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 their way to the aircraft manufacturers who will soon be scribbling furiously on drawing boards and calculating on slide rules.

A.9/49
Issued to Fairey to cover the Widgeon HC.2 helicopter for RAF search and rescue duties.

A.20/49
Issued for an Air Observation Post light aircraft for the Army Air Corps to replace the Auster GR.Mk.I.
The contenders are:
Auster AOP.9 - a new design based on the Auster but with a larger wing and a 180hp Blackburn Cirrus Bombardier engine. 36ft 5in wingspan, 23ft 8in long, 127mph max speed.
Percival P.68 Gazelle - a new design, a low-wing monoplane, 26ft 3in wingspan, 21ft 8in long, powered by a De Havilland Gipsy Major 30, 155mph max speed.
The winner is ?

B.16/49
Issued to BCAC to develop their Type 174 bomber, has mid-set swept wings with high-lift Fowler flaps, small span high-speed ailerons and larger low-speed ailerons, two 12,000lb Olympus 2 in wing pods avoid wing flutter during high-speed flight, Mach 0.92 maximum speed, 576mph cruise speed, height over target with 2,000lb bomb 47,000ft and range 5,600nm, three crewmen and provision for radar-controlled single 30mm ADEN tail turret, span 83ft, length 100ft and wing area 1,000ft sq. Internal fuel is 6,100gal and gross take-off weight 86,600lbs and bombload comprises one 10,000lb or one 5,000lb or two 4,000lb or six 1,000lb bombs. First flight planned 1952.

E.10/49
Issued for a supersonic variable wing sweep research aircraft capable of being produced as a fighter. The wings must achieve 25 degrees sweep for take-off and landing and 60 degrees for high-speed flight with in-flight change of sweep to a minimum speed of 290mph, scale models must be submitted for RAE testing, maximum level speed no higher than Mach 1.2 and preferably a twin-engined type but a single seater with the capability to carry two ADEN.
The contenders are;
Blackburn B.90, Blackburn in 1947 took over Professor G.T.R. Hill’s work on variable sweep wings and from his early designs developed the Blackburn Transonic Aircraft which had side intakes (which open wider at low-speed flight) and V-tail and a mid-mounted variable sweep wing with the pivots in thick wingroots and a single reheated Avon. This became refined as the Mk.3 with stacked twin Avon engines and refined swept wings with all-moving tip ailerons and a much reduced root ‘skirt’ to reduce drag. The B.90 was the next step with a much stubbier appearance, nose intake, stacked reheated Avon engines in the tail below a short fin and tailplane, 1,150gal of fuel, provision for two ADEN on sides of the intake, special doors sealed the wing gap and a system of links and guides was used to move the wing and flaps were fitted which were inoperable at maximum sweep.
Boulton Paul P.121, two Avon side-by-side with nose intake with long pitot head, only one ADEN below cockpit, 750gal of internal fuel, spar-construction wings with a single pivot and roller bearings, the wingroot gap being sealed by an inflatable rubber tube requiring a pneumatic system, limitations to operation was a speed of 575mph.
BCAC Type 183, several novel features like dual intakes for low-speed and supersonic flight, no undercarriage, ARI.5820 radar scanner, two ADEN in lower fuselage, T-tail, a high-mounted wing pivoted just inside the fuselage (at 0.52chord) with powered ailerons and flaps with a 3g limit on sweep change. Each wing is mounted at three points, one is the pivot point and the other two move of circular tracks and a hydraulic jack moves the wings. Below the mechanism are the fuel tanks and intakes. BCAC proposed a delta-winged Type 184 as a fighter to the RAF with a 38ft span 3% thick wing as a better fighter proposal.
Saro P.149, two side-by-side Avon in rear fuselage, ARI.5820 radar, two ADEN in lower fuselage, 820gal fuel, T-tail and a high-mounted wing using box-beam construction with hydraulic ram movement with the pivot and rear pintles linked together in a triangle which moves forward by 3ft as the wing sweep alters from 25 degrees to 60 degrees. Movement limits are Mach 0.9 and 600mph.
The winner is ?

E.16/49
Issued for a Transonic Research Aircraft, to be powered by one RR Avon with reheat, maximum speed at 36,000ft 740mph (Mach 1.12) and a maximum diving speed of Mach 1.5 and must have the capability to carry two ADEN and a 15in scanner.
The contenders are;
Fairey Delta, a tailless delta designed to operate at Mach 1.5 at 45,000ft, a reheated Avon inside the fuselage with wingroot intakes and a variable tailpipe nozzle to be fitted. Level speed estimated at Mach 1.3 with a design diving speed of Mach 1.7.
Westland P.1, designed by W. Petter with close collaboration with Rolls-Royce, a 60 degree swept ‘notch delta’ wing, vertically stacked twin reheated Avon with a nose intake.
The winner is Fairey Delta I (OTL Delta II), first flight planned 1952.

E.27/49
Issued to Boulton Paul for a modified P.111 type aircraft with movable wingtips to aid trimming. First flight planned 1950 and is identical to the P.111 except for the wingtip system.

F.23/49
Issued for an interceptor fighter with supersonic performance, minimum top speed of Mach 1.2, from button start to 50,000ft within 6 minutes, climb rate at 55,000ft to be at least 1,000ft/min and minimum endurance from take-off to landing of one hour. Armament to be two ADEN or two Blue Jay with small diameter search/attack radar. To be in service by 1957.
The contenders are;
Fairey Delta II - based on the Delta I research aircraft but powered by a DH Gyron (20,000lb trust reheat), 27,300lb all-up weight, 28ft span cranked delta wings, length 45ft 6in, two Blue Jay on wingtips and Ferranti AI.23 radar, time to 45,000ft 1.9 minutes, and top speed Mach 2.26 at 55,000ft. First flight planned to be 30 months from start of programme (but Gyron not ready until 1952/53)
BCAC P.1A - Petter modified the P.1 supersonic research aircraft as the P.1A with two 14,500lbs Avon R.A.10 for a maximum speed at altitude of Mach 2.1 and sea level rate of climb 50,000ft/min. Revised wings and low tailplane and nose-cone mounted radar. First flight 1955.
The winner is ?

H.23/49
Issued to Fairey to develop an air ambulance variant of the Gyrodyne helicopter.

N.14/49:
Issued for a two-seat carrier-based all-weather interceptor with AI.18 radar, top speed clean to be 622mph minimum at 30,000ft, minimum ceiling 40,000ft, sea level rate of climb 10,000ft/min and maximum all-up weight 28,000lbs. Power to come from two reheated RA.7 Avon although other proposals welcome and armament was either four 30mm ADEN or two ADEN and air-to-air rocket battery or two ADEN and four Blue Sky AAMs.
The contenders are;
Blackburn B.89, has a T-tail, root intakes for two reheated Avon or Olympus with tailpipe exhaust, three cannon under cockpit, internal rocket bays, 870gal of internal fuel with maximum capacity of 1,170gal with drop tanks, sea level rate of climb with reheat 10,320ft/min and ceiling over 45,000ft.
Fairey N.114, mid-wing monoplane with compound sweep, conventional tail, tricycle undercarriage, wingroot intakes for single 12,000lb Olympus 2, two cannon in each inner wing, 70 2in rockets in two mid lower fuselage batteries, four Blue Jay can be carried ventrally in pairs (one forward and one aft of c.g) to allow arming when wings folded, supplementary radar scanner in port wing pod, 700gal of internal fuel with 1,076gal overload tanks, sea level rate of climb 9,830ft/min and ceiling 44,550ft.
Saro P.148, has a shoulder high-wing with a single Avon R.A.9 mounted in a straight duct above and behind the wing with a T-tail above, side-by-side seating for two crewmen with flush navigators compartment and raised pilot’s cockpit, four cannon under cockpit and two batteries of 36 2in air-to-air rockets in mid lower fuselage, 760gal of internal fuel with 390gal in two outboard tanks.
Short P.D.5, fitted with a low-aspect ratio thin wing set in the mid-position with an all-moving tailplane and fin without a rudder, extra radar scanners in front and rear of pod atop tail, four cannon in lower fuselage with 52 rockets behind and four Blue Jay or Red Dean AAMs under the wings, 850gal of internal fuel, sea level rate of climb 9,910ft/min and ceiling 42,850ft.
BCAC W.37, has a compound sweep wing of near delta shape, bifurcated wingroot intakes for one 11,250lb R.A.9 Avon, the nose containing the radar is completely detachable to aid maintenance, T-tail, four cannon under cockpit with rocket pods and/or AAMs under the wingroots, two crewmen are in tandem under a clear frameless canopy, internal fuel load of 950gal while an extra 90gal ventral drop tank can be fitted if required, sea level rate of climb 10,800ft/min and ceiling 43,000ft.
The winner is ?

N.16/49
Issued to Saunders-Roe to cover development of P.121 Hydro-ski naval fighter.
Saro has been discussing replacements for the SR.A.1 and has come up with a radical new design using skis which act to push the aircraft up out of the water on take-off, can be easily retracted and offer much lower drag than the traditional flying boat hull. The P.121 has two skis under the forward fuselage plus two smaller wingtip skis, four 30mm ADEN are mounted on either side of the cockpit (a production fighter may carry 68 2in air-to-air rockets instead in retractable packs), the nose will carry a ranging radar, a 14,500lb reheated R.A.10 Avon will be fitted in a through-structure under the T-tail and above and behind the wing, the cockpit is ahead of the wing root, the swept wing is easily detachable for replacement is 39.75ft span to remove the need for wing folding has 490sq ft area and is thin for a high mach number. Estimated maximum speed is 710mph at sea level, 615mph at 45,000ft, and initial rate of climb 16,200ft/min. Take-off distance on water 840 yards (or 28 seconds in terms of time) and full load will be 22,000lbs. It should handle well in choppy seas experienced inside harbours or sheltered water but it is recommended to land across swell. First flight planned for mid-1953.

N.17/49
Issued to BCAC for a maritime strike variant of the BCAC Canberra for Coastal Command. The aircraft is to be based on the all-weather B.Mk.I but with an ASV Mk.XX RDF set in the nose and a modified bomb bay. This will be able to accommodate an 18in torpedo or bombs (250lb, 500lb or 1,000lb) or mines or depth charges. Alternatively, the rear of the bomb bay can be modified to carry a removable gun-pack containing four 20mm Orkileon or 30mm ADEN cannon and ammunition. Two cameras will be fitted in the rear fuselage. Tip tanks as fitted to the PR.Mk.III variant will also be carried. To enter service in 1951.

P.1/49
Issued for a thirty-seat VTOL transports for BEA, the ‘BEAline Bus’ to carry a 7,000lb payload over 115 miles with a cruising speed of at least 138mph and in its final form to carry 35-45 passengers or a 10,000lb payload over 230 miles. It has to be able to operate over 230 mile stages in a 46mph headwind and must be able to operate from a 400ft diameter area with obstructions all around. Suggested powerplants are Centaurus, Hercules, Proteus, Ghost, Dart and Mamba.
Contenders are;
BCAC Type 181, a tandem rotor helicopter powered by two 3,940shp Proteus powering two 72ft diameter rotors and seating 80 passengers over 300 miles at 226mph cruising.
Fairey Rotodyne, developed from the Gyrodyne and initially a twin Leonides with tip jet propulsion but now powered by two AS Mambas with tip jets and carrying 20 passengers. A bigger development with the Napier Eland could meet the full specification and an RAF requirement by 1957.
Saunders Roe P514, a tandem rotor powered by two new 2,000shp Napier turboshafts (Gazelle) with stub wings and a ducted fan in the rear fuselage and twin fins. A large loading ramp is fitted in the rear fuselage. It is designed to carry up to 50 passengers over 200 miles.
Winner is ?

R.1/49
Issued to Hawker Siddeley (Avro) to develop the Type 716/719 Shackleton Mk.3 maritime patrol aircraft. To increase the radius of operation of the Shackleton while increase transit speed Avro wanted to fit new engines. The most efficient of the turboprops was the Napier Nomad diesel turbo-compound engine. These have the lowest specific fuel consumption of any aero engine and offer flexibility in operation from sea level and 20,000ft. A new wing is fitted with more fuel (total capacity now 4,400gal) and improved lift. The undercarriage is upgraded to a multi-wheel bogie type to reduce runway loadings. The tailplane is also re-located to the base of a new single fin to increase stability and trim. Sea level rate of climb is estimated at 970ft/min; max speed 342mph; service ceiling 24,600ft and a still air range at 5,000ft of 3,580nm. The bomb bay would be unchanged but nose, and dorsal turrets would be fitted, each with twin 20mm cannon. ASV is carried in a retractable dorsal mounting. The prototype Shackleton MR.Mk.III, WL768, first flew on 20 July 1950 powered by four 3,000hp N.Nm.2 Nomad II and production aircraft entered service in late 1952 powered by the revised and more efficient 3,000hp N.Nm.3 Nomad 6. 70 aircraft were ordered.

R.2/49
Issued to BCAC to develop the Type 184 AWI.Mk.II Argus Airborne Warning and Interception aircraft.

T.1/49
Issued to BCAC for a flying classroom radio-location operator trainer variant of the BCAC (Vickers) Valetta T.Mk.III.

T.2/49
Issued to BCAC for a two-seat dual-control trainer variant of the BCAC Canberra for pilot type conversion (as the Canberra T.Mk.IV)

Royal Egyptian Air Force
Next year the REAF will receive three Gloster Meteor T.Mk.VII jet trainers as proficiency trainers for No.6 Squadron and six Heliopolis Gomhouria 2 light trainers for liaison work.

Royal Iraqi Air Force
Next year the RIAF will receive three Gloster Meteor T.Mk.VII jet trainers as proficiency trainers for No.2 Squadron and 24 Percival P.56 Provost T.Mk.55 basic trainers to re-equip and expand the Flying Training School.

Royal Iraqi Navy Air Force
Next year the RINAF will received four Percival P.56 Provost T.Mk.55 basic trainers for the Training Flight for the Fairey Barracuda pilots.

Arab Legion Air Force
Next year the ALAF will receive eight Percival P.56 Provost T.Mk.56 basic trainers and six ex-RAF Fairey Fox II B.Mk.I light bombers to equip a third Flight and expand the Training Flight.

Sudan Defence Force Flight
Next year the SDFF will receive a Percival P.66 President for VIP transport duties.

Palestine Defence Force Flight
Next year the PDFF will receive six Percival P.56 Provost T.Mk.54 basic trainers for training duties and two Percival P.66 President for VIP transport duties.

The latest OOB info for the RAF, AAC and FFA can be found here:
http://wesworld.jk-clan.de/index.php?pag…98442#post98442

Part I: Main 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.97 Ambassador (former Airspeed AS.57), 28-49 seat airliner, prototype first flown 10 July 1944, production can be restarted.
DH.97 Ayrshire, freighter variant of the Ambassador with a new pod and boom fuselage, designed to carry 16,000lbs freight or 65 passengers, first flown 11 June 1947. No orders currently but has been evaluated by the RAF.
DH.104 Dove, 8-11 seat feederliner, prototype first flown on 23 September 1942, current orders being fulfilled several for airlines and private orders. The updated Series 2 is now in production, 5 have been ordered by the Gulf Aviation for delivery from 1951.
DH.114 Heron, 14-17 seat feederliner, a scaled-up four-engined Dove, prototype first flown 10 May 1946, current orders being fulfilled include 8 for Scottish Airways and 2 for Sudan Airways plus several for private use. The updated Series 2 now in production, current orders being fulfilled include 6 for British United Airlines, 2 for Channel Island Airways and 6 for East African Airways.
DH.100 Vampire F.Mk.III, an improved variant with additional fuel and a revised tailplane, prototype TG275 flown 4 November 1945, orders for 100 RAF aircraft have been fulfilled, export orders for Switzerland (25 F.Mk.41) and the Philippines (150 Mk.31).
DH.100 Vampire FB.Mk.IV, a ground-attack variant with clipped wings, underwing bomb racks, a longer stroke undercarriage and a 3,350lb de Havilland DGo.3 Goblin II turbojet. A production F.Mk.I, TG444, was converted and first flew 29 June 1947. 400 production aircraft for the RAF being delivered from March 1948 onwards. Export orders for Iraq (15 Mk.55) and Egypt (15 Mk.56).
DH.115 Vampire T.Mk.V, a two-seat advanced trainer variant of the basic Vampire fighter, prototype first flown 28 August 1948. 100 production aircraft for the RAF from June 1949 and several for the Philippines (Mk.51), sub-contacted to Fairey.
DH.112 Venom, improved Vampire with new wings and a 4,850lb de Havilland DGh.4 Ghost IV turbojet, covered by Spec F.7/47, prototype VV612 first flew on 2 September 1948. 350 on order, service entry planned for 1950 and production of the first aircraft began in June 1949.
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 1946, replacement aircraft TG281 first flown 24 July 1947. On 12 April 1948 John Derry achieved 605.23mph over a 100km course in TG281 and on 9 September broke the sound barrier at Mach 1.2 (albeit out of control).
DH.106 Comet, design work to meet Spec P.3/44 for a fast medium range airliner for BOAC, first prototype G-ALVG first flown on 27 July 1948, followed later by second prototype G-ALVH. BOAC ordered 12 production aircraft are being completed during 1949 and from 2 April 1949 BOAC began a trials programme with the Comet Unit based at Hurn. The improved Comet 1A planned for 1950 will have improved Ghost III Mk.2 engines and water-methanol injection and BOAC have ordered 10.
Design Work:
DH.106 Comet 2 & 3, under design as improved variants with more fuel and payload capacity and a modified wing with four Rolls-Royce Avon turbojets and increased fuel capacity. The prototype Comet 2 should fly during the summer of 1950. BOAC has 12 on order.
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 but no prototype work has yet begun.
DH.110 Vixen, 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. The first Vixen DH.110 FAW.Mk.I prototype will fly next summer, to be followed by the prototype Sea Vixen FAW.Mk.II and the first of two long-range fighter-bomber FB.Mk.III prototypes by the end of the year. The carrier-based strike bomber version to Spec N.4/47, the FSN.Mk.IV will first flew during the summer of 1951.
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 X, 145hp, air-cooled 4-cyl inverted inline engine, certificated 1943.
Gipsy Major XI, 145hp, military version of X, certificated 1945.
Gipsy Major XX, 200hp, designed for use in helicopters, certificated 1945.
Gipsy Queen VI, 250hp, air-cooled 6-cyl inverted inline engine, certificated 1943.
Gipsy Queen VII, 380hp, supercharged with reduction-drive, certificated 1944.
Gipsy Queen VII-4, 340hp, de-rated version, certificated 1947.
DGo.3, Goblin III, 3,350lb, certificated 1945.
DGo.4 Goblin IV, 3,750lb, certificated 1945.
DGh.3 Ghost III Mk.2, 5,125lb, improved version, certificated 1947.
DGh.4 Ghost IV, 4,850lb, certificated 1946.
DGh.5 Ghost V, 4,950lb, improved DGh.4, certificated 1949.
DGh.6 Ghost VI, 5,150lb, improved DGh.4, certificated 1949.
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, certificated 1946.
DGl.3 Globe III, 575shp, improved version with new combustors, certificated 1947.
Types in Development:
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.
Design Work:
Halford H-4 (Gyron), under design by Frank Halford, an axial-flow design intended to out-power any design currently under development with an ultimate aim of producing 20,000lbs dry, testing to begin in 1952.
Other Work:
Subsidiaries de Havilland Aircraft (Australia) Co. Ltd. and de Havilland Aircraft (Canada) Co. Ltd.
Subsidiary (51% stake) Arab British Engine Company (ABECo), Helwan, Egypt, founded 1941, overhaul and servicing of de Havilland engine types and licenced manufacture of Gipsy Minor and Gipsy Major series engines, Egyptian government holds remaining 49%.
Sister company AIRCO-Reed Propellers Ltd., Lostock, Lancashire, manufactures Hamilton Standard, de Havilland, Fairey and Reed design propellers, manufacture of electronic vibration-measuring equipment, aircraft cold-air units, turbine-driven electric alternators, RDF scanners, electronic equipment, plastic structures, research into use of epoxy resin/glass fibre-reinforced plastics for airscrew spinners, blade root fairings and other components.

Handley Page Aircraft Ltd.
Works: [/b] Radlett, Hertfordshire and Cricklewood, London
Types Currently in Production:
H.P.74 Hermes II and H.P.76 Hermes III were withdrawn from sale in January 1948.
H.P. 89 Handley Page Hastings C.Mk.III, VIP transport variant, four aircraft delivered September-December 1948.
H.P.77 Hampton Series 2, 24-34 seat airliner developed to meet Spec P.8/44 for BEA, prototype first flown 26 November 1945, powered by two 2,500shp Bristol Theseus III turboprops, 6 built for BEA Turbine Evaluation and Trials Unit during 1947.
Types in Development:
Hermes IV with four 2,500hp Theseus III turboprops and a further 8ft stretch for 76 passengers. Hermes I prototype being rebuilt, should make maiden flight during summer 1950.
H.P.88, a scale-model H.P.80 developed under Spec E.6/48 for aerodynamic research with the ‘crescent wing’. The detail design and manufacture of the prototype, has been sub-contracted to Blackburn and the aircraft should fly next summer.
Design Work:
H.P.80, design work to meet Spec B.35/46 for a jet-powered heavy bomber. Design features a ‘crescent’ wing to give a high constant critical Mach number along the span with freedom from shock wave formation thus delaying drag rise and avoiding tip stalling. Formally selected for further development to meet OR.229.
Detail design and production to be sub-contracted, first flight due mid-1950.
Other Work:
Aerodynamic research on flying wings, boundary-layer control and high-lift devices.

Fairey Aviation Co. Ltd.
Works: Hayes, Middlesex and Hamble, Hampshire
Types Currently in Production:
Fox II B.Mk.I, private-venture land-based ground attack variant of the Spearfish, 250 built for RAF and export order for Iraq (15) completed December 1947. Licence production by Societe Anonyme Belge Avions Fairey completed May 1948.
Spearfish AWI.Mk.III, conversion of 42 TBR.Mk.I airframes during 1948-49 for the Airborne Warning and Interception role.
Spearfish TBR.Mk.II, a Rolls-Royce RB.39 Clyde-powered variant, the converted second prototype RN341 was flown on 14 July 1946, 200 ordered for FAA, deliveries completed during January 1949.
DH.115 Vampire T.Mk.V, a two-seat advanced trainer variant of the basic Vampire fighter, 100 production aircraft for the RAF and several for the Philippines (Mk.51), sub-contract production from June 1949 at Hayes.
Types in Development:
VTO, a vertical-launch delta-wing research scale model powered by a RAE Beta 1 HTP/methanol hydrazine rocket motor, first flown in 1947.
VTO Scheme 6, a modified VTO with a new design of delta wing and two Beta series rockets with four 3in boosters for launch, designed for speeds of M1.5, first flown in December 1948.
F.B.1 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 flown in 1948. Spec H.23/49 has been issued to develop an air ambulance variant. Design work has begun on a further development with tip-jets on the rotors and Societe Anonyme Belge Avions Fairey has received licences to continue development of the type for military roles.
Widgeon, a 5-seat light helicopter powered by one Leonides radial engine. First prototype flown on 23 August 1948, following military evaluation orders for FAA and RAF for search and rescue role fitted with a powered winch under Spec S.14/48 and A.9/49, to enter service 1950.
Primer, Tipsy M for RAF evaluation under Spec. T.17/48.
Gannet (formerly Type Q), designed to meet GR.17/45 for a carrier-based anti-submarine aircraft, development contract awarded, to be powered by the 2,950ehp Armstrong Siddeley ASMD.1 Double Mamba turboprop. The prototype VR546 first flew on 19 September 1949 and will be followed by VR577 in April 1950 and WE488 in September 1950.
Design Work:
F.B.2 Jet Gyrodyne, development of Gyrodyne to Spec E.16/48 with the addition of tip jets on a new large two-bladed rotor fed by compressed air from Alvis Leonides radial that also powers two propellers on stub wings for extra thrust. The third Gyrodyne is to be rebuilt and flown in early 1950.
Blue Sky, design work beginning in August 1948 on beam-riding air-to-air missile to meet OR.1088.
F.D.1, design work on a Transonic Research Aircraft to meet Spec E.16/49, the design is a tailless delta designed to operate at Mach 1.5 at 45,000ft, a reheated Avon inside the fuselage with wingroot intakes and a variable tailpipe nozzle to be fitted. Level speed estimated at Mach 1.3 with a design diving speed of Mach 1.7.
F.D.2, design work on an interceptor fighter based on the F.D.1 research aircraft to meet Spec F.23/49 for a supersonic interceptor capable of reaching 50,000ft.
N.114, design work for a two-seat carrier-based all-weather interceptor to meet Spec N.14/49, two RA.7 Avon turobjets have been selected and armament will be four 30mm ADEN cannon or two ADEN and air-to-air rocket battery/ four Blue Sky AAMs.
Fairey Rotodyne, design work on a larger development of the Jet Gyrodyne to meet Spec P.1/49 for a thirty-seat VTOL transport for BEA, the ‘BEAline Bus’ to carry a 7,000lb payload over 115 miles with a cruising speed of at least 138mph. The design features two Alvis Leonides feeding compressed air to two rotor tip jet propulsors.
Blue Sky, design work on a beam-riding air-to-air guided weapon to meet OR.1088 based on existing and planned equipment and rocket motors.
Red Deer, design work on a naval surface-to-surface guided weapon system in a consortium with ECKO and GEC.
Other Work:
Societe Anonyme Belge Avions Fairey, Gosselies, Charleroi, manufactures the Avions-Fairey Tipsy B, Tispy M and Tipsy Junior and licence-manufactures the Fox II and Gloster Meteor 4 and Meteor Trainer (both sub-contracted to SABCA). The Tipsy range is also built in Britain under licence from Fairey Aviation Co. Ltd by the Tipsy Aircraft Co. Ltd. at Hanworth Air Park.
Fairey Hydraulics Ltd., Heston, manufacturer of hydraulic power controls and filters for aircraft.
Fairey Filtration Ltd., Heston, manufacturer of industrial filters.
Fairey Marine (East Cowes) Ltd., East Cowes, Isle of Wight, ship and boat building
Fairey Marine Ltd., Hamble, boat building and repair
Fairey Surveys Ltd., Maidenhead, aerial and geophysical survey and mapping
Fairey Surveys (Scotland) Ltd., Livingston, aerial and geophysical survey and mapping


British Combined Aircraft Corporation (BCAC)
Originally formed in March 1943 as the Bristol Vickers Aircraft Company with the merger of Vickers-Supermarine and Bristol (including Bristol engines). In 1944 Westland joined and the current name was adopted. Vickers-Armstrongs is the majority shareholder, while other major shareholders are John Brown & Co. Ltd. and Associated Electrical Industry Ltd. In March 1948 Percival Aircraft Ltd. was acquired from the Hunting Group Limited (the holding company of Hunting & Son Ltd.) in return for a 10% share in BCAC. There has been consolidation of design teams and production facilities, Weybridge is the main design centre, Filton handling rotary-wing work and Yeovil maintains a design team under W.E.W. Petter. All Bristol designed commercial aircraft are marketed under the ‘BC’ label and Vickers commercial aircraft ‘VC’. Percival types will retain their original designations for the time being but commercial types will be marketed under the ‘PC’ label. The titles BCAC (Vickers-Supermarine), BCAC (Bristol) and BCAC (Westland) are still in use for some marketing products.
Works: Weybridge, Surrey; Brooklands, Surrey; Wisley, Surrey; Blackpool, Lancashire; Southampton, Hampshire, Filton, Bristol, Yeovil, Somerset and Luton, Bedfordshire.
Types Currently in Production:
Type 170 Freighter/ Type 172 Wayfarer, large freight carrier, in production since March 1944.
Type 174 BC.1 Wayfarer, 34-seat passenger variant of the Type 170 without nose doors, available for production.
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, 10 pre-production aircraft built during 1947 and 150 production aircraft sub-contracted to Boulton Paul.
Wyvern Mk.52, FSN.Mk.II variant of the Greek Naval Air Force, 65 ordered in 1948, powered by a 2,300shp + 1,040lbs Rolls-Royce RB.39 Clyde I but lacking a torpedo crutch, deliveries February-August 1949.
Wyvern FSN.Mk.III, improved naval variant with 3,600shp + 1,100lbs thrust Armstrong Siddeley ASP.3 Python, first prototype VP109 flown 22 March 1946 with ASP.1, the second prototype VP113 flown 20 August 1946 with production ASP.3, followed by two other prototypes during late-1947 plus 20 pre-production aircraft during 1948, deliveries of 100 aircraft January 1949-March 1950.
Type 668 Varsity, a pilot and navigation trainer variant of the Viking/Valetta to meet Spec T.13/45, first prototype flown 17 July 1947, 50 delivered during March-July 1948. Another 50 were ordered in June 1948 and production began in September, completed February 1949.
Type 178 Argus MR.Mk.I, maritime patrol aircraft based on the Type 167 Britannia airliner, developed to meet requirements of the Royal Australian Air Force, prototype flown in December 1946 and deliveries commenced December 1947, current orders for 100 for RAF and 20 for the RAAF, deliveries between May 1948-July 1949.
Type 497 Westminster B.Mk.I, six-engine heavy bomber designed to meet Spec B.1/42 for a “Giant Bomber” to replace the Ideal Bomber programme, powered by six 5,000hp Bristol Twin Centaurus radial engines, first prototype SR650 flown 14 June 1946, current orders for 100 aircraft, production completed December 1948.
Type 507 Westminster B.Mk.II, improved variant powered by six Rolls-Royce RB.39 Clyde II turboprops, prototype SR815 first flown 12 December 1947, RAF orders for 70 aircraft, deliveries between May 1949-October 1950.
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 ordered 20 aircraft, deliveries during March-September 1949. Other orders include; 3 for Misrair and 4 for East African Airways.
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 ordered by BOAC, the first aircraft began commercial services on 14 April 1949.
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 ordered by BOAC. BOAC took delivery of the first Series 210 aircraft with ASP.3 engines on September 26 1949. Other orders include; 8 Series 212 for British South American Airways, 6 Series 215 for Canadian Pacific Air Lines and 4 Series 212 for Cubana de Aviación. The Series 215 will have US-spec avionics and the 212 has additional features for tropical use.
Bristol Type 175 BC.3 Britannia Series 300, an all-cargo version of the Series 150, 5 ordered by BOAC, all delivered during May-November 1949. Other orders include 2 Series 302 for British South American Airways.
Canberra B.Mk.II, three-seat daylight tactical bomber with a glazed nose, first prototype flown in August 1948, production of 400 aircraft began in August 1949 for entry into service with the RAF in January 1950.
P.50 Prince, two survey versions with camera and surveying equipment acquired by the Thailand Air Force and Army (1 each), both delivered February 1949.
PC.1 P.64 Super Prince, an improved 14-seat P.50 with 550hp Leonides V radial engines, prototype first flown 20 July 1947, current orders for 2 for Allied Airways and 6 for North Eastern Airways Ltd. and several private orders being fulfilled.
P.66 Pembroke, improved 15-seat P.64 Prince with longer span wing and wider fuselage for three abreast seating, developed to meet Spec C.18/46, orders cover 3 VIP and 51 general transport aircraft, production during June 1948-July 1949.
P.56 Provost, two-seat basic trainer developed to meet Spec T.17/45, side-by-side seating for pupil and instructor and powered by a 550hp Alvis Leonides V radial, first prototype WE522 first flown 24 February 1947, initial RAF orders for 200, production began in November 1948, export orders for Sudan (8 T.Mk.53), Palestine (6 T.Mk.54), Iraq (28 T.Mk.55), Transjordan (8 T.Mk.56).
Types in Development:
Wyvern W.38 T.Mk.V, a two-seat conversion trainer of the FSN.Mk.III to Spec T.12/48, one prototype on order to fly during 1950.
Type 743 Valetta T.Mk.V, a flying classroom radio-location operator trainer with five console positions and a longer nose holding an AI.Mk.X Airborne Interception set, developed to meet Spec T.1/49. 18 on order for delivery during 1950.
Type 171 Sycamore, light four-seat helicopter, design work covered by Spec E.20/45, first prototype VL958 flown 27 July 1947, second prototype flown 18 August 1947. A four-seat Mk.2 prototype was first flown 3 September 1949 with a 550hp Leonides and a three-bladed rotor. Work is now underway on building a prototype of the production standard Mk 3 with six seats (pilot plus 5 passengers) in a wider fuselage with a shorter nose, it should fly in 1950.
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.
VC.4 Jet Viscount, experimental jet airliner, converted from a V663 Viscount airframe two 6,250lbs Rolls-Royce Tay I turbojets in new nacelles without afterburner as an engine testbed for the RAE and a control-system testbed for Boulton Paul. Standard wings were used but with four separate main undercarriage legs (two either side of the nacelle), first flown on 15 March 1949, BEA plans to operate the V631 on several test routes during 1950.
Canberra B.Mk.I, design work to meet Spec B.3/45, uses H2S/NBC blind-bombing system, first prototype VN799 flown 13 May 1948 powered by 6,500lb R.A.2 Avon turbojets followed by three more prototypes during September 1948-March 1949. Current orders for 150 aircraft, production to begin in 1950 following B.Mk.II.
Canberra PR.Mk.III, a reconnaissance variant to meet Spec PR.31/46, prototype flown in May 1949, to enter RAF service in 1951, 35 on order.
Canberra B.Mk.V, a target marker variant to meet Spec B.22/47, a prototype is under construction to fly in 1950, 65 on order.
Canberra MSR.Mk.VI, a maritime strike variant to meet Spec N.16/49, development sub-contracted to Boulton Paul.
Type 167 BC.2 Britannia Series 215, an improved Series 210 powered by four Armstrong Siddeley 4,110shp + 1,180lbs ASP.4 Python 4 turboprops and capacity for 99 passengers, 10 ordered by BOAC for delivery in 1950.
Bristol Type 175 BC.3 Britannia Series 150, a variant developed for BEA 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. BEA has ordered 30 and BOAC 18, production to begin in 1950. A prototype was flown in June 1949.
Bristol Type 175 BC.3 Britannia Series 301 (Britannia C.Mk.I), a 300-series cargo variant for the RAF with a forward fuselage cargo door and capacity for 115 troops, deliveries to begin January 1950.
V700 Viscount, a variant with a longer cabin for 48 passengers and extended-span wings, the prototype first flew on 28 August 1949, BEA has ordered 20 aircraft for delivery in 1951.
PC.2 P.66 President, civil version of Pembroke with civilian-spec avionics, prototype first flown 21 November 1949.
Type 173, tandem-rotor helicopter, design work to meet Spec E.4/46, first prototype began ground tests in June 1949, should fly in January 1950, a second prototype is under construction with two 850hp Leonides Major engines as the Mk.2.
Design Work:
Type 184 Argus AWI.Mk.II, design work on an Airborne Warning variant to meet Spec R.2/49.
Canberra T.Mk.IV, design work on a two-seat dual-control trainer variant for pilot type conversion to meet Spec T.2/49.
Type 508, being designed to meet N.9/47 for a twin-engined carrier-based fighter-bomber equipped for day interception duties and one prototype ordered to N.9/47 in 1948 to fly in 1951.
Type 660, a production bomber to meet Spec B.9/46, features four Rolls-Royce RA.3 Avon turbojets and a swept wing, two prototypes(one Type 660, one Type 667) on order to fly from 1951 onwards.
Type 673, a modified Type 660 to meet Spec B.21/48 for the low-altitude target marking role. One prototype on order, work postponed due to importance of Type 660 development.
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 March 1950, orders from Silver City Airways (6) and British United Airlines (6).
Type 174, design work on a private-venture jet-powered bomber with swept wings powered by two 12,000lb Bristol B.Ol.2 Olympus turbojets in wing pods, crew of 3, armed with a remote-controlled single 30mm ADEN tail turret and 10,00lb bombload. Development now covered by Spec. B.16/49 with a first flight planned in 1952.
VC.4, design work on a North Atlantic jet airliner with 70 passengers and four underwing Avon or Sapphire engines, work continuing since 1946 on a variety of designs.
P.84, early design work on a jet-powered basic trainer based on the Provost trainer, covered by Spec T.16/48.
P.1, design work under Petter’s design team for a transonic research aircraft to meet Spec E.16/49.
P.1A, design work under Petter’s design team for a supersonic interceptor to meet Spec F.23/49 based on the P.1 transonic research aircraft.
W.37, design work for a two-seat carrier-based all-weather interceptor to meet Spec N.14/49, featuring a compound sweep wing of near delta shape and T-tail.
Type 181, design work on a tandem rotor helicopter powered by two 3,940shp Proteus powering two 72ft diameter rotors and seating 80 passengers to meet Spec P.1/49 for a ‘BEAline Bus’.
Type 183, design work for a supersonic variable wing sweep research aircraft to meet Spec E.10/49.
Type 184, design work for a supersonic fighter based on the Type 183 but with a delta wing.
Project 1220, design work on a ground-to-air GAP, a development contract was awarded in November 1949.
Other Work:
Refurbishment and delivery of 24 BCAC Buccaneers from RAF stocks for delivery to the Royal Thai Air Force, contract completed March 1949.
Development and design of new internal bomb racks for the Westminster B.Mk.I to accommodate new bomb sizes to meet Spec B.9/47.
Dr. Barnes Wallis at Weybridge is working on variable-geometry wings, undertaking wind tunnel tests at the RAE.
Dr. Barnes Wallis is also working on the application of variable-geometry wings on a Guided Anti-Aircraft Projectile (GAP), codenamed Green Lizard and a scale model research programme called Wild Goose, which should begin during 1950.
Production of Bristol gun turrets, including the B.17 dorsal turret.
Subsidiary Normalair Ltd., Yeovil, founded in 1941 by Westland Aircraft Ltd. and General Aircraft Ltd. to develop and manufacture pressure-cabins and associated equipment such as air-conditioning and oxygen systems. Now owned by BCAC (51%) and Blackburn Group (49%).
Subsidiary A.B.C. Motors Ltd., Walton-on-Thames, manufactures auxiliary power-units, including the Type II horizontally-opposed 2-cyl engine used in flying boats, and electrical generators.
Shareholding Hunting Group has several aviation related companies; Hunting Aviation undertakes aircraft repair and maintenance at Luton and commercial work is undertaken by Hunting Air Travel Ltd., Hunting Aerosurveys Ltd. and Aerofilms Ltd.

Bristol Aero-Engine Company Ltd.
Works: Fishponds, Bristol.
Types Currently in Production:
Hercules XXII, 1,770hp, 14-cyl two-row sleeve-valve radial engine, civilian engine, certificated 1943.
Hercules IX, 1,675hp, civilian engine, certificated 1943.
Hercules XXIII, 1,675hp, certificated 1944.
Hercules XXV, 1,925hp, certificated 1945.
Hercules XXVI, 1,925hp, civilian version of XXV, certificated 1945.
Hercules XXIV, 1,715hp, certificated 1946.
Hercules XXVII, 2,040hp, certificated 1946.
Hercules XXVIII, 2,040, civilian version of XXVII, certificated 1946.
Centaurus VIII, 2,470hp, certificated 1944.
Centaurus X, 2,625hp, certificated 1945.
Centaurus XI, 2,625hp, civilian version of X, certificated 1945.
Centaurus XII, 2,625hp, civilian version of X with different supercharger, certificated 1945.
Centaurus XIII, 2,450hp, civilian engine, certificated 1946.
Centaurus XIV, 3,220hp, fitted in direct-injection fuel system, certificated 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, certificated 1945
Twin Centaurus II, 5,250hp, improved version with lighter gearbox and modified supercharger, certificated 1947.
Theseus III, 2,500ehp, 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, production version, certificated 1946.
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.
Proteus III, 4,120shp, improved variant, certification planned for 1950.
B.Ol.1 Olympus 1, 9,000lb, initially the BE.10, a two-spool axial-flow turbojet initially for 9,000lb thrust with growth potential for 12,000lb, first ran in May 1949 producing 9,140lbs thrust, flight tests to commence in 1950-51.
B.Ol.1/2 Olympus 2, 9,500lbs, further development, first ran on bench in December 1949 producing 9,500lbs, flight tests to commence in 1950-51.
Design Work:
B.Ol.1/2B Olympus 3, 9,750lbs, revised B.Ol.1/2 design for greater power and fuel efficiency, bench tests to begin in late 1950.
Research into ramjet propulsion.
Other Work:
Proteus 800-series, marine-engine variant with salt-spray intake guard system and modified gearing for use in fast craft, certification planned 1950.
Bristol has a 50% stake in Rotol Airscrews Ltd. along with Rolls-Royce.

Blackburn & Boulton Paul Group
In March 1949 Boulton Paul Aircraft Ltd. merged with the Blackburn Group to form a wide-ranging group covering several aspects of aviation engineering. The Dumbarton works is run jointly with William Denny & Bros. Ltd.

Blackburn Aircraft Ltd.
Works: Brough, East Yorkshire; Dumbarton, Dunbartonshire and Feltham, Middlesex.
Types Currently in Production:
B.101 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 the RAF, production January 1949-February 1950
GAL.42 Cygnet II, two seat light cabin aircraft powered by a 145hp Blackburn Cirrus Major II, still available
Types in Development:
Design Work:
Y.B.2/ Handley Page H.P.88, a scale-model H.P.80 developed under Spec E.6/48 for aerodynamic research with the ‘crescent wing’. Detail design and production to be sub-contracted from Handley Page Ltd., first flight due mid-1950.
B.76, design work on a commercial freighter
B.83, design work on a single piston/turboprop-powered carrier-borne reconnaissance aircraft.
B.84, design work on a series of 12-14 to 18-20 passenger four-engined feederliners, superseding the B.77 series previously studied.
B.89, design work for a two-seat carrier-based all-weather interceptor to meet Spec N.14/49 with two RA.7 Avon or B.Ol.1 Olympus turobjets and armament of three 30mm ADEN cannon.
B.90, design work on a supersonic variable wing sweep research aircraft capable of being produced as a fighter to meet Spec E.10/49. The design is based on Professor G.T.R. Hill’s work and the Blackburn Transonic Aircraft but refined with a much shorter fuselage, nose intake, stacked reheated RA.7 Avon engines and special doors to seal the wing gap and a system of links and guides to move the wing and flaps.
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, 125hp & 155hp, air-cooled 4-cyl inverted inline engine, certificated 1937.
Cirrus Major III, 135hp & 155hp, certificated 1942.
Cirrus Minor II, 100hp, air-cooled 4-cyl inverted inline engine, certificated 1942.
Cirrus Bombardier I 203hp, air-cooled 4-cyl inverted inline engine, military version, certificated 1947.
Cirrus Bombardier II 180hp, civilian version, certificated 1947.
Design & Development Work:
Gas turbine auxiliary power units, bench tests begun in June 1949.

Boulton Paul Aircraft Ltd.
Works: Wolverhampton, West Midlands.
Types Currently in Production:
P.108 Balliol T.Mk.I & T.Mk.XXI, turboprop-powered two-seat advanced trainer developed to meet Spec T.7/45, 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. Currents orders for 177 for the RAF (T.Mk.I) and 30 for the FAA (T.Mk.XXI), production during January 1949-August 1950.
Types in Development:
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, the prototype, VT935, first flew on 10 October 1949 piloted by Sqn Ldr J.S. Muller-Rowland.
Canberra MSR.Mk.VI, a maritime strike variant to meet Spec N.16/49, development sub-contracted from BCAC (Westland). Prototype to fly in 1950.
Design Work:
P.117, design work on a wing-controlled aerodyne.
P.119, design work on a private-venture jet-powered advanced trainer with side-by-side seating and powered by a single Rolls-Royce RB.41 Nene.
P.121, design work for a supersonic variable wing sweep research aircraft to meet Spec E.10/49, with two Avons, nose intake wand spar-construction wings with a single pivot and roller bearings, the wingroot gap being sealed by an inflatable rubber tube.
P.111(mod), design work to meet E.27/49 issued for a modified P.111 with movable wingtips to aid trimming, first flight planned 1950.
Other Work:
Subsidiary Boulton Paul Controls Ltd. is involved in the design, development and manufacture of powered aircraft control systems.
Subsidiary Boulton Paul Electronics Ltd. is involved in the design, development and manufacture of Design, development and manufacture of powered defensive gun turrets and gun mounts for aircraft.
Subsidiary Boulton Paul Electronics Ltd. is involved in the design, development and manufacture of electronics including computers.
Company has a 51% stake in Martin-Baker Co. Ltd. which is involved in ejection-seat research and development and production.


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, this year the Hawker Siddeley Group has been reorganised. Hawker Siddeley Group Ltd. is the main company overseeing the Group. Hawker Siddeley Aviation Ltd. has been created from the assets of Gloster Aircraft Ltd. and Armstrong Whitworth Aircraft Ltd. and will focus on aircraft manufacture and component work, repair work and development of guided weapons and other aviation-related items. A.V. Roe Aviation Ltd. is responsible for all civilian and heavy military aircraft design and their construction at Chadderton and Woodford. Hawker Aviation Ltd. is responsible for military aircraft design (fighters, trainers etc.) and their construction at Kingston-on Thames and Dunsfold. Saunders-Roe Ltd. (Saro) at East Cowes has become the naval aircraft design specialist as well as some advanced project work. Saro is also responsible for the helicopter design team at Weston-Super-Mare. Avro Canada is now a direct subsidiary company rather than managed by A.V.Roe. Armstrong Siddeley Motors Ltd. and Air Service Training Ltd. remain unchanged.

A.V. Roe Aviation Ltd.
Works: Chadderton and Woodford, Lancashire
Types Currently in Production:
711 Tudor III, 60-seat export variant of the Tudor II, production line can be re-opened.
711A Trader, freighter variant of the Tudor III, production line can be re-opened.
700 Ashton, feederliner, current orders being fulfilled include several private orders.
698 Shackleton GR.Mk.I, land-based long-range maritime patrol aircraft, first of three prototypes, VW126, first flown on 9 March 1946, 146 aircraft ordered, first production aircraft, VP254, flew on 23 October 1947 and production completed November 1948.
Types in Development:
701 Athena, developed to meet Spec T.7/45 for a turboprop-powered three-seat advanced trainer, prototypes VM125 first flown 12 June 1946 with a 1,000ehp Mamba I; VM129 with a 1,400shp RB.53 Dart I on 20 September 1946 and VW890 with a 1,475ehp Mamba 3 on 1 August 1947. Now offered for export.
705 Tudor V, conversion of second Tudor I prototype G-AGST with four 5,000lb Rolls-Royce RB.41 Nene III turbojets in two nacelles to meet Spec E.6/47 for a jet-powered specialist flight research aircraft, first flown by J.H. ‘Jimmy’ Orrell on 6 September 1948.
706 Tudor Mk.VI, conversion of a Tudor I airframe with four 5,000lb Rolls-Royce RB.41 Nene III turbojets and first flown as WB490 on 1 March 1949, used for avionics trials. A second airframe is undergoing conversion as a Mk.VII with a completely equipped passenger cabin with 32 seats for high altitude environmental control research., it should fly in early 1950.
707, design work to meet Spec E.15/48 issued to Avro for three one-third scale flying prototypes of the Type 698, one for high-speed and two for low-speed research. Powered by a single Rolls-Royce Derwent and uses off-the-shelf components to reduce development time and cost, the first prototype, VX784, was flown on 4 September 1949 by Flt. Lt. Eric ‘Red’ Esler but crashed, killing Esler, 26 days later following stalling after the airbrakes jammed in the open position at low speed.
707B, prototype VX790 is being revised following the accident to VX784 with new airbrakes, longer nose and a Martin-Baker Mk I ejector seat, should fly in late 1950.
Design Work:
698, design work to meet Spec B.35/46 for a jet-powered heavy bomber. Design features a delta wing. Formally selected for further development to meet OR.229 in early 1948.
707A, a version of the 707B with representative wing root intakes instead of the earlier dorsal intake, to fly during 1951.
707C, a two-seat conversion trainer variant with side-by-side seating, four to be built.
710, design work on a one-tenth scale flying prototype of the Type 698.
713, design work on a metrological reconnaissance version of the 698 Shackleton with a crew of 9 and 77,000lb AUW.
715, design work on an 8-10 passenger feederliner with four Gipsy Major X engines.
716, design work on the Shackleton Mk.3 maritime patrol aircraft, covered by Spec R.1/49, includes longer fuselage and new wings with N.Nm.2 Nomad II engines.
717, design work on a Lancaster testbed conversion with two N.Nm.2 Nomad II engines and the outer nacelles removed.
Other Work
Lancaster B.Mk.III/B.Mk.IIIA modification and life extension programme, to be completed by December 1950, shared with Hawker Siddeley Aviation Ltd.

Hawker Aviation Ltd.
Works: Kingston-on Thames, Surrey and Dunsfold, Surrey.
Types Currently in Production:
P.1040 Sea Hawk FN.Mk.I, 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, orders for 95 aircraft, production during January-December 1949.
Types in Development:
P.1052, an experimental swept-wing variant of P.1040, covered by Spec E.38/46, first prototype VX272 flown 19 November 1947 and the second, VX279, flown 13 April 1948. On 13 May 1948 Sqn Ldr Trevor ‘Wimpy’ Wade made a London-to-Paris record of 2 1minutes 27 seconds giving an average of 617.9mph in VX272.
Sea Hawk FN.Mk.II, improved FN.Mk.I with powered ailerons and provision for 90gal underwing tanks, 80 on order, deliveries to begin 1950 and prototype flying conducted during 1949.
P.1081, a 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, the second P.1052 prototype VX279 was rebuilt and first flew in its revised form on 19 June 1949 flown by Trevor Wade, some modifications were made during flight testing such as increasing fin area and fitting wing fences. 120 on order for the RAF as the Falcon F.Mk.I, to enter service in 1950.
Design Work:
Hawker P.1067, design work to Spec F.3/48, a re-issue of Spec F.43/46, based on P.1065 but with
a single Avon or Sapphire turbojet and design based on development data from the P.1052, P.1072 and P.1081. Prototypes ordered under Spec F.3/48/2 and F.3/48/3 for Avon and Sapphire powered versions in March 1949 with a prototype to fly within two years.
P.1072, rebuilding of the prototype P.1040, VP401, with a 2,000lb thrust Armstrong Siddeley Snarler rocket engine fuelled by oxygen/methanol/water in the tail, conversion work began in September 1949, including additional tail area, new internal tanks and drive from the Nene to power the rocket fuel pumps, ground testing and flight tests due in 1950.
P.1081 FR.Mk.II, proposed photo-reconnaissance fighter variant with three cameras in the nose, prototype conversion to fly in 1950.

Hawker Siddeley Aviation Ltd.
Works: Baginton, Coventry, Warwickshire and Hucclecote, Gloucestershire.
Types Currently in Production:
G.41 Meteor F.Mk.IV, 465 for the RAF, production September 1946-May 1949, export orders; Argentina (100 F.Mk.41), Bulgaria (25 F.Mk.43), Egypt (15 F.Mk.51) and Yugoslavia (17 F.Mk.42). Licence-construction by Avions Fairey, aircraft produced under sub-contract by SABCA as the S.51 during 1947-48.
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, flown on 12 October 1948, current orders for 450 aircraft for the RAF, production began June 1949 with entry into service in January 1950.
Meteor T.Mk.VII, production version of private-venture Meteor Trainer for the RAF and FAA under Spec T.1/47, initial orders cover 200, the first production aircraft flew in August 1947, export orders from Argentina (12 T.Mk.46), Belgium (10 T.Mk.47), Bulgaria (2 T.Mk.45), and Yugoslavia (8 T.Mk.44).
Meteor NF.Mk.XI, night-fighter variant to meet Spec F.5/46, converted T.Mk.VII VW413 first flown 31 May 1947, orders for 100 aircraft for the RAF, export orders from Bulgaria (NF.Mk.45) and the Philippines (50 Mk.55). Deliveries to RAF during March 1948-April 1949.
Types in Development:
A.W.52, a laminar-flow flying wing research aircraft powered by two Rolls-Royce RB.41 Nene turbojets, covered by Spec E.9/44, first prototype TS363 flown on 13 November 1947, second prototype, TS368, flown 1 September 1948. TS363 was destroyed on 30 May 1949 when AWA test pilot J.O. Lancaster suffered a violent pitch oscillation at 320mph (the first time such a speed was attempted), he descended but had to eject (the first British pilot to ever do so) and the aircraft recovered but crashed landed ripping the engines away. After a period of grounding, TS368 is now restricted to under 300mph.
AXP-1001, long-range day fighter powered by a 5,000lb Rolls-Royce RB.41 Nene III turbojet, designed in co-operation with FMA to meet Argentine requirements, in July 1946 3 prototypes were ordered, first prototype flown 14 July 1948, the second followed on 22 March 1949 and the third prototype, which was shipped to Argentina and reassembled there, made its first flight on 16 June 1949. The third prototype and all production aircraft are fitted with Nene III engines. During February 1949 FMA acquired the manufacturing rights and tooling began in March, 160 are on order, the first production aircraft flying on 26 August.
Meteor FR.Mk.IX, a tactical reconnaissance variant of the F.Mk.VII retaining full armament but also having a remote-controlled F.24 camera in the nose with two glazed panels. 126 on order, deliveries planned from 1950.
Meteor PR.Mk.X, an FR.Mk.IX variant with two additional cameras in the rear fuselage, no cannon armament and the fitting a F.Mk.IV standard tail unit. 60 on order, deliveries planned from 1950.
Meteor NF.Mk.XII, an improved variant of NF.Mk.XI, covered by F.24/46, has improved clear-vision sliding canopy, Martin-Baker ejection seats, an auto-stabiliser, Derwent VII turbojets and a longer nose with an improved AI.X set. 106 on order with deliveries to begin in November 1950.
Design Work:
Project 502, design work on a naval surface-to-air GAP as a development of the LOP/GAP system in a consortium with Sperry Gyro and General Electric.
Project 505, design work on a naval air-to-surface and surface-to-surface guided weapon system in a consortium with ECKO and GEC.
Other Work:
RAF repair and overhaul contracts.
Other Work:
Lancaster B.Mk.III/B.Mk.IIIA modification and life extension programme, to be completed by December 1950, shared with Avro.
Lancaster B.Mk.I conversions as turbojet and propeller-turbine testbeds.

Saunders-Roe Ltd. (Saro)
Works: Columbine Works, East Cowes, Isle of Wight and Weston-Super-Mare, Somerset.
Types Currently in Production:
Saro SR.A/1 Petrel FRN.Mk.I, jet-propelled flying boat fighter, covered by Spec E.6/44, powered by a 5,000lb Rolls-Royce RB.41 Nene III, first prototypeTG263 flown 16 May 1947, second prototype TG267 on 30 April 1948 and third prototype TG271 fitted with a 6,250lb RB.44 Tay flew on 17 August 1948. TG271 was destroyed by hitting a timber baulk while taxying at 110mph during August 1949 and a month later TG267 broke-up in mid-air while being evaluated at MAEE Felixstowe killing Sqn Ldr K. Major. Current orders for 100 aircraft, the first production aircraft flew on 20 March 1949.
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 (with equipment to meet Spec H.10/48) and RAF load carrying trials underway. A small batch of six crop dusters will be shared between the Colonial Office and the RAF, deliveries will begin in early 1950.
W.14 Skeeter 1 & 2, small two-seater helicopter, first prototype powered by a 106hp Jameson FF-1 engine flown 8 October 1946, the Skeeter 2 destroyed by ground resonance during 1948.
W.14 Skeeter 3, an improved variant, two aircraft completed and flying trials during 1949.
SR.45 Princess, 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. BOAC has cancelled their order but there is still interest from the RAF in a troop/cargo carrying version.
P.104 Seletar MR.Mk.I, maritime reconnaissance and anti-submarine flying boat, designed to meet Spec R.2/45, powered by four 2,500hp RR Griffon V and with an advanced planning hull, the first of two prototypes flown on 26 May 1948. 50 on order, to enter service in 1951.
SR.55 Duchess, a 74-seat flying boat powered by six de Havilland Ghost turbojets designed to meet Spec P.6/46, prototype G-ALUR first flown on 26 August 1949, BOAC have ordered 10, to enter service in 1951 on its overseas routes. New Zealand airline TEAL have placed an order for 6.
Design Work:
W.11T, a variant of the W.11 with a longer fuselage and aerodynamic improvements.
Skeeter 4, further developed variant with transmission changes and a 180hp Blackburn Bombardier engine, two prototypes to fly in 1951.
P.121, design work on a Hydro-ski equipped naval fighter, development covered by Spec N.16/49, with a swept wing, reheated Avon and an armament of four 30mm ADEN or 68 2in air-to-air rockets in retractable packs, the nose will carry a ranging radar. It should handle well in choppy seas experienced inside harbours or sheltered water with its hydro-ski undercarriage. A first flight is planned for mid-1953.
P.123, design work on a 120,000lb 148ft span flying boat with four piston or turbine-propeller engines.
P.148, design work for a two-seat carrier-based all-weather interceptor to meet Spec N.14/49, has a shoulder high-wing with a single Avon R.A.9, a T-tail above, side-by-side seating and an armament of four 30mm ADEN cannon under cockpit and two batteries of 36 2in air-to-air rockets.
Saro P.149, design work for a supersonic variable wing sweep research aircraft to meet Spec E.10/49 with two RA.7 Avon, T-tail and a high-mounted wing using box-beam construction with hydraulic ram movement with the pivot and rear pintles linked together in a triangle which moves forward by 3ft as the wing sweep alters from 25 degrees to 60 degrees.
Other Work:
Subsidiary, Saro Laminated Wood Products Ltd., based at Folly Works, Whippingham, Isle of Wight.
Production of Betalight; tubes of borosilicate glass which are coated inside with a fluorescent powder which glows as a result of the ionizing radiation of the tritium gas contained inside, the tube emits light for 15 years, used to illuminate flight instruments, exit signs and corridors of Saro aircraft.
An Electronics Division formed in 1948 to develop analogue computers, control simulators and electronic equipment and test sets for guided weapons research.

Armstrong Siddeley Motors Ltd.
Works: Coventry, Warwickshire
Types Currently in Production:
The Cheetah production line has now closed, refurbishment is still carried out.
ASP.3 Python 3, 3,670ehp (inc. 1,180lb exhaust thrust), turboprop with 14-stage axial compressor, 11 combustion chambers and 2-stage turbine, entered production in February 1946.
ASP.4 Python 4, 4,110ehp, improved variant, certificated in September 1947.
ASM.1 Mamba 1, 1,000ehp, turboprop with 10-stage axial compressor, 6 combustion chambers and 2-stage turbine, certificated in 1945.
ASM.3 Mamba 3, 1,475ehp, production variant, passed 500-hour test during 1947.
ASM.6 Mamba 6, 1,770ehp, improved variant, certificated in September 1949.
ASMD.1 Double Mamba, 2,950ehp, coupled engine development of ASM.2 driving contra-rotating propellers through a combining gearbox, one engine can be shut down in flight to conserve fuel, bench tests began in 1948, certificated in December 1949.
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, began bench tests in May 1949.
ASA.1 Adder, 1,050lbs,a pure-jet variant of the ASM.1 Mamba developed as an “expendable engine” for use on target drones, first bench tests began November 1948, flight trials began in 1949 in the tail of an Avro Lancaster.
ASV.1 Viper, 1,200lbs, design work on an 7-stage axial compressor based on the ASA.1 Adder, bench tests began December 1948, flight tests in November 1949.
ASV.2 Viper, 1,500lbs, a 1,500lb thrust variant, began bench tests in May 1949.
Design Work:
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 in March 1950.
ASV.3 Viper 4, 1,640lbs, improved thrust variant, to begin bench tests in 1950.
ASMD.3 Double Mamba, 3,145ehp, planned production variant, bench tests to begin in early 1950.
ASMD.4 Double Mamba, 3,875ehp, an improved variant, bench tests to begin in early 1950.
ASSa.5R Sapphire, 9,200lbs, an ASSa.5 with an afterburner to deliver an improved 9,200lbs thrust on reheat. To begin testing in 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:
Leonides IV, 540hp, and IV/7A, 560hp, 9-cyl single-row radial engine with single speed, certificated 1947.
Leonides V, 550hp, certificated 1947.
Leonides VI/2, 540hp, improved Model VI with features from Model IV, certificated 1946.
Leonides VI, 570hp, designed for use in helicopters, certificated 1947.
Leonides VII/2, 540hp, down-rated Model VI for improved reliability over Model VI/2, certificated 1948.
Leonides Major, 875hp, 14-cyl two-row radial engine with single speed, single stage medium supercharger, based on Leonides components, certificated 1947.
Leonides Major II, 850hp, certificated 1948.
Leonides Major III, 850hp, variant designed for use in helicopters, certificated 1948.
N.Na.1 Naiad, 1,500shp plus 241lb, single-shaft axial-flow turboprop with 5 combustion chambers, certificated 1946.
Types in Development:
E.127 Nymph, 500shp, single-shaft turboprop, bench tested during 1945, programme abandoned in March 1949.
N.Na.2 Coupled Naiad, 3,000shp (estimated), two coupled N.Na.1 with common gearbox and propeller drive, bench testing began in 1948 and flight testing in April 1949 on a converted Avro Lancaster.
N.Nm.1 Nomad I, 2,000hp, compound diesel engine combining a piston engine with a turbine to recover energy from the exhaust and improve fuel economy, contra-rotating propellers driven by mechanically independent stages, the diesel engine is a liquid-cooled horizontally-opposed 12-cyl two-stroke valveless engine, the turbine driven by exhaust gases has three-stages and drives both crankshaft and a 12-stage axial flow compressor axial compressor, the complete unit will first ran in October 1948 and flight tests on an Avro Lancaster began in June 1949.
N.Nm.2 Nomad II, 3,000hp, began bench tests in December in 1948 and flight tests on an Avro Lancaster began in December 1949.
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. Initial bench tests began in September 1949.
N.El.3 Eland, 3,000ehp (estimated), 10-stage axial flow turboprop with 6 combustion chambers, began bench testing in October 1949.
NRE.7, liquid fuelled expendable rocket engine for guided weapons
Leonides VIII, 520hp, an improved variant for use in helicopters, certification planned for 1950.
Design Work:
N.El.7 Double Eland, a planned coupled version delivering 6,000ehp (estimated).
Other Work:
Deltic diesel engine for marine and locomotive use.
Research into ramjet propulsion.
The Industrial Electronics Division at Stafford, Lancashire, produces a variety of products, including the Igniscope, a revolutionary design of ignition tester for petrol engines, supplied as Type UED to the RAF, RCAF and RAAF.

Part 2: Independent Companies

Abbott-Baynes Sailplanes Ltd.
Works: Wrecclesham, Farnham, Surrey.
This company ceased trading in February 1949.

Aero Engines Ltd.
Works: Kingswood, Bristol.
Types Currently in Production:
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.
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-4 Arrow, a variant of the J-2 Arrow with a 90hp Cirrus Minor I, first flown 1944.
J-1N Alpha, 4-seat J-1 Autocrat 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. Further variants include; 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.
J-3 Atom, a lower-powered variant of the J-2 Arrow with a 65hp Continental C-65-12 engine, first flown 26 May 1946, a second prototype flew in September 1947.
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-5A Cropduster, a J-5 for the agricultural role with crop spraying equipment under the wings.
Types in Development:
J-5F Aiglet Trainer, an aerobatic version of the J-1B, powered by a DH Gipsy Major I or a Blackburn Cirrus Major III engine, first flown in May 1949.
J-5K Aiglet, a 4-seat aerobatic development of the J-5 Autocar, first flown September 1949.
B.4, a cargo/ ambulance aircraft based on the J-1 series boom for the tail surfaces and clamshell rear doors, first flown in March 1949. Undergoing RAF evaluation.
Design Work:
J-5R Alpine: a four-seat variant of the J-5F with J-5 Autocar wings, first flight is planned for 1950.

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.
Chilton Electronics Ltd., founded in 1946, parent company of the Chilton group, manufactures the Chilton shaver socket and circuit breakers.

Cunliffe-Owen Aircraft Ltd.
Works: Swaythling, Southampton.
The company ceased trading in March 1949 and the factory was bought by Briggs Motor Bodies, who supply Ford of Britain with bodies for their motor vehicles.

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.
Kitten III, single-seat ultralight, first flown 28 August 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. Supplies spares for the Fl-282 Hummingbird fleet in British service.
Works: Heston Airport, Middlesex

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 include 6 more for Portsmouth, Southsea & Isle of Wight Aviation and several private orders.
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 began in May 1948 for Bahamas Airways Ltd. (2) and several private orders.
Types in Development:
Aerocar, flight trials on further developments with floats and skis.
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.
Venture BGA-640, glider, first flown 1947.
Other Work:
Maintenance and repair of gliders.

Heston Aircraft Company Ltd.
Works: Heston Airport, Middlesex.
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, the company is marketing for export or civil sales.
Youngman-Baynes High Lift, experimental STOL aircraft, first flown on 5 February 1948, evaluation with RAE as VT789.
Other Work:
Sub-contract work for de Havilland for structural elements and components for NEE aero engines.

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

Martin-Baker Company Ltd.
Boulton Paul owns a majority 51% stake in the company. Undertakes research, development and manufacture of ejection-seats for aircraft and other life-saving devices for pilots.
Works: Denham, Buckinghamshire and Chalgrove Airfield, Oxfordshire.

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. Also built as the Messenger C.Mk.I for the RAF. In 1945 a licence agreement was signed with Egyptian Heliopolis Aircraft Works to build the type as the Gomhouria, now also available as a trainer.
Miles M.14B Magister II/ Hawk Trainer II, two-seat basic training aircraft, an improved version with a 135hp Blackburn Cirrus II engine and modernised cockpit and instruments, 20 ordered by Royal Thai Air Force in 1948, deliveries completed March 1949.
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.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 2 more for Burma and Malaya Air Services Ltd.
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, first prototype G-AODE flown 24 April 1948. Current orders; 25 for BEA, 12 for Burma and Malaya Air Services Ltd., 2 for Elder Colonial Airways and 6 for Malayan Airways Ltd, Queensland Airlines and Australian National Airways.
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.
M.69 Marathon II, a variant of the M.60 powered by two Armstrong Siddeley Mamba turboprops but lacking pressurisation to avoid the necessity to design a new fuselage, first flown 28 July 1949.
M.75 Aries, an improved M.65 fitted with 155hp Blackburn Cirrus Major III engines, first flown 17 September 1949.
Design Work:
M.74, a two-seat basic trainer, lost Spec T.16/45 but still in development as export type.
M.76, a two-seat sailplane based on the Kendall Crabpot I for a British Gliding Association design competition, it is proposed to use a novel asbestos fibre-polymer wing and a wooden fuselage with a butterfly tail.
M.77, a single-seat, twin-jet engined racing aircraft, first flight planned for 1952.
Other Work:
Operation of the Aeronautical Technical School in Reading.
Other business interests include Philidas Ltd. producing locking nuts, Copycat Ltd. manufacturing photocopiers and the Miles Martin Pen Co. 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, G-AGOS as VZ728 is being used by the Institute of Aviation Medicine for research.
R.S.4 Bobsleigh, an R.S.3 conversion with a prone pilot station in the fuselage nose, first flown in May 1948, being used for RAE trials.
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; Glasgow, Lanarkshire and Barnoldswick, Lancashire. (The factory at Crewe, Cheshire is now totally dedicated to motor car production.)
Types Currently in Production:
Griffon V, 2,500hp, 12-cyl V-12 inline engine, two-stage 2-speed supercharger, certificated 1945.
Griffon VI, 1,960hp, certificated 1944.
Eagle III, 3,500hp, increased compression ratio, certificated 1944.
RB.26 Derwent V, 3,500lb, a scaled down RB.41 Nene specifically for the Gloster Meteor, certificated 1945.
RB.26 Derwent VI, 3,600lb, an improved V, certificated 1946.
RB.26 Derwent VII, 3,700lb, an improved Derwent V, certificated 1948.
RB.41 Nene I, 4,500lb, an enlarged RB.26 Derwent with minimal changes, first run 27 October 1944, certificated 1945.
RB.41 Nene II, 5,000lb, improved version, certificated 1946.
RB.41 Nene III, 5,000lb, improved version, certificated 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, first flown in a Gloster Meteor 20 September 1944, entered production June 1945, now only parts production.
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, certificated 1945.
RB.39 Clyde II, 3,020shp + 1,225lb, improved version with new gearbox, certificated 1946.
RB.44 Tay I, 6,250lbs, an enlarged RB.41 Nene with reheat, certificated 1947.
RB.44 Tay III, 6,250lbs, no reheat, civil engine, certificated 1949.
RB.53 Dart I, 1,400shp + 350lb, turboprop with 2-stage centrifugal compressor, 7 combustion chambers, 3-stage turbine, first bench tests 1945, certificated 1946.
Dart II, 1,600shp + 370lb, improved version, certificated 1946.
RB.53 Dart III, 1,740shp + 400lb, improved version with water methanol injection for hot and high conditions, certificated 1948.
Avon R.A.3, 6,500lb, production variant of Avon R.A.1 & R.A.2, certificated in December 1949.
Types in Development:
Dart IV, 1,990shp + 450lb, improved version with higher rated power, certification due by 1950.
Avon R.A.2 (formerly A.J.65), an 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 began in August 1948 in an Avro Lancaster testbed (two engines in wing nacelles).
RB.53 Dart IV, an improved 1,990shp + 450lbs variant, began certification testing in late 1949.
Design Work:
R.B.80/ R.Co.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, bench testing to begin in late 1950.
A.J.25 Tweed, a coupled turboprop with a planned rating of 2,500shp with both engines driving the common driveshaft, uses many RB.53 components, bench tests to begin in 1950.
Avon R.A.7, a developed version producing 7,350lb thrust, to begin bench tests in 1950-51.
Avon, further development work continues on more powerful versions and the incorporation of reheat.
RB.82 Soar, a small, expendable axial-flow turbojet of 1,500lb thrust, bench tests to begin in 1950.
Other Work:
Rolls-Royce has a 50% stake in Rotol Airscrews Ltd. along with the Bristol Aero-Engine Company Ltd.

Scottish Aviation Ltd.
Works: Prestwick Airport, South Ayrshire.
Pioneer, 4-seat short take-off and landing communication aircraft developed to meet Spec A.4/45, first prototype VL515 with a 240hp de Havilland Gipsy Queen flown 5 November 1947, second prototype VL516 with a 540hp Alvis Leonides IV radial flown 5 May 1948, current order for 80 C.Mk.I aircraft for the RAF, production between February-October 1949. Also available for civil use.
Types in Development:
None.
Design Work:
Twin Pioneer, design studies for a twin-engined STOL aircraft for civil and military use.
Other Work:
Flying school and maintenance contract work at Prestwick.
Operates Scottish Airlines (Prestwick) Ltd., the airline undertakes worldwide passenger and cargo charter flights to destinations all over Europe, Africa, the Middle East, India, Canada and the United States from its base 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.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 several private orders and 2 for Vestlandske Luftfartsselskap and 1 for the Christian & Missionary Alliance.
Types in Development:
SB.7 Sealand III, an improved variant with longer span wings, a deeper rudder and a strengthened hull. A prototype flew on 27 August 1949.
Design Work:
SB.1, a tailless glider designed by David Keith-Lucas and Prof. Geoffrey T.R. Hill as a private research venture to test the concept of the ‘aero-isoclinic’ wing with all-moving wing tips, a first flight is planned for 1951.
PD.5, design work for a two-seat carrier-based all-weather interceptor to meet Spec N.14/49 with a low-aspect ratio thin wing with an all-moving tailplane and fin without a rudder, RDF dishes mounted the in front and rear of a pod atop the tail and an armament four cannon and 52 rockets behind or four missiles under the wings.
RTV.1/ GPV, design work on the airframe of a rocket General Purpose Vehicle to test rocket engines, homing systems, moving wing controls and solid rocket sustainers. A development contract was awarded in June 1949.
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.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 T.21A civil variant is still available.
T.23A Kirby Kite, single-seat sport glider, improved T.6 Kirby Kite, first flown March 1946.
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 began November 1947 and completed in March 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 and completed in June 1948. Still available for production.
T.26 Kite 2, an improved T.23A Kirby Kite, prototype flown in August 1948.
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, the last in May 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 prototypes flown during summer 1948. Certification problems are preventing production currently.
The T.31 Tandem Tutor, design work on a two-seat development of the T.8 Tutor (Cadet TX.2), the fuselage is based on that of the T.29 Motor Tutor, a T.31A prototype was flown in May 1949.
Design Work:
T.34 Sky, high performance single seat competition sailplane, to fly in September 1950.
T.35 Austral, one-off development of the T.31B with an increased span.
T.37 Skylark, a sport sailplane, to fly in 1950-51.

Tipsy Aircraft Company Ltd.
Works: Hanworth Air Park, Feltham, Middlesex.
Types Currently in Production:
Tipsy Junior, single-seat light aircraft, Belgian prototype OO-TIT first flown 30 June 1946, licence-production began September 1947.

The winners of some of 1949's specifications can now be shared [OOC] now that the technical analysis has taken place.

A.20/49
Issued for an Air Observation Post light aircraft for the Army Air Corps to replace the Auster GR.Mk.I.
The contenders were:
Auster Q
Percival P.68 Gazelle
The winner is the Auster Q which will become the Auster AOR.Mk.9. Work on prototypes is now underway.

E.10/49
Issued for a supersonic variable wing sweep research aircraft capable of being produced as a fighter. The wings must achieve 25 degrees sweep for take-off and landing and 60 degrees for high-speed flight with in-flight change of sweep to a minimum speed of 290mph, scale models must be submitted for RAE testing, maximum level speed no higher than Mach 1.2 and preferably a twin-engined type but a single seater with the capability to carry two ADEN.
The contenders were;
Blackburn B.90
Boulton Paul P.121
BCAC Type 183
Saro P.149
After the technical analysis it was decided not to go ahead with this specification at the current time.

E.16/49
Issued for a Transonic Research Aircraft, to be powered by one RR Avon with reheat, maximum speed at 36,000ft 740mph (Mach 1.12) and a maximum diving speed of Mach 1.5 and must have the capability to carry two ADEN and a 15in RDF scanner.
The contenders were;
Fairey Delta I
Westland P.1
Prototypes of both the Delta I and the P.1 have been ordered.

F.23/49
Issued for an interceptor fighter with supersonic performance, minimum top speed of Mach 1.2, from button start to 50,000ft within 6 minutes, climb rate at 55,000ft to be at least 1,000ft/min and minimum endurance from take-off to landing of one hour. Armament to be two ADEN or two Blue Jay with small diameter search/attack radar. To be in service by 1957.
The contenders were;
Fairey Delta II - based on the Delta I
BCAC P.1A - based on the P.1
Prototypes of both the Delta II and the P.1 have been ordered.

N.14/49:
Issued for a two-seat carrier-based all-weather interceptor with AI.18 radar, top speed clean to be 622mph minimum at 30,000ft, minimum ceiling 40,000ft, sea level rate of climb 10,000ft/min and maximum all-up weight 28,000lbs. Power to come from two reheated RA.7 Avon although other proposals welcome and armament was either four 30mm ADEN or two ADEN and air-to-air rocket battery or two ADEN and four Blue Sky AAMs.
The contenders were;
Blackburn B.89
Saro P.148
Short P.D.5
BCAC W.37
The winner is the Blackburn B.89, prototypes have been ordered.

P.1/49
Issued for a thirty-seat VTOL transports for BEA, the ‘BEAline Bus’ to carry a 7,000lb payload over 115 miles with a cruising speed of at least 138mph and in its final form to carry 35-45 passengers or a 10,000lb payload over 230 miles. It has to be able to operate over 230 mile stages in a 46mph headwind and must be able to operate from a 400ft diameter area with obstructions all around. Suggested powerplants are Centaurus, Hercules, Proteus, Ghost, Dart and Mamba.
Contenders were;
BCAC Type 181, a tandem rotor helicopter
Fairey Rotodyne, developed from the Gyrodyne
Winner is the Rotodyne