This is 1948's round up of British aviation activity, types in production, development and design stage. Big groups listed first, smaller independents later (second post).
The British Aircraft Industry and its Products 1948
Groups within the Industry
AIRCO
AIRCO, the third conglomerate in the industry formed on March 6 1938 when Handley Page Ltd. merged with de Havilland and in August 1941 Fairey Aviation Co. Ltd. joined. Each company trades individually but there is close co-operation between design and sales teams and joint use of research resources. AIRCO controls; Handley Page Aircraft Ltd, de Havilland Company Ltd., de Havilland Australia Pty Ltd., de Havilland Canada Ltd., de Havilland Forge Ltd., de Havilland Engine Co. Ltd., AIRCO-Reed Propellers Ltd. (merger of de Havilland Propellers Ltd. and Fairey-Reed Ltd.), Hearle-Whitley Engineering Co. Ltd., Airspeed Aviation Ltd. (now de Havilland’s Christchurch Division), Fairey Aviation Co. Ltd, and Avions Fairey in Belgium.
de Havilland Company Ltd.
Works: Hatfield, Hertfordshire and Christchurch, Portsmouth
Types Currently in Production:
The DH.98 Mosquito production line at Hatfield finally closed in November 1947.
DH.97 Ambassador (former Airspeed AS.57), 28-49 seat airliner, prototype first flown 10 July 1944, all current orders have been fulfilled but the line remains open for possible restarting of production.
DH.97 Ayrshire, civil freighter variant of the Ambassador with a new pod and boom fuselage, designed to carry 16,000lbs freight or 65 passengers, first flown 11 June 1947. No orders currently.
DH.104 Dove, 8-11 seat feederliner, prototype first flown on 23 September 1942, current orders being fulfilled several for airlines, private orders, 7 for Royal Iraqi Air Force, 6 for Royal Egyptian Air Force and 9 modified for coastal reconnaissance for the Prefectura Naval Argentina .
DH.114 Heron, 14-17 seat feederliner, a scaled-up four-engined Dove, prototype first flown 10 May 1946, current orders being fulfilled include 8 for British United Airlines, 8 for Scottish Airways and 2 for Sudan Airways plus several for private use.
DH.100 Vampire F.Mk.III, an improved variant with additional fuel and a revised tailplane, prototype TG275 flown 4 November 1945, current orders for 100 aircraft, the first production aircraft flew in February 1947, export orders for Switzerland (25 F.Mk.41) and the Philippines (75 Mk.31).
DH.100 Vampire FB.Mk.IV, a ground-attack variant with clipped wings, underwing bomb racks, a longer stroke undercarriage and a 3,350lb de Havilland DGo.3 Goblin II turbojet. A production F.Mk.I, TG444, was converted and first flew 29 June 1947. 400 ordered for the RAF and first deliveries commenced from March 1948. Export orders for Iraq (15 Mk.55) and Egypt (15 Mk.56).
Types in Development:
DH.108 Swallow, experimental tailless swept wing jet-powered aircraft for low speed handling trials and high Mach number flying, designed to meet Spec E.1/44, aircraft TG283 with leading-edge sweepback of 43 degrees first flown 15 May 1946, aircraft TG306 with leading-edge sweepback of 45 degrees first flown 23 July 1946 but lost on 27 September due to structural failure killing Geoffrey de Havilland Jnr., replacement aircraft TG281 first flown 24 July 1947.
DH.115 Vampire T.Mk.V, a two-seat advanced trainer variant of the basic Vampire fighter, prototype first flown 28 August 1948. 100 on order for the RAF and ? on order for the Philippines (Mk.51).
DH.106 Comet, design work to meet Spec P.3/44 for a fast medium range airliner for BOAC, first prototype G-ALVG first flown on 27 July 1948, followed later by second prototype G-ALVH. BOAC have ordered 12 production aircraft which will commence assembly during 1949. These will be used as trials aircraft by BOAC and AIRCO. The improved Comet 1A planned for 1950 will have improved Ghost III Mk.2 engines and water-methanol injection.
DH.112 Venom, improved Vampire with new wings and a 4,850lb de Havilland DGh.4 Ghost IV turbojet, covered by Spec F.7/47, prototype VV612 first flew on 2 September 1948. 350 on order, service entry planned for 1950.
Design Work:
DH.97 Turbo-Ambassador, design work on a modernised variant powered by two 4,500shp Bristol Proteus I turboprops and with fore and aft fuselage plugs to carry 60 passengers, first flight possibly in 1950.
DH.106 Comet 2 & 3, under design as improved variants with more fuel and payload capacity and a modified wing with four Rolls-Royce Avon turbojets and increased fuel capacity. First flights are planned for 1951.
DH.110, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter and also modified and submitted to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, development contract awarded for both Specifications. Also design work on a modified variants to meet Spec F.5/47 for a long-range fighter-bomber and Spec N.4/47 for carrier-based strike bomber.
Other Work:
Aeronautical Technical School, Hatfield, runs a range of apprenticeships and training courses in all aspects of aviation related engineering.
de Havilland Aircraft of Canada Ltd., Toronto, Ontario
de Havilland Aircraft of Australia Ltd., Melbourne
de Havilland Engine Company Ltd.
Works: Leavesden, Hertfordshire.
Types Currently in Production:
Gipsy Major VII, 145hp, air-cooled 4-cyl inverted inline engine, military engine, certified 1942.
Gipsy Major X, 145hp, certified 1943.
Gipsy Major XI, 145hp, military version of X, certified 1945.
Gipsy Major XX, 200hp, designed for use in helicopters, certified 1945.
Gipsy Queen V, 240hp, air-cooled 6-cyl inverted inline engine, certified 1943.
Gipsy Queen VI, 250hp, certified 1943.
Gipsy Queen VII, 380hp, supercharged with reduction-drive, certified 1944.
Gipsy Queen VII-4, 340hp, de-rated version, certified 1947.
DGo.2 Goblin II, 3,100lb, originally the Halford H-1, single-sided centrifugal compressor, 16 combustion chambers, single-stage turbine, the H-1 first ran 13 April 1942, first flown 5 March 1943 in a Gloster Meteor and 20 September in a DH.100 Vampire, DGo.2 production began 1944.
DGo.3, Goblin III, 3,350lb, certified 1945.
DGo.4 Goblin IV, 3,750lb, certified 1945.
DGh.1 Ghost II, 4,850lb, originally the Halford H-2, single stage centrifugal compressor, 10 combustion chambers, single-stage turbine, began testing in 1944 and flown in 1945.
DGh.2 Ghost III, 5,000lb, production engine, certified 1946.
DGh.3 Ghost III Mk.2, 5,125lb, improved version, certified 1947.
DGh.4 Ghost IV, 4,850lb, certified 1946.
DGl.2 Globe II, 525shp, originally the Halford H-3, single stage centrifugal compressor single-stage turbine turboprop designed as a replacement for the Gipsy series, certified 1946.
DGl.3 Globe III, 575shp, improved version with new combustors, certified 1947.
Types in Development:
DGh.5 Ghost V, 4,950lb, improved DGh.4, began testing during 1948.
DGh.6 Ghost VI, 5,150lb, improved DGh.4, began testing during 1948.
Design Work:
D.Spr.1 Sprite, 5,000lbs HTP/kerosene rocket, being designed for use in RATO applications on large airliners and bombers, hydrogen peroxide monopropellant decomposed into oxygen and steam over a metallic calcium catalyst, testing to begin in 1950.
Halford H-4, under design by Frank Halford, an axial-flow design intended to out-power any design currently under development with an ultimate aim of producing 20,000lbs dry, testing to begin in 1952.
Other Work:
Subsidiaries de Havilland Aircraft (Australia) Co. Ltd. and de Havilland Aircraft (Canada) Co. Ltd.
Subsidiary (51% stake) Arab British Engine Company (ABECo), Helwan, Egypt, founded 1941, overhaul and servicing of de Havilland engine types and licenced manufacture of Gipsy Minor and Gipsy Major series engines, Egyptian government holds remaining 49%.
Sister company AIRCO-Reed Propellers Ltd., Lostock, Lancashire, manufactures Hamilton Standard, de Havilland, Fairey and Reed design propellers, manufacture of electronic vibration-measuring equipment, aircraft cold-air units, turbine-driven electric alternators, RDF scanners, electronic equipment, plastic structures, research into use of epoxy resin/glass fibre-reinforced plastics for airscrew spinners, blade root fairings and other components.
Handley Page Aircraft Ltd.
Works: [/b] Radlett, Hertfordshire and Cricklewood, London
Types Currently in Production:
H.P.74 Hermes II and H.P.76 Hermes III have received no further commercial orders and were withdrawn from sale in January 1948.
H.P.89 Hastings C.Mk.II, a development of the Hastings using the stretched H.P.74 Hermes II fuselage with the addition of a ventral door/ramp, 50 aircraft ordered, final production aircraft delivered March 1948.
H.P. 89 Handley Page Hastings C.Mk.III, VIP transport variant II seating up to 28 passengers, first of four aircraft flown on 22 September 1948, production completed December 1948.
H.P.77 Hampton Series 2, 24-34 seat airliner developed to meet Spec P.8/44 for BEA, prototype first flown 26 November 1945, powered by two 2,500shp Bristol Theseus III turboprops, 6 built for BEA Turbine Evaluation and Trials Unit during 1947.
Types in Development:
See below.
Design Work:
H.P.80, design work to meet Spec B.35/46 for a jet-powered heavy bomber. Design features a ‘crescent’ wing to give a high constant critical Mach number along the span with freedom from shock wave formation thus delaying drag rise and avoiding tip stalling. Formally selected for further development to meet OR.229.
H.P.88, a scale-model H.P.80 developed under Spec E.6/48 for aerodynamic research with the ‘crescent wing’. Detail design and production to be sub-contracted, first flight due mid-1950.
Other Work:
Aerodynamic research on flying wings, boundary-layer control and high-lift devices.
Fairey Aviation Co. Ltd.
Works: Hayes, Middlesex and Hamble, Hampshire
Types Currently in Production:
Fox II B.Mk.I, private-venture land-based ground attack variant of the Spearfish, RAF orders total 250 aircraft, production completed August 1947, export order for Iraq (15) completed December 1947. Licence production by Societe Anonyme Belge Avions Fairey completed May 1948.
Spearfish TBR.Mk.II, a Rolls-Royce RB.39 Clyde-powered variant, the converted second prototype RN341 was flown on 14 July 1946, 200 ordered for FAA, deliveries between August 1947-January 1949.
Types in Development:
VTO, a vertical-launch delta-wing research scale model powered by a RAE Beta 1 HTP/methanol hydrazine rocket motor, first flown in 1947.
VTO Scheme 6, a modified VTO with a new design of delta wing and two Beta series rockets with four 3in boosters for launch, designed for speeds of M1.5, first flown in December 1948.
Gyrodyne, novel helicopter with a three-bladed rotor and an anti-torque rotor on a starboard stub wing which provides added thrust, prototype first flown 4 December 1947, second prototype to fly in 1948. Design work has begun on a further development with tip-jets on the rotors.
Widgeon, a 5-seat light helicopter powered by one Leonides radial engine. First prototype flown on 23 August 1948, following military evaluation orders for FAA and RAF for search and rescue role fitted with a powered winch under Spec S.14/48, to enter service 1950.
Primer, Tipsy M for RAF evaluation under Spec. T.17/48.
Design Work:
Type Q, design work to meet GR.17/45 for a carrier-based anti-submarine aircraft, development contract awarded, to be powered by the Armstrong Siddeley Double Mamba turboprop, prototype to fly during 1949.
Jet Gyrodyne, development of Gyrodyne to Spec E.16/48 with the addition of tip jets on a new large two-bladed rotor fed by compressed air from Alvis Leonides radial that also powers two propellers on stub wings for extra thrust. The third Gyrodyne is to be rebuilt and flown in early 1950.
Blue Sky, design work beginning in August 1948 on beam-riding air-to-air missile to meet OR.1088.
Other Work:
Societe Anonyme Belge Avions Fairey, Gosselies, Charleroi, manufactures the Avions-Fairey Tipsy B, Tispy M and Tipsy Junior and licence-manufactures the Fox II and Gloster Meteor 4 and Meteor Trainer (both sub-contracted to SABCA). The Tipsy range is also built in Britain under licence from Fairey Aviation Co. Ltd by the Tipsy Aircraft Co. Ltd. at Hanworth Air Park.
Fairey Hydraulics Ltd., Heston, manufacturer of hydraulic power controls and filters for aircraft.
Fairey Filtration Ltd., Heston, manufacturer of industrial filters.
Fairey Marine (East Cowes) Ltd., East Cowes, Isle of Wight, ship and boat building
Fairey Marine Ltd., Hamble, boat building and repair
Fairey Surveys Ltd., Maidenhead, aerial and geophysical survey and mapping
Fairey Surveys (Scotland) Ltd., Livingston, aerial and geophysical survey and mapping
British Combined Aircraft Corporation (BCAC)
Originally formed in March 1943 as the Bristol Vickers Aircraft Company with the merger of Vickers-Supermarine and Bristol (including Bristol engines). In 1944 Westland joined and the current name was adopted. Vickers-Armstrongs is the majority shareholder, while other major shareholders are John Brown & Co. Ltd. and Associated Electrical Industry Ltd. In March 1948 Percival Aircraft Ltd. was acquired from the Hunting Group Limited (the holding company of Hunting & Son Ltd.) in return for a 10% share in BCAC. There has been consolidation of design teams and production facilities, Weybridge is the main design centre, Filton handling rotary-wing work and Yeovil maintains a design team under W.E.W. Petter. All Bristol designed commercial aircraft are marketed under the ‘BC’ label and Vickers commercial aircraft ‘VC’. Percival types will retain their original designations for the time being but commercial types will be marketed under the ‘PC’ label. The titles BCAC (Vickers-Supermarine), BCAC (Bristol) and BCAC (Westland) are still in use for some marketing products.
Works: Weybridge, Surrey; Brooklands, Surrey; Wisley, Surrey; Blackpool, Lancashire; Southampton, Hampshire, Filton, Bristol, Yeovil, Somerset and Luton, Bedfordshire.
Types Currently in Production:
Type 170 Freighter, private-venture large freight carrier, in production since March 1944. Current orders being fulfilled include 3 for the Fuerza Aerea Argentina.
Type 174 BC.1 Wayfarer, 34-seat passenger variant of the Type 170 without nose doors, the prototype was converted during April 1946.
Type 172 Wayfarer C.Mk.I, variant of the Type 170 for the RAF, orders for 60 aircraft, production completed June 1946 but further orders can be met.
Wyvern FSN.Mk.I, torpedo-fighter for the FAA to meet Spec N.12/43, powered by a 3,500hp Rolls-Royce Eagle III piston engine, first prototype TS371 flown 16 December 1944, second prototype TS375 flown 10 September 1945, 2 further prototypes and 20 pre-production aircraft flown during 1946, orders for 100 aircraft, deliveries between February-September 1947.
Wyvern FSN.Mk.II, improved variant powered by a 4,030ehp Rolls-Royce RB.39 Clyde I turboprop, first prototype VP120 flown 18 January 1946, second prototype VP121 flown 20 April 1946, followed by 2 further prototypes in 1946 and 10 pre-production aircraft in 1947, current orders for 100 aircraft, deliveries between September 1947-April 1948.
Wyvern F.Mk.IV, escort-fighter variant of the W.34 for the RAF to meet Spec F.13/43, powered by a 4,030ehp Rolls-Royce RB.39 Clyde I turboprop, first prototype WE904 flown 29 March 1946, second prototype WE905 flown 24 July 1946, 10 pre-production aircraft built during 1947 and 150 production aircraft sub-contracted to Boulton Paul.
Type 381 Seagull ASR.Mk.I, single-engine reconnaissance amphibian flying boat designed to meet Spec S.14/44, current orders for 140, production deliveries during March 1947-May 1948.
Type 447 Windsor B.Mk.I, last of 300 ordered left the production line in February 1947.
Type 601 Windsor B.Mk.III, improved variant with four 4,030ehp Rolls-Royce RB.39 Clyde I turboprops, first prototype WF557 flown December 14 1945, second prototype WF562 flown August 1946, current orders for 150 aircraft, deliveries during May 1947-February 1948.
Type 607 Valetta C.Mk.I; transport variant of the VC.1 Viking for Spec C.9/43, prototype VL249 flown 30 June 1945, orders for 200, production completed January 1947.
Type 664 Valetta T.Mk.III, flying classroom navigation trainer developed to Spec T.1/46, orders for 40, production completed in June 1947.
Type 654 Valetta Met.Mk.IV, meteorological reconnaissance variant developed to Spec T.13/47, orders for 20, deliveries during January-March 1948.
Type 668 Varsity, a pilot and navigation trainer variant of the Viking/Valetta to meet Spec T.13/45, first prototype flown 17 July 1947, orders for 50, deliveries during March-July 1948.
Type 167 BC.2 Britannia Series 200, 90-seat (61 seats on transatlantic routes or 36 sleepers) long-range airliner, powered by four 5,000hp Bristol Twin Centaurus I radials, first prototype G-AGPW flown 4 September 1945, first production airliner G-AKGH entered commercial service in September 1947, 20 built for BOAC during July-December 1947.
Type 497 Westminster B.Mk.I, six-engine heavy bomber designed to meet Spec B.1/42 for a “Giant Bomber” to replace the Ideal Bomber programme, powered by six 5,000hp Bristol Twin Centaurus radial engines, first prototype SR650 flown 14 June 1946, current orders for 100 aircraft, production during February-December 1948.
Type 178 Argus MR.Mk.I, maritime patrol aircraft based on the Type 167 Britannia airliner, developed to meet requirements of the Royal Australian Air Force, prototype flown in December 1946 and deliveries commenced December 1947, current orders for 100 for RAF, deliveries between May 1948-March 1949.
PC.1 P.64 Super Prince, an improved 14-seat P.50 with 550hp Leonides V radial engines, prototype first flown 20 July 1947, current order for 6 for North Eastern Airways Ltd. and several private orders being fulfilled.
P.66 Pembroke, improved 15-seat P.64 Prince with longer span wing and wider fuselage for three abreast seating, developed to meet Spec C.18/46, orders cover 3 VIP and 51 general transport aircraft, production began in June 1948.
P.56 Provost, two-seat basic trainer developed to meet Spec T.17/45, side-by-side seating for pupil and instructor and powered by a 550hp Alvis Leonides V radial, first prototype WE522 first flown 24 February 1947, initial RAF orders for 200, production began in November 1948, export order for Sudan (4 T.Mk.53).
Types in Development:
Type 507 Westminster B.Mk.II, improved variant powered by six Rolls-Royce RB.39 Clyde II turboprops, prototype B.Mk.II SR815 first flown 12 December 1947, current orders for 70 aircraft, to begin production in 1949.
Wyvern FSN.Mk.III, improved variant with 3,600shp + 1,100lbs thrust Armstrong Siddeley ASP.3 Python, first prototype VP109 flown 22 March 1946 with ASP.1, the second prototype VP113 flown 20 August 1946 with production ASP.3, followed by two other prototypes during late-1947 plus 20 pre-production aircraft during 1948, current orders for 100 aircraft from 1949.
Wyvern W.38 T.Mk.V, a two-seat conversion trainer of the FSN.Mk.III to Spec T.12/48, one prototype on order to fly during 1950.
Type 171 Sycamore, light four-seat helicopter, design work covered by Spec E.20/45, first prototype VL958 flown 27 July 1947, second prototype flown 18 August 1947. A four-seat Mk.2 prototype is scheduled for 1949 as the production standard design.
Type 618 Nene-Viking, conversion of the Ministry of Supply owned VX865 with two Rolls-Royce Nene I turbojets for a research programme into civil jet-powered airliners, first flight following conversion 6 April 1946, on 25 July set a new record between London Airport and Villacoublay of 34min 7sec.
Type 167 BC.2 Britannia Series 210, a turboprop-powered series 200 aircraft, powered by four Armstrong Siddeley 3,600shp + 1,100lbs ASP.1 Python turboprops, the first 210 prototype, the third Type 167 pre-production aircraft G-AGRF first flown 22 July 1947, 25 on order for BOAC.
Type 175 BC.3 Britannia Series 110, 74-seat turboprop-powered medium-range airliner based on the Type 167 airframe, powered by four 3,900shp Bristol Proteus II turboprops, first prototype G-ALBO first flown 16 August 1947, 25 on order for BOAC.
Type 630 VC.2 Viscount, 32-seat airliner powered by four 1,600shp Rolls-Royce RB.53 Dart II turboprops, designed to meet Spec P.8/43, prototype G-AHRF first flown July 16 1947, BEA has ordered 20 aircraft for delivery in 1949.
Canberra B.Mk.I, design work to meet Spec B.3/45, uses H2S/NBC blind-bombing system, first prototype VN799 flown 13 May 1948 powered by 6,500lb R.A.2 Avon turbojets followed by three more prototypes during September 1948-March 1949. Current orders for 150 aircraft.
Canberra B.Mk.II, design work on three-seat daylight tactical bomber variant with a glazed nose to meet Spec B.5/46, prototype flown August 1948, current orders for as many as 400.
Design Work:
Type 175 BC.3 Britannia Series 150, design work on a new variant combining the airframe of the Series 210 with the Proteus engines and fuel system of the Series 110 to seat 139 passengers on high-demand routes, being developed for BEA, planned service entry for 1950.
Type 175 BC.3 Britannia Series 300, a cargo carrying variant the Series 150, 5 on order for BOAC.
Type 172 BC.3 Britannia Series 301, a version of the Series 300 for the RAF with a forward fuselage cargo door and capacity for 115 troops, to enter service in 1950.
PC.2 P.66 President, civil version of Pembroke with civilian-spec avionics, first flight planned 1949.
Type 173, tandem-rotor helicopter, design work to meet Spec E.4/46.
Westland Canberra PR.Mk.III, design work on a reconnaissance variant to meet Spec PR.31/46.
Canberra B.Mk.V, design work on a target marker variant to meet Spec B.22/47.
Type 508, being designed to meet N.9/47 for a twin-engined carrier-based fighter-bomber equipped for day interception duties and a variant is also being designed to meet Spec F.43/46 for a high-speed high-altitude jet-powered day interceptor. One prototype ordered to N.9/47 in 1948.
Type 660, design work, originally to meet Spec B.35/46, for a jet-powered heavy bomber, selected for production in early 1948 under Spec B.9/46, features four Rolls-Royce RA.3 Avon turbojets and a swept wing.
Type 673, design work to meet Spec B.21/48 for a modified Type 660 for the low-altitude target marking role. One prototype on order.
Type 180, design work for a lengthened Type 167 variant powered by four coupled Proteus engines to meet Spec P.5/46 for a long-range airliner for BOAC.
Type 179 BC.4 Super Freighter, private venture design work for a replacement for the Type 170, first flight planned for 1950.
V700 Viscount, design work on a variant with a longer cabin for 48 passengers.
Type 177, tender to Spec F.3/48 (re-issued F.43/46) covering three designs; 177A with two stacked reheated Avons with a 56 degree swept wing and T-tail; 177B with side-by-side engines and 177C with solid nose with side intakes and a 65 degree swept wing.
Type 526, design work to Spec F.3/48 (re-issued F.43/46), a de-navalised Type 525.
Type 174, design work on a private-venture jet-powered bomber with swept wings powered by two 12,000lb Bristol B.Ol.2 Olympus turbojets in wing pods, crew of 3, armed with a remote-controlled single 30mm ADEN tail turret and 10,00lb bombload.
VC.4, design work on a North Atlantic jet airliner with 70 passengers and four underwing Avon or Sapphire engines, work continuing since 1946 on a variety of designs.
P.84, early design work on a jet-powered basic trainer based on the Provost trainer, covered by Spec T.16/48.
Other Work:
Development and design of new internal bomb racks for the Westminster B.Mk.I to accommodate new bomb sizes to meet Spec B.9/47.
Dr. Barnes Wallis at Weybridge is working on variable-geometry wings, undertaking wind tunnel tests at the RAE.
Dr. Barnes Wallis is also working on the application of variable-geometry wings on a Guided Anti-Aircraft Projectile (GAP), codenamed Green Lizard and a scale model research programme called Wild Goose, which should begin during 1950.
Subsidiary Normalair Ltd., Yeovil, founded in 1941 by Westland Aircraft Ltd. and General Aircraft Ltd. to develop and manufacture pressure-cabins and associated equipment such as air-conditioning and oxygen systems. Now owned by BCAC (51%) and Blackburn Group (49%).
Subsidiary A.B.C. Motors Ltd., Walton-on-Thames, manufactures auxiliary power-units, including the Type II horizontally-opposed 2-cyl engine used in flying boats, and electrical generators.
Shareholding Hunting Group has several aviation related companies; Hunting Aviation undertakes aircraft repair and maintenance at Luton and commercial work is undertaken by Hunting Air Travel Ltd., Hunting Aerosurveys Ltd. and Aerofilms Ltd.
Bristol Aero-Engine Company Ltd.
Works: Fishponds, Bristol.
Types Currently in Production:
Hercules XXII, 1,770hp, 14-cyl two-row sleeve-valve radial engine, civilian engine, certified 1943.
Hercules IX, 1,675hp, civilian engine, certified 1943.
Hercules X, 1,950hp, certified 1944.
Hercules XXIII, 1,675hp, certified 1944.
Hercules XXV, 1,925hp, certified 1945.
Hercules XXVI, 1,925hp, civilian version of XXV, certified 1945.
Hercules XXIV, 1,715hp, certified 1946.
Hercules XXVII, 2,040hp, certified 1946.
Hercules XXVIII, 2,040, civilian version of XXVII, certified 1946.
Centaurus V, 2,500hp, 18-cyl two-row sleeve-valve radial engine, 2-speed centrifugal single stage supercharger, certified 1942, parts for spares still available.
Centaurus VIII, 2,470hp, certified 1944.
Centaurus IX, 2,470hp, civilian version of VIII, certified 1944.
Centaurus X, 2,625hp, certified 1945.
Centaurus XI, 2,625hp, civilian version of X, certified 1945.
Centaurus XII, 2,625hp, civilian version of X with different supercharger, certified 1945.
Centaurus XIII, 2,450hp, civilian engine, certified 1946.
Centaurus XIV, 3,220hp, fitted in direct-injection fuel system, certified 1947.
Twin Centaurus I, 5,000hp, 36-cyl four-row sleeve-valve radial engine, variable speed centrifugal single stage supercharger, basically two Centaurus VIII in tandem, each half driving one contra-rotating propeller, certified 1945
Twin Centaurus II, 5,250hp, improved version with lighter gearbox and modified supercharger, certified 1947.
Theseus II, 2,200ehp, production version, the company's first gas-turbine design, 8-stage axial compressor followed by a single centrifugal stage, 8 combustion chambers, 3-stage turbine, a novel feature is the use of a heat exchanger to transfer exhaust waste heat to the compressor exit, certified 28 January 1945.
Types in Development:
Proteus I, 3,780ehp, two spool, reverse-flow gas turbine turboprop, 2-spool 12-stage axial compressor followed by a single centrifugal stage, reverse-flow combustors and 2-stage power (free turbine) and 2-stage turbine driving compressor, bench testing began 25 January 1946, flight trials began June 1947.
Proteus II, 3,900ehp, improved variant planned to be production model, certification planned for 1949.
Design Work:
B.Ol.1 Olympus, was initially the BE.10, early design work on a two-spool axial-flow turbojet initially for 9,000lb thrust with growth potential for 12,000lb, bench tests to begin in 1950.
Research into ramjet propulsion.
Blackburn Group
The Dumbarton works is run jointly with William Denny & Bros. Ltd. In 1944 Blackburn acquired General Aircraft Ltd. to form the Blackburn Group, along with Blackburn Engines Ltd. (formerly the Cirrus Division of Blackburn Aircraft).
Blackburn Aircraft Ltd.
Works: Brough, East Yorkshire; Dumbarton, Dunbartonshire and Feltham, Middlesex.
Types Currently in Production:
GAL.42 Cygnet II, two seat light cabin aircraft powered by a 145hp Blackburn Cirrus Major II, still available
GAL.45 Owlet, two seat trainer variant of the GAL.42 with tandem open cockpits, still available.
Types in Development:
B.100 Beverley C.Mk.I, cargo/94-troop carrying transport, initially the private-venture Universal Carrier but adapted to meet Spec C4./46, prototype first flown 20 June 1947, 72 on order for planned delivery from early 1949.
Design Work:
B.76, design work on a commercial freighter
B.77, design work on a series of 12-14 passenger four-engined feederliners
Y.B.2/ Handley Page H.P.88, a scale-model H.P.80 developed under Spec E.6/48 for aerodynamic research with the ‘crescent wing’. Detail design and production to be sub-contracted from Handley Page Ltd., first flight due mid-1950.
Blackburn Transonic Aircraft, Blackburn in 1947 took over Professor G.T.R. Hill’s work on variable sweep wings and from his early designs developed this design with side intakes (which open wider at low-speed flight) and V-tail and a mid-mounted variable sweep wing with the pivots in thick wingroots and powered by a single reheated Avon.
Other Work:
Subsidiary Normalair Ltd., Yeovil, founded in 1941 by Westland Aircraft Ltd. and General Aircraft Ltd. to develop and manufacture pressure-cabins and associated equipment such as air-conditioning and oxygen systems. Now owned by BCAC (51%) and Blackburn Group (49%).
Blackburn Engines Ltd.
Works: Brough, East Yorkshire.
Types Currently in Production:
Cirrus Major II, 145hp, air-cooled 4-cyl inverted inline engine, certified 1937.
Cirrus Major III, 135hp, certified 1942.
Cirrus Minor II, 100hp, air-cooled 4-cyl inverted inline engine, certified 1942.
Cirrus Bombardier I 203hp, air-cooled 4-cyl inverted inline engine, military version, certified 1947.
Cirrus Bombardier II 180hp, civilian version, certified 1947.
Design Work:
Design work has begun on gas turbine auxiliary power units, bench tests planned for 1949.
Hawker Siddeley Group
Since its formation in September 1935 the Hawker Siddeley Group has been the largest and of the “Big Three” conglomerates in the British aeronautical industry. It controls the interests of four aircraft manufacturers and one aero engine manufacturer and owns a large portion of the nation’s aviation private R&D facilities. Since 1935 centralisation has been increasing, current plans foresee the merger of the Gloster design team at Hucclecote with Hawker’s staff at Kingston-Upon-Thames. All civilian and heavy military aircraft design will be concentrated with Avro at Woodford. In 1945 G. & J. Weir Ltd. were acquired and merged with Saro and relocated to at new site at Weston-Super-Mare. The Hawker Siddeley Group consists of; A.V. Roe (including its Canadian subsidiary Avro Canada), Hawker, Gloster, Armstrong Whitworth, Saunders-Roe (Saro), Armstrong Siddeley and Air Service Training Ltd.
A.V. Roe Aircraft Ltd.
Works: Chadderton and Woodford, Lancashire
Types Currently in Production:
711 Tudor III, 60-seat export variant of the Tudor II, no current orders but production line open.
711A Trader, freighter variant of the Tudor III, current orders fulfilled but production line open.
700 Ashton, feederliner, current orders being fulfilled include several private orders.
design work to meet Spec E.15/48 issued to Avro for three one-third scale flying prototypes of the 698 Shackleton GR.Mk.I, land-based long-range maritime patrol aircraft, first of three prototypes, VW126, first flown on 9 March 1946, current orders for 146 aircraft, first production aircraft, VP254, flew on 23 October 1947. Production completed November 1948.
Types in Development:
701 Athena, three prototypes currently testing, developed to meet Spec T.7/45 for a turboprop-powered three-seat advanced trainer, prototypes VM125 first flown 12 June 1946 with a 1,000ehp Mamba I; VM129 with a 1,400shp RB.53 Dart I on 20 September 1946 and VW890 with a 1,475ehp Mamba 3 on 1 August 1947.
705 Tudor V, conversion of second Tudor I prototype G-AGST with four 5,000lb Rolls-Royce RB.41 Nene III turbojets in two nacelles to meet Spec E.6/47 for a jet-powered specialist flight research aircraft, first flown by J.H. ‘Jimmy’ Orrell on 6 September 1948.
Design Work:
Avro 698, design work to meet Spec B.35/46 for a jet-powered heavy bomber. Design features a delta wing. Formally selected for further development to meet OR.229 in early 1948.
Avro 707, design work to meet Spec E.15/48 issued to Avro for three one-third scale flying prototypes of the Type 698, one for high-speed and two for low-speed research. To be powered by a single Rolls-Royce Derwent and use off-the-shelf components to reduce development time and cost, the first prototype is due to fly in mid-1949.
Avro 708, airliner, design work meet Spec P.5/46 for a jet-powered Long-Range Empire Aircraft for BOAC, stopped late 1947.
Avro 710, design work on a one-tenth scale flying prototype of the Type 698.
Avro 713, design work on a metrological reconnaissance version of the 698 Shackleton with a crew of 9 and 77,000lb AUW.
Other Work:
Lancaster B.Mk.I deep maintenance contracts and modernisation with newer radio equipment.
Lancaster B.Mk.I conversions as turbojet and propeller-turbine testbeds.
Hawker Aviation Ltd.
Works: Kingston-on Thames, Surrey and Dunsfold, Surrey.
Types Currently in Production:
Sea Fury T.Mk.II, two-seat fighter-trainer variant, 60 ordered for the FAA in 1945, production completed October 1947.
Cyclone F.Mk.I, a day fighter powered by the 3,500hp Rolls-Royce Eagle H-24 piston engine, the prototype, RB702, first flew 15 September 1945, current orders cover 150 aircraft, production aircraft being delivered during June-November 1947.
Types in Development:
P.1040 Sea Hawk, naval day fighter with the Rolls-Royce RB.41 Nene turbojet, a private-venture now covered by Spec N.6/45, first prototype, VP401, first flown 2 September 1946, fully navalised prototypes VP413 and VP433 flown during 1947, current orders for 95 aircraft. On August 1 1948 VP401 won the SBAC Challenge Cup at a speed of 510mph flown by Sqn Ldr Trevor ‘Wimpy’ Wade. Production aircraft will have revised wing span, tailplane area and canopies.
P.1052, an experimental swept-wing variant of P.1040, covered by Spec E.38/46, 2 prototypes and structural test airframe on order, first prototype VX272 flown 19 November 1947 and the second, VX279, flown 13 April 1948. On 13 May Sqn Ldr Trevor ‘Wimpy’ Wade made a London-to-Paris record of 2 1minutes 27 seconds giving an average of 617.9mph in VX272.
Design Work:
P.1054, design work to meet Spec F.43/46 for a high-speed high-altitude jet-powered day interceptor, work stopped in late 1947 in favour of later designs.
Hawker P.1064, design work to Spec F.4/48, a re-issue of Spec F.43/46, compared to the P.1054 aerodynamic refinement was not allowed to compromise a simple structure. The swept wings now in the low-position and the AJ.65 Avon engines moved behind cockpit with side intakes and a new T-tail fitted. Armament is three 30mm ADEN in nose.
Hawker P.1065, design work to Spec F.3/48, a re-issue of Spec F.43/46, similar to P.1064 but with single Avon engine with cutback intakes and tail jet-pipe, provision for a 2,000lb Snarler rocket.
Hawker P.1067, design work to Spec F.3/48, a re-issue of Spec F.43/46, based on P.1065 but with
a single Avon or Sapphire turbojet and design based on development data from the P.1052, P.1072 and P.1081.
P.1081, a proposed service fighter development of P.1052 with a 6,250lb RB.44 Tay I turbojet with reheat, Spec E.18/47 issued to cover development, first flight planned mid-1949.
Gloster Aircraft Ltd.
Works: Hucclecote, Gloucestershire
Types Currently in Production:
G.41 Meteor F.Mk.IV, current orders for 465 for the RAF, first production aircraft flown September 1946, export orders from Argentina (100 F.Mk.41), Bulgaria (25 F.Mk.43), Egypt (15 F.Mk.51) and Yugoslavia (17 F.Mk.42). RAF orders completed May 1948. Also contract signed in 1946 for licence-construction with Avions Fairey, aircraft produced under sub-contract by SABCA as the S.51.
Meteor FR.Mk.V, photo-reconnaissance variant of the F.Mk.IV, 50 on order, production aircraft delivered March-July 1947.
G.45 Sea Meteor FSN.Mk.VI, naval fighter-bomber variant powered by two Rolls-Royce RB.50 Trent turboprops, orders for 100 aircraft, production during May-November 1946, export order from Australian RANAS (20).
Types in Development:
Meteor F.Mk.VIII, an improved design with the nose extended 30ins to improve directional stability and a new tail unit to maintain the c.g., a Martin-Baker ejection seat is also fitted, the first prototype, VT130, first flown 12 October 1948. Current orders for 450 aircraft.
AXP-1001, long-range day fighter powered by a 5,000lb Rolls-Royce RB.41 Nene III turbojet, designed in co-operation with FMA to meet Argentine requirements, in July 1946 3 prototypes were ordered, first prototype flown 14 July 1948. Two more to fly during 1949, the third to be assembled and flown in Argentina.
Design Work:
Several Meteor improvements under consideration including reconnaissance variants.
Armstrong Whitworth Aircraft Ltd.
Works: Baginton, Coventry, Warwickshire
Types Currently in Production:
Meteor T.Mk.VII, production version of private-venture Meteor Trainer for the RAF and FAA under Spec T.1/47, initial orders cover 200, the first production aircraft flew in August 1947, export orders from Argentina (12 T.Mk.46), Belgium (10 T.Mk.47), Bulgaria (2 T.Mk.45), and Yugoslavia (8 T.Mk.44).
Meteor NF.Mk.XI, night-fighter variant to meet Spec F.5/46, converted T.Mk.VII VW413 first flown 31 May 1947, current orders for 100 aircraft, export order from Bulgaria (NF.Mk.45). Deliveries to RAF during March 1948-April 1949.
Types in Development:
A.W.52, a laminar-flow flying wing research aircraft powered by two Rolls-Royce RB.41 Nene turbojets, covered by Spec E.9/44, first prototype TS363 flown on 13 November 1947, second prototype, TS368, flown 1 September 1948.
Design Work:
Meteor NF.Mk.XII, an improved variant of NF.Mk.XI, covered by F.24/46, first flight planned 1949.
Transonic and variable-geometry wing design studies.
Project 502, early design work on a naval surface-to-air GAP as a development of the LOP/GAP system in a consortium with Sperry Gyro and General Electric.
Other Work:
RAF repair and overhaul contracts.
Saunders-Roe Ltd. (Saro)
Works: Columbine Works, East Cowes, Isle of Wight and Weston-Super-Mare, Somerset
Types Currently in Production:
Types in Development:
W.11 Air Horse, three-rotor heavy helicopter powered by a Rolls-Royce Merlin, prototype G-ALCV first flown 7 December 1945, crop dusting and RAF load carrying trials underway.
W.14 Skeeter, small two-seater helicopter, first prototype powered by a 106hp Jameson FF-1 engine flown 8 October 1946, the Skeeter 2 powered by a 145hp DH Gipsy Major 10 with a new circular cross-section tail boom and new larger diameter three-bladed rotor flown December 1947.
SR.45 Princess, super-sized flying boat for 220 passengers, powered by four 5,000hp Bristol Twin Centaurus piston engines, designed to meet Spec P.4/42, the prototype, G-ALUN, flown 22 August 1947. 3 on order for BOAC with interest from the RAF in a troop/cargo carrying version.
Saro SR.A/1, jet-propelled flying boat fighter, covered by Spec E.6/44, powered by a 5,000lb Rolls-Royce RB.41 Nene III, first prototypeTG263 flown 16 May 1947, second prototype TG267 on 30 April 1948 and third prototype TG271 fitted with a 6,250lb RB.44 Tay flew on 17 August 1948. Current orders for 100 aircraft, production to begin in mid-1949.
P.104, four-engine maritime reconnaissance and anti-submarine flying boat, designed to meet Spec R.2/45, the first of two prototypes flown on 26 May 1948.
Design Work:
W.11T, a variant of the W.11 with a longer fuselage and aerodynamic improvements. Also a crop spraying variant to meet Spec H.10/48.
W.14 Skeeter 3, an improved variant for trials, two aircraft to complete in 1949.
SR.55 Duchess, a 74-seat flying boat powered by six de Havilland Ghost turbojets designed to meet Spec P.6/46, prototype G-ALUR planned to fly in late 1949. BOAC interest in up to ten aircraft.
P.123, design work on a 120,000lb 148ft span flying boat with four piston or turbine-propeller engines.
Other Work:
Subsidiary, Saro Laminated Wood Products Ltd., based at Folly Works, Whippingham, Isle of Wight.
Production of Betalight; tubes of borosilicate glass which are coated inside with a fluorescent powder which glows as a result of the ionizing radiation of the tritium gas contained inside, the tube emits light for 15 years, used to illuminate flight instruments, exit signs and corridors of Saro aircraft.
An Electronics Division formed in 1948 to develop analogue computers, control simulators and electronic equipment and test sets for guided weapons research.
Armstrong Siddeley Motors Ltd.
Works: Coventry, Warwickshire
Types Currently in Production:
Cheetah XX, 475hp, 7-cyl single-row radial, certified 1942.
Cheetah XVII, 385hp, certified 1943.
Cheetah XIX, 385hp, direct drive variant of XVII, certified 1944.
ASP.3 Python 3, 3,670ehp (inc. 1,180lb exhaust thrust), turboprop with 14-stage axial compressor, 11 combustion chambers and 2-stage turbine, development of the ASX turbojet, ASP.1 first run April 1944, ASP.3 entered production in February 1946.
ASP.4 Python 4, 4,110ehp, improved variant, certified in September 1947.
ASM.1 Mamba 1, 1,000ehp, turboprop with 10-stage axial compressor, 6 combustion chambers and 2-stage turbine, certified in 1945.
ASM.3 Mamba 3, 1,475ehp, production variant, passed 500-hour test during 1947.
Types in Development:
ASSa.1 Sapphire, 7,500lbs, development began 1943, 13-stage axial compressor with annular combustor and 2-stage turbine, during tests in 1947 the engine reliably produced around 7,500lbs thrust making it the most powerful British turbojet.
ASSa.5 Sapphire, 7,500lbs, production version of ASSa.1, to be ready for 1949.
ASM.6 Mamba 6, 1,770ehp, improved variant, certification due by end 1949.
ASA.1 Adder, 1,050lbs,a pure-jet variant of the ASM.1 Mamba developed as an “expendable engine” for use on target drones, first bench tests began November 1948, flight trials planned to begin in 1949 in the tail of an Avro Lancaster.
ASV.1 Viper, 1,200lbs, design work on an 7-stage axial compressor based on the ASA.1 Adder, bench tests began December 1948.
ASMD.1 Double Mamba, 2,950ehp, coupled engine development of ASM.2 driving contra-rotating propellers through a combining gearbox, one engine can be shut down in flight to conserve fuel, bench tests began in 1948 and certification is planned for 1949.
Design Work:
ASV.2 Viper, 1,500lbs, design work on an 1,500lb thrust variant (ASV.2), to begin bench tests in 1949.
ASSn.1 Snarler, 2,000lb, oxygen/methanol/water rocket, first British liquid-fuelled rocket engine, the turbopump is externally driven from the gearbox of the parent aircraft’s turbojet, flight testing to begin by 1950.
National Electronic Engineering Limited (NEE)
Formed in 1940 by the merger of English Electric, Napier & Son, Napier-Paxman and Paxman. In 1944 it acquired Alvis Car and Engineering Company Ltd. and in 1945 acquired the Marconi Company to become the biggest electrical engineering, industrial engineering and electronics manufacturer in Britain.
Works: Elton, Lancashire (Alvis Leonides production) and Acton, London (Napier and Napier-Paxman aircraft engine production)
Types Currently in Production:
Alvis Leonides II, 520hp, 9-cyl single-row radial engine with single speed, single stage supercharger, certified 1942.
Leonides III, 550hp, certified 1944.
Leonides IV, 540hp, and IV/7A, 560hp, certified 1947.
Leonides V, 550hp, certified 1947.
Leonides VI, 500hp, Model III variant designed for use in helicopters, certified 1944.
Leonides VI/2, 540hp, improved Model VI with features from Model IV, certified 1946.
Leonides VI, 570hp, designed for use in helicopters, certified 1947.
Leonides VII/2, 540hp, down-rated Model VI for improved reliability over Model VI/2, certified 1948.
Leonides Major, 875hp, 14-cyl two-row radial engine with single speed, single stage medium supercharger, based on Leonides components, certified 1947.
Leonides Major II, 850hp, certified 1948.
Leonides Major III, 850hp, variant designed for use in helicopters, certified 1948.
Sabre VII, 3,500hp, based on Mk. VI with water/methanol injection and a new two-stage, two-speed centrifugal supercharger and gearing for contra-rotating propellers, certified 1945.
Sabre VIII 3,000hp, strengthened Mk. VI with water/methanol injection and larger supercharger impeller, certified 1945.
Napier-Paxman Prometheus I, 3,580hp, 24-cyl X-24 liquid-cooled diesel-fuelled piston engine with single-stage, two-speed centrifugal supercharger, certified 1943, still available for production.
N.Na.1 Naiad, 1,500shp plus 241lb, single-shaft axial-flow turboprop with 5 combustion chambers, certified 1946.
Types in Development:
Napier E.127 Nymph, 500shp, single-shaft turboprop, bench tested during 1945, not yet ready for production and with low development priority.
N.Na.2 Coupled Naiad, 3,000shp (estimated), two coupled N.Na.1 with common gearbox and propeller drive, bench testing began in 1948.
N.Nm.1 Nomad I, 2,000hp, compound diesel engine combining a piston engine with a turbine to recover energy from the exhaust and improve fuel economy, contra-rotating propellers driven by mechanically independent stages, the diesel engine is a liquid-cooled horizontally-opposed 12-cyl two-stroke valveless engine, the turbine driven by exhaust gases has three-stages and drives both crankshaft and a 12-stage axial flow compressor axial compressor, the complete unit will first ran in October 1948 and will be test-flown next year.
N.Nm.2 Nomad II, 3,000hp, began bench tests in December in 1948.
NRE.7, liquid fuelled expendable rocket engine for guided weapons
Design Work:
N.Nm.3 Nomad 6, 3,000hp, early design work on a simpler Nomad with an extra stage to the axial compressor/supercharger, eliminating the separate centrifugal compressor and the intercooler, an additional turbine stage will drive the compressor and feedback any excess power to the main shaft, the separate propeller from the turbine is deleted, the result will be a smaller, lighter and considerably simpler single engine driving a single propeller.
N.El.3 Eland, 3,000ehp (estimated), 10-stage axial flow turboprop with 6 combustion chambers, to begin bench testing in 1949. A coupled Double Eland is also planned with 6,000ehp (estimated).
Other Work:
Research into ramjet propulsion.
The Industrial Electronics Division at Stafford, Lancashire, produces a variety of products, including the Igniscope, a revolutionary design of ignition tester for petrol engines, supplied as Type UED to the RAF, RCAF and RAAF.