This summary contains all relevant aircraft, gliders and engines now in production, development or on the drawing board. First flight dates for new types are here too.
Big Groups come first, then smaller independents.
The British Aircraft Industry and its Products 1947
Groups within the Industry
AIRCO[/b]
AIRCO, the third conglomerate in the industry formed on March 6 1938 when Handley Page Ltd. merged with de Havilland and in August 1941 Fairey Aviation Co. Ltd. joined. Each company trades individually but there is close co-operation between design and sales teams and joint use of research resources. AIRCO controls; Handley Page Aircraft Ltd, de Havilland Company Ltd., de Havilland Australia Pty Ltd., de Havilland Canada Ltd., de Havilland Forge Ltd., de Havilland Engine Co. Ltd., AIRCO-Reed Propellers Ltd. (merger of de Havilland Propellers Ltd. and Fairey-Reed Ltd.), Hearle-Whitley Engineering Co. Ltd., Airspeed Aviation Ltd. (now de Havilland’s Christchurch Division), Fairey Aviation Co. Ltd, and Avions Fairey in Belgium.
de Havilland Company Ltd.
Works: Hatfield, Hertfordshire and Christchurch, Portsmouth
Types Currently in Production:
DH.98 Mosquito TT.Mk.VII, fast target-tug variant developed to meet Spec Q.19/45, prototype flown April 1946, order for 64 aircraft, first delivery in December 1946.
DH.98 Mosquito NF.Mk.VIII, night-fighter variant based on the B.Mk.VI but equipped with Mk.IX AI set, orders for 100 aircraft, deliveries began September 1946.
DH.98 Mosquito FB.Mk.IX, an updated B.Mk.VI strike-bomber based on the NF.Mk.VIII but with H2S Mk III RDF set in the nose, orders for 150 aircraft, deliveries began October 1946.
DH.98 Mosquito PR.Mk.X, an improved PR.Mk.V with additional fuel tanks and improved camera and navigation equipment, 30 aircraft ordered, all delivered August-October 1947.
DH.97 Ambassador (former Airspeed AS.57), 28-49 seat airliner, prototype first flown 10 July 1944, current orders being fulfilled include; the last 20 of 40 aircraft for BEA and 12 for British United Airlines.
DH.104 Dove, 8-11 seat feederliner, prototype first flown on 23 September 1942, current orders being fulfilled include 4 for East African Airways Corporation, 4 for Palestine Airways, 1 for Sudan Airways and 6 for West African Airways Corporation plus several private orders.
DH.104 Devon/ Sea Devon, 30 standard Dove aircraft with minor changes for the RAF and 13 for the FAA under Spec C.13/44, order fulfilled April 1946
DH.114 Heron, 14-17 seat feederliner, a scaled-up four-engined Dove, prototype first flown 10 May 1946, current orders being fulfilled include 6 for British United Airlines and 4 for East African Airways Corporation plus some for private use.
DH.100 Vampire F.Mk.I, jet-powered fighter powered by a 3,100lb de Havilland DGo.2 Goblin II turbojet, current orders for 100 aircraft, the first production aircraft flew in January 1946.
DH.100 Vampire F.Mk.III, an improved variant with additional fuel and a revised tailplane, prototype TG275 flown 4 November 1945, current orders for 100 aircraft, the first production aircraft flew in February 1947, export order for Switzerland (25 F.Mk.41).
Types in Development:
DH.108 Swallow, experimental tailless swept wing jet-powered aircraft for low speed handling trials and high Mach number flying, designed to meet Spec E.1/44, aircraft TG283 with leading-edge sweepback of 43 degrees first flown 15 May 1946, aircraft TG306 with leading-edge sweepback of 45 degrees first flown 23 July 1946 but lost on 27 September due to structural failure killing Geoffrey de Havilland Jnr., replacement aircraft TG281 first flown 24 July 1947.
DH.97 Ayrshire, civil freighter variant of the Ambassador with a new pod and boom fuselage, designed to carry 16,000lbs freight or 65 passengers, first flown 11 June 1947.
DH.100 Vampire FB.Mk.IV, a ground-attack variant with clipped wings, underwing bomb racks, revised undercarriage and a 3,350lb de Havilland DGo.3 Goblin II turbojet, a production F.Mk.I, TG444 was converted and flown 29 June 1947, current orders for 400, production to commence January 1948, export order from Iraq as the FB.Mk.55 (15).
Design Work:
DH.97 Turbo-Ambassador, design work on a modernised variant powered by two 4,500shp Bristol Proteus I turboprops and with fore and aft fuselage plugs to carry 60 passengers, first flight possibly in 1950.
DH.106 Comet, design work to meet Spec P.3/44 for a fast medium range airliner for BOAC, first prototype G-ALVG due to fly in summer 1948.
DH.110, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter and also modified and submitted to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, development contract awarded for both Specifications. Also design work on a modified variants to meet Spec F.5/47 for a long-range fighter-bomber and Spec N.4/47 for carrier-based strike bomber.
DH.112, improved Vampire with new wings and a 4,850lb de Havilland DGh.4 Ghost IV turbojet, covered by Spec F.7/47, prototype to fly in summer 1948.
Other Work:
Aeronautical Technical School, Hatfield, runs a range of apprenticeships and training courses in all aspects of aviation related engineering.
de Havilland Aircraft of Canada Ltd., Toronto, Ontario
de Havilland Aircraft of Australia Ltd., Melbourne
de Havilland Engine Company Ltd.
Works: Leavesden, Hertfordshire.
Types Currently in Production:
Gipsy Major VII, 145hp, air-cooled 4-cyl inverted inline engine, military engine, certified 1942.
Gipsy Major X, 145hp, certified 1943.
Gipsy Major XI, 145hp, military version of X, certified 1945.
Gipsy Major XX, 200hp, designed for use in helicopters, certified 1945.
Gipsy Queen V, 240hp, air-cooled 6-cyl inverted inline engine, certified 1943.
Gipsy Queen VI, 250hp, certified 1943.
Gipsy Queen VII, 380hp, supercharged with reduction-drive, certified 1944.
Gipsy Queen VII-4, 340hp, de-rated version, certified 1947.
DGo.2 Goblin II, 3,100lb, originally the Halford H-1, single-sided centrifugal compressor, 16 combustion chambers, single-stage turbine, the H-1 first ran 13 April 1942, first flown 5 March 1943 in a Gloster Meteor and 20 September in a DH.100 Vampire, DGo.2 production began 1944.
DGo.3, Goblin III, 3,350lb, certified 1945.
DGo.4 Goblin IV, 3,750lb, certified 1945.
DGh.1 Ghost II, 4,850lb, originally the Halford H-2, single stage centrifugal compressor, 10 combustion chambers, single-stage turbine, began testing in 1944 and flown in 1945.
DGh.2 Ghost III, 5,000lb, production engine, certified 1946.
DGh.3 Ghost III Mk.2, 5,125lb, improved version, certified 1947.
DGh.4 Ghost IV, 4,850lb, certified 1946.
DGl.2 Globe II, 525shp, originally the Halford H-3, single stage centrifugal compressor single-stage turbine turboprop designed as a replacement for the Gipsy series, certified 1946.
DGl.3 Globe III, 575shp, improved version with new combustors, certified 1947.
Types in Development:
DGh.5 Ghost V, 4,950lb, improved DGh.4, to enter testing during 1948.
DGh.6 Ghost VI, 5,150lb, improved DGh.4, to enter testing during 1948.
Design Work:
D.Spr.1 Sprite, 5,000lbs HTP/kerosene rocket, being designed for use in RATO applications on large airliners and bombers, hydrogen peroxide monopropellant decomposed into oxygen and steam over a metallic calcium catalyst, testing to begin in 1950.
Other Work:
Subsidiary (51% stake) Arab British Engine Company (ABECo), Helwan, Egypt, founded 1941, overhaul and servicing of de Havilland engine types and licenced manufacture of Gipsy Minor and Gipsy Major series engines, Egyptian government holds remaining 49%.
Sister company AIRCO-Reed Propellers Ltd., Lostock, Lancashire, manufactures Hamilton Standard, de Havilland, Fairey and Reed design propellers, manufacture of electronic vibration-measuring equipment, aircraft cold-air units, turbine-driven electric alternators, RDF scanners, electronic equipment, plastic structures, research into use of epoxy resin/glass fibre-reinforced plastics for airscrew spinners, blade root fairings and other components.
Handley Page Aircraft Ltd.
Works: [/b] Radlett, Hertfordshire and Cricklewood, London
Types Currently in Production:
H.P.74 Hermes II, 40-82 seat stretched development of H.P.66 Hermes, first flown 1944.
H.P.76 Hermes III, development of the Hermes II with four 2,200hp Bristol Theseus II turboprops, prototype converted and first flown 23 April 1946.
H.P.89 Hastings C.Mk.II, a development of the Hastings using the stretched H.P.74 Hermes II fuselage with the addition of a ventral door/ramp, 50 aircraft ordered, first production aircraft delivered January 1947.
H.P.77 Hampton Series 2, 24-34 seat airliner developed to meet Spec P.8/44 for BEA, prototype first flown 26 November 1945, powered by two 2,500shp Bristol Theseus III turboprops, 6 ordered by BEA, delivery completed October 1947.
Types in Development:
H.P. 89 Handley Page Hastings C.Mk.III, VIP transport variant II seating up to 28 passengers, 4 on order for delivery in 1948.
Design Work:
H.P.80, design work to meet Spec B.35/46 for a jet-powered heavy bomber.
Other Work:
H.P. 67 Handley Page Hastings Met.Mk.I, conversion of 19 C.Mk.I transports to fit weather recording equipment, all converted during 1947.
H.P. 67 Handley Page Hastings T.Mk.IV, conversion of 8 C.Mk.I transports for the bomb aimer/ navigator training role with H2S ground-mapping RDF, all converted during 1947.
Aerodynamic research on flying wings, boundary-layer control and high-lift devices.
Fairey Aviation Co. Ltd.
Works: Hayes, Middlesex and Hamble, Hampshire
Types Currently in Production:
Spearfish TBR.Mk.I, torpedo-bomber designed to meet Spec S.11/40, 150 ordered for FAA, deliveries during January 1945-August 1946.
Spearfish TBR.Mk.II, a Rolls-Royce RB.39 Clyde-powered variant, the second prototype RN341 was converted and flown on 14 July 1946, orders cover 200 aircraft, first production aircraft delivered in August 1947.
Fox II B.Mk.I, private-venture land-based ground attack variant of the Spearfish, RAF orders total 250 aircraft, production began September 1945 and completed August 1947, export order for Iraq (15).
Types in Development:
Gyrodyne, novel helicopter with a three-bladed rotor and an anti-torque rotor on a starboard stub wing which provides added thrust, prototype first flown 4 December 1947, second prototype to fly in 1948. Design work has begun on a further development with tip-jets on the rotors.
Design Work:
Type Q, design work to meet GR.17/45 for a carrier-based anti-submarine aircraft, development contract awarded, to be powered by the Armstrong Siddeley Double Mamba turboprop, prototype to fly during 1949.
N.40/46, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
Other Work:
Societe Anonyme Belge Avions Fairey, Gosselies, Charleroi, manufactures the Avions-Fairey Tipsy B and Tipsy Junior and licence-manufactures the Fox II and Gloster Meteor 4 (sub-contracted to SABCA). The Tipsy range is also built in Britain under licence from Fairey Aviation Co. Ltd by the Tipsy Aircraft Co. Ltd. at Hanworth Air Park.
Fairey Hydraulics Ltd., Heston, manufacturer of hydraulic power controls and filters for aircraft.
Fairey Filtration Ltd., Heston, manufacturer of industrial filters.
Fairey Marine (East Cowes) Ltd., East Cowes, Isle of Wight, ship and boat building
Fairey Marine Ltd., Hamble, boat building and repair
Fairey Surveys Ltd., Maidenhead, aerial and geophysical survey and mapping
Fairey Surveys (Scotland) Ltd., Livingston, aerial and geophysical survey and mapping
British Combined Aircraft Corporation (BCAC)
Originally formed in March 1943 as the Bristol Vickers Aircraft Company with the merger of Vickers-Supermarine and Bristol (including Bristol engines). In 1944 Westland joined and the current name was adopted. Vickers-Armstrongs is the majority shareholder, while other major shareholders are John Brown & Co. Ltd. and Associated Electrical Industry Ltd. There has been consolidation of design teams and production facilities, Weybridge is the main design centre, Filton handling rotary-wing work and Yeovil maintains a design team under W.E.W. Petter. All Bristol designed commercial aircraft are marketed under the ‘BC’ label and Vickers commercial aircraft ‘VC’. The titles BCAC (Vickers-Supermarine), BCAC (Bristol) and BCAC (Westland) are still in use for some marketing products.
Works: Weybridge, Surrey; Brooklands, Surrey; Wisley, Surrey; Blackpool, Lancashire; Southampton, Hampshire, Filton, Bristol, and Yeovil, Somerset.
Types Currently in Production:
Type 164 Buccaneer GR.Mk.I, production ended February 1946 with last of 250 aircraft delivered.
Type 166 Buckmaster T.Mk.III, production ended May 1946 with last of 9 aircraft delivered.
VC.1 Viking, 27-seat airliner, production ended in March 1946 and line fully converted for Valetta production.
Sea Fang FN.Mk.I, last of final order for 200 aircraft delivered in November 1946.
Spiteful F.Mk.III, an improved F.Mk.I with the 2,500hp Rolls-Royce Griffon V with contra-rotating propellers, orders for 100, production began in late 1946.
Type 170 Freighter, private-venture large freight carrier, in production since March 1944.
Type 174 BC.1 Wayfarer, 34-seat passenger variant of the Type 170 without nose doors, the prototype was converted during April 1946.
Type 172 Wayfarer C.Mk.I, variant of the Type 170 for the RAF, orders for 60 aircraft, production completed June 1946 but further orders can be met.
Wyvern FSN.Mk.I, torpedo-fighter for the FAA to meet Spec N.12/43, powered by a 3,500hp Rolls-Royce Eagle III piston engine, first prototype TS371 first flown 16 December 1944, second prototype TS375 flown 10 September 1945, 2 further prototypes flown during 1946 plus 20 pre-production aircraft, current orders for 100 aircraft, deliveries began February 1947.
Wyvern FSN.Mk.II, improved variant powered by a 4,030ehp Rolls-Royce RB.39 Clyde I turboprop, first prototype VP120 flown 18 January 1946, second prototype VP121 flown 20 April 1946, followed by 2 further prototypes during 1946 plus 10 pre-production aircraft in 1947, current orders for 100 aircraft, deliveries began September 1947.
Wyvern F.Mk.IV, escort-fighter variant of the W.34 for the RAF to meet Spec F.13/43, powered by a 4,030ehp Rolls-Royce RB.39 Clyde I turboprop, first prototype WE904 flown 29 March 1946, second prototype WE905 flown 24 July 1946, contracts for 10 pre-production aircraft built during 1947 and 150 production aircraft sub-contracted to Boulton Paul.
Type 381 Seagull ASR.Mk.I, single-engine reconnaissance amphibian flying boat designed to meet Spec S.14/44, current orders for 140, production deliveries began during March 1947.
Type 447 Windsor B.Mk.I, last of 300 ordered left the production line in February 1947
Type 601 Windsor B.Mk.III, improved variant with four 4,030ehp Rolls-Royce RB.39 Clyde I turboprops, first prototype WF557 flown December 14 1945, second prototype WF562 flown August 1946, orders cover 150 aircraft, first production aircraft flown in May 1947.
Type 607 Valetta C.Mk.I; transport variant of the VC.1 Viking for Spec C.9/43, current orders for 200 prototype VL249 flown 30 June 1945, production began in April 1946.
Type 659 Valetta C.Mk.II, VIP transport variant, 10 built during 1946.
Type 664 Valetta T.Mk.III, flying classroom navigation trainer developed to Spec T.1/46, current orders for 40, production began in March 1947.
Type 167 BC.2 Britannia Series 200, 90-seat (61 seats on transatlantic routes or 36 sleepers) long-range airliner, powered by four 5,000hp Bristol Twin Centaurus I radials, first prototype G-AGPW first flown 4 September 1945, first production airliner G-AKGH entered commercial service in September 1947, 20 on order for BOAC.
Types in Development:
Type 497 Westminster B.Mk.I, six-engine heavy bomber designed to meet Spec B.1/42 for a “Giant Bomber” to replace the Ideal Bomber programme, powered by six 5,000hp Bristol Twin Centaurus radial engines, the first prototype SR650 first flown 14 June 1946, orders for 100 aircraft, production due to start early 1948
Type 507 Westminster B.Mk.II, improved variant powered by six Rolls-Royce RB.39 Clyde II turboprops, prototype B.Mk.II SR815 first flown 12 December 1947.
BCAC (Bristol) Type 178 Argus MR.Mk.I, maritime patrol aircraft based on the Type 167 Britannia airliner, developed to meet the requirements of the Royal Australian Air Force, prototype flown in December 1946, potential orders for 100 for the RAF.
Type 171 Sycamore, light four-seat helicopter, design work covered by Spec E.20/45, first prototype VL958 flown 27 July 1947, second prototype flown 18 August 1947.
Type 668 Varsity, a pilot and navigation trainer variant of the Viking/Valetta to meet Spec T.13/45, the first prototype flown 17 July 1947, orders for 50 so far.
Type 618 Nene-Viking, conversion of the Ministry of Supply owned VX865 with two Rolls-Royce Nene I turbojets for a research programme into civil jet-powered airliners, first flight following conversion 6 April 1946, on 25 July set a new record between London Airport and Villacoublay of 34min 7sec.
Type 167 BC.2 Britannia Series 210, a turboprop-powered series 200 aircraft, powered by four Armstrong Siddeley 3,600shp + 1,100lbs ASP.1 Python turboprops, the first 210 prototype, the third Type 167 pre-production aircraft G-AGRF first flown 22 July 1947, 25 on order for BOAC.
Type 175 BC.3 Britannia Series 110, 74-seat turboprop-powered medium-range airliner based on the Type 167 airframe, powered by four 3,900shp Bristol Proteus II turboprops, first prototype G-ALBO first flown 16 August 1947, 25 on order for BOAC
Type 630 VC.2 Viscount, 32-seat airliner powered by four 1,600shp Rolls-Royce RB.53 Dart II turboprops, designed to meet Spec P.8/43, prototype G-AHRF first flown July 16 1947, BEA has ordered 20 aircraft for delivery in 1949.
Design Work:
Type 175 BC.3 Britannia Series 150, design work on a new variant combining the airframe of the Series 210 with the Proteus engines and fuel system of the Series 110 to seat 139 passengers on high-demand routes, being developed for BEA, planned service entry for 1950.
Type 175 BC.3 Britannia Series 300, a cargo carrying variant the Series 150.
Type 173, tandem-rotor helicopter, design work to meet Spec E.4/46.
Wyvern FSN.Mk.III, variant of FSN.Mk.II with a 3,670shp + 1,180lbs Armstrong Siddeley ASP.3 Python turboprop, first prototype VP109 flown 22 March 1946, second prototype VP113 flown 20 August 1946, 2 further prototypes flown during late-1947, current orders for 20 pre-production aircraft and 100 production aircraft to be delivered from 1948.
Canberra B.Mk.I, design work to meet Spec B.3/45, uses H2S/NBC blind-bombing system, first prototype VN799 to fly in mid-1948.
Canberra B.Mk.II, design work on three-seat daylight tactical bomber variant with a glazed nose to meet Spec B.5/46, prototype to fly late summer 1948.
Westland Canberra PR.Mk.III, design work on a reconnaissance variant to meet Spec PR.31/46.
Canberra B.Mk.V, design work on a target marker variant to meet Spec B.22/47.
Type 654 Valetta, meteorological reconnaissance variant, design work to meet Spec T.13/47.
Type 508, being designed to meet N.9/47 for a twin-engined carrier-based fighter-bomber equipped for day interception duties and a variant is also being designed to meet Spec F.43/46 for a high-speed high-altitude jet-powered day interceptor.
Type 511, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, work stopped late 1947.
Type 660, being designed to meet Spec B.35/46 for a jet-powered heavy bomber.
PJD.144, being designed to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
Type 180, design work for a lengthened Type 167 variant powered by four coupled Proteus engines to meet Spec P.5/46 for a long-range airliner for BOAC.
Type 179 BC.4 Super Freighter, private venture design work for a replacement for the Type 170, first flight planned for 1950.
Other Work:
Conversion of 20 Windsor B.Mk.I bombers with air-to-air refuelling receiver equipment to B.Mk.II standards completed in December 1946.
Conversion of a production Wayfarer C.Mk.I to C.Mk.II standard for RDF trials with an ASV.Mk.IV antenna fitted into a new solid nosecone and four operator/ fighter director stations in the cabin, completed July 1946.
Development and design of new internal bomb racks for the Westminster B.Mk.I to accommodate new bomb sizes to meet Spec B.9/47
Subsidiary Normalair Ltd., Yeovil, founded in 1941 by Westland Aircraft Ltd. and General Aircraft Ltd. to develop and manufacture pressure-cabins and associated equipment such as air-conditioning and oxygen systems. Now owned by BCAC (51%) and Blackburn Group (49%).
Subsidiary A.B.C. Motors Ltd., Walton-on-Thames, manufactures auxiliary power-units, including the Type II horizontally-opposed 2-cyl engine used in flying boats, and electrical generators.
Bristol Aero-Engine Company Ltd.
Works: Fishponds, Bristol.
Types Currently in Production:
Hercules XXII, 1,770hp, 14-cyl two-row sleeve-valve radial engine, civilian engine, certified 1943.
Hercules IX, 1,675hp, civilian engine, certified 1943.
Hercules X, 1,950hp, certified 1944.
Hercules XXIII, 1,675hp, certified 1944.
Hercules XXV, 1,925hp, certified 1945.
Hercules XXVI, 1,925hp, civilian version of XXV, certified 1945.
Hercules XXIV, 1,715hp, certified 1946.
Hercules XXVII, 2,040hp, certified 1946.
Hercules XXVIII, 2,040, civilian version of XXVII, certified 1946.
Centaurus V, 2,500hp, 18-cyl two-row sleeve-valve radial engine, 2-speed centrifugal single stage supercharger, certified 1942, parts for spares still available.
Centaurus VIII, 2,470hp, certified 1944.
Centaurus IX, 2,470hp, civilian version of VIII, certified 1944.
Centaurus X, 2,625hp, certified 1945.
Centaurus XI, 2,625hp, civilian version of X, certified 1945.
Centaurus XII, 2,625hp, civilian version of X with different supercharger, certified 1945.
Centaurus XIII, 2,450hp, civilian engine, certified 1946.
Centaurus XIV, 3,220hp, fitted in direct-injection fuel system, certified 1947.
Twin Centaurus I, 5,000hp, 36-cyl four-row sleeve-valve radial engine, variable speed centrifugal single stage supercharger, basically two Centaurus VIII in tandem, each half driving one contra-rotating propeller, certified 1945
Twin Centaurus II, 5,250hp, improved version with lighter gearbox and modified supercharger, certified 1947.
Theseus II, 2,200ehp, production version, the company's first gas-turbine design, 8-stage axial compressor followed by a single centrifugal stage, 8 combustion chambers, 3-stage turbine, a novel feature is the use of a heat exchanger to transfer exhaust waste heat to the compressor exit, certified 28 January 1945.
Types in Development:
Proteus I, 3,780ehp, two spool, reverse-flow gas turbine turboprop, 2-spool 12-stage axial compressor followed by a single centrifugal stage, reverse-flow combustors and 2-stage power (free turbine) and 2-stage turbine driving compressor, bench testing began 25 January 1946, flight trials began June 1947.
Proteus II, 3,900ehp, improved variant planned to be production model, certification planned for 1949.
Design Work:
BE.10, early design work on a two-spool axial-flow turbojet initially for 9,000lb thrust with growth potential for 12,000lb, bench tests to begin in 1950.
Research into ramjet engines.
Blackburn Group
The Dumbarton works is run jointly with William Denny & Bros. Ltd. In 1944 Blackburn acquired General Aircraft Ltd. to form the Blackburn Group, along with Blackburn Engines Ltd. (formerly the Cirrus Division of Blackburn Aircraft).
Blackburn Aircraft Ltd.
Works: [b] Brough, East Yorkshire; Dumbarton, Dunbartonshire and Feltham, Middlesex.
[b]Types Currently in Production:
B.48 Firecrest FSN.Mk.I, single-seat carrier-based strike-fighter developed to meet Spec N.7/42, prototype first flown 1 April 1943, 200 ordered for FAA, production commenced April 1945 and completed November 1946.
GAL.42 Cygnet II, two seat light cabin aircraft powered by a 145hp Blackburn Cirrus Major II, still available
GAL.45 Owlet, two seat trainer variant of the GAL.42 with tandem open cockpits, still available.
Types in Development:
B.100 Beverley C.Mk.I, cargo/94-troop carrying transport, initially the private-venture Universal Carrier but adapted to meet Spec C4./46, prototype first flown 20 June 1947, 72 on order for planned delivery from early 1949.
Design Work:
B.50, private-venture single-seat jet-powered carrier-borne strike fighter powered by a single Rolls-Royce RB.41 Nene, later covered by Spec N.6/46 with order for 2 prototypes, cancelled mid-1946 with first prototype 40% complete.
B.54, design work to meet Spec GR.17/45 for a carrier-based anti-submarine aircraft, work stopped mid-1946.
B.78, design work to meet Spec R.2/45 for a maritime reconnaissance and anti-submarine flying boat, work stopped late 1946.
B.67, design work to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
Other Work:
Subsidiary Normalair Ltd., Yeovil, founded in 1941 by Westland Aircraft Ltd. and General Aircraft Ltd. to develop and manufacture pressure-cabins and associated equipment such as air-conditioning and oxygen systems. Now owned by BCAC (51%) and Blackburn Group (49%).
Blackburn Engines Ltd.
Works: Brough, East Yorkshire.
Types Currently in Production:
Cirrus Major II, 145hp, air-cooled 4-cyl inverted inline engine, certified 1937.
Cirrus Major III, 135hp, certified 1942.
Cirrus Minor II, 100hp, air-cooled 4-cyl inverted inline engine, certified 1942.
Cirrus Bombardier I 203hp, air-cooled 4-cyl inverted inline engine, military version, certified 1947.
Cirrus Bombardier II 180hp, civilian version, certified 1947.
Design Work:
Design work has begun on gas turbine auxiliary power units, bench tests planned for 1949.
Hawker Siddeley Group
Since its formation in September 1935 the Hawker Siddeley Group has been the largest and of the “Big Three” conglomerates in the British aeronautical industry. It controls the interests of four aircraft manufacturers and one aero engine manufacturer and owns a large portion of the nation’s aviation private R&D facilities. Since 1935 centralisation has been increasing, current plans foresee the merger of the Gloster design team at Hucclecote with Hawker’s staff at Kingston-Upon-Thames. All civilian and heavy military aircraft design will be concentrated with Avro at Woodford. In 1945 G. & J. Weir Ltd. were acquired and merged with Saro and relocated to at new site at Weston-Super-Mare. The Hawker Siddeley Group consists of; A.V. Roe (including its Canadian subsidiary Avro Canada), Hawker, Gloster, Armstrong Whitworth, Saunders-Roe (Saro), Armstrong Siddeley and Air Service Training Ltd.
A.V. Roe Aircraft Ltd.
Works: Chadderton and Woodford, Lancashire
Types Currently in Production:
711 Tudor III, 60-seat export variant of the Tudor II, none currently on order but line open
711A Trader, freighter variant of the Tudor III, current orders being fulfilled include 4 for Air Freight Ltd.
700 Ashton, feederliner, current orders being fulfilled include 4 for British United Airlines and 8 for Transair Ltd. and several private orders.
696 Shackleton GR.Mk.I, land-based long-range maritime patrol aircraft, first of three prototypes, VW126, first flown on 9 March 1946, current orders cover 146 aircraft, the first production aircraft, VP254, flew on 23 October 1947.
The Avro Anson production line has now closed, the last T.Mk.IV variant leaving Woodford in May 1946.
Types in Development:
701 Athena, two prototypes currently testing, developed to meet Spec T.7/45 for a turboprop-powered three-seat advanced trainer, prototypes VM125 first flown 12 June 1946 with a 1,000ehp Mamba I; VM129 with a 1,400shp + 350lb RB.53 Dart I on 20 September 1946 and VW890 with a 1,475ehp Mamba 3 on 1 August 1947.
705 Tudor V, conversion of second Tudor I prototype G-AGST underway to fit four 5,000lb Rolls-Royce RB.41 Nene III turbojets in two nacelles to meet Spec E.6/47 issued to Avro for a jet-powered specialist flight research aircraft, first flight planned mid-1948.
Design Work:
Avro 698, being designed to meet Spec B.35/46 for a jet-powered heavy bomber.
Avro 708, airliner, being designed to meet Spec P.5/46 for a jet-powered Long-Range Empire Aircraft for BOAC.
Avro 714, two-seat side-by-seat advanced trainer based on the 701 Athena with an AS Cheetah radial or DH Gipsy Queen inline engine to meet Spec T.16/45 to replace the Percival Prentice.
Other Work:
Last of 50 Lancaster B.Mk.II conversions from B.Mk.I standard to fit air-to-air refuelling receiver equipment completed at Woodford in December 1946.
Lancaster B.Mk.I deep maintenance contracts and modernisation with newer radio equipment
Hawker Aviation Ltd.
Works: Kingston-on Thames, Surrey and Dunsfold, Surrey.
Types Currently in Production:
Sea Fury T.Mk.II, two-seat fighter-trainer variant, 60 ordered for the FAA in 1945, first deliveries in April 1946 and production completed October 1947 (note production of Sea Fury was moved from Armstrong Whitworth in early 1946 to provide work following the final Tempests until the Cyclone entered full scale production).
Cyclone F.Mk.I, a day fighter powered by the 3,500hp Rolls-Royce Eagle H-24 piston engine, the prototype, RB702, first flew 15 September 1945, current orders cover 150 aircraft, the first production aircraft being delivered in June 1947.
Types in Development:
P.1040 Sea Hawk, naval day fighter with the Rolls-Royce RB.41 Nene turbojet, a private-venture now covered by Spec N.6/45, first prototype, VP401, first flown 2 September 1946, fully navalised prototypes VP413 and VP433 flown during 1947, potential orders of 100 aircraft.
P.1052, an experimental swept-wing variant of P.1040, covered by Spec E.38/46, 2 prototypes and structural test airframe on order, first prototype VX272 flown 19 November 1947 and the second, VX279, due to fly spring 1948.
Design Work:
P.1054, being designed to meet Spec F.43/46 for a high-speed high-altitude jet-powered day interceptor.
P.1061, also being designed to meet Spec F.43/46.
P.1056, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, work stopped late 1947.
P.1057, also being designed to meet Spec F.44/46, work stopped late 1947.
P.1081, a proposed service fighter development of P.1052 with a 6,250lb RB.44 Tay I turbojet with reheat, Spec E.18/47 issued to cover development, first flight planned mid-1949.
Gloster Aircraft Ltd.
Works: Hucclecote, Gloucestershire
Types Currently in Production:
G.41 Meteor F.Mk.IV, current orders for 150 for the RAF, first production aircraft flown September 1946, export orders from Argentina (100 F.Mk.41), Bulgaria (21 F.Mk.43), Egypt (15 F.Mk.51) and Yugoslavia (17 F.Mk.42). Also contract signed in 1946 for licence-construction with Avions Fairey, aircraft produced under sub-contract by SABCA as the S.51.
Meteor FR.Mk.V, photo-reconnaissance variant of the F.Mk.IV, 50 on order, first production aircraft flown March 1947.
G.45 Sea Meteor FSN.Mk.VI, naval fighter-bomber variant powered by two Rolls-Royce RB.50 Trent turboprops, orders for 100 aircraft, production began May 1946, export order from Australian RANAS (20).
Types in Development:
Meteor F.Mk.VIII, an improved design with the nose extended 30ins to improve directional stability and a new tail unit to maintain the c.g., a Martin-Baker ejection seat is also fitted, the first prototype, VT130, due to fly late 1948
Design Work:
Meteor NF.Mk.XI, design study completed, now covered by Spec F.5/46 and detailed development work transferred to Armstrong Whitworth, with design support from Gloster, in October 1946.
P.231, being designed to meet Spec F.44/46 for a two-seat all-weather jet-powered interceptor, also modified and submitted to meet Spec N.40/46 for a carrier-based twin-jet all-weather fighter, work stopped late 1947.
AXP-1001, long-range day fighter powered by a 5,000lb Rolls-Royce RB.41 Nene III turbojet, designed in co-operation with FMA to meet Argentine requirements, in July 1946 3 prototypes were ordered, first flight planned June 1948.
Armstrong Whitworth Aircraft Ltd.
Works: Baginton, Coventry, Warwickshire
Types Currently in Production:
Meteor T.Mk.VII, production version of private-venture Meteor Trainer for the RAF and FAA under Spec T.1/47, orders cover 200, the first production aircraft flew in August 1947, export orders from Bulgaria (2 T.Mk.44) and Yugoslavia (8 T.Mk.45).
Types in Development:
Meteor NF.Mk.XI, detailed design work under Spec F.5/46, work transferred from Gloster in October 1946, converted T.Mk.VII VW413 first flown 31 May 1947, 300 on order, production aircraft to be delivered from spring 1948, export order from Bulgaria (NF.Mk.46).
A.W.52, a laminar-flow flying wing research aircraft powered by two Rolls-Royce RB.41 Nene turbojets, covered by Spec E.9/44, first prototype TS363 flown on 13 November 1947, second prototype, TS368, planned to fly in autumn 1948.
Design Work:
Meteor NF.Mk.XII, an improved variant of NF.Mk.XI, covered by F.24/46, first flight planned 1948.
Other Work:
Hawker Tempest TT.Mk.IV, conversion of production aircraft from RAF stocks with a Malcolm G type winch for fast target towing, 81 ordered, production began in June 1946 and completed in September 1947.
Saunders-Roe Ltd. (Saro)
Works: Columbine Works, East Cowes, Isle of Wight and Weston-Super-Mare, Somerset
Types Currently in Production:
Types in Development:
W.11 Air Horse, three-rotor heavy helicopter powered by a Rolls-Royce Merlin, prototype G-ALCV first flown 7 December 1945, crop dusting and RAF load carrying trials underway.
W.14 Skeeter, small two-seater helicopter, first prototype powered by a 106hp Jameson FF-1 engine flown 8 October 1946, the Skeeter 2 powered by a 145hp DH Gipsy Major 10 with a new circular cross-section tail boom and new larger diameter three-bladed rotor flown December 1947.
SR.45 Princess, super-sized flying boat for 220 passengers, powered by four 5,000hp Bristol Twin Centaurus piston engines, designed to meet Spec P.4/42, the prototype, G-ALUN, flown 22 August 1947.
Saro SR.A/1, jet-propelled flying boat fighter, covered by Spec E.6/44, powered by a 5,000lb Rolls-Royce RB.41 Nene III, first prototypeTG263 flown 16 May 1947, second and third prototypes, TG267 and TG271, to fly during 1948, TG271 is to be fitted with a 6,250lb Rolls-Royce RB.44 Tay.
Design Work:
W.11T, a variant of the W.11 with a longer fuselage and aerodynamic improvements.
P.104, four-engine maritime reconnaissance and anti-submarine flying boat, designed to meet Spec R.2/45, two prototypes on order, first flight planned 1948.
SR.55 Duchess, a 74-seat flying boat powered by six de Havilland Ghost turbojets designed to meet Spec P.6/46.
Other Work:
Subsidiary, Saro Laminated Wood Products Ltd., based at Folly Works, Whippingham, Isle of Wight.
Production of Betalight; tubes of borosilicate glass which are coated inside with a fluorescent powder which glows as a result of the ionizing radiation of the tritium gas contained inside, the tube emits light for 15 years, used to illuminate flight instruments, exit signs and corridors of Saro aircraft.
An Electronics Division will be formed in 1948 to develop analogue computers, control simulators and electronic equipment and test sets for guided weapons research.
Armstrong Siddeley Motors Ltd.
Works: Coventry, Warwickshire
Types Currently in Production:
Cheetah XX, 475hp, 7-cyl single-row radial, certified 1942.
Cheetah XVII, 385hp, certified 1943.
Cheetah XIX, 385hp, direct drive variant of XVII, certified 1944.
ASP.3 Python 3, 3,670ehp (inc. 1,180lb exhaust thrust), turboprop with 14-stage axial compressor, 11 combustion chambers and 2-stage turbine, development of the ASX turbojet, ASP.1 first run April 1944, ASP.3 entered production in February 1946.
ASP.4 Python 4, 4,110ehp, improved variant, certified in September 1947.
ASM.1 Mamba 1, 1,000ehp, turboprop with 10-stage axial compressor, 6 combustion chambers and 2-stage turbine, certified in 1945.
ASM.3 Mamba 3, 1,475ehp, production variant, passed 500-hour test during 1947.
Types in Development:
ASSa.1 Sapphire, 7,500lbs, development began 1943, 13-stage axial compressor with annular combustor and 2-stage turbine, during tests in 1947 the engine reliably produced around 7,500lbs thrust making it the most powerful British turbojet.
ASSa.5 Sapphire, 7,500lbs, production version of ASSa.1, to be ready for 1949.
ASM.6 Mamba 6, 1,770ehp, improved variant, certification due by end 1949.
Design Work:
ASA.1 Adder, 1,050lbs,a pure-jet variant of the ASM.1 Mamba developed as an “expendable engine” for use on target drones, first bench tests planned for late 1948.
ASV.1 Viper, 1,200lbs, design work on an 7-stage axial compressor based on the ASA.1 Adder, bench tests to begin in 1949, also planned is a 1,500lb thrust variant (ASV.2).
ASMD.1 Double Mamba, 2,950ehp, coupled engine development of ASM.2 driving contra-rotating propellers through a combining gearbox, one engine can be shut down in flight to conserve fuel, bench tests due 1948 and certification in 1949.
ASSn.1 Snarler, 2,000lb, oxygen/methanol/water rocket, first British liquid-fuelled rocket engine, the turbopump is externally driven from the gearbox of the parent aircraft’s turbojet, flight testing to begin by 1950.
National Electronic Engineering Limited (NEE)
Formed in 1940 by the merger of English Electric, Napier & Son, Napier-Paxman and Paxman. In 1944 it acquired Alvis Car and Engineering Company Ltd. and in 1945 acquired the Marconi Company to become the biggest electrical engineering, industrial engineering and electronics manufacturer in Britain.
Works: Elton, Lancashire (Alvis Leonides production) and Acton, London (Napier and Napier-Paxman aircraft engine production)
Types Currently in Production:
Alvis Leonides II, 520hp, 9-cyl single-row radial engine with single speed, single stage supercharger, certified 1942.
Leonides III, 550hp, certified 1944.
Leonides IV, 540hp, and IV/7A, 560hp, certified 1947.
Leonides V, 550hp, certified 1947.
Leonides VI, 500hp, Model III variant designed for use in helicopters, certified 1944.
Leonides VI/2, 540hp, improved Model VI with features from Model IV, certified 1946.
Leonides VI, 570hp, designed for use in helicopters, certified 1947.
Alvis Leonides Major, 875hp, 14-cyl two-row radial engine with single speed, single stage medium supercharger, based on Leonides components, certified 1947.
Napier Sabre IV, 2,500hp, 24-cyl H-24 sleeve valve liquid-cooled piston engine with single-stage, two-speed centrifugal supercharger, certified 1942.
Sabre VI, 2,600hp, Mk. IV with Hobson-R.A.E fuel injection, single-lever throttle and propeller control, certified 1943.
Sabre VII, 3,500hp, based on Mk. VI with water/methanol injection and a new two-stage, two-speed centrifugal supercharger and gearing for contra-rotating propellers, certified 1945.
Sabre VIII 3,000hp, strengthened Mk. VI with water/methanol injection and larger supercharger impeller, certified 1945.
Napier-Paxman Prometheus I, 3,580hp, 24-cyl X-24 liquid-cooled diesel-fuelled piston engine with single-stage, two-speed centrifugal supercharger, certified 1943, still available for production.
Types in Development:
Alvis Leonides VII/2, 540hp, down-rated Model VI for improved reliability over Model VI/2, certification due 1948.
Alvis Leonides Major II, 850hp, variant designed for use in helicopters, certification due 1948.
Napier E.127 Nymph, 500shp, single-shaft turboprop, bench tested during 1945, not yet ready for production and with low development priority.
N.Na.1 Naiad, 1,500shp plus 241lb, single-shaft axial-flow turboprop with 5 combustion chambers, certified 1946 but still undergoing final testing.
Design Work:
N.Na.2 Coupled Naiad, 3,000shp (estimated), two coupled N.Na.1 with common gearbox and propeller drive, to begin bench testing in 1948.
N.Nm.1 Nomad I, 2,000hp, compound diesel engine combining a piston engine with a turbine to recover energy from the exhaust and improve fuel economy, contra-rotating propellers driven by mechanically independent stages, the diesel engine is a liquid-cooled horizontally-opposed 12-cyl two-stroke valveless engine, the turbine driven by exhaust gases has three-stages and drives both crankshaft and a 12-stage axial flow compressor axial compressor, the complete unit will run in late 1948 and will be test-flown the following year.
N.Nm.2 Nomad II, 3,000hp, this is a simpler version of which couples the two parts to drive a single propeller, to be bench tested in 1948.
N.Nm.3 Nomad 6, 3,000hp, early design work on a simpler Nomad with an extra stage to the axial compressor/supercharger, eliminating the separate centrifugal compressor and the intercooler, an additional turbine stage will drive the compressor and feedback any excess power to the main shaft, the separate propeller from the turbine is deleted, the result will be a smaller, lighter and considerably simpler single engine driving a single propeller.
N.El.3 Eland, 3,000ehp (estimated), 10-stage axial flow turboprop with 6 combustion chambers, to begin bench testing in 1949. A coupled Double Eland is also planned with 6,000ehp (estimated).
Other Work:
The Industrial Electronics Division at Stafford, Lancashire, produces a variety of products, including the Igniscope, a revolutionary design of ignition tester for petrol engines, supplied as Type UED to the RAF, RCAF and RAAF.