| Armstrong-Whitworth A.W.27 "Ensign" 1937-38 |
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Design and development:
Armstrong Whitworth Aircraft started on the
A.W.27 Ensign in 1934 after receipt of a
specification from Imperial Airways. The
first aircraft was ordered in September of
that year, with delivery expected in 1936;
eleven more were ordered in May 1935. An
order for a further two aircraft in 1937
brought the total to 14.
Production of their Whitley heavy bomber for
the Royal Air Force was a priority, and work
on the Ensign proceeded slowly. Construction
took place not at the main Coventry factory,
but at the workshops of Air Service Training
Ltd in Hamble. Constant changes were
requested by Imperial, slowing production
further. As a result, the Ensign's maiden
flight did not take place until 24 January
1938. Despite being underpowered, the
aircraft was certified, and full airline
service began between Croydon and Paris,
France in October of that year.
Operational history:
Three more Ensigns were completed by
Christmas, 1938, and were dispatched with the
holiday mail to Australia. All three suffered
mechanical problems and did not reach their
destination; all Ensigns were removed from
active airline service and returned to
Armstrong for improvements. Reliability was
improved, and more powerful Armstrong
Siddeley Tiger IXC engines aided performance
somewhat.
Eleven aircraft were in service at the
outbreak of World War II, with a twelfth
following soon after, and all were withdrawn
in October, 1939 to be camouflaged before
flying a new route from Heston and Le Bourget
Airport in Paris. The aircraft remained in
service after formation of BOAC that
November. Three Ensigns were destroyed or
captured due to Enemy action in 1940 , with
one ("Ettrick"), which had been abandoned at
Le Bourget after being damaged by bombs,
eventually being used by the Germans, being
re-engined with Daimler-Benz engines.
The final two aircraft that had been ordered
by Imperial were equipped with more powerful
Wright Cyclone geared radial engines and
completed as A.W.27A Ensign Mk. 2s. The new
engines significantly improved performance
and allowed the Ensign to be used in hot
climates and at high altitude. All eight
surviving airframes were upgraded with these
newer engines in 41-43 and worked for BOAC on
Africa to India routes.
Ensigns flew throughout the war. One
("Enterprise") force-landed in West African
Vichy territory and served the Vichy forces
and Air France, subsequently ending up with
the Luftwaffe after being re-engined like
"Ettrick". Several were broken up for spare
parts to support the remaining fleet. The
final Ensign flight took place in 1946, and
the last seven aircraft were scrapped in
1947.
Variants:
A.W.27 Ensign I
Four-engine medium-range transport aircraft.
Powered by four 850-hp (634-kW) Armstrong
Siddeley Tiger IXC radial piston engines.
A.W.27A Ensign II
Four-engine medium-range transport aircraft.
Powered by four 950-hp (708-kW) Wright
GR-1820-G102A Cyclone radial piston engines.
General characteristics:
Crew: 5: captain, first officer, radio
operator, two cabin stewards
Capacity:
European routes: 40 passengers in 4 cabins
Asian routes: 27 passengers in 3 cabins
Length: 114 ft 0 in (34.8 m)
Wingspan: 123 ft 0 in (37.5 m)
Height: 23 ft 0 in (7.02 m)
Wing area: 2,450 ft² (227.6 m²)
Empty weight: 35,075 lb (15,900 kg)
Loaded weight: 55,500 lb (25,200 kg)
Useful load: 12,000 lb (5,450 kg)
Powerplant: 4× Wright GR-1820-G102A geared
radial engines, 1,100 hp (820 kW) each
Performance
Maximum speed: 210 mph (180 knots, 330 km/h)
Cruise speed: 180 mph (160 knots, 290 km/h)
Range: 1,370 mi (1,190 nm, 2,200 km) at 5,000
ft (1,500 m)
Service ceiling: 24,000 ft (7,300 m) when
fully loaded
Rate of climb: 900 ft/min (4.57 m/s)
Wing loading: 22.6 lb/ft² (110 kg/m²)
Power/mass: .079 hp/lb (130 W/kg)
Tags : Armstrong-Whitworth A.W.27 Ensign Imperial Airways aviation history airliner airplane aircraft |
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Affichage : 6250
Durée : 152 s |
| Forgotten aircraft - Armstrong-Whitworth AW-52 flying wing |
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Through being involved in laminar-flow wing
development Armstrong Whitworth was keen to
put its experience to practical application
and proposed a jet-powered four-engined 120ft
span laminar flow flying wing bomber. The
design was to be evaluated through the use
of a 1/3 scale glider. The end of the war
brought an end to the project but not before
work had started on the AW-52G glider. It
first flew
on 2 March 1945. Armstrong Whitworth, after
cancellation of the bomber project,
maintained its interest in a large flying
wing and was
eventually given a contract to produce two
prototypes. To give some point to the project
beyond research the type was designed to
carry 4,000lbs of mail. The first
Nene-powered aircraft flew on 13 November
1947 and eventually achieved speeds of around
500mph.
It crashed on 30 May 1949 through control
problems and the pilot, John Lancaster, made
the first emergency ejection in Britain. The
2nd
AW52 was powered by the Derwent and it flew
on 1 September 1948, later on trials with the
RAE until May 1954 when it was scrapped.
Tags : Armstrong Whitworth AW-52 flying wing jet aircraft bomber aviation history |
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Affichage : 21380
Durée : 259 s |
| Armstrong Whitworth AW.15 Atalanta 1932 |
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Soon after World War 1, the next few years
were to see a remarkable transformation, and
one of the first of this new generation of
British airliners was the Armstrong Whitworth
A.W.15 Atalanta. Ordered by Imperial Airways
for its services in South Africa and between
Karachi and Singapore, the A.W.15 (or A.W.XV)
was developed in response to a requirement
calling for the ability to carry a 3,000 lb
(1361 kg) payload, maintain 9,000 ft (2745 m)
with one of its four engines stopped, and
cruise at 115 mph (185 km/h). An obvious
necessity with these routes was an ability to
use small airfields at high altitudes in hot
countries, and a range of 400-600 miles
(644-966 km) was needed. Only nine passengers
and a crew of three were stipulated, a
considerable amount of payload space being
allocated to mail. Later in its career,
seating accommodation of the A.W.15 was
raised to 17 passengers.
The first Atalanta (G-ABPI) flew on 6th June
1932, and appeared at the first SBAC Display
at Hendon on 27th June, going to Martlesham
Heath for tests on 11th July and receiving
its certificate of airworthiness in August.
The remarkable speed with which this was
achieved reflects the soundness of the basic
design, and all eight Atalantas for Imperial
Airways had been certificated by April 1933.
The first service was flown from Croydon, to
Brussels and Cologne, on 26th September 1932,
and other routes followed. G-ABPI was
severely damaged in a forced landing at
Coventry on 20th October 1932, while in the
manufacturers' charge for modifications, and
the aircraft's individual name 'Atalanta' was
transferred to the fourth aircraft (G-ABTI)
which had a sufficiently similar registration
to avoid press questions! The accident was
caused by fuel starvation, but the aircraft
was repaired and re-appeared christened
'Arethusa'.
G-ABPI left Croydon on 5th January 1933, on
its proving flight to Cape Town, arriving on
14th February. Three more Atalantas joined it
at the Germiston base in South Africa, for
service between Cape Town and Kisumu,
originally to replace de Havilland D.H.66s,
but they were too small for the traffic and
therefore complemented the older aircraft. A
proving flight to Australia in June 1933
attracted considerable interest but no order,
QANTAS choosing instead the D.H.88, but on
1st July 1933 the first Atalanta (G-ABPI and
then named 'Arethusa') inaugurated the first
direct air mail service between London and
Karachi, where on arrival the mail was
delivered to Indian Trans-Continental
Airways. A second aircraft for Indian
registry arrived soon afterwards and the two,
plus two British-registered Atalantas,
operated a Karachi-Calcutta service, later
extended to Rangoon and Singapore.
Three Atalantas were lost before World War 2;
the remaining five were taken over by BOAC
and in March 1941 were impressed into RAF
service, based in India. They were later
handed over to the Indian air force's No. 101
GR Squadron at Madras and used for coastal
reconnaissance work, being armed with a
single machine-gun operated by the navigator.
One Atalanta was destroyed in a crash
landing, and the last patrol was flown on
30th August 1942, after which the four
survivors were withdrawn from service.
Four-engined high-wing 17-seat transport
built for Imperial Airways and Indian
National in 1932. Five survivors of original
fleet of eight impressed (as DG450-DG454)
April 1941 in India and used to evacuate
civilians during Iraqi rebellion, then
operated by No 1 (Madras) and No 3 (Calcutta)
Flights, IAF on coastal patrols, with
defensive armament of one 0.303-in (7.7-mm)
machine gun and crew of three. Retired August
1942. Four 340 hp Serval III engines .
Powerplant: Four 340 hp (254 kW) Armstrong
Siddeley Serval III radial piston engines
Performance: Maximum speed: 156 mph (251
km/h) at 3,000 ft (915 m);
Maximum cruising speed: 130 mph (209 km/h);
Stall Speed: 51 m.p.h.;
Service ceiling: 14,200 ft (4330 m);
Range: 640 miles (1030 km)
Weights: Empty: 13,940 lb (6323 kg);
Maximum take-off: 21,000 lb (9525 kg)
Dimensions: Span: 90 ft 0 in (27.43 m);
Length: 71 ft 6 in (21.79 m);
Height: 15 ft 0 in (4.57 m);
Wing area: 1,285 sq ft (119.38 m²)
Crew: 3
Passengers: 9-17
Tags : Armstrong Whitworth AW.15 Atalanta Imperial Airways Croydon aviation history airline |
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Affichage : 5003
Durée : 98 s |
| Armstrong Whitworth Argosy |
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The Armstrong Whitworth Argosy was a British
three-engined biplane airliner built by
Armstrong Whitworth Aircraft and operated by
Imperial Airways from 1926 to 1935. Known
popularly as a "flying railroad car", it was
one of the earliest forms of passenger air
transport.
The Armstrong Whitworth Argosy stemmed from a
declaration by Imperial Airways that all its
aircraft would be multi-engined designs on
the grounds of safety. They were intended to
replace the older single-engined de Havilland
aircraft that Imperial Airways had inherited
from its constituent companies, mainly
Daimler Airway. The first example (G-ELBF )
flew in March 1926 following an initial
order for three Argosies from Imperial
Airways.
The Argosy was initially used on European
routes (later operating on services to South
Africa), with the fleet named after famous
cities. Argosies implemented the world's
first "named" air service, the luxury 'Silver
Wing' service from London to Paris, in Argosy
City of Birmingham (G-EBLO). Two seats were
removed and replaced with a bar and a steward
was in attendance.
Three Argosies were lost during service with
Imperial Airways, with one being written off
in a forced landing near Aswan and one during
a training accident, both in 1931, with no
injuries in either accident. In March 1933,
however, an Argosy caught fire over Belgium ,
causing a crash in which all 3 crew and 12
passengers were killed.
Argosies continued in service with Imperial
Airways until 1935, with the last example
being used for joy-riding by United Airways
Ltd of Blackpool airport, which then became
British Airways Ltd. It continued in use with
British Airways until December 1936.
Variants
Argosy Mk I : Three engined airliner. Powered
by three 385 hp (287 kW) Armstrong Siddeley
Jaguar IIIA radial piston engines. Later
fitted with Jaguar IVA engines. Three
constructed.
Argosy Mk II : Three engined airliner.
Powered by three 420 hp (313 kW) Armstrong
Siddeley Jaguar IVA radial piston engines.
Four constructed.
General characteristics
Crew: 2
Capacity: 20
Length: 64 ft 6 in (19.66 m)
Wingspan: 90 ft (27.44 m)
Height: 19 ft (5.79 m)
Wing area: 1,890 ft² (176 m²)
Empty weight: 12,090 lb (5,495 kg)
Max takeoff weight: 19,200 lb (8,727 kg)
Powerplant: 3× Armstrong Siddeley Jaguar IVA
Radial, 420 hp (313 kW) each
Performance
Maximum speed: 96 knots (110 mph, 177 km/h)
Cruise speed: 78 knots (90 mph, 145 km/h)
Range: 352 nm (405 mi, 652 km)
Tags : Armstrong Whitworth Argosy A.W.154 A.W.155 imperial airways aviation history |
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Affichage : 27263
Durée : 247 s |
| Armstrong Whitworth Whitley Paratroop Drops |
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The Whitley was designed in response to
Specification B3/34 issued in July 1934 and
within two years the first Whitley had made
its maiden flight and the first orders for
the new aeroplane (160) had been placed.
Although far more capable than the aircraft
it replaced (such as the Fairey Hendon and
Heyford biplanes), the Whitley was hardly a
modern looking aircraft with a slab-sided
fuselage and prominent, jutting chin and a
very distinctive nose-down flying attitude.
It was however, capable of carrying a very
impressive bombload of 7,000lb.
The Whitley was retired from all front line
service in late 1942 but it continued to
operate as a transport for troops and
freight, as well as for paratroop training
and towing gliders.
The first paratroop training course at
Ringway was in July 1940 with dummy drops
over Ringway and Tatton Park. The first live
drops were on 13th July 1940 when RAF
instructors made eight test jumps from a
Whitley. Two were pull-offs from a small open
platform that had been fitted in place of the
rear gun turret. The other six drops were
from an aperture in the fuselage floor.
The pull-off method required the parachutist
to face into the aircraft's slipstream and
then release the parachute which immediately
tore him from the aircraft. The slipstream
caused somersaulting and occasionally the
feared `candle' when the parachute failed to
open properly.
Pull-offs were soon abandoned, and jumping
through the 'Whitley Hole' became the norm,
but even this method had serious
disadvantages for the hole was nearly three
feet deep and unless a perfectly upright and
rigid position was maintained the
parachutist's face would strike the inside of
the hole - known as "ringing the bell"- with
painful consequences.
Whitleys made the first paratroop drops
during Operation Colossus, the failed attack
on the Tragino viaduct in Italy and also on
the daring raid to seize German radar
equipment from Bruneval in the Channel coast.
Operation Colossus was an experimental raid
by thirty-eight of the five hundred men of
No.2 Commando, who trained as Britains first
paratroops in 1940. Despite being told they
had only an even chance of returning at best,
every man in the Commando volunteered. Maj.
T. Pritchard commanded and among his men were
three interpreters, one an Italian national
who was formerly a waiter at the Savoy Hotel,
London.
The objective was to blow-up a fresh water
aqueduct near Calitri in southern Italy,
where it spanned the Tragino gorge. It was
not a major military target, though it did
supply some two million people including the
ports of Bari and Brindisi and the naval base
of Taranto. The object was primarily a test
to see if the RAF could deliver men
accurately to an enemy target, and the men
could achieve their objective by air drop and
exfiltrate themselves afterwards.
On 10 February 1941, all but one of the six
Whitley bombers dropped their men between 50
to 250 metres of the target. The sixth,
suffering navigational problems, dropped its
men and unfortunately much of the mission's
explosives, two hours late and two miles
north. On examining the aqueduct it was found
the structure was of concrete and not brick
as intelligence advised. All heavy explosives
available were packed around one of the side
piers and anything remaining to a small
nearby bridge over the Ginestra stream, to
hamper repairs, (though an officer later
stated that just for the hell of it was part
of the equation).
Both detonations were successful and the
Commandos set about making their way overland
to the mouth of the Sele River, some 50
marching miles away on the Mediterranean
coast south of Salerno. The British submarine
HMS Triumph was to meet them offshore at this
point, but unfortunately one of the Whitley
bombers chose this spot to make a forced
landing after incurring engine failure. As
the downed bomber would attract considerable
attention, the submarine abandoned any
rendezvous.
As it happened, the Commandos never reached
the coast. Winter conditions forced them to
leave their slow cross-country route and take
to the roads. All at once when passing
through a small town they found themselves
passively but purposefully surrounded by
civilians and local police. Declining to fire
upon civilians, the Commandos gave themselves
up.
Within 36 hours of landing all men were in
enemy hands, though one managed to escape
back to England soon after. The Italian
national was imprisoned separately,
court-martialed and shot. The aqueduct was
repaired in about a month during which time
reservoirs coped. This raid, or test,
provided valuable lessons for British
Combined Operations, and served notice to the
Axis that British soldiers were now airborne.
Tags : Armstrong Whitworth Whitley Bomber Paratroop Drops Operation Colossus |
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Affichage : 8629
Durée : 168 s |
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