The Bristol 188 was designed to research structures for sustained supersonic flight, particularly in support of the Avro 730 reconnaissance aircraft. This required the aircraft to ‘soak’ at Mach 2.6 for at least 30 minutes. The Bristol Type 188 research aircraft XF962 was built for high speed research. Two examples were built, constructed mainly of stainless steel and highly polished natural metal finish. Powered by two de Havilland Gyron Junior turbojets, the type first flew on 29 April 1963 and subsequently attained Mach 1.88 at 36,000 ft. However, the 188 had an extremely high fuel consumption and was only able to remain airborne for about 25 minutes.
Take-off speed was nearly 483km/h, but in all other respects the 188’s speed was slower than desired, being able to achieve Mach 2.0 for only a couple of minutes. The whole project cost a huge GBP20 million and failed to achieve its objectives. It was wound down rather than develop the engines further. Test pilot Godfrey Auty was voted the ‘man most likely to eject in the coming year’ by his peers but never had to.
In 1964 the B.188 was indefinitely grounded, less than two-years after the first of two flew. A third never reached flight. The most expensive research aircraft built in Britain, the B.188 which a list of projects up to Mach 3 was to be flying for 12 to 15 years. For some time, one plane was cannibalised to support another.
B.188 Engines: 2 x de Havilland Gyron Junior DGJ.10R turbojets, 6350kg Wingspan: 10.69 m / 35 ft 1 in Length: 21.64 m / 70 ft 12 in Height: 4.06 m / 13 ft 4 in Wing area: 36.79 sq.m / 396.00 sq ft Max. speed: 1932 km/h / 1201 mph Crew: 1
The Bristol 173 was the first helicopter specifically designed for commercial operation and passenger transport in particular. Two Mk.1 prototypes were begun in 1948 to Ministry of Supply Specification E.4/47.
Ground tests started in 1951. It had two three-blade counter-rotating rotors, but it could fly on one Alvis Leonides 73 engine and the centre of gravity could be displaced. The two rotors were synchronized by a shaft in conjunction with a gearbox. In the event of a breakdown the shaft could transmit power from the working engine. The rear rotor was carried on a pylon which was part of the vertical fin structure. Two tailplanes were set at a sharp angle to improve longitudinal and lateral stability.
The 173 had virtually the 171 Sycamore Mk. 3’s transmission system, rotor assemblies and engine installation, except that one engine rotates in the opposite direction to the other.
Ground resonance originally caused some trouble. The problem was overcome by linking the right- and left-hand oleo-struts of the undercarriage by small-bore hydraulic piping. The latter formed the two arcs of a circle seen above the upper part of the legs.
The first, G-ALBN, made its maiden flight on 3 January 1952, after some eight months of ground trials and tethered flights. It was Britain’s first tandem-rotor helicopter design, and in this early form was powered by two 575hp Alvis Leonides 73 piston engines and could carry ten passengers. In 1953 this machine was handed over to the Admiralty for Naval trials. Trials were carried out with this aircraft in 1953, from the aircraft carrier HMS Eagle.
On 31 August 1953 a prototype 173 Mk.2 (G-AMJI) was flown, differing from the first machine in having two pairs of stub wings to off-load the rotors, the rear pair carrying upright fins at their extremities. These features were later removed, G-AMJI reverting to the Vee-tailed configuration of the Mk.1 and joining its stablemate for Naval trials as XH379. On 20 July 1956 it was delivered to BEA and returned to the civil register for handing trials in BEA colours.
BEA Bristol 173
It was based at Gatwick for the period of the trials before being written off in a landing accident in 1956.
The Mk.3, with more powerful engines, (two Alvis Leonides Majors rated at 850shp each) as well as metal instead of wooden four-bladed rotors, marked a greater advance. Seating was up from 14 in the Mk.1 and 2 to 16 in the Mk.3. three were ordered but the Mk.3 suffered from cooling problems and its service trials in 1956 were not entirely successful.
In the event, only one (XE286) was flown, the other two being utilised for ground testing. In 1956 the Royal Navy decided to adopt the Bristol machine for the antisubmarine role, placing an order for sixty-eight aircraft. The production version, to be known as the Bristol 191, was to have folding rotor blades and a shorter fuselage, to enable it to use existing carrier deck-lifts, and the rear legs of the quadricycle undercarriage shortened to facilitate loading of an external torpedo.
The Bristol 173 Mk.3 was offered to BEA.
In July 1958 the Bristol 192 made its maiden flight and this marked the successful climax to the development of the 173.
An immediate postwar civil aircraft project, Type 170, was a freighter derived from the Bombay military transport. The Type 170 was designed as a passenger, freight/passenger or all-freight transport aircraft to Specification 22/44 to carry a high payload on short-range flights. Because the campaign against the Japanese in Burma was still under way, a second Specification (G.9/45) was issued to provide a military transport capable of carrying into jungle areas a three-ton payload, including heavy trucks, guns, 28 stretchers and attendants, 36 fully equipped troops, 23 paratroops or other military loads. Large twin nose-doors facilitated loading and unloading of cargo.
The first of the two prototypes flew on 2 December 1945, by which time it was too late to see service during World War II. But surveys had shown that there was a genuine need for a similar aircraft for post-war commercial services and so the Freighter and Wayfarer were put into production, with nose-doors for loading freight or mixed passenger/freight-carrying and without nose-doors but seating for 36 passengers respectively.
Of the 214 Bristol Type 170 built between December 1945 and March 1958, the the Mk 32 with a 5 ft lengthened fuselage, was ordered by Silver City Airways. This version could accommodate two or three cars and 23 passengers.
Apart from the large numbers of commercial versions which were supplied for use in all parts of the world for a variety of duties, the Type 170 was also produced as a military transport and served with the RAAF, and RCAF (Mk 31 freighter version). A major user of the B-170 was the Pakistani Air Force, buying 38 in all. The RNZAF also became one of the major users of the B-170, buying 12, and operating them in the tactical transport role in New Zealand and South East Asia and flying them with a single pilot, a navigator and a signaller; and eventually losing two in accidents before retiring of the remainder in 1977.
In 1957 the two B.170s used at R.R.E. Defford as flying test beds for the development of air interception radar were scrapped. They were VR380 (ex-G-GAPV) and VR382 (ex-G-AGUT).
VR382 (ex-G-AGUT)
The biggest civil user was Safe Air who operated 14 in all with a maximum of 11 at any one time. The penultimate Bristol Freighter was built in early 1958 and delivered to Safe Air as ZK-BVM.
Engines: 2 x Bristol Hercules 734, 1455kW Take-off weight: 19967 kg / 44020 lb Empty weight: 12415 kg / 27371 lb Wingspan: 32.9 m / 107 ft 11 in Length: 20.8 m / 68 ft 3 in Height: 8.6 m / 28 ft 3 in Wing area: 138.1 sq.m / 1486.49 sq ft Max. speed: 360 km/h / 224 mph Cruise speed: 254 km/h / 158 mph Ceiling: 7000 m / 22950 ft Range w/max.fuel: 3800 km / 2361 miles Range w/max.payload: 1200 km / 746 miles Crew: 2-3 Passengers: 44-56
Mk.31 Engines: Bristol Hercules 734, 2000 hp Wingspan: 108 ft Length: 68 ft 4 in Height: 21 ft 6 in Wing area: 1487 sq.ft Empty weight: 25,547 lb Loaded weight: 44,000 lb Max cruise: 193 mph at 10,000 ft ROC: 1380 fpm Range, 12,000 lb payload: 420 mil Service ceiling: 24,500 ft
Mk.31M Engines: 2 x Bristol Hercules 735, 1980 hp. Wing span: 108 ft. Empty wt: 27,760 lb. MAUW: 46,000 lbs. Max speed: 230 mph @ 3,000 ft.
Derived from the Model 163 Buckingham as an advanced trainer, the Bristol Type 166 Buckmaster had considerable commonality with its predecessor, and the last 110 Buckinghams were converted to Buckmasters by installation of dual controls and other modifications.
The first of two prototype Buckmaster flew from Filton on 27 October 1944, both aircraft being conversions from partly completed Buckinghams.
One hundred and fifty sets of Buckingham components had been manufactured when the contract was cut back and these were used for the Buckmasters, the first of 100 production aircraft being completed in 1945 and the last the following year.
Several Buckmasters served with No. 8 Squadron at Aden on communications duties, but most were delivered to Operational Conversion Units to train Brigand pilots. Blind-flying instruction and instrument training could be undertaken and the normal crew complement was pilot, instructor and air signaller.
Buckmaster T.1
The last Training Command Buckmasters served with No. 238. OCU at Colerne into the mid-1950s, while one or two were used on experimental work at Filton. One of these, probably the last survivor, was relegated to RAF Halton where it served as an instructional airframe until scrapped in 1958.
Bristol B.166 Buckmaster Engines: 2 x 2520hp Bristol Centaurus VII radial piston Max Take-off weight: 15286 kg / 33700 lb Empty weight: 10433 kg / 23001 lb Wingspan: 21.89 m / 71 ft 10 in Wing load : 47.56 lb/sq.ft / 232.00 kg/sq.m Length: 14.15 m / 46 ft 5 in Height: 5.33 m / 17 ft 6 in Wing area: 65.77 sq.m / 707.94 sq ft Max. speed: 566 km/h / 352 mph Service Ceiling: 9145 m / 30000 ft Range: 3219 km / 2000 miles
166 Buckmaster T.1 Engines: 2 x Bristol Centaurus 11, 2520 hp Wingspan: 71 ft 10 in Length: 46 ft 10 in Height: 17 ft 6 in Loaded weight: 33,700 lb Max speed: 352 mph at 12,000 ft Max cruise: 325 mph ROC: 2245 fpm Seats: 3
The Brigand was designed as a twin-engined three-seat long-range attack aircraft capable of fulfilling the duties of a torpedo-bomber, dive-bomber and fighter to replace the Beaufighter. It used wings, landing gear, engine nacelles and tail unit of a similar type to those of the Buckingham.
The prototype first flew on 4 December 1944. Although the first 11 aircraft were delivered as TF.1 torpedo-bombers to Coastal Command, in 1947 the Mk 1 was remodelled as a three-seat general-purpose bomber and most of the remaining 132 production Brigands were delivered as B.1. However a few saw service as Brigand Mk 2 training aircraft for radar navigators and Met Mk 3 meteorological reconnaissance aircraft.
The Brigand T.4 was an unarmed advanced trainer version based on the Brigand B.1 and employed primarily as a night fighter radar trainer. The T.4 normally carried a crew of three in tandem seats under a continuous canopy. For night fighter radar training the rear cockpit was blacked out.
Brigand T.4
The Brigand served with the RAF from 1949 until 1958, seeing action in Malaya during 1950 54, when it was operated with considerable success by Nos 45 and 84 Squadrons of the RAF, and had the distiction of being the RAF’s last piston-engined bomber.
Bristol Brigand B.1 Engines: 2 x Centaurus 57, 1842kW, 2470 hp (2,810hp with methanol/water injection) Prop: 14 ft 0 in (4.27 m) dia 4 blade. Max Take-off weight: 17690 kg / 39000 lb Empty weight: 11610 kg / 25596 lb Wingspan: 22.05 m / 72 ft 4 in Length: 14.15 m / 46 ft 5 in Height: 5.33 m / 17 ft 6 in Wing area: 66.7 sq.m / 717.95 sq ft Max speed: 358 mph (576 kph) at 16,000 ft (4,880m) Cruise speed: 500 km/h / 311 mph Service ceiling: 7900 m / 25900 ft Max range: 4500 km / 2796 miles Crew: 3 Armament: 4 x 20mm cannon, 900kg of weapons
Brigand T.4 Engines: 2 x Bristol Centaurus 57, 2470 hp Wingspan: 72 ft 4 in Length: 46 ft 5 in Height: 17 ft 6 in Max speed: 358 mph at 16,000 ft Cruise: 311 mph at 23,000 ft ROC: 1500 fpm Max range: 2800 mi Crew: 3
Bristol’s earlier project to Specification B.2/41, the Type 162, itself replacing a previous Bristol Beaufighter bomber scheme, the Type 161 Beaumont, was revised as a result of official delays in finalising requirements. It was further delayed by teething troubles with the new Bristol Centaurus engines, and it was not until 4 February 1943 that the prototype Buckingham flew, without armament. The second, armed, prototype followed shortly afterwards and was followed by two more, all with Centaurus IV engines with high-altitude rating, although production aircraft were to have medium-altitude Centaurus VIIs or XIs. Minor control modifications were made before the first production Buckingham flew on 12 February 1944, but changes were made to the tail surfaces after 10 had been completed to improve stability, particularly in single-engine performance. Although outclassed by the Mosquito in European operations, it was felt that the Buckingham’s superior range would prove a great asset against the Japanese. But by the time production aircraft were being delivered the end of the Far East war was in sight and the original order was cut from 400 to 119, plus the four prototypes. With the end of their potential usefulness as bombers, it was decided to convert the Buckinghams to fast courier transports; the last batch of 65 on the line were completed as Buckingham C. Mk 1 transports and it was intended that the earlier Buckingham B. Mk 1 bombers would be retrospectively modified to the same standard. In this configuration (with extra tankage, seats for four passengers and a crew of three) the Buckingham had a range of 4828km and was used on services to Malta and Egypt, although they were uneconomical with such a small passenger capacity. Two were adapted to accommodate seven passengers, but the modification proved too expensive and was not taken further. Although the 54 bomber versions were returned to Filton for conversion, most were stored and eventually scrapped with very low hours, the last surviving Buckingham being used as a ground testing rig until 1950.
Buckingham B Mk.I Engines: 2 x Bristol Centaurus VII / XI, 2485 hp, 1879kW Take-off weight: 17259 kg / 38050 lb Empty weight: 10905 kg / 24042 lb Wingspan: 21.89 m / 71 ft 10 in Length: 14.27 m / 46 ft 10 in Height: 5.33 m / 17 ft 6 in Wing area: 65.77 sq.m / 707.94 sq ft Max. speed: 531 km/h / 330 mph Cruise speed: 459 km/h / 285 mph Ceiling: 7620 m / 25000 ft Range: 5118 km / 3180 miles Crew: 4Armament: 10 x 7.7mm machine-guns, 1800kg of bombs
The Beaufighter was original proposed by the Bristol company and sold to the Royal Air Force to fulfill a need it required (though the RAF never officially approached the Bristol company about design any such aircraft).
Fourth prototype Beaufighter R2055 with Vickers S and Rolls-Royce 40mm guns, Duxford 1941
The first of four radar-equipped night fighter prototypes flew on 17 July 1939 and the first production Beaufighters were delivered to the Royal Air Force in the following April. The type was the first high performance night fighter equipped with airborne interception radar and successfully operated against the German night raids in the winter of 1940-1941. The twin-engine fighter utilized a crew of two men and was initially fitted with 4 x 20mm cannon and 6 x 7.7mm machine guns. Since the Beaufighter utilized many components of the already-in-production Beaufort torpedo plane, the implementation of the Beaufighter was quick. The Type 156 was based on the wings, tail unit, and landing gear of the Beaufort torpedo bomber with a new fuselage and Hercules radial engines. Production of the Beaufighter was launched on three lines.
The first night fighter success with AI.Mk IV radar followed in November 1940.
The Beaufighter Mk IIF (597 night fighters) had a dihedralled tailplane to avoid directional instability and 1,280-hp/954-kW Rolls-Royce Merlin XX inline engines to avoid overtaxing Hercules production. Later the Beaufighter was introduced into Coastal Command as a strike fighter. Its original gun armament was retained but rockets and torpedoes were added giving it an even greater fire power. Not only did the Beaufighter operate in North West Europe but also the Middle and Far East. For operations in the Mediterranean theatre, some Beaufighter Mk IFs were tropicalized and fitted with additional fuel tankage.
The USAF utilized the Bristol Beaufighter platform for a time as their primary nightfighter until an American-made alternative could be produced.
A total of 5564 aircraft were built in England and 364 built in Australia, by the time the last UK built one was delivered in September 1945 and fifty-two operational Royal Air Force squadrons had been equipped with the type. The last Australian Mk.21 (first flown 26 May 1944) delivery was in December 1946
Of the 5562 built when production ended in September 1945, 2231 were Beaufighter Mk.10s and many were converted to target tug duties. Modifications included removal of most of the combat equipment, the installation of a target towing winch on the starboard side of the fuselage, together with a seat for the winch operator.
Beaufighter TT.10
The last flight of the type in Royal Air Force service took place on 17 May 1960 when a TT10 made a final target towing flight from Seletar.
RAF Beaufighter final flight – broken up for scrap hours later
Beaufighter Mk IC 397 Coastal Command strike fighters
Beaufighter Mk IF two-seat night fighter. Engines: two 1,590-hp (1,186-kW) Bristol Hercules VI radial Maximum speed: 306 mph (492 km/h) at sea level Initial climb rate: 1,850 ft (564 m) per minute Service ceiling: 28,900 ft (8,810 m) Range: 1,500 miles (2,414 km) Weights empty: 14,069 lb (6,381 kg) Maximum take-off: 21,100 lb (9,526 kg) Wing span: 57 ft 10 in (17.63 m) Length: 41 ft 4 in (12.60 m) Height: 15 ft 10 in (4.82 m) Wing area: 503.0 sq ft (46.73 sq.m) Armament: four 20-mm cannon and six 0.303-in (7.7-mm) machine guns.
Beaufighter Mk IIF 597 night fighters Engines: 2 x 1,280-hp/954-kW Rolls-Royce Merlin XX Wingspan: 57 ft 10 in / 17.63 m Length: 42 ft 9 in Height: 15 ft 10 in / 4.84 m Empty weight: 13,800 lb Seats: 2
Beaufighter VI Wingspan: 57 ft 10 in / 17.63 m Length: 42 ft 9 in Height: 15 ft 10 in / 4.84 m Empty weight: 14,900 lb
Bristol Beaufighter VIF Length: 41.34ft (12.6m) Width: 57.91ft (17.65m) Height: 15.88ft (4.84m) Maximum Speed: 333mph (536kmh; 289kts) Maximum Range: 1,479miles (2,381km) Rate-of-Climb: 1,923ft/min (586m/min) Service Ceiling: 26,519ft (8,083m; 5.0miles) Armament: 4 x 20mm cannons in under nose position 6 x 7.62mm machine guns in wings Accommodation: 2 Hardpoints: 2 Empty Weight: 14,619lbs (6,631kg) Maximum Take-Off Weight: 21,627lbs (9,810kg) Engines: 2 x Bristol Hercules VI 14-cylinder air-cooled sleeve radials, 1,635hp.
Beaufighter IX Wingspan: 57 ft 10 in / 17.63 m Length: 42 ft 9 in Height: 15 ft 10 in / 4.84 m Empty weight: 14,900 lb
Bristol Beaufighter TF. Mk X Engines: 2 x Bristol Hercules XVII, 1320kW / 1770 hp Props: 3 blade Take-off weight: 11431 kg / 25201 lb Empty weight: 7076 kg / 15600 lb Wingspan: 17.63 m / 57 ft 10 in Length: 12.7 m / 41 ft 8 in Height: 4.83 m / 15 ft 10 in Wing area: 46.73 sq.m / 503.00 sq ft Max. speed: 488 km/h / 303 mph Cruise speed: 217 kts / 401 km/h / 249 mph Service ceiling: 26,500 ft / 8077 m ROC: 1850 fpm / 564 m/min Range: 2366 km / 1470 miles Range w/extra wing tanks: 1750 miles Crew: 2 Armament: 2 x 20mm Hispano cannons, 7 x Vickers 0.303 / 7.7mm machine-guns Bombload: 1 torpedo and 2 x 113kg bombs
Beaufighter TT.10 Engines: 2 x Bristol Hercules 18, 1770 hp Wingspan: 57 ft 10 in Length: 41 ft 4 in Loaded weight: 21,250 lb Max speed: 285 mph Max cruise: 264 mph Range at 15,000ft: 1960 mi Range with target out: 1680 mi
The Blenheim had been designed, under the direction of Frank Barnwell, to provide the RAF with a high-speed light bomber, and a version had then been produced to provide the RAF with a replacement for the Hawker Demon turret fighter. The concept of a twin-engined multi-seat long-range fighter was to prove as flawed as the Boulton Paul Defiant.
The first all-metal cantilever monoplane of stressed-skin construction to enter production for the RAF, the Blenheim marked the beginning of a new era of equipment.
The Blenheim’s conversion from three-seat light bomber to heavy fighter in 1938 was prompted by what was considered as fully adequate. At the time of its introduction its performance allowed it to out-pace most contemporary service aircraft but early in the conflict it proved vulnerable to fighter attack, being deficient in defensive armament and armour, and performance.
The Bristol Type 142M provided armament, a bomb aimer’s position, internal bomb stowage and more powerful 626kW Mercury VIII radial engines. To make room for a bomb bay in the lower fuselage, the low-wing configuration of the civil Type 142 was changed to mid-wing for the military version, which became named Blenheim.
The prototype made its first flight on 25 June 1936, and initial deliveries went to No 114 Bomber Squadron in March 1937.
The requirement for longer range led to evolution of the long-nosed, increased tankage and strengthened landing gear version, named originally Bolingbroke I. These began to enter RAF service in March 1939, by then designated Blenheim IV.
Blenheim IV
Twenty-four Blenheim IVs were delivered to the Finnish Air Force in 1939 and 50 were built under licence in Finland at the Valtion Lentokonetehdas (State Aircraft Factory) at Tampere.
After the Russian invasion of Finland in 1940, slowly reinforcements began to arrive for the Finnish air force. The first to come were 5 Gloster Gladiators, 12 Hurricanes, 17 Lysanders and 24 Blenheims, all from Britain. After that, 76 Morane-Saulnier and Koolhoven F.K. fighters arrived from France. Italy sent 17 Fiat fighters, Sweden 12 Gloster Gladiators, and the USA 44 Brewster Buffalo, of which however only 5 reached Finland in time. Even the Union of South Africa sent 25 Gloster Gladiators. Pilots and ground personnel from a number of countries also volunteered to assist them.
Blenheim Mk.IV
By the outbreak of World War II Blenheim Is had been superseded by Mk IVs in the UK, but remained in first-line service in Greece and the Western Desert. A Blenheim made the first aerial sortie of the war when, on 3 September 1939, a machine of No 139 Squadron made a photo reconnaissance flight over the German fleet in the Schillig Roads. On the following day Blenheims and Well¬ingtons joined in a mast height bombing of the pocket battleship von Scheer.
For the fighter role, the Blenheim was simply adapted from the standard Mk.I bomber by the addition of a ventral pack manufactured by the Southern Railway’s Ashford workshops, containing four 0.303in Browning guns plus 500 rounds of ammunition for each weapon. This supplemented the normal armament of a single wing-mounted Browning and a Vickers “K” 0.303 in a B.I. Mk.III semi-retractable hydraulically-operated dorsal turret. Some 200 Blenheims were modified to fighters, the first examples entering service with No,600 AAF Squadron at Hendon in September 1938.
Early operational experience with the Blenheim IF dictated the provision of a reflector sight, self-sealing tanks and some armour. No.23 Squadron undertook the first night intruder sortie of the war on 21-22 December 1939. On 5 June 1940 the Luftwaffe made its first night attack on London, and Blenheim IFs instituted nocturnal patrols which, on 18 June, resulted in the destruction of five bombers.
Meanwhile, the Blenheim IF had been closely involved in the development of airborne intercept radar. A flight of three aircraft of No.600 Squadron operating from Manston had performed operational trials with AI Mk.III radar, and on the night of 2-3 July a Blenheim IF from the Fighter Interception Unit at Ford gained the first kill with this radar. The Blenheim would equip the first ever night-fighting unit in the world for the No.25 Squadron.
Blenheim Is of No.603 Sqn, Northolt, April 1940
Subsequently the Blenheim IF became the prime night interceptor during 1940-41 and equipped six squadrons for Fighter Command in mid-1940 until supplanted by the Beaufighter.
1940 experimental reconnaissance variant – lightened and unarmed
The Blenheim IV with which the RAF entered the second World War was an all metal monoplane powered by two Bristol Mercury radial engines, each giving 920 hp. Carrying a crew of three, the Blenheim had a span of 56 ft 4 in (17.17 m). Maximum speed was 262 mph (422 km/h) and range 1,800 miles (2,895 km). A 1,000 lb (454 kg) bomb load could be carried and defensive armament included a pair of guns in a dorsal turret.
On 24 February 1941 a modified Blenheim, known originally as the Bisley, made its first flight. Powered by two 708kW Mercury 30 engines, it featured an extensively modified nose and other changes. As the Blenheim V, a total of 940 production aircraft were eventually built in several variants. Although not popular with its crews it remained operational in the Far East until the latter part of 1943.
The Bolingbroke was the Canadian-built version of Bristol Aircraft (Britain) Company’s Blenheim Mk IV bomber. Bolingbrokes were manufactured by Fairchild Aircraft Ltd., Longueil, PQ. Canada built a total of 687 Bolingbrokes between 1939 and 1943.
The RCAF first used the Bolingbroke in 1939. In total, eight maritime squadrons in Canada flew the “Boly” on anti-submarine patrols off the east and west coasts. The majority of the Bolingbrokes served as training aeroplanes at the BCATP’s Bombing and Gunnery Schools and Wireless Schools.
Blenheim IF Engines: 2 x Bristol Mercury VIII, 840 hp Empty weight: 8840 lb / 4100 kg Loaded weight: 12.200 lb / 5534 kg Max speed: 237 mph / 381 kph at SL Max speed: 278 mph / 447 kph at 15,000 ft / 4572 m Cruise speed: 315 mph / 346 kph at 15,000 ft ROC: 1480 fpm / 451 m/min Time to 5000ft / 1524m: 3.9 min Time to 10,000ft / 3048m: 8.1 min Service ceiling: 24,600 ft / 7498 m Max range: 1050 mi / 1890 km Armament: 5 x 0.303in Browning guns / 1 x Vickers “K” 0.303in mg
Bristol Blenheim IF Engines: 2 x Bristol Mercury XV radial, 920hp. Length: 42.59ft (12.98m) Width: 56.33ft (17.17m) Height: 9.81ft (2.99m) Maximum Speed: 266mph (428kmh; 231kts) Maximum Range: 1,454miles (2,340km) Service Ceiling: 27,264ft (8,310m; 5.2miles) Armament: 1 x 7.7mm machine gun in wing system 2 x 7.7mm machine guns in manually-operated dorsal turret. Up to 1,000lbs of internal stores. Optional: 2 x 7.7mm rear-firing machine guns Accommodation: 3 Empty Weight: 9,800lbs (4,445kg) Maximum Take-Off Weight: 14,412lbs (6,537kg)
Bristol Engine 160 Blenheim Mk IV Engine : 2 x Bristol Mercury XV, 893 hp Length: 42.585 ft / 12.98 m Height: 9.843 ft / 3.0 m Wingspan : 56.332 ft / 17.17 m Wing area : 468.987 sqft / 43.57 sq.m Max take off weight : 14403.1 lb / 6532.0 kg Weight empty : 9792.4 lb / 4441.0 kg Max. speed : 231 kts / 428 km/h Cruising speed : 172 kts / 319 km/h Service ceiling : 27264 ft / 8310 m Wing load : 30.75 lb/sq.ft / 150.00 kg/sq.m Range : 1269 nm / 2350 km Crew : 3 Armament : 5x cal.303 MG (7,7mm), 454kg int, 145kg ext.
Blenheim IV Engines: 2 x Bristol Mercury, 920 hp. Wing span: 56 ft 4 in (17.17 m). Max speed: 262 mph (422 km/h). Range: 1,800 miles (2,895 km). Crew: 3. Bomb load: 1,000 lb (454 kg). Armament: 2 x mg.
Bristol “Blenheim Mk IV” Engines: 2 x Bristol Mercury XV, 675kW Take-off weight: 6532 kg / 14401 lb Empty weight: 4441 kg / 9791 lb Wingspan: 17.17 m / 56 ft 4 in Length: 12.98 m / 42 ft 7 in Height: 3.0 m / 9 ft 10 in Wing area: 43.57 sq.m / 468.98 sq ft Max. speed: 428 km/h / 266 mph Cruise speed: 319 km/h / 198 mph Ceiling: 8310 m / 27250 ft Range: 2350 km / 1460 miles Crew: 3 Armament: 5 x 7.7mm machine-guns, 600kg of bombs
Blenheim V Speed: 303 mph at 15,000 ft Operational range: 1900 miles Armament: 3 x .303 mg Bombload: 1000 lb
Bolingbroke Engines : Two 920hp Bristol Mercury XV, 920 hp Wing Span : 56ft 4in Length : 42ft 9 in Height : 12ft 10 in Speed : 266mph Seats: 3 Armament: One 0.303 Vickers K, four 0.303in Brownings. Four fixed brownings. 1000lbs bomb
On August 27, 1935, the RAF issued a requirement for a long-range high-speed torpedo-bomber. The Bristol Aeroplane Company responded to Design Specification M.15/35 by offering its three-seat Type 150, a development of its recent submission for a new four seat general reconnaissance aircraft, itself a stretched Type 142M.
On December 13 the Director of Technical Development disclosed Air Staff thoughts that a single design could combine the general reconnaissance (GR) and torpedo-bomber (TB) specifications, and on January 23, 1936, manufacturers were invited to submit proposals to Production Specification 10/36. Typical British logic decreed that the Blackburn Botha was the preferred design because Blackburn lacked work. However, its marginally higher fuel consumption and 436 Imp gal fuel capacity offered significantly less range than the 570gal of Bristol’s proposed Type 152 (named Beaufort in December), and it was accepted that a number of the latter would be needed for GR and torpedo squadrons based from Malta eastwards. One mandatory change was the addition of a fourth crew member, the price being a semi-exposed torpedo installation in both aircraft. Captain Frank Barnwell, Bristol’s chief designer, was killed shortly before the Beaufort’s first flight and Leslie Frise subsequently developed the type.
Bristol’s proposal to fit twin Browning 0.303in-calibre machine-guns in the gun turret was vetoed, as were twin Vickers drum-fed K guns. The special-to-type B.IV turret therefore had only one K gun, with 20 x 100-round ammunition drums. In May 1939, when the RAF wanted twin guns, the revised turret design was found unsuitable and the necessary modifications could not be incorporated until well into 1941.
The Air Ministry ordered 78 Bristol Perseus VI-engined Beauforts off the drawing board on August 1, 1936. There were to be no pre-production prototypes, the first five machines instead serving as development aircraft. Then on November 2, Bristol proposed a change of engine in order to restore performance eroded by weight increases, suggesting its own new and undeveloped twin-row 1,000 h.p. sleeve-valve Taurus. This was accepted in July 1937, allowing planning and production to proceed.
Except for wooden doors and fabric-covered control surfaces the Beaufort was of stressed-skin light alloy construction. The semi-monocoque fuselage, built in three sections, was shaped by lipped channel and Z section formers, multiple at the fuselage and other joints and other points of major stress, connected by angles-ection stringers.
Most construction was of Alciad or aluminium, but Hidaminium sections were used at the fuselage/fuselage and fuselage/wing joints. The front fuselage extended forward from the wing front spar and housed the pilot and navigator/bomb-aimer. Armour was fitted ahead of the instrument panel, but the V~windscreen, which incorporated clear vision panels and a ring-and-bead sight for the fixed gun(s), was unprotected. When fitted, the torpedo sight was above the pilot’s head.
The rear fuselage, strengthened near the turret and incorporating three heavy longerons, extended aft from the front spar to the stern frame and housed the Wireless Operator/Air Gunner (WOp/AG) and rear gunner. Aft of the radio compartment between wing spars was an armour plate partition and then the 27in-wide two-part main entrance hatch. Inside this was a chemical toilet, which doubled as a step. The long cabin was 54in wide. The fuselage was cut away in an inverted ‘V’ aft of the turret to improve the turret gunner’s field of fire. The stern frame carried the hori zontal and vertical tail surfaces and self-centring tailwheel. The latter retracted into a waterproof well, but was often locked down.
Bristol’s original design for the 100in-long bomb bay could not accommodate four Small Bomb Containers side-by-side with the bomb doors fully closed and so the lower fuselage was widened to 60in, giving it its characteristic bell-shaped cross section. Primarily designed to accommodate four 2501b anti-submarine bombs side-by-side, or two of the bulkier 2501b “B” or 5001b general purpose (GP) bombs, it was found on operations that combinations of two 2501b plus two 5001b GP/medium capacity (MC) bombs, tour slim 5001b semi-armour-piercing (SAP) bombs or four 2501b depth charges would fit. Fore-and-aft extensions formed the 19ft torpedo cell. A special rack could be fitted in lieu of bomb carriers to accommodate a torpedo, a magnetic mine or a 2,0001b bomb.
The RAF 28 aerofoil section cantilever wing was built in three main sections, with the outer panels bolted to the outer ends of the centre-section spars. The whole structure was based on two spanwise spars with full-depth webs and op and bottom extruded booms. The centre section was continuous through the fuselage, bearing all weights and forming the roof of the bomb bay. Square-section steeltube mounts on tubular bearers were fitted near the outer ends of its parallel spars for the engines and main undercarriage, which were housed in streamlined nacelles. Inboard of these between the spars were the two main 194 Imp gal fuel tanks.
A four-man inflatable dinghy was stored in the port wing root. The spars of the otherwise similar outer wing panels tapered and converged towards the detachable wingtips. Each housed an oil cooler and a 91 Imp gal fuel tank with a fuel jettison pipe, just outboard of which were pick-up points for an external 2501b bomb carrier. The leading edge of the port outer wing housed twin adjustable landing lights and inboard of these was a fixed 0.303in-calibre Browning gun with 300 rounds, The ailerons comprised alclad ribs on a tubular duralumin spar, and hydraulically-operated split flaps were fitted between these and the fuselage. Similar construction was used for the tail surfaces, and the elevators and rudder were similar to the ailerons.
The underslung engines driving 12ft-diameter de Havilland/Hamilton two-position propellers were in long cowlings with the exhaust collector rings forming the nosings. The undercarriage members retracted backwards hydraulically into the engine nacelles, the doors being closed by elastic cords.
The original two-gun armament soon proved inadequate and in mid1940 No 22 Sqn pioneered the installation of a Vickers K gun on each beam ahead of the turret for the WOp/AG’s use. The port gun fired through the entrance hatch, but the starboard gun had a more restrictive 12.5in aperture. A further but ineffective increase was the fitting of a rearward-firing Browning gun (600 rounds), sighted by mirrors and mounted in the nose emergency exit.
During August 1938 the first Beaufort (L4441), stressed to 17,0001b, underwent ground-running trials that revealed the serious overheating problems that would dog the Taurus throughout its life. Solutions were attempted and on October 15 Bristol’s chief test pilot, Capt Cyril Uwins, taxied L4441 for 10min and then took off for a first flight. This still revealed overheating and was cut short to 15min by severe tailplane vibration.
The next two short flights tested attempts to cure the tailplane and cooling problems and revealed that the latter were due to the inadequate airflow through the low-drag cowlings with their thrust- producing vertical cooling-air exit slots. Cooling was helped by fitting Blenheim-type cowlings with circumferential gills and by replacing the 7.5in oil coolers with 10.5in-diameter units, moved inboard by one rib space. Fuel jettison pipes for the outer tanks were also fitted.
Temporary tailplane bracing struts did not cure the vibration, but stiffer cockpit side windows did. A third problem involved handling difficulties when operating the undercarriage, owing to asymmetric drag caused by the aprons that closed the nacelles once the wheels were up. As the two oleos could not be made to raise or lower simultaneously a severe yaw developed. The aprons were removed to improve handling, but the now-open nacelles created considerable drag. Despite this, L4441 achieved 304 m.p.h. at 15,000ft during trials at the Aeroplane and Armament Experimental Establishment (A&AEE) at Martlesham Heath in April and May 1939 with fully supercharged Taurus III engines producing 1,060 h.p. at 3,300 r.p.m. using 87-octane petrol. Side~hinged undercarriage doors were fitted later, and the fuel jettison pipes were moved outboard, to be in line with the oil coolers.
The second Beaufort, L4442, which featured smaller undercarriage aprons, flew on June 29, 1939, both early machines having rounded lower nose windows. These proved weak and created visual distortions, and from L4443 (which flew on July 26) optically-flat windows were fitted.
The outbreak of war on September brought a change of plan; Beaufor were now needed for home-based TB and GR squadrons. The first five aircraft had been virtually handbuilt, but on October 25, L4446, the first fully jigged mass production aircraft, flew.
The third prototype, L4443, was shipped to Karachi for tropical trials which ran from February to May 1940 and involved cylinder and oil temperature checks with Taurus III and then Mk II engines. There were no overheating problem and the tests were concluded on May 21. It then flew home, reaching Filton on the 29th. To improve handling L4443 featured a revised rudder trim tab with the chord increased by 4in, increasing its area from 0.8 sq.ft to 1.25 sq.ft. This change was incorporated on all Beauforts.
Poor directional control dogged al UK-built Beauforts except the turret less trainers, so to overcome this the fin was slightly enlarged.
Production reached 30 aircraft a month during March 1940, but at the same time the A&AEE refused to clear the Beaufort for operational use because of “very bad single-engine flight characteristics”, Urgent improvements, including improved inter-cylinder baffles to help cooling, brought clearance by mid-April.
During the Mk.I production run the tailplane was modified to give a marked dihedral.
Mk.I
The presence of beam approach equipment was indicated by a long dipole aerial under the rear fuselage. On early aircraft the upper aerial for this equipment was housed within the radio mast, but later took the form of a blade aerial ahead of the turret. Semicircular trailing edge extensions were fitted behind the engine nacelles in mid-1941 to cure turbulence over the wing, This useful modification added 10 m.p.h. to the top speed but was not needed on the Mk II series, as the larger diameter Twin Wasp engines eliminated the turbulence. From W6537 onwards (the 410th UK-built machine) a Browning gun was installed in the starboard wing (500 rounds) and maximum permitted take-off weight raised from 20,000 to 21,0001b, by when the armoured bulkhead had been replaced by armoured seat backs for the pilot and WOp/AG. From the summer of 1941, 22 Sqn began to fit a Vickers K gun firing forward in the upper nose.
When all Beauforts were grounded during the late summer of 1940 in order to replace the troublesome Taurus III engines with a modified version of the moderately supercharged Taurus II using 100-octane fuel and now producing 1,130 h.p., the opportunity was taken to make all five fuel tanks self-sealing and to fit armour to the rear spar to protect the four fixed tanks. Frequent schemes for more armour, which offered some protection from fighters but little against flak, had always to be set against the need for new operational equipment, both exacerbating the type’s weight problems.
All Taurus engines featured singlestage superchargers and from then onwards used 100-octane fuel. The Taurus II had a low-speed impel which was cropped and ran at higher gear speed on the Mk VI. These two marks became the XII and XVI when the crankshafts, maneton joints, bearings and other features were modified for added reliability. Air Publication 3208 credits these four versions with a maximum output of 1130 hp at 3,100 r.p.m. There was a lack of uniformity between individual machines, especially before mid-1942.
Problems with the early Taurus engines, and Bristol’s desire to concentrate on the larger Hercules, led to the American Pratt & Whitney (P&W) Twin Wasp S3C4-G being adopted as an alternative. This was a two-stage engine producing 1,200 h.p. at 2,700 r.p.m., with the exhaust collected at the rear of the engine and emerging aft of the cooling gills. Propellers were 11 ft 6in fully feathering Curtiss Electrics. Beaufort Mk 1 N1110 was converted and flew as a prototype in November 1940. The 485 Mk Is were followed by ten interim Mk 11 aircraft; virtually Mk Is with Twin Wasp engines. Next came 45 production Mk IIs, which featured air-to -surface -vessel (ASV) radar. A small circular loop mounted in a streamlined housing replaced the large folding direction-finding (DF) loop. This was fitted to all future British TBs, although omitted from those later laid down as trainers. Jettison pipes for the inner fuel tanks were fitted at the rear of the engine nacelles.
The bombing of Daimler’s production line for the B. IV gun turret led to the adoption of the Bristol B.1 turret for future Beauforts. This was the Mk V, a well-armoured but nonretractable version of the Blenheim turret and carried twin Brownings with 950 rounds per gun. The next 110 Beauforts featured this, strengthened engine and undercarriage bearers and a thicker wing skin. The permitted underwing bomb load was doubled. With these modifications the aircraft became the M1k IIA. Heavy shipping losses in the Atlantic so reduced supplies of Twin Wasps that Taurus engines were installed in the next 529 machines, which were otherwise identical to the Mk IIA and designated Mk IA. These introduced twin nose guns which were fitted retrospectively to earlier machines. Once supplies of Twin Wasps permitted, the Mk IIA was reintroduced and 129 more torpedo bombers were built. With requirements met, a final batch of 121 machines was laid down as unarmed dual-control advanced trainers. A few torpedo-bombers were also converted to trainer standard.
In the UK all Taurus engines and major airframe components were manufactured at Bristol’s works. Bristol B.IV gun turrets were manufactured by the Daimler Car Company and Bristol B.1 turrets by the Brockhouse Company. Most Beauforts were assembled at Filton and flown out from there. However, to provide space for the new Buckingham, the final 250 were assembled at Bristol’s shadow factory at Banwell from stockpiled parts and flown out from Oldmixon after completion. Twin Wasp engines for the 415 Mk ll-series aircraft were all imported from the USA.
A planned twin-float Beaufort for Australia and Canada was not built; neither were the projected Mk III with Rolls-Royce Merlin engines, nor the Mk IV with improved Taurus XX engines, in both cases because the engines were not available. The M1k III was originally to have had the Merlin XX, but it was quickly appreciated that the Mk 30 was more suitable. However, Rolls-Royce had not developed a twin installation version and the whole scheme lapsed. The Taurus XX engine, with two-speed blowers and fully-feathering propellers, was flight tested in AW372, which featured an Australian-style enlarged fin. This was not a true prototype Mk IV, however, as it lacked the intended B.15 four-gun turret, eventually flight tested in EK997. It was intended that the final 500 Beauforts would be Mk IVs, but Bristol lacked the capacity to produce the Taurus XX engines. An enlarged fin was also fitted to AW304, a widely-used trials machine.
Coastal command’s first Beaufort, L4447, joined 22 Sqn at Thorney Island on November 15,1939. After delays caused by engine problems operations began on April 15, 1940, laying magnetic mines in the German Bight. Bombing attacks against land and sea targets commenced in May with the first British 2,0001b armour piercing (AP) bombs being dropped on the 7th against minor vessels.
Even before the war had started, it had been agreed that Australia’s Department of Aircraft Production (DAP) would supply the Royal Australian Air Force and overseas-based RAF units with Beauforts.
In March 1937 the RAAF ordered the Bristol Bolingbroke (the proposed General Reconnaissance development of the Blenheim mark I), the design was cancelled in December 1937 and in February 1938 the RAAF Bolingbroke order was changed to Beaufort, and in March 1938 it was agreed that Australia would build Beauforts for the RAAF and for overseas-based RAF units.
To assist local production two complete airframes and 20 complete sets of airframe parts were promised by Bristol, who trained 78 key Australian personnel and sent 20 of their staff to Australia. Bristol’s customary tardiness caused delays, but on October 20, 1939, Beaufort L4448, which had been built without engines, at last left Filton for Australia. Component production for the Australian Beaufort would be spread among plants in south-eastern Australia, with final assembly at Fishermen’s Bend in Victoria and Mascot, New South Wales, all under the control of the Beaufort Division of the Department of Aircraft Production (DAP).
In April 1940, by which time it had been decided that all Australian Beautorts would have Twin Wasp engines, reassembly of L4448 was under way, with the Commonwealth Aircraft Corporation responsible for fitting its engines. However, Britain’s desperate war situation forced an embargo on the export of strategic materials and progress on completing the Beaufort and converting it to take the new engines was slow: the promised second machine, L9811, was not supplied.
The original order from 1939 was 90 for the RAF then 90 for the RAAF. The RAF order was increased in March/April 1941 by another 90, making 270 on order as more Hudsons were unavailable. Approval for a further order of 180 Beauforts came on 16 July 1942 then another 250 in February 1943. Grand total 700.
Although the UK’s export embargo was lifted by the end of 1940, the bombing of Bristol’s works continued to hinder all forms of assistance to Australia, as did the sinking of ships carrying supplies from the UK and USA. Until local production was in full swing Australia had to import such key items as engines and propellers.
On May 5, 1941, L4448 made its first flight, and T9540, the first Australian Beaufort built from imported parts and the first of the RAF order, flew on August 22 from Fishermen’s Bend, achieving a speed of 271 m.p.h. on test.
Production at Mascot was delayed and its first machine, T9545, did not fly until October 20. The first Beauforts arrived in December, but they were not fully equipped, at 100 Sqn, the RAF’s Australian detachment, Singapore. Most were built as GR Bombers but a number were completed to GR Torpedo standard, all designated Mk 11. Following the transfer of 100 Sqn and its 17 aircraft (two having been lost) to the RAAF, Britain allocated its order for 90 Beauforts to Australia. A change to RAAF A9 series serial numbers began before this order had been completed.
Basic design and construction followed UK practice, the most significant change being the enlargement of the fin from 11 .4 sq.ft to 14.3 sq.ft to improve stability, The mainwheels were fully enclosed by additional doors at the rear of the engine nacelles, The use of ball bearings was reduced by some 50 per cent.
Before February 1942 most Beauforts, including those sent to Singapore, were unnecessarily fitted with the semi-circular trailing edge extensions typical of Taurus-engined machines, The fitting and later deletion of chin guns, the fitting of nose guns and the change of gun turret followed British practice, but the DAP also fitted a forward-firing Vickers K gun in a glazed section of the cabin roof above the beam guns.
After completion of the first 50 aircraft a temporary shortage of P&W S3C4-Gs led to S1C3-G single-stage engines being fitted to the next 100, degrading their altitude performance, A subsequent shortage of Curtiss Electric propellers led to the second 90 aircraft being fitted with de Havilland/Hamilton units, as fitted to Taurus-engined machines.
In RAAF service the first batch became the Mk V; the next 40, with non-standard engines and Australian ASV radar, became the Mk V1; the next 60, with both non-standard engines and propellers, the Mk VII and the next 30, with non-standard propellers, the Mk VA (Mk VIII having already been allocated to a new definitive version similar to the British Mk IIA). Twin nose guns were being fitted to service aircraft in August 1942, the mark VIII appeared in November. The 520 Mk VIIIs featured twin nose-guns, fitted retrospectively to earlier marks, and many Mk VIIIs from the A9-54X-range onwards received 0.5in-calibre wing guns.
Major crisis was caused during 1943 by the failure of locally produced Breeze actuators for elevator trim tabs. These had been manufactured from unsuitable materials and were found to have been the cause of a large number of fatal crashes.
Although early supplies of Twin Wasps were imported from the USA, General Motors (Holdens) manufactured 870. Final assembly was at Fishermen’s Bend (A9-odds) and Mascot (A9-evens, although 451 was built there). Peak output reached 37 in September 1943.
During 1944 some 46 airframes, mainly Mk VIIIs, were reconstructed as Mk IX transport aircraft, with their turrets and military fittings removed, with the exception of bomb shackles, and the fuselage top line raised aft to provide space for five airliner-type seats. Virtually new, these were given new serial numbers. The last, A9-746, was delivered in October 1945. All marks of Beaufort remained Bristol Type 152.
The transfer of the RAF’s No 100 Sqn to the RAAF was announced on February 28, 1942 (made retrospective to the 25th). The transfer was seamless and the RAF pattern of shipping escort and anti-raider patrols continued. The first offensive mission was flown on May 27, when two Beauforts staged through Port Moresby, New Guinea, to reconnoitre the Deboyne Islands.
Four weeks later two Beauforts of another detachment bombed shore targets at Salamaua on New Guinea while five others bombed a ship reported as under way off Lae in north-eastern New Guinea, but what was in fact the wreck of the Tenyo Maru, which had been beached after bombing by US Navy aircraft on March 10.
In the shape of No 489 Sqn, an Article XV unit within RAF Coastal Command, the Royal New Zealand Air Force received six Beaufort Mk Is between August and October 1941. However, various crises overseas led to these being withdrawn by the following April before the unit could become operational.
The early story of No 415 Slain Article XV unit of the Royal Canadian an Air Force (RCAF), was similar to that of 489 Sqn. At Sidney, Vancouver Island, the metropolitan RCAF took over the Beauforts of the RAF’s 32 OTU to form the emergency 32 Sqn RCAF, and used them on torpedo and bomb-armed anti-shipping searches over the eastern Pacific at the time of the Japanese attack on Pearl Harbor in December 1941. This was repeated during May and June 1942 when the Aleutian Islands were attacked and Canada threatened. The RCAF formed its own 149 (TB) Sqn with the 12 surviving Beauforts at the same base in November 1942, retaining them until August 1943 without becoming operational.
From January 1942, 18 Beaufort Mk Is joined the South African Air Force (SAAF), equipping 36, 37 and HO Flights in the Union, Patrols over the southern oceans were flown before the numbered Flights took part in the capture of the Diego Suarez area of Madagascar in May. Before the subsequent occupation of the whole island the two Flights were amalgamated, together with No 32 Sqn’s Martin Marylands, to form 20 Sqn in July. This unit was in turn renumbered No 16 Sqn SAAF in September. The Beauforts fared badly because there were no spares on the island and the SAAF was still imposing the outmoded maximum take-off weight of only 18,5001b.
Before the ten surviving Beauforts were returned to the RAF a few had served with other units in the Union. Meanwhile 16 Sqn had converted to Blenheim Vs and moved to North Africa as an A/S patrol unit. During June 1943 the Blenheims made way for a mixed complement of Taurus and Twin Wasp-engined Beauforts. These flew patrols over the central Mediterranean before reequipment at the turn of the year.
The Royal Navy’s Fleet Air Arm (FAA) received more than 100 Beauforts, Numerous Beaufighter lls had been made available to 7XXseries Fleet Requirements Units, but as these proved difficult to master by pilots trained on Blenheims, an interim dual-control trainer was sought, The RAF provided six Beaufort 1As, which, after modification to FAA standard, joined 798 Sqn at Lee-on-Solent in October 1943. The unit was renumbered 762 Sqn in March 1944 and moved to Dale, converting to Beaufort T.IIA trainers, the last retiring in March 1946. The station flight at Yeovilton used three M1k 1As between October 1944 and February 1945. Far more Beauforts were used overseas than at home, all being Mk 1As. From January 1944 onwards, 733 Sqn in Ceylon received about 14 at RAF Minneriya and later China Bay, initially from RAF stocks; all had gone by July 1945.
On Malta 728 Sqn received about 15 from September 1944, retaining them for exactly a year, and 779 Sqn received two or three at Gibraltar during November 1944. Although there is no confirmation of actual receipt, 775 Sqn at Dekheila, Egypt, and 788 at Port Reitz, Kenya, also had Beauforts on their inventories.
The Turkish Air Force (TuAF) was the last service to receive Beauforts. Ordering 18 (possibly 21) in 1943, there is still doubt as to how many were received. Although RAF records list 13 M1k 1As and 12 Mk 11As supplied from North African MUs during 1944 and 1945 respectively, TuAF aircraft lists contain 46XXseries serial numbers for only 11 Mk 1As and ten M1k 11As. However, a separate list of accidents contains the serial numbers of an additional eight Beauforts, at least four of them 1As: the other four have out-of-series 59XX-range serial numbers. With no torpedoes available the Beauforts were initially used as GR bombers by two squadrons of the 105th Torpedo & Reconnaissance Group. The few M1k 11As that survived until 1947 were modified locally to trainer standard by Bristol’s resident engineers and used to convert pilots on to Beaufighter M1k Xs at lzmjt. Precise dates are lacking, but all the Beauforts had gone by the end of 1950 at the very latest.
Total Beaufort production was 1380, including 700 built in Australia.
Beaufort Mk.I Engines: 2 x Bristol Taurus II or VII, 1130 hp Propellers: 12 ft 0 in constant speed Wingspan: 57 ft 10 in / 17.62m Chord at root: 11 ft 4 3/8 in Dihedral (outer wing only): 6.5 degs Length: 44 ft 2 in / 13.49m Height (prop tip): 13 ft 7 in Mainwheel track/ engine centre: 18 ft Tailplane span: 18 ft 4 in Wing area: 503 sq.ft / 46.73 sq.m Aileron area: 26.6 sq.ft Fin area: 11.4 sq.ft Rudder area: 25.7 sq.ft Tailplane area: 52.8 sq.ft Elevator area: 32.6 sq.ft Flap area: 57.1 sq.ft Fuel: 570 Imp Gal + 138 Imp Gal Empty weight: 12,373 lb MTOW: 18,500 lb Wing load: 42.23 lbs/sq.ft / 206.0 kg/sq.m Maximum Speed: 265mph (426kmh / 230kts) at 6,500 ft Cruise speed: 175 mph at 15,000 ft Range: 990 miles Maximum Range: 1,600miles (2,575km) Service Ceiling: 16,499ft (5,029m) Armament: 2 x 7.7mm machine guns in nose 2 x 7.7mm machine guns in dorsal turret Maximum bombload of up to 2,000lbs. 1 x 1,605lb 457mm torpedo 1 x 7.7mm rear-firing machine gun under nose 2 x 7.7mm machine guns in beam positions Bombload: 2000 lb internal / 500 lb external / total max 2200 lb Crew: 4
Beaufort Mk.IA Engines: 2 x Bristol Taurus XII or XVI, 1130 hp Propellers: 12 ft 0 in constant speed Wingspan: 57 ft 10 in Chord at root: 11 ft 4 3/8 in Dihedral (outer wing only): 6.5 degs Length: 44 ft 2 in Height (prop tip): 13 ft 7 in Mainwheel track/ engine centre: 18 ft Tailplane span: 18 ft 4 in Wing area: 503 sq.ft Aileron area: 26.6 sq.ft Fin area: 11.4 sq.ft Rudder area: 25.7 sq.ft Tailplane area: 52.8 sq.ft Elevator area: 32.6 sq.ft Flap area: 57.1 sq.ft Fuel: 570 Imp Gal + 138 Imp Gal Empty weight: 13,362 lb MTOW: 21,000 lb Max load: 21,593 lb Max speed: 247 mph at 5,000 ft Cruise speed: 136 mph at 5000 ft Range: 1605 miles Armament: 2000 lb internal / 1000 lb external / total max 2200 lb. 2-10 .303 mg.
Beaufort Mk.II Engines: 2 x P & W Twin Wasp S3C4-G, 1200 hp Propellers: 11 ft 6 in full featuring Wingspan: 57 ft 10 in Chord at root: 11 ft 4 3/8 in Dihedral (outer wing only): 6.5 degs Length: 44 ft 2 in Height (prop tip): 13 ft 1 in Mainwheel track/ engine centre: 18 ft Tailplane span: 18 ft 4 in Wing area: 503 sq.ft Aileron area: 26.6 sq.ft Fin area: 11.4 sq.ft Rudder area: 25.7 sq.ft Tailplane area: 52.8 sq.ft Elevator area: 32.6 sq.ft Flap area: 57.1 sq.ft Fuel: 570 Imp Gal + 138 Imp Gal Empty weight: 12,760 lb MTOW: 21,000 lb Max load: 21,240 lb Max speed: 271 mph at 6,000 ft Cruise speed: 155 mph at 5000 ft Range: 1410 miles Armament: 2000 lb internal / 500 lb external / total max 2200 lb. 2-10 .303 mg. Beaufort Mk.IIA Engines: 2 x P & W Twin Wasp S3C4-G, 1200 hp Propellers: 11 ft 6 in full featuring Wingspan: 57 ft 10 in Chord at root: 11 ft 4 3/8 in Dihedral (outer wing only): 6.5 degs Length: 44 ft 2 in Height (prop tip): 13 ft 1 in Mainwheel track/ engine centre: 18 ft Tailplane span: 18 ft 4 in Wing area: 503 sq.ft Aileron area: 26.6 sq.ft Fin area: 11.4 sq.ft Rudder area: 25.7 sq.ft Tailplane area: 52.8 sq.ft Elevator area: 32.6 sq.ft Flap area: 57.1 sq.ft Fuel: 570 Imp Gal + 138 Imp Gal Empty weight: 14,032 lb MTOW: 21,500 lb Max load: 22,236 lb Max speed: 255 mph at 6,500 ft Cruise speed: 136 mph at 5000 ft Range: 1470 miles Armament: 2000 lb internal / 1000 lb external / total max 2200 lb. 2-10 .303 mg.
Beaufort Mk.V Engines: 2 x P & W Twin Wasp S3C4-G, 1200 hp Propellers: 11 ft 6 in full featuring Wingspan: 57 ft 10 in Chord at root: 11 ft 4 3/8 in Dihedral (outer wing only): 6.5 degs Length: 44 ft 2 in Height (prop tip): 13 ft 1 in Mainwheel track/ engine centre: 18 ft Tailplane span: 18 ft 4 in Wing area: 503 sq.ft Aileron area: 26.6 sq.ft Fin area: 14.3 sq.ft Rudder area: 25.7 sq.ft Tailplane area: 52.8 sq.ft Elevator area: 32.6 sq.ft Flap area: 57.1 sq.ft Fuel: 570 Imp Gal + 138 Imp Gal Empty weight: 12,990 lb MTOW: 21,000 lb Max speed: 264 mph at 6,900 ft Cruise speed: 162 mph at 5000 ft Range: 1410 miles Armament: 2000 lb internal / 500 lb external / total max 2200 lb. 2-10 .303 mg.
Beaufort Mk.VIII Engines: 2 x P & W Twin Wasp S3C4-G, 1200 hp Propellers: 11 ft 6 in full featuring Wingspan: 57 ft 10 in Chord at root: 11 ft 4 3/8 in Dihedral (outer wing only): 6.5 degs Length: 44 ft 2 in Height (prop tip): 13 ft 1 in Mainwheel track/ engine centre: 18 ft Tailplane span: 18 ft 4 in Wing area: 503 sq.ft Aileron area: 26.6 sq.ft Fin area: 14.3 sq.ft Rudder area: 25.7 sq.ft Tailplane area: 52.8 sq.ft Elevator area: 32.6 sq.ft Flap area: 57.1 sq.ft Fuel: 570 Imp Gal + 138 Imp Gal Empty weight: 14,070 lb MTOW: 22,500 lb Max speed: 268 mph at 14,500 ft Cruise speed: 178 mph at 5000 ft Range: 1450 miles Armament: 2000 lb internal / 1000 lb external / total max 2200 lb. 2-10 .303 or .50 mg.
The Aquila-engined Type 143 was similar to the B.142 ‘Britain First’, and first flew in January 1936. Only limited testing was undertaken, performance being severely curtailed by the non-availability of variable-pitch propellers.
All Aero 