Monoplane

Armstrong Whitworth AW.650 / AW.660 Argosy

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AW660 Argogy C.1

Designed by Armstrong Whitworth later incorporated into Hawker Siddeley Group, the first prototype flew on January 8, 1959.

In order to shorten development time, Armstrong Whitworth put in hand a batch of ten of their Argosy Freighters, without waiting for firm orders. The second of these flew on 8 January 1959. Orders were received from Riddle Airlines and for a military version by RAF Transport Command.

Armstrong Whitworth AW.650 Argosy Article

The private venture Argosy completed flight trials during 1960. The first operators were to be Trans-Arabia Airlines and Riddle Airlines.

The series 100 led to the military Armstrong-Whitworth (later WhitworthGloster and Hawker-Siddeley) AW660 Argosy derived from the civil AW650, major design changes involving a “beaver tail” for air para-dropping, fixed nose doors, heavier and strengthened floor, Smith’s military flight system, Ekco weather radar-the scanner housing providing the characteristic bump on the nose and other internal equipment changes. Twenty aircraft (XN814-821, XN847-858) were ordered in January 1959 to replace the last of the Valettas, and a manufacturer’s prototype, G-APRL, was first flown on July 28, 1960, with some of the military modifications including the beaver tail doors. Follow-on production orders were placed for a further 36 aircraft (XP408-413, XP437-450, XR105-109, XR133-143), while the first RAF Argosy C1 (XN814) was flown for the first time on March 4, 1961. Together with the second aircraft it soon passed to the A&AEE at Boscombe Down for service trials prior to entry into service.

AW.660 prototype G-APRL

The variety of roles adopted by the Argosy are very wide-it can carry 54 fully-equipped paratroops (with two despatchers and one additional loadmaster); or two Ferret scout cars/ Land Rovers plus 20 troops in the air-transport role; or 64 passengers (with two air quartermasters); or 48 stretcher patients (with four attendants and two AQMs) for casevac. As a tactical support aircraft it can deliver nine x one ton containers or two medium-stressed platforms (12 0001b each). In the photographic role F-117B cameras can be installed, and for air-sea rescue Lindholme containers and flares are carried.

In the mid-1960s the first four operational squadrons (105, 114, 215 and 267) were active in the Far East, Gulf and European theatres.

RAF Argosy XP409

An early attempt to offset the problems of short range was tried with XN819 early in 1962 when in-flight refuelling equipment was fitted. However, after trials at the A&AEE Boscombe Down, it was decided not to proceed with the modification programme.
In the internal-security fit in 1963 XN814 was modified to accommodate external bomb racks (for 14 bombs) on each side of the lower fuselage; the nose window was equipped as a bomb aimer’s position. After successful trials with the “Argi-bomber” the aircraft used in Aden and the Far East were given this modification. There is no evidence that they were operationally used in this offensive role.
The C and E Mk.1 aircraft had higher gross weights and more powerful engines than the 222. Fifty six were used by the RAF.
With the delivery to the RAF of the Hercules it was announced in 1968 that the Argosy would be withdrawn from tactical transport duties by 1970. However the fuel tank corrosion problems encountered by the Hercules and the subsequent withdrawal of aircraft for modification meant that this target date could not be reached.
The 660 had the ‘Shackleton Wing’ and had ‘clam-shell’ doors at the rear of the fuselage to allow air-dropping of stores. Unlike the civil 650, the nose was fixed. The early versions of the civil AW 650 also had the ‘safe life’ Shackleton wing. It was main spar failure that curtailed the fatigue life of the AW 650/660 aircraft. However later versions known as AW 650 200 were manufactured with a ‘fail safe’ wing of much more modern structural philosophy. The series 200 can be recognised as it is fitted with large wing fences.
The 222 model was designed to the specifications of British European Airways, and began service in 1965. The 200 Series featured a redesigned box-spar increasing the MAUW and fuel capacity. Only 17 civilian Argoseys were built.

Gallery

Argosy series 100
Engines: 4 x Rolls-Royce Dart 526 turbo-prop, 1506kW
Take-off weight: 39916 kg / 88000 lb
Empty weight: 20865 kg / 46000 lb
Max payload: 28,000 lbs.
Wingspan: 35.05 m / 114 ft 12 in
Length: 26.44 m / 86 ft 9 in
Height: 8.23 m / 27 ft 0 in
Wing area: 15.45 sq.m / 166.30 sq ft
Cruise speed: 451 km/h / 280 mph
Ceiling: 6100 m / 20000 ft
Range: 3219 km / 2000 miles
Crew: 2-3
Passengers: 84

AW650-222
Cruise: 240 kts.
No built: 7.
Max payload: 31,000 lbs.
MAUW: 93,000 lbs.
Max range: 1600 nm.
Approach speed: 108 kts.

Hawker Siddeley / Armstrong Whitworth AW 650 Argosy C
Heavy transport aircraft, United Kingdom, 1961
Length: 89.173 ft / 27.18 m
Wingspan : 114.993 ft / 35.05 m
Max take off weight : 103017.6 lb / 46720.0 kg
Max. speed : 233 kts / 431 km/h
Service ceiling : 20013 ft / 6100 m
Range : 300 nm / 555 km
Engine : 4 x RollsRoyce Dart RDa 8 Mk 101, 2680 shp
Crew : 3+69

Argosy C1
Engines: 4 x Rolls-Royce Dart RDa8 Mk102 turboprops, 2210 shp (dry) or 2470 shp (with water-methanol injection).
MAUW: 97 000 lb.
Cruise: 220kt @ 10000-20000ft.
Max payload / range: 24600 lb over 180 nm.
Max range/payload: 1700nm with 3500 lb.
Radius of action/payload: 750nm with 5000 lb.

Armstrong Whitworth AW.55 Apollo

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The Armstrong Whitworth AW.55 Apollo was designed as a competitor to the Vickers Viscount in response to the requirement outlined in the wartime Brabazon Committee’s Type II civil transport. It was a short- and medium-range airliner intended for operations in Europe. Specification C.16/46 to which the Apollo was designed, called for a turboprop-powered airliner to carry between 24 and 30 passengers over a range of 1609km at 483km/h.

The engine selected was the axial-flow Armstrong Siddeley Mamba centrifugal-flow turboprops but it was prone to teething problems. In the form first used on the Apollo, the engine should have developed 1010hp plus 139kg thrust, whereas it developed only 800hp.

Armstrong Whitworth AW.55 Apollo Article

Right from the beginning of the design, the AW.55 (first named Achilles and Avon before finally becoming Apollo) had a span of 28.04m, but length was increased from 19.66m to 20.73m and at the production stage to 21.79m, providing accommodation for between 26 and 31 passengers seated two-abreast on each side of a central aisle.

Construction began in 1948 of two flying prototypes and a fuselage for static testing. The first prototype was given the Ministry of Supply serial VX220, and made its initial flight on April 10, 1949, powered by four 1135shp A.S.Mamba A.S. Ma.1 turboprops. Control problems were remedied and the first prototype, re-registered G-AIYN, was available from October 30, 1950 for proving flights, starting with a successful flight to Paris on March 12, 1951.

In July 1951 the Mamba Mk 504 engines became available, but even these had severe limitations and problems and in June 1952 further development was halted.

The second prototype was completed with detail modifications and flew on 12 December 1952, powered by four 1475 hp Mamba A.S. Ma.3 turboprops, and both aircraft were used for a variety of experimental work for the Ministry of Supply, which had funded them. Both aircraft became structural-test airframes in December 1954.

Gallery

2nd Prototype
Engines: 4 x Mamba A.S. M3.3, 1475 hp
Wingspan: 92 ft
Wing area: 986 sq.ft
Length: 71 ft 5.5 in
Height: 26 ft
Loaded weight: 47,000 lb
Max cruise: 310 mph at 25,000 ft
Range: 1130 mi at 280 mph at 25,000 ft w/payload 7500 lb

Engines: 4 x Armstrong Siddeley Mamba Mk 504 turboprops, 750kW
Take-off weight: 20412 kg / 45001 lb
Empty weight: 13791 kg / 30404 lb
Payload: 3402 kg / 7500 lb
Wingspan: 28.04 m / 91 ft 12 in
Length: 21.79 m / 71 ft 6 in
Height: 7.92 m / 25 ft 12 in
Wing area: 91.6 sq.m / 985.97 sq ft
Cruise speed: 444 km/h / 276 mph
Range: 1513 km / 940 miles
Crew: 3
Passengers: 31

Armstrong Whitworth AW.52G / AW.52

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AW.52G

The Armstrong Whitworth A.W.52 was a flying wing type that was also intended to evaluate a configuration for a transport aeroplane with six jet engines. The basic design was validated in the A.W.52G glider.

The AW.52G was of conventional construction, but covered with “Plymax” material (1/16in ply and 22 SWG “Alclad” light alloy sheet). No airbrakes were fitted, but a central trailing-edge flap. The undercarriage was tricycle. Only one, RG324, was built. After testing was completed it remained at the company office until burnt in the mid-sixties.

The first of two A.W.52s with two 5000-lb (2268-kg) thrust Rolls-Royce Nene turbojets flew on 13 November 1947.

The first prototype, TS363, was lost in May 1949, its pilot being the first in the UK to use a Martin-Baker ejection seat in an emergency.

A.W.52 TS363, 1948 SBAC Display, Farnborough

A second prototype, powered by Rolls-Royce Derwents, was destroyed early in its flight test programme.

Although benefits were possible with such aircraft, financial problems finally curtailed the programme in 1950.

AW.52

Engines: 2 x 2270kg Rolls-Royce Nene
Wingspan: 27.43 m / 90 ft 0 in
Wing area: 122.07 sq.m / 1313.95 sq ft
Length: 11.38 m / 37 ft 4 in
Height: 4.39 m / 14 ft 5 in
Take-off weight: 15490 kg / 34150 lb
Empty weight: 8917 kg / 19659 lb
Max. speed: 805 km/h / 500 mph
Range: 2414 km / 1500 miles
ROC: 4800 fpm

AW.52G
Wingspan: 16.40 m / 53 ft 10 in
Length: 5.89 m / 19 ft 4 in
Wing area: 41.14 sq.m / 443 sq.ft
Aspect ratio: 6.58
Wing section: NACA 2017
Empty weight: 2017 kg / 4451 lb
AUW: 2720 kg / 6000 lb
Max speed: 402 kph / 250 mph
Landing speed: 104 kph / 65 mph

AW.52G

Armstrong Whitworth AW.41 Albemarie

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With a possible shortage of light alloys Air Ministry Specification B.9/38 for a twin engined medium bomber, was issued. This required that the aircraft was to be of simple construction, using materials other than light alloy wherever possible. AWA’s chief designer, John Lloyd, and his team were able to submit the initial proposals for their project, the AW.41, to the Air Ministry in February 1938. These initial proposals were for a mid wing monoplane of 61ft 8in span powered by two Rolls Royce Merlin engines and capable of carrying the normal bomb load of 1,500 lb for a range of 1,500 miles cruising at 320 mph at 20,000ft. The sole defensive armament consisted of a four gun power operated turret in the tail. From the outset the AW.41 was to have a retractable tricycle undercarriage. The construction of the airframe was to have been almost exclusively of wood and steel.
The project was changed to meet Specifica¬tion B.18/38 for a twin engined reconnaissance bomber. The design study to meet B.18/38, although using the same type of construction, was very different to the original concept. The wing span was increased to 67ft and the Rolls Royce Merlins were replaced by Bristol Hercules XI radial engines driving three bladed de Havilland constant speed hydromatic airscrews.

On August 18, 1938, Contract 816726/38 was placed with AWA for the manu¬facture of two prototypes.
Construction of the two prototypes was transferred to AWA’s factory at Hamble, and it was provisionally planned that the ensuing production would he undertaken at the new “shadow” factory being built at Yeadon, near Leeds. The plan for Yeadon was abandoned and in November 1939, production contract No B40671/39 for 198 aircraft was placed with Gloster Aircraft at Brockworth. A second contract, No B53250/39 for a further 800 aircraft, was placed with Gloster on January 30, 1940. Shortly after this the Hawker Siddeley Group formed a new com¬pany at Brockworth, A. W. Hawkesley Ltd, to be responsible for the assembly of the AW.41, which by then had been named the Albemarle.

The first prototype, P1360, com¬menced taxiing trials at Hamble on March 18, 1940, and AWA’s chief test pilot, F1t Lt C. K. Turner Hughes, continued the trials of P1360 on March 20, when, after satisfactorily completing the taxiing tests, he carried out a series of straights before taking P1360 off on its maiden flight.

Retraction of the undercarriage was carried out for the first time during the second flight on April 5.
The company’s flight trials showed take off performance to be unsatisfactory and in July and August 1940, P1360 was grounded while the wings were modified, increasing the span by 10ft to 77ft.
In September an A&AEE crew from Boscombe Down started the official performance and handling trials. During a flight on September 30 the pilot became lost and was compelled to make a forced landing in a small field. This was successfully accomplished with only minor damage to the air¬craft.
October was to see further modifica¬tions to P1360, when the areas of the fins and rudders were increased. On November 16 the machine was delivered to the A&AEE at Boscombe Down for continuation of its official trials. It was during a flight from Boscombe Down on February 4, 1941, that a portion of plywood upper skin broke away from the port mainplane. The noise and effect of this led the pilot to believe that the aircraft was having engine trouble, so he immediately shut down the port engine. As a result the aircraft broke away into a spin from which the pilot was unable to recover. He ordered his two observers to abandon the aircraft, and the first cleared the aircraft safely, but the “D” ring of the other’s parachute caught in the fuselage, the observer finding that he was suspended by his harness from the fuselage. The parachute released and developed over the tailplane, acting in an anti spin role and enabling the pilot to regain control.
Unaware of the drama being enacted behind him, the pilot found that he could control the aircraft if he did not allow the speed to fall below 30 or 40kt above stalling speed. With this knowledge the pilot decided to make a wheels up landing, still unaware that his observer was suspended below the fuselage. Just prior to landing, and when he was some 6 to 8ft above the ground, the observer released himself and fell to the ground. Although seriously injured, he survived, the pilot completed his wheels up landing with only minor injuries to himself, although the aircraft was totally destroyed in the ensuing fire.
The second prototype, P1361, first flew on April 20, 1941, continued the flight test programme. This machine also had the 77ft span wing, and was the only Albemarle to be fitted with the ventral power operated turret.
Production problems were caused by over 1,000 sub-contractors who lacked aircraft experi¬ence but were to manufacture all the details and sub assemblies required for the Albemarles. The technical problems with the prototype, particularly the increased wing span, required many of the jigs to be rebuilt.
Only two Albemarles, the prototypes, had flown by June 1941, the first 200 were not completed until March 1943, and production ceased with the completion of the 602nd Albemarle in March 1945. Although contracts were placed for 1,000 Albemarles, this quantity was reduced to 602, including the two prototypes, in June 1943, when it was decided that the facilities at Brockworth were required for Meteor production.
In 1941 the Albemarle programme was investigated by a Select Com¬mittee on National Expenditure, chaired by Sir John Wardlow Milne. The Committee issued its report on August 20, 1941, and it concluded that the Albemarle was not value for money, calling for immediate and urgent reconsideration of the programme.” It is interesting to note that an Albemarle airframe, less engines and equipment, cost £24,950, compared with £19,159 for a Lancaster.
The Prime Minister, Winston Churchill, was concerned about the Committee’s findings, and on August 26, 1941, asked the Secretary of State for Air to provide him with the current views and intentions of the departments involved with the Albemarle. Explanations from the Air Staff and the Ministry of Aircraft Production, defending the Albernarle and their decisions made in regard to it, did not appear to satisfy Churchill, and it apparently took a letter from Lord Beaverbrook on October 12 to finally reassure him. In his letter, Beaverbrook advised that the Alhemarle would be useful for short-range work, and would supplement the Wellingtons in attacks on invasion ports, for bombing in France and for bombing in the event of an invasion. He also explained that the tooling was practically complete at a cost of over £1,500,000, and that more than 75 per cent of the raw materials had been delivered and 50 per cent of the details manufactured.
Deliveries of production aircraft from Brockworth commenced in September 1941, although it was not until June 1942 that monthly deliveries exceeded double figures, with 14 air¬craft being delivered. The first 32 production aircraft were completed as B.Mk.1’s, but the delays had already rendered the Albemarle obsolete as a bomber, and consequently no further aircraft were completed as such, all subsequent machines being produced as glider tugs or special transports.
Projects to cater for any shortage of Hercules engines that may have arisen were the Mk.III with Merlins and the Mk.IV with Wright GR2600 Double Cyclone engines. Cyclones were installed in Mk.I P1406, and a single GTIV, V1760, was completed. The Merlin installation was not proceeded with.

Albemarle I V1599 was experimentally fitted with a long travel undercarriage by AWA during 1943. This was to enable it to fly directly on to the ground without the necessity of a flare out before touch down. Flight testing commenced on November 8, 1943, but it did not prove to be a complete success because the undercarriage oleos failed to compress sufficiently under drag load during flight.
600 Albemarles were produced between 1941 and 1943.
It was widely used as a glider tug, although it suffered from overheating through sustained high power at low airspeed.
There were many GT (general transport) and ST (special transport) versions, some equipped with four gun dorsal turrets (a few had a two gun belly turret) or twin manually aimed dorsal guns. Most could carry freight, paratroops or special equipment. The first ST.I and GT.I entered RAF service in mid-1942 and early 1943 respectively, and subsequent versions brought the total number of Albemarles built to 600.
One batch was supplied to the Soviet Union.

The Albemarle took part in the invasion of Sicily to which they were used to tow support gliders into action. Additionally, the aircraft took part in the D-Day invasion landings of June 1944 (again as glider tugs) and served with airborne elements during the airdrops over Arnhem campaign to end the war before Christmas.

Gallery

Armstrong Whitworth AW 41 Albemarle
Engine: 2 x Bristol Hercules XI, 1568 hp
Length: 59 ft 11 in / 18.26 m
Height: 15 ft 7 in / 4.75 m
Wingspan : 77.00 ft / 23.47 m
Wing area : 803.533 sqft / 74.65 sqm
Max take off weight : 22603.5 lb / 10251.0 kg
Max. speed : 230 kts / 426 km/h
Cruising speed : 148 kts / 274 km/h
Service ceiling : 17995 ft / 5485 m
Wing load : 28.09 lb/sq.ft / 137.00 kg/sq.m
Range : 1130 nm / 2092 km
Crew : 4
Armament: 2x cal.303 MG Vickers “K” (7,7mm)

Armstrong Whitworth AW.38 Whitley

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Whitley V

Air Ministry Specification B.3/34 called for a bomber that could carry a bomb load of 2000 lbs for 1250 miles at a height of 15,000 feet at a maximum speed of 225 mph. As the RAF’s existing hangar doors were little more than 100 feet wide, putting a firm limit on the aircraft’s wingspan which was only 84 feet but with a wide chord and thick wing section. There were four contenders to build to specification B.3/34 with Armstrong Whitworth becoming the chosen company. The A.W.38 (which was later named Whitley after the airfield and works near Coventry) contained design features that had previously been tested by the company in the A.W.23 transport/bomber. The new light alloy wing construction consisting of a basic torsion box of web corrugated vertically, and spanwise gave it strength aided by an internal bracing of steel struts.

Armstrong Whitworth Whitley Article

The prototype Whitley, K4856, was first flown on March 17, 1936. With increasing urgency for the RAF to re-equip and after an original order for 80 aircraft, a second order for 240 Whitleys was signed on 13 May 1936, two months after the prototype’s first flight.

The second prototype and 34 Mk I production aircraft which followed were all powered by two 592.5kW Armstrong Siddeley Tiger IX radial engines. The first production Whitley, K7183, was delivered in the early months of 1937, with the second aircraft, K7184, being flown direct on March 9 from Baginton to No 10 Squadron, which was then equipped with Handley Page Heyfords.

The original design had no wing flaps but later flaps – with a maximum deflection of 60o – were incorporated.
With a wing area of over 1,200 square feet and a high angle of attack, the type had superb lift, but the original power plants – 795 hp Armstrong Siddeley Tiger IX air cooled radials – left the early Marks of Whitley under-powered. Half way through the first production batch, after 34 aircraft had been completed, the Whitley 1 was superseded by the Mk II version in which the 795 hp Armstrong Siddeley Tiger IX engines were replaced by 845 hp Tiger VIII engines incorporating a two speed supercharger.

The Mk III would appear shortly after the initial batch, introducing a Nash & Thompson ventral gun position that was retractable.

The need for still more performance and greater reliability resulted in a decision to adopt 1,745 hp Rolls Royce Merlin Xs for the Mk IV. The first Merlin powered example flew on February 11, 1938. A subvariant of the Mk IV would appear with a newly-configured powered tail turret housing quad 7.7mm machine guns.

The first Mark V came off the line on 28 August 1939 and production of this Mark lasted four years and accounted for 90 percent of the total number of type built; over 2,000 in all.

Whitley V of 78 Sqn, RAF

At the outbreak of the Second World War almost all of the Whitley Is and IIs had been withdrawn from operational status as heavy bombers, although seven squadrons (Nos 10, 51, 58, 77, 78, 97 and 102) were equipped with the Mk IIIs, IVs or Vs.

102 Sqn Whitley leaflet dropping

After the introduction of four engined bombers such as the Halifax, Stirling and Lancaster during 1940 41 Whitleys continued bombing operations over Germany until April 1942 the last raid taking place on April 29 30 to Ostend.

At the end of the war the type was still in service for training and other miscellaneous duties.
The Whitley was responsible for the first bombing raid on Germany, in May 1940; the first bombing raid on Italy, in June 1940; and the first paratroop operation over Southern Italy, in February 1941.
The last Whitley built, LA951, was retained by the Armstrong Whitworth company on its completion in 1943. It was used for general test and experimental flying, one of its main tasks being to act as a tug for the A.W.52G glider. Four years later, in March 1949, LA951 was withdrawn from service and dismantled.

Gallery

Whitley Mk I
Engines: 2 x Armstrong Siddeley Tiger IX, 795 hp / 592.5kW

Whitley Mk II
Engines: 2 x Armstrong Siddeley Tiger VIII, 845 hp

Whitley III
Engines: 2 x Armstrong Siddeley Tiger VIII, 920 hp.
Max speed: 215 mph
Cruise speed: 177 mph
Range: 1300 mi

Whitley IV
Engines: 2 x Rolls-Royce Merlin, 1030 hp
Wingspan: 84 ft 0 in
Length: 70 ft 6 in
Max speed: 245 mph
Cruise: 215 mph
Normal range: 1250 mi
Max range: 1800 mi

Whitley V
Engines: 2 x Rolls-Royce Merlin X, 840kW / 1,145hp
Wingspan: 25.6 m / 84 ft 0 in
Length: 21.5 m / 72 ft 6 in
Height: 4.6 m / 15 ft 1 in
Wing area: 114.4 sq.m / 1231.39 sq ft
Maximum Take-off weight: 12800 kg / 28219 lb
Empty weight: 8770 kg / 19335 lb
Wing load : 29.52 lb/sq.ft / 144.0 kg/sq.m
Fuel cap: 837 Imp.gal.
Max. speed: 357 km/h / 222 mph
Cruise speed: 297 km/h / 185 mph
Rate-of-Climb: 938ft/min (286m/min)
Op. Ceiling: 5360 m / 17600 ft
Service ceiling: 26,000 ft / 7,925m
Range w/max.fuel: 2600 km / 1616 miles
Range w/max.payload: 760 km / 472 miles
Armament:
1 x 7.7mm machine gun in nose turret
4 x 7.7mm machine guns in tail turret
Bombload: 7,000lb / 3150kg
Crew: 4-6

Armstrong Whitworth AW.27 Ensign

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The Ensign class of airliner was designed to an Imperial Airways specification for an aircraft capable of operating Empire routes to South Africa and Australia. The aircraft was proposed in two forms: the 40-seat ‘European’ or ‘Western’ (with 12 passengers in the front cabin, 4 in the card room, 12 in the middle cabin and 12 in the rear cabin, plus 3 toilets) and the 27-seat ‘Empire’ or ‘Eastern’ (with 3 cabins and 2 toilets) which could also be configured as a 20-passenger sleeper. Both versions were externally similar, being shoulder-wing monoplanes with the four 596kW Armstrong Siddeley Tiger IX radial engines mounted in the leading edges of the wings. The fuselage had a retractable undercarriage, each main leg carrying a single large Dunlop wheel.

The design was accepted and development proceeded, albeit at a interrupted pace thanks to the changing requirements put forth by Imperial Airways, coupledd with early engine reliability issues.

Design of the Ensign was characterized by its smooth lines and high-wing mounting. The cockpit was situated at extreme forward offering up good views past the wings which were seated to the middle of the fuselage, far back from the cockpit. Oval-shaped windows dotted the fuselage sides while the fuselage bottom sagged from nose to tail tip. The main landing gear were housed in the wing roots and consisted of large donut type wheels consistent with large aircraft design of the times. Four engines were placed two to a wing in the leading wing edges and contoured nicely into the wing elements. The empennage was of a traditional layout complete with rounded fin edges. Crew accommodations amounted to five personnel that included the pilot, co-pilot, radio operator and – if needed – two cabin stewards for passenger flight. Depending on the required range, passenger seating numbers fell between 27 and 40 total personnel.

The first A.W.27 flew on 23 January 1938 and from October it flew the London-Paris service. Production was slow but three more were completed in time for mail-carrying flights to Australia in late 1938. Due to engine troubles, all broke down well short of their goal.

The sixth production A.W.27 was fitted with 637kW Tiger IXC engines driving new de Havilland three-blade constant-speed propellers, and had a modified tail unit. This arrangement became standard on all the A.W.27s.

With the outbreak of World War II the A.W.27s were used to ferry RAF personnel initially to France and then between RAF stations within the UK with No. 24 Squadron. During this period several were destroyed or damaged by German fighters. In 1941 the surviving aircraft were re-engined with 671kW Wright R-1820-G102A Cyclone radials and were known as A.W.27A Ensign Mk IIs.
The AW.27 appeared in a single captured form with the Vichy French and later the Luftwaffe.
With the end of the war the airliners were scrapped.
Altogether 14 A.W.27s had been built.

Armstrong Whitworth AW 27 A Ensign
Engine: 4 x Armstrong Siddeley Tiger IX, 779 hp
Length: 114.173 ft / 34.8 m
Height: 23.031 ft / 7.02 m
Wingspan: 123.032 ft / 37.5 m
Wing area: 2449.886 sqft / 227.6 sq.m
Max take off weight: 48951.0 lb / 22200.0 kg
Weight empty: 32854.5 lb / 14900.0 kg
Max. payload weight: 9569.7 lb / 4340.0 kg
Max. speed: 177 kts / 328 km/h
Cruising speed: 147 kts / 272 km/h
Service ceiling: 18012 ft / 5490 m
Cruising altitude: 7005 ft / 2135 m
Wing load: 20.09 lb/sq.ft / 98.0 kg/sq.m
Range: 695 nm / 1288 km
Crew : 3+2
Payload : 27 pax

Armstrong Whitworth AW 27 A Ensign
Engines: 4 x Armstrong Siddeley Tiger IXC, 634kW
Take-off weight: 22226 kg / 49000 lb
Empty weight: 14392 kg / 31729 lb
Wingspan: 37.49 m / 122 ft 12 in
Length: 34.75 m / 114 ft 0 in
Height: 7.01 m / 22 ft 12 in
Wing area: 227.61 sq.m / 2449.97 sq ft
Max. speed: 330 km/h / 205 mph
Cruise speed: 274 km/h / 170 mph
Ceiling: 5485 m / 18000 ft
Range: 1384 km / 860 miles

Armstrong Whitworth AW.27 Ensign Mk I
Engines: 4 x Wright GR-1820-G102A radial, 1,100hp
Length: 114.17 ft (34.8m)
Wing span: 123.03 ft (37.50m)
Height: 23.03 ft (7.02m)
Maximum Speed: 205mph (330kmh; 178kts)
Maximum Range: 1,367miles (2,200km)
Rate-of-Climb: 900ft/min (274m/min)
Service Ceiling: 23,950ft (7,300m)
Accommodation: 5 + 27 to 40 passengers
Empty Weight: 35,053 lbs (15,900kg)
Maximum Take-Off Weight: 55,556 lbs (25,200kg)

A.W.27A Ensign Mk II
Engines: 4 x 671kW Wright R-1820-G
Wingspan: 37.49 m / 122 ft 12 in
Length: 34.75 m / 114 ft 0 in
Height: 7.01 m / 22 ft 12 in
Wing area: 227.61 sq.m / 2449.97 sq ft