WesWorld

As is customary for Q3 of a year, the annual look ahead at what is cooking in the minds of the Air Staff and what requirements will soon be winging its way to the aircraft manufacturers who will soon be scribbling furiously on drawing boards and calculating on slide rules.

B.9/47: Issued to BCAC to cover changes in internal bomb racks of Westminster B.Mk.II bombers to accommodate new bomb sizes. Converted bombers will be re-designated as B.Mk.III.

B.22/47: Issued to Westland for a target marker variant of the B3/45 tactical bomber with visual target marking, requested operating height is between sea level and 40,000ft and it should carry 2,000lbs of target markers or 6,000lbs of bombs in a secondary tactical bomber role. To enter service in 1950.

E.6/47: Issued to Avro for a jet-powered specialist flight research aircraft to investigate a variety of high altitude research tasks and the development of pressure cabins for commercial jet airliners. Avro submitted a design based on easy conversions of Tudor airframes which were large enough to simulate future heavy jet airliners and their pressure cabins.
Avro's 705 Tudor V was converted from the second Tudor I prototype G-AGST which was fitted with four 5,000lb Rolls-Royce RB.41 Nene III engine in two nacelles and first flown by J.H. ‘Jimmy’ Orrell on 6 September 1948. The AUW remained 80,000lbs.
Dimensions; 120/ 105.7/ 22/ 132 sq ft; 4x 5,000lb Rolls-Royce RB.41 Nene III; max speed 440mph at 30,000ft; range 1,200 miles and service ceiling 40,500ft.

E.18/47: Issued to Hawker for a swept-wing P.1052 with a tail jet pipe and powered by a 6,250lbs Rolls-Royce RB.44 Tay I turbojet with reheat as the P.1081.
While trials with the P.1040 were being undertaken Hawker began studying a swept-wing version and two P.1052 prototypes were built under Spec E.38/46. Hawker took this further by proposing a new fighter with the new reheated Tay. A completely new rear fuselage was required with a tail jet-pipe and more use was made of magnesium alloys to reduce weight. A new swept tailplane was also added. The second P.1052 prototype VX279 was rebuilt as the prototype P.1081.

F.5/47: Issued for a long-range twin-jet fighter-bomber; weapon load to be four 30mm ADEN cannon and two 2,000lb or four 1,000lb bombs or 16 60lb RPs. To enter service in 1951.

F.7/47: Issued to de Havilland for an improved 'Thin Wing Vampire' powered by a 4,850lb thrust De Havilland Ghost. One prototype ordered, first flight stipulated during 1948.
The Thin Wing Vampire was sketched out during 1947 with 10% larger intakes and 22 degrees of wing sweepback with a thinner wing. The new Ghost turbojet would add 600lbs of weight but generally the structural changes were not too great. The specification was written around the proposals and a prototype was ordered. Wingtip fuel tanks would be fitted to increase range as were powered ailerons and Martin-Baker ejection seats.

N.4/47: Issued to de Havilland for a carrier-based strike variant of the DH.110 twin-jet fighter design, fitted with H2S and NBC systems, navigator/bomb aimer in lowered starboard cockpit, two 30mm ADEN cannon carried beneath cockpit, two reheated 7,500lb Rolls-Royce R.A.7 Avon axial-flow turbojets, some 275gal of extra fuel in extended tail booms and tip tanks (wing span reduced to keep overall span the same) and bombload comprising three 2,000lb bombs (one semi-recessed in fuselage) or four 1,000lb or 16 60lb RPs under the wings.

N.9/47: Issued to BCAC (Vickers) for a twin-engined carrier-based fighter-bomber equipped for day interception duties. Two reheated 7,500lb Rolls-Royce R.A.7 Avon axial-flow turbojets to be fitted to give a maximum speed of 700mph at sea level and possibly supersonic at altitude. Approach speed should not exceed 121mph. Sea level rate of climb 13,000ft/min (22,200ft/min reheat). Supermarine had already designed a twin-engined fighter, the Type 505 and they refined it to meet N.9/47. It has straight wings and a V-tail and a tricycle undercarriage. Estimated max speed at sea level is 660mph; normal loaded weight 17,500lb and sea level rate of climb 18,700ft/min. Armament would be four 30mm ADEN cannon under the intakes.
One prototype, VX133, was ordered as the BCAC Vickers-Supermarine Type 508 in 1948 . The only major change was a larger wing area of 340sq ft.

T.1/47: Issued to Hawker Siddeley to develop their private-venture Gloster Meteor Trainer as the T.Mk.7 for RAF and FAA use as an advanced jet-powered trainer.

T.13/47: Issued to BCAC for a meteorological reconnaissance variant of the Valetta for the RAF.

1947 will see firing trials begin of the prototype ADEN Mk.1 30mm cannon.

The ADEN (named for Armament Development establishment, ENfield). It has been designed by the ADE and will be manufactured by Enfield. The cannon has been developed as a replacement for the Oerlikon FFB 20mm cannon. It uses a revolutionary loading system and has been dubbed a 'revolver cannon'. It has a single barrel mated to a cylinder with multiple chambers, using the revolver principle to accelerate the cycle of loading, firing and ejecting multiple rounds of ammunition, achieving a very high rate of fire compared to conventional cannon of the same calibre. This is the first practical achievement of the system which was first patented in 1905. The system allows a high rate of fire with relatively low weight.

The new weapon will become standard gun armament on all new fighters from 1948 onwards and plans see possible variants for use on remotely-controlled barbettes on heavy bombers.

Specification
Weight
Overall: 87.1 kg (192 lb)
Barrel: 12.25 kg (27 lb)
Length
Overall: 1.64 m (5 ft 5 in)
Barrel length: 1.08 m (3 ft 7 in)
Shell: 30×113mm
Caliber: 30 mm (1.1811 inch) calibre
Projectile weight: 220 g (7.76 oz)
Barrels: Single barrel (progressive RH parabolic twist, 16 grooves)
Action: Recoil operation featuring a pneumatic cocking system and a 26 volts DC electrical firing system
Rate of fire: 1,200 rpm
Muzzle velocity: 790 m/s (2,592 ft/s)

Quoted from "Hood"

This is the first practical achievement of the system...

Uh, didn't the Germans and Italians work on those years ago? I know the DEFA 501 revolver cannon in 23mm has been in service since 1945, and I'm pretty sure it wasn't the first example of the type...

Hmm. This is an interesting question.

As far as I can determine, WW Germany never developed the MG 213 in either 20mm or 30mm; my search-fu is handicapped by not knowing what my predecessors might have been thinking. They appear to not refer to the use of revolver cannon. So I have no dog in this hunt.

However,

According to this post, Kaiser Kirk refitted the S-1 class escorts and noted the “Old 40mm revolver cannon replaced with 57mm AA.” That was a long time ago.

French aircraft have been fitted for DEFA revolver cannon for a considerable period.

And we now return you to your regularly scheduled programming.
:D

Ah, ok. I knew you had the DEFA 501 but I didn't realise it was a revolver cannon. Looking back at your posts I see that aircraft developments you posted in 1943 refer to the "DEFA 501 revolver cannon" but later posts from 1944 onwards have omitted that full description for just "cannon". Hence why I probably overlooked or forgot that detail. As it stands the ADEN is the largest calibre revolver cannon, although I see references to a DEFA 37mm cannon but I'm not sure if that too is a revolver type based on the 501 or a different beast.

I knew of no German type in WW, so I was weary of starting work too early. Historically the DEFA and ADEN (and US M39 if it exists in WW?) were basically refined copies of the MG213. So I'm guessing the lineage and details of the DEFA and ADEN vary from historical.
I'm aware of the historical 7.62mm SIBEMAS developed in the USSR in 1935. Again, not sure if that happened in WW.

I think the weapon Kirk was referring to was old torpedo boat Hotchkiss Revolving Cannon-type weapons which were more gatling guns than revolvers.

This summary contains all relevant aircraft, gliders and engines now in production, development or on the drawing board. First flight dates for new types are here too.
Big Groups come first, then smaller independents.

The British Aircraft Industry and its Products 1947

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:
DH.98 Mosquito TT.Mk.VII, fast target-tug variant developed to meet Spec Q.19/45, prototype flown April 1946, order for 64 aircraft, first delivery in December 1946.
DH.98 Mosquito NF.Mk.VIII, night-fighter variant based on the B.Mk.VI but equipped with Mk.IX AI set, orders for 100 aircraft, deliveries began September 1946.
DH.98 Mosquito FB.Mk.IX, an updated B.Mk.VI strike-bomber based on the NF.Mk.VIII but with H2S Mk III RDF set in the nose, orders for 150 aircraft, deliveries began October 1946.
DH.98 Mosquito PR.Mk.X, an improved PR.Mk.V with additional fuel tanks and improved camera and navigation equipment, 30 aircraft ordered, all delivered August-October 1947.
DH.97 Ambassador (former Airspeed AS.57), 28-49 seat airliner, prototype first flown 10 July 1944, current orders being fulfilled include; the last 20 of 40 aircraft for BEA and 12 for British United Airlines.
DH.104 Dove, 8-11 seat feederliner, prototype first flown on 23 September 1942, current orders being fulfilled include 4 for East African Airways Corporation, 4 for Palestine Airways, 1 for Sudan Airways and 6 for West African Airways Corporation plus several private orders.
DH.104 Devon/ Sea Devon, 30 standard Dove aircraft with minor changes for the RAF and 13 for the FAA under Spec C.13/44, order fulfilled April 1946
DH.114 Heron, 14-17 seat feederliner, a scaled-up four-engined Dove, prototype first flown 10 May 1946, current orders being fulfilled include 6 for British United Airlines and 4 for East African Airways Corporation plus some for private use.
DH.100 Vampire F.Mk.I, jet-powered fighter powered by a 3,100lb de Havilland DGo.2 Goblin II turbojet, current orders for 100 aircraft, the first production aircraft flew in January 1946.
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 order for Switzerland (25 F.Mk.41).
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.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.
DH.100 Vampire FB.Mk.IV, a ground-attack variant with clipped wings, underwing bomb racks, revised undercarriage and a 3,350lb de Havilland DGo.3 Goblin II turbojet, a production F.Mk.I, TG444 was converted and flown 29 June 1947, current orders for 400, production to commence January 1948, export order from Iraq as the FB.Mk.55 (15).
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, design work to meet Spec P.3/44 for a fast medium range airliner for BOAC, first prototype G-ALVG due to fly in summer 1948.
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.
DH.112, improved Vampire with new wings and a 4,850lb de Havilland DGh.4 Ghost IV turbojet, covered by Spec F.7/47, prototype to fly in summer 1948.
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, to enter testing during 1948.
DGh.6 Ghost VI, 5,150lb, improved DGh.4, to enter 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.
Other Work:
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, 40-82 seat stretched development of H.P.66 Hermes, first flown 1944.
H.P.76 Hermes III, development of the Hermes II with four 2,200hp Bristol Theseus II turboprops, prototype converted and first flown 23 April 1946.
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, first production aircraft delivered January 1947.
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 ordered by BEA, delivery completed October 1947.
Types in Development:
H.P. 89 Handley Page Hastings C.Mk.III, VIP transport variant II seating up to 28 passengers, 4 on order for delivery in 1948.
Design Work:
H.P.80, design work to meet Spec B.35/46 for a jet-powered heavy bomber.
Other Work:
H.P. 67 Handley Page Hastings Met.Mk.I, conversion of 19 C.Mk.I transports to fit weather recording equipment, all converted during 1947.
H.P. 67 Handley Page Hastings T.Mk.IV, conversion of 8 C.Mk.I transports for the bomb aimer/ navigator training role with H2S ground-mapping RDF, all converted during 1947.
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:
Spearfish TBR.Mk.I, torpedo-bomber designed to meet Spec S.11/40, 150 ordered for FAA, deliveries during January 1945-August 1946.
Spearfish TBR.Mk.II, a Rolls-Royce RB.39 Clyde-powered variant, the second prototype RN341 was converted and flown on 14 July 1946, orders cover 200 aircraft, first production aircraft delivered in August 1947.
Fox II B.Mk.I, private-venture land-based ground attack variant of the Spearfish, RAF orders total 250 aircraft, production began September 1945 and completed August 1947, export order for Iraq (15).
Types in Development:
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.
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.
N.40/46, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
Other Work:
Societe Anonyme Belge Avions Fairey, Gosselies, Charleroi, manufactures the Avions-Fairey Tipsy B and Tipsy Junior and licence-manufactures the Fox II and Gloster Meteor 4 (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. 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’. 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, and Yeovil, Somerset.
Types Currently in Production:
Type 164 Buccaneer GR.Mk.I, production ended February 1946 with last of 250 aircraft delivered.
Type 166 Buckmaster T.Mk.III, production ended May 1946 with last of 9 aircraft delivered.
VC.1 Viking, 27-seat airliner, production ended in March 1946 and line fully converted for Valetta production.
Sea Fang FN.Mk.I, last of final order for 200 aircraft delivered in November 1946.
Spiteful F.Mk.III, an improved F.Mk.I with the 2,500hp Rolls-Royce Griffon V with contra-rotating propellers, orders for 100, production began in late 1946.
Type 170 Freighter, private-venture large freight carrier, in production since March 1944.
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 first flown 16 December 1944, second prototype TS375 flown 10 September 1945, 2 further prototypes flown during 1946 plus 20 pre-production aircraft, current orders for 100 aircraft, deliveries began February 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 during 1946 plus 10 pre-production aircraft in 1947, current orders for 100 aircraft, deliveries began September 1947.
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, contracts for 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 began during March 1947.
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, orders cover 150 aircraft, first production aircraft flown in May 1947.
Type 607 Valetta C.Mk.I; transport variant of the VC.1 Viking for Spec C.9/43, current orders for 200 prototype VL249 flown 30 June 1945, production began in April 1946.
Type 659 Valetta C.Mk.II, VIP transport variant, 10 built during 1946.
Type 664 Valetta T.Mk.III, flying classroom navigation trainer developed to Spec T.1/46, current orders for 40, production began in March 1947.
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 first flown 4 September 1945, first production airliner G-AKGH entered commercial service in September 1947, 20 on order for BOAC.
Types in Development:
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, the first prototype SR650 first flown 14 June 1946, orders for 100 aircraft, production due to start early 1948
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.
BCAC (Bristol) Type 178 Argus MR.Mk.I, maritime patrol aircraft based on the Type 167 Britannia airliner, developed to meet the requirements of the Royal Australian Air Force, prototype flown in December 1946, potential orders for 100 for the RAF.
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.
Type 668 Varsity, a pilot and navigation trainer variant of the Viking/Valetta to meet Spec T.13/45, the first prototype flown 17 July 1947, orders for 50 so far.
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.
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.
Type 173, tandem-rotor helicopter, design work to meet Spec E.4/46.
Wyvern FSN.Mk.III, variant of FSN.Mk.II with a 3,670shp + 1,180lbs Armstrong Siddeley ASP.3 Python turboprop, first prototype VP109 flown 22 March 1946, second prototype VP113 flown 20 August 1946, 2 further prototypes flown during late-1947, current orders for 20 pre-production aircraft and 100 production aircraft to be delivered from 1948.
Canberra B.Mk.I, design work to meet Spec B.3/45, uses H2S/NBC blind-bombing system, first prototype VN799 to fly in mid-1948.
Canberra B.Mk.II, design work on three-seat daylight tactical bomber variant with a glazed nose to meet Spec B.5/46, prototype to fly late summer 1948.
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 654 Valetta, meteorological reconnaissance variant, design work to meet Spec T.13/47.
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.
Type 511, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, work stopped late 1947.
Type 660, being designed to meet Spec B.35/46 for a jet-powered heavy bomber.
PJD.144, being designed to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
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.
Other Work:
Conversion of 20 Windsor B.Mk.I bombers with air-to-air refuelling receiver equipment to B.Mk.II standards completed in December 1946.
Conversion of a production Wayfarer C.Mk.I to C.Mk.II standard for RDF trials with an ASV.Mk.IV antenna fitted into a new solid nosecone and four operator/ fighter director stations in the cabin, completed July 1946.
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
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.

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:
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 engines.

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:
B.48 Firecrest FSN.Mk.I, single-seat carrier-based strike-fighter developed to meet Spec N.7/42, prototype first flown 1 April 1943, 200 ordered for FAA, production commenced April 1945 and completed November 1946.
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.50, private-venture single-seat jet-powered carrier-borne strike fighter powered by a single Rolls-Royce RB.41 Nene, later covered by Spec N.6/46 with order for 2 prototypes, cancelled mid-1946 with first prototype 40% complete.
B.54, design work to meet Spec GR.17/45 for a carrier-based anti-submarine aircraft, work stopped mid-1946.
B.78, design work to meet Spec R.2/45 for a maritime reconnaissance and anti-submarine flying boat, work stopped late 1946.
B.67, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
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, none currently on order but line open
711A Trader, freighter variant of the Tudor III, current orders being fulfilled include 4 for Air Freight Ltd.
700 Ashton, feederliner, current orders being fulfilled include 4 for British United Airlines and 8 for Transair Ltd. and several private orders.
696 Shackleton GR.Mk.I, land-based long-range maritime patrol aircraft, first of three prototypes, VW126, first flown on 9 March 1946, current orders cover 146 aircraft, the first production aircraft, VP254, flew on 23 October 1947.
The Avro Anson production line has now closed, the last T.Mk.IV variant leaving Woodford in May 1946.
Types in Development:
701 Athena, two 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 + 350lb 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 underway to fit four 5,000lb Rolls-Royce RB.41 Nene III turbojets in two nacelles to meet Spec E.6/47 issued to Avro for a jet-powered specialist flight research aircraft, first flight planned mid-1948.
Design Work:
Avro 698, being designed to meet Spec B.35/46 for a jet-powered heavy bomber.
Avro 708, airliner, being designed to meet Spec P.5/46 for a jet-powered Long-Range Empire Aircraft for BOAC.
Avro 714, two-seat side-by-seat advanced trainer based on the 701 Athena with an AS Cheetah radial or DH Gipsy Queen inline engine to meet Spec T.16/45 to replace the Percival Prentice.
Other Work:
Last of 50 Lancaster B.Mk.II conversions from B.Mk.I standard to fit air-to-air refuelling receiver equipment completed at Woodford in December 1946.
Lancaster B.Mk.I deep maintenance contracts and modernisation with newer radio equipment

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, first deliveries in April 1946 and production completed October 1947 (note production of Sea Fury was moved from Armstrong Whitworth in early 1946 to provide work following the final Tempests until the Cyclone entered full scale production).
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, the first production aircraft being delivered in June 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, potential orders of 100 aircraft.
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, due to fly spring 1948.
Design Work:
P.1054, being designed to meet Spec F.43/46 for a high-speed high-altitude jet-powered day interceptor.
P.1061, also being designed to meet Spec F.43/46.
P.1056, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, work stopped late 1947.
P.1057, also being designed to meet Spec F.44/46, work stopped late 1947.
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 150 for the RAF, first production aircraft flown September 1946, export orders from Argentina (100 F.Mk.41), Egypt (15 F.Mk.51) and Yugoslavia (17 F.Mk.42). 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, first production aircraft flown March 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 began May 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, due to fly late 1948
Design Work:
Meteor NF.Mk.XI, design study completed, now covered by Spec F.5/46 and detailed development work transferred to Armstrong Whitworth, with design support from Gloster, in October 1946.
P.231, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, also modified and submitted to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
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 flight planned June 1948.

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, orders cover 200, the first production aircraft flew in August 1947, export orders from Yugoslavia (8 T.Mk.43) and Bulgaria (2 T.Mk.44).
Types in Development:
Meteor NF.Mk.XI, detailed design work under Spec F.5/46, work transferred from Gloster in October 1946, converted T.Mk.VII VW413 first flown 31 May 1947, 300 on order, production aircraft to be delivered from spring 1948, export order from Bulgaria (NF.Mk.45).
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, planned to fly in autumn 1948.
Design Work:
Meteor NF.Mk.XII, an improved variant of NF.Mk.XI, covered by F.24/46, first flight planned 1948.
Other Work:
Hawker Tempest TT.Mk.IV, conversion of production aircraft from RAF stocks with a Malcolm G type winch for fast target towing, 81 ordered, production began in June 1946 and completed in September 1947.

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.
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 and third prototypes, TG267 and TG271, to fly during 1948, TG271 is to be fitted with a 6,250lb Rolls-Royce RB.44 Tay.
Design Work:
W.11T, a variant of the W.11 with a longer fuselage and aerodynamic improvements.
P.104, four-engine maritime reconnaissance and anti-submarine flying boat, designed to meet Spec R.2/45, two prototypes on order, first flight planned 1948.
SR.55 Duchess, a 74-seat flying boat powered by six de Havilland Ghost turbojets designed to meet Spec P.6/46.
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 will be 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.
Design Work:
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 planned for late 1948.
ASV.1 Viper, 1,200lbs, design work on an 7-stage axial compressor based on the ASA.1 Adder, bench tests to begin in 1949, also planned is a 1,500lb thrust variant (ASV.2).
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 due 1948 and certification 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.
Alvis Leonides Major, 875hp, 14-cyl two-row radial engine with single speed, single stage medium supercharger, based on Leonides components, certified 1947.
Napier Sabre IV, 2,500hp, 24-cyl H-24 sleeve valve liquid-cooled piston engine with single-stage, two-speed centrifugal supercharger, certified 1942.
Sabre VI, 2,600hp, Mk. IV with Hobson-R.A.E fuel injection, single-lever throttle and propeller control, certified 1943.
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.
Types in Development:
Alvis Leonides VII/2, 540hp, down-rated Model VI for improved reliability over Model VI/2, certification due 1948.
Alvis Leonides Major II, 850hp, variant designed for use in helicopters, certification due 1948.
Napier E.127 Nymph, 500shp, single-shaft turboprop, bench tested during 1945, not yet ready for production and with low development priority.
N.Na.1 Naiad, 1,500shp plus 241lb, single-shaft axial-flow turboprop with 5 combustion chambers, certified 1946 but still undergoing final testing.
Design Work:
N.Na.2 Coupled Naiad, 3,000shp (estimated), two coupled N.Na.1 with common gearbox and propeller drive, to begin bench testing 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 run in late 1948 and will be test-flown the following year.
N.Nm.2 Nomad II, 3,000hp, this is a simpler version of which couples the two parts to drive a single propeller, to be bench tested in 1948.
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:
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.

This summary contains all relevant aircraft, gliders and engines now in production, development or on the drawing board. First flight dates for new types are here too.
Big Groups come first, then smaller independents.

The British Aircraft Industry and its Products 1947

Groups within the Industry

AIRCO[/b]
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:
DH.98 Mosquito TT.Mk.VII, fast target-tug variant developed to meet Spec Q.19/45, prototype flown April 1946, order for 64 aircraft, first delivery in December 1946.
DH.98 Mosquito NF.Mk.VIII, night-fighter variant based on the B.Mk.VI but equipped with Mk.IX AI set, orders for 100 aircraft, deliveries began September 1946.
DH.98 Mosquito FB.Mk.IX, an updated B.Mk.VI strike-bomber based on the NF.Mk.VIII but with H2S Mk III RDF set in the nose, orders for 150 aircraft, deliveries began October 1946.
DH.98 Mosquito PR.Mk.X, an improved PR.Mk.V with additional fuel tanks and improved camera and navigation equipment, 30 aircraft ordered, all delivered August-October 1947.
DH.97 Ambassador (former Airspeed AS.57), 28-49 seat airliner, prototype first flown 10 July 1944, current orders being fulfilled include; the last 20 of 40 aircraft for BEA and 12 for British United Airlines.
DH.104 Dove, 8-11 seat feederliner, prototype first flown on 23 September 1942, current orders being fulfilled include 4 for East African Airways Corporation, 4 for Palestine Airways, 1 for Sudan Airways and 6 for West African Airways Corporation plus several private orders.
DH.104 Devon/ Sea Devon, 30 standard Dove aircraft with minor changes for the RAF and 13 for the FAA under Spec C.13/44, order fulfilled April 1946
DH.114 Heron, 14-17 seat feederliner, a scaled-up four-engined Dove, prototype first flown 10 May 1946, current orders being fulfilled include 6 for British United Airlines and 4 for East African Airways Corporation plus some for private use.
DH.100 Vampire F.Mk.I, jet-powered fighter powered by a 3,100lb de Havilland DGo.2 Goblin II turbojet, current orders for 100 aircraft, the first production aircraft flew in January 1946.
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 order for Switzerland (25 F.Mk.41).
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.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.
DH.100 Vampire FB.Mk.IV, a ground-attack variant with clipped wings, underwing bomb racks, revised undercarriage and a 3,350lb de Havilland DGo.3 Goblin II turbojet, a production F.Mk.I, TG444 was converted and flown 29 June 1947, current orders for 400, production to commence January 1948, export order from Iraq as the FB.Mk.55 (15).
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, design work to meet Spec P.3/44 for a fast medium range airliner for BOAC, first prototype G-ALVG due to fly in summer 1948.
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.
DH.112, improved Vampire with new wings and a 4,850lb de Havilland DGh.4 Ghost IV turbojet, covered by Spec F.7/47, prototype to fly in summer 1948.
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, to enter testing during 1948.
DGh.6 Ghost VI, 5,150lb, improved DGh.4, to enter 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.
Other Work:
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, 40-82 seat stretched development of H.P.66 Hermes, first flown 1944.
H.P.76 Hermes III, development of the Hermes II with four 2,200hp Bristol Theseus II turboprops, prototype converted and first flown 23 April 1946.
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, first production aircraft delivered January 1947.
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 ordered by BEA, delivery completed October 1947.
Types in Development:
H.P. 89 Handley Page Hastings C.Mk.III, VIP transport variant II seating up to 28 passengers, 4 on order for delivery in 1948.
Design Work:
H.P.80, design work to meet Spec B.35/46 for a jet-powered heavy bomber.
Other Work:
H.P. 67 Handley Page Hastings Met.Mk.I, conversion of 19 C.Mk.I transports to fit weather recording equipment, all converted during 1947.
H.P. 67 Handley Page Hastings T.Mk.IV, conversion of 8 C.Mk.I transports for the bomb aimer/ navigator training role with H2S ground-mapping RDF, all converted during 1947.
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:
Spearfish TBR.Mk.I, torpedo-bomber designed to meet Spec S.11/40, 150 ordered for FAA, deliveries during January 1945-August 1946.
Spearfish TBR.Mk.II, a Rolls-Royce RB.39 Clyde-powered variant, the second prototype RN341 was converted and flown on 14 July 1946, orders cover 200 aircraft, first production aircraft delivered in August 1947.
Fox II B.Mk.I, private-venture land-based ground attack variant of the Spearfish, RAF orders total 250 aircraft, production began September 1945 and completed August 1947, export order for Iraq (15).
Types in Development:
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.
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.
N.40/46, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
Other Work:
Societe Anonyme Belge Avions Fairey, Gosselies, Charleroi, manufactures the Avions-Fairey Tipsy B and Tipsy Junior and licence-manufactures the Fox II and Gloster Meteor 4 (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. 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’. 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, and Yeovil, Somerset.
Types Currently in Production:
Type 164 Buccaneer GR.Mk.I, production ended February 1946 with last of 250 aircraft delivered.
Type 166 Buckmaster T.Mk.III, production ended May 1946 with last of 9 aircraft delivered.
VC.1 Viking, 27-seat airliner, production ended in March 1946 and line fully converted for Valetta production.
Sea Fang FN.Mk.I, last of final order for 200 aircraft delivered in November 1946.
Spiteful F.Mk.III, an improved F.Mk.I with the 2,500hp Rolls-Royce Griffon V with contra-rotating propellers, orders for 100, production began in late 1946.
Type 170 Freighter, private-venture large freight carrier, in production since March 1944.
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 first flown 16 December 1944, second prototype TS375 flown 10 September 1945, 2 further prototypes flown during 1946 plus 20 pre-production aircraft, current orders for 100 aircraft, deliveries began February 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 during 1946 plus 10 pre-production aircraft in 1947, current orders for 100 aircraft, deliveries began September 1947.
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, contracts for 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 began during March 1947.
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, orders cover 150 aircraft, first production aircraft flown in May 1947.
Type 607 Valetta C.Mk.I; transport variant of the VC.1 Viking for Spec C.9/43, current orders for 200 prototype VL249 flown 30 June 1945, production began in April 1946.
Type 659 Valetta C.Mk.II, VIP transport variant, 10 built during 1946.
Type 664 Valetta T.Mk.III, flying classroom navigation trainer developed to Spec T.1/46, current orders for 40, production began in March 1947.
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 first flown 4 September 1945, first production airliner G-AKGH entered commercial service in September 1947, 20 on order for BOAC.
Types in Development:
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, the first prototype SR650 first flown 14 June 1946, orders for 100 aircraft, production due to start early 1948
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.
BCAC (Bristol) Type 178 Argus MR.Mk.I, maritime patrol aircraft based on the Type 167 Britannia airliner, developed to meet the requirements of the Royal Australian Air Force, prototype flown in December 1946, potential orders for 100 for the RAF.
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.
Type 668 Varsity, a pilot and navigation trainer variant of the Viking/Valetta to meet Spec T.13/45, the first prototype flown 17 July 1947, orders for 50 so far.
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.
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.
Type 173, tandem-rotor helicopter, design work to meet Spec E.4/46.
Wyvern FSN.Mk.III, variant of FSN.Mk.II with a 3,670shp + 1,180lbs Armstrong Siddeley ASP.3 Python turboprop, first prototype VP109 flown 22 March 1946, second prototype VP113 flown 20 August 1946, 2 further prototypes flown during late-1947, current orders for 20 pre-production aircraft and 100 production aircraft to be delivered from 1948.
Canberra B.Mk.I, design work to meet Spec B.3/45, uses H2S/NBC blind-bombing system, first prototype VN799 to fly in mid-1948.
Canberra B.Mk.II, design work on three-seat daylight tactical bomber variant with a glazed nose to meet Spec B.5/46, prototype to fly late summer 1948.
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 654 Valetta, meteorological reconnaissance variant, design work to meet Spec T.13/47.
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.
Type 511, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, work stopped late 1947.
Type 660, being designed to meet Spec B.35/46 for a jet-powered heavy bomber.
PJD.144, being designed to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
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.
Other Work:
Conversion of 20 Windsor B.Mk.I bombers with air-to-air refuelling receiver equipment to B.Mk.II standards completed in December 1946.
Conversion of a production Wayfarer C.Mk.I to C.Mk.II standard for RDF trials with an ASV.Mk.IV antenna fitted into a new solid nosecone and four operator/ fighter director stations in the cabin, completed July 1946.
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
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.

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:
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 engines.

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: [b] Brough, East Yorkshire; Dumbarton, Dunbartonshire and Feltham, Middlesex.
[b]Types Currently in Production:
B.48 Firecrest FSN.Mk.I, single-seat carrier-based strike-fighter developed to meet Spec N.7/42, prototype first flown 1 April 1943, 200 ordered for FAA, production commenced April 1945 and completed November 1946.
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.50, private-venture single-seat jet-powered carrier-borne strike fighter powered by a single Rolls-Royce RB.41 Nene, later covered by Spec N.6/46 with order for 2 prototypes, cancelled mid-1946 with first prototype 40% complete.
B.54, design work to meet Spec GR.17/45 for a carrier-based anti-submarine aircraft, work stopped mid-1946.
B.78, design work to meet Spec R.2/45 for a maritime reconnaissance and anti-submarine flying boat, work stopped late 1946.
B.67, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
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, none currently on order but line open
711A Trader, freighter variant of the Tudor III, current orders being fulfilled include 4 for Air Freight Ltd.
700 Ashton, feederliner, current orders being fulfilled include 4 for British United Airlines and 8 for Transair Ltd. and several private orders.
696 Shackleton GR.Mk.I, land-based long-range maritime patrol aircraft, first of three prototypes, VW126, first flown on 9 March 1946, current orders cover 146 aircraft, the first production aircraft, VP254, flew on 23 October 1947.
The Avro Anson production line has now closed, the last T.Mk.IV variant leaving Woodford in May 1946.
Types in Development:
701 Athena, two 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 + 350lb 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 underway to fit four 5,000lb Rolls-Royce RB.41 Nene III turbojets in two nacelles to meet Spec E.6/47 issued to Avro for a jet-powered specialist flight research aircraft, first flight planned mid-1948.
Design Work:
Avro 698, being designed to meet Spec B.35/46 for a jet-powered heavy bomber.
Avro 708, airliner, being designed to meet Spec P.5/46 for a jet-powered Long-Range Empire Aircraft for BOAC.
Avro 714, two-seat side-by-seat advanced trainer based on the 701 Athena with an AS Cheetah radial or DH Gipsy Queen inline engine to meet Spec T.16/45 to replace the Percival Prentice.
Other Work:
Last of 50 Lancaster B.Mk.II conversions from B.Mk.I standard to fit air-to-air refuelling receiver equipment completed at Woodford in December 1946.
Lancaster B.Mk.I deep maintenance contracts and modernisation with newer radio equipment

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, first deliveries in April 1946 and production completed October 1947 (note production of Sea Fury was moved from Armstrong Whitworth in early 1946 to provide work following the final Tempests until the Cyclone entered full scale production).
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, the first production aircraft being delivered in June 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, potential orders of 100 aircraft.
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, due to fly spring 1948.
Design Work:
P.1054, being designed to meet Spec F.43/46 for a high-speed high-altitude jet-powered day interceptor.
P.1061, also being designed to meet Spec F.43/46.
P.1056, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, work stopped late 1947.
P.1057, also being designed to meet Spec F.44/46, work stopped late 1947.
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 150 for the RAF, first production aircraft flown September 1946, export orders from Argentina (100 F.Mk.41), Bulgaria (21 F.Mk.43), Egypt (15 F.Mk.51) and Yugoslavia (17 F.Mk.42). 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, first production aircraft flown March 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 began May 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, due to fly late 1948
Design Work:
Meteor NF.Mk.XI, design study completed, now covered by Spec F.5/46 and detailed development work transferred to Armstrong Whitworth, with design support from Gloster, in October 1946.
P.231, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, also modified and submitted to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
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 flight planned June 1948.

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, orders cover 200, the first production aircraft flew in August 1947, export orders from Bulgaria (2 T.Mk.44) and Yugoslavia (8 T.Mk.45).
Types in Development:
Meteor NF.Mk.XI, detailed design work under Spec F.5/46, work transferred from Gloster in October 1946, converted T.Mk.VII VW413 first flown 31 May 1947, 300 on order, production aircraft to be delivered from spring 1948, export order from Bulgaria (NF.Mk.46).
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, planned to fly in autumn 1948.
Design Work:
Meteor NF.Mk.XII, an improved variant of NF.Mk.XI, covered by F.24/46, first flight planned 1948.
Other Work:
Hawker Tempest TT.Mk.IV, conversion of production aircraft from RAF stocks with a Malcolm G type winch for fast target towing, 81 ordered, production began in June 1946 and completed in September 1947.

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.
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 and third prototypes, TG267 and TG271, to fly during 1948, TG271 is to be fitted with a 6,250lb Rolls-Royce RB.44 Tay.
Design Work:
W.11T, a variant of the W.11 with a longer fuselage and aerodynamic improvements.
P.104, four-engine maritime reconnaissance and anti-submarine flying boat, designed to meet Spec R.2/45, two prototypes on order, first flight planned 1948.
SR.55 Duchess, a 74-seat flying boat powered by six de Havilland Ghost turbojets designed to meet Spec P.6/46.
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 will be 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.
Design Work:
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 planned for late 1948.
ASV.1 Viper, 1,200lbs, design work on an 7-stage axial compressor based on the ASA.1 Adder, bench tests to begin in 1949, also planned is a 1,500lb thrust variant (ASV.2).
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 due 1948 and certification 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.
Alvis Leonides Major, 875hp, 14-cyl two-row radial engine with single speed, single stage medium supercharger, based on Leonides components, certified 1947.
Napier Sabre IV, 2,500hp, 24-cyl H-24 sleeve valve liquid-cooled piston engine with single-stage, two-speed centrifugal supercharger, certified 1942.
Sabre VI, 2,600hp, Mk. IV with Hobson-R.A.E fuel injection, single-lever throttle and propeller control, certified 1943.
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.
Types in Development:
Alvis Leonides VII/2, 540hp, down-rated Model VI for improved reliability over Model VI/2, certification due 1948.
Alvis Leonides Major II, 850hp, variant designed for use in helicopters, certification due 1948.
Napier E.127 Nymph, 500shp, single-shaft turboprop, bench tested during 1945, not yet ready for production and with low development priority.
N.Na.1 Naiad, 1,500shp plus 241lb, single-shaft axial-flow turboprop with 5 combustion chambers, certified 1946 but still undergoing final testing.
Design Work:
N.Na.2 Coupled Naiad, 3,000shp (estimated), two coupled N.Na.1 with common gearbox and propeller drive, to begin bench testing 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 run in late 1948 and will be test-flown the following year.
N.Nm.2 Nomad II, 3,000hp, this is a simpler version of which couples the two parts to drive a single propeller, to be bench tested in 1948.
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:
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.

Independent Companies


Abbott-Baynes Sailplanes Ltd.
Works: Wrecclesham, Farnham, Surrey.
Types Currently in Production:
Abbott-Baynes Scud 2, glider
Abbott-Baynes Scud 3, glider
Carden-Baynes Auxiliary, motorglider

Aero Engines Ltd.
Works: Kingswood, Bristol.
Types Currently in Production:
Dryad, 40hp 2-cyl opposed air-cooled engine.
Sprite, 23hp 2-cyl opposed air-cooled engine.
Pixie, 50hp 4-cyl inverted inline air-cooled engine, former Weir design.

F.M. Aspin & Company Ltd. Ltd.
Works: Bury, Lancashire.
Types Currently in Production:
Aspin, 4-cyl horizontally-opposed engine, each cylinder has a rotating conical head containing a valve port which opens the inlet and exhaust alternately, certified 1938.
Other Work
Development and manufacture of auxiliary power-units for large aircraft.
Manufacture of engines and gearboxes for the automotive industry.

Auster Aircraft Ltd.
Works: Rearsby Aerodrome, Leicestershire.
Types Currently in Production:
J-1 Autocrat, 3-seat light aircraft, first flown 1943, powered by a 90hp Blackburn Cirrus Minor II, the J-1A variant has a higher all-up weight.
J-2 Arrow, two-seat aerobatic variant of the J-1, first flown 1943, powered by a 75hp Continental C-75-12.
J-4 Arrow, a variant of the J-2 with a 90hp Cirrus Minor I, first flown 1944.
M-1, Auster GR.Mk.I, light spotter aircraft powered by a 130hp Blackburn Cirrus Major developed to meet Spec A.2/43, prototype first flown June 1944, 150 ordered for RAF, deliveries began July 1945, current export orders for Netherlands (80).
J-1N Alpha, 4-seat J-1 variant, first flown May 1945, powered by a 130hp DH Gipsy Major I.
J-1B Aiglet, an improved J-1A for the agricultural role with crop spraying equipment under the wings, powered by a 130hp DH Gipsy Major I, first flown 20 June 1946.
J-5 Autocar, a 4-seat development of the J-1A/J-1B with increased fuel capacity and a 155hp Blackburn Cirrus Major III engine, first flown 9 August 1946.
Types in Development:
J-3 Atom, a lower-powered variant of the J-2 with a 65hp Continental C-65-12 engine, first flown 26 May 1946, a second prototype is under construction.
J-5 Adventurer, a J-1A variant with a 130hp DH Gipsy Major I engine, prototype first flown 15 November 1947, intended for export to the Commonwealth.
J-5 Autocar, several further variants are under flight test; J-5G export version of the basic J-5; J-5H with a Blackburn Cirrus Major II; J-5P with a de Havilland Gipsy Major I and the J-5V with a 160hp Lycoming O-320.
Design Work:
J-5A Cropduster, a J-5 for the agricultural role with crop spraying equipment under the wings.
Aiglet Trainer, an aerobatic version of the J-1B, to be powered by a DH Gipsy Major I or a Blackburn Cirrus Major III engine, first flight is planned for 1949.
J-5 Aiglet Trainer, a 4-seat aerobatic development of the J-5 Autocar, first flight planned for 1949
B.4, a cargo/ ambulance aircraft based on the J-1 series boom for the tail surfaces and clamshell rear doors, first flight is planned for 1949.

Boulton Paul Aircraft Ltd.
Works: Wolverhampton, West Midlands.
Types Currently in Production:
BCAC Wyvern F.Mk.IV, sub-contract to build 10 pre-production aircraft and 150 production aircraft from February 1947.
Types in Development:
P.108 Balliol, turboprop-powered two-seat advanced trainer developed to meet Spec T.7/45, also proposed as a naval variant with arrestor hook and folding wings, first prototype VL892 with a 1,000ehp Armstrong Siddeley Mamba I turboprop first flown 24 March 1946, second prototype VL917 with a 1,475ehp Mamba 3 flown 24 March 1947 and the third navalised prototype flown 26 September 1947.
Design Work:
P.111, design work to meet Spec E.27/46 for an experimental delta wing aircraft for transonic research for the RAE Delta Wing Research Programme, to be fully tailless using elevons along the wing trailing edge and powered by one Rolls-Royce RB.41 Nene turbojet, first flight planned 1948.
Other Work:
Design, development and manufacture of powered aircraft control systems.
Design, development and manufacture of powered defensive gun turrets and gun mounts for aircraft.
Company has a 51% stake in Martin-Baker Aircraft Co. Ltd. which is now embarking on ejection-seat research and development.

Chilton Aircraft Ltd.
Works: Heston Airport, Middlesex.
Types Currently in Production:
D.W.2, two-seat light cabin aircraft, still available
Olympian, glider based on the Olympia Meise but with a stronger spar.
Other Work:
Owns Carden Aero Engines Co., builds engines for ultralight aircraft based on the Ford Ten car engine; 40hp S.P.1 and the 31hp Carden-Ford.

Chrislea Aircraft Co. Ltd.
This company ceased trading in September 1947.
Works: Heston Airport, Middlesex.
Types Currently in Production:
CH.2 Ace, two-seat light aircraft, uses the firm’s unusual wheel control system.
CH.3 Super Ace, high-wing four-seat cabin monoplane, powered by a Gipsy Major engine, uses the firm’s unusual wheel control system, first flown September 1943.

Cunliffe-Owen Aircraft Ltd.
Works: Swaythling, Southampton.
Types Currently in Production:
Concordia, private venture 12-seat airliner, first flown 19 May 1945, only 4 built since then but still available, talks with the Belgian COGEA company have not resulted in orders so far.
Other Work:
Repair and depot-level maintenance contracts with the FAA covering all combat-aircraft based in Britain.

Dart Aircraft Ltd.
Works: Dunstable, Bedfordshire (premises shared with Hawkridge Aircraft Company).
Types Currently in Production:
Zander & Weyl Cambridge, single-seat sailplane based on the Grunau Baby.
Kitten II, single-seat ultralight, first flown 1937.
Design Work:
Kitten III, single-seat ultralight, to fly before 1950.
Other Work:
Manufacture of replicas of historic aircraft for private owners and film work.

Flettner UK Ltd.
British agent for sales of Flettner helicopters designed and built in Germany.
Works: Heston Airport, Middlesex
Types Currently in Production:
None, supply of spares for the Fl-282 Hummingbird fleet only.

General Aviation (UK) Ltd.
Formed in early 1944 by the pooling of the aviation interests of Parnall Aircraft Ltd., which owned the patents, patent rights and designs of Nash & Thompson Ltd. and the Hendy Aircraft Co., with those of Portsmouth Aviation. In March 1947 the Navarro Aircraft Construction Company also merged with the company to secure capital and construction facilities for the Tribian Sponson.
Works: Portsmouth Airport, Hampshire and Yate, Gloucestershire
Types Currently in Production:
Aerocar, 5/6-seat light passenger and cargo aircraft, the Aerocar Major has two 155hp Blackburn Cirrus Major II and retractable undercarriage and the Aerocar Senior has fixed undercarriage, manual flaps and simpler flight instruments and equipment, prototype first flown 18 June 1945, current orders being fulfilled include 2 more for Portsmouth, Southsea & Isle of Wight Aviation and several private orders.
Types in Development:
Aerocar, flight trials on further developments with floats and skis.
Tribian Sponson, 6-seat amphibian powered by two 155hp Blackburn Cirrus Major III or 145hp DH Gipsy Major X engines, prototype first flown 20 March 1947, production to begin in 1948
Other Work:
Maintenance and repair services at Portsmouth, includes contract with Portsmouth, Southsea & Isle of Wight Aviation.
Design and manufacture of powered-gun turrets for aircraft by Nash & Thompson Ltd. at Yate.

Hawkridge Aircraft Company
Works: Dunstable, Bedfordshire (premises shared with Dart Aircraft Ltd.).
Types Currently in Production:
Dagling, primary glider, under licence
Grunau Baby, glider, under licence,
Kittiwake, glider, a converted Slingsby Gull 3.
Types in Development:
Venture BGA-640, glider, first flown 1947.
Other Work:
Maintenance and repair of gliders.

Heston Aircraft Company Ltd.
Works: Heston Airport, Middlesex.
Types Currently in Production:
None
Types in Development:
HC.6, two-seat spotter aircraft with a DH Gipsy engine in a pusher configuration, designed to meet Spec A.2/43, no contract awarded but prototype flew August 1945 and now the company is looking for export or civil sales.
Other Work:
Sub-contract work for de Havilland for structural elements.

Jameson Aero Engines Ltd.
Works: Swell, Surrey.
Types Currently in Production:
Jameson 1, 100hp, 4-cyl four-stroke piston engine, certified 1945.

Martin-Baker Aircraft Company Ltd.
Boulton Paul owns a majority 51% stake in the company.
Works: Denham, Buckinghamshire and Chalgrove Airfield, Oxfordshire.
Types Currently in Production:
None, the M.B.5 production line closed in January 1946.
Design Work:
M.B.7, jet-powered interceptor/high-speed research aircraft, small flying models were built and tested but all work ceased late 1947.
Other Work:
Research and development of ejection-seats for aircraft and other life-saving devices for pilots.

Miles Aircraft Ltd.
Works: Woodley, Berkshire.
Types Currently in Production:
M.28 Mercury, 4-seat cabin light aircraft, first flown 11 July 1940, engines choices are a 130hp DH Gipsy Major I or 140hp DH Gipsy Major II or 145hp Gipsy Major IIA or a 150hp Blackburn Cirrus Major III, in 1945 a licence agreement signed with Egyptian Heliopolis Aircraft Works to build the type as the Gomhouria (41 on order).
M.60 Marathon, 20-seat feederliner, developed to meet Spec P.2/41 for BEA, prototype first flown 19 May 1943, current orders being fulfilled include 10 for Malayan Airways Ltd.
M.60 Marathon T.Mk.II, navigation trainer variant for the RAF, 28 ordered, production completed December 1946.
M.65 Gemini, four seat twin-engined touring aircraft, engine choice of two 100hp Blackburn Cirrus Minor or 145hp Gipsy Major 10 or 155hp Cirrus Major 3 engines, first flown 26 October 1943.
M.57 Aerovan, private venture small cargo carrying aircraft for 6 passengers or 2,240lbs cargo, prototype first flown 16 March 1944, current orders being fulfilled include 2 for Air Transport Charter (C.I.) Ltd. plus private orders.
M.71 Merchantman, private venture feederliner/ cargo aircraft with triple fins and the wings of the M.60 with a new fuselage based on the M.57 Aerovan, can seat 20 passengers, prototype first flown 7 August 1945, current orders being fulfilled include 6 for Air Freight Ltd., 4 for Airwork Limited, 1 for Arabian Airways Ltd., 2 for Burma and Malaya Air Services Ltd., 1 for Elder Colonial Airways and 4 for Skyways Ltd.
M.68 Boxcar, private venture cargo aircraft designed to carry a removable transport container, prototype first flown 22 August 1945.
Types in Development:
M.52, jet-powered supersonic research aircraft developed under Spec E.24/43, first prototype RT133 powered by a 5,000lb Rolls-Royce RB.41 Nene II first flown 18 March 1946 second prototype RT134 incorporating a reheat jetpipe (No.4 36in augmenter), first flown 4 June 1946 and achieved Mach 1.38 on 10 October 1946 (destroyed 24 November 1946), third prototype RT135 with No.5 44in augmenter first flown 24 September 1946 and achieved Mach 1.60 on 3 February 1947.
Design Work:
M.73 Herald, private venture enlarged Marathon with a pressurised cabin for 36-44 passengers but also fully convertible to full and mixed cargo carrying, powered by four 875hp Alvis Leonides Major engines, the first prototype G-AODE should fly in early 1948.
M.75 Aries, an improved M.65 fitted with 155hp Blackburn Cirrus Major III engines, first flight planned for 1949.

Percival Aircraft Ltd.
In 1944 Percival Aircraft Ltd. was acquired by the Hunting Group Limited (the holding company of Hunting & Son Ltd.). Merger talks with BCAC are underway.
Works: Luton, Bedfordshire.
Types Currently in Production:
P.48 Merganser, private venture 5-seat feederliner, first flown 9 May 1944, still available.
P.40 Prentice T.Mk.I, three-seat basic trainer developed to meet Spec T.23/41, prototype TV163 first flown 31 March 1944, orders for 370 aircraft, first delivery April 1945, production completed February 1947.
P.40 Percival Prentice T.Mk.II, improved variant with a 340hp Gipsy Queen VII-4 engine, 80 ordered for RAF, first production aircraft flown June 1946, current export orders for Iraq (22) and Transjordan (6).
P.50 Prince, private venture 8-seat feederliner based on the P.48, first flown May 1945, current orders being fulfilled include 6 for Allied Airways (Gandar Dower) Ltd.
P.57 Sea Prince T.Mk.I, RDF operator and observer trainer variant of the P.50 developed to Spec T.17/46, order for 41 aircraft, first production aircraft delivered July 1947, also order for 3 C.Mk.II aircraft fitted with eight passenger seats.
Types in Development:
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 order for 200 were ordered in 1947, production to begin in 1948, export order for Sudan as the T.Mk.53 (4).
P.64 Super Prince; an improved 14-seat P.50 with 550hp Leonides V radial engines, prototype first flown 20 July 1947.
Design Work:
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, prototype to fly by summer 1949.
P.66 President, civil version of Pembroke with civilian-spec avionics.
Other Work:
Hunting Group company Hunting Aviation undertakes aircraft repair and maintenance at Luton.
Other aviation related Hunting Group companies (not covered in the BCAC talks) are Hunting Air Travel Ltd., Hunting Aerosurveys Ltd. and Aerofilms Ltd.

Reid and Sigrist Ltd.
Works: New Malden, Surrey and Desford, Leicestershire.
Types in Development
R.S.3 Desford, twin-engined 3-seat advanced trainer, powered by two 130hp de Havilland Gipsy Major I engines, prototype G-AGOS first flown 9 July 1945, no production order but line could be opened, G-AGOS as VZ728 is being used by the Institute of Aviation Medicine for research.
Design Work:
R.S.4 Bobsleigh, design work for an R.S.3 conversion with a prone pilot station in the fuselage nose.
Other Work:
Manufacture of precision aircraft instrumentation, notably turn and slip indicators invented by George Reid, the Gyorizon (combined turn indicator and artificial) and 3-axis gyroscopes at New Malden.
Operation of a civilian flying training school at Desford.
Repair contracts with the RAF, work undertaken at Desford.

Rolls-Royce Ltd.
Works: Derby, Derbyshire; Crewe, Cheshire, Glasgow, Lanarkshire and Barnoldswick, Lancashire.
Types Currently in Production:
Merlin IX, 1,760hp, 12-cyl V-12 inline engine, two-stage 2-speed supercharger, certified 1942.
Merlin X, 1,280hp, single-stage single-speed supercharger, improved VI for Avro Tudor, certified 1941, parts still in production.
Merlin XII, 1,760hp, civilian version of IX, certified 1944.
Griffon V, 2,500hp, 12-cyl V-12 inline engine, two-stage 2-speed supercharger, certified 1945.
Griffon VI, 1,960hp, certified 1944.
Griffon VII, 2,245hp, certified 1943.
Eagle I, 3,200hp, 24-cyl H-24 inline engine, two-stage 2-speed supercharger, certified 1943.
Eagle II, 3,315hp, certified 1944.
Eagle III, 3,500hp, increased compression ratio, certified 1944.
RB.26 Derwent II, 2,200lb, an improved RB.23, single-stage dual-entry centrifugal, 10 flow combustors, single-stage axial flow turbine, certified 1944.
Derwent IV, 2,400lb, certified 1944.
Derwent V, 3,500lb, a scaled down RB.41 Nene specifically for the Gloster Meteor, certified 1945.
Derwent VI, 3,600lb, an improved V, certified 1946.
RB.41 Nene I, 4,500lb, an enlarged RB.26 Derwent with minimal changes, first run 27 October 1944, certified 1945.
Nene II, 5,000lb, improved version, certified 1946.
Nene III, 5,000lb, improved version, certified 1947.
RB.50 Trent I, 750shp + 1,250lb, an RB.26 Derwent II with an additional turbine stage driving a reduction gearbox connected to a propeller, a prototype engine ran for 633 hours during bench tests in 1943, first flown in a Gloster Meteor 20 September 1944, entered production June 1945.
RB.39 Clyde I, 4,030ehp, a two-spool turboprop design with a 9-stage axial low-pressure compressor and a single-sided centrifugal high-pressure compressor running on concentric shafts, certified 1945.
Clyde II, 3,020shp + 1,225lb, improved version with new gearbox, certified 1946.
RB.44 Tay I, 6,250lbs, an enlarged RB.41 Nene with reheat, certified 1947.
RB.53 Dart I, 1,400shp + 350lb, turboprop with 2-stage centrifugal compressor, 7 combustion chambers, 3-stage turbine, first bench tests 1945, certified 1946.
Dart II, 1,600shp + 370lb, improved version, certified 1946.
Types in Development:
RB.26 Derwent VII, 3,700lb, an improved Derwent V, certification due 1948.
RB.53 Dart III, 1,740shp + 400lb, improved version with water methanol injection for hot and high conditions, certification planned for 1948.
Dart IV, 1,990shp + 450lb, improved version with higher rated power, certification due by 1950.
AJ.65 (Axial Jet, 6,500lbs)/ Avon R.A.1 & R.A.2, an experimental axial-flow turbojet and replacement for the RB.41 Nene, a single-spool design with an 8-stage compressor, development began 1945, first bench tests 1947, flight trials to begin in summer 1948, planned production version for 1949 is R.A.3 to be rated at 6,500lb.
Design Work:
R.B.80/ RCo.2 Conway I, 10,000lb, development began 1945 as a by-pass turbojet for 5,000lb thrust, since evolved to a larger 9,250lb design, further improvements as the R.Co.2 include a two spool compressor using a 4-stage low-pressure compressor driven by a 2-stage turbine and an 8-stage high-pressure compressor driven by another 2-stage turbine, design work should complete by 1949 and bench testing estimated to begin in late 1950.

Scottish Aviation Ltd.
Works: Prestwick Airport, South Ayrshire.
Types in Development:
Pioneer, 4-seat short take-off and landing communication aircraft developed to meet Spec A.4/45, the high-wing has extensive flaps and leading edge slats to take-off in 75 yards and land within 65 yards, first prototype VL515 powered by a 240hp de Havilland Gipsy Queen flown 5 November 1947, second prototype VL516 with a 540hp Alvis Leonides IV radial will fly in spring 1948, potential orders may cover 50-100 aircraft
Other Work:
Flying school and maintenance contract work at Prestwick.

Short Brothers (Rochester & Bedford) Ltd. and Short & Harland Ltd.
Works: Rochester, Kent; Bedford, Bedforshire and Belfast, County Antrim.
Types Currently in Production:
S.45 Solent, flying boat based on S.34 Sunderland Mk V, built in three variants; Solent 1 for 30 day passengers, Solent 2 for 24 day/night or 30 day passengers and Solent 3 for 39 day passengers, 37 ordered by BOAC, the first production aircraft flown April 1943, the last aircraft was delivered in January 1947.
S.35 S Class, 40-70 seat flying boat developed for BOAC, prototype flown 25 June 1943, 10 passenger and 5 cargo aircraft ordered by BOAC, the first production aircraft flown March 1945, the last aircraft was delivered in March 1947.
S.46 Sealand, 5-7 seat light amphibian powered by two 340hp de Havilland Gipsy Queen VII-4 engines, prototype first flown 22 January 1946, current orders being fulfilled include 12 for Philippines Constabulary and several private orders.
Types in Development:
None.
Design Work:
S.42, being designed to meet Spec R.2/45 for a maritime reconnaissance and anti-submarine flying boat, work stopped early 1947.
S.B.1, being designed to meet Spec B.35/46 for a jet-powered heavy bomber.
Commonwealth, airliner being designed to meet Spec P.5/46 for a jet-powered Long-Range Empire Aircraft for BOAC.
Other Work:
Short & Harland Ltd. at Belfast undertakes a wide range of other aviation and non-aviation related engineering work.
Subsidiary Pobjoy-Short at Hooton Park, Cheshire, designs and manufacturers auxiliary accessory gearboxes and auxiliary power units in co-operation with Rotol Airscrews Ltd.

Slingsby Sailplanes Ltd.
Works: Kirkbymoorside, North Yorkshire.
Types Currently in Production:
T.13 Petrel, single-seat competition glider, first flown December 1938, still available.
T.7 Cadet TX.Mk.I, single-seat training glider based on the 1936 T.7 Kirkby Cadet, developed to meet Spec T.20/43, total orders for 430 gliders, deliveries began October 1944 and due to complete early 1948.
T.21B Sedbergh TX.Mk.I, 2-seat training glider with side-by-side seating, prototype flown May 1944, 95 ordered for ATC, deliveries began December 1944 and completed in July 1946, the civil variant is the T.21A and is still available.
T.23A Kirby Kite, single-seat sport glider, improved T.6 Kirby Kite, first flown March 1946.
T.8 Cadet TX.Mk.II, single-seat training glider based on the 1937 T.8 Kirkby Tutor with a tapered wing, 83 ordered in 1946, deliveries began June 1946 and due to complete in late 1948.
T.31B Cadet TX.Mk.III, tandem 2-seat development of T.8 Tutor/Cadet TX.2, T.31A prototype flown in 1946, 121 ordered for ATC use, deliveries of production T.31B began November 1947 and due to complete in 1949.
T.30 Prefect, modernised Grunau Baby design, prototype first flown April 1947, 15 ordered by the ATC as the Prefect TX.Mk.I, deliveries began December 1947.
Types in Development:
T.24 Falcon 4, 2-seat training glider, first of 3 prototypes flown April 1946, offered to ATC but no orders.
T.25 Gull 4, single-seat sports glider, first of 3 prototypes flown October 1947.
Design Work:
T.26 Kite 2, design work on an improved T.23A Kirby Kite, due to fly in 1948.
T.29 Motor Tutor, single-seat motor glider using wings, struts and tail unit of T.8 Kirby Tutor with a new fuselage with a wheeled undercarriage, the T.29A has a 25hp Scott Flying Squirrel and the T.29B a 40hp Aeronca JAP J.99, both should fly in 1948.

Tipsy Aircraft Company Ltd.
Works: Hanworth Air Park, Feltham, Middlesex.
Types Currently in Production:
Tipsy B, 2-seat light aircraft, open and enclosed cockpit versions, first flown in 1935, licence-production since 1937.
Tipsy Junior, single-seat light aircraft, Belgian prototype OO-TIT first flown 30 June 1946, licence-production began in September 1947.

Scott Motorcycle Company Ltd.
Works: Shipley, West Yorkshire.
Types Currently in Production:
Flying Squirrel, 28hp, 2-cyl inverted inline engine, certified 1935.
Other Work:
Manufacture of motorcycle engines.

Wow.... Great work. Looks like somebody's got some time to spend.... Must have been quite some work to put this all together. 8)

Thanks, Hoo!

It took a while, but it was mainly compiling data from other files I already have. I used to do a more wordy magazine article style version but stopped around 1944.
This is the look-up everyone should refer too for looking up things, detailed specs will be in the encyclopaedia. This was also useful in that I can see more easily which firms have capacity and which are overworked.

Hawker is twiddling thumbs a little for now, Gloster is supposed to be Hawker Siddeley's naval arm but are stealing the show with the Meteor, hence why they are being merged into Hawker's design team. I expect by 1950 Gloster will go, as will Armstrong Whitworth.
Boulton Paul in the 1930s had lots of contracts for turret fighters and heavy bombers but now are in lean times. They have a couple of good projects on the go though. Shorts too looks iffy, might have to say bye-bye to them too with Short & Harland doing sub-contract work to keep the Belfast factory open.

Updated RAF and FAA order of battle can be found here.

Royal Egyptian Air Force
Formed in 1932 under the nominal command of Commander-in-Chief (Air) Middle East the Royal Egyptian Air Force came under Egyptian control with RAF military advisers and training staff in mid 1939. The Second-in-Command remains an RAF Group Captain. NCO posts are now all Egyptian and there are ninety Egyptian mechanics.
Almaza Aerodrome and Edku Aerodrome are the two REAF bases. A Technical Training School, a Signals and Electrical School and an Air Armament school are all co-located at Almaza. No.4 squadron and No.5 Squadrons are based at Edku.
The REAF during 1943 received ten trainers and twenty Fairey Balmoral B.Mk.I bombers to re-equip No.2 Squadron to replace that unit’s Bristol Blenheims.
In 1944 the REAF received 20 Hawker Tempest F.Mk.I to re-equip No.1 Sqn.
In 1945 the REAF received 8 Avro Anson C.Mk.II and 4 BCAC Wayfarer transports to re-equip No.3 Sqn and 4 Anson T.Mk.III and 4 Anson T.Mk.IV to equip the Flying Training School.
In 1946 the REAF received 12 DH Hornet FB.Mk.I to re-equip No.5 Sqn and 16 Heliopolis Gomhouria
In 1947 the REAF received 15 Gloster Meteor F.Mk.IV to equip a new fighter squadron and 14 Heliopolis Gomhouria 1 and 6 Heliopolis Gomhouria 2.

No.1 Squadron (15 Hawker Tempest F.Mk.I)
No.2 Squadron (12 Fairey Balmoral B.Mk.I)
No.3 Squadron (8 Avro Anson C.Mk.II and 4 BCAC Wayfarer C.Mk.I)
No.4 Squadron (12 Fairey Balmoral B.Mk.I)
No.5 Squadron (12 12 DH Hornet FB.Mk.I)
Flying Training School (4 Avro Anson T.Mk.III, 4 Avro Anson T.Mk.IV, 8 D.H. Tiger Moth, 10 Supermarine Spitfire T.Mk.VI and 16 Heliopolis Gomhouria)


Royal Iraqi Air Force
Formed in 1931 under the nominal command of Assistant Commander Middle East (Iraq) the Royal Iraqi Air Force came under Iraqi control with RAF military advisers and training staff in mid 1939. The Second-in-Command post temporarily remains an RAF officer. No other RAF personnel are employed except for twenty instructors (technical, mechanical and flying). The first RIAF pilot officers were trained at RAF Cranwell during 1932.
The Technical Training School, the Signals and Electrical School and the Air Armament School are all co-located at Mosul.
New airfields for the RAF at Al Amarah, Al Jarrah, Balad (near Baghdad) and Rutba near the Jordanian border have now been completed.
The RIAF in 1942 received twenty-four Fairey Balmoral B.Mk.I bombers to re-equip No.6 Squadron to replace that unit’s Fairey Battles. Twelve of the Balmorals are attrition replacements. One Avro York was delivered to the Communications Flight for VIP transportation.
During 1943 the RIAF received ten Spitfire T.Mk.VI trainers and another Percival P.30 Proctor II radio-trainer.
In 1944 the RIAF received 58 Martin-Baker M.B.5 F.Mk.I fighters to replace its current fighters.
In 1945 the RIAF received 30 DH Hornet FB.Mk.I fighters to replace its Henleys and 4 BCAC Wayfarer transports.
In 1946 the RIAF received 4 Avro Anson C.Mk.II transports to equip the Communications Flight and 4 Anson T.Mk.III and 4 Anson T.Mk.IV and 16 Percival Pretence T.Mk.II to equip the Flying Training School.
In 1947 the RIAF received 15 Fairey Fox II B.Mk.I to re-equip No. 6 Squadron.

No.1 Squadron, Mosul (12 DH Hornet FB.Mk.I)
No.2 Squadron, Kirkuk (12 Martin-Baker M.B.5 F.Mk.I)
No.3 Squadron, Al Rashid, Baghdad (12 Martin-Baker M.B.5 F.Mk.I)
No.4 Squadron, Kirkuk (12 DH Hornet FB.Mk.I)
No.5 Squadron, Basra (12 Martin-Baker M.B.5 F.Mk.I)
No.6 Squadron, Al Rashid, Baghdad (12 Fairey Balmoral B.Mk.I)
No.7 Squadron, Mosul, (12 Martin-Baker M.B.5 F.Mk.I)
No.8 Squadron, Al Rashid, Baghdad (4 BCAC Wayfarer C.Mk.I, 1 Avro York, 4 Avro Anson C.Mk.II and 3 Miles M.
Flying Training School, Al Rashid, Baghdad (6 D.H. Tiger Moth, 16 Percival Pretence T.Mk.II and 8 Avro Anson and 10 Supermarine Spitfire T.Mk.VI and 2 Percival P.30 Proctor II)

Royal Iraqi Navy Air Force (RINAF)
In January 1941 the Royal Iraqi Navy Air Force (RINAF) was formed with surplus RAF equipment comprising twenty-four Fairey Swordfish with wheeled and float undercarriages, four Supermarine Sea Otter seaplanes and one Short Sunderland I with four de Havilland Tiger Moths and two Miles Magister for training. The sole base is at Basra co-located with No.5 RIAF Squadron.
In 1945 the RINAF received a Short Sunderland MR.Mk.III to replace the Sunderland I and 12 ex-FAA Fairey Barracuda TBR.Mk.I. In 1946 the RINAF received 8 Percival Pretence T.Mk.II.

No.1 Squadron, Basra, (12 Fairey Barracuda TBR.Mk.I)
No.2 Squadron, Basra, (1 Short Sunderland MR.Mk.III, 4 Supermarine Sea Otter and 4 Fairey Swordfish I seaplanes)
Training Flight, Basra, (2 D.H. Tiger Moth, 8 Percival Pretence T.Mk.II and 4 Fairey Swordfish I)


Arab Legion Air Force (ALAF)
Formed in 1945 under the nominal command of Commander-in-Chief (Air) Middle East to provide aerial support for the Arab Legion in Transjordan. All training is supervised by the RAF, who also provides maintenance assistance. All the ALAF aircraft are currently based at RAF Amman.
In 1946 the ALAF received six Percival Prentice T.Mk.II for training duties. In 1947 the ALAF received six Fairey Fox II B.Mk.I and six Auster GR.Mk.I to replace the Lysanders.

No.1 Flight, Amman, 1 BCAC VC.1 Viking (Royal VIP aircraft), 1 Miles M.60 Marathon (Royal VIP aircraft), 2 DH Dragon Rapide
No.2 Flight, Amman, 4 Westland Lysander II, 2 Fairey Balmoral B.Mk.I
Training Flight, Amman, 6 Percival Prentice T.Mk.II


Sudan Defence Force Flight
Formed in 1947 under the nominal command of Commander-in-Chief (Air) Middle East to provide aerial support for the Sudan Defence Force. All training is supervised by the RAF, who also provides maintenance assistance. All aircraft are currently based at RAF Wadi Sayyidna.
In 1947 the SDFF received four Heliopolis Gomhouria 2 for training duties.

Revised Burmese RAF OOB, actually only a couple of airfields were changed.

No 70 Group, HQ Rangoon, Burma
130 Sqn, Mandalay, Martin-Baker M.B.5 F.Mk.I
3 Sqn, Mandalay, Hawker Typhoon F.Mk.I (converting to Hawker Tempest F.Mk.II)
82 Sqn, Mandalay, DH Hornet FB.Mk.I
10 ACF (Army Co-Operation Flight), Hmawbi, Westland Lysander GR.Mk.III
9 ACF, Mingaladon, Westland Lysander GR.Mk.III
21 GCF (General Communications Flight), Mingaladon, Percival P.28 Proctor I and Airspeed AS.7 Consul
176 Sqn, Moulmein, DH Hornet FB.Mk.I & FR.Mk.III
89 Sqn, Moulmein, BCAC Buckingham B.Mk.I
38 Sqn, Moulmein, BCAC Buckingham B.Mk.I
155 Sqn, Tuangggyi, Supermarine Spitfire F.Mk.IV (converting to Hawker Tempest F.Mk.II)
247 Sqn, Rangoon, Blackburn B.20 Boston MR.Mk.III
99 Sqn, Rangoon, BCAC Windsor B.Mk.I
215 Sqn, Rangoon, Vickers Wellington GR.Mk.VIII
77 Sqn, Rangoon, Vickers Wellington B.Mk.IV (converting to BCAC Windsor B.Mk.I)
793 Sqn, Rangoon, Blackburn Firebrand FRN.Mk.I
1300 Flt (Meteorology), Rangoon, Hawker Hurricane Met.Mk.II
Burmese Volunteer Air Force, Rangoon, Westland Lysander GR.Mk.III and Auster GR.Mk.I
DDT Spray Flight (former 1340 Flt (Insect Control)), Pegu, Westland Lysander GR.Mk.III