Vickers Warwick

Vickers Warwick
Warwick C.III
Type:	Bomber , submarine fighter , sea ​​rescue aircraft , ambulance aircraft
Design country:	United Kingdom
Manufacturer:	Vickers
First flight:	August 13, 1939
Number of pieces:	844

The Vickers Warwick was a military aircraft made by the British manufacturer Vickers , which was originally designed as a heavy bomber . Due to the lack of suitable engines, the machine was not used as intended, but mainly in sea ​​rescue , fighting submarines and as a transport aircraft in World War II . Developed in parallel to Vickers Wellington , it is also known as its "big brother". A total of 844 machines of all variants were produced.

history

prehistory

After the restrictions imposed by the Geneva Convention on the unladen weight of bombers (3000 kg and one engine) were lifted in June 1934, the General Staff of the RAF (Air Staff) and the Directorate of Technical Development (DTD) called for the development of new twin-engine heavy bombers . The tender B.1 / 35 led to several conceptual proposals from various aircraft manufacturers. According to the specifications, the wingspan was not allowed to exceed 30.5 m (100 ft.), But the most powerful engines that were being developed at the time were to be used. These were the Napier Saber , Rolls-Royce Vulture and the Bristol Centaurus . The indecision about the final engine to be used was one of the main reasons for the nemesis of the design.

Tender

B.1 / 35 required a bomb load of 900 kg (2000 lb), a cruising speed close to 320 km / h (200 mph), a range of 2400 km (1500 mls), and an operational altitude of at least 4900 m (16,000 ft). The defensive armament should consist of power-operated turrets in the bow of the fuselage, on the back of the fuselage and at the stern end. The flight mass should be in the range of 18,000 kg (40,000 lb).

At a joint meeting of all bidding companies on May 30, 1935, the designs by Airspeed , Armstrong Whitworth , Boulton Paul , Fairey , Handley Page and Vickers (Aviation) were analyzed. Then the Type 284 designed by Rex Pierson was selected by Vickers. The fact that Vickers had completed the construction of the Type 290 Wellington, which was to use the same geodetic construction method as Vickers had proposed for the B.1 / 35, also played a role in the decision. This enabled both prototypes to be produced in parallel in the Weybridge factory. The often read assertion that the Warwick was intended to be the successor to the Wellington is therefore not true.

Prototypes

On October 7th, Vickers received the order to build a prototype of the Type 284 (RAF serial number K8178) with the delivery date July 1937. Vickers originally planned to use two 1300 hp Bristol Hercules HE.1.SM radial engines as the drive. However, the engine selection was changed to two Napier Sabers during the design phase . In January 1936 a range of 3200 km (2000 mls) with continuous power and in May 1936 a bomb load of 3600 kg (8000 lb) was required.

Then in January 1937 the use of Vulture engines was proposed. In an amendment to the contract dated July 2, 1937, Vickers received the order to build a second prototype (Type 401, L9704) with two Napier Saber and Vulture engines as an alternative, according to an official instruction after which a change to a different engine type was possible within 48 hours had to be. Because of the uncertainties in the choice of engine, it was decided in October 1937 to build a full-scale dummy . The date for the first flight was now set for the end of 1938.

The designation Type 400 was intended for the B.1 / 35 with Saber engines, but this variant was dropped in April 1940, as the entire Saber production was to be reserved for fighter aircraft. After a decision made in mid-1938, the first prototype should now finally be equipped with Vulture engines. For the second prototype L9704, the use of two Bristol Centaurus was confirmed on January 25, 1939.

On August 13, 1939, two years later than originally planned, the first flight of the B.1 / 35 finally took place with Joseph "Mutt" Summers at the wheel. After six minutes of flight, problems arose with the carburetor linkage of a Vulture engine, so the flight had to be aborted. The K8178 then served as a flying test bench for two Vulture IIs from early series production. Shortly after Christmas 1940, the machine was transferred to Bristol, where it was used for further testing of the Bristol Centaurus.

The second prototype had its maiden flight on April 7, 1940, also with the test pilot Summer. In the period that followed, the machine was mainly used to test the newly developed Centaurus engine. Subsequently, tests with different elevators and rudders were carried out at the Airplane and Armament Experimental Establishment (A & AEE) in Boscombe Down. After it became clear that neither the Centaurus nor any other British engine would be available in the required numbers, Bristol redesigned the B.1 / 35 so that now American Pratt & Whitney R-2800 -S4A1-G engines could be used. The engines only reached England in July 1941 and were installed. From July 1943 this machine was finally used to test the rear machine gun defenses intended for the Vickers Windsor . The second prototype was then scrapped.

Series production

On December 28, 1940, Bristol received the order to build 250 B.1 / 35 and the model was christened Warwick. 150 copies were to be equipped as Warwick BI with Pratt & Whitney engines and the remaining 100 as Type 413 B.II with Centaurus Mk.IV engines. It was obviously assumed that enough Centaurus would be available by the time the Mk. II was manufactured. When the order was placed, it was assumed that the first series aircraft (BV214) could be delivered by the end of 1941 at the latest. In fact, it did not make its maiden flight until April 19, 1942. 14 days after the start of the acceptance flights at A & AEE, the aircraft crashed on August 26, 1942 because the fabric covering over the geodetic structure of the left wing had loosened. The A & AEE insisted that Vickers improve the fastening of the covering and the replacement machine BV224 could not be delivered until December 1942.

At that time, the original order to build 250 machines had already been changed. This was mainly due to the fact that the Pratt & Whitney engines were only supplied sporadically. In addition, doubts arose about the suitability of the Warwick for the task at hand because of many technical problems. Only 16 Warwick BIs were delivered, all of which were used for test purposes. Another 41 cells already produced for BI were later used for the ASR variant. Only one copy of the B.II bomber was produced, after which the Air Ministry finally decided that the Warwick would not be used in Bomber Command .

As early as 1942 there were discussions about the use of the model, which ended with the proposal to use the Warwick in Air-Sea Rescue (ASR) or as a transport aircraft. Accordingly, on August 28, 1942, Vickers received a contract to convert 14 copies of the BI series (RAF serial numbers BV243 to BV256) in order to be able to use them as transport aircraft at BOAC (civil registration G-AGEX to G-AGFK). Among other things, 12 passenger seats and devices for long-range tanks were installed for this purpose. The first CI (G-AGEX) made its maiden flight on February 23, 1943. BOAC used the aircraft only briefly on routes to North Africa and the Mediterranean, so that in August they were transferred back to the RAF and served with Squadrons No. 167 and No. 525 were used in the UK.

Air-Sea-Rescue (ASR)

In January 1943, the Director of Operational Requirements (DOR) decreed that future development should focus on the use for sea rescue (Air-Sea-Rescue). Either a lifeboat or Lindholme life-saving equipment should be carried for this purpose. The latter consisted of a dinghy, survival equipment, and water and food containers. The yacht designer Uffa Fox designed a lifeboat that could be carried close to the hull and set down at speeds between 160 and 200 km / h with the help of six parachutes.

A Uffa Fox lifeboat in front of a Warwick

This full ASR standard could only be achieved gradually. In May 1943 Vickers received an order for 40 machines, with the first copies converted from existing BI cells (Type 462) carrying two sets of Lindholme life-saving equipment, but no lifeboat. The first aircraft that could also carry the 730 kg lifeboat was the BV228. The ten following production aircraft based on this standard were designated as Warwick ASR Stage A. In August 1943 this variant was released for operational flights. The following Warwick ASR Stage B was also equipped with an ASV-Mk.II radar device ( Air-to-Surface-Vessel ) and with Yagi antennas under the front fuselage and under the wings. 20 Stage B planes and squadrons were assigned to be built. The last variant (Stage C) was named Warwick ASR Mk.I. The first machines carried an improved first series boat, during which Uffa Fox designed a new, larger lifeboat. This was 10 m long and weighed 1630 kg, which meant that Lindholme life-saving equipment could not be carried and the range was reduced by 240 km. Vickers received the order to build 205 Warwick ASR Mk. I and the final variant ASR Mk. VI, which received Double Wasp R-2800-2SBG engines and 94 machines were built.

General Reconnaissance (GR)

Under General Reconnaissance one summarized the tasks of sea ​​reconnaissance and anti-submarine combat . The Warwick, like other types originally designed for other tasks, was used for the "general reconnaissance". After the Bristol Centaurus was finally available in sufficient numbers in 1943, the 2500 hp variant of the Centaurus Mk.VII for the Warwick GR. Mk.II (Type 496) used. A characteristic feature was the ASV-Mk.III or Mk.VIB radar device installed under the fuselage bow under a bubble-shaped covering. Later versions received an extended dorsal fin to remedy flight instabilities. 118 GR.II were built in two versions: 3/4 of the production (Type 473) received devices for carrying three 18 in. Or two 24 in. Torpedoes, optionally a bomb load of 12,250 lb could also be transported. The second version received a Leigh light under the hull and could carry 12 to 15 depth charges. On some aircraft, 12 RP-3 60-lb rocket projectiles could be carried instead of the searchlight.

At the end of 1944 Vickers developed a variant GR.II Met for meteorological research purposes and for navigation training at great heights. For this purpose, the bomb-drop devices and the bow machine gun were removed from the GR.II and an oxygen supply for the crew was installed. Of the 90 machines originally ordered, only 14 were actually completed.

The last GR variant was the GR Mk.V (Type 474) in which the upper defensive tower was replaced by two defensive posts in the sides of the fuselage. The weight savings and the reduced air resistance increased the range by 240 km. The reintroduced Leigh searchlight was designed to be retractable and no rocket projectiles could be carried. The prototype flew in April 1944, followed by the first series machine on June 20, 1944. A total of 210 GR.Vs were built in two lots.

Transport (C.III)

In April 1943 Vickers received the order to build 100 machines of the transporter variant C.III (Type 460), which were equipped with two Pratt & Whitney R-2800-S1A4G engines. These aircraft were intended to support the Vickers-Wellington transporters. The small number of 100 pieces was justified with the urgency of sea rescue operations. The C.III essentially corresponded to the BI version, but had all armament removed, with the installation sites of the rotating towers being aerodynamically clad at the front and rear. A striking external difference to the CI was the large tub under the fuselage in which four 567 L (125 gal.) Tanks were housed. The C.III was designed as a multi-purpose aircraft, so 26 soldiers or 20 paratroopers could be transported. The latter could be deposited through the remaining opening of the defensive tower located under the fuselage. In the ambulance aircraft configuration, it was possible to accommodate six patients on couches and an additional two carers. In addition to the pure freighter version, there was also C.III with a device for towing cargo gliders .

The first series machine (HG215) was delivered on April 28, 1944. As with the CI, the detachment of the fabric covering under unfavorable conditions was criticized. At the RAF Transport Command , the Warwick was therefore prohibited from being used in the Far East because of the tropical temperatures.

Further development

Vickers also examined an altitude bomber variant of the Warwick, which would be produced on the production line of the Wellington Mk.V and Mk.VI. Two Centaurus CE.5 MASMs or four Merlin RM6SMs were planned as drives at an operating altitude of 13,000 m. The name of the project was initially Warwick Mk. III (Type 433). After a later extensive revision in accordance with the specifications of Specification B.5 / 41, it was given the new name Vickers Windsor .

variants

Type	Specification / variant	annotation
284	B.1 / 35	First prototype K8178
401		Second prototype, L9704, Centaurus CE1SM engines
411		Intended series version with Vulture II engines
413	Warwick B.II	Only prototype, BV216
422		Planned series version with P&W Double Wasp engines
427	B.1 / 35	Second prototype, L9704 with Double Wasp engines
433	Warwick III	B. 5/41, renamed Windsor
438	Warwick IV	Proposal for transporter variant, double wasp engines
444	Warwick	Suggestion for heavy bomber variant
456	Warwick CI	Transport variant for BOAC
460	Warwick C.II	Transport variant for RAF
462	Warwick ASR.I	Centaurus-powered standard version in levels A, B and C.
468	Warwick Mk. I	L9704 for weapons testing of the Windsor
469	Warwick GR.II	Torpedo bomber variant with Centaurus VII
472	Warwick CI	Ex-BOAC machines in RAF service
473	Warwick GR.II	Like Type 469, but armed with depth charges and missiles
474	Warwick GR.V	Turret removed from the back of the fuselage
484	Warwick C.IV	Modification of the B.II prototype BV216
485	Warwick ASR.VI	ASR variant with Double Wasp
497	Warwick	Proposal for trainer aircraft, Hercules engines
600		HG341 to HG 345, used as a Centaurus test stand
605		Proposal for trainer aircraft, Centaurus engines
606		Proposal for a variant for testing flight refueling with Flight Refueling Ltd.
611	Warwick GR.II Met	Series variant for meteorological services, Centaurus VI engines

Production numbers

The Warwick was built at Vickers in Weybridge.

Production of the Vickers Warwick

version	number
BI	57
ASRI	306
BOAC CI	14th
GRII	133
C.III	100
GRV	236
total	846

Production of the Vickers Warwick 1942 to 1946

year	bomber	ASR / transporter	enlightenment	number
1942	9			9
1943	48	187		235
1944		221	84	305
1945 to May 1946		12	285	297
total	57	420	369	846

Military users

 Poland

• Polish Air Force in exile

 South African Union

• South African Air Force

 United Kingdom

• Royal Air Force

Technical specifications

Parameter	Vickers Warwick ASR Mk.I
crew	6th
length	22.00 m
span	29.50 m
Wing area	93.5 m²
height	5.6 m
Empty mass	16,057 kg
Takeoff mass	17,230 kg
Max. Takeoff mass	20,860 kg
drive	two double radial engines Pratt & Whitney R-2800 /S.1A4-G Double Wasp each with 1,850 PS (1,380 kW)
Top speed	393 km / h at an altitude of 1,980 m
Service ceiling	5,800 m
Range	3,200 km
Armament	eight 7.7 mm Browning machine guns

literature

• CF Andrews, EB Morgan: Vickers Aircraft since 1908. Putnam, London 1988, ISBN 0-85177-815-1 .
• Norman Barfield: Vickers-Armstrong's Warwick variants. In: Aircraft in Profile. Volume 11, Profile Publications Ltd., Windsor 1972.
• William Green, Gordon Scarborough: WW2 Fact Files. RAF bombers. Part 2. Jane's Publishing Company Ltd., London 1981, ISBN 0-7106-0118-2 .
• Barry Jones: Database: Vickers Warwick. In: Airplane. Vol. 38, no. 6, Issue No 446, June 2010, IPC, London 2010, ISSN  0143-7240 , pp. 63-78.
• John WR Taylor: Vickers Warwick. Combat Aircraft of the World from 1909 to the Present. GP Putnam's Sons, New York 1969, ISBN 0-425-03633-2 .

Web links

Commons : Vickers Warwick  - collection of images, videos and audio files

Footnotes

1. ^ Limitations on curb weight by the Geneva Convention
2. ^ ^{A b} Public Record Office (National Archives), Kew, inventory AVIA 10/311; Air Britain: Aeromilitaria, Winter 2007, p. 147 ff .: Warwick GR.V