Circa 1921 was the R80; the only example of the Small R33 Class. She was the last rigid to be planned before World War One ended. Measuring 534 ft in length, 70 ft in diameter, with a volume capacity of 1,250,000 cu ft she was fitted with four 250hp Wolsey Maybachs giving a maximum speed of 65mph. R80 was designed by Barnes Wallis and built by Vickers. When at Pulham decisions were reached that she was too small to be a lot of commercial use, and was laid up there after only 73 hours flying time. She was finally broken up in 1924.
R80 Length: 534 ft Diameter: 70 ft. Volume capacity: 1,250,000 cu ft. Engines: four 250hp Wolsey Maybachs. Maximum speed: 65mph.
Vickers had honed the VC10 since the cancellation of the VC7/V1000 in 1955. As it became clear that BOAC would buy Boeing 707s for trans-oceanic routes, George Edwards aimed his design at their Medium-Range Empire routes to countries with undeveloped hot and high airports. Alongside this, he also had in mind the RAF’s need for a personnel/freight transport, again to ‘up-country’ destinations. Though in time the Super VC10 did come to fly the North Atlantic, its progenitor was never intended as a true long-ranger, nor was it ever a pure civilian machine. The VC10/Super VC10 needs 17 hydraulic actuators in their tailplanes. Much of its structure was famously milled from solid billets of metal.
A long range civil transport featuring rear mounted engines emerged when introduced, the VC10 tailored closely to the requirements of BOAC. The prototype (G ARTA) flew for the first time on 29 June 1962, powered by four Rolls-Royce Conway turbofan engines.
Vickers VC10 Srs1100
The VC10 entered service on BOAC’s route to West Africa on 29 April 1964. Four production variants and a modification of the prototype were produced: the Model 1101, of which 12 went to BOAC accommodated 16 first-class and 93 economy passengers; the Model 1102, of which two went to Ghana Airways, one with a large hydraulically operated cargo door between the standard passenger doors and both with 4% chord leading-edge extension from wing root to fence; the Model 1103, of which three went to British United Airways with cargo door and extended leading edge; Model 1106, of which 14 went to RAF Air Support Command with cargo door, folding hatracks, machined cargo floor, extended leading edge, 97kN Conway RCo.43 Mk 301 turbofans and fin fuel tank; and the Model 1109, the prototype brought up to airline standard for Laker Airways, with the Model 1106 wing. Standard engines for the VC10 were four 90.6kN Rolls-Royce Conway RCo. 42 turbofans in lateral pairs on each side of the rear fuselage. RAF basic transport version designated VC10 C.1. C.2 is the unconfirmed designation of flight refuelling tanker conversions of five VC10 and four Super VC10.
A developed version, the Super VC 10, with a longer fuselage, an improved wing leading edge and more powerful engines was able to accommodate up to 174 economy class passengers and had a maximum range of 4,720 miles (7,600 km).
Super VC-10
The stretched fuselage Super VC-10 overflew the 1964 Farnborough Air Show. Landings are made using two section flaps and deflecting leading edge slats.
Only 54 sold. Only nine of those built were for customers outside of Britain.
VC-10
Eleven Super VC 10s, once operated by BOAC and British Airways, were pur¬chased by the RAF/Ministry of Defence in 1981 and flown into long term storage at Abingdom. In 1990 the decision to convert six of the stored airframes to three point refuelling tankers at British Aerospace’s Filton facility was announced.
Engines: 4 x RR Conway RCo-42 turbo-jet, 93.4kN Max take-off weight: 141521 kg / 312002 lb Empty weight: 67094 kg / 147918 lb Wingspan: 44.6 m / 146 ft 4 in Length: 48.4 m / 158 ft 10 in Height: 12.0 m / 39 ft 4 in Wing area: 264.3 sq.m / 2844.90 sq ft Cruise speed: 915 km/h / 569 mph Range w/max.fuel: 8328 km / 5175 miles Range w/max.payload: 6680 km / 4151 miles Crew: 4-6 Passengers: 108-151
Engines: 4 x Rolls-Royce Conway RCo.42 turbofan, 20370 lb (9240 kg) Wing span: 146 ft 2 in (44.55m) Length: 158 ft 8 in (48.36m) Wing area: 2,851 sq ft (264.9sq.m) Gross weight: 314,000 lb (142,430 kg) Max cruising speed: 568 mph (914 kph) Typical range: 5,040 miles (8,115 km) with max payload Crew: 3-4 Pax cap: 109
VC-10 Srs 1100 Engines: 4 x RR Conway, 21,000 lb Wing span: 146 ft 2 in (44.55 m) Length: 158 ft 8 in (48.36m) Height: 39 ft 6 in (12.04 m) Max TO wt: 312,000 lb (141,520 kg) Max level speed: M0.86
Super VC 10 Engines 4 x 22,500 lb. (10,205 kg.) Rolls Royce Conway RCo.43 turbofan Length 171.7 ft. (52.32 m.) Wing span 146 ft 2 in (44.55 m.) Height, 39 ft 6 in Gross wing area, 2 932 sq.ft Basic operational weight, 154 552 lb Max. take-off, 335 000 lb Max. landing, 267 000 lb Max. payload (volume limited), 47,150 lb Max. zero fuel, 215,000 lb Total fuel, 154,700 lb Power loading (max. take-off weight), 3.72 1b/1b Wing loading (max. take-off weight), 114.2 lb/sq.ft Wing loading (max. landing weight), 80.9 lb/sq.ft Accommodation: 24 first-class at 46 in pitch and 103 coach class at 33 in pitch Max. high density seating: 169 at 33 in pitch. High-speed cruise, 500 kt. at 33 000 ft Long-range cruise, 459 kt at 40 000 ft Approach speed, 134 kt Take-off field length, ISA at sea level, 8660 ft Landing field length, ISA at sea level, 6830 ft Range with allowances, max. fuel, 25,750 lb payload, 5 450 nm Max. usable floor area, 1130 sq.ft Max. usable cabin volume , 7600 cu.ft Max. cabin length, 103 ft Max. width, 137.8 in Aisle height, 91 in. Freight and baggage holds: 1930 cu.ft
To meet the need for long range high altitude heavy bomber aircraft, capable of carrying nuclear weapons, the Avro Vulcan, along with the Handley Page Victor and Vickers Valiant, was developed in accordance with an Air Ministry specification that originated in 1947.
The Vickers Valiant was designed to Air Ministry specification B.9/48. It was a cantilever shoulder-wing monoplane of all-metal stressed-skin construction. The wing had compound sweepback on the leading edge, somewhat similar to that of the Handley Page Victor, air-brakes, double-slotted flaps and powered ailerons. The fuselage was a circular-section semi-monocoque structure, incorporating a pressurised cell to contain the crew of five, and a large bomb bay which later proved capable of accommodating a Blue Steel stand-off weapon. The tail unit was conventional, but the tailplane was mounted almost half-way up the fin to keep it clear of the efflux from the four turbojet engines, buried in the inner wing adjacent to the fuselage. Landing gear was of tricycle type electrically retracting tan¬dem main gears folding outwards. The Valiant was largely conventional in construction, with a giant radar in its underside, an inflight refuelling probe (added after delivery) above and a ventral blister for a visual bombing station. The main weapon bay could house all the UK’s nuclear bombs (or the Blue BoarTV guided bombs) or up to 21 HE bombs of 454 kg (1,000 lb) each. One unusual feature was the extensive use of electrical power for the actuation of practically all movable units, even powered controls. The only exception was a minor hydraulic system for brakes and powered steering, but even this had its pumps driven by electric motors.
Two prototypes were ordered initially, one to be powered by four Rolls-Royce RA.3 Avon 204 turbojets and the other by four Armstrong Siddeley Sapphires. The first prototype made its maiden flight on 18 May 1951, but was lost in an accident on 12 January 1952. The second prototype flew first on 11 April 1952, but was powered by RA.7 turbojets instead of the Sapphires as planned originally.
Vickers Valiant 2nd prototype
In spite of the fact that two types of so-called V bomber were already on order it was put into production as well, allegedly as an insurance against ‘failure’ of the others.
Named Valiant, B.1 began to enter service in January 1955, the first of the V-bombers to serve with the RAF. They were followed by B(PR).1 long-range strategic reconnaissance; B(PR)K.1 multi-purpose bomber, photo-reconnaissance, tanker; and BK.1 bomber/tanker aircraft. Production totalled 111 examples, including one B.2 pathfinder prototype. Used extensively in service, Valiants dropped the first British hydrogen and atomic bombs and during operations in the Suez campaign operated with high-explosive bombs.
Javelin FAW.8 refuelling from a Vickers Valiant
Vickers built 108 including prototypes, and from January 1955 these served with 10 RAF squadrons. At first painted all in anti flash white, with very pale roundels and serials, they set a high standard in navigation and bombing, though most crews wished to forget their one taste of actual warfare when in late 1956 four squadrons bombed Egyptian targets during the ill starred Suez campaign. Valiants carried out all of the UK’s live air tests of nuclear weapons. There were reconnaissance, tanker and multi role versions, and from 1963 Valiants were given regular grey and green camouflage and assigned to low level missions using conventional bombs in support of SACEUR (Supreme Allied Commander, Europe) as a NATO force, though still based in the UK. By this time they were the RAF’s only inflight refuelling tanker force.
In the Autumn of 1957 these four Valiants, with two Vulcans, flew to the US to compete with USAF teams in anannual bombinng compteition. One Valiant came 11th of the 100 aircraft competing.
Intended for fast high-altitude strategic bombing, the Valiant – in company with other V-bombers – was switched to low-level operations. There seems little doubt that the stresses imposed by such a role accelerated the wingspan metal fatigue first reported in late 1964, and which led to the scrapping of all Valiants in January 1965.
The RAF did not buy the Valiant Mk 2, first flown in 1953, which was specially designed for low level operations. With just over 100 built at Brooklands aerodrome, production ended in the autumn of 1957.
Vickers Valiant B.Mk.1 Engines: 4 x Rolls-Royce RA.28 Avon 204/205, 10,050 lb / 44.7kN Wingspan: 34.85 m / 114 ft 4 in Length: 32.99 m / 108 ft 3 in Height: 9.8 m / 32 ft 2 in Wing area: 219.43 sq.m / 2361.92 sq ft Max take-off weight: 63503 kg / 140001 lb Empty weight: 34419 kg / 75881 lb Max fuel w/underwing tanks: 9972 gal Max speed: 492 kts / 912 km/h / 567 mph at 30,000 ft Max cruise: 553 mph at 30,000 ft Service Ceiling: 16460 m / 54000 ft Range w/max.fuel: 7242 km / 4500 miles Bombload: 9525kg / 21,000 lb or 2 x 1615 flight refuelling tanks Crew: 5
Valiant B(K)Mk.1 Type: five seat bomber and inflight refuelling tanker Engines: 4 x 4763 kg (10,500 lb) thrust Rolls Royce Avon 201 turbojets Max speed 912 km/h (567 mph) at 9145 m (30,000 ft) Service ceiling: 16460 m (54,000 ft) Range with reduced bombload 7242 km (4,500 miles) Wing span: 34.85 m (114 ft 4 in) Length (normal long ECM tailcone): 33.00m(108ft 3in) Height: 9.81 m (32 ft 2 in) Wing area: 219.44 sq.m (2,362.0 sq ft) Bombload: 9526 kg (21,000 lb)
The origin of the Viscount can be traced back to the war-time Brabazon Committee, which was charged with the task of steering Britain’s aircraft industry in the right direction in the immediate post-war years. One of its recommendations was the development of a turboprop-powered short/medium-range airliner (identified originally as the Brabazon IIB), and in April 1945 Vickers were instructed to proceed with its design and development, then identified by the company as the VC2 project.
Discussions between the committee, liased with B.E.A., and Vickers designers resulted in the developing of the Type 609. Construction of two prototypes began in December 1946, modified to a 32-seat capacity at the request of British European Airways, renumbered Type 630 and named Viceroy. The name was changed to Viscount in 1947. This was the first of the company’s designs to be brought to fruition under the leadership of George (later Sir George) Edwards, following the death of Rex Pierson.
As finalised, a circular-section pressurised fuselage was chosen with low-set monoplane wings, a Vickers-style tail unit, retractable tricycle-type landing gear and four of Rolls-Royce’s new Dart turboprops. Despite the efforts of Edwards, his design team and Vickers’ engineers, interest in the project waned when BEA had doubts about the aircraft’s economics in the autumn of 1947.
Prototype Model 630 Viscount (G-AHRF) powered by Rolls-Royce Darts engines was flown first on 16 July 1948. The second prototype (G-AHRG; VX217), completed with Rolls-Royce Tay turbojets was used as an engine test-bed. The design was considered as to small and slow, went back to the drawing board and re-emerged as the larger Type 700 with a 53-seat capacity. The new prototype (G-AMAV) flew for the first time on August 28, 1950. By this time, BEA had already bolstered Vickers’ enthusiasm by ordering 20 (later 26) Viscount 701s on 3 August.
The Viscount prototype was loaded to British European Airways and operated the world’s first turboprop service on 29 July 1950. An order for 30 Viscounts was signed by BEA in August 1950 with BEA operating the first commercial flights on 18 April 1953.
A C.A.A. team arrived on May 16th 1954 to evaluate the Viscount. Their visit, the first step towards American certification of the Viscount, resulted from negotiations between Vickers-Armstrongs and TransCaribbean Airways, an American independent airline.
The Italian journal Alata reported in May 1954: “The Viscounts destined for the R.A.F., probably three in number – two to replace the present Royal Vikings – will be 700Ds, and will be powered by the new Dart RDa.6.”
The Viscount 700 had a fuselage 80 inches longer, albeit bringing a 7,500 lb weight increase. The proto-type had a fuel load of 1,620 gallons whereas pro¬duction Type 701s would carry 1,920 gallons. A total of 287 of the Viscount 700 Srs. were built.
The 800 series had more powerful engines and a longer fuselage seating up to 75 pas¬sengers and flew on 27 July 1956, sixty-seven being produced, followed by 84 Viscount 810 Srs. aircraft.
The prototype Viscount 802, G-AOJA, was the first production aircraft and destined for service with BEA. BEA had 24 Viscount on order.
The BEA Viscount 802 featured an altered instrument panel to fit a Smiths Flight System direction indicator and beam compass and Decca Flight Log.
KLM began receiving the first of nine Viscount 803s at the end of 1957. By the middle of 1958 40 airlines had ordered the Viscount 400 had been sold so far at over £150 million.
Viscount 803
One development, flown but not continued, was a RR Tay powered version. Between 1953 and 1959 438 were sold and orders from Capital Airlines of Washington totalled 60 aircraft.
700 Engines: 4 x 1,530 h.p. Rolls Royce Dart 506 turboprop Length 81.2 ft. (24.75 m) Wing span 94 ft. (28.65 m) Weight, loaded 56,000 lb. (2,540 kg) Seats: 3 to 4 crew; 40 to 48 passengers Max cruise speed: 300 mph (480 kph) Ceiling 28,500 ft. (8,700 km) fully loaded Range: 750 miles (1,200 km) 13,000 lb payload
Viscount 700D Engines: 4 x RR Dart 510 Span 93 ft 8.5 in Length 81 ft 2 in MAUW 60,000 lb Cruise speed 320 mph
Vickers V 800 Viscount Engines: 4 x Rolls Royce Dart 510, 1989 shp Length : 85 ft 7 in / 26.11 m Height : 26.739 ft / 8.15 m Wingspan : 93 ft 8.5 in / 28.65 m Max. speed : 297 kts / 550 km/h Cruise speed: 315 mph Service ceiling : 25098 ft / 7650 m Crew : 3+60 MAUW: 62,000 lb
807 Engines: 4 x Rolls-Royce Dart
810 Viscount Crew: 2 Passengers: 75 Engines: 4 x Rolls-Royce Dart RDa. 7/1 Mk 525 turbo-prop, 1566kW Max take-off weight: 32885 kg / 72499 lb Empty weight: 18854 kg / 41566 lb Wingspan: 28.56 m / 94 ft 8 in Length: 26.11 m / 86 ft 8 in Height: 8.15 m / 27 ft 9 in Cruise speed: 563 km/h / 350 mph Ceiling: 7620 m / 25000 ft Range w/max.payload: 2776 km / 1725 miles
In early 1953, not long after the Viscount entered service with British European Airways (BEA), discussions began to initiate the design of a successor. Both BEA and Trans-Canada Airlines were interested in a generally similar aircraft; compromise in design to satisfy the views of these two operators resulted in the low-wing configuration and ‘double-bubble’ fuselage to provide a large underfloor cargo hold beneath the main cabin. The power plant considered originally for inclusion in the design was the Rolls-Royce Dart. But Rolls-Royce intimated that development of a new engine, the RB.109, was then well under way and it (later known as the Tyne) was chosen to power this new transport. Construction was entirely conventional except for the wing, which introduced integrally machined skins of light alloy to provide spanwise stiffening at low cost, and three shear webs instead of the single spar in the Viscount wing. When tied together by closely spaced ribs it produced a rigid box structure and outboard of the centre-section it was sealed to form integral fuel tanks.
First flight of the prototype Vanguard, as the new aircraft had been named, was made on 20 January 1959. But because of the normal development programme of a new civil airliner – coupled with delays caused by problems with the new power plant – it was not until 1 February 1961 and 1 March 1961 that these aircraft began regular service with Trans-Canada Airlines and BEA respectively. The Vanguard made its first public appearance flying London-Hamburg-London (940 sm) in 2 hr 33 min. The flight was made by the second prototype G-APEA. By then this and other second-generation turboprop-powered airliners had been deposed by the development and introduction into service of economical turbojet-powered airliners such as the Boeing Model 707. Consequently production ended after the original orders had been completed: 20 for BEA and 23 for Trans-Canada Airlines.
Trans-Canada Airlines increased its order for Vickers Vanguards to 23 during 1960.
On 10 October 1969 the first of nine freighter conversions of the Vanguard by Aviation Traders (Engineering) Ltd, called Merchantman, was flown for BEA.
Type 952 Vanguard Engines: 4 x Rolls-Royce Tyne RTy.11 Mk 512 turbo-prop, 4135kW / 5545 shp Props: 4 blade, 14.5ft dia MTOW: 146,500 lb (66451 kg) Empty weight: 37421 kg / 82500 lb Wingspan: 36.14 m / 118 ft 7 in Length: 37.45 m / 122 ft 10 in Height: 10.64 m / 35 ft 11 in Wing area: 141.86 sq.m / 1526.97 sq ft Cruise speed: 684 km/h / 425 mph at 20,000ft Ceiling: 9145 m / 30000 ft Range w/max.payload: 2945 km / 1830 miles with max payload (37000lb/16,783kg) at 420 mph Typical range: 1830 miles (2945 km) Crew: 2-3 Passengers: 97-139
The Valetta was a military transport aircraft, the prototype of which flew for the first time on 30 June 1947. The C.I was the standard RAF version for use by Airborne Forces; could be used in various roles, such as troop-carrying, freighting, paratroop-carrying, supply-dropping and as an ambulance. The C.2 was a special VIP version for 9 to 15 passengers. The T.3 was designed specifically for use as a navigational flying classroom. A number of T.3s were later converted into T.4s with radar fitted in an extended nose. Production totalled 260 aircraft. Power was provided by two 1,472kW Bristol Hercules 230 radial engines.
The Varsity general-purpose aircrew trainer retained the general characteristics of the Valetta C.I, but had a tricycle landing gear and a slightly longer fuselage. For bomb-aiming training, a bomb bay and bomb-aiming station were provided in the form of a pannier fitting against the fuselage underbelly.
The prototype type 648 first flew in July 1949 and type 668 Varsity T.ls went into service with the RAF in 1951. A total of 163 were built.
Varsity T.1
When the Swedish Air Force purchased a Vicker Varsity in the 1950s it was said it would be employed on high-altitude radio trials. It flew COMINT missions until 1973, festooned with antennas. It is now in a Swedish Air Force museum near Linköping.
Swedish COMINT Varsity
A Vickers Varsity was experimentally fitted by Napier with two Eland turboprops.
Vickers 648 Varsity Engine : 2 x Bristol Hercules 264, 1923 hp Length : 67.487 ft / 20.57 m Height : 23.917 ft / 7.29 m Wingspan : 95.571 ft / 29.13 m Wing area : 974.142 sq.ft / 90.5 sq.m Max take off weight : 37507.1 lb / 17010.0 kg Weight empty : 27044.3 lb / 12265.0 kg Max. speed : 250 kts / 463 km/h Cruising speed : 208 kts / 385 km/h Service ceiling : 28707 ft / 8750 m Wing load : 38.54 lb/sq.ft / 188.0 kg/sq.m Maximum range : 2300 nm / 4260 km Range : 2300 nm / 4260 km Crew : 2
The Viking was a twin-engined 24-27-seat transport and was the first completely new post-World War II airliner to fly in the world. For speed and cheapness parts of the Wellington bomber were used, particularly in the wings. The fuselage, of stressed skin construction, was new.
British European Airways operated a fleet of 49 on its European network and total production was 163. BEA aircraft were modified to allow them to carry up to 34 or 38 tourist-class passengers when required. Four also flew with the Queen’s Flight.
On 1 September 1946 the first Viking joined the British European Airways (BEA) fleet. BEA were to eventually operate 75 Vikings, fitted for 21 passengers.
In December 1946, the Vikings were grounded due to the icing up of control surfaces. After extensive modifications to the elevators and de-icing system, the Vikings were back in the air the following April.
On 30 October 1954 two farewell flights marked the retirement of BEA Vikings and the last commercial service from RAF Northolt.
Engines 2 x 1,690 hp Bristol Hercules Length 65.1 ft (19.8 m) Wing span 89.25 ft (27.2 m) Weight empty 22,910 lb (10, 400 kg.) Seats: 2 crew and 21 passengers Cruise speed 210 mph (340 kph) Ceiling 22,000 ft (6,700 km) fully loaded Range 1,875 miles (3,000 km)
Viking IB Engines: 2 x Bristol Hercules 634, 1260kW Max take-off weight: 15354 kg / 33850 lb Empty weight: 10546 kg / 23250 lb Wingspan: 27.2 m / 89 ft 3 in Length: 19.86 m / 65 ft 2 in Height: 5.94 m / 20 ft 6 in Wing area: 81.94 sq.m / 881.99 sq ft Cruise speed: 338 km/h / 210 mph Ceiling: 7240 m / 23750 ft Range w/max.payload: 837 km / 520 miles Crew: 3-4 Passengers: 21-38
The final attempt by Vickers to develop a fighter for the RAF began in 1939 with a design for a twin-engined heavy fighter featuring an armament of a 40mm Vickers cannon in a dorsal turret. As the Type 414, this corresponded with the requirements of Specification F.22/39 for a 400 mph (644 km/h) two-seat fighter. The aircraft was to carry four 20-mm cannons, with the possibility of later mounting two 40-mm cannons.
Under a design team led by Rex Pierson, Vickers-Armstrongs Ltd. (Vickers) had been working on a fighter with a single flexibly-mounted 40-mm cannon installed in the aircraft’s nose. The twin-engine aircraft was powered by Rolls-Royce Griffon engines and met the requirements of F.6/39, aside from its armament. Vickers met with the Air Ministry in April 1939 to discuss the aircraft’s potential. The Air Ministry was sufficiently impressed and issued Specification F.22/39 that covered the Vickers fighter, which carried the internal designation Type 414. Specification F.6/39 was subsequently cancelled in November 1939.
Turret development began in a Wellington test-bed but, in the course of 1940, the requirement was changed via Specification F.16/40, to emphasise high-altitude performance, as there were growing fears that the Luftwaffe would be able to launch operations over Britain at altitudes beyond the capabilities of existing RAF fighters. A more conventional armament of 20mm cannon was adopted in the revised Vickers 420 design to the new specification, but further changes were called for in Specification F.7/41, including a pressure cabin.
Two Type 414 prototypes were ordered on 30 August 1939, and they were assigned serial numbers R2436 and R2437. After inspection of the Type 414 mockup in early February, the Air Ministry inquired about the possibility of installing several 20-mm cannons in place of the single 40-mm cannon. Vickers responded with aircraft proposals incorporating eight 20-mm cannons or two 40-mm cannons.
Vickers designated the fighter with 20-mm cannons as the Type 420. Two cannons were positioned in the aircraft’s nose, and three were on each side of the cockpit. Vickers and the Air Ministry discussed the Type 420 in June 1940, and Specification F.16/40 was issued for the aircraft’s development. The Type 420 was given a high priority, and an order for two prototypes was expected. The order for two Type 414 prototypes was still in place. However, the Type 420 took precedence, and work on the Type 414 slowed substantially.
In early January 1941, the Air Ministry requested a design change to reduce the number of 20-mm cannons to six. At the same time, Vickers had designed a high-altitude fighter that used many components from the Type 420. The high-altitude aircraft was armed with four 20-mm cannons and powered by two Rolls-Royce Merlin engines. The Air Ministry was interested in Vickers’ proposal, as they felt there was an urgent need for a heavily armed, high-altitude fighter aircraft to intercept high-altitude German bombers that were expected in the skies over Britain. However, high-altitude German bombing raids were never undertaken en masse and did not present a significant threat to Britain during World War II.
In March 1941, work on the Type 414 was stopped completely, and discussions with Rolls Royce commenced regarding the acquisition of Merlin engines. In May 1941, Vickers detailed the specifics of the high-altitude aircraft, which it had designated as Type 432. The Vickers response to this final requirement was Type 432, completely re-stressed and with an armament of six 20mm cannon in a ventral blister. The original contract for the Type 414/420s was cancelled in 1941 and a new one substituted for two Type 432s. Design work on the Type 432 continued, resulting in the switch to a single-seat cockpit placed in the nose of the aircraft and six 20-mm cannons installed in a ventral fairing. Each cannon had 120 rounds of ammunition. The Air Ministry ordered two Type 432 prototypes on 9 September 1941, and the aircraft would be built to the new Specification F.7/41. The two Type 432 prototypes were issued serial numbers DZ217 and DZ223.
As finally built, the Type 432 was the first Vickers aircraft of wholly stressed-skin construction of stressed-skin aluminum panels that were flush-riveted to the closely-spaced circular structures that made up the airframe, and it made use of a so-called “lobster-claw” design for the wing torsion box, in which heavy-gauge skin had a thickened section to house the span wise spar booms, giving a profile shaped like a lobster claw so that conventional wing spars and ribs were omitted. Fabric covered the aft section of the wings and the aircraft’s control surfaces. The fuselage was a streamlined tube and the coolant radiators for the engines were buried within the wing. The pilot was accommodated in a relatively small, self-contained pressure cabin, his head being enclosed by a small, double-glazed dome, or “bubble”, which hinged to one side for access and egress.
The Type 432 mockup was inspected in late December 1941, and the first prototype, DZ217, was built throughout 1942. The aircraft was built at Foxwarren, a special Vickers dispersal site for experimental work near Brooklands in Surrey, England. The site did not have an airfield, so the Type 432 was disassembled and transported to Royal Aircraft Establishment Farnborough for its first flight.
The Vickers Type 432 prototype DZ217 appears shortly after its completion at Foxwarren.
Powered by two Rolls-Royce Merlin 61 12-cylinder Vee-type engines rated at 1520hp (1,178 kW) at 23,500 ft (7,163 m), the first prototype Type 432 was flown on 24 December 1942, piloted by Tommy Lucke, initial trials revealing serious handling difficulties on the ground, the aircraft snaking while taxying and necessitating 3 in (76 mm) aft movement of the mainwheels to correct the bad tracking. The impossibility of making a three-point landing was only rectified by replacement of the Irving-type ailerons with surfaces of Westland type and alteration of tail settings. The competitive Westland Welkin was ordered into production and the second prototype of the Vickers fighter, the Type 446, was cancelled on 1 May 1943 before completion. This decision was not made official until 1 May 1943.
The first prototype was retained by Vickers for test purposes until the end of 1944. The estimated maximum speed of 700km/h at 8535m was never attained as the Merlin 61 engines did not run satisfactorily above 7010m.
The sole Type 432 aircraft continued to fly occasionally until November 1944. Some efforts were made throughout the aircraft’s existence to improve its handling and flight qualities, as the Type 432 was noted as having heavy controls. Only 28 flights were made, and the aircraft was never submitted for official trials or tested to its maximum performance. Additionally, the 20-mm armament and the pressurized cabin were never installed. Although the Type 432 exceeded 400 mph (644 km/h) in a slight dive, the highest speed obtained in level flight was 380 mph (612 km/h), recorded on 14 May 1943. One of the factors that limited flight testing was that the Merlin engines installed in the Type 432 did not run well above 23,000 ft (7,010 m). Since the Type 432 had no future as a production aircraft, the performance issues of its Merlins were never fully investigated.
The entire Type 432 program was cancelled at the end of 1943.
Aircraft observers were a regular fixture during World War II, keeping an eye out for any enemy action in the skies over Britain. The rarely-seen and oddly-shaped Type 432 was only listed as “AP1480” in the recognition handbooks. This non-descript designation led the spotters to dub the Type 432 as the “Tin Mossie” on account of the aircraft’s resemblance to the wooden de Haviland Mosquito.
Engines: Rolls-Royce Merlin 61, 1520hp Wingspan: 17.34 m / 56 ft 10 in Length: 12.38 m / 40 ft 7 in Height: 4.19 m / 13 ft 9 in Wing area: 40.97 sq.m / 441.00 sq ft Fuel capacity: 506 USG / 421 Imp gal / 1,914 lt Max take-off weight: 9148 kg / 20168 lb Empty weight: 7427 kg / 16374 lb Top speed est: 320 mph (515 km/h) at sea level Top speed est: 435 mph (700 km/h) at 28,000 ft (8,534 m) Top speed est: 400 mph (644 km/h) at 40,000 ft (12,192 m) Cruise speed est: 400 mph (644 km/h) at 29,500 mph (8,992 m) Service ceiling: 43,500 ft (13,259 m) Initial climb rate: 2,750 fpm (14.0 m/s Range: 2400 km / 1491 miles
The Wellington was designed to meet an Air Ministry requirement for a long-range medium bomber under Specification B.9/32 and evolved as a mid-wing monoplane with a fuselage of oval cross-section. Both of these major structures were of the geodetic construction which Barnes Wallis had introduced in the Wellesley. But experience with the latter and development of the geodetic concept made it possible for the individual components (which were built up into the ‘basket-weave’ structure) to be smaller and lighter in weight without any loss of structural integrity by comparison with the Wellesley. Wings, fuselage and tail unit were fabric-covered; power plant comprised two wing-mounted engines; and the tailwheel-type landing-gear units were hydraulically retractable.
‘Heavy’ defensive armament – comprising five machine-guns in nose and tail turrets and a ventral dustbin – would, it was believed, enable a flight of these aircraft to put up such a curtain of fire that fighter escort would be superfluous. Those who held such beliefs (as for the Boeing B-17 Fortress developed in America) were to discover their error very quickly.
Though it had been planned to fit Rolls-Royce Goshawk inlines or Bristol Mercury radials the engine selected was the Pegasus. The prototype Wellington made its first flight on 15 June 1936, but it was not until October 1938 that production aircraft began to enter RAF service. The variant that entered service with No. 99 Squadron in October 1938 was the Wellington Mk I, of which 181 were built with Pegasus XX radials. By the outbreak of war Bomber Command had six operational Wellington squadrons.
Less than one year later (on 4 September 1939) Wellingtons were in action against targets in Germany. Wellingtons and Blenheims shared the honour of being the first Royal Air Force aircraft to attack Germany when they bombed ships at Brunsbüttel on 4 September 1939. Early deployment on daylight raids showed that these and other British bomber aircraft were extremely vulnerable to fighter attack. Following the loss of ten Wellingtons from a force of 24 despatched on an armed reconnaissance of Wilhelmshaven on 18 December 1939, the type was withdrawn from daylight operations. As a night bomber, however, the Wellington proved an invaluable weapon during the early years of Bomber Command’s offensive against Germany.
Wellington production was to total 11,461 aircraft and embraced many versions. These included Mk I bombers (782kW Bristol Pegasus XVIIIs) and the DWI with degaussing ring to trigger magnetic mines. Other variants developed before the war were the Mk IA with a Nash and Thompson turret, the Mk IC with the ventral turret replaced by beam guns.
Differing engines distinguished the 853kW Rolls-Royce Merlin X-powered Mk II; 1,021kW Bristol Hercules XI Mk III; and Pratt & Whitney Twin Wasp Mk IV.
Wellington Mk.II
The Merlin engined Mk.II entered service in 1941.
Vickers Wellington III
The Wellington Mk V was a high-altitude aircraft with pressurised cabin, no nose turret and increased wing span, followed by the high-altitude Mk VI with 1,192kW Rolls-Royce Merlin 60 or 62 R6SM engines. Mk VII was designated an experimental model and Mk VIII was the first of many reconnaissance versions. Mk IX aircraft were Mk Is modified as troop carriers. The Mk X with Hercules VI or XVI engines was the last bomber. Wellingtons Mk XI, XII and XIII were ASV radar-equipped aircraft for Coastal Command. The Mk XIV with Hercules XVII engines was the final reconnaissance version. In addition to these specific versions there were many variants, and Wellingtons were also used for training and transport.
The last Wellingtons produced, Mk X RP590 being delivered from Squires Gate on October 13, 1945.
The Vickers Wellington bomber provided the mainstay of Bomber Command’s night attacks on Germany in the early stages of the Second World War. To the extent that at one period it equipped no fewer than 21 squadrons, and when the first 1,000 bomber raid was mounted against Cologne, in May 1942, more than half of the aircraft involved were Wellingtons.
Wellingtons dropped 42,440 tons of bombs on sorties from Britain, including the first 4,000 lb (900 kg) block busters.
Designed as a bomber, it became an effective torpedo carrier and submarine killer in Coastal Command before going on to Transport and Training Commands.
On 3 December 1942, Dr. R.V. Jones, chief of the scientific branch of the secret service in the British Air Ministry, obtained Churchill’s permission to send a Wellington bomber full of measuring instruments to Frankfort am Main. The plane, DV819, was to be used as a decoy in the hope that the crew could find out at least the megahertz frequency of new German target-locator system radar. The plane was shot down a short distance from the coast of Britain, but the crew were saved at the last minute and reported: ‘It was 490 megahertz’.
The Wellington Mk.XVI transport were conversions of the early IC model.
Mk.1A Engines: 2 x Bristol Pegasus, 1050 hp Wingspan: 86 ft Length: 61 ft 3 in Height: 17 ft 6 in MAUW: 31,500 lb
Mk IC Type: five/six-seat long-range medium night bomber Engines: 2 x Bristol Pegasus XVIII, 746kW (1,000 hp) Span: 26.26m (86ft 2in) Length: 19.68m (64ft 7in) Armament: 6 x 7.7-mm 0.303-in) machine-guns Bombload: 2041 kg (4,500 lb) internally MTOW: 12928 kg (28,500 lb) Max speed: 235 mph at 15,500ft Operational range: 2,550 miles
406 Mk II Engines: 2 x Rolls-Royce Merlin X, 853-kW (1,145-hp)
Mk III Engines: 2 x Bristol Hercules III, 1025-kW (1,375-hp) Length: 64.6 ft. (19.7 m) Wing span: 86.1 ft. (26.2 m.) Weight empty: 15,887 lb. (7,233 kg.) Crew: 6 Armament: 8 mg Max. bomb load: 4,500 lb. (2,000 kg.) Max. Speed: 255 m.p.h. (410 km.p.h.) Ceiling: 22,000 ft. (6,700 m.) fully loaded Range: 1,470 miles (2,365 km.)
B Mk.III Engines: 2 x Bristol Hercules XI, 1535 hp
Wellington Mk X Engines: 2 x Bristol Hercules XI, 1119kW Max take-off weight: 13381 kg / 29500 lb Empty weight: 8417 kg / 18556 lb Wingspan: 26.26 m / 86 ft 2 in Length: 18.54 m / 61 ft 10 in Height: 5.31 m / 17 ft 5 in Wing area: 70.0 sq.m / 753.47 sq ft Max. speed: 410 km/h / 255 mph Ceiling: 5790 m / 19000 ft Range w/max.payload: 2478 km / 1540 miles Crew: 4 Armament: 8 x 7.7mm machine-guns Bombload: 2041kg
All Aero 