Home | THE ROYAL AIR FORCE IN THE 1930S |
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PART ONE : ARMSTRONG WHITWORTH TO GLOSTER |
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The two decades between
the signing of the Treaty of Versailles in 1919 and the
outbreak of the Second World War in 1939 have been
described as the locust years of the Royal Air Force
(RAF). With aircraft becoming ever more complex and
expensive, successive British governments were unwilling
to spend scarce resources on re-armament if immediate
benefits - such as the cost-effective policing of the
more rugged and volatile parts of the British Empire -
could not be accrued. This outlook was to be more firmly entrenched after the Wall Street Crash of 1929 but - during the resultant Depression - the rise of fascism in Europe made the modernisation of Britain's armed forces imperative. This article uses photographs taken by Warrant Officer James Marshall - the father of Gloucestershire Message Board contributor Valerie Wiersema who kindly donated them - to give an impression of the Royal Air Force during these impoverished yet turbulent times. The aircraft are arranged in alphabetical order by manufacturer and type and the pictures in chronological order wherever possible. |
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ARMSTRONG WHITWORTH ATLAS | ||
Designed from the outset as an Army co-operation aircraft, the two seat Atlas entered RAF service in early 1927 and fully equipped 26 Squadron ( later to fly the Bristol Belvedere helicopter ) by November that year. In the years 1927 - 30, the metal framed but mainly fabric covered biplanes also equipped five other squadrons. A total of 478 Atlases - able to carry wireless, wireless and message pick-up equipment - were produced, remaining in RAF service until 1933 as a training aircraft. At least 16 Atlases were transferred to the Royal Canadian Air Force (RCAF), several of which continued in service until 1941. | ||
Powerplant 14 cylinder 400 bhp Rolls Royce Jaguar IVC | ||
Dimensions Wingspan 39' 7" length 28' 7" height 10'6" | ||
Weights 2 550 lb empty 4 020 lb loaded | ||
Performance 142 mph at sea level. Climb to 15 000' in 28 minutes. Service ceiling 16 800' | ||
Armament 1 x .303 Vickers machine gun forward, 1 x .303 Lewis machine gun in rear cockpit Four 120 lb bombs on racks under lower wings | ||
Armstrong Whitworth Atlas K 1172 of Number 3 Flying Training School at Grantham on 19 October 1930 |
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Armstrong Whitworth Atlas biplanes of D Flight, Number 3 Flying Training School, Grantham, on 7 May 1931. |
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The remains of an Armstrong Whitworth Atlas and an Avro Avian after a collision at Grantham in June 1931 |
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A more serious Atlas accident at Grantham in 1931. Luckily the pilot jumped clear! |
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Armstrong Whitworth Atlas J9442 at Grantham in 1942. this aircraft was one of a batch of 43 orderd in 1928 | ||
ARMSTRONG WHITWORTH SISKIN III AND IIIA | ||
The Siskin III fighter was based on the Siddeley Siskin SR2 of 1918 and the first of 63 Siskin IIIA airframes - 47 two seat and 16 single seat variants - were introduced to RAF service in May 1924. Siskin III J7001 was converted to the prototype Siskin IIIA - powered by the stronger Jaguar IVC engine. The first Siskin IIIAs equipped 111 Squadron - later to find fame with Hawker Hunters and English Electric Lightnings - in 1926 and ten other squadrons eventually followed suit. Almost 350 Siskin IIIAs were eventually built - mostly for the RAF, which began to phase them out of front line service in 1933. However, a batch of RCAF Siskin IIIAs continued in use until 1939. Highly aerobatic and pleasant to fly, the angular Siskin was also the RAF's first all-metal structure fighter to achieve production status. | ||
Powerplant Siskin III 325 bhp Rolls Royce Jaguar III (Siskin IIIA 385 bhp Rolls Royce Jaguar IV) | ||
Dimensions Siskin III wingspan 33' 1" length 23' 0" height 9' 9" | ||
Dimensions Siskin IIIA wingspan 33' 2" length 25' 4" height 9' 9" | ||
Weights Siskin III 1 830 lb empty 2 735 lb loaded Siskin IIIA 2 061 lb empty 3 012lb loaded | ||
Performance Siskin IIIA 153 mph at 10 000' Climb to10 000' in 6 m 35 s Service ceiling 27 100' | ||
Armament 2 x .303 Vickers machine guns forward 4 20 or 25 lb bombs under wings. | ||
Armstrong Whitworth Siskin III of 56 Squadron at North Weald | ||
The two pictures above show Armstrong Whitworth Siskin III J 9190 after being hit by a Hawker Tomtit biplane fighter on the ground in 1931. Unfortunately Leading Aircraftsman (LAC) Palmer was killed in the collision. |
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Another Armstrong Whitworth Siskin crashed in June 1931 |
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This Armstrong Whitworth Siskin piled up at Cranwell in September 1933 |
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Armstrong Whitworth Siskin J9316 |
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AVRO AVIAN | ||
The prototype Avro Avian
flew in the summer of 1926, and for much of its
production life remained an all-wood aeroplane with no
metal tubing in the fuselage. While it was designed to
appeal to the growing civilian market for a light sports
plane to rival the De Havilland Moth, the Avian found its
way to the far reaches of the globe. They were used not
only by private individuals, but also by many flying
clubs and military flight training organizations. In
addition to being made in England, Avians were
manufactured under license in Canada and the United
States. In 1926 two pre-production Type 594 Avian Mk Is were followed by nine Mk. IIs and in mid-1927 the Mk. III appeared, of which 33 were built with the 84hp Cirrus II engine, and 58 as the model Mk. IIIA using the 94hp Cirrus III engine. The last all wood Avian was the Mk. IV, still with the Cirrus III engine. One of the principal improvements in the Mk. IV was a strengthening of the landing gear and wing root area and from 1929 on, the steel tube fuselage was introduced and the Type 616 Avian Mk. IVM powered by the Cirrus III and larger engines was born. It is the Avian MK. IVM that was also built in the U.S. and Canada in small numbers. Bert Hinkler - Avro test pilot from 1920 to 1927 - made many record setting flights in his own Avian, but he is best known for one in particular. In 1928, he flew solo in his ADC Cirrus Mk. II engined Avian - the first ever built - from Lympne in Kent, England to Australia. He left London on 7 February spanning Europe, the Middle East, the Indian sub-continent, and Asia, finally arriving in Darwin, Australia 16 days later. The flight covered 11,450 miles in 129 flying hours with an average speed of 82.5 m.p.h. For the Australian flight modified wings were fitted giving increased cruising speed. A special 46 gallon tank was fitted in the front cockpit making a total of 66 gallons. A special undercarriage of Bert Hinklers own design was also fitted. Another famous Avian pilot was Beryl Markham whose book, West with the Night, chronicles her experiences in Africa and her many hours of flight in her trusty Avro Avian. She became a celebrity in her own right when she piloted her blue and silver Avian from Nairobi to London and back, in 1932, with nothing but a map and a compass. The most famous pilot and the most famous Avro Avian, at least for those in the United States, are Amelia Earhart and her Avian, 7083, although the most tragic remains Bill Lancaster and Southern Cross Minor. Bill Lancaster had served as a pilot officer in the Australian Flying Corps in World War One and in 1927 made one of the first flights from England to Australia in his Avro Avian Red Rose, accompanied by Jessie "Chubby" Miller, a wealthy journalist who helped to finance the flight. Tried and acquitted of murdering Miller's lover in Miami in 1932, Lancaster found himself short of funds in London and decided to recapture the headlines with a record breaking flight from London to South Africa. To do this he bought another Avian, Southern Cross Minor, which could only better the existing fastest timing if Lancaster flew 20 hours a day. On the evening of 12 April 1933 Lancaster left Reggane in central Algeria with the aim of flying 750 miles south across the Sahara at night. Even with extra fuel tanks this was at the edge of the Avian's range and Lancaster had not slept for 30 hours. Within an hour of departure the engine seized up and Lancaster was forced to land 60 miles north of both his intended route and any land or air based search parties. The diary he kept while waiting to be rescued showed that he lived until the morning of the eighth day after the crash but his body and the crashed Avian were not found until 29 years later in 1962 by a French long-range desert patrol. Bill Lancaster's body was then buried in Reggane and the remains of his aircraft are stored out of public view at the Museum of Queensland in Brisbane, Australia. |
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Powerplant ADC Cirrus. Avians pictured are recorded as having Mongoose engines | ||
Dimensions Wingspan 28' length 24' 3" height 8'6" | ||
Weights Tare 1130 lbs maximum 2002 lbs | ||
Performance 102mph Initial climb 650' / minute Service ceiling 18 000' | ||
Armaments None | ||
Avro Avian |
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Avro Avian in RAF service fitted with Mongoose engine |
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AVRO 504N LYNX |
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The Lynx was the final variant of the rotary engined Avro 504 trainer which first flew in September 1913 and was in turn developed from the Avro 500 trainer biplane of 1912. The 504N Lynx served with the Royal Air Force from 1927 to 1933 before being replaced by the Avro Tutor. Six 504N Lynxes from the Central Flying School at Wittering pioneered blind instrument flying in 1931 | ||
Powerplant Gnome, Le Rhone and Gnome Monosoupape engines ranging from 80 hp to 130 hp | ||
Dimensions Wingspan 36' length 29' 5" height 10' 5" | ||
Weights Empty 924 lb loaded 1574 lb | ||
Performance (Le Rhone fitted 504K ) 95 mph at ground level, Climb to 10 000' in 16 minutes, Service ceiling 16 000', Endurance 3 hours. | ||
Armaments None | ||
Avro 504N Lynx |
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AVRO TUTOR | ||
The Avro Tutor entered RAF service in 1930 as the Avro 621 Trainer with an uncowled Mongoose engine. It was adopted as the standard RAF trainer, replacing the Avro 504N Lynx from 1932. A total of 795 Tutors were built, 394 being deliverd to the RAF. Fully aerobatic and easy to fly, the Tutor continued the pattern of instrument flying technique pioneered by its predecessor. Its aerobatic qualities were demonstrated by Tutors of the Central Flying School at each annual Hendon Air Display. The Tutor remained in RAF service until 1939. A batch of 14 Tutors was modified to accept twin floats to become Sea Tutors and these served mainly at RAF Calshot as trainers for future maritime RAF crews. Today one Avro Tutor - K3215 / G-AHSA - still flies with the Shuttleworth Collection at Old Warden, Bedfordshire. | ||
Powerplant 180 hp Armstrong Siddeley Lynx IV or 240 hp Lynx IVC | ||
Dimensions Wingspan 34' length 26' 41/2" height 9'7" | ||
Weights Empty 1 844 lb, loaded 2 493 lb | ||
Performance Maximum speed 120 mph at sea level, climb to 5 000' in 5.9 minutes, service ceiling 16 000', endurance 2 1/4 hours | ||
Armament None | ||
Flight Lieutenant Garrett and Pilot Officer White were sadly killed when this Avro Tutor crashed on Wednesday 12 October 1932 |
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This Egyptian Army Air Force Avro Tutor was photographed at El Amriya in December 1935. |
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BLACKBURN BAFFIN | ||
The prototype Blackburn Baffin two seat torpedo bomber was originally known as the Blackburn Ripon V and began replacing the earlier Ripons in Fleet Air Arm service from January 1934. Only 29 Baffins were produced as new although at least 68 Ripons were upgraded to Baffin standard with a Bristol Pegasus air cooled radial engine. However, as Baffin performance was only marginally better than that of the Ripon, it was in turn replaced in front line service from 1936 and only equipped three Fleet Air Arm squadrons. In 1937 29 Baffins were sold to New Zealand where they formed three Territorial squadrons for coastal defence until 1941. | ||
Powerplant 565 hp Bristol Pegasus IM3 | ||
Dimensions Wingspan 44' 10" (upper) 45' 61/2" (lower), length 38' 3 3/4", height 12' 10" | ||
Weights Empty 3 184 lb, loaded 7 610 lb | ||
Performance Maximum speed 136 mph at 6 500', initial rate of climb 480' per minute, service ceiling 15 000', endurance 4 1/2 hours at 5 000' | ||
Armament One fixed 0.303" Vickers machine gun forward, one 0.303" Lewis machine gun in rear cockpit. One Mark VIII or IX torpedo or alternative bomb loads up to 2 000 lbs. | ||
Blackburn Baffin photographed at El Amriya, Egypt, in 1936 |
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BLACKBURN DART | ||
The single seat Blackburn Dart was developed from the Blackburn Swift torpedo bomber of 1920. the prototype Dart was first flown in October 1921 and deliveries of the first of 117 production machines began in March 1922. Despite its size, the Dart handled well and remained in service for 10 years aboard Home and Mediterranean Fleet aircraft carriers before replacement by Blackburn Ripons and Baffins. In July 1926 Darts helped pioneer night deck landing techniques. | ||
Powerplant 450 hp Napier Lion IIB, 465 hp Napier Lion V | ||
Dimensions Wingspan 45' 5 3/4", length 35' 41/2", height 12' 11"" | ||
Weight Empty 3 599 lb, 6 383 lb loaded | ||
Performance Maximum speed 107 mph at 3 000' ( with dummy torpedo ), initial climb rate 600' per minute, service ceiling 12 700', endurance 3 hours | ||
Armament Ome Mark VIII or IX 18 inch torpedo or alternative load of 520 lb of bombs under each wing. | ||
Blackburn Dart |
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BOULTON & PAUL OVERSTRAND | ||
A fully aerobatic and improved replacement for the Boulton & Paul Sidestrand day bomber, the Overstrand was the first RAF medium bomber to feature a totally enclosed power operated ( pneumatic ) gun turret. First flown in 1933, Overstrands superceded Sidestrands in 101 Squadron from December 1934 - prompting the unit's official badge of a castle with turrets. This was to be the only complete RAF Overstrand squadron although four of the new machines were briefly allocated to 144 Squadron. Overstrands - crewed by three to five airmen - continued in front line use until 1937 and in secondary roles until 1941. | ||
Powerplant Two 580 hp Bristol Pegasus IIM3 | ||
Dimensions Wingspan 72', length 46', height 15'6" | ||
Weights Empty 7 936 lb, loaded 12 000 lb | ||
Performance Maximum speed 153 mph at 6 500' , intial rate of climb 1 100' per minute, service ceiling 22 500', range 545 miles | ||
Armament One 0.303" Lewis machine gun in power operated nose turret, two 0.303" Lewis machine guns in dorsal and ventral positions, up to 1 600 lb of bombs. | ||
Boulton & Paul Overstrand of 101 Squadron at Mildenhall in July 1935 |
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Boulton & Paul Overstrand |
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BOULTON & PAUL SIDESTRAND | ||
The Sidestrand was the RAF's first twin engined day bomber since the De Havilland 10 of 1918 and first flew in prototype form in 1926. Highly manoeverable and a rock-steady gun and bomb platform, the Sidestrand exclusively equipped 101 Squadron from April 1928 to December 1934 when the unit became the sole complete unit of its successor, the Overstrand. 18 Boulton & Paul Sidestrands were built, several of which were upgraded to Overstrand standard with more powerful engines and power operated front turret. | ||
Powerplant Two 460 hp Bristol Jupiter VIIIF engines | ||
Dimensions Wingspan 71'11", length 46', height 14' 9 1/2" | ||
Weights Empty 6 010 lb, loaded 10 200 lb | ||
Performance Maximum speed 140 mph at 10 000', climb to 15 000' in 19 minutes, service ceiling 24 000', range 500 miles | ||
Armament Three 0.303" Lewis machine guns in nose, dorsal and ventral positions, up to 1 050 lb bombs. | ||
Norwich built Boulton & Paul Sidestrand with Bristol Jupiter engines at Grantham in June 1931 | ||
BRISTOL BULLDOG | ||
Developed from a private venture prototype of 1927, the Bulldog entered squadron service intitally as the Mark II in May 1929. Its superb aerobatic qualities, strength of construction and, for its day, excellent performance envelope endeared it to most pilots, and the Bulldog eventually equipped a total of 10 RAF fighter squadrons. At least 87 two seat trainer versions were later produced and the last 17 Bulldogs built were sold to Finland in 1934. These aircraft later saw active service in the 1939-40 Winter War against the USSR. Bristol Bulldogs finally left RAF service in 1937. | ||
Powerplant 440 hp Bristol Jupiter VIIF | ||
Dimensions Wingspan 33' 10", length 25'2", height 8'9" | ||
Weights Empty 2 222 lb, loaded 3 530 lb | ||
Performance Maximum speed 178 mph at 10 000', climb to 20 000' in 14 minutes, service ceiling 29 300' | ||
Armament Two fixed 0.303" Vickers machine guns forward, four 20 or 25 lb bombs if required. | ||
Bristol Bulldog Click on picture for more about Bristol Aircraft |
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Bristol Bulldog of 56 Squadron at Mildenhall in July 1935 |
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BRISTOL F2B FIGHTER | ||
The two seat Bristol F2A Fighter first flew in late 1916 and joined 48 Squadron Royal Flying Corps in France in March 1917. Early combat experience led within months to the modified F2B variant, which equipped units in France, Italy, Palestine and the UK and the F2B stayed with the RAF until early 1932. 3101 F2Bs were produced during the First World War with further small batches being erected during the 1920s. The only flyable example left today is former 208 Squadron "Brisfit" D8096 of the Shuttleworth Collection at Old Warden in Bedfordshire. | ||
Powerplant 190/ 200hp Rolls Royce Falcon I/II, 275 hp RR Falcon II, 200 hp Sunbeam Arab, 200 hp Hispano -Suiza, 230 hp Siddeley Puma, 200 hp Wolseley Viper, 290 hp Liberty 8, 400 hp Liberty 12. | ||
Dimensions Wingspan 39'3", length 25'10", height 9'4" ( Falcon engine F2B) | ||
Weights ( Falcon engine F2B) empty 1 700 lb, loaded 2 650 lb | ||
Performance ( Falcon III F2B) maximum speed 123 mph at 4 000', climb to 10 000' in 11 minutes 15 seconds, service ceiling 21 500', endurance 3 hours | ||
Armaments One fixed 0.303" Vickers machine gun forward, one or two 0.303" Lewis machine guns in rear cockpit and up to 12 25 lb Cooper bombs under lower wings. | ||
Bristol F2B Fighter fitted with Rolls Royce engine at Grantham in1930 |
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DE HAVILLAND MOTH | ||
The de Havilland Moth went on to become one of the most famous light aircraft types in history, evolving into the Queen Bee target drone seen below, Tiger Moth, multi seat cabin Fox Moth, the monoplane Puss Moth and post World War II Chipmunk trainer. One important recognition feature is the engine, conventionally mounted with cylinder heads at the top. Later family members would have their engines inverted to give the pilot a better view ahead. | ||
Powerplant De Havilland Gipsy or 65 hp Cirrus 1 in-line water cooled engine | ||
Dimensions Wingspan 29', | ||
Weights 1234 lb loaded | ||
Performance Maximum speed 93 mph, typical range 430 miles. | ||
Armament None | ||
De Havilland Moth fitted with De Havilland Gipsy engine at 3 Flying Training School at Grantham. |
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DE HAVILLAND DH82 QUEEN BEE | ||
420 DH82B Queen Bee remotely controlled drones were developed from the DH82 Tiger Moth, first flown on 26 October 1931. The Tiger Moth became the standard basic trainer of the Royal Air Force from 1932 until 1947and was also produced in vast quantities in Canada and Australia during World War II. | ||
Powerplant 130 hp de Havilland Gipsy Major | ||
Dimensions Wingspan 29' 4", length 23' 11" | ||
Weights loaded 1770 lb | ||
Performance Maximum speed 109 mph, ceiling 13 600', 300 mile range at 94 mph | ||
Armament None | ||
De Havilland Queen Bee used for inverted flying seen at Catterick in September 1934 |
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De Havilland Queen Bee |
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DE HAVILLAND PUSS MOTH | ||
Having developed the DH80 as a two seat cabin monoplane made of wood and fabric, de Havilland's DH80A Puss Moth - first flown in 1930 - featured a metal fuselage. A distinctive feature of the Puss Moth is the outermost undercarriage strut which reaches to the top of the cabin underneath the parasol wing. | ||
Powerplant 130 hp de Havilland Gipsy Major | ||
Dimensions Wingspan 36' 9", length 25', height 6' 10" | ||
Weights Empty 1 265 lb, loaded 2 050 lb | ||
Performance Maximum speed 128 mph, ceiling 17 500', range 430 miles | ||
Armament None | ||
De Havilland Puss Moth seen during an inspection by Air Vice Marshall Bourton of 3 Flying Training School in 1931 |
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Click on picture for more about de Havilland's later Mosquito aircraft |
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FAIREY IIIF | ||
Developed from the 1924 vintage Fairey IIID, the IIIF entered RAF service in 1927 and Fleet Air Arm service in 1928. Indeed, the three seat naval reconnaissance IIIF became the most widely used FAA aircraft of the inter war years. Although superceded by 1933, at least three became Fairey Queen radio controlled gunnery targets and others survived in secondary roles until 1941. | ||
Powerplant 570 hp Napier Lion XI | ||
Dimensions Wingspan 45' 9", length 36' 9" ( 35' 6" seaplane ) height 14' 2" (12' 7" seaplane ) | ||
Weights Empty 3 945 lb loaded 5 300 lb | ||
Performance Maximum speed 135 mph, climb to 5 000' in 6 minutes 42 seconds, service ceiling 20 000', endurance 3 1/2 hours | ||
Armament One fixed 0.303" Vickers machine gun forward, one 0.303" Lewis machine gun in rear cockpit and up to 500 lb of bombs under lower wings. | ||
Fairey IIIF 830 |
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Fairey IIIF K1160 |
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Fairey IIIF S1211 | ||
FAIREY GORDON | ||
The Fairey Gordon entered RAF service in 1931 as a replacement for the Fairey IIIF while its FAA equivalent the Seal went on strength in 1933. Both types survived until 1939. | ||
Powerplant 525 hp Armstrong Siddeley Panther IIA | ||
Dimensions Wingspan 45' 9", length 36' 9", height 14' 2" | ||
Weights Empty 3 500 lb, loaded 5 906 lb | ||
Performance Maximum speed 145 mph at 3 000', initial rate of climb 1 000' per minute, service ceiling 22 000', range 600 miles. | ||
Armament One fixed 0.303" Vickers machine gun forward, one or two 0.303" Lewis machine guns in rear cockpit and up to 460 lb of bombs under lower wings. | ||
Fairey Gordon |
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FAIREY HENDON | ||
Origianally known as the Fairey Night Bomber, the Hendon only received its final name in October 1934, almost three years after the prototype had first flown in Novemberber 1931. However, the first cantilever monoplane heavy bomber to be built in Britain only entered RAF service in November 1936 and then to equip only 38 Squadron with just 14 aircraft. These were replaced by Vickers Wellingtons from November 1938. | ||
Powerplant Two 600 hp Rolls Royce Kestrel VI | ||
Dimensions Wingspan 101'9", length 60' 9", height 18' 9". | ||
Weights Empty 12 773 lb, loaded 20 000 lb | ||
Performance Maximum speed 155 mph at 15 000', initial rate of climb 940' per minute, service ceiling 21 400', range 1360 miles | ||
Armament Three 0.303 Lewis machine guns in nose, dorsal and tail positions, up to 1 660 lb bombs. | ||
Fairey Hendon at Cranwell in June 1933 |
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Fairey Hendon |
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GLOSTER AS 31 SURVEY | ||
The Gloster Aircraft Company
designed this replacement for the single engined DH9 in
the imperial survey and mapping role from another de
Havilland Aircraft Limited concept, the DH67A. de
Havilland gave this project to Gloster as their own works
were already busy with the DH66 airliner and Moth series
of biplanes. Indeed, the DH67A had started out as a
scaled down DH66 but the three engine and fin
configuration was later amended to a single tailfin and
two engines. Other specialised features were the
mainwheel mudguards and fuselage built in three parts.
This was to allow an AS31 downed in hostile territory to
be quickly dismantled for ground evacuation. it was also
possible for a Williamson Eagle camera to be lowered
through a purpose built aperture in the lower fuselage to
allow unrestricted photography. The first example - registered G-AADO - first flew from Hucclecote in June 1929 and was used by the Aircraft Operating Company to survey 63 000 square miles of Northern Rhodesia ( now Zambia ) from 1931 - 1935. G-AADO later became aircraft 250 of the Royal South African Air Force and was based at Zwartkop aerodrome, Valhalla, on photographic duties until 1942 The second machine - K-2602 - was exhibited at the International Aero Show at Olympia in July 1929 and was flown by the Royal Aircraft Establishment at Farnborough for wireless telegraphy trials until struck off charge in 1937. |
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Powerplant Two 525 hp Bristol Jupiter XI geared radial engines. | ||
Gloster AS31 Survey K-2602 seen visiting 26 Squadron at Catterick in July 1934. |
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Click on picture for more about Gloster aircraft |
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GLOSTER GAUNTLET | ||
Developed from the Gloster SS18 of 1927, the prototype Gauntlet first flew in 1933 and displayed a 40 mph advantage over the Bristol Bulldog. It was to be the last RAF fighter with an open cockpit but the first all-metal Folland designed Gloster fighter to enter service. Gauntlets entered squadron service in 1935 and soon found fame for their aerobatic qualities. Following the takeover of Glosters by Hawker Aircraft in 1934, the Mark II Gauntlet displayed more of the latter's design philosophy but was considered obsolete by 1939. However, 25 examples were sent to Finland in 1940 to help repel the Russian invaders. In November 1936 three 32 Squadron Gauntlets also became the first fighter aircraft to be directed to intercept a target by radar. | ||
Powerplant 640 hp Bristol Mercury VIS2 | ||
Dimensions Wingspan 32' 91/2", length 26' 2" ( 26' 5" Mk II ), height 10' 3" | ||
Weights Empty 2 756 lb ( 2 770 lb Mk II ) loaded 3 950 lb ( 3 970 lb Mk II ) | ||
Performance Maximum speed 230 mph at 15 800', climb to 20 000' in 9 minutes, service ceiling 33 500' | ||
Armament Two fixed 0.303" Vickers machine guns forward. | ||
Gloster Gauntlet K4083 |
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Click on picture for more about Gloster jet fighter aircraft |
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Further research has now revealed that Gloster Gauntlet K4083 was delivered new to 19 Squadron at Duxford on 25 January 1935 but only flew in the unit's blue and white chequer markings until 20 April 1937 when it was damaged beyond economic repair in a forced landing. The biplane's serial number also appears in the log book of Jeffrey Quill, best known for his test pilot work on the Supermarine Spitfire but who also flew with the Duxford Meterological Flight, formed with a number of aircraft including Gauntlets during 1934/35. When this Meterological Flight moved to Mildenhall in the Autumn of 1936 it became an all-Gauntlet unit while a similar Meterological Flight formed at Aldergrove in Ulster in January 1937 also converted wholly to Gloster Gauntlets later in that year. Gauntlets were replaced by Gloster Gladiators in the meterological role late in 1939 and continued flying these sorties until early 1945. | ||