The Xian factory reverse-engineered the MiG-21 and the resulting J-7 made its first flight in December 1964. Two years later, manufacture halted because of unexplained technical problems after only 70 had been built.
The early model J7I can be seen as the first variant of the type of full production standard. One difference with the MiG-21F-13 is the drag chute housing at the base of the tail.
J7I 98071
Meanwhile, in the common cause of communism, China was allowing Soviet supplies to pass through its territory bound for Vietnam, where the USA was embroiled in conflict. One day, several railway wagons containing dismantled MiG-21s went astray, and subsequently the J-7 re-entered production in modified form at Chengdu. The new J-7 II, a considerably upgraded Chinese development, entered production in the early 1980s, and by 1982 was being exported as the F-7B. China (Giuzhou) also produces the JJ-7 two-seat operational trainer, designated FT-7 for export (first flown in 1981). The JJ-7 dual seat version was originally built by Guizhou Aviation Industry Group (GAIG).
Despite Chinese denials, a number of F-7s have been confirmed in Iranian service, while Iraq has also received the type via assembly (by Chinese technicians) in Egypt.
Details of the latest export version of the Chinese-built MiG-21 were released in 1984. Known as the F-7M Airguard and (as offered to Pakistan) F-7P Skybolt, this variant of the earlier F-7B is extensively modernised with Western avionics including ranging radar, a weapons aiming computer, a headup display, multimode radios, and IFF. Two additional wing hardpoints are fitted, and two fuselage cannon are carried, rather than the one carried by earlier models. Other changes include a revised canopy, an updated ejection seat, and a relocated brake-parachute housing.
With development of a successor to the J-7 (MiG-21) that formed the backbone of the PLAAF taking far longer than hoped, Chengdu began efforts to modernize the design. Work began in 1987, resulting in a major design overhaul. The wings were redesigned to have a double-delta planform, and the engine was replaced with a WP-13F engine. The primitive radar of the J-7 was replaced with the British Super Skyranger radar, and fuel capacity was increased. The modifications improved turn performance, and the takeoff roll was reduced from 1km to 600m. Upgrades to the cockpit included HOTAS controls, as well as the later addition of a helmet-mounted sight. Development proceeded quickly, with the first J-7E, as the new model was known, flying in 1990.
By the time the J-7E came about, most J-7 operators had since moved on to more capable designs. However, Pakistan, the largest non-Chinese J-7 operator, ordered significant numbers of the type. A special variant was developed to meet Pakistani requirements, integrating new western radars and the capability to mount AIM-9 AAMs.
Ever eager to develop anti-shipping platforms, the PLANAF also ordered a special J-7 variant with the ability to deploy AShMs (J-7EH). The J-7EH features the ability to carry antiship missiles, but, due to limitations with the radar, must receive targeting data from other aircraft.
The derivative of the F-7M supplied to Pakistan as the F-7P Skybolt featured 20 PAF specified changes, including for four, rather than two, PL-5B or AKM-9 Sidewinders on pylons outboard of the main undercarriage attachment points. The Skybolt retains the two wing root-mounted Type 30-1 cannon ND MOST OF TE Western systems of the basic F-7M, although some equipment (eg. IFF) is installed in Pakistan.
F-7P Skybolt
The initial Pakistan Air Force order for 20 F-7P was fulfilled in August 1988 when the aircraft were ferried from Chengdu, but the Chengdu Aircraft Corporation was by then responsible for F-7 production.
After the final deliveries to Bangladesh, Chengdu shut down J-7 production in May 2013, marking the end of a 2,400 aircraft production run.
F-7M Airguard Engine: 1 x Wopen-7B (BM) Installed thrust (dry / reheat): 43 / 60 kN Span: 7.2 m Length: 13.9 m Wing area: 23 sq.m Empty wt: 5275 kg MTOW: 7531 kg Warload: 1800 kg Max speed: 2.05 Mach Initial ROC: 9000 m / min Ceiling: 18,700 m TO run: 700-950 m Ldg run: 600-900 m Combat radius lo-lo-lo: 370 km Air refuel: No Armament: 2 x 30 mm, 2 x AAM Hard points: 5
A 1961 split ending Soviet assistance, left the Chinese with the task of getting the Tu-16 into production as the Hongzhaji-6 (bomber aircraft no. 6). The Chinese spent two years in reverse-engineering the Tu-16 and its Mikulin AM-3 turbojets, and started production in 1962 for first deliveries in 1968. Since that time the Air Force of the People’s Liberation Army has received more than 100 H-6s for the strategic free-fall bomber and anti-ship roles, the latter with two missiles carried under the wings. Principal version – H-6 (sole production model in several variants up to at least the H-6D, or H-6 IV, which is believed to be the anti-ship type). Low-rate production of the Tu-16 Badger continues at Xian in 1987, and the H-6 is still the mainstay of China’s strategic nuclear bomber force. Local developments of the design include an anti-shipping version carrying C601 missiles and equipped with an under-nose search radar. A four-engined variant of the H-6 has also been reported. Customer: China 120+
After decades of service, Xian finally performed a major overhaul of their H-6 (Tu-16) around the turn of the century. While previous modifications merely upgraded avionics of the design, the new variant developed, the H-6K, redesigned the airframe to extensively use composites, and replaced the old Chinese engines with Russian-made Saturn D-30KP turbofans. As Chinese bomber doctrine has long since shifted to the use of bombers as cruise-missile carriers, the bomb bay was replaced with larger fuel tanks, and the obsolete tailgun armament was replaced with an extensive ECM suite. Similarly, the glazed navigator position was replaced with a more powerful targeting radar. The H-6K first flew in January 2007, and after two years of testing, the bomber entered service with a combat radius nearly double that of the original H-6.
China International Aviation & Aerospace Exhibition in Zhuhai, China, 2014
About 150 of its bombers have been built, and about 120 were still operational in 2025. The H-6 has been upgraded to carry modern weapons, including hypersonic and nuclear-capable missiles.
China sold H-6s to both Egypt and Iraq, but those countries no longer have their bombers operational. According to the Center for Strategic and International Studies, Iraq’s four H-6s were destroyed while in service.
The H-6 has four crew and is powered by two Soloviev D-30KP-2 turbofan engines, each with 27,000 pounds of thrust. Its top speed is 670 mph, and its cruising speed is 477 mph. Its combat range is 2,200 miles. It can also carry 26,500 pounds of bombs, both guided and unguided (dumb bombs), but no longer carries free-fall nuclear bombs, as the H-6 could not be relied upon to penetrate an enemy’s air space.
Xian H-6 Type: six-seat strategic medium bomber and anti-ship missile carrier Engines: 2 x 20,944-lb (9,500-kg) thrust Xian WP-8 turbojets Maximum speed 616 mph (991 km/h) at 19,685 ft (6,000 m) Initial climb rate 4,100 ft (1,250 m) per minute Service ceiling 40,355 ft (12,300 m) Range 2,983 miles (4,800 km) with an 8,157-lb (3,700-kg) warload Empty weight about 82,010 lb (37,200 kg) Maximum take-off weight 158,733+ lb (72,000+ kg) Wing span 108 ft 1.2 in (32.95 m) Length 114 ft 2.1 in (34.80 m) Height 35 ft 5.2 in (10.80 m) Wing area 1,772.87 sq ft (164.70 sq.m) Armament: four 23-mm cannon in twin-gun dorsal and tail turrets, and up to 19,842 lb (9,000 kg) of bombs
The Bognor Bloater gained its nickname from the scaley effect created by copper wire-stitching the cedar plywood covered monococque fuselage.
The 1915 Bognor Bloater tractor biplane is believed to have been the first aircraft in production with a monocoque fuselage. Twelve were ordered for the RNAS, but only 10 were delivered.
Under the project designation P.10, Westland began to study early in 1944 a long-range shipboard day fighter for Naval use, with the added capability of carrying a torpedo, rockets or bombs for anti-shipping strikes. Around this proposal, Specification N. 11/44 was written, and, in November 1944, a contract was confirmed for six prototypes (including two in land-based RAF configuration to Spec F.13/44). Redesignated W.34, and subsequently named the Wyvern TF Mk 1, the Westland aircraft was a low-wing monoplane of relatively conventional layout, but larger and heavier than any previous British single-seat Naval fighter. It had upward-folding outer wing panels with hinged tips, and a 3500hp Rolls-Royce Eagle 24-cylinder liquid-cooled H-type engine driving eight-blade contraprops. Provision was made in the design for the later introduction of a turboprop engine, such as the Rolls-Royce Clyde. Basic armament comprised four 20-mm Hispano Mk V cannon in the wings, with the possibility of carrying a 46cm Mk VIII torpedo under the fuselage three 464kg bombs or eight 27kg rocket projectiles.
Westland Wyvern TF1, pre production aircraft
Only 15 aircraft were built with the Rolls Royce Eagle (2700 hp) fitted.
Westland Wyvern TF1, pre production aircraft
In August 1946, an order for 20 pre-series Wyverns with Eagle engines was confirmed, but a planned batch of 10 for the RAF was dropped, together with the F.13/44 prototypes. Subsequently, the pre-production batch was halved.
The first of six prototypes flew on 16 December 1946. However, a turboprop version with the Armstrong Siddeley Python had meanwhile been given the go-ahead and the Wyvern TF Mk 1s were assigned to various development tasks, never becoming operational. All six prototypes were flown, as were six pre-series TF Mk 1s, but the final four of the latter, although built, remained unflown as all development effort switched to the TF Mk 2.
Following the RAF’s decision to pro¬ceed no further with this project the Royal Navy opted to concentrate all future development around the Arm¬strong Siddeley Python turboprop en¬gine.
The Naval Air Staff ordered three prototypes of the (W.35) Wyvern TF Mk 2, to Specification N.12/45. Two were to be powered by the Armstrong Siddeley Python and the third by a 4500hp Rolls-Royce Clyde. In the event, the former engine was to be preferred for production aircraft. In overall configuration and armament the Wyvern TF Mk 2 closely resembled the Mk 1, although there were differences in detail, and the first flight of the Clyde-engined prototype was made on 18 January 1949, followed by the first with a Python on 22 March 1949.
Flight testing soon showed the need for modifications, noticeably to the tail unit with the progressive introduction of a larger tailplane, more fin area, dihedral on the tailplane and, eventually, finlets. Prolonged testing and development also proved necessary to achieve a satisfactory engine/propeller/throttle response system for the special demands of carrier landings, involving the two Python prototypes and most of 20 pre-series TF Mk 2s ordered in 1948 (together with a single W.38 Wyvern T Mk 3 two-seat training version).
The first pre-series TF Mk 2, with a Python 2, flew on 16 February 1950, and, in June that year, became the first British turboprop aircraft to engage in carrier deck landings, aboard HMS Illustrious. Carrying a belly torpedo and 16 RPs it was a single seat strike/intruder fighter.
The final seven pre-series aircraft were completed as Wyvern S Mk 4s, this being the designation of the definitive variant with all the handling and engine modifications, and the primary mission changed to strike. The S Mk 4 was powered by a Python 3 rated at 3670hp plus 535kg residual thrust.
The principal production model was the Wyvern S.Mk 4, 94 being built in the early to mid-1950s, and these were augmented by a number of Wyvern TFMk 2 aircraft modified to Wyvern S.Mk 4 standard. Deliveries to the first FAA squadron (No 813) began during 1953. In addition, a solitary Wyvern T.Mk. 3 trainer was also completed although no production orders were forthcoming.
Westland Wyvern S.4
In September 1954, 813 embarked with their Wyverns on HMS Albion for carrier-based service in the Mediterranean. The Wyvern soon showed a worrying habit for flameout on catapult launch; the high G forces resulting in fuel starvation. A number of aircraft were lost off Albion’s bows and Lt. B. D. Macfarlane made history when he successfully ejected from under water after his aircraft had ditched on launch and been cut in two by the carrier. 813 did not return to Albion until March 1955 when the problems had been resolved.
830 Squadron was re-equipped with new aircraft before embarking in HMS Eagle on April 19, 1956. These aircraft were still designated Wyvern S.Mk4 and differed slightly in external appearance. The modifications which were visible from external inspection were: (i) A modified cockpit canopy. This was the same shape as the previous canopy but it was a completely clear hood and did not have the metal bracing strut just aft of the pilot’s head. (ii) The airbrake was re-designed and this can be seen from an underside view of the aircraft. (iii) The folding wingtip facility was modded out.
Three other squadrons subsequently flew the Wyvern S Mk 4, front-line service continuing until March 1958. Operational use of the Wyvern during the Suez campaign in 1956 marked the only occasion on which British turboprop-powered aircraft saw combat use.
830 Squadron aircraft were flown ashore to Stretton and to Lee-on-Solent on January 3, 1957, and the squadron was officially disbanded from HMS Eagle in Devonport dockyard on January 5 1957.
Wyvern TF Mk 1 Max take-off weight: 9924 kg / 21879 lb Empty weight: 7005 kg / 15443 lb Wingspan: 13.42 m / 44 ft 0 in Length: 11.96 m / 39 ft 3 in Height: 4.72 m / 16 ft 6 in Wing area: 32.98 sq.m / 354.99 sq ft Max. speed: 734 km/h / 456 mph Ceiling: 9785 m / 32100 ft Range: 1908 km / 1186 miles
Wyvern S.Mk 4 Engine: one 4,110-eshp (3065-ekW) Armstrong Siddeley Python ASP3 turboprop Maximum speed 616 km/h (383 mph) at sea level Service ceiling 8535 m (28,000 ft) Range 1455 km (904 miles) with auxiliary fuel Weight empty 7080 kg (15,608 lb) MTOW 11113 kg (24,500 lb) Wing span 13,41 m (44 ft 0 in) Length 12.88 m (42 ft 3 in) Height 4.80 (15 ft9 in) Wing area 32.98 sq.m (355 sq ft) Armament: four 20-mm cannon Bombload: 1361 kg (3,000 lb)
The Westland Scout and Wasp originated in November 1957 when Saunders-Roe Ltd. began its design of a private venture for a Skeeter development and replacement. Two prototypes of the aircraft, then known as the Saro P.531 Sprite, were begun early in 1958, the first (G-APNU) flying on 20 July and the second (G-APNV) on 30 September 1958.
Several Skeeter components were used in their construction, including the tailboom, short-legged tricycle undercarriage and rotor blades (the P.531 having a 4-blade assembly). Both prototypes were powered by Blackburn-built Turmo 603 shaft turbines, derated to 325shp.
The fuselage is a conventional aluminium alloy stressed skin structure. Front section forms the cabin, fuel tank bays and aft compartment. Rear section is a tapered boom terminating in a fin which carries the tail rotor. Horizontal stabiliser of light-alloy construction mounted on starboard side of fin opposite tail rotor. Four-blade main rotor, with all-metal blades carried on fully articulated hub. Torsion blade suspension system. Two-blade tail rotor with metal blades. Rotors driven through steel shafting. Primary gearbox at rear of engine, secondary gearbox at base of pylon, angle gearbox at base of fin, tail rotor gearbox at top of fin. Main rotor/engine rpm 1:71. Tail rotor/engine rpm ratio 1:15.
Controls have main rotor hub has drag and flapping hinges. Rotor brake standard. Tail rotor has flapping hinge.
Landing gear is a non-retractable four-wheel type. All four wheels castor and are carried on Lockheed shock-absorber struts. All wheels and tubeless tyres are Dunlop, size 15 x 4.75-6.5, pressure 4.22kg/cm2. Dunlop dog clutch brakes. Flotation gear standard.
The engine is mounted above fuselage to rear of cabin. Fuel in three interconnected flexible tanks in fuselage below main rotor, with total capacity of 705 litres. Refuelling point on starboard side of decking. Oil capacity 7 litres.
Two seats side by side at front of cabin, with bench seat for three persons at rear. Four doors, by front and rear seats on each side of cabin. Rear seats removable for cargo carrying. Heater standard.
Systems include Delaney Galley/Westland 1 kW cabin heating and windscreen demisting system. Hydraulic system, pressure 73.9 bars, operating servo jacks for rotor head controls and rotor brake. No pneumatic system. 28V DC electrical supply from engine-driven generator. Limited supply by 15 or 23 Ah battery. Three-phase 115V 400Hz AC provided by inverter.
Wasp No.3 G-APVL pre-production – Nimbus powered
The first firm order for this general purpose helicopter came from the Army Air Corps, a pre-series batch of P.531-2 Mk.1’s basically similar to G-APVL being ordered in 1959. The first of these was flown on 4 August 1960, and in the following month an order for 66 of the P.531-2 Scout AH Mk.1 with 968shp Rolls-Royce Nimbus turbine engines (derated to 685shp) Army order was placed for the type as the Scout AH Mk.1. Delivered from spring 1963, these are 5-seaters with Nimbus 101 or 102 engines and skid landing gear. They replaced the Skeeter both at home and abroad and were employed for duties that include passenger or freight transport, liaison, search and rescue, and training. The Scout can also be used for casualty evacuation, carrying 2 stretchers inside the cabin and 2 more supported externally.
Up to the spring of 1968 about one hundred and fifty Scouts had been built, these including deliveries to the Royal Australian Navy (two for shipborne survey work), Royal Jordanian Air Force (three), and the police departments of Bahrain (two) and Uganda (two). King Hussein of Jordan had a Scout for his own personal use.
Another order was placed for 40 helicopters in September 1964.
The only Scout operator in 1993 was the British army. Thirty-eight active AH.Mk Is, with more in storage, remained in use with Nos 658 Sqn at Netheravon, 660 Sqn at Hong Kong and Brunei, and 666 Sqn (TA) at Middle Wallop.
Parallel development of the Wasp anti-submarine version took longer, due to exhaustive Naval trials carried out from November 1959 with a modified G-APNV and two specially-built P.531-0/N’s powered by Nimbus turbine engines, but were fitted with a long-stroke quadricycle wheel undercarriage as well as landing skids. The Wasp is designed to operate from platforms on the rear decks of frigates, primarily as an extension of the ship’s ability to attack submarines, but carrying no search gear. Three aircraft performed take-off and landing trials from the escort vessel HMS Undaunted in November 1959.
These were similar to the two original prototypes with Blackburn Turmo engine.
Wasp
Intended for ASW from frigates of the Tribal and Leander classes and similar vessels, it could carry one or two 122kg torpedoes or 250kg of depth charges. In September 1961, the type was ordered for the Royal Navy under the name Wasp HAS Mk.1 (the first flew on 28 October 1962 with a 968shp Nimbus engine derated to 710shp).
Production Wasps differ from the Scout in having the 710shp (derated) Nimbus 103 or 104 engine, long-stroke, fully-castoring wheel undercarriage (but no skids) and a half-tailplane at the top of the tail rotor pylon on the starboard side. (The Scout has a full tailplane below the tailboom.) The Wasp’s main rotor blades and its entire tail section can be folded for stowage on ship. A weapon load of some 244kg can be attached to the underside between the undercarriage legs; this may comprise two Mk.44 homing torpedoes or an equivalent weight of depth charges or bombs. Wasp deliveries began in 1963 after more than 200 test deck landings had been completed.
First Wasp HAS. Mk 1 for Royal Navy flew 28 October 1962, and entered service in October 1963. The first production machines were allocated to No.829 Squadron and deployed singly aboard the Royal Navy’s seven Tribal class and seven Leander class frigates. Other Wasps have been ordered by the navies of Brazil (three), the Netherlands (twelve), New Zealand (two) and South Africa (ten). Two Australian Scouts were ordered in 1964 and delivered on 20 March 1963.
In the anti surface vessel role the Wasp is autonomous, and though it has no radar it can steer the AS.12 wire guided missile under visual conditions over ranges up to 8 km (5 miles). Outboard it can carry a Mk46 torpedo or two depth charges or one of each as well as underwater sound signal grenades, both smoke and flame marine markers and night illumination flares. For the utility role a winch is fitted as well as a cargo hook.
Duties include SAR (search and rescue), liaison, VIP ferrying, casualty evacuation with two internally carried stretchers, ice reconnaissance and photography/survey. The cockpit is equipped for bad weather operation with auto stabilization, radar altimeter, beacon receivers, UHF radio and UHF homer, and in RN service limited EW provisions. The quadricycle landing gear has wheels that castor so that, while the machine can be rotated on deck, it cannot roll in any direction even in a rough sea. Sprag (locking) brakes are fitted to arrest all movement. The Wasp was replaced by the Lynx in the Royal Navy and Indonesia purchased ten second-hand aircraft from Holland (after refurbishment by Westland) when the latter’s navy replaced its Wasp fleet with the Westland Lynx. The Royal Navy received a total of 98 Wasps; the last was retired in 1988.
Nine ships operated Wasps during the Falklands War of 1982. Wasp HAS. Mk Is operated from eight ships in that campaign, all assigned to RN No. 829 Squadron. They flew almost 1,000 hours in 912 combat sorties during which they made no fewer than 3,627 deck landings. Most were used in reconnaissance and utility missions, though several operated in the casevac role. Three, two from HMS Endurance and one from the frigate HMS Plymouth, engaged the Argentine submarine Santa Fe and holed its conning tower with AS.12 missiles. A Scout pilot won the Distinguished Flying Cross in tho Falklands for flying under fire to rescue a severely injured soldier. Wasps flew in support of British expeditions in Antarctica and the Empire Test Pilot School at Boscombe Down flew a Scout in their ‘raspberry ripple’ colour scheme.
Scout AH-1 RAAF Engine: One 685 shp Bristol Siddeley Nimbus 102 turboshaft Rotor Span: 32 ft 3 in / 9.83 m Length: 30 ft 7 in / 9.3m Height: 8 ft 11 in / 2.64 m Empty weight: 3,084 lb Loaded weight: 5,300 lb Crew: 1 Initial Rate of Climb: 1,700 ft/min Ceiling: 15,400 ft Speed: 132 mph (max sea level), 122 mph (cruising) Range: 322 miles / 274 nm / 507 km Armament: Nil Seats: 6
Westland Wasp Engine: 1 x Bristol Siddeley Nimbus 101 turboshaft, 530kW Main rotor diameter: 9.83m Length with rotors turning: 12.29m Fuselage length: 9.24m Height: 3.43m Width: 2.64m Max take-off weight: 2495kg Empty weight: 1651kg Max speed: 193km/h Cruising speed: 177km/h Rate of climb: 7.3m/s Service ceiling: 3720m Range: 435km Normal load: two Mk 44 torpedo
Wasp Engine: 1 x Rolls-Royce/Bristol Nimbus 103 or 104 turboshaft, 783kW Maximum speed: 193km/h at sea level
Scout AH.Mk 1 Engine: 1 x 685 shp Rolls Royce Bristol Nimbus 101 or 102 turboshaft Width: 2.59m Loaded weight: 2405kg Empty weight: 1465kg Max speed: 211km/h Max cruising speed: 196km/h Max rate of climb: 8.5m/s Service ceiling: 4085m Range: 510km
Wasp HAS.1 Engine: RR Bristol Nimbus 503 turboshaft, 710 shp Crew: 2 Range: 180nm Cruise: 90 kt Armament: 2 x Mk 44 AS torpedoes or two AS.12 anti ship missiles Fuselage length: 9.3m (30 ft 4 in) No. blades: 4 Main rotor diameter: 9. 83 m (32 ft 3 in) Length overall 12.29 m (40 ft 4 in) Height 3.56 m (11 ft 8 in) Main rotor disc area 75.90 sq.m (816.86 sq ft) Maximum speed with weapons 193 km/h (120 mph) Cruising speed 177km/h (110mph) Range 435 km (270 miles) Empty weights: 1566 kg (3,452 lb) Maximum take off 2495 kg (5,500 lb)
Wasp HAS.1 Engine: RR Bristol Nimbus 503 turboshaft, 685 shp Main rotor diameter: 9. 83 m (32 ft 3 in) No. blades: 4 Fuselage length: 9.3m (30 ft 4 in) Height 3.56 m (11 ft 8 in) Main rotor disc area 75.90 sq.m (816.86 sq ft) Empty weights: 3139 lb Normal take off weight: 5,500 lb Fuel capacity: 155 Gal. Maximum speed SL: 138 mph Cruising speed: 132 mph Max range: 320 miles Wasp HAS.3
The only Westland fighter to achieve operational status with the RAF, the Whirlwind was designed in response to Specification F.37/35 for a “cannon fighter” armed with four 20mm guns. As the P.9, the Westland design emerged as a low-wing monoplane with two Rolls-Royce Peregrine I 12-cylinder liquid-cooled Vee engines, each rated at 885hp at 4575m. The four Hispano Mk I guns were grouped in the nose, the pilot enjoyed a good all-round view from a fully-enclosed cockpit in line with the wing trailing edge, and radiators were buried in the wing leading edges inboard of the nacelles. Construction was of metal throughout, with flush-riveted stressed skins, a novelty being the use of magnesium rather than aluminium sheet to cover the monocoque fuselage aft of the cockpit.
Two prototypes were ordered by the Air Ministry in February 1937, and the first of these flew on 11 October 1938. Despite delays in development and production of the Peregrine engine, two contracts were placed in 1939, each for 200 fighters as Whirlwind Is, and the first series aircraft (P6966) flew in June 1940.
In the event, production ended with 114 aircraft built, these serving with only two RAF squadrons (Nos 263 and 137). Armament problems and changing operational needs curtailed the usefulness of the Whirlwind, which was enhanced in late 1942 by the addition of a pair of wing racks to carry two 113kg or 227kg bombs. Operational use of the Westland fighter came to an end in November 1943.
Whirlwind I Engines: 2 x Rolls Royce Peregrine I, 873 hp Wingspan: 13.72 m / 45 ft 0 in Wing area: 23.22 sq.m / 249.94 sq ft Length: 9.83 m / 32 ft 3 in Height: 3.20 m / 11 ft 6 in Empty weight: 3699 kg / 7840 lb Max take-off weight: 4658 kg / 10,270 lb Max. speed: 313 kts / 579 km/h / 360 mph Landing speed: 80 mph ROC: 3000 fpm / 915 m/min Ceiling: 9150 m / 30000 ft Range: 1287 km / 800 miles Crew: 1 Armament: 4x 20mm Hispano Mk.1 MG, 60 rds each
Whirlwind IA Engines: 2 x Rolls Royce Peregrine I, 873 hp Wingspan: 13.72 m / 45 ft 0 in Wing area: 23.22 sq.m / 249.94 sq ft Length: 9.83 m / 32 ft 3 in Height: 3.20 m / 11 ft 6 in Max take-off weight: 5165 kg / 11387 lb Empty weight: 3770 kg / 8311 lb Max. speed: 313 kts / 579 km/h / 360 mph Landing speed: 80 mph Ceiling: 9150 m / 30000 ft Range: 1287 km / 800 miles Crew: 1 Armament: 4x 20mm MG Bombload: 454kg
In 1934, the British Air Ministry issued Specification A.39/34 for an army co-operation aircraft to replace the Hawker Hector. Initially, Hawker Aircraft, Avro and Bristol were invited to submit designs, but after some debate within the Ministry, a submission from Westland was invited as well. The Westland design, internally designated P.8, was the work of Arthur Davenport under the direction of W.E.W. (Teddy) Petter. It was Petter’s second aircraft design and he spent considerable time interviewing Royal Air Force pilots to find out what they wanted from such an aircraft. There was no clear idea of what the new aircraft needed to be able to do, and so in 1935 Petter spent some time with the army co-operation squadrons. Even there he found no consensus, but most pilots agreed that the most important requirements for the new aircraft were to be able to operate from small spaces, be able to fly at low speeds without stalling or losing control and that the pilot needed a clear forward view.
Davenport and Petter worked to design an aircraft around these features: the result was unconventional and looked, by its 15 June 1936 maiden flight, rather antiquated. However, it was also the first custom-designed army cooperation aircraft to be built for the RAF since the Armstrong Whitworth Atlas of the late 1920s.
With a distinctive high-set wing and small stub-wings attached to the main wheel struts to carry weapons/stores, despite its appearance, the Lysander was aerodynamically advanced with automatic wing slats, slotted flaps and a variable incidence tailplane. These refinements gave the Lysander a very low stalling speed. One of the original STOL (Short Take Off and Landing) designs, the Lysander could land and take off in the length of a football field.
The Lysander was a two seater, powered by a Bristol Mercury air-cooled radial engine, metal structured with top mounted wings and a fixed undercarriage inside large, streamlined spats. The wings had an unusual reverse taper towards the root, which gave the impression of a gull wing, although in fact the spars were perfectly straight. The wings were supported by V struts that linked to the undercarriage and had a girder type construction with a light wood frame around that to give the aerodynamic shape. The forward part was duralumin tube joined with brackets and plates, and the after part welded stainless steel tubes. Plates and brackets were cut from channel extrusions rather than forming from sheet steel. The front spar and lift struts were extrusions. The wing itself was fabric covered. The wheels were contained within streamlined spats, which also contained the forward firing guns. The spats also had mountings for small, removable stub wings that could be used to carry light bombs or supply canisters. Twelve small antipersonnel bombs could be carried under small stub-wings fitted to the spats.
Armament consisted of one 0.303 in Browning machine gun operated by the pilot, in each wheel spat, firing outside the propeller disc, and a free Browning in the rear cockpit.
Despite its appearance, the Lysander was aerodynamically advanced; it was equipped with automatic wing slats, slotted flaps and a variable incidence tailplane. These refinements gave the Lysander a stalling speed of only 65 mph (104 km/h, 56.5 knots). It also featured the largest Elektron alloy extrusion made at the time: a single piece inside the spats supporting the wheels. The Air Ministry requested two prototypes of the P.8.
The first prototype made its first taxiing test on 10 June 1936 and the first of two prototypes was flown initially on 15 June 1936 at Boscombe Down. The Air Ministry preferred the Lysander to the competing Bristol Type 148, quickly selecting the Westland aircraft for production, issuing a contract in September 1936. On 11 December 1936 Westland received a first order for 169 Lysanders. The first production aircraft appeared in March 1938, and were delivered to No. 16 squadron, at Old Sarum. This base was also the home of the School of Army Cooperation, another early recipient of the aircraft. Early aircraft were also sent to No. 5 Squadron in India for tropical trials. Like other British army air co-operation aircraft, it was given the name of a military leader; in this case, the Spartan General, Lysander.
The type began to enter service with No. 16 Squadron RAF in June 1938, and they were the first British aircraft to be based in France at the beginning of World War II and the last to see action in France during the evacuation from Dunkirk. Four Lysander squadrons moved to France during the phoney war period (Nos. 2, 4, 13 and 26). When the Germans attacked in May 1940, their armies were supported by swarms of Bf 109s. Allied fighters were overwhelmed. While the Fairey Battle was the most famous victim of this period, the four Lysander squadrons suffered very nearly as badly. Of 174 Lysanders sent to France, 88 were lost in aerial combat and 30 were destroyed on the ground. 120 crewmen were lost. Only 50 aircraft survived to return to Britain.
After the withdrawal from France Lysanders patrolled the coastal areas of south and east England at dawn and dusk as an anti-invasion reconnaissance measure. It was planned that in the event of an invasion the Lysanders would bomb and machine gun German troops on the beaches.
The majority of Lysander squadrons were actually formed after the fall of France, performing vital air-sea rescue duties. Its low speed allowed it to drop dinghies and supplies close to downed aircrew. The Lysander was also used for radar calibration and as target tugs. Of the (probably) 1,670 aircraft built, some 964 were Mk III aircraft, which first appeared in August 1940. The Lysander is most famous for its work with the Special Operations Executive. Two squadrons were formed to support the SOE, first No. 138 (Special Duties) squadron in August 1941 and then No. 161 (SD) squadron. These squadrons were given a mix of aircraft, including Hudsons, Whitleys and Halifaxes as well as the Lysander. The larger aircraft were used for parachute drops, either of agents or supplies. The aircraft’s exceptional short-field performance made possible clandestine missions behind enemy lines that placed or recovered agents, particularly in occupied France. For this role, the Mk IIIs were fitted with a fixed entry/exit ladder over the port side to hasten access to the rear cockpit and a large drop tank under the belly. In order to slip in unobtrusively, the Lysanders were painted matt black, and operations were often planned for moonless nights. Flying without any navigation equipment other than a map and compass, Lysanders would land on short strips of land, such as fields, marked out by four or five torches. They were only designed to carry one passenger in the rear cockpit, but in case of urgent necessity, two could be carried in extreme discomfort. The Lysander proved to be a success in this role and continued to undertake such duties until the liberation of France. Between August 1941, when No. 138 squadron began Lysander operations, and the end of 1944 when the fighting had moved out of France, the Lysanders made at least 400 sorties. No. 161 squadron along took 293 people into France and retrieved 500. The ‘Lizzie’ was also used for glider towing at 5 Glider training School (GTS), Shobdon, Hereford.
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.
The Lysander III was manufactured by National Steel Car Company at Malton (Toronto) under license from Westland Aircraft Corporation, England. In Canada, Lysander aircraft were chiefly used for target towing at training schools, limited navigational training, communications duty, search and rescue operations.
A Westland Lysander Mk.III Special Duty aircraft built to the specifications of the SOE (Special Operations Executive) featured a jettisonable fuel tank and a boarding ladder. The first pick-up operation was carried out on 4 September 1941 near Chateauroux 150 miles south of Paris, by Sqn.Ldr. John-Nesbitt-Dufort of 138 Squadron.
Lysander III
They also saw service in Burma, Egypt, Greece, India and Palestine.
1,372 Lysanders were built on a cottage industry basis in Britain. Parts were built by small firms and individuals and trucked to locations where they were assembled into components. These parts were taken to yet another location where they were assembled into an airplane. Canadian production of the Lysander began in Malton, Ontario in October 1938, with the first flight in August 1939. 225 were built there and another 104 Lysanders were shipped over from the U.K. Most of the world’s few surviving Lysanders are ex-RCAF.
After the outbreak of the Winter War, 17 Lysander aircraft were ordered from England on 8 Jan, 1940. The first 9 were shipped to Gothenburg, Sweden, on 24 Feb. 1940. These were assembled at the Götaverken factory in Torslanda and were flown to Finland between 21 March and 3 May. The rest of the order were flown directly from England to Finland, with 2 arriving on 8 March. One of these was damaged near Stavanger, Norway.
A destroyed Ilmavoimat Westland Lysander LY-124 on the island of Buoy, close to Stavanger, Norway
The remaining Lysanders from the order left England in early March and arrived in Finland on the 15th of the same month. The Lysanders that entered service remained in use until 1945, although some were lost in action.
Ilmavoimat Westland Lysander in service in the Winter War
Lysander Mk.II Engine: Bristol Perseus, 905 hp TO to 50ft: 245 yd Max speed: 230 mph Min speed: 55 mph
Lysander Mk.III Engine: Bristol Mercury XX, 870 hp / 649kW Wing Span: 50ft (15.24m) Length: 30ft 6in (9.3m) Height: 14ft 6in (4,42m) Wing area: 14.15 sq.m / 152.31 sq ft Empty weight: 1980 kg / 4365 lb Max TO wt: 5920 lb (2685 kg) Service ceiling: 6555 m / 21500 ft Range: 522 nm / 600 miles (970 km) Max level speed: 229 mph (369 kph). Stall speed: under 60 mph (96 km/h) Crew: 2 (Pilot and Observer) Armament: 2 x .303in / 7.7mm Browning machine-guns in wheel fairings / 2 x .303in / 7.7mm Lewis guns for observer Bombload: four 20 lb (9 kg) bombs under the rear fuselage / 500 lb (227 kg) of bombs on stub wings if fitted.
The Wapiti was a two-seat general-purpose biplane incorporating in its design several de Havilland D.H.9A component parts including wings as requested by the Air Ministry. The prototype first flew in March 1927 and the initial order for 25 production Mk I included one specially modified aircraft with a more luxurious rear cockpit for the Prince of Wales to fly in.
Mk I were powered by 313kW Bristol Jupiter VI engines, but subsequent Mk II and Mk IIA had 343kW Jupiter VI and 391.2kW Jupiter VIIIF or similar engines respectively.
The Mk.II switched to metal construction.
Small numbers of lengthened Wapiti V and unarmed Mk VI trainers brought total production for the RAF to 501; while the type was also adopted by Australia, South Africa (also built under licence), Canada, India and China.
An initial order for 38 for the RAAF was placed in October 1928 to replace DH.9s and DH.9As. These were delivered between April 1929 and March 1931. A further six ex-RAF Wapitis were purchased in 1937.
RAAF Wapiti
Wapiti Mk I Engine: 313kW Bristol Jupiter VI
Wapiti Mk II Engine: 343kW / 460 hp Jupiter VI
Wapiti Mk IIA Engine: 391.2kW Jupiter VIIIF Wingspan: 14.15 m / 46 ft 5 in Length: 9.65 m / 32 ft 8 in Height: 3.61 m / 12 ft 10 in Wing area: 43.48 sq.m / 468.01 sq ft Max take-off weight: 2449 kg / 5399 lb Empty weight: 1728 kg / 3810 lb Max. speed: 225 km/h / 140 mph Cruising speed: 96 kts / 177 km/h Service ceiling: 20600 ft / 6280 m Range: 853 km / 530 miles Armament: 2 x .303in / 7.7mm machine-guns Bombload: 263kg
The Weiss WM-21 Sólyom (English: Falcon) was a 1930s Hungarian light bomber and reconnaissance biplane developed by the Manfred Weiss company from the earlier WM-16 which was based on the Fokker C.V.
A single-engine biplane of mixed construction with fixed landing gear, the WM-21 was designed to replace the WM-16, which was considered unsuitable for operational service. The WM-21’s structure was strengthened, and the aircraft received a new, more efficient wing set. A tailskid was fitted to allow for shorter landing runs on grass airfields. The Sólyom was powered by a 870 hp (649 kW) Weiss WM-K-14A radial engine.
A total of 128 aircraft were built by three different factories, Manfred Weiss built 25, 43 by MAVAG in Budapest, and 60 by MWG, State Railcar (“Giora vagongiar”) in Gyor.
The first aircraft entered service in 1939 with short-range reconnaissance units, although active during the 1940 dispute with Romania their first active operational use was during the Axis invasion of Yugoslavia in August 1941. From June 1941 they were used to support Hungarian Army units in Ukraine and then against Soviet partisans. Around 80 aircraft were also transferred to duties as trainers, as they were removed from operational use, until 1945.
WM-21 Scouts participated in the conflict with Romania in August 1940, they even bombed one of the Romanian airfields. Since the beginning of 1941 WM-21 is gradually transferred to the “second line”, but they are still quite a lot left in the combat units. In April – May 1941, several squadrons of the aircraft involved in the invasion of Yugoslavia. After the outbreak of war with the Soviet Union on the German side they used the Hungarian army in the Ukraine, the Don, Stalingrad in 1941-43. The last case of their appearance on the eastern front was recorded in March 1943, near Kharkov. Later they served as training and used against guerrillas in the occupied areas of the USSR. WM-21B stopped producing in early 1942
WM-21 Engine: 1 × Weiss WM-K-14A, 650 kW (870 hp) Upper wingspan: 12.90 m (42 ft 4 in) Lower wingspan: 9.40 m (30 ft 10 in) Length: 9.64 m (31 ft 8 in) Height: 3.5 m (11 ft 6 in) Empty weight: 2,300 kg (5,071 lb) Gross weight: 3,400 kg (7,496 lb) Maximum speed: 320 km/h (199 mph; 173 kn) Range: 750 km (466 mi; 405 nmi) Guns: 3 x 7.9mm (0.31in) Gebauer machine-guns Bombs: 12 x 10kg (22lb) Anti-personnel bombs or 60 x 1kg (2.2 lb) incendiary bombs Crew: 2
WM-21B Engine: WM 14KB, 1030 hp Wingspan: 12.90 m Wing area: 30.40 sq.m Length: 9.64 m Height: 3.58 m Empty weight: 2300 kg Maximum take-off weight: 3500 kg Maximum speed: 380 km / h Cruising speed: 336 km / h Range: 700 km Service ceiling: 8500 m Crew: 2 Armament: three 7.9-mm Gebauer 34 M machine guns Bombload: 300 kg
In January 1934, the Imperial Japanese Navy had a requirement for a two-seat reconnaissance seaplane to be operated from its J-3 type submarines, and placed an order with Watanabe Ironworks for design and development of an aircraft to meet this requirement.
The E9W was a two-seat single-engine twin-float unequal-span seaplane designed to be easily dismantled for hangar stowage on a submarine, capable of being reassembled in two minutes 30 seconds and disassembled in one minute 30 seconds. It was armed with a 7.7 mm (0.303 in) machine gun operated by the observer.
The first of three prototypes flying in February 1935.
Following successful testing of one of the prototypes on the submarine I-5, an order for a production batch of 32 aircraft, designated E9W1, was placed. It was also built by Nakajima as the E9N1.
The aircraft entered service in 1938 with the Imperial Japanese Navy Air Service as the Navy Type 96 Small Reconnaissance Seaplane with the last being delivered in 1940. Although it was in the process of being replaced by the Yokosuka E14Y monoplane, it was still in front line service at the time of the Japanese attack on Pearl Harbor, remaining in service until July 1942, being used to direct their parent submarines onto Chinese ships attempting to pass the Japanese blockade of the South China Sea. The E9W1 was given the reporting name Slim in 1942 by the Allies of World War II.
E9W1 Engine: 1 × Hitachi Tempu II, 224 kW (300 hp) Wingspan: 9.91 m (32 ft 9½ in) Wing area: 23.51 sq.m (252.95 sq.ft) Length: 8.00 m (26 ft 3 in) Height: 3.71 m (12 ft 2 in) Empty weight: 882 kg (1,940 lb) Gross weight: 1,253 kg (2,756 lb) Maximum speed: 232 km/h (144 mph) Cruising speed: 148 km/h (92 mph) Range: 731 km (454 miles) Endurance: 4.9 hours Service ceiling: 6,740 m (22,100 ft) Crew: 2 (pilot, observer) Armament: 1 x 7.7mm (0.303in) machine gun
All Aero 