Ships Illustrated: British Aircraft Carriers of WW2 9781907426636

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COLLECTORS’ ARCHIVE

Early Jet Fighters

Cutaways and archive images

£7.95

When British jets ruled the skies

www.aeroplanemonthly.com

INTRODUCTION

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HIS LATEST EDITION of the Aeroplane Collectors’ Archive focuses on the heyday of British military aviation and looks at some of the myriad of jet designs that emerged in the immediate post-war years. Thanks to the inspired and persistent Frank Whittle, Britain emerged from World War Two with the potential to lead the world in jet-powered aircraft. Described by many as a ‘born engineer’ Whittle joined the RAF, and it was while writing a thesis during his studies at RAF Cranwell in 1930 that he came up with the fundamental concepts that led to the creation of the turbojet engine. He took out a patent on his design in 1930, but with a lack of governmental support he faced a long and painful route before his first engine ran in 1937. It would be another four years until the engine first flew, but it would ultimately become a world-beater. While the Gloster Meteor saw limited service during the war the jet was not to see its full potential unleashed until the post war years – and aircraft like this are featured in this publication. Envy of the World These were the days when the British manufacturing might was the envy of the world, and the nation’s aviation industry was both innovative and an export

phenomenon. Manufacturers such as de Havilland, Gloster, Hawker, Supermarine, Saunders Roe, Hunting, Percival and Folland were just a fraction of those working within the British Isles to create cutting edge jet-powered aeroplanes that continually pushed the boundaries of aerodynamic and propulsion technologies. Some of the ideas proved incredibly successful, with aircraft such as the Meteor and Vampire going down into the annals of history of aviation legends. Others, such as the Gloster E.1/44 and the Saunders Roe SR.A/1 were less successful… but they all played their part in making the nation’s aviation industry one of the most prolific on the globe. These aircraft represent the carefree era when manufacturers could experiment at will with a seemingly endless source of funds from the Cold War wary government. They are not the fastest jets made in Britain, nor are they the most technologically advanced, but they are the most characterful and innovative. By the time Duncan Sandys issued his infamous Defence White Paper in 1957 the industry had begun its terminal decline. Soon the independent manufacturers would join into conglomerates that stifled inventiveness and limited research and development funding.

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The aircraft featured within these pages may not be the best ever produced in Britain, but they are among the most loved and most missed. They truly are icons from the days when Britain ruled the skies. Archive The images that grace these pages have mostly been drawn from The Aeroplane archive of 40,000 five-inch glass-plate negatives and 50,000 35mm strips. These were taken by the staff photographers at Flight and The Aeroplane and many have rarely been seen in print. Some images were taken during visits to the manufacturer’s factory airfields and others were captured ‘on base’ during tours with active RAF squadrons. Many of the stunning air-to-air images were photographed during the then-annual Society of British Aerospace Companies (SBAC) airshow at Radlett and Farnborough, the plucky photographer hanging out of the back of a Blackburn Beverley, Avro Lancaster or Flight’s own de Havilland Dove. I hope you enjoy this compilation of classic early British jets. If these are ‘your’ sort of aeroplanes I hope you’ll also take a look at our Jets magazine, which features both military and civil aircraft from this era. Stephen Bridgewater Editor – Jets magazine

Image: Tim Skeet / TCAT Relatively few examples of the aircraft featured within this publication have survived into preservation. One of the two Gloster E.28/39s survives at the Science Museum in London, but none of the E.1/44s remain extant. One Saunders Roe SR/A.1 survives at the Solent Sky Museum in Southampton (on loan from the Imperial War Museum) and one Supermarine Attacker (out of 185 built) is on display at the Fleet Air

Arm Museum. Three of the 76 Supermarine Scimitars escaped the scrap man along with 36 of the 542 Hawker Sea Hawks built and ten of the 436 Gloster Javelins. Training aircraft have faired much better with 108 out of 449 Gnats (including Indian Ajeets) surviving and around 250 of the 741 Jet Provosts are still in existence. Approximately 400 of the 3,268 Vampires manufactured and around 200 of the 3,947 Meteors

built have survived, but in terms of airworthy aircraft the numbers are much lower. Around a dozen Vampires are still thought to be flown regularly and just five Meteors, including this 1949-built Gloster Meteor T.7 (WA591). This aircraft is the oldest airworthy British jet aeroplane in the world and is looked after by The Classic Aircraft Trust and based at Newquay, Cornwall.

Aeroplane Collectors’ Archive

Early Jet Fighters Editor Steve Bridgewater Production Manager Rebecca Gibbs • Proof reading Richard Freail • Scanning assistant Michael Hutchings • Design and image restoration Paul Sanderson Published by Kelsey Publishing Group, Cudham Tithe Barn, Berry’s Hill, Cudham, Kent TN16 3AG. Telephone 01959 541444 Fax 01959 541400 www.kelsey.co.uk Printed by William Gibbons & Sons Ltd., Willenhall, West Midlands. © 2013 all rights reserved. Reproduction in whole or in part is forbidden except with prior permission in writing from the publisher. The publisher cannot accept responsibility for errors in articles or advertisements. The views expressed are not necessarily those of the Editor or Publisher. ISBN 978-1-907426-63-6

Early Jet Fighters 6

GLOSTER E.28/39

The first British jet powered aeroplane – a true pioneer

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12 GLOSTER E1.44

The stillborn attempt to create a low-cost, single-engined jet fighter

16 GLOSTER METEOR

The only jet to see service in World War Two with the Allies

26 SAUNDERS ROE SR/A.1

Prototype jet-powered flying boat fighter

32 DE HAVILLAND VAMPIRE

The RAF’s second jet fighter and a sales phenomenon

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44 HAWKER SEA HAWK Hawker’s first jet served with the Fleet Air Arm as well as the navies of Germany, the Netherlands and India

56 SUPERMARINE ATTACKER The Royal Navy’s first jet fighter

64 GLOSTER JAVELIN

The ‘flying flat iron’ was last aeroplane to carry the famous Gloster name

74 SUPERMARINE SCIMITAR

Originally designed to operate from ‘rubber decks’ the Scimitar was the Navy’s first nuclear-capable aircraft

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84 HUNTING PERCIVAL JET PROVOST

Converted from the piston-powered Provost the JP introduced ‘all jet’ training to the RAF

92 FOLLAND GNAT

Designed as a lightweight, low-cost fighter the Gnat would go on to be famous as the mount of the Red Arrows

Contents

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Gloster E.28/39 Although officially designated the Gloster E.28/39, the first British jet-engined aeroplane to fly is often referred to simply, and justifiably, as the Gloster Pioneer. With development of Frank Whittle’s turbojet engine making steady progress the Air Ministry issued a specification in September 1939 for Gloster to design an aircraft to test this revolutionary powerplant. The E.28/39 (which was named as such because it was the 28th experimental specification issued by the Air Ministry in

Despite the novel features and lack of computing power George Carter got it right first time. The Gloster E.28/39 was uncomplicated, simple and pleasant to fly and provided the perfect platform for proving Whittle’s theories. Furthermore, during a testing career that lasted nearly four years it was able to accept engines capable of generating double the original thrust.

1939) came from the pen of Gloster’s chief designer, George Carter. He worked closely with Whittle to create a simple and conventional aeroplane and although the specification required the aircraft to carry two .303 Browning machine guns in each wing these were never fitted. Construction began at Brockworth near Gloucester, but was later moved to Regent Motors on Cheltenham High Street to reduce the risk of bomb damage. By April 1941 the first example (W4041)

was complete and ready for engine trials, initially with a non-flightworthy version of the Power Jets W.1 engine. The aircraft was then moved to RAF Cranwell, Lincs and on May 15 Gloster’s Chief Test Pilot, Flight Lieutenant Gerry Sayer, flew the aircraft under jet power for the first time. The second aircraft (W4046) did not fly until March 1943 but it wasn’t to enjoy a long career, being lost in July when the ailerons jammed causing Sqn Ldr Douglas Davie to bail out from 33,000ft.

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GLOSTER E.28/39

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The unpainted Gloster E.28/39 on the ground at Brockworth shortly after completion. The jet was initially fitted with a non-airworthy Power Jets W.1 engine, but did conduct ‘hops’ from the grass airfield at Brockworth prior to moving to Cranwell where the long runway was ideal for flight testing.

Power Jets Ltd was founded in 1936 and its WU engine was the first turbojet to run. The W.1 engine powered the Gloster E.28/39 on its maiden flight and was also the first jet engine built in the USA where, as the General Electric I-A, it powered the Bell P-59A Airacomet. The uprated W.2 was built by Rolls-Royce as the Welland, powering early versions of the Gloster Meteor.

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GLOSTER E.28/39

The engine was fed by air drawn through a circular nose intake, divided ahead of the cockpit and led down ‘D’ section ducts either side of the cockpit, through a mesh screen to the engine. During taxi trials Gerry Sayer criticised the aircraft’s initial acceleration. Whittle would also take the controls during taxi trials, but it was Sayer who was handling the aircraft when it left the ground in a series of short hops at Brockworth. He would also be at the helm for the maiden flight on May 15, 1941.

CREW: 1 LENGTH: 25ft 3in (7.75m) HEIGHT: 8ft 10in (2.70m) WINGSPAN: 29ft 0in (8.9m) WING AREA: 146sq ft (13.6m2) EMPTY WEIGHT: 2,886lb (1,309kg) MAX TAKE-OFF WEIGHT: 3,748lb (1,700kg) MAX SPEED: 330kts (380mph/608km/h) SERVICE CEILING: 32,000ft (9,755m) RANGE: 410 miles (656km) POWERPLANT: One Power Jets W1 turbojet (860lb/thrust) ARMAMENT: Nil FIRST FLIGHT: May 15, 1941

The E.28/39 was airborne after a take off run of just 700 yards and Sayer later described the engine as “quite smooth.” The first flight lasted just 17 minutes – but history had been made. Between May 25 and May 28 some 17 flights were undertaken at Cranwell. The aircraft was later trucked to Crabtree’s Garage in Cheltenham where the high lift wing was replaced with the high speed one.

GLOSTER E.28/39

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Two aircraft were ordered and serials W4041 and W4046 were allocated. The contract price was set at £18,500 per aircraft and the Air Ministry also agreed to the construction of two sets of wings, which enabled the initial tests to be made with a ‘high lift’ wing and later ones with a ‘high speed’ one. As it was feared that the short exhaust pipe might result in an unpredictable airflow, the long pipe design was adopted.

A jubilant Gerry Sayer gives the V for Victory sign from the cockpit of W4041. He continued as Chief Test Pilot until he was killed in October 1942 when the Hawker Typhoon he was flying was involved in a mid-air collision, after which his assistant, Michael Daunt, took over.

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In December 1942 the aircraft was transferred to RAE Farnborough and subsequently returned to Brockworth for further work. End-plate fins were fitted to the tailplane to improve stability and a 1,700lb thrust W2/500 engine was installed.

GLOSTER E.28/39

Test pilot Eric ‘Winkle’ Brown recalls the jet as “longitudinally unstable and marginally unstable both laterally and directionally, [which are] desirable attributes in a fighter.” He also notes the E.28/39 was “a very simple aircraft to fly.”

In 1946 W4041 was placed in the Science Museum in Central London, where it is exhibited today in the Flight Gallery, paying tribute to a group of true aviation pioneers. It is seen here being delivered to its permanent home.

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Gloster E.1/44 ‘Ace’ ALTHOUGH OFFICIALLY KNOWN as the ‘Ace’ the Gloster E.1/44 was dubbed the ‘Gormless’ by Gloster’s Chief Test Pilot, Bill Waterton. The project was initiated in order to try and create a single-engined alternative to the twin-jet Gloster Meteor. In the early 1940s jet engines were a rare commodity and it was felt a single-engined aircraft would make it easier to bring large numbers of aircraft into front line service. Initially designed as a tail-dragger with a highly-tapered wing and a T-tail, the fighter

was created to fulfil Air Ministry Specification E.5/42. Construction of two GA.1 prototypes began in late 1943, but the engine supply issues were soon resolved and the project canned. However, in 1944 the Air Ministry issued Specification E.1/44 for an experimental jet aircraft powered by the new Rolls-Royce Nene engine. Although Gloster’s design was not based on it’s original E.5/42 aircraft many of the lessons learned were incorporated into the

In characteristically blunt style Bill Waterton was distinctly unimpressed with the aircraft’s lack of power and poor flying characteristics, dubbing it the ‘Gormless’!

GLOSTER E.1/44

CREW: 1 LENGTH: 38ft 0in (11.59m) HEIGHT: 11ft 8in (3.56m) WINGSPAN: 36ft 0in (10.98m) WING AREA: 254sq ft (23.6m2) EMPTY WEIGHT: 8,260lb (3,755kg) MAX TAKE-OFF WEIGHT: 11,470lb (5,214kg) MAX SPEED: 539kts (620mph/998km/h) SERVICE CEILING: 44,000ft (13,400m) RANGE: 410 miles (656km) POWERPLANT: One Rolls-Royce Nene turbojet (5,000lb/thrust) ARMAMENT: Nil FIRST FLIGHT: March 9, 1948

GLOSTER E.1/44

new E.1/44 prototype, which won an order for four examples in late 1945. The new design was a midwinged monoplane with tricycle landing gear and a mid-set tailplane. Development was slow due to Gloster concentrating on the Meteor, and the first example was not completed until July 1947. It was subsequently destroyed in a road accident whilst being trucked to Boscombe Down for flight testing, and the second example did not fly until March 9, 1948. Only three examples were built and the last was scrapped by 1951.

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SM809 was the first E.1/44 aircraft to be built, but it was destined never to fly. It is seen here soon after completion and prior to painting. In mid 1947 it was destroyed in a road accident whilst being shipped to Boscombe Down for flight testing.

The first E.1/44 to fly was actually the second built. It made its maiden flight on March 9, 1948 with Gloster Chief Test Pilot Bill Waterton at the controls. Handling was initially poor and a new tail unit, with a high mounted tailplane, was subsequently fitted. TX145 is seen here in the original configuration.

The E.1/44 was designed specifically around the Rolls-Royce Nene engine. Although the aircraft was not a success the engine would go on to power aircraft such as the Hawker Sea Hawk and the Canadair CT-133 Silver Star.

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Poor handling was remedied somewhat by the fitting of a high mounted tailplane, but performance was still little better than that of the Meteor and the programme ceased in 1949. The revised tail design was, however, considered a success and was subsequently used on the Meteor from the F.8 variant onwards. Just three E.1/44s were built. SM809 was destroyed in a road accident before it could take to the skies, TX145 and TX148 were both used for test flying and the project was cancelled before TX150 could be completed.

Seen here with the original low-set tailplane the E.1/44 shows off its semi-circular air intakes ahead of the wing roots. The wings were, unusually for the era, skinned in stainless-steel.

GLOSTER E.1/44

1 Cabin ventilating pipe. 2 Electrical accumulators. 3 Radio. 4 Windscreen de-icing. 5 Electrically-operated hood. 6 Front fuselage fuel tank. 7 Air brakes. 8 Main fuel tank. 9 Auxiliaries gearbox. 10 Rolls-Royce Nene 1 gas turbine. 11 Rear fuselage fuel tanks.

12 Surface aerial. 13 Tail parachute. 14 Jet nozzle. 15 Elevator trim tab. 16 Hydraulic reservoir. 17 Dive recovery flap (port and starboard). 18 Engine air duct. 19 Boundary layer bleeder duct. 20 Electrical main panel. 21 Pneumatic air container.

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Gloster Meteor Designed to Specification F.9/40, before the Gloster-Whittle E.28/39 had even flown, the aircraft that would go on to become the Meteor was developed to capitalise on Frank Whittle’s pioneering jet engine work. Twelve prototypes were ordered in February 1941 and 300 production variants were procured in September, well over a year before the first aircraft flew.

Like the Gloster E.28/39 the new aeroplane was unsophisticated with a straight, un-swept wing and none of the aerodynamic advances being used by German designs such as the Messerschmitt Me 262. The development of the aircraft was actually completed before the promised Whittle W.2B engines were finished by manufacturer, Rover. In fact, such was the Ministry of Aircraft Production’s

Main image Heavily armed Meteor F.8 WA878 makes a low level flypast at Farnborough during the 1950 SBAC Airshow. The jet was delivered to the RAF as WA878 straight after the show but passed to the Belgian Air Force as EG-209 on November 30 of the same year. The Meteor crashed on November 4, 1952 when the pilot “ejected involuntarily over Remouchamps.”

concern over engine availability that both de Havilland and Metropolitan-Vickers were encouraged to develop their Halford H.1 and Metrovik F.2 units as insurance against further problems. Gloster was therefore asked to prepare prototypes to test these engines. Taxi trials began in July 1942 and when flight-worthy Halford H.1 centrifugal jet engines were delivered aircraft DG206 took to the skies for the first time on March 5, 1943. The two Rover-powered prototypes

GLOSTER METEOR

(DG205 and DG202) followed in the summer while in November DG203 made its first flight with Whittle Power Jets W.2s and DG204 received its Metrovik axial flow turbine engines. For production variants the W.2 engine was turned over to Rolls-Royce, who would build the jet under the Welland name. These were selected to power the early production Meteors, the first of which (EE120) made its first flight in January 1944 from Moreton Valance airfield.

The Meteor entered service with 616 Sqn at RAF Culmhead, Scotland in July 1944 and by the end of the month the unit had relocated to RAF Manston, Kent to do battle with the V1 flying bombs. By the time the squadron received the first Meteor III at the end of the year the aircraft had shed the puny Welland for the

Derwent, which was a more developed version of Whittle’s W.2B. The Gloster Meteor was the Allies’ first operational jet fighter and their only jet to see service during World War Two. It twice claimed the world air speed record and was an export phenomenon. Although it lacked the swept wing technology that would supersede it, the Meteor was developed into almost 20 variants and was to remain operational for many decades. It was a true pioneer.

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GLOSTER METEOR F.8

Left In July 1942 Gloster F.9/40 DG202/G became the first Meteor to move under its own power. Although it was fitted with a pair of Rover-built Whittle Powerjets W.2B engines these early versions produced just 1,000lb/thrust rather than the expected 1,800. Although this allowed taxi trials to begin – and the aeroplane did briefly ‘hop’ when it went over a bump – they were not powerful enough for flight-testing to begin. With doubts over the viability of the W.2B both de Havilland and Metropolitan-Vickers were encouraged to develop their own Halford H.1 and Metrovik F.2 jet engines units to provide some form of insurance. Gloster was therefore asked to prepare two F.9/40 prototypes to take the alternative engines.

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CREW 1 LENGTH 44ft 7in (13.59m) HEIGHT 13ft 0in (3.96m) WINGSPAN 37ft 2in (11.32m) WING AREA 350sq ft (32.52m2) EMPTY WEIGHT 10,684lb (4,846kg) MAX TAKE-OFF WEIGHT 15,700lbs (7,121kg) SERVICE CEILING 43,000ft (13,100m) MAX CRUISE SPEED 522kts (600mph/965km/h) FERRY RANGE 600 miles (965km) POWERPLANT Two Rolls-Royce Derwent 8 turbojets (3,500lb/thrust each) ARMAMENT Four 20mm Hispano cannons and provision for up to 16 x 60lb 3in rockets or two 1,000lb bombs. FIRST FLIGHT March 5, 1943 (F.9/40 Prototype) October 12, 1948 (Meteor F.8

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In November 1943 F.9/40 DG204 received its Metrovik F.2 engines and took to the skies. With their axial flow turbines they were more advanced than centrifugal units used by the other prototypes (see previous spread). This meant they produced more power, but they were also heavier and considered more temperamental. DG204 was lost with its pilot when the engines disintegrated in flight in April. The F.2 engine itself went on to be the basis of the Armstrong-Siddleley F2/4 Beryl and the F.9 Sapphire, which was used to power a number of post-war aircraft, amongst them the Gloster Javelin and the Hawker Hunter.

In early 1944 Test Pilot Eric ‘Winkle’ Brown became the first Royal Navy pilot to fly a jet. It was in this Meteor I, EE214/G, that he made that historic flight. Although the Meteor was by now in full-scale production the type was considered so secret that the registration had a ‘G’ suffix indicating the need for an armed guard to be posted to the aircraft at all times.

Such was the speed of development that only 20 Meteor Is were built and just 16 served with the RAF. The prototype (EE210) first flew on January 12, 1944 and was later sent to Muroc AFB in the USA in exchange for a Bell XP-59 Airacomet. Two of the three Mk I prototypes (EE211 & EE212) were delivered to the RAE at Farnborough for trials and design development and EE212 is seen here on a test flight. Just one Meteor II was built, this based on DG207 and powered by a pair of de Havilland Halford H.1 engines (later known as the Goblin). It did not enter production because its engines were allocated to the Vampire instead. The first Meteor was delivered to 616 Sqn Royal Auxiliary Air Force, based at Culmhead, Scotland in July 1944, but by the end of the month the squadron had re-located to Manston, Kent with its seven Meteors forming a front line of defence against the V1 flying bombs. The Meteor’s first kill was achieved on August 4 when Fg Off Dean downed a V1. He fired at the pulse-jet powered missile until his canon jammed and then used his wingtip to send it into a spin. Flying Officer J K Roger also shot down a V1 the same afternoon. By the end of the year the squadron had received its first Meteor IIIs, as seen here. The new variant had the Derwent engine as well as a sliding canopy and increased fuel capacity. By the end of January 1945 No 616 was operating from Belgium with a full complement of Meteor IIIs.

GLOSTER METEOR

In December 1946 the Air Ministry issued Air Staff Operational Requirement OR/238, which called for a “two-seat, dual control version” of the Meteor F.4. There is some conjecture as to whether Gloster had already decided to create a two-seat Meteor as a private venture, but the conversion work was soon underway. Two prototype T.7s were constructed, using F.4s EE530 and EE573 as the basis for the airframes, these becoming VW410 and VW411 respectively. Gloster also opted to convert its privately owned (and recently crashed) Meteor F.4 demonstrator G-AIDC into T.7 configuration; this became G-AKPK and first flew on March 19, 1948.

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The removal of the single-seater’s armament more than made up for the addition of a second seat, so much so that that the T.7 was almost 1,000lb lighter than the F.4. In their heyday Meteor T.7s equipped nine flying schools at the RAF airfields of Driffield, Finningley, Full Sutton, Merryfield, Middleton St George, Oakington, Tarrant Rushton, Weston Zoyland and Worksop. Operational Conversion Units at Bassingbourn, Chivenor, Leeming and Stadishall also operated the type. This trio of aircraft is aloft from Driffield in 1951 with VW416 nearest to the camera. This airframe was delivered to the RAF in July 1949 and was sold for scrap in March 1958.

Meteor F.8s and T.7s under construction at Gloster’s Brockworth factory. The aircraft were then flown from the small airstrip to nearby Moreton Valance for testing. The Meteor was built of modular construction techniques, enabling it to be modified as required. This construction technique also helped mass produce the Meteor ‘brand’ and some 3,947 (of all marks) were eventually produced.

Gloster Met

1 2 3 4 5 6 9 10 11

Cold air to cabin. Camera opening. Camera access door Retractable nose wheel Tension shock absorber. Pad hits 7 to raise door 8, on retraction. Jack. Armoured bulkhead. Rubber-cushioned ‘staples’ for snap catch in fuselage nose. 12 De-icing spray pipe. 13 Cabin pressure and heating pipe. 14 Three glass wedges locked by drawboard. No frame, clear view.

15 16 17 18 19 20 21 22 23 24

Throttle and brake controls. Lamp. Fuel balance winch. Elevator trim. Seat-raising lever. Elevator control runs. Hydraulic hand pump. Aileron control runs. Nose wheel housing. Sliding rudder pedals.

25 Two 20mm cannon each side. 26 Longeron. 27 Front fuselage cut to reveal main fore-andaft web 28 cut away to reveal front spar bulkhead 29. 30 31 32 33 34

Hydraulic fluid reservoir. Magazine door with full release. Bullet-proof glass rear-view windows. Pilot’s bulkhead (armoured on back). Dryer crystals in container (dries the air between glass layers of cellular top). Same applies to pilot’s front windscreen.

35 Screw-down clamp for top cover.

Meteor F.4

36 37 38 39 40 41 42 43 44 45 46 47

Fuel pipes to motors. Vent pipes. Rear tank door. Rear spar centre fuselage. Inter-coupler cables (air brake to air brake). (Flap to flap). Tank bearers. Cabin pressure supply pipe. Pneumatic system air containers (2). Manhole door and downward identification lamp. Rear fuselage longerons. Rudder controls. Rudder trim controls.

48 49 50 51 52 53 54 55 56 57 58 59 60

Elevator trim controls. Tailplane spar fix. Rear fairing. Rudder mass balance. Centre section nosing locating pegs. Undercarriage operating jack. Undercarriage side stay. Main wing spar. Engine mounting frame (top part detachable). Air brake hydraulic jack, spring loaded. Rear spar opens out into banjo frame. Rear engine mounting stabiliser. Outer plane root rib.

61 Fire extinguisher ring from extinguishers 62. 63 Auxuliary gearbox drives: vacuum pump and Dowty live-line pump (starboard), vacuum pump and generator (port). 64 Undercarriage door linkage. 65 Internal leading edges shroud auxiliary gearboxes. 66 Propelling nozzle. 67 Automatic servo tabs (aileron). 68 Aileron tab operating mechanism. 69 Aileron mass balance. 70 Aileron master hinge. 71 Outer-wing fix. A

Fuselage fixings.

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Despite its new power units, the Meteor lacked the aerodynamic advances being pioneered by German designs. Whereas the Messerschmitt Me 262 had swept wings the Meteor’s were straight. Both designs featured wing-mounted engines, but on the Meteor they were incorporated within the wing structure rather than slung beneath the wings.

Post-war it became apparent that the Meteor was capable of much higher performance if subjected to aerodynamic improvements and fitted with a more powerful engine. Fitting Derwent 5 engines (a smaller version of the Nene) to Meteor III EE360 enabled it to reach nearly 520kts and the airframe effectively became the prototype of the new F.4. The new type flew on May 17, 1945 and had 34in shorter wings than the F.3. It also had a stronger airframe, fully pressurised cockpit and could be fitted with a drop tank under each wing. Meteor F.4 EE590 is seen here at the Paris Airshow.

Main image One of the most unusual Meteor test-beds to fly was ex-616 Sqn Mk.I EE227. The aircraft was modified to house a pair of Trent prop-jet engines and on September 20, 1945 it became the first turboprop aeroplane to fly anywhere in the world. The Trent was a modified Derwent II, to which a gearbox and reduction gear were added powering a propeller. The engine’s output was 1,000lb/thrust plus 750shp. The aircraft also received a strengthened undercarriage, with an additional six inches ground clearance to accommodate Rotol’s 7ft 7in five-bladed propellers. Two small finlets were added to the tailplane, to counter directional instability caused by the propellers. EE227 was reportedly scrapped at RNAS Bramcote during June 1949, but alleged sightings have been reported as late as 1955.

As ever-improving jet fighters began to emerge from other manufacturers in the late 1940s, G decided to perform a radical redesign of the Meteor F.4 to keep it up to date. The resulting F.8 on to become the definitive Meteor production model and served the RAF as the primary singl In 1948 Meteor IIIs EE337 and EE387 were stripped of all unnecessary equipment and fighter until the introduction of the Hawker Hunter. The prototype, VT150, first flew on Octobe fitted with an arrester hook and strengthened undercarriage for trials by the Royal Navy. 1948 and featured a 30in longer fuselage, a Martin Baker ejector seat, a bubble canopy and up After a first landing aboard HMS Illustrious by Captain Eric Brown (in EE337) the two 3,600lb/thrust Derwent 8 engines. During testing it was found that when fuel and ammunitio Meteors were successfully flown onto HMS Implacable 32 times between April and June expended the aircraft would become unstable in pitch, so the aircraft was redesigned with a t 1948. In doing so they became the first British jets to operate from an aircraft carrier and that had been designed for the Gloster E.1/44. The Meteor F.8 shown here, WK987, was deliver only the second all-turbine aircraft to do so after the American McDonnell FH-1 Phantom. Sqn at RAF Duxford in July 1953 but was sold for scrap just five years later.

the late 1940s, Gloster The resulting F.8 would go the primary single-seat rst flew on October 12, ble canopy and uprated el and ammunition were designed with a taller tail K987, was delivered to 65

GLOSTER METEOR

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By late 1945 Britain had a distinct lead over the USA when it came to jet engine development and the Gloster Meteor was making a name for itself in frontline RAF squadrons. This was an obvious chance to steal a lead on the Americans and post a world speed record time that would take some time to better. Gloster provided a pair of specially honed Meteor F.4s, EE454 and EE455, which had been fitted with the latest Rolls-Royce Derwent engines. These were to be flown by Gloster’s Chief Test Pilot Eric Greenwood and Group Captain Hugh J ‘Willy’ Wilson from the RAF. On November 7, 1945 Wilson pushed the Meteor to 606.38mph, while on September 7, 1946 Teddy Donaldson eased the record upwards to 615.78mph in Meteor EE550. For the 1945 record attempt the jets were painted in a bright canary yellow scheme, as demonstrated by EE455 as it is towed across a muddy Herne Bay airfield by a Fordson E27N tractor.

The Meteor F.8 was considered the definitive Day Fighter version of the Meteor. Initial RAF deliveries began in August 1949 and the Meteor F.8 was the mainstay of RAF Fighter Command between 1950 and 1955. The aircraft was also a sales phenomenon with F.8s serving with the Belgian Air Force (240 airframes), Denmark, Syria Israel, Brazil and Australia among others. The variant saw service with the Royal Australian Air Force in Korea and in September 1955, two Israeli F.8s shot down Egyptian Vampires. A year later both Egyptian and Israeli Meteor F.8s served in the ground attack role in the 1956 Suez Crisis. In total more than 1,500 were built, including these examples in service with the RAF’s 43 ‘Fighting Cocks’ Sqn. The aircraft third from the bottom, WA984, is preserved today at the Tangmere Military Aviation Museum.

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Above The Meteor was not retired by the RAF until the 1970s, but it maintained a pair as historical artefacts for a while. Meteor T.7s WA669 and WF791 both took turns to fly alongside Vampire XH304 as part of the Vintage Pair team, but sadly WA669 (illustrated) and the Vampire were lost in a

More than 180 photo-reconnaissance versions of the Meteor were built for the RAF and overseas customers. Two prototype FR.5 variants were built in the late 1940s, but on March 23, 1950 the first of 126 FR.9s took to the skies from Moreton Valence. Based on the F.8, it was 8in longer with a new nose incorporating a camera and optically perfect window. The jet was also fitted with additional internal and external fuel tanks and entered service with 208 Sqn at Fayid, Egypt. The FR.9 also served with the RAF’s 2 Sqn at Bückeburg and 79 Sqn at Gutersloh as part of the 2nd Tactical Air Force in West Germany, and with 8 Sqn in Aden. The type served until 1961 and some were later sold on to countries such as Ecuador, Israel and Syria. Gloster also developed the unarmed PR.10 for high altitude missions and the first prototype flew on March 29, 1950. All the cannons were removed and two cameras in the rear fuselage joined the existing nose camera. Some 59 were built for the RAF before new missile technology removed the advantage of high flying photo-reconnaissance aeroplanes.

Right The Meteor airframe lent itself well to the Night Fighter concept as it offered a stable platform. Traditionally Night Fighters were two-seaters though, so with the advent of the T.7 Gloster’s saw the opportunity to create a nocturnal Meteor in response to Air Ministry specification F.44/46, calling for a two seat twin-engined allweather fighter. The fourth T.7 prototype (VW413) was modified into a proof of concept aircraft and the first true Meteor NF.11 made its maiden flight in May 1950. Production aircraft, all of which were manufactured by Armstrong Whitworth at Baginton Airport in Coventry, featured a blunt nose elongated to house the AI Mk 10 radar, and this displaced the four 20mm guns from the nose to the wings. Although based on the T.7, the NF.11 retained only its two-seat cockpit section and part of the forward fuselage. These were combined with an F.8-style tail unit, wider wingspan and a five-foot fuselage extension. The T.7’s canopy was retained and the cockpit was pressurised. The type entered service with 29 Sqn in May 1951 and was also used by the French, Danish and Belgian air arms.

fatal accident after colliding during a display at the Mildenhall Air Fete on May 25, 1986. Following the accident WF791 was retained as a singleton display aircraft, but two years later Flt Lt Peter Stacey was killed when the jet crashed during a display at Coventry Airport on May 30, 1988.

GLOSTER METEOR

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Rolls Royce RB.37 Derwent I engine

Left The modular structure of the Meteor made it ideal as a trials aircraft as ‘bits’ could be bolted on seemingly at will. Perhaps the most distinctive of the evaluation aircraft was WK935, which had been built as a standard F.8 in January 1951. A year later it was allotted to Armstrong Whitworth Aircraft and converted to undertake research into the possibilities of flying an aircraft from the prone position to increase ‘G’ tolerances. A specially built bubble-canopied cockpit was attached ahead of the nose wheel bulkhead where the pilot could lie on an adjustable foam rubber seat. A Meteor NF.12 tail was fitted to compensate for instability caused by the 52ft 6in fuselage length. It flew the first of an eventual 99 sorties on February 10, 1954, but the project was scrapped when it became evident that the difficulties of operating the flying controls far outweighed the advantages of sustaining higher G effects. Today the aircraft can be seen at the RAF Museum, Cosford. Right With 355 produced, the NF.11 was the most prolific Meteor night fighter variant, but subsequent versions incorporated aerodynamic refinements and equipment enhancements. The 100 NF.12s had the Derwent 9 engines and US-made AN/APS-21 radar while the 40 Derwent 8 powered NF.13s were designed as tropical night fighters for service with the RAF in the Middle East. The NF.13 also sold to Egypt, France, Israel and Syria. The first of 100 NF.14s flew in October 1953 and introduced the two-piece blown cockpit canopy and longer 51ft 4in fuselage. This NF.12, WS788, was built at Baginton in February 1954 and was initially issued to 152 Sqn at Wattisham. It later served with the 2 Air Navigation School at Thorney Island and 1 Sqn at Stradishall, where it was damaged in an accident. In January 1966, it was allocated for ground instructional use and in September 1969 moved to Patrington Radar Station on Spurn Head, as a static display aircraft. It subsequently moved to Leeming as the ‘Gate Guard’ and in 1991 joined the Yorkshire Air Museum at Elvington. Today the aircraft is displayed at the museum in its original 152 Sqn colours.

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Saunders-Roe SR.A/1 The SR.A/1 was inspired by the moderate success of Imperial Japanese Navy seaplane fighters in World War Two and, in principle at least, the advent of jet technology was ideally suited to water-born flying. Earlier seaplane fighters had been hampered by large floats needed to maintain propeller clearance, but Saunders-Roe designed an aircraft that was, in effect, a flying hull that could

sit lower in the water and also reduced the drag associated with floats. The project can be traced back to 1943 and after several redesigns three prototypes were ordered in May 1944. The first made its maiden flight on July 16, 1947 with Geoffrey Tyson at the controls and demonstrated good performance and handling. However, the need for a seaborne jet fighter had disappeared with the end of

Moored off the coast at East Cowes, Isle of Wight, the SR.A/1 demonstrates its nose-up attitude when at rest, and its fish-mouth intake. The oval air intake was divided just inside the nose – a separate supply feeding each Beryl engine – and was equipped with an extendable shield to guard against spray ingestion. The engines were fitted with individual exhausts set aft of each wing root, well away from the water and toed out 5 degrees to ensure the efflux cleared the hull.

the war in the Pacific and the development of the aircraft carrier provided a far more effective way to project airpower over the oceans. The project was suspended and the prototypes put into store in 1950. They saw a brief resurgence at the outbreak of the Korean War, but engine problems were to spell the end of the SR.A/1 in June 1951. Just three were built.

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SAUNDERS-ROE SR.A/1

SAUNDERSROE SR.A/1

Although the aircraft never received an official name, it was referred to by Saunders-Roe company workers as the ‘Squirt’. All three SR.A/1s were powered by a pair of Metropolitan-Vickers F.2/4 Beryl axial-flow turbojets which were slimmer than centrifugal engines, allowing them to be mounted in the lower hull while allowing sufficient access for maintenance.

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CREW: 1 LENGTH: 50ft 0in (14.24m) HEIGHT: 16ft 9in (5.11m) WINGSPAN: 46ft 0in (14.02m) WING AREA: 415sq ft (38.6m2) EMPTY WEIGHT: 11,262lb (5,108kg) MAX TAKE-OFF WEIGHT: 16,000lb (7,273kg) SERVICE CEILING: 48,000ft (14,600m) MAX CRUISE SPEED: 445kts (512mph / 824km/h) POWERPLANT: Two Metropolitan Vickers F.2/4 Beryl axial-flow turbojets (3,230lb–3,850lb/thrust each) ARMAMENT: Potential for four 20mm Hispano Mk 5 cannon, two 250lb, 500lb or 1,000lb bombs, two 200lb smoke floats, eight rocket projectiles or four rocket projectiles and two semi-filled 141gal slipper tanks. FIRST FLIGHT: July 16, 1947

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Geoffrey Tyson demonstrating his quick take-off routine in TG263 at Cowes. The SR.A/1 project was ultimately hampered by a lack of engines with Metrovick reverting to its pre-war work and the Beryl programme transferring to Armstrong Siddeley. The engine manufacturer discontinued the Beryl leaving just enough for three SR.A/1s and five spares.

The aircraft was famed for its aerobatic prowess. Here TG271 appears at the 1948 Farnborough SBAC Airshow, during which Geoffrey Tyson brought his highly aerobatic display to a climax with a low inverted pass over the runway, which instantly became the stuff of legend.

TG263 in its final form, fitted with a metal canopy and an acorn fairing at the junction of fin and tailplane.

SAUNDERS-ROE SR.A/1

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The sleek lines of the SR.A/1 are shown to good effect as TG263 is towed by a motor launch.

The SR.A/1 gets in on the show as the 140 tonne Saunders-Roe Princess flying boat is launched for the first time. Sadly neither aircraft enjoyed much success. By now the SR.A/1 was wearing ‘B’ conditions markings as ‘G-12-1’ and it was in these colours that it made its last public appearance when it landed on the Thames for the Festival of Britain in June 1951. Thankfully the aircraft was preserved and is currently on display at Southampton’s Solent Sky Museum.

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Above the clouds during a test flight, TG263 shows its smooth under surfaces for the camera. TG263 made its maiden flight on July 16, 1947 while TG267 flew on April 30, 1948 and TG271 on August 17. Engine power grew with each aircraft with TG263 fitted with 3,230lb/ thrust Beryls, while TG267 had uprated examples giving 3,500lb/thrust and TG271 employed fully-rated units of 3,850lb/thrust. The pressurised cockpit was positioned just ahead of the main spar and equipped with a MartinBaker ejector seat, the first delivered by the company to an aircraft manufacturer. An electricallyoperated double-walled Triplex canopy was fitted and the cockpit shielded with armour plating. Small mirrors were fitted so that the pilot could see the floats’ position and a toggle was provided to operate the water-rudder.

SAUNDERS-ROE SR.A/1

The third SR.A/1, TG271, was lost in an accident on August 12, 1949 when Lt Cdr Eric ‘Winkle’ Brown landed back at Cowes after a flight during which he achieved Mach 0.82 in a dive. After alighting, the SR.A/1 struck a floating object and violently turned over. Brown was plucked from the water, but the SR.A/1 quickly sank and despite searches was never found.

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de Havilland Vampire The de Havilland company already had a distinguished history in aircraft manufacture by the time World War Two erupted. With Mosquito production underway and all manner of other aircraft contracts in place it was perhaps surprising that the Air

When the programme was given priority status the DH.100 project was codenamed ‘Spider Crab.’ This title would stick with the aircraft for some time before de Havilland settled on the more appealing name ‘Vampire.’ Taxi trials with LZ548 began at Hatfield’s grass airfield on

Ministry awarded de Havilland a contract to create a jet engine capable of producing 2,500lb/thrust. Major Halford, de Havilland’s engine boffin since 1924, was fully briefed on Whittle’s revolutionary engine technology in 1941

August 24, 1943 with Geoffrey de Havilland Jnr at the controls. The jet – by now painted grey on top and silver underneath – was soon airborne on a series of ‘hops’ caused by the undulating grass surface. However it was discovered that the tail booms would often strike the ground

and soon set to developing the engine that would go on to become the Goblin. Simultaneous with the order to develop its own jet engine de Havilland also received Contract SB24539/C.23(a) to design and build three prototypes of its DH.100 jet. However, the company’s Hatfield factory which was already working at full-steam to produce Mosquitos for the war effort and as such the initial Halford H.1

when the aeroplane rotated so it was returned to the hangar to improve ground clearance. The work was completed swiftly and on September 20 it was time to fly the jet for real. The original tall tail fins are evident in this photograph.

DE HAVILLAND VAMPIRE

engines were ready before the first aeroplane was available to fly. Meanwhile, Gloster was having problems with the Power Jets / Rover engines provided for its Meteor prototype. With de Havilland having a serviceable engine but no aeroplane, and Gloster having an aeroplane but no engines the Ministry for Aircraft Production stepped in and made arrangements for the Meteor to be fitted

with Halford H.1 engines. On March 5, 1943 the Meteor became Britain’s first jet fighter to fly – fitted with engines made by its rival company! Had the DH.100 airframe been ready in time it could well have beaten the Meteor to this important milestone. The prototype Vampire flew on September 20, 1943 and although the

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first production versions arrived too late to see combat during the war, the type served with front line RAF squadrons until 1953 and continued in use as a trainer until 1966. The Vampire also served with many air forces worldwide, setting aviation firsts and records. Almost 3,300 Vampires were built, a quarter of them under licence in other countries.

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Above: TG278 was the fifth production Vampire F.1 and was radically modified by de Havilland in 1946, making its maiden flight on May 8 of the following year. Developed to test the 4,400lb Ghost engine and explore high altitude flight it had a metalised canopy and wingtip extensions that increased the span from 40ft to 48ft. On March 23, 1948 John Cunningham flew TG278 to 59,446ft to obtain the world altitude record. It was later modified to carry cameras as part of a proposal to create a photo reconnaissance version of the Vampire, but was eventually struck off charge in 1951.

DE HAVILLAND VAMPIRE FB.5

CREW: 1 LENGTH: 30ft 9in (9.37m) HEIGHT: 8ft 10in (2.69m) WINGSPAN: 38ft 0in (11.58m) WING AREA: 262sq ft (24.34m2) EMPTY WEIGHT: 7,283lb (3,304kg) MAX TAKE-OFF WEIGHT: 12,390lbs (5,620kg) SERVICE CEILING: 42,800ft (13,045m) MAX CRUISE SPEED: 476kts (548mph/882km/h) FERRY RANGE: 1,220 miles (1,960km) POWERPLANT: One de Havilland Goblin 3 centrifugal turbojet (3,350lb/thrust) ARMAMENT: Four 20 mm Mk 5 Hispano cannon plus eight 60lb rocket projectiles. Two 500lb bombs could be used if rockets not carried. FIRST FLIGHT: September 20, 1943 (Prototype) June 23, 1948 (FB.5)

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Vampire F.1 VF282 cruises high above the clouds during her time in service with 3 Sqn. The jet was delivered on September 10, 1946 and was later scrapped at 27MU at RAF Shawbury.

On September 13, 1946 Vampire F.1 TG285 displayed in front of the public at the Society of British Aircraft Constructors airshow at Radlett, Herts. The caption on the reverse of this original image states: “Britain’s latest civil and military aircraft were seen in flight at the Handley Page airfield, Radlett, Hertfordshire, in connection with an exhibition organised by the Society of British Aircraft Manufactures (sic) as part of a concerted export drive. The industry has set itself an export target of £16,000,000 a year for the next three years. Fifty-five aircraft types are on view, and the aviation products of 200 firms.” This aircraft was eventually passed to the Royal Navy for deck trials.

DE HAVILLAND VAMPIRE

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Left: The Vampire F.3 benefited from greater fuel capacity (including drop tanks) and a ‘blown’ canopy to improve visibility. The type entered service in February 1948 with CFS and 54 Sqn took delivery of its first examples in April. Just two months later it was to ably demonstrate the new variants range when it took six aircraft on a goodwill tour of the USA, beginning with the first jet-powered crossing of the Atlantic. This example, VF345, was delivered to 73 Sqn in August 1949, but was written off two months later on October 26 when it overshot the runway on landing at Bergamo, Italy.

Below: Sea Vampire F.20 VV149 cruises at altitude. The jet was delivered to the Royal Navy in February 1949 and was ultimately scrapped by J G Williamson & Co at Lossiemouth in January 1960.

The Royal Navy was among the first to see the potential of the Vampire and in 1947 it embarked on a series of deck landing trials using a flexible deck constructed from vulcanised rubber. Seen here two years earlier, on December 3, 1945, this Sea Vampire piloted by Captain Eric ‘Winkle’ Brown becomes the first jet aircraft to land on and take off from an aircraft carrier. Eric was also at the controls for the 1947 trials.

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Vampire TG441 from 501 (County of Gloucester) Sqn is readied for flight at Tangmere, West Sussex. The jet was written off as it attempted to take-off from the base on August 21, 1950, but the pilot survived. The accident is perhaps testimony to the fact that the underpowered early jets were tricky to handle.

Below Vampires and Chipmunks share the de Havilland production line at Hawarden, Chester on March 14, 1951. In the foreground is FB.52 HB762 which was destined for the Indian Air Force.

DE HAVILLAND VAMPIRE

The Vampire FB.5 and FB.9 became the standard ground attack variants for the RAF with 790 and 326 entering British service respectively. The strengthened wings were shortened in span by 2ft and the aircraft fitted with longer stroke undercarriage to absorb the associated higher landing speeds. The RAF had originally demanded that its ground attack variant be fitted with an ejection seat but de Havilland pointed out that the

cockpit was only 22 inches across at its widest part and fitting a ‘bang seat’ was impossible. The FB.5 soon found itself operating in far-off parts of the Empire in conditions far-removed from the British weather. It quickly became obvious that the lack of an air conditioning system was a major problem in the Middle and Far East, and the high temperatures also reduced the Goblin’s power to an extent. Climbing quickly from the sweltering tarmac dispersals to the

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cold air at altitude could also cause the glass canopies to crack in an alarming fashion. The FB.9 therefore had a single-skin canopy moulding (rather than the laminate originally used) and an air conditioning system was mounted in the starboard wing root. These three FB.9s are seen over Aden when in service with 8 Sqn in the mid-’50s. WL586, nearest the camera, was subsequently sold to the Lebanese Air Force in June 1958 to become L-167. Left “Squadron Scramble!” Pilots from 501 Sqn Royal Auxiliary Air Force rush to their Vampire F.1s at RAF Filton. The squadron had acquitted itself well during World War Two combating V-1 doodlebugs with the Hawker Tempest, but was disbanded at the end of hostilities. It reformed at Filton on the Vampire F.1 in May 1946 and would go on to operate the FB.5 and FB.9 variants before it was disbanded in March 1957 along with all the other Auxiliary units.

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By the end of the war the RAF’s night fighters had certainly proved their worth, with de Havilland’s Mosquito among the most capable of the breed. In 1949 the company realised that there would be a need to replace these piston powered nocturnal predators with a jet successor and thus the Vampire NF.10 was created as a private venture. Although based on the FB.5 airframe the new aircraft would need to be a twin seat machine to

offer the benefits of a navigator/radar operator. An adaption of the Mosquito’s side-by-side cockpit section was effectively grafted onto the front of the Vampire with an AL-10 radar set fitted in the nose. Dubbed the DH.113, and funded solely by de Havilland, the prototype quickly took shape and made its maiden flight at Hatfield on August 28, 1949. Unusually, despite being 300lb heavier than the FB.5 the two-seater was actually slightly

Above: By 1950 the Vampire was in service with air arms around the world and it became evident that there was a ‘gap in the market’ for an effective dual control trainer to teach the new generation of pilots in the nuances of jet flying. The two-seat NF.10 would form the basis for one of the most successful – and long lasting – Vampire variants, the DH.115 Vampire T.11. On November 15, 1950 the first DH.115 (G-5-7 – later to become WW456) took to the skies from Christchurch airfield with John Wilson at the controls for the 35-minute flight. The fin and rudder were subsequently modified to improve spin recovery characteristics but, apart from that, the aeroplane flew pretty much straight off the drawing board. The first examples were accepted into squadron service 60 years ago at RAF Valley in September 1952 and Vampire T.11s would remain in RAF service longer than any other Vampires. The last was not retired until December 1971.

faster, likely by virtue of its more streamlined nose section. Egypt quickly ordered examples of the aeroplane, but the sale was embargoed by the British government due to the political environment in Africa at the time. The blow was soon softened though when the RAF ordered the type as the NF.10. One hopes the pilot of WP233 was not dangerously blinded by the photographer’s flash as he flares to land his jet!

Above: A total of 3,268 Vampires were built in 15 versions and the type was used by some 31 air forces – in fact Germany, the Netherlands, Spain and the USA are the only major Western powers not to use the Vampire. In the mid-’50s the Royal Iraqi Air Force received 19 Vampires – including this T.55 – funded by the USA. After the 1958 revolution the King of Iraq was overthrown and the country established relationships with Warsaw Pact countries. As such the Vampires were replaced by MiG-17s, beginning in 1958.

DE HAVILLAND VAMPIRE

Initially there was little or no interest in the new higher performance Vampire from the Ministry of Supply, but de Havilland ploughed on regardless and re-engined the airframe with the 4,850lb/thrust Ghost – effectively doubling the power provided by the first Goblin. The new airframe would also benefit from a wing that had a swept leading edge and could carry a pair of 1,000lb bombs. Eventually redesignated the DH.112, the aircraft would go on to become the Venom. Here, the prototype (VV612) gets airborne in late 1949, prior to the type’s characteristic wingtip tanks being fitted.

The Venom was designed to carry a 78 Imp Gal fuel tank on each wing tip. It was a huge improvement over the Vampire and quickly established itself as being a better (and quicker) aircraft than the Gloster Meteor F.8. In fact the Venom’s performance excelled in all departments with manoeuvrability, rate of climb, ceiling and stability as a gun platform praised by all. VV613 was the second prototype and initially flew on July 23, 1950. It differed to VV612 only by virtue of the addition of wing fences to prevent tip stall at high angles of attack. Orders for the RAF were drastically cut back but 375 Venom FB.1s and 150 FB.4s would eventually enter service and see action in Aden, Cyprus, Malaya, Oman and Suez.

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de Havilland Vamp

1 2 3 4 5 6 7 8 9

Radar scanner Frequency unit Glycol tank for windscreen de-icing Two oxygen cylinders Scanner motor generator Nosewheel operating jack Adjustable rudder pedals Brake differential unit (operated from rudder pedal shaft) Instrument panel

10 11 12 13 14 15 16 17

Hydraulic hand-pump Throttle Frequency modulator Oxygen regulator for navigator Gun sight Seat lifting elastic cord Seat-raising handle Fold-back canopy pegged all round as 18 and released by handle 19 20 Emergency (hydraulically operated) canopy release jack

21 Harness release 22 Elevator 23 Aileron cables 24 Rudder cables 25 Wooden bulkhead carrries wing drag fitting 26, 27 and 28 Wing fixes 29 Motor air intakes (pass through firewall 30) 31 Hot-air bleed from engine compressor to cabin with intercooler (32) on bypass 33 Tubular cross tie between wing fixes, and engine mountings

ampire N.F. Mk10

34 Inspection door 35 Metal casing shrouds engine and jet pipe, and is lightly connected to wing rib 36 Light casing around jet pipe (part of the engine) 37 Fire extinguisher and spray ring 38 Aileron, rudder, elevator and trim cables run behind false spar 39 Slight indentation preserves airflow over wing (prevents fuselage airflow from breaking away and going round into duct)

40 41 42 43 44 45 46 47 48 49

Cooling air for cabin intercooler Undercarriage operating jack Undercarriage hinge Undercarriage wheel well Wheel door and leg fairing Air-brake operating jack Flap jack Flaps interconnecting rods Rudder linkage Elevator linkage

50 51 52 53 54

Tail-down bumpers (skid pads) Tail navigation lights Warm-air windscreen demister Ply jointing Cabin air discharge valve

A

Four engine pick-ups

de Havilland

Flame and airflows through engine

1 Airflow in through blower and up volutes at 2, around ports and into cans; divides into 3, 5, 6 and 7. 3 Air into burner mixes with fuel to give flame 4A. 4 Fuel supply; 4B connection to fuel pressure gauge.

5 Primary air through swirler to mix with flame. 6 Primary air through nose cap to mix with flame. 6A Primary air and flame between flame tubes via couplers. 7 Secondary air outside flame tube and entering later to mix with flame. 7A Secondary air between cans via couplers.

8 Secondary air along outside of flame tube to cool junction pipes. 9 Primary and secondary air and hot gas drives turbine and forms jet. 10 Four streams of air from air behind impellor led to cool back face of turbine rotor. 11 Hot blower air taken off volutes by elbow at 11A and passed back and around cold impellor casing, returning out through 12 as cooled air to cool rear bearing 13. 14 Similar circuit on opposite side of engine with cooling 14 alongside duct 11.

lland Goblin

15 Cooling air drawn over engine and down heat shield by venturi effect of jet. 16 Air into muff at starboard side and out (heated) on port side (hot air for heating services). 17 Cutaway reveals vertical drive shafts (between intakes) driving top and bottom accessories. 18 Air compressor. 19 Pressure cabin blower cut in and out by pilot. 20 Electric starter motor. 21 Fuel pump. 22 Front bearing.

23 Oversize white metal emergency bearing (in case of failure of 22). 24 Gearbox (couples drive 17 to main shaft). 25 Single-stage impellor runs anti-clockwise looking aft. 26 Shaft with balancing flats 26A. 27 Volutes. 28 Through bolts (waisted to thickness of volute blades 27). 29 Four through bolts 28 also form enginemounting pickups. 30 Air sealing plate seals off blower from centre casing (bolted to blower casing). 31 Centre casing picks up blower, turbine stator 32 and rear bearing 33. 32 Stator blades and casing. 33 Air-cooled rear bearing. 34 Junction pipes direct gases on to turbine blades.

35 Turbine rotor on shaft 26 and carried in bearing 33. 36 Bullet behind rotor-wheel forms reaction surface for jet. 37 Exhaust cone bolted to centre casing 31 via stator casing 32. 38 Two groups of four streamlined supports hold bullet in exhaust cone (air pipes 10 pass down one group). 39 Distance pieces between exhaust cone and heat shield provide gap for venturi effect. 40 Cowling support ring. 41 Stirrups carry ring 40 off blower casing. 42 Lifting eye. 43 Four faces at 90 degrees around blower casing to carry engine-mount trunnions (when required). 44 Swirler (in flame tube). 45 Three locating pegs register flame tube in can. 46 Blisters provide air gap. 47 Two sealing rings. 48 Barostat (part cut away to reveal pipes 11 and 12).

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Hawker Sea Hawk Sydney Camm’s design team at Hawker Aircraft Ltd were among the first to see the potential of the new engines and as early as 1944 had proposed a jet powered version of the Hawker Fury/Sea Fury fighter. The Rolls-Royce Nene was judged to have sufficient thrust to propel the large airframe and the new aircraft, designated P.1040 included a split tailpipe to reduce any thrust loss effects, which were a key problem with these early jet designs. The prototype, VP401, made its maiden flight on September 2, 1947 with Bill Humble at the controls and boasted a straight un-swept wing, but was unarmed and carried no military equipment. The second and third P.1040 prototypes were armed and benefited from folding wings and arrester hooks. VP413 first flew on September 3, 1948 and over the following summer the aircraft embarked on HMS Illustrious for deck operation trials. VP422 joined the test fleet on October 7, 1949 by which time Hawker had received a contract from the Royal Navy for 151 production aircraft, dubbed the Sea Hawk.

However, by the time deck trials were completed, Hawker Aircraft had received large-scale orders for Hunters for the RAF and it was clear the factory at Kingston lacked the capacity to build both types in sufficient quantity. Consequently, only 30 Sea Hawk F Mk. 1s were completed before development and production switched to Baginton Airport in Coventry where Armstrong Whitworth (AW) would produce the type under licence. The initial order included 116 groundattack Sea Hawk FB.3s and these machines had strengthened wings to carry a pair of 500lb bombs or mines. This lifting capacity was further improved with the FGA.4 version, which could carry four 500lb bombs or sixteen 3in rockets with 60lb warheads. By 1954 Rolls Royce had developed the Nene 103, capable of producing 5,400lb/ thrust. Over the next few years a large number of FB.3s and FGA.4s were reengined with this new powerplant at the RN Aircraft Yard at Fleetlands, emerging as FB.5s and FGA.6s respectively. In addition, a further 86 FGA.6s were built by AW, with the

The prototype Sea Hawk VP401. On August 1, the aircraft took part in the National Air Races at Elmdon (now Birmingham International Airport) and was flown by Sqn Ldr Trevor Wade to win the SBAC Challenge Cup. By then Hawker had received a contract for 151 production aircraft, which were given the name Sea Hawk.

first example (XE339) debuting on February 18, 1955. The Sea Hawk was not ready to see action in Korea, but was involved in the 1956 Suez Crisis when aircraft from HMS Albion (800 and 802 NAS), HMS Bulwark (804, 895 and 899 NAS) and HMS Eagle (810 and 897 NAS) flew attack missions against airfields and military targets within the Canal Zone. The aircraft also saw limited export success and served with the Marine Luchtvaartdienst (Netherlands Naval Aviation Service), West German Navy and the Indian Navy, the latter using its jets in the Indo-Pakistani Wars of 1965 and 1971. The Sea Hawk ended its Royal Navy frontline career in December 1960 and of the overseas operators, India kept its Sea Hawks flying the longest – the last retiring in 1983. Today just a single Sea Hawk remains airworthy with the Royal Navy Historic Flight at Yeovilton.

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HAWKER SEA HAWK

HAWKER SEA HAWK FGA.6

Hawker began construction of the prototype P.1040 during October 1945 as a private venture. Although the RAF felt it would not be a great improvement on the Gloster Meteor, Naval Staff became interested in its potential as a fleet support fighter. Specification N.7/46 was therefore issued in May 1946 and development continued, with the first aircraft becoming VP401. The jet began taxi trials in August 1947 and took to the skies on September 5. At this point the aeroplane was painted completely silver with the yellow ‘P’ markings to indicate its prototype status.

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CREW: 1 LENGTH: 39ft 8in (12.00m) HEIGHT: 8ft 8in (2.64m) WINGSPAN: 39ft 0in (11.89m) WING AREA: 278sq ft (25.830m2) EMPTY WEIGHT: 9,278lb (4,208kg) MAX TAKE-OFF WEIGHT: 16,150lbs (7,325kg) SERVICE CEILING: 44,500ft (13,564m) MAX CRUISE SPEED: 521kts (600mph/965km/h) FERRY RANGE: 480 miles (770km) POWERPLANT: One Rolls-Royce Nene 103 Turbojet (5,200lb/thrust) ARMAMENT: 4 x 20mm Hispano V cannon and six underwing pylons to carry combinations of up to 20 x 60lb unguided rockets, 16 x 127mm unguided rockets or four 500lb bombs FIRST FLIGHT: September 2, 1947 (P.1040 Prototype) February 18, 1955 (FGA.6)

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After testing, a number of modifications were carried out on VP401. These included replacing the original flat windscreen to improve forward vision and fitting an acorn fairing at the intersection of the fin and tailplane to help improve high-speed handling. VP401 made its first public appearance during the 1948 SBAC Show.

Right Hawker considered using swept-wing technology on the P.1040 design concept, but the plan was initially shelved. Later on the aircraft developed into the swept-wing P.1052 trials aircraft, two of which were built (VX272 and VX279). The P.1052 fuselage was similar to the P.1040, but its wing was swept by 35° at the leading-edge. VX272 first flew on November 19, 1948 piloted by Sqn Ldr Wade and on April 13 1949 he also took VX279 in to the air for the first time. The aircraft could reach 514kts at altitude, but the elevator control was considered heavy. Sadly, despite Hawker’s efforts to introduce the design as a naval fighter, the conservative Navy found the straightwing Sea Hawk extreme enough at the time.

In 1949 Armstrong Siddeley created the Snarler rocket, which produced 2,000lb/thrust through a mix of methanol, water and liquid oxygen (lox). The prototype P.1040 was modified to house the Snarler in its tail and the aircraft was re-designated as the P.1072. It first flew in its new form on November 16, 1950. Only a handful of rocket-powered flights were made, shared by Sqn Ldr Wade and Sqn Ldr Neville Duke, before the Snarler exploded in flight on January 19, 1951.

HAWKEr SEA HAWK

P.1040 VP422 joined the test fleet on October 7, 1949 by which time Hawker had received a contract from the Royal Navy for 151 production aircraft, dubbed the Sea Hawk. The production versions differed very little from the second and third P.1040 prototypes.

Right The second and third P.1040 prototypes (VP413 and VP422) received Rolls-Royce Nene 2 engines and four 20mm cannon each. VP413 first flew on September 3, 1948 and over the following summer the aircraft embarked on HMS Illustrious for deck operation trials.

The first production Sea Hawk F.1 flew in 1951 and entered service two years later with 806 NAS at Brawdy. The squadron soon embarked on HMS Eagle and a Sea Hawk is seen here recovering to the carrier during exercises in October 1957.

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Fleet Air Arm Sea Hawks saw extensive service during the Suez Crisis when Egypt nationalised the Suez Canal. The Anglo-French Operation Musketeer began on October 31, 1956 and six Sea Hawk squadrons took part: two each aboard the carriers HMS Eagle, HMS Albion and HMS Bulwark. Sea Hawk FB.3 WM693 served in Suez with 802 NAS when it was embarked on HMS Albion. Here she overflies the deck during a training exercise in the summer of 1954. The aeroplane was only months old at the time, having been delivered on June 29 of that year.

Sea Hawk FGA.6s were a mix of new-build aircraft and refurbished FGA.4s. The renovated aeroplanes had been re-engined with the 5,400lb/ thrust Nene 103 engine during refurbishment at the RN Aircraft Yard at Fleetlands. The FGA.6 had strengthened wings to carry up to four 500lb bombs or sixteen 3in rockets with 60lb warheads. Here, WV854 carries a combined load of two bombs and eight rockets. This aircraft was lost on September 25, 1957 when in service with 803 NAS aboard HMS Eagle. A fire erupted aboard the aeroplane due to a fuel leak, and the pilot ejected into the Atlantic Ocean off Angola.

HAWKER SEA HAWK

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The second P.1040 prototype (VP413) was the first of the breed to have folding wings and an arrester hook. Its naval prowess is displayed here as the aircraft taxies out for a display flight at the 1948 SBAC Airshow, the first such event to take place at Farnborough.

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Formation flying is tricky enough, but landing in formation is in a whole different league. These Sea Hawk FGA.4s from the 800 NAS display team perform one of their trademark touchdowns at RNAS Brawdy in September 1958. The ‘Red Devils’ team was formed in 1957 by 738 NAS and flew a five-ship of red-painted Sea Hawk FB.3s, but was disbanded at the end of the season. For the 1958 SBAC airshow 800 NAS took on the display mantle with seven standard-painted Sea Hawks, which were fitted with smoke systems.

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Sea Hawk FB.1 WF147 demonstrates the type’s diminutive size to good effect. WF147 was delivered to the Navy in August 1952 but was retired at Yeovilton as a ground instructional airframe just three years later.

The Sea Hawk first entered service with 703 NAS Service Trials Unit at Ford in 1952 and the initial operational unit was 806 ‘Ace of Diamonds’ Naval Air Squadron at RNAS Brawdy. Here, a four-ship of 806 NAS F.1s are seen at Gibraltar in March 1954. WM902 can be seen in the foreground alongside WM905, WF203 and WF164. All four had been scrapped by 1960.

HAWKEr SEA HAWK

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Sea Hawk FB.5 WM928 overflies HMS Eagle and its complement of Sea Hawks and Sea Venoms. WM928 was built at Baginton in 1954 and delivered to the Navy on June 1 of that year. She was embarked on HMS Eagle with 899 NAS during the Suez Crisis in 1956, but unlike so many of its brethren that were scrapped she was purchased by Armstrong Whitworth Aircraft at Coventry in 1961. Here she was refurbished and then sold to the Indian Navy.

Sea Hawk FGA.4 WV802 prepares for departure from the deck of HMS Eagle in May 1955. The aeroplane had been delivered to the Navy the previous October and would later be upgraded to FGA.6 standard with the 5,400lb/ thrust Nene 103 engine.

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Sea Hawk FB.3 WM963 overflies HMS Albion in September 1954. The FB.3 had strengthened wings to carry a pair of 500lb bombs or mines and some were later rebuilt with the Nene 103 and redesignated as the FB.5. The Sea Hawks were used for ground-attack, at which they excelled, causing immense damage to a variety of Egyptian targets. The military aspect of the Suez Campaign was a success, unlike the political disaster. All Allied forces were eventually withdrawn by 1957.

Right The Sea Hawk would prove a popular aerobatic mount and this group of FGA.4s from 800 NAS are seen rounding the top of a loop during a training sortie from RNAS Brawdy in 1958. The formation consists of XE386, XE462, XE365, XE342, WV805, WV794 and WV844. All of these aircraft were scrapped by the early 1960s with the exception of WV844, which passed to the Indian Navy as IN189, and XE462 (the lead aircraft) which was written off on September 1, 1958 near Blackbushe whilst practising a formation display for that year’s SBAC airshow at Farnborough. The pilot, Roger Dimmock, ejected after an engine failure and escaped unhurt.

Left West Germany took delivery of 34 Sea Hawk Mk.100s in the late 1950s. These were based on the FGA.6 airframe, but the tail was modified with a taller fin and rudder. Germany also received a further 34 Sea Hawk Mk.101s, these being long-range radar reconnaissance fighters fitted with Ekco Type 34 search radar equipment mounted on a wing pylon. The first German Sea Hawks entered service in February 1958 and the type was eventually replaced by the Lockheed F-104 Starfighter in 1965. Some 28 of the surviving aircraft were sold to an Italian company a year later, who in turn sold them to the Indian Navy.

HAWKEr SEA HAWK The Nene was fired by a cordite starter cartridge. Somewhere in the North Sea, this flight of fighters aboard HMS Eagle is preparing to scramble to intercept an ‘enemy’ strike during NATO’s Exercise Sea Enterprise in 1955.

Today just one Sea Hawk remains flyable. WV908 was built for the Royal Navy as an FGA.4 in 1955 and entered service with 807 NAS at Brawdy. In 1957 it was upgraded to the FGA.6 standard and moved to 806 NAS and then 738 NAS at Lossiemouth before becoming a ground instructional airframe. In 1976 a team of volunteers began the job of restoring her to fly and she took to the skies again two years later. In 1982 she was presented to the Royal Navy Historic Flight at Yeovilton and has remained with the flight ever since.

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Supermarine Attacker The Supermarine Attacker was the Royal Navy’s first jet aeroplane and traces its ancestry back to the Supermarine Spiteful piston-powered fighter that was designed as a replacement for the Spitfire. While the Spiteful itself was not the success its designers hoped for, its advanced laminar flow wing would form the basis for a jet. Initially dubbed the ‘Jet Spiteful’, the RollsRoyce Nene-powered aircraft was designed around Air Ministry Specification E.10/44 and made its maiden flight on July 27, 1946 with Jeffrey Quill at the controls. Performance of the prototype (TS409) was found to be only comparable with the Meteor and Vampire already in service, so the Air Ministry rejected the type. However, the Admiralty expressed an interest in the design as a naval fighter and issued Specification E.1/45 around it. The first navalised prototype (TS413) took to the skies on June 17, 1947 flown by test pilot Mike Lithgow and the Fleet Air Arm ordered the type into production in November 1949. The F.1 variant entered service with 800 NAS in August 1951, by which time the jets had gained four 20mm Hispano V cannons. The Attacker had a brief career with the Fleet Air Arm and was not used in anger. It was replaced in front-line service by the Hawker Sea Hawk in 1954, but remained with the Royal Naval Volunteer Reserves (RNVR) until early 1957.

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A trio of Attacker F.1s formate for the cameras in 1951 with WA494 and WA473 closest to the camera. The former was delivered in July 1951 and was written off in March of the following year, whereas the latter would become the sole survivor and go on display at the Fleet Air Arm Museum.

The prototype Attacker, TS409, is seen in its original straight-tailed configuration. The fin was later modified with a dorsal extension to aid stability.

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SUPERMARINE ATTACKER F.1

TS409 soon became involved with record-breaking and racing flights. On February 26, 1948 Mike Lithgow raised the 100km record to 560.634mph (487kts) and the following day to 564.882mph (491kts). In July 1950 Lithgow won the SBAC Challenge Cup with TS409 at an average speed of 454kts; the aircraft is seen here at Sherburn-in-Elmet airfield in its race markings.

CREW: 1 LENGTH: 37ft 6in (11.43m) HEIGHT: 9ft 11in (3.02m) WINGSPAN: 36ft 11in (11.25m) WING AREA: 226sq ft (21.0m2) EMPTY WEIGHT: 8,434lb (3,826kg) MAX TAKE-OFF WEIGHT: 12,211lbs (5,539kg) SERVICE CEILING: 45,000ft (13,716m) MAX CRUISE SPEED: 513kts (590mph/950km/h) FERRY RANGE: 590 miles (950km) POWERPLANT: One Rolls-Royce Nene turbojet (5,000lb/thrust) ARMAMENT: Four 20mm Mk 5 Hispano cannon plus eight 60lb rocket projectiles and four 300lb rocket projectiles. Two 1,000lb bombs could be used if rockets not carried. FIRST FLIGHT: July 27, 1946 (Prototype) August 25, 1951 (FB.1)

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TS409 during a test-flight without the dorsal fin extension. Early in the test flying programme it was noticed that the jet pipe exhaust’s attitude damaged the ground. It was not possible to lengthen the tailwheel assembly so an extension pipe was fitted and angled slightly upwards to deflect the efflux away from the ground. Left Fleet Air Arm and Pakistani Air Force Attackers in production side-byside at Supermarine’s Chilbolton factory. By the time production had finished 185 Attackers had been produced, including three prototypes. The second prototype Attacker, TS413, during initial deck trials aboard HMS Illustrious, October 1947. The airframe first flew on June 17, 1947 and carried out more than 30 ‘dummy’ deck landings before commencing deck trials.

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Attacker FB.1 WA497 was delivered to the Royal Navy on January 8, 1951 and entered service with 890 NAS at Yeovilton as ‘147J’. It would later join 736 Naval Air Training Squadron at RNAS Lossiemouth as ‘144’, but on September 14, 1952 it was written off aboard HMS Eagle when it hit the barrier on landing. The wreck was sold for scrap.

A typical mixed fleet onboard a Royal Navy carrier in the 1950s. Seen here are Attackers, de Havilland Sea Hornets, Douglas Skyraiders and a Grumman Avenger.

Attacker FB.1 WA531 was delivered to the Royal Navy on January 7, 1952 and initially entered service with 800 NAS at RNAS Ford as ‘102J’. She later flew with 738 NAS at Culdrose (as ‘152LM’) and 771 NAS at Lee-on-Solent (as ‘020BY’) before joining the Fleet Requirements Unit, at Hurn. She was finally withdrawn from use at RNAS Abbotsinch in February 1957 and sold for scrap. Attacker FB.2 WP284 was built for the Navy on February 2, 1953 and joined 800 NAS at Ford before ‘retiring’ to serve with 1832 Naval Reserves Air Squadron at RAF Benson. She was eventually scrapped in July 1956.

Superm

Engine air

1 2 3 4 5 6 7 8 9 10 11 12

Nose cap. Lead balance-weight. Front pressure bulkhead. Silica-gel unit. Inverters. Batteries. Radio. Receiver aerial. Transmitter aerial. Voltage regulator and electric accessories. Starter-relays box. Air-drying cells for curved windscreen, side panels and hood.

Pressure cockpit 12a Line of curved windscreen and flat armoured glass. 13 Unpressurised controls tunnel running back to plenum chamber. 14 Sealing glands for rudder bars, stick and aileron. 15 Rear bulkhead with aroured door 16 shown cut away to reveal hydraulics, pneumatics and fuel tank plumbing 17. 18 Pressure control valve. 19 Servicing hatch.

20 Intake between cabin side 21 and outer wall 22. 21 Cabin side cut away to lay bare pressure bulkhead 15. 23 Twin air trunks. 24 Bellmouth into plenum chamber 25. 26 Inflatable seals off the pressurising lines. 27 External cooling air (engine bay air bleed). 28 Drain trough (which permits wet-start fuel to drain via flexible pipe into collection tank beneath). 29 Engine-bearing cooling air duct. 30 Plain (air-sleeved) jet pipe. 31 Boundary-layer air bled off and discharged at 32. 32 Strong diaphragm structure carries spar beams and pickups 34 and contains fuel tank space 39 between itself and 24. 35 Drop-tank catch. 36 Engine front attachment strut. 37 Engine main trunnions. 38 Crash strut.

permarine Attacker

39 40 41 42 43 44 45

Fuel tank space and filler. Control cable duct. Spray ring and some of the fire detectors. Jet tube assembly rail and supporting screw. Elevator control runs. Elevator link across jet pipe. Elevator hand trim tab (plus spring tab on port). 46 Electric spring tab (rudder). 47 Rudder control runs.

Wing 48 Main and auxiliary spars. 49 Nose section and butt strap.

50 Flap operating jack (one to each flap). 51 Flap and spoiler interconnector. 52 Spoiler linkage from jack in plenum chamber. 53 Aileron control from cables along 13 with spring tab 54. 55 Aileron electric trim tab (port side only). 56 Outer section hinges. 57 Shear pin. 58 Aileron spigot.

59 Wing-folding jack first slides sleeve off claw 60, then raises wing. 61 Undercarriage leg with extension limit strut 62. 63 Wheel housing. 64 Door and operating jack. 65 Cannon passes through undercarriage spindle. 66 Gun heating trunk.

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803 NAS at Ford received its first Attackers in November 1951 and would go on to operate aboard HMS Eagle, HMS Albion and HMS Centaur. Here a pair of 803 NAS aircraft and their crew enjoy a layover in Gibraltar with WK326 in the foreground. Built as an FB.2 in June 1952 WK326 had a typically short service life and was sold as scrap at Lossiemouth in March 1958. The FB.2 was an updated fighter-bomber variant powered by the Nene 102 and all 84 were built at South Marston.

A four-ship of Attackers taxi back in at Chilbolton in 1951.

A pair of Atta mechanism a Attacker F.1 e doing so beco fighter. The f HMS

SUPERMARINE ATTACKER

Between 1952 and 1953, 36 Attackers were supplied to the Royal Pakistan Air Force. The type was retired in the 1960s and is not thought to have seen combat. Here an RPAF Supermarine Attacker Squadron Commander readies his aircraft for take off.

A Royal Pakistan Air Force Attacker (R4032) makes a missed approach showing to great effect the straight, laminar flow wing inherited from the Supermarine Spiteful. R4032 was built and test flown in the UK as G-15-208 before transferring to the RPAF in April 1953 where it served with 11 Arrows Squadron, at RPAF Station Drigh Road. 

Attacker F.1 WA493 aboard HMS Eagle in early 1952. The aircraft was delivered to the Navy on August 16, 1951 and flew with 800 NAS and 890 NAS as ‘106J.’ It crashed on May 13, 1952 following an in-flight fire.

A pair of Attackers demonstrate their wing-folding mechanism aboard HMS Eagle in 1952. In August 1951 the Attacker F.1 entered service with 800 NAS at RNAS Ford, in doing so becoming the Royal Navy’s first operational jet fighter. The following March the squadron embarked in Eagle for training for the first time.

Civilian contractor Airwork, which ran the Navy’s Fleet Requirements Unit, also flew the type from Hurn, St Davids and later Brawdy between November 1955 and July 1957.

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Gloster Javelin When the Air Ministry issued Specification F.4/48 (OR.227) in the late 1940s for a two-seat, twin-engined night/allweather fighter to replace the Vampire and Meteor it soon became apparent that the competition would be a two horse race between the de Havilland DH.110 and the Gloster GA.5. Both designs were advanced and technically innovative for their day and this resulted in both being procured for service.

The DH.110 became the Sea Vixen for the Royal Navy while the GA.5 became the Javelin for the RAF. To meet the specification, Gloster opted for a delta wing design with a T-tail and a broad fuselage capable of carrying a pair of 8,000lb/thrust Bristol Siddeley Sapphire Sa.6 engines. The jet was designed around an AI.17 radar unit and carried four 30mm Aden cannons and up to four missiles.

The GA.5 prototype took to the skies on November 26, 1951 and became the world’s first twin-engined delta-wing fighter. Gloster Chief Test Pilot Sqn Ldr W A ‘Bill’ Waterton was at the controls for the first flight, but the prototype suffered heavy buffet and flutter at high speeds from the onset. So much so that the elevators were ripped off on June 29, 1952. Waterton managed to land the crippled jet and, despite the GA.5 catching fire, he

GLOSTER JAVELIN

succeeded in removing the flight recorder. This earned him the George Medal. Trials continued with the second prototype, WD808, but progress was slow and the first Javelin FAW.1s did not enter service until February 1956. These were followed by the FAW.2, which incorporated new radar, but the type was still blighted by a deep stall trait. The FAW.4 therefore boasted a hydraulic all-moving tailplane to give more powerful elevator control. Vortex

generators were also fitted to help disrupt dead air at low speeds, thus helping to prevent the early onset of a stall. The FAW.5 introduced a new wing which could carry an additional 250 Imp Gal of fuel, but the FAW.7 saw perhaps the biggest improvement in performance thanks to the addition of 11,000lb/thrust Sapphire 7 engines and the ability to carry four Firestreak missiles. Only 47 of the FAW.8 variant were built,

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these having reheat to provide 12,390lb/ thrust per engine, but this could not be employed below 20,000ft due to fuel pump problems. From 1960 onwards, 76 of the FAW.7 variants were later upgraded to FAW.9 standard with reheated engines, an autopilot and longer jet pipes. At its peak, the Javelin was operated by 14 squadrons throughout the UK and the Far East, but it was retired by 1967 after just over a decade in service.

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GLOSTER JAVELIN FAW.9

CREW: 2 LENGTH: 56ft 9in (17.15m) HEIGHT: 16ft 0in (4.88m) WINGSPAN: 52ft 0in (15.85m) WING AREA: 927sq ft (86.00m2) EMPTY WEIGHT: 24,000lb (10,886kg) MAX TAKE-OFF WEIGHT: 43,165lbs (19,580kg) SERVICE CEILING: 52,800ft (15,865m) MAX CRUISE SPEED: 610kts (710mph/1,140km/h) FERRY RANGE: 954 miles (1,530km) POWERPLANT: Two Armstrong Siddeley Sapphire 7R turbojets (12,300lb/thrust each) ARMAMENT: 4 x 30mm Aden cannon and four Firestreak missiles FIRST FLIGHT: November 26, 1951 (GA.5 Prototype)

A Javelin FAW.6, of which only 33 were built, the first of them joining 89 Sqn at RAF Stradishall in October 1957. The jets differed very little from the FAW.5, the main variation being the replacement of the AI.17 radar with an AI.22 unit based on the American Westinghouse AN/APQ-43. This was originally mooted for all Javelin variants because of teething troubles with the AI.17, but the original unit eventually settled down to become a reliable radar platform. XA815, seen here in the markings of 89 Sqn, first flew on January 15, 1957 and was later scrapped at 27MU at RAF Shawbury.

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The first GA.5, WD804, was lost in an accident on June 29, 1952, but two months later WD808 joined the flight test programme. This aeroplane was also beset with buffet and flutter issues. It flew very little for the remainder of the year while the boffins at Gloster’s tried to find solutions. WD808 was also lost in a tragic accident on June 11, 1953 when it succumbed to the deep-stall problem that would remain with the Javelin throughout its life. The pilot, Peter Lawrence, was lost in the accident.

The pace of test flying began to quicken in 1953 with the arrival of the third prototype, WT827. This completed its maiden flight on March 7, 1953 and was the first to be fitted with Aden guns. It spent most of its time flying trials with different types of radar.

WT830 was the fourth prototype and first flew in January 1954. Although it lacked guns and radar it incorporated a number of improvements, including powered ailerons, and eventually passed to the Aircraft & Armaments Experimental Establishment at Boscombe Down for evaluation.

Right The fifth and final prototype, WT836, joined the flying programme on July 20, 1954 and after trials work was transferred to RAF Cosford for ground instructional use. Sadly, it was scrapped in March 1964. WT836 is seen here landing with large ‘barn door’ flaps shown to great effect. The large wing area could also be used for ‘aerodynamic braking’ to land the Javelin in a relatively short space.

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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

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Dielectric nose. Scanner. Gyro gunsight. Pilot’s ejection seat. Twin sliding hoods. Radar operator’s ejection seat. Tailplane feel simulator. Feel simulator pressure heads. Top airbrake. Rudder Servodyne. Tailplane power control unit. Movable tailplane. Aileron Servodyne. 30mm Aden guns. Ammunition bays. Mainwheel unit. IPN fuel tank. Cabin primapry cooler. Armstrong Siddeley Sapphire turbojet. Accessories gearbox. Air intake duct. Pilot’s instrument panel. Oxygen bottles. Nosewheel unit.

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A prototype GA.5 nudges in towards the camera-ship on a promotional flight. It is easy to see why the type earned the nickname the ‘flying flat iron’. Below The first Javelin FAW.1 also took to the air in the hands of Richard ‘Dicky’ Martin and the type entered service with 46 Sqn at RAF Odiham in February 1956. Despite being nominally in service the FAW.1 was not really ‘ready to fight’ and the first Javelins were covered by various limitations on the flight envelope. Neither were they armed with missiles. Several FAW.1s were used for development work and trials though, and in August 1957 a second unit (87 Sqn) was formed at RAF Brüggen in West Germany. Here, FAW.1 XA552 departs for a training sortie. She was delivered to the RAF in February 1955 and was one of the first to join 46 Sqn. She was retired by 1963 however, and met her end on the Spadeadam Ranges.

Above Javelin FAW.1 XA564 was one of the first to be ordered by the RAF and was delivered on September 30, 1955 fresh from appearing at that year’s SBAC Airshow at Farnborough. It was used for a variety of trials work with Bristol’s, including development work for the Bristol Olympus engine – which was intended to power the Gloster P.370 ‘thin-wing’ Javelin. In 1957 it was relegated to ground instructional use and moved to 2 School of Technical Training at RAF Cosford in 1967. Earmarked for preservation, it has remained at the RAF Museum at Cosford ever since and can now be viewed within the National Cold War Exhibition Building at the museum.

GLOSTER JAVELIN

The FAW.1 was under-powered and under-armed, but paved the way for 436 Javelins to serve with the RAF from 1956 to 1967. The closest the Javelin ever came to combat was during the Malaysian Confrontation with Indonesia from September 1963 until August 1966. Javelins of 60 and 64 Sqns operated out of RAF Tengah, Singapore flying combat patrols over the jungles of Malaysia.

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Early marks of Javelin, such as these FAW.1s from 46 Sqn at RAF Odiham, seen in 1956, used cordite cartridges to fire up their engines, often leaving clouds of characteristically black acrid smoke drifting across the ramp. From the FAW.8 the system changed to an isopropyl nitrate starter. Each had its advantages, but both were prone to engine start up fires.

The first true, fighting capable, Javelin was the FAW.2, of which only 30 were produced. They entered service with 46 Sqn at RAF Odiham.

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The FAW.4 was similar to the FAW.1 but had a hydraulic all-moving tailplane and vortex generators on the wings to help disrupt dead air at low speeds and assist in preventing the early onset of a stall. The FAW.4 entered service with 141 Sqn at RAF Horsham St Faith in February 1957 and later with 3, 11, 23, 41, 72 and 87 Sqns. Main picture The first of 64 Javelin FAW.5s to be built was delivered to 151 Sqn at RAF Leuchars in May 1957. Compared to the earlier FAW.4 the new jets had a modified wing that could carry an extra 250 Imp Gal of fuel to increase sortie lengths. This aircraft, XA664, was delivered in July 1957 but was sold as scrap just five years later. It is seen here proving that the Javelin was fairly agile for a large aeroplane!

The Javelin was a large aeroplane and weighed in at more than 43,000lbs. Nonetheless, it proved an agile and aerobatic mount in the hands of the right pilot. The bulk of the aircraft is evident here as a crew prepares to strap in for a training sortie.

GLOSTER JAVELIN

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Above XH794 was built as a Javelin FAW.7 in September 1958, but was later one of 76 upgraded to FAW.9 standard. It is seen here being prepared for flight during its time with 64 Sqn at RAF Duxford. XH794 later passed to 33 Sqn, but was written off on March 9, 1962 when it overshot on landing at RAF Wildenrath due to hydraulic failure. The Javelin struck a telegraph pole and slid for 50 yards before flipping over. The pilot ejected moments before it came to rest inverted but the navigator was trapped for several hours and received serious injuries. A Javelin crew prepare for a sortie during the 1957 Exercise Vigilant. This was a UK Air Defence Exercise organised by RAF Fighter Command to practice the Air Defences of Britain under the conditions anticipated in the initial stage of a global war. Three dummy attack sorties were flown against the UK by friendly air forces each day from May 25 until May 28.

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At its peak, the Javelin served with 14 squadrons spread from the UK to the Far East. These aircraft are from 44 Sqn and were taking part in Exercise Vigilant in May 1957.

GLOSTER JAVELIN

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The last production variant of the Javelin was the FAW.8, which had a pair of reheated Sapphire Sa.7R/204 engines, drooping outer leading edges, auto-stabilisation dampers, an autopilot and more vortex generators. Only 47 FAW.8s were built and when XJ165 made its maiden flight in August 1960 it became the final Javelin to do so. The FAW.8 entered service with 41 Squadron at Wattisham in November 1959 but was soon phased out. XJ125, seen here carrying a full compliment of Firestreak missiles, appeared at the 1959 SBAC Airshow at Farnborough.

Above Some 76 Javelin FAW.7s were upgraded to FAW.9 standard, and 40 of these became FAW.9R variants with a 20ft long refuelling probe. This enabled the type to take on fuel from a number of ‘buddy’ aircraft, including the Supermarine Scimitars of the Royal Navy. The first FAW.9s were delivered to 25 Squadron at Waterbeach in December 1959. Right In 1964 23 Squadron at Leuchars became the last unit to operate Javelins on the mainland and in January 1966 11 Squadron at Geilenkirchen became the last unit to give up its Germanybased machines. It was at Tengah that the final Javelin flypast was performed in June 1967, marking the end of eleven years of operations.

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Supermarine Scimitar The Supermarine Scimitar was the last fighter to be produced by the prolific aircraft manufacturer. It was also the Navy’s first Nuclear-capable aircraft and when it entered production it was the heaviest, largest and most powerful aircraft to have landed on a British aircraft carrier. The Scimitar traces its routes back to a 1947 Navy requirement for an ‘undercarriage-less’ jet to land on flexible rubber decks! Supermarine proposed the Type 505 with a V-Tail, a straight wing and a pair of Rolls-Royce Avon engines. The Navy soon realised the requirement was flawed though and adjusted the specification to include landing gear so Supermarine modified its design to become the Type 508, which first flew in August 1951. The design was gradually modified through the Type 529, Type 525 and Type 544 until it boasted a conventional tail and a swept wing. This would form the basis of the Scimitar, the production version of which first flew on January 11, 1957. Some 76 of the type served the Royal Navy from 1958 until 1969 and introduced such innovative features as blown flaps and fuel flow proportioning. However it was a labour intensive aeroplane and some reports suggest the aircraft needed 1,000 man hours of maintenance per hour flown. The aircraft also suffered from a high accident rate with more than 50% of those built lost in accidents.

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Scimitar F1 poses for the cameras in 1958. It first flew on January 11, 1957 and was delivered to the Navy on June 4, 1958 where it served with 736 NAS at Lossiemouth, Scotland. It was lost on September 20, 1961 when it spun in whilst orbiting eight miles North West of Huntley, Banffshire. The pilot did not eject and was killed.

The original Navy specification was for an ‘undercarriage-less’ fighter and Supermarine created the V-Tailed Type 505. Powered by a pair of 6,560lb/thrust Rolls-Royce Avon engines the jet was later modified into the Type 508, with a tricycle undercarriage, when the specification was changed. Supermarine received an order for three Type 508s and the first, VX133, made its maiden flight on August 31, 1951 in the hands of Supermarine’s Chief Test Pilot Lt Cdr Mike Lithgow. It is seen here on September 11 of that year appearing at the SBAC Airshow at Farnborough.

SUPERMARINE SCIMITAR

The second prototype was sufficiently different to the first to be given a new designation, Type 529. Registered VX136 it first flew from Chilbolton airfield on August 29, 1952 and between mid 1952 and late 1953 it (along with VX133) was used in carrier trials aboard HMS Eagle. It is shown here demonstrating its folding wings as it taxies out.

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By the spring of 1954 the third prototype, VX138, was complete. Its airframe had moved markedly away from the original layout though and now boasted a swept wing and a conventional tail. Dubbed the Type 525 the new aircraft was powered by two 7,500lb/ thrust Avons and first flew from Boscombe Down on April 27, 1954 with Mike Lithgow at the controls. VX138 visited 1954’s Farnborough Air Show wearing a smart overall cream colour scheme.

SUPERMARINE SCIMITAR F.1

CREW: 1 LENGTH: 55ft 3in (16.84m) HEIGHT: 17ft 4in (5.28m) WINGSPAN: 37ft 2in (11.33m) WING AREA: 485sq ft (45.06m2) EMPTY WEIGHT: 3,962lb (10,869kg) MAX TAKE-OFF WEIGHT: 34,200lbs (15,513kg) SERVICE CEILING: 46,000ft (14,000m) MAX CRUISE SPEED: 640kts (736mph/1,185km/h) FERRY RANGE: 1,422 miles (2,289km) POWERPLANT: Two Rolls-Royce Avon 202 turbojets (11,250lb/thrust each) ARMAMENT: Four 30mm Aden cannon plus four hardpoints to carry four x 1,000lb bombs, four x AGM-12 Bullpup or AIM-9 Sidewinder missiles, one Red Beard freefall nuclear bomb or rockets. FIRST FLIGHT: August 31, 1951 (Type 508) January 20, 1956 (Type 544 / Scimitar)

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The Type 525 introduced numerous features to aid carrier operations. These included NACA double-slotted flaps, lift spoilers, air brakes and dive recovery flaps. A further innovation was a flap-blowing system that took surplus air from the engine compressors and blew it at high pressure through slots in the wing surfaces just forward of the flaps. The result was a reduction in approach speed, a reduced angle of attack, a lower stalling speed and improved stability and control at low speeds. VX138 was lost on July 5, 1955 when it entered a spin during slow speed handling trials. A&AEE pilot Lt Cdr Tony Rickell could not open the canopy until 200ft and although he escaped the aircraft he died from his injuries following a heavy landing.

By the mid-’50s the design specification for the Type 544 (destined to become the Scimitar) was established and three prototypes were ordered. Mike Lithgow flew the first, WT854, on its maiden flight from Boscombe Down on January 20, 1956. Here, he returns to base after the flight with a Supermarine Swift flying chase. The gun barrels were faired over for the first flight and the tail skid locked down. The jet also featured a large nose-boom carrying the pitot head and yaw vanes for testing.

Compared to the Type 525 the Type 544 / Scimitar had a modified tailplane and wing. The tailplane’s original 10° dihedral was modified to 10° anhedral and to help overcome a tendency to pitch-up at high altitude and high speed, saw-tooth wing leading-edges, boundary layer fences and flared wingtips were introduced.

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Above In 1956 a series of Airfield Dummy Deck Landings (ADDLs) began at Bedford and in April 1957 WT854 commenced deck trials aboard HMS Ark Royal. She is seen here on the catapult about to be launched for another sortie. Scimitar WW134 was also involved in the trials and by November 148 deck-landings had been successfully completed.

Left Proudly marked up in Royal Navy colours the prototype appears at the SBAC airshow at Farnborough. The airframe was eventually struck off charge in November 1964 and scrapped at Foulness Island.

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The Scimitar was a great leap forward as far as British naval operations were concerned. When it entered service it was the largest, most powerful and heaviest single-seat fighter to have served with the Royal Navy.

Scimitars were adapted to carry various loads including four air-to-ground American Bullpup missiles; four Sidewinder air-to-air missiles; 24 unguided 3in rockets or 96 unguided air-to-air rockets. Four 1,000lb bombs or four 200Imp Gal drop tanks could also be carried, as could the 25-kiloton ‘Red Beard’ free-fall tactical nuclear weapon. Here XD248 launches a salvo of rockets.

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An impeccable four-ship of Scimitars from 803 NAS led by XD243. All four jets were delivered in late 1958 with XD243 being scrapped at Foulness and Pendine. XD267 was sold to MinTech in 1969 and subsequently scrapped at Shoeburyness in 1991. XD248 was struck off charge at Brawdy in July 1969 after suffering CAT 5D damage whereas XD250 was written off on February 17, 1966 when it crashed into the Indian Ocean 90 miles off Mombasa while operating off HMS Ark Royal during the Borneo Campaign. The pilot ejected after hydraulic failure and a fire and was picked up by a Wessex from 815 Sqn.

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23 24 28 29 31 32 33 34 35 36 38 39 40 41 42 43 44

Swinging nose, hinge-plate and damping jack. Four-spigot nose-fastening. In-flight refuelling probe and lead-in. Windscreen de-icing fluid tank (compressed-air tapping off hood-seal supply). Hood seal. Hood-sliding trough with jettison (explosive) charge 7. Hood-retraction motor and chain drive and guiderails 9 (drive taken up into floor 10). Hood jettison hinge. Pressurised cockpit front and rear bulkheads and floor. Backward-retracting nosewheel (operating jack 13, lock struts 14, centring jack 15). Boundary-layer bleed. Oxygen bottles (each side). along to 19. Engine bay each side of a central diaphragm (structural and firewall) 20 and detachable half-frames 21 and firewall-frame 22. Hydraulic fluid filter and reservoir (each side). Auxiliaries gearbox with drive (25) off engine (each side) carrying hydraulic pumps 26 and with shaft drive through to generator 27. Engine front pick-ups. Engine main pick-ups and overload strut 30. Fireproof flooring to engine bays from underfloor compartments, and along jet-pipe tunnel. Wing front-spar pick-up half-frame with attachable top-half. Wing main-spar pick-up frame. Wing rear-spar pick-up frame. Frame carrying fuselage flaps (in line with wing flaps) and launching hooks under side. Frame carrying three air-brakes (37) each side. Air-brake operating jacks (hydraulic). Inner and outer jet-pipe rear supports (both provide vertical adjustment - outer hinged for lateral expansion). Detachable jet-pipe exit fairing. Tail bumper and jack. Deck arrester hook, jacks and side doors. Snubber and deck-arrester stowage lock. Radio compartment and aerial.

Wings 45 Three root-fixings with spars (inner wing). 46 Three-spar outer wing (folding) hinged on main and rear spar at top joint 47. 48 Bottom joint (front. main and rear) with hydraulic sliding locking pins. 49 Wing-fold jack anchored in outer wing. 50 Drooping leading-edge sections hinged at 51 all along front spars, and with operating jacks 53. 52 Not used. 54 Normal-camber top (fixed) surface piece. 55 Fixed and droop fences. 56 Sideways-moving piece with linkage 57 anchoring at 58 (forward droop requires inboard sideways movement of 56 to close the gap with fuselage). 59 Heavy-section member for undercarriage pickup. 60 Gun magazines, 61 Not used. 62 Underfloor Aden guns (two each side). Flying controls Rudder 63 From rudder pedals through linkage 63 to artificial-feel mechanism 64, including feel-simulator unit 65, trim actuator 66, feelsimulator jack 67, booster 68, rod 69. 70 Oil-filled dampers. Tailplane 71 From stick 71 out through pressure gland on to linkage and feel-simulator jacks 72 and trim actuator 73; thence via linkage 74, flap and tailplane auto-trim actuator 75, linkage 76, to tailplaneactuator valve 77.

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Tailplane actuator anchored at 79 and picking up crosshead 80 between root-ribs 81 of tailplane halves. 81A Coupler between starboard and port tailplane main-spars. 82 Hinge-point of ribs 81 for tailplane incidencechange. 83 Anhedral tailplane. 84 Cable interconnection to wing flaps. Ailerons From stick 71 out through pressure gland thence via linkage 85 (see by main-spar frame) changing into cables out to wings at 86. 87 Cable tensioner. 88 Control-valve mechanism with follow-up rod 89 and operating jack 90.

arine Scimitar Flaps 91 Operating jacks controlled by electric actuator 75 (see tailplane circuit, underneath fin), cab!es 84, rods 92 and control-valve mechanism 93. 94 Compressed air from engine combustion-air tapping through trunks 95 (fuselage and leading edge flaps operated in due turn by same actuator 75). Air Conditioning System 96 Cockpit hood and windscreen interspace demisting (from starboard engine 8th-stage tapping). 97 Air from engine (repeat on starboard side) to distribution box 98 (complete ring through vertical wall). Thence via 99 to port heat exchanger 100 (wnh its cooling air 1O0A), cold-air unit 101, starboard secondary heat exchanger, water extractor 102, thence to diffusers 103 in cockpit.

104

Outward relief valve. Tappings are taken for anti-g suit, hood seals (5), and radio compartment aft (at 44). 104A Air-intake anti-icing (tapping off engines’ gate valve). Fire Services 105 (Three) bottles. 106 Spray ring (for Zone 2). 107 Two discharge nozzles (for Zone 2) and one in front of Zone 1.

108 109

Graviner Firewire in each jet-pipe tunnel. Graviner Firewire on (each) firewall 22.

Fire Zones and Other cooling Zone 1: 110 to firewall 22. Zone 2: 22 to jet-pipe exit. 111 Zone 1 air inlet. 112 Zone 1 outlet (tapping off 98 into 112 gives venturi effect and therefore circulation in ground-running). 113 Zone 2 air inlet (to each side) via manifolds 114. Thence along tunnel into jet-pipe double skin at 115 and out at 116. 117 Compressor-bleed outlets. 118 Generator cooling-air inlets and outlets 119.

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With its nose pointing skywards a Scimitar F.1 prepares to leave the catapult. Note the Fairey Gannet in the background among the interested onlookers.

A four-ship of Scimitars in line astern. Bringing up the rear is XD316, which was lost on January 28, 1966 when serving with 803 NAS during the Borneo campaign. The pilot ejected while on approach to HMS Ark Royal which was cruising in the South China Sea off Singapore. Control had been lost after hydraulics failure on one engine. The aircraft immediately in front of it is XD220, which is one of just three survivors of the breed and is on display at the Empire State Aerosciences Museum in New York.

A pair of Scimitar F.1s from 807 NAS at Lossiemouth break for the camera during a photoshoot. XD249 (in the foreground) was delivered on September 2, 1958 and XD243 was delivered on September 30 of the same year.

The blown flap technology enabled the supersonic (in a dive) Scimitar to land at relatively slow speeds and with a high angle of attack. This aircraft is seen just at the point of touchdown with full flaps deployed and the tail skid firmly ‘planted’ onto the runway.

SUPERMARINE SCIMITAR

Scimitar F.1 pilots from 800 NAS at Lossiemouth formed the Red Blades display team in 1961, which is seen here landing at that year’s SBAC airshow at Farnborough in an impeccable Diamond Nine formation. The squadron received its first Scimitars in July 1959 and during March 1960 embarked on HMS Ark Royal for a tour through the Mediterranean. It disbanded in February 1964 and its aircraft passed to 803 NAS.

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Hunting Percival (BAC) Jet Provo st In the immediate post war years the perils of training pilots to fly jet aeroplanes were becoming painfully evident. Whether it was experienced pilots more versed in pistonpowered aircraft or ab initio students trying to convert from small propeller driven trainers, the results were often tragic. In the early 1950s the RAF therefore decided to streamline its training regime to use only jets and issued a specification for a cheap jet training aircraft. Among those tendering was the Hunting Percival company, whose Provost was already in service with the RAF. To keep costs low the company used the existing Provost as the basis for the new design and replaced the

existing Alvis Leonides radial engine with a Bristol-Siddeley Viper 102 jet. The prototype first flew on June 26, 1954, and it was an immediate hit with the RAF. Nine Jet Provost T.1s were ordered and an all-jet syllabus created at 2 FTS at RAF Hullavington. Suggested improvements resulted in four company development aircraft being built for trials and designated the T.2. The RAF adopted the aircraft in 1957 and the full production variant was the Jet Provost T.3, with a redesigned airframe and canopy, ejection seats, strengthened wings to allow tip-tanks to be carried and a noticeably shortened and strengthened

Main picture The prototype Jet Provost (XD674) made its first flight on June 26, 1954 in the hands of Dick Wheldon and the first production version of the T.1 variant (XD675) flew on February 19 of the following year. Three further production examples, XD676-678, were also sent to Boscombe for development flying before the type was trialled with the Central Flying School at RAF Little Rissington in July 1955. The aircraft then entered service with 2 FTS at RAF Hullavington. It was noted that trainee pilots on the Jet Provost took less time to fly solo than those flying the piston-powered Provost. The surviving Mk.1s were returned to Little Rissington in November 1957 where they ended their RAF flying careers.

Although the Jet Provost T.1 differed from the later T.3 in many ways, the most obvious change was a move away from the stalky undercarriage. Only 12 T.1s were built, ten for the RAF and two retained by Percival, one of which was used for structural tests and the other as a company demonstrator. Although the Jet Provost T.1’s service life was short, it made a big impression with the Royal Air Force.

undercarriage. From 1958-62 the RAF received 201 aircraft, 70 of which would later be converted to T.3A standard with improved avionics. A further 198 were ordered in November 1961, these dubbed the T.4 and benefiting from an uprated Viper 202 engine. By the time the RAF ordered its next batch of Jet Provosts (by now known mostly as the ‘JP’) Hunting Percival had become part of the British Aircraft Corporation (BAC). This final batch of 105 aircraft was substantially different to earlier airframes and boasted a pressurised cockpit, re-designed nose and windscreen and new wings. As such

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vo st they were designated the JP T.5 and deliveries would keep the type in RAF service until 1993. The T.5 also formed the basis of the Strikemaster light attack aircraft. The strengthened aircraft had eight hardpoints below the wing and a shorter undercarriage to allow it to operate from rough landing strips. Although the ‘Strikey’ did not serve in the RAF it was exported widely adding to the JP success story.

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Jet Provost T.1 XD677 is refuelled at RAF Hullavington on February 26, 1957, towards the end of its career. It, along with seven others, was scrapped at RAF Shawbury on May 9, 1960 and XD692 was lost in a flying accident in 1956. The last of the ten T.1s was converted into a T.2 on the production line – before it too was scrapped in October 1960 – leaving just XD674 to be preserved at the RAF Museum at Cosford. G-AOBU, the private demonstrator retained by Hunting Percival, also survives in storage with Kennet Aviation at North Weald.

BAC JET PROVOST T.5

CREW: 2 LENGTH: 34ft 0in (10.36m) HEIGHT: 10ft 2in (3.10m) WINGSPAN: 35ft 4in (10.77m) WING AREA 214sq ft (19.80m2) EMPTY WEIGHT: 4,888lb (2,222kg) MAX TAKE-OFF WEIGHT: 9,200lbs (3,170kg) SERVICE CEILING: 6,989ft (4,173m) MAX CRUISE SPEED: 382kts (440mph/708km/h) FERRY RANGE: 900 miles (1,450km) POWERPLANT: One Armstrong Siddeley Viper 202 (2,500lb/thrust) Nil ARMAMENT: FIRST FLIGHT: June 26, 1954 (Prototype) February 28, 1967 (T.5)

The CFS Jet Aerobatic Team was formed in 1958. The four Jet Provost T.1s had red lower and white upper surfaces divided by a light blue lightning flash along the fuselage. In 1959, the team was reduced to two aircraft due to a lack of airframes and named ‘The Redskins’. Smoke canisters were fitted under each wing and used during synchronised aerobatics. Here the four-ship is seen landing at the 1958 SBAC airshow at Farnborough.

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A trio of 2FTS Jet Provosts form up for the cameraman. The formation is led by XM378, which survived as G-BWZE until September 2000 when it was written off in The Netherlands. Joining it are XM351 – which is now preserved at the RAF Museum at Cosford – and XM368, which was lost on April 29, 1963 after failing to recover from a spin over Polkstone Moor in Yorkshire. The crew ejected safely.

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The RAF officially ordered the Jet Provost in 1957 after the successful trial of the longlegged T.1 variant. The initial order was for 201 Jet Provost T.3s powered by the 1,750lb/thrust Armstrong-Siddeley Viper 102 engine. As well as the shortened undercarriage the aircraft also benefited from ejection seats, a better canopy and strengthened wings that allowed wingtip fuel tanks to be carried. The first example (XM346) performed its maiden flight on June 22, 1958 and six days later was sent to the Aircraft Armament and Experimental Establishment (AA&EE) based at Boscombe Down. Three further examples were delivered in the latter part of 1958, with 37 following in 1959. This example, XM370, was delivered on September 24, 1959 and was later upgraded to T.3A standard with updated avionics. It survives today as G-BVSP but is believed to be in storage. Right The first unit to operate the T.3 was 2FTS, which by 1959 had relocated from RAF Little Rissington to RAF Syerston near Nottingham. Training began immediately and the first ‘all-jet’ training course was completed in the summer of 1960. XM384 was delivered to 2FTS on December 10, 1959 and served with the unit until it was written off on May 26, 1966 after colliding with XP631 in mid-air over Leicestershire. XP631 was leading an aerobatic four-ship and collided with XM384 which was climbing away from the airfield on a separate training sortie. The crew ejected and survived.

Left In the late 1960s the Jet Provost fleet shed its silver and day-glo scheme for the new red and white scheme adorning the RAF’s training fleet. Among the aircraft repainted were these four Jet Provost T.4s allocated to RAF College of Air Warfare (CAW) at Manby and flown by the legendary Macaws display team. In the foreground is XS215, which was first delivered in March 1964 and finished its career as a ground training aid coded 8507M. Sadly, this ex-Macaws aeroplane was scrapped in 2008. The Jet Provost T.4 differed from the earlier T.3 by having a more powerful Viper 201 engine and the first example was delivered to the RAF in November 1961.

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Hunting Perciv al

89

iv al Jet Provost

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Oxygen charging point. External battery plug. Heating and ventilation duct. Toe brakes. De-icing fluid filling point. Windscreen de-icing. Amber screen. Low-pressure cock. High-pressure cock. Nosewheel up-lock assembly. Door jack. Undercarriage selector. Elevator trim. Flying controls locking lever. Throttle lever. Flap lever. Aileron trim. Retractable step. Elevator operating lever. Engine bay vent.

21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41

Accessory gearbox mounting. Accessory cooling duct. Fire extinguishing ring. Fire detector unit. Engine oil tank. Generator cooling duct. Removeable half of duct. Wheel well. Main wheels up-lock assembly. Double-acting flap jack. Fuel tanks. Control pulleys. Aileron operating jack. Lift spoiler. Tail pipe clamp-ring. Thermo-couples. Tail pipe roller arm. Rudder torque tube. Elevator limit stops. Elevator locking lever. Tail pipe rear mounting.

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The Jet Provost was a popular aerobatic mount and over the year many teams were formed using the type. These two T.4s ‘escorting’ a Harrier GR.1, were used by the Gemini Pair and a common sight at airshows. XP676 was eventually scrapped in 1971 but XR670 is listed as is storage at the Hermeskeil Museum, Germany. The Harrier (XV762) was later upgraded to GR.3 standard but was lost in a tragic accident when in service with 1453 Flight on the Falkland Islands on Noveber 19, 1983. Flt Lt Bryon Stewart was killed when the jet flew into high ground near Goose Bay during a ‘fighter evasion sortie’ with four other Harriers and an RAF F-4J Phantom.

Right In the mid-1960s the RAF needed a pressurised replacement for the earlier Jet Provost and turned to BAC, which by now included the former Hunting Percival organisation. The company responded by converting the final two Jet Provost T.4s (XS230 and XS231) into prototypes for the new T.5 variant. The canopy and front fuselage were redesigned to accommodate the pressurised cockpit, the wings were strengthened and more up to date avionics were also included. XS230 first flew on February 28, 1967 and XS231 (pictured, right) followed it into the air, albeit powered by a more powerful Viper engine, capable of 3,000lb/thrust.

The RAF saw the potential in the Jet Provost T.5 and ordered 110 in 1968. The first example to enter RAF service was XW287 and it joined the Central Flying School at Little Rissington in September 1969. The type also served at Cranwell, Linton-onOuse, Leeming, Acklington and Church Fenton. These aircraft carry special markings as part of the ‘Poachers’ display team. The team formed on the T.3 in 1963 and flew the type until 1965, then again from 1968 to 1970. They converted onto the T.5 in 1971 and continued to fly the aircraft until 1976 – albeit with a slight hiatus in 1974 for economic reasons.

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A total of 22 Jet Provost T51s were built as the export version of the T.3. Twelve were built for Ceylon, four for Sudan and six, including this example, for Kuwait. This airframe, coded 103, first flew in January 1962 and was operated by the Kuwait Air Force from 1962 until 1970. It is now preserved in the Museum of Science & Industry in Kuwait City. Below Spurred on by the success of the Jet Provost the British Aircraft Corporation began work on an armed attack version of the JP T.5. This aircraft was designed to fulfil both the training role and light attack duties at a price that smaller nations could afford. The prototype Strikemaster first flew on October 26, 1967 and differed from the T.5 in having an armoured cockpit, a 3,410lb/thrust Viper 525 and eight hardpoints below the wings. The landing gear was also shortened to make it more suitable for rough field operations. This pair of ‘Strikeys’ were destined for the Singaporean Air Force and are seen wearing that nation’s markings as well as UK civil registrations carried for flight testing; G-AYHS became ‘314’ and G-AYHT became ‘315’. After their retirement ‘314’ was sold to the USA where it now flies as N72445 with the Olympic Air Museum, Olympia, WA and ‘315’ was sold to Australia and registered VH-AKY. In a tragic accident it broke up in flight in 2006, killing both the pilot and his passenger.

Above In full combat configuration the BAC-167 Strikemaster could carry two .303 machine-guns with 1,050 rounds of ammunition. The hard-points could carry external loads up to 3,000lbs of bombs or rockets. The Royal Saudi Air Force was the first nation to order the type and went on to receive 47 examples in three batches delivered between 1968 and 1977.

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Folland Gnat While the majority of British aircraft designers were turning their attentions towards increasingly complex, heavy and expensive jet aircraft in the late 1940s W E W ‘Teddy’ Petter went against the flow. Conscious there was a market for a smaller and cheaper fighter that could compete with its larger counterparts he joined Folland Aircraft Company as Managing Director in 1950. Petter’s plans for the Fo-141 Gnat were hampered by the lack of a suitable engine capable of producing 4,000 to 5,000lb/thrust with the choice limited to smaller or larger units. Luckily, in 1952 the Bristol Engine Company announced the 3,800lb/thrust BE-22 Saturn turbojet, but when the engine was cancelled Petter decided to use a 1,640lb/thrust Armstrong Siddeley Viper 101 in his ‘proof-of-concept’ demonstrator. Dubbed the Fo-139 Midge the aircraft first flew on August 11, 1954 and, despite its small engine, it could exceed Mach 1 in a dive. Sadly, after 220 evaluation flights, the Midge was destroyed on September 26, 1955 killing the Swiss pilot who had mis-set the tailplane trim on take off. By this time the first Fo-145 Gnat, which was slightly larger and powered by the 4,850lb/thrust Bristol Orpheus, had flown. Although the RAF showed no interest in the Gnat, six prototypes were ordered by the Ministry of Supply in an effort to encourage the company to continue its light fighter work. Overseas orders followed from Finland, Yugoslavia and India, the latter also producing the type under licence. Ever watchful for an opportunity, Petter saw a similar need for a low-cost, cheap to operate jet trainer and proposed a twoseat version of the Gnat. In 1957, the concept began to turn into reality when an order for 14 development aircraft was placed by the Air Ministry. Powered by a 4,230lb/ thrust Orpheus the new aircraft bore a superficial resemblance to the Gnat fighter, but was a very different aeroplane. In addition to the extra cockpit and the removal of the twin 30mm Aden cannon the trainer also had a greater wing and tail area. A datum shift was also incorporated to reset the tailplane angle automatically as the undercarriage was retracted or lowered. On August 31, 1959 the prototype, XM691, first took to the air, and by February the following year the RAF had ordered 30 Gnat T.1s. More followed and the RAF eventually took delivery of 91 directly from the manufacturer and a further 14 pre-production aircraft. Virtually all served with the Central Flying School and 4 FTS at Valley, but the type was also famous as the mount of the Yellowjacks display team and the original Red Arrows.

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FOLLAND GNAT F.1

CREW: 1 LENGTH: 28ft 8in (8.74m) HEIGHT : 8ft 1in (2.46m) WINGSPAN: 22ft 1in (6.73m) WING AREA: 137sq ft (12.69m2) EMPTY WEIGHT: 4,800lb (2,175kg) MAX TAKE-OFF WEIGHT: 9,040lbs (4,100kg) SERVICE CEILING: 48,000ft (14,630m) MAX CRUISE SPEED: 604kts (695mph/1,120km/h) FERRY RANGE: 500 miles (800km) POWERPLANT: One Bristol Siddeley Orpheus 701 turbojet (4,705lb/thrust) ARMAMENT: 1 x 30mm Aden cannon and 2 x 500lb bombs or 18 x 3in rockets FIRST FLIGHT: August 11, 1954 (Fo-139 Midge) July 18, 1955 (Fo-145 Gnat)

The Gnat F.1 was envisaged as a lightweight, low-cost fighter alternative to bigger, faster and more expensive machines such as the Lightning. Six prototypes were ordered by the Ministry of Supply and flight testing was undertaken from Chilbolton and Boscombe Down. Ground attack evaluation was performed in Aden and the aircraft had great promise – but the RAF showed no interest in the type. There was still no place for the Gnat F.1 in an RAF concentrating on the Swift, Hunter and the Lightning. Here, XK724 is seen on its way to the 1956 SBAC Airshow at Farnborough. Today this aircraft can be found in the RAF Museum at Cosford.

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The Folland Fo-139 Midge was a proof of concept demonstrator for the lightweight fighter project proposed by Petter and the Folland Aircraft Company. Powered by an Armstrong Siddeley Viper 101 with just 1,640lbs of thrust, the Midge would prove itself to be a very useful as a trials machine and pleasant aircraft to fly. Wearing test markings as G-39-1 the Midge first took to the air in the hands of Sqn Ldr E A ‘Teddy’ Tennant DFC from Boscombe Down on August 11, 1954. Within a few weeks it was on display at that year’s SBAC show at Farnborough and is seen here, and below, en route to the show.

The one and only Midge was lost in an accident on September 26, 1955 after failing to become airborne from Chilbolton. The Swiss pilot, Major M Mathez, was killed and the Midge was destroyed because of a mis-set tailplane trim. The aeroplane was smaller than the eventual Gnat but proved a useful proof of concept for what would go on to become a moderate export success and one of the RAF’s most successful jet trainers.

Before the loss of the Midge, the first Folland Fo-145 Gnat had taken to the air, once again flown by ‘Teddy’ Tennant. Wearing test markings as G-39-2 the Gnat was slightly larger than the Midge and was more powerful thanks to a 4,850lb/thrust Bristol Orpheus. The aeroplane appeared at the 1955 SBAC Airshow at Farnborough, but was lost on July 31, 1956 while Tennant was a carrying out a low-level, high-speed trial near Boscombe Down. At 590kts the tailplane broke away and Tennant managed to eject at just 650ft before the Gnat dived into the ground.

The Ministry of Supply’s order for six prototype Gnat F.1s was, in part, to support Folland in its plans to create a lightweight fighter. Even if the RAF was to disregard the type it still showed export potential and the MoS was proved correct. India ordered 40 Gnat F.1s, with 25 to be built by Folland and 15 to be delivered as kits for assembly by Hindustan Aircraft Ltd in India. HAL would also produce the type under licence and create the Ajeet. In addition, Finland ordered 13 F.1s and in 1958 the Yugoslavian Air Force took a pair. This Finnish example is approaching the end of the Folland production line at Hamble.

The prototype Gnat T.1, XM691, first flew on August 31, 1959 and served as a development aircraft for its entire career. The engine was a 4,230lb/thrust Orpheus 101 giving a 13% power reduction over the Gnat F.1, but it still had the capability to fly comfortably over 600mph. The modifications also raised the all-up weight to just over 7,000lbs, 14% heavier than the fighter. After donating its Orpheus to Donald Campbell’s Bluebird speedboat, XM691 met its end in July 1969 when it was blown up at Shepperton Studios!

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Pre-production Gnat T.1 XM693 differs slightly to production aircraft by virtue of its shorter nose section. The aircraft first flew on March 8, 1960 and served with the Aeroplane and Armament Experimental Establishment at Boscombe Down until it was retired for ground instructional use in 1965. She later joined the RAF Exhibition Flight and was painted into a Red Arrows scheme and taken to events as a promotional tool. She was later acquired by British Aerospace and is now on display on a pole at Hamble to mark Folland’s association with the airfield.

Compared to the F.1, the Gnat T.1 was longer and had a new wing with a reduced lower thickness/chord ratio and an increased area. The tailplane was also increased in area and a datum shift was incorporated to reset the tailplane angle automatically during undercarriage retraction and extension. Here the T.1 prototype, XM691, is joined by F.1 XN326 flying to the 1960 Farnborough airshow. The latter first flew on October 27, 1958 and would later join the Finnish Air Force as GN-113. It is now preserved at Rayskala.

Compared to the original single-seat Gnats, the T.1 benefited from an increased fuel capacity of 264 Imp Gal. This could also be supplemented by a pair of 59 Imp Gal ‘slipper’ tanks fitted under the wings, as seen on XP506 as she hurtles down a Welsh valley on a sortie from 4 FTS. This example first flew on October 2, 1962 and was delivered to 4 FTS at RAF Valley two months later. She served until May 1971 when she was struck off charge and moved to the Otterburn Ranges.

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Hinged nose with glass-fibre radome (with access to radar equipment. Radar head. Emergency battery. VHF transmitter. VHF standby. Radar invertor. Radar control panel.

8 9 10 11 12 13

Rudder pedals (SBAC) and toe brakes. Radar unit. Ejector seat adjustable footrests. Internal canopy-release lever. Gyro gun sight. External canopy-release lever.

The Finnish Air Force received its first Gnat F.1 on July 30, 1958, but soon encountered problems operating the type from the frozen Arctic Circle. A month after delivery the type was grounded on August 26 when an aircraft was lost in an accident. It would be six months before they flew again, but three other aircraft were soon lost. The Gnats were heavily criticised throughout their career and were removed from active service completely in 1972, when the Saab 35 Draken took over their role.

14 Elevator unlocking lever. 15 Ejector seat emergency release (in event of excessive g). 16 Throttle and gunsightranging control lever. 17 Undercarriage/airleron droop control lever. 18 Tail parachute release lever. 19 Flying control operating pulleys (beneath cockpit floor). 20 Nose undercarriage cableoperated fairing. 21 Canopy jettison lever. 22 Undercarriage door and and air brake. 23 Control for g suit. 24 Canopy and windscreen demister pipe. 25 Ejector seat safety lever. 26 Ejector seat guide rollers (four). 27 No.1a fuel tank (20-gal).

28 Canopy pivot and release gear. 29 Pitot static head. 30 Cockpit heater pipe. 31 100B invertor for all electrical services. 32 No.1 fuel tank (54-gal). 33 Boundary-layer bleed ducts (top and bottom). 34 Oxygen bottles (400-litres each). 35 Accumulator-bay vents. 36 Undercarriage two-position jack. 37 Gun-blast suppressor. 38 Hydraulic system groundcharging point. 39 Accumulator groundcharging point. 40 Gun front mounting. 41 Ammunition box (115 rounds each). 42 Front fuel filler. 43 Front spar pick-up. 44 Gun-purging duct. 45 Aden 30mm gun (one each side).

FOLLAND GNAT

46 Aileron-operating pulley and lever. 47 Slab sense-aerial in glassfibre panel. 48 No.2 fuel tank (39-gal). 49 No.3 fuel tank (18-gal). 50 Bifurcated air-intake duct. 51 Rear spar pick-up forging (also gun rear mounting and u/c pivot). 52 Gun rear mounting. 53 Aileron droop-lever operated by undercarriage. 54 No.4 fuel tank (14-gal). 55 Aileron droop sprocket on u/c leg. 56 Rear fuel filler. 57 Hydraulic tank and filler. 58 Aileron-operating jack. 59 Main undercarriage up-lock jack. 60 Attachment for wing pylons (four). 61 External fuel-tanks vent and feed pipes (blanked off ). 62 G.IV.F compass detector.

63 Fuel system pressure ventpipe from compressor casing. 64 Oil tank and filler. 65 No.5 fuel tank, no.6 starboard (14.5-gal each). 66 Engine-mounting bracket (one each side plus front steady on starboard side). 67 Rear fuselage pick-up (eight). 68 Elevator-operating lever (manual). 69 Tailplane/elevator-operating lever. 70 Hobson control unit for slab tail. 71 Braking parachute release lever. 72 Rubber-operating lever. 73 VHF aerial. 74 Braking parachute compartment. 75 Braking parachute release gear. 76 Tailplane attachment and pivot casting. 77 Elevator lock mechanism. 78 Air intake for cold-air unit (blanked off ).

97

The prototype (XM691) in the foreground is joined by pre-production Gnat XM698 to ably show the longer nose employed by later versions of the T.1. Today XM698 is one of a number of Gnats in private ownership in St Cloud, Florida and is registered N698XM. After the initial batch of T.1s had been ordered in 1958, the order for production examples did not arrive until Folland merged with Hawker Siddeley; many at Folland felt the order was deliberately held back by the government to force them to accept a take-over bid.

98

Ground crew help a pilot and instructor strap into a Gnat T.1 at Central Flying School at Little Rissington. In 1962 Gnats XM704 to XM709 were the first to be delivered to the RAF and 22 more (XR534 to XR574) were delivered from November 1963. The final batch of 41 aircraft (XR948 to XS111) arrived from December 1963 and brought the total to 91 aircraft. Combined with the 14 pre-production aircraft this made a total of 105 Gnat T.1s.

Left A six-ship of Gnat T.1s from Central Flying School join up in a low level formation. The group is led by XP507 and consists of XP514, XP516, XP532, XR539 and XR542. Flying training was a tough environment for aircraft and XP507 and XP539 were among the many Gnats written off during their careers. XP507 crashed onto a beach short of the runway at Valley killing both crew and XP539 was in service with the Red Arrows when it crashed at Leeming after engine failure in May 22, 1979. The crew ejected safely.

Right The Gnat will forever be associated with aerobatic teams and this began informally with the formation of the Yellowjacks at RAF Valley in the summer of 1964. The team was formed flying five yellow-painted Gnats from 4 FTS and was led by ex-Black Arrows’ member Sqn Ldr Lee Jones. The team only flew for one season before they were superseded by the Red Arrows.

Left From their first display at Little Rissington on May 6, 1965 the Red Arrows Gnats went on to perform 1,292 displays in 19 different countries before they were replaced by the Hawk in 1979. Sqn Ldr Lee Jones led the first team and for the first few seasons the team flew just seven jets. In 1968, Sqn Ldr Ray Hanna expanded the team from seven to nine jets and introduced the trademark ‘Diamond Nine’ formation.

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