ADDENDA 1943
Hawker Siddeley Group
The Hawker Siddeley Group remains Britain’s largest aircraft conglomerate.
The Avro 683 Lancaster developed by Roy Chadwick as part of the ‘Ideal Bomber’ programme as an ‘Interim Bomber’ has entered service with RAF Bomber Command and production is at full speed at the Chadderton and Yeadon works. The Avro 685 York prototype made its maiden flight in July 1941 and is in full production with firm orders from British European Airways (BEA) for ten and BOAC for five for use on its African routes and nineteen for BSAA. BEA have now cancelled their requirement for twenty-five more due to the appearance of the 689 Tudor II.
Production of the Avro 688 Tudor is now ramping up. Accommodation is provided for 24 passengers in day/ night berths or 60 day passengers in a pressurised cabin. Four 1,650hp Napier-Paxman Pilates III diesel engines provide a maximum speed of 340mph and a range of 4,200 miles. Twenty-four are on order for BOAC and seven for BSAA but so far efforts to find exports abroad have failed. The 689 Tudor II first flew during February, this is a revised design for BEA with four 1,770hp Bristol Hercules XXII radials, new broad-chord fin, a 108ft span wing, an increased all-up weight of 80,000lbs and capacity for 60 passengers. BEA has ordered for twenty and BSAA for six plus two freighters. Deliveries began in November after a smooth development programme. Further variants optimised for export markets are likely soon and Chadwick feels the basic design still has growth potential in it.
Avro’s latest commercial design, the Avro 700 has been named Ashton. It was first flown on 9 March. The 700 is a replacement for the Avro 652 series of light airliners. It can seat up to 12 passengers and is powered by two 475hp Armstrong Siddeley Cheetah XX radial (or the 540hp Alvis Leonides III can be fitted). The AUW is 15,000lbs and a tricycle undercarriage is also fitted. Maximum speed 235mph; range 800 miles and service ceiling 23,500ft.
Roy Chadwick’s team is currently working on several design projects. They still working on designs for a ‘Giant Bomber’ Spec B.1/42. Also Chadwick has taken the refined wing of the Tudor to design a refined Lancaster with Rolls-Royce Griffon engines. A first flight could be made within eight months but although RAF interest is strong there is still no official approval to go ahead with orders and export overtures to several nations have also failed so far. Generally the high design workload of late seems to have settled down.
At Hawker Aircraft Ltd at Kingston-on Thames, Surrey, the new Hawker P.1012 Tempest has entered the final stages of development and now all twelve Tempest prototypes are flying and production has begun. 200 each of the Tempest I & II and 100 Tempest III were ordered during 1943. Service entry with the RAF was mid 1943 for the Tempest II and future planned dates are February 1944 for the Tempest I and July 1944 for the Tempest III.
The P.1022 Sea Fury which was ordered off the drawing board is now in initial production at Gloster, who will build all 100 production fighters. Sidney Camm is now turning his attentions to a new fighter to fulfil Spec F.4/43 for a new day interception fighter to utilise the new 3,500hp Rolls-Royce Eagle H-24 piston engine which ultimately may replace the Tempest series beyond 1945.
Gloster Aircraft Ltd at Hucclecote has had another busy year. The turbojet-powered E.28 continues its research programme and two have now flown. The first prototype was refitted with a 1,160lb W.1A in February 1942, the second has a 1,200lb W.2 engine began flying during early 1943. The third prototype will be fitted with a 1,600lb Rolls-Royce RB.23 Welland, and will fly later in 1943. The Power Jets W.1 turbojet has performed flawlessly and experience gained from its construction and operation is proving of great use to designer George Carter as he refines his secret high-speed fighter to Spec F.9/40. It is thought that the first prototype, possibly the G.41, flew earlier this year. The fighter seems to be powered by two turbojet engines, probably the RB.23. It is thought that Gloster is also working on a twin-engined fighter-bomber for the FAA, possibly related to the G.41. Gloster is now producing the Hawker Sea Fury.
Saunders-Roe (Saro) have undertaken little aeronautical work so far but its new and expanding design team is working on two projects. The first is the SR.45, a massive flying boat designed to meet Spec P.4/42 to carry 200 day passengers or 50 night passengers on transcontinental flights. The other project is a smaller amphibian, although work on this has slowed as the company gears its full efforts to producing the giant SR.45. Saro’s other work on plywood elements and ground handling gear has proved profitable this year.
Armstrong Whitworth Ltd is continuing in its sub-contract role making other sub-assemblies for other Hawker Siddeley firms. The Henley line has closed and the Hawker Hurricane modification work for export nations has wound down. AWA’s chief designer John Lloyd is working on a laminar-flow flying wing aircraft research programme in conjunction with the RAE and a scale-model glider, the A.W.51, is now flying. AWA fitted a Hawker Hurricane with new laminar-flow outer-section wings for flight trials during 1942, which have continued with some success. AWA has not received an order for more Submarine Scout Pusher (SSP) airships.
AIRCO
AIRCO is now the second-largest group in Britain.
The de Havilland Company Ltd under the helm of Geoffrey de Havilland continues to expand. The DH.95 Flamingo Mk II airliner is in full scale production and there are outstanding orders for 19. Further export success has eluded the type despite several customers evaluating the type. The new DH.97 Ambassador design powered by two Bristol Centaurus radial engines continues development at Portsmouth (previously Airspeed) under the direction of A.E. Hagg. A first flight is still planned for 1944. The DH.98 Mosquito continues in production, the main production variant is the B.Mk.II powered by two 1,650hp Rolls-Royce Merlin VII engines with additional underwing bomb racks. The Irish Air Force’s experiments with nose mounted armament has led to the development of the Mk.IV which houses a formidable armament of four 20mm cannon and four machine-guns. After completing the successful trials the type will enter production during 1943 for the RAF. Another new variant is the Mk.V which is powered by 1,770hp Merlin IX engines for a maximum speed of 415mph. A bomber version will enter production next year but it is thought a reconnaissance version will enter service later this year. The DH.103 Hornet has now entered production. The RAF has 192 of these fighters on order with another 100 for Brazil. Brazil has also ordered 40 of an unspecified variant believed to have been specially developed for Brazilian needs. Spec N.5/42 has been raised to cover a naval carrier-based variant for the strike fighter role for the FAA. The prototype first flew on July 28 1942 from Hatfield. The FAA has 100 on order and Fairey will undertake production from early next year. The DH.104 Dove feederliner and executive aircraft powered by two 330hp DH Gipsy engines has just begun production and sales have been brisk amongst private owners and small corporations. Marking an end of an era, the DH.89 Dragon Rapide production line will close these year after a long and successful production run. An unexpected source of work for the Portsmouth factory, and for de Havilland’s profits was the ordering of large numbers of the former Airspeed design, the Oxford. The RAF have ordered 200 Oxford T.Mk.III and 200 Oxford T.Mk.V fitted with 420hp Cheetah XV radials with constant-speed Rotol propellers as crew trainers and navigation trainers respectively. This work is expected to continue until 1946. De Havilland continues work under Spec E.6/41 on turbojet research work at Hatfield in both aircraft and engine design. It is thought a prototype will fly mid-year.
Fairey Aviation Co. Ltd based at Hayes faces some major structural changes this year. The compulsory purchase of its Hounslow factory by the Air Ministry has resulted in its flight test moving to de Havilland’s Hatfield facilities. A new facility may eventually be built at White Waltham where the de Havilland flying school is located. Fairey continues production of the Barracuda and Balmoral and production is switching to the modernised Barracuda and Balmoral re-engined with a 2,420hp Rolls-Royce Griffon III V-12. Design changes are few in most of the structure so the reduction in output has been quite low. Design work continues on the new naval bomber to Spec S.11/40 and two prototypes are now under construction for a first flight due in July 1943. The Firefly FN.Mk.II remains in production for the FAA, but the line is winding down unless further export orders are received. Fairey are now preparing a DH.103 sea Hornet production line to begin operation early next year and at the moment prototypes are flying or under construction.
Handley Page Ltd continues work on the H.P.57 aerial tanker to Spec C.11/41. The prototype of the H.P.57 Halifax flew last year and the RAF has now placed an order for fifty and Flight Refuelling Ltd. has also ordered two aircraft of their own. Initial production has now begun and the RAF should have four serviceable tankers by year end. The Handley Page H.P.66 Hermes airliner with a pressurised cabin and tricycle undercarriage has been developed for BOAC in both 50 passenger and 17,800lbs cargo variants. The two prototypes are now undergoing testing and certification and deliveries will start in 1943 or perhaps by the end of the year. The H.P.67 Hastings is a long-range transport carrying 50 troops or 30 troops plus cargo or 32 litters and 28 seated casualties or all-cargo has been developed for the RAF, it first flew this year but already the RAF ordered 50 and issued Spec C.6/43 to cover them. Therefore for the first time in many years Handley Page’s order book is overflowing and production may take some time to flow smoothly given the expansion in manpower and tooling required, even though all three types share some common components. The H.P.75 Manx aircraft developed Dr Gustav Lachmann is the first tailless aircraft to fly in Britain and is now in the hands of the RAE. Sir Frederick Page is also undertaking detailed work under Spec B.1/42 issued for a ‘Giant Bomber’ for the latter 1940s.
Bristol Vickers Aircraft Company (BCAC)
Formed in March this year, the long awaited merger of Vickers-Supermarine and Bristol (and Bristol engines, has created a third powerful conglomerate within the industry. Over time it is hoped to consolidated design teams and production facilities. It has been decided that all Bristol designed commercial aircraft will be marketed under the BC Label and Vickers commercial aircraft VC.
Production of the Wellington B.Mk.IV at Blackpool has given way to the GR.Mk.VIII equipped with ASV II RDF for Coastal Command. The bomb bay can carry either two 21in torpedoes or 3,500lbs of bombs or depth-charges and is powered by two Hercules 1,770hp VIII for a speed of 250mph and 1,750 mile range. Two Vickers ‘K’ beam guns are also re-introduced. This should see the production line through well into 1944. This remarkable aircraft has had a much longer service life than expected. At Wisley work is continuing on the high-altitude development of the Wellington with the new pressure-cabin equipped, turbocharged Bristol Hercules or Rolls-Royce Merlin engined Wellington V prototypes. Both are now in the hands of the RAE but it is believed that a limited-production variant is now underway at Wisley for the RAF with Rolls-Royce Merlin engines. At Weybridge work is being undertaken by Rex Pierson and Barnes Wallis on the Vickers 447 Windsor long-range four-engined bomber to Specification B.3/39 to replace the defunct Warwick programme. Vickers flew the third prototype this year and 300 are on order. Production will probably begin by the end of the year for service entry in 1944. The first commercial Vickers aircraft for several years, the VC.1 Viking, has flown. It has been designed to fulfil a BEA requirement for a new airliner; this all-metal monoplane will carry 27 passengers. Powered by two Bristol Hercules it will have a range of 1,700 miles. This puts the V.C.1 in direct competition with the de Havilland Flamingo and should be certified for airline use by the end of 1944. BCAC have remained tight-lipped about sales so far. Further development of the airframe is the Type 607 medium-range transport. The RAF have ordered 200 under Spec C.9/43 as the Valetta. The Type 607 has a strengthened floor and cargo door on the port side and can carry 34 troops or 8,000lbs of freight. It should enter service in 1946.
Supermarine is now winding-down production of the Spitfire F.Mk.IV. The Spitfire PR.Mk.V is an unarmed F.Mk.IV with fittings in the fuselage for one vertical and one oblique camera; sixteen were converted during 1942 by Vickers at Wisley. Several T.Mk.VI trainers have been built for export. Developed to meet Spec F.6/39 the Rolls-Royce Griffon-powered Spiteful fighter has laminar flow wings, the first in a British aircraft. The first flight was in June and research work is still being undertaken on the laminar flow wings with the assistance of the RAE. Around 200 are on order for the RAF but service entry is still a year away and questions are being raised on why it has taken three years just to get to the prototype stage. The Rolls-Royce Griffon-powered Seafang developed to Spec N.7/40 is based on the Spitfire and the Spitfire line is converting to Seafang production to meet an order for 200. It is hoped to have full-scale production running by February 1944.
The Bristol Aeroplane Co. at Filton is now very busy with military orders. The Type 163 Buckingham and the Type 166 Buckmaster fast three-seat twin-engined advanced trainer are now in full production. Beaufort production us now almost finished and then Filton will be turned over to complete production of the Type 163 and 166 which share a common wing. Work has begun on a maritime patrol version of the Buckingham to meet Spec M.3/43 to replace the Beaufort. The Type 170 Freighter private-venture is on the drawing board as a large freight carrier with nose doors. Although it won’t fly until the end of 1943 the RAF has issued Spec G.9/43 to cover 50 production aircraft under the name Wayfarer. Also design work is underway to meet Spec P.2/42 for a pressurised transatlantic airliner for BOAC to operate non-stop between London and New York (3,000nm) from prepared runways. Accommodation is to be provided for 50 sleeping or 100 day passengers. Bristol is thought to be basing its design on a theoretical 100-ton bomber design powered by four 5,000hp Bristol Twin Centaurus radial engines buried in the wings. This is a conventional aircraft in design but much larger than anything yet attempted in Britain.
Blackburn Aircraft Ltd is based Brough in East Yorkshire continues production of the B.44 Firebrand floatplane fighter. Spec S.11/42 had been raised to cover development of a two-seat version but it seems a lack of official interest since then has halted progress. Several export drives have so far met with little success. Production of the B.20 Boston and B.28 bomber has ended. However design work has begun on a maritime patrol version of the B.28 to meet Spec M.3/43 to replace the Beaufort. A new type is the B.48 developed to meet Spec N.7/42 for a single or two-seat carrier-based ‘strike-fighter’ with a speed of at least 350mph. George Petty’s single-seat B.48 is broadly based on the B.37 with a Centaurus radial with contra-rotating propeller and new 44ft 11in span laminar flow wings to increase speed and cut wing drag and weight by as much as 900lb. A first flight took place 1st April 1943. Service entry is expected in mid-1945.
Boulton Paul Aircraft Ltd has had another successful year. The P.97 Nighthawk has ended production. Boulton Paul is now marketing the Martin-Baker M.B.5 and Spec N.6/42 was issued to Martin Baker and Boulton Paul for development of the carrier-based variant of the M.B.5. Boulton Paul is the main contractor for the folding wings and naval fittings. It will build all the production carrier-based M.B.5 and has secured half of the RAF order for the M.B.5 which means 100 will be built by Boulton Paul. Boulton Paul’s other engineering interests and turret manufacture have continued to thrive. They are now working on a new generation of remote-controlled barbettes and turrets and more streamlined housings. Also this year company acquire a half share in Martin-Baker.
Chilton Aircraft based at Heston Airport is marketing its latest design, the side-by-side two-seat light cabin monoplane, the D.W.2. Work has also begun on a sailplane called the Chilton Cavalier.
Chrislea Aircraft Co. Ltd based at Heston in September 1943 flew their new CH.3 Super Ace. It is a high-wing four-seat cabin monoplane with fixed tricycle undercarriage, twin fins and powered by a 145hp DH Gipsy Major 10. The smaller CH.2 Ace is powered by an imported 125hp Lycoming O-290 piston engine and seats only two. Both have Chrislea’s unusual steering wheel control system.
Cunliffe-Owen Aircraft Ltd. at Swaythling, Southampton has failed to sell the Burnelli-designed lifting fuselage aircraft or the larger O.A. Mk II still on the drawing board. The firm is engaged in repair and modification work for BCAC.
Flettner UK Ltd. is the British agent for sales of the Flettner series of helicopters designed and built in Germany. The Air Ministry has now placed orders for the RAF and FAA, all of which are built in Germany. The firm handles local servicing and modifications from its premises at Heston aerodrome.
Heston Aircraft Co. Ltd has kept in business by a few modest sales of its Phoenix aircraft and sub-contract work to Vickers-Supermarine. It re-started work on the Type 5 racer in 1942. It has completed the second example, G-AFOL. New wings and a 2,500hp Napier Sabre IV have been fitted. On 23 May 1943 the aircraft first flew. It is hoped to reach speeds of 480mph during trials next year. Also design work has begun on a small spotter aircraft to meet Spec A.2/43: A small Aerial Observation Post. These projects are the first for this small firm for quite some time and hopefully these Air Ministry contracts will give some welcome funding to this company, which probably will succumb to becoming a sub-contractor in the near future.
Martin-Baker Aircraft Co. Ltd has now secured a production contract for the M.B.5 fighter for 200 for the RAF. Boulton Paul has a fifty-percent sub-contract. Deliveries to the RAF began in July 1943. During the summer Boulton Paul brought a majority stake in the firm.
Miles Aircraft Ltd. at Reading continues work their four-engined small airliner project, the M.60 Marathon. The four-engined airliner powered by four DH Gipsy series engines fly during May. The success of its new airliner could propel Miles into a new market and increase the profitability of the firm. A hundred need to be ordered in order to make a profit on the development and production costs, so far the State airlines have pledged to buy a total of seventy. Production of the M.19 Master series has switched to the T.Mk.III. This is broadly identical to the Mk II but has a revised cockpit layout and new radios. 450 were ordered in 1942.The Miles M.25 Martinet two-seat target tug based on the M.9 Master II is now in production. Spec C.17/43 has been issued for the RAF to cover its purchases of an undisclosed number of M.28 Messengers. A new twin-engined development of the M.28 Messenger, the M.65 Gemini four-seat touring aircraft is now under prototype construction and it should fly later this year. George Miles is also working on a design of a small cargo-carrying aircraft. With large RAF orders Miles at the moment is stretched to capacity and some further growth seems likely and the balance books are firmly in the black putting this company far beyond the level of its main competitor, Percival Aircraft Ltd.
Percival Aircraft Ltd has mainly concentrated on development of the Percival Prentice was the winning design and the firm hopes to fly a prototype in late 1943 or early 1944. This design will potentially be built in large numbers. Another single P.30 Proctor II radio-trainer has been supplied to Iraq this year. Work has also begun on a private venture 5-seat feederliner with high-wing and tricycle undercarriage powered by two 300hp DH Gipsy Queen 51 engines. A prototype should fly early next year and hopefully it will revive this company’s commercial fortunes.
Short Brothers (Rochester & Bedford) Ltd should complete production of the Short S.32 Sandringham II with a pressurised cabin for BOAC this year. It is the first British production airliner with such a feature. The issuing of Spec R.8/42 for an improved Sunderland Mk V will keep the Sunderland production line open for several more years. The new variant will have a higher gross weight of 75,000lbs with a new wing and tailplanes and rudder will be powered by four 1,770hp Hercules VIII radials. The hull will have flared chines and a deeper step. A prototype has flown and production has begun after some retooling. Meanwhile production of the S.25 Sunderland has now ended. Meanwhile the Short S.35 S Class developed for BOAC to replace the G Class continues in development and the prototype should first fly in June. BOAC has made an initial order of ten passenger and five cargo aircraft. The S.45 Solent; based on the Sunderland Mk V design, to replace the C Class flying boats has now flown and full scale production has begun on the former Sunderland line for BOAC. The Solent will be brought in three variants; Solent 1 for 30 day passengers, Solent 2 for 24 day/night or 30 day passengers and the Solent 3 for 39 day passengers. A total of 37 are on order. Production orders for the Reconnaissance Scout Class (RS) airships or the Semi-Rigid Scout Class (RSR) have not yet materialised.
Auster (formerly Taylorcraft Aeroplanes (England) Ltd.) was formed by Mr Alexander Lance, who purchased licence rights to the American Taylorcraft light aircraft. The factory was the Britannia Works, in Thurmaston, Leicester. The Taylorcraft Plus C was based on the American Model B with an imported 55hp Lycoming O-145-A2. Import taxes and the desire to make further changes led to the 90hp Blackburn Cirrus Minor I powered Plus D. This year the company has moved to bigger premises at Rearsby Aerodrome in Leicestershire and the name of the company has been changed to Auster. With the greater model line-up and new facilities the future of this small firm now seems more assured.
The Model D has now been renamed simply, Auster. Work has been undertaken on two further developments of the Auster. The J-1 Autocrat is an improved Auster with three-seats (two side-by side with another aft) and a 90hp Blackburn Cirrus Minor II engine. The J-1A is a four-seat version with higher all-up weight. The J-2 Arrow is a two-seat aerobatic Autocrat and 400lbs lighter and reverts to an imported engine, the 75hp Continental C-75-12. Both will fly this year and orders have been taken for both models already. Also work has started on a modified Auster to meet Spec A.2/43 for a light observation spotter.
G. & J. Weir Ltd. continue to work on three new experimental helicopters with first flights planned before 1945. The first helicopter, the W.9 will tackle the problems of torque compensation and control of the rotor. It is hoped to fly this helicopter in July and work has been completed to Spec E.18/42. The W.9 has a hydraulic powered tilting hub controlled rotor with automatic collective pitch control and torque reaction control using jet efflux. The torque compensation uses air blown by an engine-driven fan in its hollow tail boom. The other novel feature is the hydraulically powered shaft-driven tilting rotor hub with rotational speed variation to give automatic collective pitch control. The second type, the W.11 has evolved into a much large design, perhaps with multiple rotor assemblies.
Westland Aircraft Ltd. has had a mixed year. Development problems with the Welkin high-altitude fighter have slowed production but improvements made so far have stopped RAF plans to cancel the outstanding aircraft. The RAF has lifted the temporarily grounding due to compressibility issues in dives but the problem does remain and strict limits have been imposed on the fighter in dives. There has been a design effort to design an improved and modernised Lysander but this work has been suspended. Instead a production order was placed late last year for 200 GR.Mk.III. This is an improved variant with a 950hp Bristol Perseus XVII radial, new radios, improved rear armament of single .303in Browning MG and the provision for an external ventral fuel tank. W.E.W. Petter had designed the W.34 to meet Spec N.7/42 for a carrier-based strike fighter but the submission was unsuccessful. Petter is further refining the design and remarkably the company has secured two official development contracts. Spec F.13/43 has been issued to Westland for an improved Rolls-Royce Eagle H-23 powered W.34 Strike Fighter as a single-seat escort-fighter for the RAF. The FAA also rekindled some interest with the revised W.34 design and Spec N.12/43 has been issued for an identical Rolls-Royce Eagle powered W.34 Strike Fighter as a single-seat torpedo-fighter. First flights for both are planned for latter 1944, perhaps an overly ambitious timescale given the scale of the work to be done and the lack of an airworthy Rolls-Royce Eagle so far.
Engine Firms
A.B.C. Motors Ltd. Walton-on-Thames. This firm has been producing aero engines since 1911. A.B.C. now only produces auxiliary power-units; the A.B.C. Type II horizontally-opposed two cylinder engine used in flying boats to maintain accumulator charge, running the fuel pump, the bilge pump and the air compressor.
Aero Engines Ltd. is based at Kingswood, Bristol. The firm builds the 40hp Dryad two cylinder opposed air-cooled engine, the similar 23hp Sprite and the former Weir 50hp Pixie four cylinder inverted inline air-cooled engine. It is a niche producer and some of its engines have seen use in experimental helicopters.
Alvis Ltd. at Elton, Bury, Lancashire, have entered the aircraft engine business largely to expand the power output range of British engines to 1,500-2,000hp. All the Alvis types have achieved Air Ministry 50-hour civil type tests but none have yet entered production. The lack of success has forced the Maeonides Major, Pelides, Pelides Major and Alcides lines to be held in abeyance until an export order is received. The Air Ministry has shown interest in the Leonides to replace the A.S. Cheetah series of radials. The Leonides is now fitted with a Hobson fuel-injection system and the 520hp Leonides II is now ready for production. A 540hp model is now in development.
Armstrong Siddeley Motors Ltd. at Coventry is a member of Hawker Siddeley. This famous firm has built many successful radial engines which have seen widespread use and numerous British aircraft of all types. Certainly this firm has lost its crown to Bristol and is declining in importance. It has entered the reaction-jet market slightly behind Rolls-Royce and de Havilland and one must wonder whether the market it big enough for three players. If the Alvis Leonides replaces the Cheetah then the future of this firm is at stake. Development of the Cheetah line continues with the new 385hp XVII model with a modified constant-speed unit and automatic boost entering production. The direct-drive variant, the XIX, is now under development. During 1943 the firm finally confirmed that it is working on reaction jet engine of advanced design around 3,000lb thrust.
Aspin F.M. & Co. Ltd. continues to develop and produce small auxiliary power-units for strategic bombers under Air Ministry contract.
Blackburn Aircraft Ltd. Cirrus Engine Department, based at Brough was formed in 1936 when Blackburn acquired the Cirrus-Hermes Engineering Company. The 135hp Cirrus Major III and the refined 100hp Cirrus Minor II are now in series production.
Bristol Aeroplane Co. Ltd. Aero Engine Department traces its roots to Brazil Straker via Cosmos Engineering and the genius engineer Roy Fedden has been the lynchpin of the firm’s success. It is now perhaps the largest and most technically competent manufacturer in the country and now is part of the BCAC. The high-altitude 1,725hp Hercules VII with a two-speed fully/medium supercharged engine with the supercharger locked in ‘M’ gear, a reduced 12in impeller and single-lever carburettor is now ready production as are the. The XXI and XXII are civil variants. Other production engines are the new 1,770hp Hercules VIII and the 1,675hp IX civil version. Time between overhaul of this engine exceeds 2,000 hours. New developments will include torquemeter-type reduction gearing to increase fuel economy and revised superchargers with redesigned epicyclic drives and a 150hp accessory drive. This will be the 1,950hp Hercules X and 1,675hp XXIII is also in testing with a redesigned rear cover with increased power accessory drive and a single-speed medium supercharger.
The 2,300hp Centaurus VI with a revised epicyclic propeller reduction gear, twin-turbine entry supercharger and a Hobson-RAE injector has entered production. The 2,470hp Centaurus VIII and its associated IX civil variant, with a full/medium supercharger are still about a year from production. Work is beginning on a 2,625hp series of Centaurus engines, the military X and civil XI and XII engines. The 36-cylinder version, basically two Centaurus placed in tandem driving a contra-rotating propeller via a common driveshaft continues in early development. The engine should be ready for 1945.
Bristol Engines still refuses to comment on whether György Jendrassik is employed by the firm full time but it seems likely that he is undertaking research work there, possibly on reaction jet engine technology. It is thought efforts are underway to combine a reaction jet with propeller drives.
The de Havilland Engine Co. Ltd mainly concentrates on engines for smaller aircraft and its products power many de Havilland aircraft. The newest engines are; the 145hp Gipsy Major X, 240hp Gipsy Queen V and the 250hp Gipsy Queen VI. A medium-supercharged 380hp variant is under development as the Gipsy Queen VII. A special Gipsy Major is being developed for use in helicopters. Work also continues on the P-24 Monarch but still without an official order despite much promise. Mr Halford’s design team has also moved into the reaction jet business with official Air Ministry approval. During the year de Havilland acquired Halford’s design consultancy business to strengthen its design position in the new field. The H-1 Goblin has now flown and production engines have been ordered to equip the new DH.100 fighter. This has given the firm an excellent platform alongside Rolls-Royce.
Jameson Aero Engines Ltd. of Ewell, Surrey under its Chief Designer, Mr A.E. Moser, is developing a four cylinder four-stroke engine for light aircraft. It produces 100hp and this year the engine completed its 100-hour Air Ministry Development Test. They hope to undertake the Type Test by 1945. Whether the firm can become a player in such an overcrowded market remains to be seen.
D. Napier & Sons Ltd. is a well-established firm of international standing. In 1940, with its subsidiary Napier-Paxman and the diesel producer Paxman, it merged with English Electric to form a conglomerate engineering firm, National Electronic Engineering Ltd. (NEE).
The 2,600hp Sabre VI is now in production with work on the 3,000hp and a 3,500hp variants is now under development for flight tests to start during 1944. These will have a Hobson-RAE NS4 fuel injector and will be similar to the VI but with stronger components and water/ methanol injection for take-off and combat power.
Napier-Paxman Aircraft Engines Ltd. is still experiencing slack production despite the selection of the Pilates III for the Avro 688 Tudor. The massive 3,580hp 24-cyl X-layout diesel Prometheus is now production ready and is the most powerful British engine currently.
Pobjoy-Short under D.R. Pobjoy is working with Rotol on auxiliary accessory gearboxes. Sub-contract work from Rotol and other aviation firms has replaced the manufacture of its own designs.
Rolls-Royce Ltd. has three large factories at Derby, Crewe and Glasgow. This famous firm has a long heritage of producing aero engines back to 1915. The final Merlin in development is the 1,760hp XII which is a civil Merlin IX. The Griffon series of engines continues to grow as no less than three types entered production this year, the 2,420hp Griffon III, the 1,815hp IV and the 2,245hp VII. A further type undergoing bench tests is the 1,960hp VI similar to the IV but with a 13.8in RG.23SM supercharger, pedestal-type crankcase feet and electric starting. Another type just beginning development is the three-speed supercharged 2,500hp Griffon V which should be ready in 1945. Rolls-Royce is developing a new 24 cylinder horizontally-opposed H-shaped engine with sleeve-valves known as the 46H Eagle. The first production engines have now begun construction for a few prototype programmes. The 3,200hp Eagle I has a two-stage supercharger. Work is now on-going on the 3,315hp Eagle II which has several modifications and counter-rotating tractor-drive. The definitive 3,500hp Eagle III is still probably two years away from production.
In 1939 production of reaction-jet engines was passed over from Power Jets Ltd. to Rolls-Royce for mass production leaving Power Jets as a research company only. However this has enabled Rolls-Royce fledgling jet propulsion team to get a head start over the other British companies (Armstrong Siddeley and de Havilland) and this year has seen the reaction jet of wholly Rolls-Royce design, the RB.26 Derwent, entering flight test. The RB.23 Welland is now entering production and work has begun on a more efficient development, the propeller-turbine RB.50, perhaps stealing Bristol’s thunder on such work.
Villiers-Hay Development Ltd. was set up by Amherst Villiers who designed and built the Villiers 4-L-318 120hp four cylinder inverted inline air-cooled poppet-valve engine. It is a smooth running engine but the competition from de Havilland and Blackburn Cirrus is proving too much for this small firm to overcome and they have now ceased all development.