIIs were built by Boulton Paul and converted from Mk.IIs.
Image 772 is a widely published one as it shows the prototype Barracuda P1767 at Fairey's home aerodrome at Harmondsworth, better known today as Heathrow in December 1940, which was quite an elegant machine, unencumbered with all the extra bits that naval aircraft became lumbered with. Note the original tailplane layout, which was altered to the high set strut-braced configuration following diving trials, which revealed that when the low hanging flaps that were also dive brakes were deployed, there was a lot of vibration that reduced the elevators' effectiveness, so the whole hori stab was raised. Note the big windows under the wing, the 'Observer's Lounge', which was the 'Reconnaissance' bit of the Torpedo Dive Bomber Reconnaissance specification for an all-singing all-dancing carrier aircraft. Too much was expected of one airframe and the compromise was the unholy mess the Barracuda became.
Images 773 through '775 show Chesapeake I AL909 undergoing performance and handling trials, these are the official photographs, note the measuring stick. The type was found to be unfavourable for the RN, this one from a batch built for the French but modified for the Royal Navy prior to delivery for trials, which revealed that it was underpowered, had below-average performance and poor handling characteristics and its take-off run was considered overly long, which negated its use aboard British carriers. Its only virtue was its 1,170-mile range. This machine was damaged following an engine failure during testing and was replaced by another, which, immediately on landing at Boscombe Down burst both its tyres.
Images 776 and '777 show the same Swordfish III, serial NR___, fitted with Air-to-Surface Vessel (ASV) Mk.X radar in the prominent fairing between the undercarriage, metal skinned lower wing undersides permitting the carriage of rockets, and universal bomb racks, all for the anti-submarine role that the Swordfish was predominantly tasked with in the latter years of the war. This was not a trials aircraft, but the rocket firing trials were a success and the Swordfish, because of its low speed made it an accurate rocket launch platform.
Images 778 and '779 are the same image and show the same aircraft as '780, Swordfish III W4689/G, which was undergoing trials with the Leigh Light in the 'Pumpkin' fairing under the right wing. Note the aircraft in the background of these images, a testament to the variety of types found at Boscombe throughout the war, a Stirling in the last image and from L: to R of the previous one, a Vengeance equipped with rockets, a Lancaster with its bomb doors open, a Wellington, a Spitfire and a Ventura.
Image 781 shows Swordfish I K5662, a standard production Swordfish, at the Marine Aeroplane and Armament Experimental Establishment (MA&AEE) at Felixtowe in August 1936 carrying a dummy 1,650 lb torpedo. During trials it was noted that the floatplane's behaviour in choppy conditions was adequate, the water rudders were ineffectual, being unable to carry out a 360-degree turn in a 15-knot wind. It performed adequately across the disciplines of torpedo dropping, reconnaissance and spotting, although carrying the torpedo meant that fuel load had to be reduced to keep the aircraft within maximum weight limitations.
Back on dry land and Image 782 shows a standard production Albemarle GT.VI V1875 probably at the Armstrong Whitworth factory at Hawksley, the GT prefix signifying its glider towing role, note the cradle under the tail, also note its standard armament of four .303s in a Boulton Paul A-Type turret above the wing trailing edge.
Images 783 through 786 show the Bristol Buckingham Prototype DX249 in its initial configuration when it first arrived for trials at Boscombe Down, it has the early style rudder and no ventral gondola. At the time it arrived, its specific role was unclear, so it was evaluated as a light bomber and was found to have many good features, it was characterised by poor directional stability, which made it tiring to fly. At this time it was not fitted with its upper defensive turret, a Bristol B.XIX Mk.I equipped with four x .303s, which, under trials revealed a number of issues. It was eventually fitted with two guns in a rear-facing ventral position in the lower gondola and four in a fixed mounting in the nose, for a total of 10 machine guns.
Image 787 shows Hampden II X3115 on a snowy Boscombe Down during performance and armament trials, this aircraft is powered by two Wright Cyclone 1820-G105A engines; no details survive of the performance trials with the US engines though and it suffered an engine fire before armament trials had begun. Note that it is unarmed and the 'taboo' bar aft of the upper gun position designed to prevent the gunner from shooting off his own tail.
Image 788 shows Warwick I BV403, which underwent trials carrying a Mk.II Lifeboat under its belly, the aircraft is fitted with ASV radar and a full complement of turretted armament, although the guns are missing from the mid-upper turret. I have seen a picture of this aircraft in flight with the turret armed. Handling trials with the lifeboat were adequate, the aircraft displaying pleasant characteristics, but for the exception of the hunting of the elevator in turbulent conditions, and at forward CG the pilot required both hands to keep the nose rising whilst raising the flaps on overshoot. Short Stirling in the background.
Image 789 shows pressurised Wellington VI W5795, which although the aircrew in the nose enjoyed full pressurisation thanks to their capsule, the tail gunner did not. As revealed earlier, the Wellington VI was tiring to fly and was a challenge at night, it was unstable in the cruise and entered a steadily steepening dive on releasing the control wheel. The cabin was too hot and oil mist in the air prevented the crew from seeing each other, among other things (!) and at height, the prop pitch controls froze. Escape during an emergency was a lengthy process, with the four crewmembers having to depressurise the cabin first, then crawl through a small door, before clipping on their parachutes and making their war to the rear door, visible in the picture, to exit the aircraft, which, naturally came up for special criticism. Altogether, not a particularly pleasant aeroplane.
Lastly for now, Marauder II FB436was one of a Lend-Lease order for 100 Marauder Mk.IIs, B-26Bs. Can't say anything more about it apart from it's a little weather-worn, it was at Boscombe but I can't find why. There's a Ventura and a Typhoon in the background, the typhoon taxying past.
More soon...
We begin with Image 771, Barracuda TR.III MD837, which is looking factory fresh from Boulton Paul, who built this example, photographed before operational service, which for this aircraft was with 821 Sqn aboard the escort carrier HMS Puncher. The while paint marking on the rear fuselage indicates the lanyard for the attachment of the inflatable liferaft, which would deploy on the aircraft impacting with the water. Note the radome under the rear fuselage which was a characteristic of the type, the first Mk.IIIs were built by Boulton Paul and converted from Mk.IIs.
Image 772 is a widely published one as it shows the prototype Barracuda P1767 at Fairey's home aerodrome at Harmondsworth, better known today as Heathrow in December 1940, which was quite an elegant machine, unencumbered with all the extra bits that naval aircraft became lumbered with. Note the original tailplane layout, which was altered to the high set strut-braced configuration following diving trials, which revealed that when the low hanging flaps that were also dive brakes were deployed, there was a lot of vibration that reduced the elevators' effectiveness, so the whole hori stab was raised. Note the big windows under the wing, the 'Observer's Lounge', which was the 'Reconnaissance' bit of the Torpedo Dive Bomber Reconnaissance specification for an all-singing all-dancing carrier aircraft. Too much was expected of one airframe and the compromise was the unholy mess the Barracuda became.
Images 773 through '775 show Chesapeake I AL909 undergoing performance and handling trials, these are the official photographs, note the measuring stick. The type was found to be unfavourable for the RN, this one from a batch built for the French but modified for the Royal Navy prior to delivery for trials, which revealed that it was underpowered, had below-average performance and poor handling characteristics and its take-off run was considered overly long, which negated its use aboard British carriers. Its only virtue was its 1,170-mile range. This machine was damaged following an engine failure during testing and was replaced by another, which, immediately on landing at Boscombe Down burst both its tyres.
Images 776 and '777 show the same Swordfish III, serial NR___, fitted with Air-to-Surface Vessel (ASV) Mk.X radar in the prominent fairing between the undercarriage, metal skinned lower wing undersides permitting the carriage of rockets, and universal bomb racks, all for the anti-submarine role that the Swordfish was predominantly tasked with in the latter years of the war. This was not a trials aircraft, but the rocket firing trials were a success and the Swordfish, because of its low speed made it an accurate rocket launch platform.
Images 778 and '779 are the same image and show the same aircraft as '780, Swordfish III W4689/G, which was undergoing trials with the Leigh Light in the 'Pumpkin' fairing under the right wing. Note the aircraft in the background of these images, a testament to the variety of types found at Boscombe throughout the war, a Stirling in the last image and from L: to R of the previous one, a Vengeance equipped with rockets, a Lancaster with its bomb doors open, a Wellington, a Spitfire and a Ventura.
Image 781 shows Swordfish I K5662, a standard production Swordfish, at the Marine Aeroplane and Armament Experimental Establishment (MA&AEE) at Felixtowe in August 1936 carrying a dummy 1,650 lb torpedo. During trials it was noted that the floatplane's behaviour in choppy conditions was adequate, the water rudders were ineffectual, being unable to carry out a 360-degree turn in a 15-knot wind. It performed adequately across the disciplines of torpedo dropping, reconnaissance and spotting, although carrying the torpedo meant that fuel load had to be reduced to keep the aircraft within maximum weight limitations.
Back on dry land and Image 782 shows a standard production Albemarle GT.VI V1875 probably at the Armstrong Whitworth factory at Hawksley, the GT prefix signifying its glider towing role, note the cradle under the tail, also note its standard armament of four .303s in a Boulton Paul A-Type turret above the wing trailing edge.
Images 783 through 786 show the Bristol Buckingham Prototype DX249 in its initial configuration when it first arrived for trials at Boscombe Down, it has the early style rudder and no ventral gondola. At the time it arrived, its specific role was unclear, so it was evaluated as a light bomber and was found to have many good features, it was characterised by poor directional stability, which made it tiring to fly. At this time it was not fitted with its upper defensive turret, a Bristol B.XIX Mk.I equipped with four x .303s, which, under trials revealed a number of issues. It was eventually fitted with two guns in a rear-facing ventral position in the lower gondola and four in a fixed mounting in the nose, for a total of 10 machine guns.
Image 787 shows Hampden II X3115 on a snowy Boscombe Down during performance and armament trials, this aircraft is powered by two Wright Cyclone 1820-G105A engines; no details survive of the performance trials with the US engines though and it suffered an engine fire before armament trials had begun. Note that it is unarmed and the 'taboo' bar aft of the upper gun position designed to prevent the gunner from shooting off his own tail.
Image 788 shows Warwick I BV403, which underwent trials carrying a Mk.II Lifeboat under its belly, the aircraft is fitted with ASV radar and a full complement of turretted armament, although the guns are missing from the mid-upper turret. I have seen a picture of this aircraft in flight with the turret armed. Handling trials with the lifeboat were adequate, the aircraft displaying pleasant characteristics, but for the exception of the hunting of the elevator in turbulent conditions, and at forward CG the pilot required both hands to keep the nose rising whilst raising the flaps on overshoot. Short Stirling in the background.
Image 789 shows pressurised Wellington VI W5795, which although the aircrew in the nose enjoyed full pressurisation thanks to their capsule, the tail gunner did not. As revealed earlier, the Wellington VI was tiring to fly and was a challenge at night, it was unstable in the cruise and entered a steadily steepening dive on releasing the control wheel. The cabin was too hot and oil mist in the air prevented the crew from seeing each other, among other things (!) and at height, the prop pitch controls froze. Escape during an emergency was a lengthy process, with the four crewmembers having to depressurise the cabin first, then crawl through a small door, before clipping on their parachutes and making their war to the rear door, visible in the picture, to exit the aircraft, which, naturally came up for special criticism. Altogether, not a particularly pleasant aeroplane.
Lastly for now, Marauder II FB436was one of a Lend-Lease order for 100 Marauder Mk.IIs, B-26Bs. Can't say anything more about it apart from it's a little weather-worn, it was at Boscombe but I can't find why. There's a Ventura and a Typhoon in the background, the typhoon taxying past.
More soon...
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macharvard
Airman
Excellent collection, Tieleader - and very much appreciated!
- Thread starter
- #59
Thank the British Air Ministry for the pixs and Jacques Littlefield for collecting them (besides tanks). I just became custodian of them.
Good shots!
