Men of Power: The Lives of Rolls-Royce Chief Test Pilots Harvey & Jim Heyworth

FirstpublishedinGreatBritainin2006byPen&SwordAviationAnimprintofPen&SwordBooksLtd47ChurchStreetBarnsleySouthYorkshireS702ASCopyright©RobertJackson,2006

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TableofContents

TitlePageCopyrightPageACKNOWLEDGEMENTSINTRODUCTIONCHAPTERONE-FIGHTERPILOTANDTESTPILOTCHAPTERTWO-SQUADRONCOMMANDERCHAPTERTHREE-BOMBERCOMMANDINTERLUDE:CHAPTERFOUR-HIGHERANDFASTER:DEVELOPINGTHEMERLINCHAPTERFIVE-JETGENESISCHAPTERSIX-DEVELOPINGTHEPOWERCHAPTERSEVEN-FROMNENETOAVONCHAPTEREIGHT-THEDAYOFTHECANBERRACHAPTERNINE-FROMMETEORTOHUNTERCHAPTERTEN-PERFECTINGTHEAVONCHAPTERELEVEN-JOURNEY’SENDAPPENDIXONE-AIRCRAFTTYPESFLOWNBYHARVEYANDJIMHEYWORTHAPPENDIXTWO-ASIMPLIFIEDCHRONOLOGYOFEARLYTURBOJETDEVELOPMENT(CONTRIBUTEDBYIANWHITTLE)APPENDIXTHREE-THEBIRTHANDPROGRESSOFHUCKNALL1935TO1944SELECTBIBLIOGRAPHYINDEX

ACKNOWLEDGEMENTS

Itisn’toftenthatafascinatingprojectdropsunbiddenintoawriter’sin-tray;butthisonedid,andthemanwhostarteditallwasAirVice-MarshalSandyHunterAFC.IhadnotseenSandysince1995,whenheorganisedaRoyalAirForceHistoricalSocietyseminarcalled‘DefendingNorthernSkies’atNewcastleUniversity,inwhichIplayedasmallpart,soitwasabitofasurprisewhen,nearlytenyearslater,hewrotetomesayingthathehadviewedasetoflogbooksbelongingtooneWingCommanderHarveyHeyworth,whohadflownwithboththeRAFandRolls-Royceandwhohaddiedin1959.Sandythoughtthattheremightbematerialforabookhere,andaskedmeifImightbeinterestedintakingiton.Hehadalreadycompiledalengthyprecisofthelogbooks’content,andaglimpseofittoldmethatherewassomefascinatingmaterial.ThelogbookshadbeenloanedtoSandybyaformer

neighbour,CorinneMoore,whowasHarveyHeyworth’seldestdaughter.Theyoungerdaughter,WendyClark,wasalsokeenontheideaofperpetuatingherfather’sname.TheimmediateresultwasthatthefourofusmetforlunchattheRAFClubinLondontoseeifthematterwasworthprogressing,anditwastherethatIdiscoveredthatHarveyhadabrother,Jim,whonotonlyhadenjoyedadistinguishedwartimecareerintheRAF,butwhoalsohadbeenatestpilotwithRolls-Royce.Bothmen,infact,hadrisentobeChiefTestPilotswiththecompany.Here,Ithought,wasataleworthtelling.Iatoncewroteto

JimHeyworth,wholivesinDevon,andhereadilyagreedtohelp.Ifoundtomydelightthathehadcompiledhismemoirs,whichwereunpublishedandintendedforfamilyeyesonly,butheagreedtogivemeaccesstothepartsdealingwithhisflying

heagreedtogivemeaccesstothepartsdealingwithhisflyingcareer,andtoothermaterialwhichwastoproveinvaluable.HealsoputmeintouchwithSirFrankWhittle’sson,Ian,whospentalotoftimeandeffortinensuringthatthecontentdealingwithhisfather’sjetenginedevelopmentswasaccurate.Iamdeeplygratefultohim.IcontactedRichardHaigoftheRolls-RoyceHeritageTrust,

whoalsoagreedtohelp;intheevent,my‘linkman’withthetrustbecameJohnGregory,whocarriedoutthenecessaryresearchatHucknallandacquiredsomenecesarypermissionsforme.Iowehimabigdebt.ThroughJohn,inturn,IgotintouchwithWalterCodd,whohasmanypersonalrecollectionsoftheHeyworthbrothersandwho,duringhisserviceasawartimeengineeratHucknall,flewasanairgunnerinthetest-bedLancaster.ThroughCorinneMooreIacquiredanothervaluablecontact,

SirRobinMaxwell-Hyslop,whoseenormousknowledgeofRolls-Royceaero-enginedevelopmentsetmebackontherighttrackmorethanonce.Andfinally,muchfamilybackgroundwasprovidedbyMrsRaeHollis,thedaughterofDorothyHeyworth,sisterofHarveyandJim.Tothemall,andtootherswhohavehelpedinsmallerways,Iextendmymostgratefulthanks.ThroughoutthisworkIhavetriedtosetthecareersof

HarveyandJimHeyworthagainsttheongoingmarchofaviationovertheyears.IhopeIhavesucceeded.AndIhope,too,thatIhavesucceededinfillinganicheinaviationhistorythathasbeenvacantfortoolong.

INTRODUCTION

IntheyearsbeforetheSecondWorldWar,theimaginationofmanyaschoolboywasfiredbythenamesofthecompanytestpilotswhotooktheRAF’slatestcombataircraftintotheair;menlikeJohn‘Mutt’SummersandJeffreyQuillofSupermarine,whoputthegracefulSpitfirethroughitsinitialpaces,andP.W.S.‘George’BulmanofHawkers,thefirsttoflytheHurricane.Afterthewar,anewgenerationofcompanytestpilotsnudgedatandthenbrokewhatthepopularpresscalledthesoundbarrier;theirnames–JohnCunninghamandJohnDerry,NevilleDuke,MikeLithgow,RolandBeamont,BillWaterton,PeterTwiss,HedleyHazelden,RolyFalk–becomingsynonymouswiththeannualSocietyofBritishAircraftConstructors(SBAC)ShowatFarnborough,wheretheydemonstratedBritishaviationtechnologythatmatchedorsurpassedanyintheworld.Yetbehindtheheadline-catchingcompanytestpilotswere

manyotherswhosenamesanddeeds,forthemostpart,wentunrecorded.Theywerethetestpilotsoftheaero-enginecompanies.Thisisthestoryoftworemarkablebrothers,HarveyandJim

Heyworth.BothsawdistinguishedserviceintheRoyalAirForce;bothwentontomakeamassivecontributiontoaviationingeneral,andtothedevelopmentoftheturbojetengineinparticular.TheirbirthplacewasBelperinDerbyshire,andtheywereofthebreedofEnglishfolkwho,inthewordsofthepoetFrancisBrettYoung,were

...theseedofthemild,unadventurousMiddleClass:

plain-sailingfolk,whoneitherknewtheneedthatstuntsthebodynorthewealththatcankersthespirit,moderateindreamanddeed:thesonsofparsons,lawyers,doctors,bankers,shopkeepers,merchants,chemists,engineers,whoseloftiestendeavourwastolivewithintheircalculablemeans,andgivetheseladsatleastasgoodalifeastheirs,abetterschooling,andthechancetoriseabovetheirnativestation...

TheHeyworths’father,GeorgeAlexanderFrederickHeyworth,diedonthehockeyfieldon29September,1934,agedonlyfifty-three.Thelocalnewspaperrecordedhispassing:

BelperheardwithprofoundregretonSaturdaynightofthefatalcollapseofDrG.A.F.Heyworth,whileplayinghockeyforBelperagainstBeeston,atNottingham,duringtheafternoon.Itwouldbedifficult,probablyimpossible,tofindamaninBelperanddistrictmoredeeplylovedthanDrHeyworth,andhistragicendismournedbyallsectionsofthecommunity.

ThegamewhichendedsotragicallywasDrHeyworth’sfirst,apartfromashortpracticethepreviousWednesday,sincetheendofthe1932season,anditwasBelper’sopeningmatchofthenewseason.AbreakdowninhealthkeptDrHeyworthoutofthegamethewholeoflastseason,andhedeploredhisenforcedabsencefromthefield.Hehadbeenoneoftheclub’smostconsistentandregularplayerssinceheresumedhockeyonhisreturnfromtheGreatWar.Thegamewashisprincipalhobbyandsport,andhehadlookedforwardwithpleasurableanticipationtohisreturntotheactivelist,althoughhisfriendshadtriedtopersuadehimtogiveupthegame.

HethoroughlyenjoyedthefirsthalfofthematchatBeeston,andinthedressing-roomathalf-timehelaughedandjoked,andappearedtobeasfreshastheyoungestmemberoftheteam.Hesaidhefeltveryfit,buthiscollapsefollowedfiveminutesaftertheresumption.AmemberoftheteamtoldourrepresentativethatDrHeyworthwasrunningfortheballwhenhewasseentodrophisstickandfallfacedownwards.Membersoftheteamranuptohim,andwerehorrifiedtofindhimunconscious.Anambulancewassummonedbytelephone,andinlessthan20minutesafterhiscollapseDrHeywortharrivedatthehospital,butdiedashewasbeingcarriedin,withoutregainingconsciousness.

GeorgeHeyworthwasthesonofG.B.(GeorgeBevan)HeyworthofWestDerby,Liverpool,adirectoroftheBritishandForeignMarineCompany,whooutlivedhim.EducatedatRugbyandTrinityCollege,Cambridge,whereheobtainedanhonoursdegree(M.A.Cantab)hecompletedhismedicaltrainingattheLondonGeneralHospital.HisfirstappointmentwasseniorhousesurgeonattheChildren’sHospital,Liverpool.HecametoBelperin1909,andinthatyearhemarriedaLondongirl,EmilieKoop.HeobtainedhishockeyblueatCambridge,andplayedforLancashireCounty.Duringthe1914-18WarheservedintheRAMC,firstinBelgiumandtheninMesopotamia,reachingtherankofcaptain.GeorgeHeyworth’seldestson,JohnHarveyHeyworth,was

bornon20March1910atthefamilyhome,TheHollies,whichtodayisthelibraryinBelper.Thereweretobefourotherchildren:Dorothy,Peter,ConnieandJim,withadozenyearsbetweenthelatterandHarvey.Thesecondbrother,Peter,wasbornon25March1913.Hefollowedthefamilytraditionandwentintogeneralpractice;sufferingfrompooreyesight,heservedasamedicalofficerintheRoyalAirForceduringtheSecondWorldWarandlatersettledinGuernsey,wherehehadpractisedforatimepriortotheGermanoccupationofthe

practisedforatimepriortotheGermanoccupationoftheChannelislandsin1940.HarveyHeyworthwaseducatedatRugbySchool,where–

likemanyboyspitchedheadlongintotheatmosphereofapublicschool–hewasunhappyatfirst.Lettersfromhomebroughthimgreatcomfort,asdidadeepinnerfaiththatwastoremainwithhimallhislife,andsustainhimthroughmanycrises.Hispassporttosuccessatschoolwassport,especiallyrugbyfootballandhockey,inwhichheexcelled;buthewasnoslouchacademically,ashislettersindicate,andhetookgreatdelightinpublicdebate–althoughhisdeepsenseofmoralitysometimesplacedhimonthelosingside,asanextractfromoneofhislettersreveals:

ThiseveningwehadaHouseDebate.ThemotionbeforetheHousewas‘ThatthisHousecondemnsthecinema.”Ispokeforthemotionbutitwaslost6-27.Ihaveenclosedmyspeechwhichyoumayreadorthrowawayasyoulike.’ThesameletteralsoshowsthatHarveyhadaconsideratenature:

CanIgetatophatatWoods,becauseifIdon’tIshallnothaveanythingtogohomeinaswearenotallowedanythingelse.Please.IwillbuythehattoobigtolastmealongtimewhileIamhere.

FromRugby,HarveysecuredaplaceatEdinburghUniversity,wherehisskillastheUniversityHockeyClub’sleftbacksooncametothefore.Therewastalkthathemightbepickedforaninternationaltrial,butthisdidnotcomeabout,althoughatalaterdateheplayedforDerbyshireCountyHockeyAssociation’s1stXI.ItwasconfidentlyexpectedbyHarvey’sfamilythat,on

graduatingfromUniversity,hewouldfollowinhisfather’sfootstepsandenterthemedicalprofession.Itthereforecameasaprofoundshockwhenheannouncedhisintentiontoapply

asaprofoundshockwhenheannouncedhisintentiontoapplyforaShortServiceCommissionintheRoyalAirForce,andtrainasapilot.HarveymadehisdecisiontojointheRoyalAirForceata

timewhentheServicewasundergoingaperiodofprofoundchange,intermsofbothorganisationandequipment.ThefouryearsofWorldWarIhadmarkedhistory’sgreatesttechnologicalleapforwardintermsofmilitaryhardware;andyet,almostbeforethegunshadceasedfiring,thevictoriousAllieshadbegundismantlingtheirrespectivemilitaryassetswithoutmuchthoughtfortheneedsoftomorrow.InBritain’scase,powerfullobbiesintheAdmiraltyandtheWarOfficealmostsucceededinengineeringthedemiseoftheRoyalAirForceasanindependentorganisationandinsubordinatingBritishairpowertotheArmyandNavy;thattheyfailedtodosowasmainlyduetothedeterminationoftheChiefoftheAirStaff,SirHughTrenchard.By1921thestrengthoftheRAFwasataverylowebb,withonly24squadronsofalltypesathomeandabroad(includingasolitaryfightersquadronintheUnitedKingdom),butinApril1922adefencesub-committeerecommendedtheforce’sexpansiontofifty-twosquadrons,totallingsome500aircraft–laterincreasedto600–forhomedefence.There-equipmentprogrammehadtostartfromscratch,andtofulfiltheairdefenceroleitwasdecidedtostandardiseontheSopwithSnipe,thefighterdesignedduringtheclosingmonthsofWWItoreplacetheCamel.

HarveyHeyworth,seenheresecondontheleft,duringRugbySchool’sOfficerTrainingCorpsEasterCampatTidworthin1926.Alreadyaheadandshouldersabovehiscolleagues,

Heyworthwassixfeetfiveinchestall.CorinneMoore

ThefirstsquadrontoequipfullywithSnipeswasNo29,whichre-formedatDuxfordon1April1923.BytheendoftheyearthefighterstrengthavailablefortheairdefenceofGreatBritainstoodatelevensquadrons,equippedpredominantlywithSnipes.Itwasstillalongwayfromtheplannedtotaloffifty-twosquadrons.ItwasalsoclearthattheSnipe,althoughinvaluableasaninterimaircraft,wasquicklyapproachingobsolescence,andstepsweretakentorearmthefightersquadronswithpost-wardesignsatanearlydate.ThefirstsuchdesignwastheGlosterGrebe,aproductoftheGloucestershireAircraftCompany(whichchangeditsnametoGlosterin1926),whosechiefdesignerwasH.P.Folland.FollandhadpreviouslyworkedfortheNieuportandGeneralAircraftCo,whichhadbeensetupinBritainlatein1916tolicence-buildthefighterdesignsoftheFrenchcompany.In1917theBritish-basedfirmbegantodesignitsownfighters,thefirstofwhichwastheNighthawk.AlthoughitneverwentintoservicewiththeRAF,theNighthawkdeservesitsplaceinhistoryasthefirstBritishfightertobepoweredbyastationaryradialengineinsteadofthemorecommonrotarytype.TheGrebeprototypewasoriginallyorderedasaNighthawk;itmadeitsfirstpublicappearanceattheRAFAirPageant,Hendon,inJune1923andenteredRAFservicewithNo111

Hendon,inJune1923andenteredRAFservicewithNo111SquadroninOctoberthatyear,subsequentlyequippingfivemoreRAFfightersquadrons.Oneofthem,No25Squadron,subsequentlybecamefamousforitsspectacularaerobaticdisplaysinthemid-1920s.Despiteearlyproblemswithwingflutter,theGrebewasahighlymanoeuvrableandrobustlittleaircraft,andwasthefirstBritishmachinetosurviveaterminalvelocitydive,reaching240mph.Grebesalsotookpartinsomeinterestingexperiments,oneofwhichinvolvedthereleaseofapairofaircraftfrombeneaththeairshipR.33inOctober1926.AlthoughtheGrebereplacedtheSopwithSnipeinsomefirst-

lineRAFsquadrons,thetruesuccessortotheSnipewastheHawkerWoodcock,theH.G.HawkerEngineeringCompanyhavingre-establishedSopwith’sformeraviationenterprises.TheHawkerCompany’searlyactivitiesinvolvedrefurbishingSnipesandCamelsforsaleoverseas.Thefirstofitsowndesigns,theDuikerparasolmonoplane,wasunsuccessful,buttheWoodcocksingleseatfighterwasacceptedafterlengthytrialsandwasdeliveredtoNo3SquadroninMay1925,becomingthefirstnewBritishfightertoenterproductionaftertheendofWorldWarI.TheWoodcockonlyequippedoneotherRAFsquadron,No17,butaversionofitknownastheDanecock(orDankok)servedwiththeDanishArmyandNavalAirServicesuntil1937.ItwasatthisjuncturethattheHawkerdesignofficeacceptedtheservicesofSydneyCamm,whohadpreviouslyworkedforMartinsydeAircraftLtd.Later,Cammwastoberesponsibleforoneofthemostfamousfightersofalltime,theHawkerHurricane.

AHawkerWoodcockII,picturedinthemarkingsofNo17SquadronRAF.Author

TheGlosterGamecockwasveryunforgivingofmistakesandhadanabnormallyhighaccidentrate.Thisisoneofthetwenty-

twothatweredestroyedduringthetype’sshortcareer.Author

Incommonwithotheraircraftmanufacturersofthe1920s,Hawkerproducedaseriesofaircraftprototypesthatcoveredthewholespectrumofmilitaryandnavalrequirementsatthattime.AmongthemweretheHornbillfighter,whichhadmixedwoodandmetalconstructionandwhichreachedaspeedof200mphin1926witha690hpRolls-RoyceCondorengine,theHawkerHawfinch,whichsettrendsforseveralotherbiplanefighterdesigns;andtheHeron,thefirstfightertousethepatentall-metalconstructionevolvedbySydneyCammandworksdirectorFredSigrist.FromtheGlosterstable,theGrebewasfollowedbytheGamecock,whichfirstflewinFebruary1925andequippedfiveRAFfightersquadrons,beginningwithNo23inMay1925.TheGamecock’sservicelifewasrelativelyshort-lived.Thiswaspartlybecauseofanabnormallyhighaccidentrate;ofninetyGamecocksthatwerebuilt,twenty-twowerelostinspinningorlandingaccidents.

ArmstrongWhitworthSiskinIIIAJ9315ofNo5FTS,1931.ThisaircraftpreviouslyservedwithNo19Squadron.Author

TheSnipe,Grebe,WoodcockandGamecockwereforthemostpartreplacedinservicebytheArmstrongWhitworthSiskinIIIA.ThefirstSiskinIIIs,infact,weredeliveredtoNo41

SiskinIIIA.ThefirstSiskinIIIs,infact,weredeliveredtoNo41SquadronatNortholtinMay1924,andamonthlatertoNo111SquadronatDuxford.Theseweretheonlytwounitstousetheearlymark,buttheSiskinIIIA,withamorepowerfulengineandanumberofaerodynamicrefinements,begantoreplacetheSnipesofNo1SquadronandtheGrebesofNo56frommid-1927.ThetypesubsequentlyequippednineRAFfightersquadrons,allintheUnitedKingdom.

TheSiskinwasalsoanunforgivingaircraftifbadlyhandled.Thecaptiononthebackofthisphotographreads‘Acadet’s

efforts’.Author

TheHawkerFurywasthemostelegantbiplanetoservewiththefightersquadronsoftheRoyalAirForce.Picturedhereisa

MkI.Author‘scollection

TheexpansionoftheRoyalAirForcetowardstheplannedtargetoffifty-twosquadronswasdictated,apartfromeconomicconsiderations,bytheactivitiesoftheFrench.Inthelate1920s,anemasculatedGermanywasnotregardedasaseriousthreat,buttheideaofFrance,ameretwenty-onemilesawayacrosstheEnglishChannel,possessingalargerandmoreeffectiveairforcethanBritain’swasunthinkable.ThespeedofformationofnewRAFsquadronswasthereforedictatedbytheneedtomatchtheFrenchinairmatters,andwhentheexpansionoftheFrenchAirForcesloweddown,sodidthatoftheRAF.Theoriginaltargetdateforthefifty-twosquadronforcewas1930,butby1927thishadbeenputbackto1936,andin1929itwasagainpostponedto1938.Asfarasthehomedefencefightersquadronswereconcerned,theprincipalfightertypeduringthefirstthreeyearsofthe1930swastheBristolBulldog,whichequippedtensquadronsand,withatopspeedof180mphwasmuchfasterthanthefightersitreplaced.ItscontemporarywastheHawkerFury,theepitomeofBritishfighterbiplanedesignandoneofthemostbeautifulaircrafteverbuilt.Thefirstof118FuryMkIsenteredservicewithNo43SquadronatTangmereinMay1931,andthetypealsoservedwithNos1and25Squadrons.Furtherdevelopmentofa

servedwithNos1and25Squadrons.FurtherdevelopmentofaversionknownastheHighSpeedFuryledtoaproductionorderfortwenty-threeFuryMkIIs,followedbyanotherseventy-five,andthefirstoftheseenteredservicewithNo25SquadroninDecember1936,alsoservingwithfourmoresquadronsofwhatwas,bythen,RAFFighterCommand.Otherfighterunitsintheearly1930swereequippedwiththeHawkerDemon,afightervariantoftheHartlightbomber;244DemonswerebuiltfortheRAFintheUnitedKingdom,servingwithsixRegularandfiveAuxiliaryAirForcesquadrons.

AHawkerFurymakesasimulatedattackonaHandleyPageHeyfordbomber.Author’scollection

SuchwasthestateofBritain’sairdefencesduringHarveyHeyworth’sformativeflyingyears,fromthemomentwhen,asanactingpilotofficer,hefirstflewinaRoyalAirForceaircraftatRAFSealandinSeptember1931.

CHAPTERONE

FIGHTERPILOTANDTESTPILOTHarveyHeywortharrivedatNo5FlyingTrainingSchool,RAFSealand,freshfromhismonthof‘squarebashing’atRAFUxbridgeinMiddlesex,whichwasthenthevenueforcoursesforthosewhohadbeenacceptedforaShortServiceCommission.(TheRAFShortServiceCommissionschemehadbeenimplementedinJanuary1924,withanAirMinistryannouncementthat400officerswouldberequiredforflyingduties).On30SeptemberHarveywentaloftinAvro504NJ9686,spendingfortyminutesundertheinstructionofFlyingOfficerJ.A.Simpson,whoinitiatedhimintothemysteriesoftaxiingandhandling,theeffectofcontrolswithandwithoutengine,andstraightandlevelflying.Exactlyonemonthlater,withfifteenhoursandtwentyminutesofflyingtimeunderhisbelt,hewascheckedoutbyaFlightLieutenantYongeandsentoffonhisfirsttenminutesoloflight.On1January1932,withhisflyingtrainingwelladvanced

underthetutelageofFlyingOfficerSimpson,HeyworthgothisfirsttasteofamorepowerfulmilitaryaircraftwhenSimpsontookhimfora25-minuteflightinArmstrongWhitworthAtlasJ9472.TheAtlas,whichhadbeenonthestrengthofNo5FTSforaboutayear,cametogriefonlytwodaysafterHeyworth’strip,whenitwashitbyAvro504NJ8501asthelatterwaslanding,andwrittenoff.

HarveyHeyworth’sinitiationintoflyingwiththeRAF,likehundredsofotheryoungpilotsofthetime,wasinanAvro504trainerofthetypeseenhere.Thisaircraft,J9428,wasusedby

No5FTSatSealandin1930-31,butwasnotflownbyHeyworth,theaircrafthavingleftforanotherflyingschoolat

RAFLeuchars,Scotland,bythetimehearrived.Author

RAFSealand,1931.HarveyHeyworth,left,perchedonaHucks

Starterwiththreefellowpilotofficers;‘Peek’Atkinson,‘Wave’CameronandAlanSaw.CorinneMoore

On29February1932,HarveyHeyworthcompletedhisbasicflyingtrainingontheAvro504withanassessmentof‘AbovetheAverage’andwentontobeginhisadvancedtrainingontheArmstrongWhitworthSiskinTM,thedual-controlversionofthebiplanefighter.HisinstructoronthenewtypewasanNCO,SergeantRoxburgh,whosentHeyworthoffsoloon13April1932.Heyworth’slogbookrevealsthathespentaboutaweekpractisingpinpointlandings,withwhichheseemstohaveexperiencedsomedifficulty,ashewastakenupbyaFlightLieutenantMayinanAvro504on18Aprilforfurtherinstruction.Afterthathegotitright,andbeganacourseofaerobatics.

HarveyHeyworth’sfirsttasteofamorepowerfulbiplanecameon1January1932,whenhehadaflightinanArmstrong

WhitworthAtlasarmyco-operationaircraft.CorinneMoore

Above&below:ArmstrongWhitworthSiskinIIIAsofNo5FTS,RAFSealand,ontheflightlinein1931.CorinneMoore

Hisverythoroughtrainingcontinuedinboththetwo-seatandsingle-seatSiskinvariants,brieflyrevertingtotheAvro504fordemonstrationsofcompasserrorsandelementaryinstructioninblindflying,andbyJune1932hehadamassed100flyinghours,ofwhich64weresolo.AttheendofAugust1932histotalflyingtimehadrisento148hours.Hehadnowcompletedhisflyingtraining,againwithan‘AbovetheAverage’assessment,andwasawardedhis‘wings’on4September.On5September1932PilotOfficerHarveyHeyworthwas

On5September1932PilotOfficerHarveyHeyworthwaspostedtoNo54(F)SquadronatHornchurchinEssex,astationverymuchinthefrontlineofBritain’sairdefences.Havingdisbandedaftertheendofthe1914-18war,No54Squadronhadre-formedin1930and,afterafewmonthsoperatingSiskins,wasnowequippedwiththeBristolBulldogIIA,thelastwordinfighterbiplanes.HeyworthsettledhappilyintosquadronlifeasamemberofFlightLieutenantChapman’s‘C’Flight,flyingatleastonceadaywhenevertheweatherpermitted,ormoreusuallytwiceoreventhreetimes,carryingoutagreatdealofformationpractice,cross-countryflying,battleclimbsandsoon.Interestinglyenough,hislogbookshowsthatitwasonlyon28February1933,afterhehadcompletedatotalof200hoursintheair,thathemadehisfirstnightflight,whichinvolvedtwocircuitsandtwolandingsatHornchurch.Nightflyingbecamemorefrequentafterthat,althoughnotroutine,andwasaccompaniedbyradiotelephony(R/T)practice.R/TequipmentwasprogressivelybeingfittedtoallRAFfighteraircraftassignedtotheairdefenceofGreatBritain,andhighprioritywasgiventodevelopingoperationaltacticswithitsaid.

Left&right:TakenbyHarveyHeyworthfromthecockpitofhisownaircraft,thesephotographsshowaSiskinIIIAflownby

PilotOfficerJohnGrandy-laterMarshaloftheRoyalAirForceSirJohnGrandy,whobecameChiefoftheAirStaffandwho

diedin2004attheageof90.CorinneMoore

On30June1934Heyworthformedpartofthe54Squadronaerobaticdisplayteamthatperformedatthatyear’sHendonAirPageant,anhonourthatreflectedonhisflyingskill.Indeed,hecontinuedtomaintainhis‘AbovetheAverage’ratinginallhisflyingassessments.On22November1934,FlyingOfficerHeyworthwasposted

toNo504(CountyofNottingham)Squadron,aSpecialReservesquadronwhichhadformedatHucknallnearNottinghamon28March1928asadaybomberunitequippedinitiallywithHawkerHorsleylightbombers.IthadbeguntorearmwiththeWestlandWallaceinFebruary1934,anditwasthistypethatHeyworth,whoformedpartofthesquadron’scadreofregularofficersasOfficerCommanding‘B’Flight,nowflew,nodoubtconsideringitratherafallfromgraceafterthenimbleBulldog.Thetaskwasfardifferenttoo,involvingsuchdisciplinesasair-to-groundphotography,targettowingandlotsofcrosscountryflying.InMarch1935HeyworthflewaWestlandWapiti,thetypethatwaseventuallytoreplacetheWallace.

ThisHawkerFuryvisitedSealandin1932.‘ThefirstFury,’HarveyHeyworthrecorded,‘whatathrill!DickMorriswasthe

pilot.’CorinneMoore

AnothervisitortoSealand,photographedbyHarveyHeyworth,wasthisFaireyFlycatcher,apopularifsomewhatuglynaval

fighterbiplane.CorinneMoore

InApril1936HarveyHeyworth,nowaflightlieutenant,becamequalifiedtoinstructininstrumentflying.Laterintheyear,hewasassessedas‘Exceptional’inhisflyingproficiency,anaccoladeawardedtoveryfewpilots.InSeptember1936,hislogbookshowsatotalofjustover1093flyinghours.Hisfive-yearShortServiceCommissionwasatanend.Duringthattimehehadflownfourteendifferenttypesofaircraft,includingbriefone-offtripsintypessuchastheGlosterGauntletandHawker

one-offtripsintypessuchastheGlosterGauntletandHawkerDemon;themajorityofhisflyingtodatehadbeenintheBulldog(417hours35minutes)andtheWallace(424hours30minutes).

WestlandWallacearmyco-operationaircraftinformation.Flight

HarveyHeyworth’slastflightwiththeRAF,atleastforthetimebeing,tookplaceon8September1936,whenheflewtoWitteringforapromotionexaminationthatwouldbringhimtherankofsquadronleaderintheRAFReserveofOfficers,towhichhenowtransferred.Meanwhile,hehadalreadytakenstepstoensureacareerincivilaviation,andwithin24hoursofleaving504SquadronhetookupapostwithRolls-RoyceLtd.WithhimhebroughtaglowingtestimonialfromtheOfficerCommandingNo504Squadron:

ThisistocertifythatFlightLieutenantJ.H.Heyworthhascompleted1100flyinghourstodate.Anexceptionallykeenandverycapablepilot,whoisparticularlygoodinbadweather.Wouldmakeagoodtestpilotorflyinginstructor.FlyingAssessment:Exceptional.

Rolls-RoycehadmovedintotwohangarsatHucknallinDecember1934andtheaerodromehadbecomethecentreforitsenginetest-flyingactivities.Priortothat,Rolls-Roycehadbegunitsownflighttestingearlyinthe1930satTollertonaerodromenearNottingham.Thecompany’sfirsttestpilotwasRonnieHarker,whohadjoinedRolls-Royceasanapprenticein1925andwhohadlearnedtoflyatTollerton,laterjoiningNo504Squadrontoaugmenthisincome.HisfirstflightasacompanytestpilotwasinNovember1934,pilotingaGlosterGnatsnapper,whichwasfittedwithanevaporatively-cooledKestrelengineinstalledwithcondensersslottedintotheleadingedgeoftheupperwing.Thismethodofcooling,advantageousintheorybyreducingtotaldrag,provedunsatisfactorywhentest-flown,andwassupersededbyaconventionally-locatedradiatorsystem,withglycolasthecoolant.Shortlyafterwards,CaptainR.T.Shepherd–another‘Ronnie’

–wasinvitedtotakeupthepostofchieftestpilot.ShepherdwasaveteranoftheRoyalFlyingCorpsandtheRAF,andonleavingtheServiceheworkedforawhileaschiefflyinginstructorwithPhillipsandPowis(latertobecomeMilesAircraft).HethenbecamechiefflyinginstructorwiththeNottinghamFlyingClub,fromwherehewassecondedtodosometestflyingwithRolls-Royce.Shepherd,RonnieHarker,HarveyHeyworthandtwootherpilots,WilfredSutcliffeandJockBonar,weretosharethecompany’stestflyingprogrammethroughouttheremainderofthe1930s.ThesewereexcitingtimesforRolls-Royce,whichwasnowat

theforefrontofaero-enginedevelopmentinBritain.Ithadnotalwaysbeenso.IntheyearsimmediatelyafterWorldWarIithadseemedthattheAmericansandFrenchhadestablishedacommandingleadinthedevelopmentofhigh-performanceaero-engines.In1920-23,racingvariantsoftheNieuport-Delage29fighter,fittedwitha320hpHispano-Suizaengine,improvedontheworldabsoluteairspeedrecordseventimes,aswellascapturingnumeroustrophies,whilethe1923Curtiss

aswellascapturingnumeroustrophies,whilethe1923CurtissCR-3biplanes,poweredby400hpCurtissD.12engines,achievedfirstandsecondplacesintheSchneiderTrophycontest.TheseforeignsuccessesspurredtheleadingBritishaero-enginemanufacturersintore-examiningtheirenginedesignphilosophy,andaclearleaderofthefieldsoonemergedintheshapeoftheNapierCompany,whichhadbeenfullycommittedtothemanufactureofmilitaryvehiclesduringtheearlypartofthewarbutwhichhadinitiatedthedesignanddevelopmentofitsfirstaero-engine,theNapierLion,in1917.Thisengine,whichwasprogressivelyupratedfrom450hpto

14300hpduringitscareer,wasnotcompletedintimeforuseduringthewar,butforaperiodoftenyearsfrom1919itachievedanenviablesuccessrecordthroughouttheworld.Itwasusedinquantityinmanytypesofmilitaryandcivilaircraft,includingtherecord-brakingFaireyIIIseries,andwasalsoselectedtopowertheearlyBritishentriesfortheSchneiderTrophycontest,theSupermarine-NapierS.4andS.5andtheGloster-NapierIVandVI.In1927twooftheRAFHighSpeedFlight’sS.5sbecametheonlycompetitorstocompletethecourseatVenice;thewinner(N220,flownbyFlightLieutenantS.N.Webster)alsoestablishinganewworldseaplanespeedrecordovera100kmclosedcircuitof283.66mph.In1932,tomeetthedemandforair-cooledengines,Napier

producedthe395hpRapier,thefirstsuccessfultwin-crankshaftmulti-cylinderaero-engine.ItformedthebasisforfurtherNapierdevelopmentofthisarrangement,whichwasknownasthe‘H’type.TheRapierwasfittedintheFaireySeafoxfleetspotter

aircraft,whichequippedsomecruisersoftheRoyalNavy,andalsoinMercury,thefour-enginedseaplanethatformedtheuppercomponentoftheShort-MayoCompositeAircraft.In1938,Mercuryestablishedalong-distancerecordforseaplanesof6045milestoWalvisBay,SouthAfrica.TheevolutionofBritishhigh-performanceenginesinthe

1920sandearly1930swassynonymouswithrecord-breaking

1920sandearly1930swassynonymouswithrecord-breakingandtrophy-capturingattempts,andwhileRolls-RoyceandNapierwereeventuallytoemergeastheprincipalsinthisfield,itwastheFaireyAviationCompanythat,atleastintheearlydays,wasthequickesttoappreciatetheadvantagesofmarryingahigh-performancepowerplanttoaverycleanairframe.InSeptember1923RichardFaireywatchedaUSNavypilot,DavidRittenhouse,capturetheSchneidertrophyatBournemouthinaCurtissCR-3biplane,achievinganaveragespeedof177.38mph;anotherCR-3camesecond.Bothaircraftwereequippedwith400hpCurtissD-12engines,andin1924FaireywenttotheUSAtoinspectthispowerplant.Hewasimpressedenoughtobuyabatch,andatoncesetaboutdesigninganaircrafttofittheengine.TheresultwastheFaireyFox,whichaerodynamicallywas

thecleanestlightbomberaircraftofitsday.Moreover,itwasnearly50percentfasterthananybombertheninservice.Sadly,becauseofeconomicrestrictions,onlyoneRAFsquadron–No12–waseverequippedwiththetype.However,Fairey’sinitiativeprovidedadditionalimpetusfortheotherBritishaero-enginemanufacturerstorefineandimprovetheirexistingenginetypes.FromtheRolls-RoycestablecametheKestrel,which

representedaconsiderableadvanceovertheCurtissD-12andwhichwasselectedtopowertheHawkerHartlightbomberandHawkerFuryfighter.TheKestrelinitsultimateform–theKestrelV–wentonto

bedevelopedintothePV.12,theprototypeoftheenginethatwastoplaysuchanenormouspartinWorldWarII,theRolls-RoyceMerlin.Ironically,itwasanimportedRolls-RoyceKestrelthatpoweredtheprototypeofGermany’smostfamousfighter,theMesserschmittBf109.Asfarasradialengineswereconcerned,Britisheffortsintheimmediatepostwaryearshadnotbeenparticularlysuccessful.ThefirstgenerationofpostwarBritishfighters–typessuchastheSiskin,GrebeandFlycatcher–werepoweredbytheArmstrongSiddeleyJaguar,aheavy,complexandcumbersometwo-rowradialthatsufferedfromashortrunninglifeandlubricationproblems.The

fromashortrunninglifeandlubricationproblems.Thesituationimprovedin1925,withtheintroductionoftheBristolJupiter;thispoweredthenimblelittleGlosterGamecock,thefirstreallyviableBritishfighterofpostwardesign,andthelaterBristolBulldog.Itssuccessor,theMercury,wasinstalledintheGlosterGauntletandGladiator,thelastoftheRAF’sbiplanefighters.

AnearlyRolls-Roycetest-bedwastheGlosterGnatsnapper,whichhadanevaporatively-cooledKestrelengineinstalledwithcondensersfittedintotheleadingedgeoftheupperwing.Thismethodofenginecoolingwassupersededbyaglycolcooling

system.Rolls-RoyceviaJohnGregory

TheperformanceofRolls-RoyceenginesintheSchneiderTrophycontesthadbeenapowerfulfactorinpersuadingtheDirectorateofTechnicalDevelopmentthatRolls-Roycehadestablishedafirmleadinthedesignofhigh-performanceliquid-cooledpowerplants.In1928twonewracingseaplaneshadbeenorderedfromSupermarineunderthedesignationS.6,andthedecisionhadbeentakentopowerthembothwithanewracingengine,the1900hpRolls-Royce‘R’.Gloster,ontheotherhand,perseveredwiththeNapierLionintheirlatestSchneiderTrophycontender,theGlosterVI,andtheoutcomewasunfortunate.TwosleekGlosterVIfloatplanes(N249andN250)werebuilt

toSpecification9/28,andthesebegantrialsatCalshotinAugust1929.However,theNapierCompanyhadpushedthe

August1929.However,theNapierCompanyhadpushedtheLiontoitslimit.Theenginehadbeenover-boostedinanefforttoobtainsufficientpowerforasmallfrontalarea,anditwasfoundextremelyhardtokeepitrunningwithoutcuttingout.On2SeptemberFlightLieutenantD.D’ArcyGreigmadetwotestflightstotrytodiagnosetheproblem,butwithoutsuccess,andthreedayslaterhisfellowpilot,FlightLieutenantG.H.Stainforth,founditimpossibletokeeptheLionrunningatfullthrottlewhilepilotingN250.TherewasnoalternativebuttowithdrawbothGlosterVIsfromtheSchneiderTrophycontest,whichwaswonoutrightbyoneoftheSupermarineS.6s.

Top&left:TwoHawkerHorsleyswereusedforenginedevelopmentworkatRolls-Royce.PicturedhereisS1436.

Rolls-RoyceviaCorinneMoore

Ironically,theNapierLionplayedapartinhelpingtheRAFHighSpeedFlighttobringtheTrophybacktoBritain:while

HighSpeedFlighttobringtheTrophybacktoBritain:whileawaitingdeliveryoftheS.6s,thepilotspractisedwiththreeLion-engineGlosterIVsandtwoSupermarineS.5s.In1936developmentworkwasproceedingatRolls-Royceon

threedifferentpowerplants,thePV.12,PeregrineandVulture.ThePV.12wasaprogressiveandlargerdevelopmentoftheRolls-RoyceKestrel,whichhadpoweredtheexcellentHawkerHartseriesofmulti-purposebiplanes,andtestswiththefirstcompletedmodelon15October1933hadleftRolls-Royceoptimistic;theyinformedHawkerthatthenewenginecouldbeexpectedtoprovideanincreaseof40percentintake-offpowerand,withsingle-stagesupercharging,anincreasein60percentataltitudeovertheKestrel.Afterfurthergroundrunningandflighttestingonspecially–adaptedtestbeds–twoHawkerHorsleys,aHawkerHartandtheHawkerHighSpeedFury,aprivateventuredevelopmentoftheFuryfighterbiplane–theinstallationofthePV.12wasapprovedbytheDirectorateofTechnicalDevelopmentattheAirMinistryinanewmonoplanefighterthenbeingdevelopedbytheHawkerAircraftCompany,theFuryMonoplane–latertobecalledtheHurricane.Similarly,itwasthePV.12thatwaschosentopowerSupermarine’smonoplanefighterdesign,basedontheS.6racer–theaircraftthatwastobecometheincomparableSpitfire.BythetimeHarveyHeyworthjoinedtheRolls-Royceengine

testprogrammetheprototypesofboththeRAF’snewMerlin-poweredmonoplanefighters,theHawkerHurricaneandtheSupermarineSpitfire,wereflying.DuringthefirstyearofhisemploymentwiththecompanyHeyworthflewallthreeHawkertestbeds,aswellasaHawkerDemonwhichhadalsobeenconverted.MuchoftheworkinvolvedenduranceflyingandthetestingofequipmentitemssuchastheVokesfilter.InJanuary1937,Heyworth’slogbookrecordsaforty-fiveminuteflightintheHeinkelHe70high-speedmonoplane,whichliketheSpitfirefeaturedanellipticalwing.OriginallyregisteredD-UBOFinGermany,thisaircraft,anHe70G-1,hadbeenmodifiedin1935totakean810hpRolls-RoyceKestrelengine;

modifiedin1935totakean810hpRolls-RoyceKestrelengine;laterbearingtheBritishregistrationG-ADZF,itwasinuseatHucknallasatestbed.ItwasHarveyHeyworth’sfirstflightinacivilaircraft.HeflewtheHeinkelonmanyotheroccasions,andbeforethefirsthalfof1937wasouthehadaddedtwomoretypestohistally,theHawkerAudaxarmyco-operationbiplaneandtheMilesWhitneyStraight,thelatteratwo-seatdual-controllightaircraft.Thismachine,registeredG-AEUZ,appearstohavebeenusedbytheNottinghamFlyingClub,asHeyworthcarriedoutsomedualinstructioninit.

Above&below:TheHeinkelHe70high-speedmonoplane,seenhereinLufthansaservice,provedanexcellentvehiclefor

testingtheRolls-RoyceKestrel.Lufthansa

On16January1937HarveyHeyworthtooktimeofftogetmarriedatStPeter’sParishChurch,Mansfield.HisbridewasValerieGregg,daughterofArthurGregg,managingdirectorofW.andJ.LinneyLtd,proprietorsoftheMansfieldAdvertiser.Thecouplehadknowneachotherforanumberofyears,havingmetatafamilygatheringwhenValwasonlysixteen.Val’sfamilydidnotentirelyapproveofHarvey,whosemannerwasveryforthrightandwhoseprofessionasapilotwasnotseenasentirely‘respectable’.Despitetheobjections,theyweretohavemanyhappyyearstogether.Theirfirstchild,ason,Paul,wasbornon23September,1938.On25August1937HeyworthflewaFaireyBattlemonoplane

lightbomber(K7572)forthefirsttime.Thetypewasrelativelynew,firstdeliverieshavingbeenmadetoanoperationalRAFsquadron(No63)inMaythatyear.TheBattlewaspoweredbyaRolls-RoyceMerlinCenginedeveloping890hpand,aswithearliertypes,muchofHeyworth’sflyinginitinvolvedfuelmanagementtrials.TheBattlewasalsousedtotesttheRolls-RoyceExeengine,whichhadtwenty-fourcylindersarrangedinbanksofsixintheformofanX.Theenginewasquitesuccessful,butitwasnotdevelopedbeyondtheprototypestage,asitwasrealisedthattheMerlinwasgoingtoabsorbthewholeofRolls-Royce’sproductionpotentialinthenearfuture.

ValerieHeyworth,picturedin1933.CorinneMoore

HarveyHeyworthandhissonPaul,agedjustovertenmonths.WendyClark

TestpilotsandengineerspicturedwiththeFaireyBattle.ChiefTestPilotCaptainRonnieShepherdisinthewhiteoverallnext

toRonnieHarker(onhisleft),withHarveyHeyworthinthebackground.Rolls-RoyceviaJohnGregory

On30September1937heflewatwin-enginedaircraftforthefirsttime;thiswasArmstrongWhitworthWhitleyK7208,avisitingaircraftwhichhepilotedforanhour.BytheendofSeptember,Heyworth’stotalflyingtimehadsurpassed2000hours,achievedinjustoversixyearsasapilot.Hewastoaddafurther700hourstothistotalinthenextninemonths.ThetypesnowenteredinhislogbookincludedtheHawkerHurricane,whichheflewforthefirsttimeon29November1938.Earlierthatyear,on1April,JohnHarveyHeyworthhadbeen

electedafullmemberoftheGuildofAirPilotsandAirNavigatorsoftheBritishEmpire.At1400hourson25August,1939,HarveyHeyworthwas

recalledtotheRoyalAirForce.Bythistimehehadamassedover3500flyinghours,amassivetotalforthosedays.HisfirstpostingwastoNo22ArmyCooperationGroupatSouthFarnborough,whereforsometimeheactedaspersonalpilottotheGroupCommander,AirVice-MarshalN.D.K.MacEwen,flyingHawkerAudaxesandavarietyoflightaircraft.On21May1940hewaspostedtoNo5OperationalTrainingUnitatAstonDown,Gloucestershire,torefreshhisskillsasafighterpilot.ThenextdayhewentsoloinSpitfireMkIP9516.HehadalreadyflownaSpitfireonseveraloccasionsandhadafairamountofexperienceonthetype,butonthisoccasionsomethingwentwrongandhecrashedP5916–abrand-newaircraftthathadfirstflowninApril–onlanding.HeyworthwalkedawayunhurtandtheSpitfirewasrepaired,survivinguntil29November1944,whenitflewintothegroundwhileservingwithNo132Squadron.

HarveyHeyworthwasakeengolferand,indeed,agoodall-roundsportsman.Heexcelledattennis,andonmorethanone

occasionpartneredJaroslavDrobny,theleft-handerfromCzechoslovakiawhobeatthegreatestandbestatWimbledoninthe1940s.LondonNewsAgencyPhotosviaCorinneMoore

AirVice-MarshalN.D.K.MacEwen,CB,CMG,DSO,OfficerCommandingNo22Group.HarveyHeyworthactedashis

personalpilot–andgolfpartner.CorinneMoore

Thedayafterhisaccident,23May,HeyworthwentoffinaMilesMagisterwithPilotOfficerBurrows,whodroppedhimoffatTernhilltopickupanotherSpitfire,P9518,fromtheAircraftStorageUnitthere.HeyworthflewP9518severaltimesduringhisOTUrefresher;thisparticularSpitfirewaslaterconvertedtothephoto-reconnaissanceroleasaPR.Mk.VII.DuringhistimeatAstonDownHeyworthfoundtimetoflyfourothertypes,theGlosterGladiator,NorthAmericanHarvard,BristolBlenheimandBoultonPaulDefiant.On22June1940,healsofoundtimetoflytheMagisterovertoHaltontogivehisyoungerbrotherPeter,aflyingofficerintheRAFMedicalBranch,atwentyminuteairexperienceflight.SquadronLeaderHarveyHeyworthcompletedhisOTU

courseattheendofJune1940,andafortnightlaterhewaspostedtocommandNo79SquadronatAcklington,inNorthumberland.

CHAPTERTWO

SQUADRONCOMMANDERFortheRAFfightersquadronslocatedontheairfieldsofnorthernEngland,farfromtheairfightingthatwasragingwithgrowingferocityovertheEnglishChannel,thefirstdaysofAugust1940werefilledwithtensionandanticipation,aspilotswonderedwhentheyweregoingtobesentintoaction.OneoftheseunitswasNo79Squadron,equippedwithHawkerHurricanesandlocatedatAcklingtonalongsidetheSpitfiresofNo72Squadron.No79Squadron’sshootingwarhadbegunonTuesday21

November1939,whenitsHurricanes,thenbasedatManstoninKent,shotdownaDornierDo17Preconnaissanceaircraftof3(Fernaufklärungsstaffel)122offCalais.Therewerenomoreengagementsduringthewinterof1939-40,mostofthezitoperationalactivitybeingconfinedtothenorth,whereGermanaircraftmadesporadicattacksonunitsoftheRoyalNavyintheFirthofForthandreconnaissanceaircraftprobedthecoastaldefencesofthenorth-east,butthentheGermansinvadedNorway,Denmark,FranceandtheLowCountriesinrapidsuccessionandlifebecamemuchmorehectic.WithinhoursoftheGermanattackinwesternEuropeon10May1940,No79SquadrondeployedfromBigginHill,whereithadbeenbasedsinceMarch,toMons-en-ChausséeinFrancetosupporttheAirComponentoftheBritishExpeditionaryForce.Aftertendaysofhecticfightingthatcostthesquadronsixofitseighteenpilotskilledormissing,thesquadron’ssurvivingpersonnelwereevacuatedon20MayandreturnedtoBigginHill,leavingtheirHurricanesburntoutonMervilleairfield.AfterabriefinterludeatDigbyinLincolnshireattheendof

AfterabriefinterludeatDigbyinLincolnshireattheendofMay,whereitsflyingpersonnelwerebroughtuptostrength,No79SquadronreturnedtoBigginHillon5June,flyingairdefencepatrolsfromthisairfieldandHawkingebeforegoingtoSealandnearChesteron11JulytoreceivenewHurricanesfromtheAircraftStorageUnitthere.ItwasatthispointthatthesquadronreceiveditsnewcommandingofficerintheshapeofHarveyHeyworth.Hesoonadoptedhis‘personal’Hurricane,P3877,whichhewastoflythroughoutthathecticBattleofBritainsummer.

TheHawkerHurricanedidnotcapturethepublicimaginationasmuchasthemoregracefulSpitfire,butitborethebruntof

thefightingintheBattleofBritain.BritishAerospace

Thesquadron’sarrivalatAcklingtoncoincidedwiththestartofthepreliminaryphaseoftheBattleofBritain.InJune1940,whiletheBattleofFrancewasstillbeingfought,theLuftwaffehadbeguntoturnitsattentiontotargetsintheUnitedKingdom.From5June,smallnumbersofbombersattacked‘fringe’targetsontheeastandsouth-eastcoastsofEngland;theseattackslastedforseveralweeksandcausedlittlesignificantdamage,theirmainpurposebeingtoprovidetheGermanbombercrewswithoperationalandnavigationalexperience.Then,on30June,ReichsmarschallHermannGöring,commander-in-chiefoftheLuftwaffe,issuedageneraldirective,settingouttheaimsoftheplannedairassaultonBritain.TheLuftwaffe’smaintargetwastobetheRoyalAir

Force,withparticularemphasisonitsfighterairfieldsandaircraftfactories;aslongasFighterCommandremainedunbeaten,theLuftwaffe’sfirstpriorityhadtobetoattackitbydayandnightateveryopportunity,intheairandontheground,untilitwasdestroyed.OnlythenwouldtheLuftwaffebefreetoturnitsattentiontoothertargets,suchastheRoyalNavy’sdockyardsandoperationalharbours,asapreliminarytoinvasion.EarlyinJuly,asafirststeptowardsmeetingthisobjective,GöringauthorisedhisbomberstobeginattacksonBritishconvoysintheEnglishChannel,thetwofoldobjectbeingtoinflictseriouslossesonBritishshippingandtobringRAFFighterCommandtocombat.On10July,twenty-sixDornierDo17s,escortedbyfive

fighterStaffeln,weredespatchedtoattackalargeconvoyoffDover.TheattackwasinterceptedbythirtyRAFfighters,whichdestroyedeightenemyaircraftforthelossofoneSpitfire.Falmouthwasattackedbysixty-threeJunkersJu88s,whosebombsdamagedrailways,shipsatanchorandamunitionsfactoryandcausedeighty-sixcasualties.ThefollowingdaysawheavyfightingovertheChannel,theRAFshootingdownfifteenenemyaircraftengagedinconvoyattacks.Britishlossesweresixaircraft.Insimilaroperationsduringthenextsevendays,theLuftwaffelostafurtherthirtyaircraft,theRAFthirteen.On19JulyFighterCommanddestroyedfourenemyaircraftagainstaBritishlossofthirteen;sixofthelatterwereBoultonPaulDefiantsofNo141Squadron,destroyedinasingleencounterwithBf109ssouthofFolkestone.HarveyHeyworthhadflownaDefiantonacoupleoccasions

duringhistimeatNo5OTU.Hiscommentsonthetypearenotrecorded.TheBoultonPaulDefiantwastheRAF’sthirdfightermonoplane,andwasverydifferentinconceptfromitscontemporaries,theHurricaneandSpitfire,althoughlikethemitwasalsopoweredbyaRolls-RoyceMerlinengine.ItwasdesignedtoAirMinistrySpecificationF.9/35,callingforatwo-seatfighterinwhichtheentirearmamentwasconcentratedinapower-operated,centrallymountedturretpermittinga360-

apower-operated,centrallymountedturretpermittinga360-degreefieldoffireinthehemisphereabovetheaircraft.TheprototypeDefiantflewon11August1937,andsome400hadbeenorderedbytheoutbreakofWWII,althoughaprotractedtrialsprogrammemeantthatonlythreehadbeendelivered.ThefirstDefiantsquadron,No264,begantorearmwiththetypeatMartleshamHeathon8December1939.AsadayfightertheDefiantwasadisaster,sufferingheavylossesincombataftersomeinitialtriumphsduringtheDunkirkevacuation,butitwentontoenjoyconsiderablesuccessinthenightfighter/intruderrole.On25JulytheLuftwaffeadoptedachangeoftactics,sending

outstrongfightersweepstobringtheRAFfighterstobattlebeforelaunchingitsbomberattacks.Asaresult,sixtyJu87StukasofFliegerkorpsVIIIwereabletobombaconvoywithimpunitywhilethefightersofNo11Groupwereonthegroundrefuelling.Laterintheday,theconvoywasattackedbythirtyJu88s,escortedbyfiftyBf109s.Theattackscontinueduntil6.30pm.FifteenRAFfightersquadronswereengaged,losingsixSpitfiresagainstGermanlossesofsixteen.ThebruntofthefightinghadbeenbornebythesquadronsofAirVice-MarshalKeithPark’sNo11Group,insouth-eastEngland,asitwouldbethroughoutthecomingbattle.TheturnofNo10Group,inthesouth-west,wouldsooncome,whiletheroleofNo12Group,spreadoutoverSouthYorkshireandEastAnglia,inadditiontoairdefence,wasessentiallytosupportandreinforceNo11Groupasrequired.ThesethreegroupsfacedLuftflotte2,inthePasdeCalaisarea,andLuftflotte3,betweenCherbourgandLeHavre.InNo13Group,whoseterritorystretchedfromsouthofYork

tothenorthofScotland,thethreatcamefromGeneralJurgenStumpff’sLuftflotte5,basedinNorwayandDenmark.ItwasthepolicyofoftheCommander-in-ChiefofRAFFighterCommand,AirChiefMarshalSirHughDowding,torotatehissquadronsbetweenthegroupsinthesouthandthequieterareaofNo13Groupinthenorthasandwhentheyneededtorestandrefit.Asaconsequenceofthispolicy,therewere

fifteenfightersquadronsinthe13Grouparea,includingthosealreadybasedthereforairdefence,inthefirstweekofAugust1940.Fiveofthesesquadrons,includingHarveyHeyworth’sNo79,werewell-placedtomeetanyattackcominginovertheNorthumberlandcoast.AtAcklington,Heyworthquicklyearnedhimselfareputation

asastrictdisciplinarianintheair,realisingthatdisciplineandteamworkwerethetwinkeystosuccessinaircombat.DuringJulyNo79Squadroncarriedoutmuchformationflying,practicedogfightsandairfiring;italsopractisedtheattackproceduresdictatedbyRAFFighterCommand,whichwerebuiltupinstagesfromthebasictacticalunitofthreeaircraftandwhichgavenoheedtothepossibilitythatthebombersbeingattackedmightbeescortedbyfighters.IntheNumberOneattack,forexample,designedforuseagainstasinglebomber,thesectionleaderwouldorderhisaircraftintolineastern,thencloseinuntilhewas400yardsbehindthebomber,whenhewouldopenfireandthenbreakoff,leavingthenextaircraftinlinetorepeattheprocess.InaNumberTwoAttack,forusebytwosectionsoffightersagainstthreebombers,theleadingsectionformedlineasternandthesecondsectiondroppedback,stillflyinginVic(v-shaped)formation,withtheleaderflyingdirectlyasternofthethirdaircraftintheleadingsection.Theleaderofthefirstsectionwouldpickabomberontheflankoftheenemyformationashistargetandcloseinfromasternandslightlybelowuntilhewasatarangeof800yards.Theleaderofthesecondsectionwouldthenclosetowithin1000yardsoftheenemyaircraftontheoppositeflank,hissectionslidingintolineastern.Whenbothsectionswereinpositiontheywouldeachadoptanechelonformationandclosetowithin400yardsbeforeopeningfire.

AirViceMarshalKeithPark’sNo11Group,FighterCommand,wasinthethickofthefightingduringtheBattleofBritainand

sufferedseriousattrition.RAFMuseum

HawkerHurricanespractiseaFighterCommandNo.OneAttack.Suchtacticswerenexttouselessincombat.IWM

Inpractice,suchrigidattackprocedureswerehorriblyunwieldyandquiteuseless,especiallywhentheenemywasdiscourteousenoughtofirebackandtakeevasiveaction.Apartfromthat,thespreadofbulletsat400yardswastoowideto

fromthat,thespreadofbulletsat400yardswastoowidetoinflictakillingblow.Later,gunswereharmonisedsothattheirconeoffireconvergedinthetargetat250yards,producingamuchbetterconcentrationoffire,andlaterstilltheRAFadoptedGermantactics,learnedthehardwayintheSpanishCivilWar,wherefightersattackedinpairs,thewingmancoveringtheleader’stail.Asthelevelofairfightinginthesouthintensified,No13

Groupinthenorthassumedanincreasedstateofalert,mountingmorefrequentpatrols,someofthematnight.ItcameassomethingofasurprisewhenthefirstdaysofAugustweremarkedbyrelativeinactivityovertheChannel,butitwasnottolast.On8August,theLuftwaffelaunchedveryheavyattacksonawestboundChannelconvoy,thefirstsince25July,offDoverandWight.TheGermanslosttwenty-oneaircraft,includingeightJu87s,andtheRAFlostfifteen.On11August,165GermanbombersescortedbyBf109sandBf110smadeheavyattacksonPortlandandWeymouthinthemorning.EightRAFfightersquadronsinterceptinginmid-ChannelwereengagedbytheMesserschmitts,allowingthebomberstoslipthrough.TherewerealsoseparateattacksonaChannelconvoy.Losses–theheaviestsofar–werethirty-fiveGermanaircraftandthirtyBritish.Thetotallossessince1Julynowstoodat274Luftwaffe,124RAF.

Top,centre&below:AtthestartofWorldWarTwo,andthroughoutmostoftheBattleofBritain,thetightformations

adoptedbyFighterCommandwereunwieldyandplacedpilotsatadisadvantageincombat.RAFMuseum

On12August,bomb-carryingBf109sandBf110sofErprobungsgruppe210–aunitoriginallyformedtopioneertheMesserschmitt210intoLuftwaffeservice–togetherwithJu88sofKG51andKG54,attackedseveralradarstationsonthesouthcoast,puttingtheoneatVentnorontheIsleofWightout

ofactionanddamagingthreeothers.Whiletheseattackswereinprogress,DornierDo17sofKG2raidedtheairfieldatLympnewith100lbbombs,causingsomedamage,andaconvoyintheThamesestuarywasbombedbyStukas.Intheafternoon,RAFManstonwasattackedandtemporarilyputoutofaction,whileenemybombersstruckatHawkingeandagainatLympne,causingheavydamagetobothairfields.Bynightfallon12August,Luftflotten2and3hadsent300bombersagainstBritishtargets.TheLuftwaffehadlosttwenty-sevenaircraft,theRAFtwenty.

Thissnapshot,taken(illegally!)duringtheBattleofBritain,showsatypicalFlightDispersal.Inthiscase,theHurricanes

belongtoNo111Squadron.Sourceunknown

On13AugusttheLuftwaffelaunchedthefullweightofitsairoffensiveagainstBritainwiththestartofAdlerAngriff(EagleAttack).ItsinitialobjectivewastoneutraliseRAFFighterCommandbystrikingatitsairfields,andbydrawingthefightersquadronsintocombat.H-Hourat0730waspostponedbecauseofbadweather,buttheDornierDo17sofKG2failedtoreceivetheorderandsetoutovertheChannelwithoutfighterescort.TheywereattackedovertheThamesEstuaryandfivebomberswereshotdown,althoughtheremaindercausedheavydamagetoSheernessandEastchurch.Intheafternoon,Ju87sofStukageschwader2,escortedbyBf109sof

JG53,setouttoattackairfieldsinthePortlandarea.TheywereengagedbySpitfiresofNo609SquadronandfourStukaswereshotdown.Inall,theLuftwaffelostthirty-fouraircrafton13August;theRAFlosttwelveHurricanes,whichhadbornethebruntofthefighting,andoneSpitfire.Enemyattacksweredisruptedbybadweatheron14August,

butthenextdaywastobetheclimaxofthebattle.Although15September,whenheavydaylightattacksonLondontookplace,waslaterdesignatedasBattleofBritainDay,theheaviestfightinginfacttookplaceon15August.Itbeganinmid-morning,whenfortyStukasofFliegerkorpsII,escortedbyasimilarnumberofBf109s,weredespatchedtoattacktheairfieldsofLympneandHawkinge.TheraidwasinterceptedoverthecoastbytheSpitfiresofNo54andtheHurricanesofNo501Squadronsbut,whilethesetookonthefighterescort,theStukasbrokethroughtohitLympne,puttingtheairfieldoutofactionfortwodays.Inthenorth,forthetimebeing,allremainedquiet,butthe

calmwasnottolast.FourhundredmilesfromtheairfieldsofNo13Group,ontheaerodromesofStavangerinNorwayandAalborginDenmark,thesquadronsofGeneralStumpff’sLuftflotte5hadbeenwaitingtoplaytheirpartinthegreatairoffensiveagainstEngland.Now,at11.00onthisThursdaymorning,theyweregiventheirchance.OverStavanger,theskywasblackwithaircraftassixty-fiveHeinkel111bombersofKampgeschwader26formedupandsetcourseovertheNorthSea,accompaniedbythirty-fourMesserschmitt110sofZerstörergeschwader76,theLuftwaffe’smostexperiencedtwin-enginedfighterunit.ItscrewshadseenactioninPoland;theyhadbeenresponsiblefortheairdefenceofthebigGermannavalbaseatWilhelmshavenduringthewinterof1939-40,duringwhichtimetheyhadinflictedseverelossesonRAFbombersattemptingtoraidnorthernGermanyindaylight;theyhadbeenthefirstGermanfighterunittolandinNorwayatthestartoftheGermaninvasion;and,finally,theyhadfoughtwithdistinctionduringtheBattleofFrance,carrying

outescortduties.Today’smissionwasthelongestZG76hadbeencalledupon

toflysofar.ToreachtheirairfieldtargetsbetweentheTyneandtheHumber,takingintoaccountthedistancethatwouldhavetobeflownoverenemyterritory,theHeinkelsandtheirescortswouldhavetomakearoundtripofanythingupto1200miles.TogivetheMesserschmittsthenecessaryendurance,eachaircraftasfittedwitha220-gallonauxiliaryfueltank,mountedunderthefuselage.AlthougheventshadshownthattheMesserschmitt110was

afarfromidealescortfighter,inferiorinperformancetoboththeSpitfireandHurricane,theGermansdidnotexpectserioustrouble.AccordingtoLuftwaffeIntelligence,mostofthefightersquadronsinNo13Grouphadbeenhurriedlydispatchedtothesouth,tohelpcountertheheavyairattacksinNo11Group’sarea.Intelligence,however,waswrong,astheGermansweresoontodiscovertotheircost.At12.08,radarstationsonthenorth-eastcoastofEngland

pickedupalargetrace,believedtobehostile,about100milesouttosea.TheradarplotsuggestedthattheenemyaircraftweremakingfortheFirthofForth,followingasouth-westerlyheading.Thestrengthoftheraidwasestimatedastwentyplus,soonrevisedtothirty,flyinginthreesectionsandheadingforTynemouth.The13Groupcontrollerwasadvisedaccordinglyandscrambledfoursquadrons.TheSpitfiresofNo72SquadronfromAcklington,ledbyFlightLieutenantTedGraham,werefirstoff,makingfortheFarneIslands.HarveyHeyworth’s79Squadronwasorderedtopatrolfarthernorth–toofar,infact,butasitturnedoutheandhispilotswouldmissnoneoftheaction.TheHurricanesofNo607SquadronfromUsworthnearSunderlandwerealsoorderedup,andthoseofNo605SquadronfromDreminScotlandwereorderedsouthtopatrolTyneside.

SpitfiresofNo72SquadronfromRAFAcklingtonclimbingoverthecoastofNorthumberland.JimRosser

Infact,theradarwasplottingaformationoftwentyHeinkel115seaplanes,whichhadbeensentoutbyLufflotte5tocreateadiversion.ThemainforceofbombersandfighterswastohavecrossedtheEnglishcoasta100milesfarthersouth,withinstrikingdistanceofitsairfieldtargetsinYorkshire.Therusemighthaveworked,haditnotbeenfortheGermanpracticeofhavingonemasternavigatorintheleadingbomberoftheformation.Therestofthebomberssimplyfollowedisdirections,andinthiscasethedirectionswerefaulty.TheHeinkelsandtheirescortswereheadingforapointontheNorthumberlandcoastseventymilesnorthoftheirintendedlandfall.Noonewouldeverknowwhathadgonewrong,becauseinjustafewmoreminutesthenavigatorandtherestofhiscrewwouldbedead.TedGraham’stwelveSpitfiresclimbedhardovertheFarne

Islands,thepilotssearchingtheskyaheadforafirstsightofthethirtyorsoenemyaircrafttheywereexpecting.Instead,theysawacloudofblackdots,growingsteadilylargerasthetwoformationsclosed.Takenaback,ittookGrahamafewsecondstofindhisvoice.Thenheorderedthesquadronintoawide,climbingturn,positioningtheSpitfiresforaflankattack

wide,climbingturn,positioningtheSpitfiresforaflankattackoutofthesun,onesectionattackingthebombersandtherestgoingforthefighterescort.TheSpitfires’attacktooktheGermanscompletelyby

surpriseandtheysoonbegantotakelosses.Theenemyformationnowsplitintotwo,onemakingforthecoastsouthofSunderlandandtheothersouthofAcklington.ItwasthissecondformationthatranintoNo79Squadron.Thetimewasabout1315.Intheconfusedairbattlethatfollowed,Heyworth’sHurricanespoundedtheenemyaircraftwhiletheywerestilloverthesea.HeyworthhimselfclaimedaBf110probablydestroyed,andaquartershareinanother‘probable’,describedinhislogbookasaDo215.AsnoDorniersofanydescription(andcertainlynoDo215s)wereinvolvedinthisengagement,histargetmusthavebeenanotherBf110.HeyworthlandedbackatAcklingtonafteranhourintheair.

Hissquadronhadsufferednocasualties,althoughonepilothadreturnedearlywithadamagedHurricane,whichwasrepairable.Theenemybomberscontinuedsouthwards,searchingfortheirtargets;thefirstwave,harriedbyfightersandtheTyneanti-aircraftbarrage,unloadeditsbombsmoreorlessatrandombetweenNewcastleandSunderland.Thesecondwave,attackedbytheSpitfiresofNo41SquadronfromCatterickandtheHurricanesofNo607fromUsworth,alsodroppeditsloadrandomlyandturnedforhome.BetweenthemthetwowaveshadlosteightHeinkelsandsixBf110s.Meanwhile,fortyJu88sofKG30fromDenmarkwereapproachingtheYorkshirecoastnearFlamboroughhead.Radardetectedthemwhiletheywerestillalongwayouttosea,andAirVice-MarshalTraffordLeigh-Mallory,commandingNo12Group,ordered18SpitfiresandHurricanesofNos616and73SquadronsupfromChurchFentontointerceptthem.SixJu88swereshotdown,butthemajoritygotthroughtotheirtarget,theairfieldofDriffield,anddestroyedfourhangarsaswellasseveralWhitleybombers.

AformationofHeinkelHe111sunderfighterattack.IWM

TheairbattlesthatragedovernorthernandsouthernEnglandthatdaycosttheLuftwaffeseventy-oneaircrafttotheRAF’sthirty,andnofewerthanthirty-oneoftheenemyaircraftdestroyedwereBf110s.Messerschmitt’s‘destroyer’wouldcontinuetosufferunacceptablelossesthroughoutthebattle.AsforLuftflotte5,itwouldneveragainventureovernorthernEnglandindaylight.TheactiondescribedinHarveyHeyworth’slogbookasthe‘NewcastleBlitz’hadtaughtitabitterlesson.On28AugustNo79SquadronmovedbacksouthtoBiggin

Hill,stagingthroughHucknallenroute.ItwasjoinedtwodayslaterbyNo72Squadron.No610Squadronwasalreadythere;likeNo72Squadron,itwasarmedwithSpitfires.No79Squadron’smovetothesouth-easthadaninauspicious

start.On31August,whilepatrollingfromtheforwardoperatingbaseofHawkinge,nearFolkestone,thesquadronsufferedseveralcasualties,thefirstat0930whenHurricaneN2345wasshotdownduringacombat;thepilot,PilotOfficerG.H.Nelson-Edwards,escapedwithslightinjuries.At1600V7200crashedwhileattemptingtomakeaforcedlandingnearWarlingham,SergeantH.A.Boltonlosinghislife,andtwohourslaterPilotOfficerW.H.Millingtoncrash-landedhisblazingHurricane(P3050)nearHawkhurst,escapingwiththighwoundsandsevereburns.Earlierintheday,MillingtonhadclaimedaBf109overthesouthernoutskirtsofLondon;its

pilot,OberleutnantWesterhoff,hadalsoescapedwithsevereburns.Finally,at1850,HurricaneP3877crashedonlandingafteracombatwithBf109swhileattackingsomeDornier17s;PilotOfficerE.J.Morriswaswounded.

SquadronLeaderHarveyHeyworth(thirdfromleft)withpilotsofNo79Squadron.Heyworthprovedhimselftobeafine

leader.Hewasalsoanimmaculatedresser,bothinandoutofuniform,andhispilotsnicknamedhim‘Beau’.Harvey’sheighthasnotincreased–heisstandingonachock!WendyClark

ThesquadronlostthreemoreHurricaneson1September,althoughallthreepilotsescaped.HarveyHeyworthclaimedwhathedescribedasa‘MesserschmittJaguar’probablydestroyed;itmusthavebeenaBf110,andonlyoneofthistypewasloston1September,makingaforcedlandingatTarpotFarm,Bilsington,nearAshfordafterbeingattackedbyseveralfighters.Despitesomehecticairfightingduringtheweekthat

followedNo79Squadronescapedrelativelylightly,withtwoHurricanesdamagedandonedestroyed;thepilotofthelatteraircraft,SergeantJ.Wright,waswoundedanddiedlaterinhospital.Theheaviestfightingtookplaceon4September,whenHeyworth’slogbookrecordsabattleagainstfiftyJunkers

whenHeyworth’slogbookrecordsabattleagainstfiftyJunkersJu88s,and7September,whenLondonwasbombedforthefirsttime.Heyworthledhissquadronintoactionagainst100enemybombers,hehimselfclaimingoneprobablydestroyed.On8September,withBigginHillwreckedbyairattack,its

squadronsweredispersedandNo79wasorderedtoPembreyinWales,whereitreplacedNo92Squadron.HarveyHeyworthhadflownhistrustyHurricaneP3877for

thelasttimeon5September,havingusedseveralotheraircraftintheinterveningperiod,andhenowacquiredanewmount,aGloster-builtMkI,P3092.On26September,afteracoupleofweeksofinactivity,

Heyworth’slogbookrecordsthatthesquadroninterceptedelevenHe111sovertheIrishSeaduringaneveningpatrol,hispilotsclaimingoneconfirmedandoneprobablydestroyed,butLuftwafferecordsforthatdayadmitthelossofonlyoneHe111incombat,aHeinkelof2/KG55whichwasshotdownofftheIsleofWight.Thereisareasonforthisanomaly:theaircraftinterceptedby79SquadronwereJunkersJu88s.Theconfirmedvictory,registeredoverStGeorge’sChannelbyRedSectionofNo79Squadron(SquadronLeaderHeyworth,PilotOfficerR.W.ClarkeandPilotOfficerG.H.Nelson-Edwards)wasaJu88A-5of7/Lehrgeschwader1(7/LG1).Theaircraftcrashed50milesnorth-westofStDavid’sHeadat1845,withthelossofallfourcrew.Thebodyoftheradiooperator,UnteroffizierRudiWächtler,waswashedashoreatCronellard,CourtownHarbour,CountyWexfordon20OctoberandwasburiedinIreland.Threedayslater,onSunday29September,Nelson-Edwards

hadanarrowescapewhen,afteracombatwithaHeinkel111overtheIrishSea,hewashitbyreturnfireandhadtobaleout.Fortunately,hewaspickedupbyatrawler,theSSDartford,andlandedatMilfordHaven.PilotOfficerG.C.B.Peterswasnotsolucky,beingshotdownandkilled.Athirdpilot,PilotOfficerP.F.Mayhew,gotlostandmadeanemergencylanding

nearEnniscorthy,CountyWexford;hewasunhurt,buthisaircraftwasimpounded.HarveyHeyworth’slogbookrecords:‘Reccoforthreelostpilots.P/OPeterslost,otherssafe’.Heyworth’slogbookentryforFriday,25Octoberrecords:‘2

patrols.Stankilledonlatter.Sawnothing.’StanwasPilotOfficerStanislawPiatkowski,aPolishpilot,whoseHurricane,N2708,crashednearCarewCheritonfollowingthisroutinepatrol,causeunknown.Therefollowedseveralweeksofuneventfulpatrolling,the

solitaryhighlightofwhichcameat0745on17November,whenHeyworthwasscrambledtointerceptasuspectaircraftthatturnedouttobealostHandleyPageHampden.HeledthebombersafelybacktoPembrey,andthenextdayhetooktheopportunitytoflyit,alwayseagertoaddanothertypetohisgrowingtally.HealsonowhadanewHurricane,anotherMkI,V7113,whichheflewthroughoutthewintermonths.Theswitchtonightattacksbytheenemycausedserious

problemsforBritain’sairdefences.ThedeploymentofdedicatednightfighteraircraftsuchastheBristolBeaufighterwasslow,asitwasbesetbynumerousteethingtroubles,andthehandfulofBristolBlenheimsinwhichthefirst-generationairborneinterception(AI)radarwasfittedwerewhollyinadequateforthejob.InNovemberandDecember1940,Beaufightersandradar-equippedBlenheimsflewover600sorties,madeseventy-oneradarcontacts,andsucceededindestroyingonlyfourenemyaircraft.InanattempttofillthegapFighterCommandwascompelled

toadoptwhatmightbestbedescribedasdesperationmeasurestocountertheenemynightraiders,especiallywhentheLuftwaffebegantostepupitsnightoffensiveagainstBritainafterthefailureofitsmasseddaylightattacksinAugustandSeptember.Inthelattermonth,AirChiefMarshalSirHughDowding,theAOC-in-CFighterCommand,wasorderedbytheAirCounciltoallocatethreesquadronsofHawkerHurricanestonightdefence,thisdecisionhavingbeentaken

followingthecreationofahigh-levelNightAirDefenceCommitteeearlierinthemonth.AddedtothesewerethreesquadronsofBoulton-PaulDefiants.Duringtheclosingweeksof1940,thesesixsquadronsofsingle-enginedfightersflew491sortiesonforty-sixnightsanddestroyedelevenenemybombers.Operatingonahit-or-missbasis,pilotswouldseekoutenemybomberstrappedintheglareofsearchlightsandwouldthengointotheattack,riskingbeingshotdownbyfriendlyanti-aircraftfire.AlthoughHarveyHeyworth’s79Squadronwasnotoneofthe

designatedsingle-enginenightfighterunits,itflewanumberofnightairdefencesortiesintheearlymonthsof1941.Onthenightof2/3January1941,describedbyHeyworthas‘FighterNightoverBristol!’inaredlogbookentry,forty-eightaircraftofNo10Group,79Squadron’samongthem,wereairbornetoopposeaheavyattackonthatcity,buttheonlysuccesswasclaimedbyaHurricaneofNo87Squadron,whichdamagedaJu88.ThisepisodeservedtohighlighttheinadequacyofBritain’s

nightdefences,butmajorimprovementswerejustaroundthecorner.TheinaugurationofGroundControlledInterception(GCI)stations,andtheconversionoffiveofFighterCommand’ssixBlenheimsquadronstoBeaufightersinMarch1941,broughtaboutadramaticchangeintheCommand’sfortunesjustintimetocountertheLuftwaffe’s‘Blitz’onLondon,Merseyside,Tyneside,Clydesideandothertargets.TheHurricaneandDefiantsquadronsallocatedtonightdefencealsoaddedtothischangeasaresultoftheirincreasedexperience,andbecausetheytooderivedassistancefromGCI.ThemuchmorepreciseinformationprovidedbytheGCIstationsmadethetaskofinterceptionfareasier,andmattersimprovedstillfurtherwiththeintroductionofAIMkVIIradar,whichhadaseven-milerangeandalow-levelcapability.Thefiguresthemselvesrevealthegeneralimprovementin

theoverallairdefencesystembythesummerof1941.InFebruarytheenemylostonlyfouraircrafttofightersandeight

toanti-aircraft,butduringMarchnightfightersshotdowntwenty-twoenemybombersandtheAAgunsseventeen.InAprilthescorerosetoforty-eightforthefightersandthirty-ninefortheguns,andinthefirsttwoweeksofMaythelossrateassumedseriousproportions,ninety-sixbombersbeingshotdownbyfightersandthirty-twobyAAguns.Inaddition,tenotherswerelosttounknowncauses.FollowingafinalspateofintenseattacksonLondon,theMidlandsandMerseyside,theLuftwaffe’sspring‘Blitz’onBritaingraduallypeteredoutattheendofMay1941astheGermanstransferredthebulkoftheirbomberforcetotheeastinreadinessforOperationBarbarossa,theinvasionofRussia,ortotheBalkans.OnthenightofFebruary21/221941No79Squadron’s

Hurricaneswerescrambledtointerceptaheavyraidbysixty-eightbombersofLuftflotte3onSwansea,HarveyHeyworthhimselfflyingthreesorties,histotaltimeintheairbeing4hoursand40minutes.Despitemucheffortonthepartofthefighterpilots,nocontactwasmadewiththeenemy.InMarchandApril,muchofthesquadron’sactivityinvolved

convoypatrols,anditwasduringoneofthese,on2April1941,thatFlightLieutenantG.D.L.HaysomDFCofNo79SquadronshotaHeinkelHe111H-4of3/KG27intothesea5mileswestofStDavid’sHead,Pembrokeshire.Twoofthefivecrewmemberssurvivedtobetakenprisoners.Then,on10April,alsoduringaconvoypatrol,itwasHarveyHeyworth’sturn.CominguponaHeinkelHe111H-3ofIII/KG40,theLuftwaffeunitthatspecialisedinanti-shippingoperations,heputathree-and-a-halfsecondburstintoitanditwentdowntocrashinthesea2.5milessouth-westofStDavid’sHead.Allfourcrewwerekilled.Itwasoneofsevenenemybombersshotdownbytheairdefencesthatnight.ThecombatreportsenttoHQ10GroupfromPembreygivesdetailsoftheencounter:

TwoHurricanesoneof79SquadronGreenSectionleftPembreyat09.10hourstocarryoutshipping

protectionpatrolonLine‘Z’.TheSectionwereflyingat800feetabout8milesoffStDavid’sHead.

Noplotsorvectorswerereceived.GreenOneS/LdrHeyworthhadjustreturnedtoapositionoveramediumsizedcargosteamerwhichwasflyingakiteatabout200feet.Thiswastheonlycargoshipinthepatrolarea.

GreenOnepreparedtoorbittostarboardofthisshipwhichwasproceedingSouth,whenhesawonhisrightat500yardsrangeaHe111comingtowardshim.Hepulledupandtheenemyaircraftwentunderneathhim.Thee/awasflyingatabout800feet.GreenOnedidastallturnontopofthee/a.Ashedivedthee/areleasedabuteight100lbbombs,whichfell200yardsfromtheship.Greenoneattackedfromdirectlyaboveallowing1.5ringsdeflection,firingoneburstofabout3.5seconds,endingupabout50yardsbehindwithaslightdeflectionshot.Considerablereturnfirewasexperiencedbutnotaccurate.Thee/aappearedtoturntoattacktheshipagainandGreenOnedivedtomakeahead-onattack.

Whenabout500yardsawayfrome/aitburstintoflamesandcrashedinalargepoolofflamesintotheseaabout500yardsfromtheship.ThiswaswitnessedandconfirmedbyGreen2Sgt.Evanswhodidnotneedtofireasthee/ahadcrashedbythetimehewasinposition.GreenOneS/LdrHeyworthfiredabout600rounds.

OnestoppageduetofaultydeWildeammunition.TheotherdeWildegunfiredcorrectlyhowever.E/acolourdarkgreywithusualmarkings.Ourcasualtiesnil.OnedentmarkonGreenOnespinner.EnemycasualtiesoneHe111destroyed.Oura/clandedPembrey,GreenOneat1010hours,GreenTwo1048hours.GreenTworeportsrearfirefromstarboard

blisterofe/a.Healsoreportedhesawnofirefromtheship.

Afewdayslater,HarveyHeyworthreceivedthefollowingletterfromIvorEvans,skipperoftheshipinquestion,theMFADennisRose.

Ican’tletthisopportunitypasswithoutwritingtoyouandthankyouforthesplendidwayyoucametomyassistanceonthe9thofthismonth.ImayalsoaddthatIwasdeeplytouchedbyyourconcernaboutoursafetywhenIwasinformedthatyouwouldliketohaveafewwordsonthephonewithme.Inaturallyinformedthemembersofthecrewofyourconcernandtheygaveyouaspecialcheer.WhenthefunstartedIwasonthestarboardsideofthebridgeandwhenJerrycamenearenoughwegavehimafullskipfromourHotchkiss,thentherewasnotimetochangeskips.Ihadthentowatchmysoldiergunnersaft,Iwasafraidtheymightfireatyouintheirexcitement.Howeveritwasagrandsightandtoseeyougivinghim(Jerry)whathedeservedwasathingIshallneverforget.HewouldcertainlyhavegotusonlyforyouandIhavesentmyreportandrecommendationtotheproperauthoritiesandIsincerelyhopethatyouwillberewardedforsuchadaringact.

IamsurethatIspeakforthewholeMerchantServicewhenIsaythatweoweyou,andtherestofthesplendidchapsinyourService,morethancouldbeadequatelyexpressedinmerewordsorwritingandweyieldtononeinourkeenappreciationofthesplendidworkthatyouaredoingandthepridewehavefortheAirForceasawhole.

WeleftMilfordHavenonSaturdayandonSaturday

nightwewereattackedagainbyahostileplane.Iamgladtobeabletoreportthatitwasbroughtdown.Hecertainlywaslookingfortrouble.Jerryflewquitelowbetweenourtwocolumnsandreceivedthefullblastofoursmallarmament.

AHeinkelHe111explodesafterbeingattackedbyaBritishfighter.IWM

TheaircraftbroughtdownbyEvans’screwonthatEasterSundaymorning,12April1941,appearstohavebeenHeinkelHe115floatplaneBL+CHofKüstenfliegergruppeI/906.ItcamedownabouttenmilesoffStDavid’sHeadandwastowedintoPembrokeDock,itsthreecrewbeingtakenprisoner.On13JuneHeyworth,returningtothesquadronaftera

week’sleave,‘collected’yetanotheraircrafttype,thistimeaCurtissP-40Tomahawk,whichwasthenbeingusedbyRAFArmyCo-operationCommandandwhichhaddroppedintoPembreyforsomereason.OnthefollowingdaythesquadronmovedtoFairwoodCommon,Glamorgan,whichofficiallyopenedasafighterstationon15June,anditwasthere,on26June,thatHarveyHeyworthmadehislastflightasCOofNo79Squadron,markingtheoccasionwithaerobaticsandabeat-upoftheairfield.Twodayslater,hewasplacedontheSpecialDutyListwith

therankofwingcommanderandpostedbacktoRolls-Royceas

therankofwingcommanderandpostedbacktoRolls-Royceasatestpilot.No79SquadronremainedatFairwoodCommonuntilDecember1941,whenitmovedtoBaginton,andinMarch1942itleftforIndia.ItwouldenditswarflyingRepublicP-47ThunderboltsinBurma.

CHAPTERTHREE

BOMBERCOMMANDINTERLUDE:JIMHEYWORTH

InJune1941,ataboutthesametimethatHarveyHeyworthwasendinghisoperationalcareerintheRoyalAirForce,hisyoungestbrotherJim,twelveyearsHarvey’sjuniorandeducatedatStEdwardsSchool,Oxford,wasjuststartinghis.Justoverayearearlier,Jimhadbeenreadingmedicineat

LiverpoolUniversitypriortogoingtoCambridge,andinJune1940,afteragooddealofsoul-searching,hevolunteeredforpilottrainingintheRoyalAirForceonhiseighteenthbirthday.Afterthreeweeks’basictrainingatWilmslowinCheshiretherewas,asheexplained,

...afewweeksholdupinthesystemandsixpotentialaircrewweredespatchedtoRAFDigby,LincolnshirewhichwasafightersquadronreststationastheBattleofBritainhadstartedbyJuly1940.Theweatherherewasglorioussunshineeveryday.ThesixofuswereputinaNissenhutwithabed,twoblankets,andsmallbed-sidechest,andourkitbagatthebottomofthebed,withtwentyothermenofallshapesandsizes!Wespentourtimecleaningpotatoes,sluicingandpaintingtheloos,whereincidentallyIlearntmoreaboutsexfromthegraffitionthewallsthanIhadlearntinmylifesofar.

WewerethelowestformoflifeintheRAFasAircraftmanGrade2.Thispostingwasfrustratingbecausewewantedtostartourflyingtraining.InAugustitwasarelieftobepostedto

ThethreeHeyworthbrothers:Peter,HarveyandJim.PeterstudiedmedicineinCambridge,LondonandLiverpool,andwhilestillastudenthemarriedJoyceFielder,whowastobehislifelongpartner.HemovedtoGuernseyasGPin1938.In1940hejoinedtheRAFandultimatelybecamesenioranaesthetistatNo2RAFHospital,Cosford.HereturnedtohispracticeinGuernseyafterthewar.Awayfromworkhewasanoutdoorman.Helovedthesea,particularlysailing,andonlygaveupwhenhishealthfailedhim.PeterStuartArthurHeyworthdiedin1999.CorinneMoore

PaigntoninDevonwheredesignatedaircrewweresentforsixweeksAirForceeducationandphysicaltraining.Paigntonwaspleasant,abarehotelbedroomwithfourorfivebeds,cupboards,lotsofphysicaltraining,navigationandMorseCodeinstructionandsoon;agoodsix-weekcourseinexcellentweather.OnedaytwoGermanfightersflewoverat100feetsprayingthepromenadewithmachine-gunfirewhilstweweredoingPTonthepromenadegrass.Welayflatinsecondsandafewcadetswereinjuredandoneortwokilled.Iwasfuriousaboutbeingshotatandwasreallylookingforwardtomyturntogiveareply...

InOctobersomeofuswerepostedforinitialflyingtrainingatBrough,nearHull.Thiswasabrick-builtRAFschoolandtheaccommodationwasaspleasantasPaignton,butwehadnotreachedthebedsheetstageyet.

WhilstflyingTigerMothsandBlackburnB2trainerswewereselectedforBomberorFighterCommanddependingonourattitudeandstyleofflying.Iwasa50/50caseandmyinstructorthoughtIwouldmakeacrewleadersoIwashappytosettleforbombers.WhilstatBroughIwentsoloafter6½hours’instructionandcompleted42hoursflying.ThenextpostingwasLittleRissington,betweenBurfordandStowontheWold,tolearntoflytwin-enginedAvroAnsontrainers.Theflyingtrainingwasdifficultattimesbecauseofthesnowandbadweather,butstoodusingoodstead–wehadnoradioaids,allnavigationwasaccomplishedbymapreadingcombinedwithdeadreckoning(workingoutyourcoursebyusingestimatedMetOfficewindspeedsandknowingyourcruisespeed).Railwaylines,whichappearedblackfromtheairinsnowcoveredcountryside,wereoftenasavinggracetoprevent

gettingcompletelylost.OnmyfirstnightsoloatoursatellitegrassairfieldofChippingNorton,withthecloudbase1200feet,Isaw,heardandfeltastickofbombsgooffinalineontheairfield,thenallthelandingflareswereextinguished.IturnedmynavigationlightsoffandclimbedtheaircraftintothebottomlayerofcloudtohidefromtheGermanintruder.AfterfiveminutescirclingwhereIthoughttheairfieldwouldbe,IcamedownoutofthecloudandshortlyawhiteVerylightwentoff–thiswastheallclearthattheenemyhadgone,buttherewasnoindicationofaflarepath.Faintvehiclelightsappearedrushingaboutandafter40minutestheflarepathwasrealignedtoavoidthebombcraters,soIlandedOK.IwasastonishedtofindoutwhatpanichadbeengoingonwhilstIwascosilytuckedawayhalfincloud;apparentlytheythoughtIwouldbeshotdown.Noonewasinjuredonthegroundandallfivecratersfilledinadaylater.

LikethousandsofotherRAFpilots,JimHeyworthlearnedtoflyinthedeHavillandTigerMoth.Author

VickersWellingtonbombers.TheseaircraftbelongtoNo9Squadron,whichwasbasedatWaddington,Lincolnshirein

1941.IWM

InApril1941JimHeyworthwasawardedhiswingsandcommissioned,afterwhichhewaspostedtoNo20OperationalTrainingUnitatLossiemouth,nearInvernessinScotland.Heyworthrecallsthattheaccidentratewasappalling,eventhoughhiscoursewascomparativelyaccident-free.

Ourcrewcompleted60hours’flyingtrainingin7weekswithonlyoneenginefailure.Outofeightcrewswhostartedthecourseonecrashed,killinghalfthecrew,andonecrewfailedthecourse.Notonecrewinthecoursebeforeusfinishedintact;allhadacrashandmostofthethirty-sixwerekilled.IdidnotknowthisuntilIwenttotheAdjutant’sofficetocollectmypapersandrailwarrantforpostingandsawthecoursegroupphotoonhiswallwiththefacesofthosewhohadlosttheirlivescrossedoutinred.

Afteraseven-dayleaveHeyworthwaspostedtojoinNo12

Afteraseven-dayleaveHeyworthwaspostedtojoinNo12SquadronatBinbrookinLincolnshire.ItwasJune1941,hewasnineteenyearsoldandoneofthesquadron’sfirstvolunteerpilots,mostoftheothersbeingregulars.ThesquadronhadbeenequippedwithFaireyBattlelightbombersattheoutbreakofwarandhadgonetoFranceaspartoftheAdvancedAirStrikingForce,sufferingdreadfulcasualties.Twoofitsmembers,FlyingOfficerGarlandandSergeantGray,hadbeenposthumouslyawardedtheRAF’sfirsttwoVictoriaCrossesoftheSecondWorldWarforsacrificingthemselves(andtheirgunner,LACReynolds,whohadreceivednoaward)inagallantbutfutileattackontheenemy-heldbridgesatMaastrichton12May,1940.JimHeyworth’sbaptismoffirewassoontocome.On24July

1941,amajordaylightoperationwasmountedagainsttheGermanbattlecruiserGneisenauandtheheavycruiserPrinzEugen,lyinginBrestharbour.Gneisenau’ssistership,theScharnhorst,hadsailedforLaPalliceonlyadayortwoearliertomakeroomforthePrinzEugen,whichhadescapedafterthebattleshipBismarckhadbeensunk,sotheoriginalforceof150aircraftscheduledtotakepartintheattackwasreduced.TheplancalledforBresttobeattackedbyseventy-nineunescortedVickersWellingtonbombers,whilediversionarysortiesweretobeflownbyeighteenHandleyPageHampdens,escortedbythreesquadronsofSpitfiresfittedwithlongrangetanks,andbythreeBoeingFortressIs,thelatterbombingfrom30,000feet.Asafurtherdiversionarymeasure,theCherbourgdocksweretobeattackedbythirty-sixBristolBlenheims,withastrongSpitfireescort.Meanwhile,theScharnhorstatLaPallicewastobeattackedbyfifteenHandleyPageHalifaxfour-enginedheavybombers.TheBrestattackwasadisaster.Theraidwasbrokenupby

fierceandprolongedfighteropposition;tenWellingtonsandtwoHampdenswereshotdownbyfightersorflak,andthewarshipsintheharbourwerenothit.TheHalifaxesattackingLaPallicealsometstrongfighteroppositionandsomeflak;fivewereshotdownandalltheothersdamaged.However,five

directhitswereregisteredontheScharnhorst.Threearmour-piercingbombswentstraightthroughthevessel,and3,000tons–someaccountssay7,000tons-ofwaterpouredintoherthroughtheresultingholes.Twosmallerbombsexplodedinthebatterydeckbutcausedonlynegligibledamage,andtherewerenocasualties.ThatnighttheScharnhorstreturnedtoBresttotakeadvantageofthatport’sbetterrepairfacilitiesandstrongerflakdefences.Itwouldbefourmonthsbeforeshewasfullyseaworthyagain.JimHeyworthdescribestheattack.

Wetookoffinthemorning,notacloudintheskyoverEnglandandFrance.Weapproachedtheestuaryinaformationofthreeaircraftat10,000feet,asittingduckforthegrounddefences.Flakshellswereburstingallaround,indicatedbylargepuffsofsmokeandstreamsoftracer.Wereleasedourbombsandturnedtoporttocrossthenorth-westpeninsula.Wecouldseefightersapproaching,andassecondpilotthecaptaintoldmetogototheastrodometodirectourfireandtellhimwhatevasiveactiontotake.

AnMe109approachedfromdirectlyasternandfiredcannonshellsfromabout500yards,whichwasbeyondtheeffectiverangeofourrearguns.TheGermanpilotcontinuedtoholdthatrangeandItoldthereargunnertoceasefiringinthehopethatthefighterwouldclosethegapinanattempttofinishusoff.Itwasunnervingtowatchthetracerscomingstraighttowardsone’sface,thenswervingabove,belowortoonesideatthelastsecond.

Thefiringstoppedandthefighterclosedinforthekill.Itoldthegunner“Hold...hold...”thenatabout200-300yardsrangeIshouted“Fire,andkeepyourfingeronthetrigger!”

Hesaidthegunswouldoverheat;myreplywas“Killhim,andtohellwiththeguns!”

TheMe109continuedtocloseinanddrewlevelwithusontheportside.AsitslowlypassedIcouldclearlyseethepilot’sheadbentdownandhewasslumpedforwardinhisstraps,presumablydead.Thefighterbankedandturnedover,divingverticallyfrom10,000feet,anddisappearedatabout5000feet.Wedidnotseeithittheground,andthereforecouldonlyclaima‘probable’.

Ourlivesweresavedbythereargunner’scourage,ashekepthisnervewhileholdinghisfireuntiltheMe109waswellwithinrange.Iwasnineteenyearsold,andgrewupveryquicklythatday...

JimHeyworth’sunpublishedmemoirspaintarevealingpictureofwhatBomberCommandoperationswerelikein1941,asthecrewswerestillverymuchlearningtheirtrade.InDecember1940,BomberCommandhadadoptednewtacticsinitsnightoffensiveagainstGermany.Hitherto,theCommandhadconcentratedonmakingprecisionattacksonselectedtargets,buttheaccuracyachievedwaslow,andthisfact–combinedwiththedamagingattackonCoventryinNovember1941–broughtaboutamajorpolicychange.Bombercrews,fromnowon,weregivenclearinstructionstofindandbombtargetsinlargeindustrialareaswhere,eveniftheirbombsmissedtheprimarytarget,theymightneverthelessstillinflictconsiderabledamageonotherworthwhileobjectivesinthevicinity.Thefirstoftheseso-calledareaattacks,code-namedOperationAbigail,wasmountedagainstMannheimonthenightof16/17December1940.Atotalof134Wellingtons,Whitleys,HampdensandBlenheims-thelargestnumberofaircraftsofardetailedtoattackonetargetweredespatched,and102aircraftclaimedtohavemadesuccessfulattacks.Post-raidanalysis,however,showedthatmostofthebombshadfallenoutsidethetargetarea.Itwasclearthatthestandardof

targetlocationleftmuchtobedesired,andequallyclearthatthiswouldonlyimprovewithbetteraidstolong-rangenavigation.

BombsexplodingduringanattackbyRAFaircraftonanenemycoastaltarget.Thewavylinesontheleftaretracershells.IWM

JimHeyworthandthecrewofWellington‘JforJohnnie’ofNo12Squadron,Binbrook,inSeptember1941.Thenoseoftheaircraftcarriesatallyofthirteenbombingmissionsandone

enemyaircraftdestroyed.JimHeyworth

NoseartofJimHeyworth’sWellingtondepictstheflagsofBritainandCanada,surmountingtheHeyworthfamilymottoNilDimidiumEst,atallyofeightbombingmissionsandone

enemyaircraftdestroyed.JimHeyworth

TheSquadron(Heyworthwrote)wasintheprocessofconvertingtotheWellingtonMkIIpoweredbytheRolls-RoyceMerlinXengine,whichhad25percentmorepowerthantheWellingtonI’sBristolPegasus.Ibegantoliketheaeroplaneverymuch,mainlybecauseofenginereliability,andbecameconfidentinwhatIwasdoing.Everyopportunitywastakentoflyinthedaytime,weatherpermitting,andalwaysbeforeabombingmissionscheduledforthatnight.Gunnerstestedtheirturretsandguns,theintercomsystem,everything,sowesetoffwithourfullbombloadconfidentallwasshipshape;notallcaptainsdidthis.IfIcouldgetmyflightcommander’spermissiontoflywedidso.Itwassuchfunandofcourseitbredcrewunityanddisciplineintheair,whichlaterprovedtobesovaluabletousallandhelpedustosurvive.

Itneededabitofcouragetoflythroughalineofsearchlightsandhundredsofack-ackgunsneartheRuhrwhenbombingfactoriesandrailways.Thankgoodnesswedidnotknowhowineffectivewewereinthosedays,withfiftyto200bombersflyingbydeadreckoningaloneat16,000feetusingthemoonlighttopinpointtheRhineandrailways.Withoutthebenefitofradaroranyformofnavigationaidsorbeams,itwasnowonderthatfewhitthetarget.Timeandagainwewouldbebriefedat3p.m.foraraidandgetallkittedupinflyingsuitsonlytohearthatithadbeencancelledduetobadweatheroverGermanyandwewouldnotseetheground,orthattherewouldbefogatbaseonourreturnat2a.m.Flightdurationswere4to8hours,even9hours.Thecaptainhadaseat-typeparachuteandremainedstrappedintohisseatforthewholetrip.Therestofthecrewhadchestparachuteswhichwerestowedneartheirpositions.IfIneededtotakealeakIhadapintbeerbottlehandy,

butitwasoftenfreezinginthecockpitandonehadtobecarefulnottogetfrozentotheneckofthebottle.Iftheheatingwasnotworkingwelltheoxygenmaskwouldfreezeontoyourface.Thegunnershadelectrically-heatedsuitsandneededthem,astheairtemperatureintheirenvironmentwouldbe-20°C.Talkingwasencouragedandevenjoking,buteverynowandthenwehad5minutesofsilence–therewasafinelinebetweenoverconfidencewhencruising,notunderattack,andworryorfearbroughtonbysilenceinacrew.Forexample,oncrossingtheDutchcoastonthereturntoEnglandacrosstheNorthSeaitwaseasytorelaxbuttherewasalwaysthechanceofflyingoveraflakshiporbeingattackedbyanightfighteronpatrol.Weoncehadanintrudernightfighterinthecircuitwithourownaircraftpriortolanding;hefiredatoneofourbombers,whichwasslightlydamaged,thenhewaslitupbyoursearchlights.WeweresocrosswediveddownatfullpowerbehindhimandItoldthefrontgunnertoemptyhismagazinebutwecouldnotgetnearenoughandlosthiminthedark.

Losseswerehighandonebecamealmostimmunetofindingthatpeoplehaddisappearedbutononenightwelostthreecrewsandthisfact,combinedwithacoldsnowydayinDecember,causeddepressiontosetin.Formetherewasneitheractualfearwhensettingoffonamissionnoratanytime,mainlybecause,asapilot,Ialwayshadmyhandsonthecontrolsandtherewasthemoraleofthecrewtokeepup.Underflakfireitwasessentialtotalktothecrew,likegivingacommentaryofconfidenceastowhatIwasdoing.Whenyouheardaflakshellburstyouknewitwasnearsooneofthecrewwouldcheckforholesinthefuselage.Thesecondpilotwouldcheckthewingswithatorchasfarashecouldseeatnight,whilethepilotkepthiseyeontheengineoil

andradiatorgaugestoensuretheywerereadingsteadyandcheckedthattheaileronselevatorandrudderwererespondingnormally.

Imadeaseriousmistakeonenightwhenwewereconedbyanestimatedseventysearchlightsat15,000ftandoneanti-aircraftshellburstunderourtailandputtheaircraftintoadive.ForsomereasonitwasdifficultpullingoutofthediveandtheconcentrationandeffortwassomuchIforgotallaboutthecrew,anditwasaboutaminutebeforeItoldthemthatIhadcontrol.Thatbriefsilencebrokethefrontgunner’snerveandhestartedscreamingforsomeonetolethimout,whichthesecondpilotdid.Therewasadoorfromthecabinintotheturretwhichhadtobeopenedforhimandthiswasthedrillintheeventofanemergency,otherwisethefrontgunnerwouldbelockedin.Heneverflewonoperationsagain,eventhoughafterarestperiodItookhimflyinginanattempttorestorehisnerve.Hecouldnotstandtheturretdoorbeinglockedshut,andwithoutthedoorshuthecouldnotrotatehisturret.Hewascourtmartialledforlackofmoralfibre.Myreporttothecourtexplainedthatminuteofsilenceandthatthecrewshouldhavebeeninformedaboutwhatwashappening.Ifeltterriblebecausethecourtwouldnotacceptmysilenceassignificant,anditwastherootcauseofhisfear.ThegunnerwasreducedinrankfromsergeanttoLAC.

Soonaftertake-offonenighttherewasajinxonouraircraft;theelectricsfailed,theintercomfailedandwehadtoabortthemission.Outatseathebombswerejettisonedtolightentheloadforlandingonreturn.Wewereflyingincloud,andsuddenlyweweresurroundedbytracer.WewerehitinoneaileronbutlandedOK.

Thefollowingeveningsomeoneaskedmetojoin

himinavisittothe‘OfficersClub’inGrimsbywherethelocalgoodcitizensentertainedlonelychapsofallthreeservices.Atthebarwerethreenavalofficers,andmyfriendsaid,“Comeoverhere,youhavesomethingincommonwiththislieutenant.”Hewasthecaptainofthefrigateonwhich,ittranspired,Ihadaccidentallyjettisonedthebombload,andofcourseIapologisedprofuselyandtoldhimhowaccuratehisgunnerswere.Wehadahilariouspartythereafter.

BombingmissionscontinuedandIfeltmoreandmoreconfidentthatIcouldhandlearealemergencyandenablethecrewtosurvive.Therewereoccasionswhenwereturnedwithholesintheaircraft,butallwasgoingtoowelluntilmidOctoberwhenoverNurembergwewerehavingtroubleinlocatingthetargetbecauseofcloud.Eventuallywesawtheglintofariver,arailwayandamarshallingyardthroughagapinthecloud,andaswedroppedourbombsthewholeskylitupwithflakbursts.Weescapedandwereheadingforhomewhenoneofthetwoenginesstartedtooverheat–lossofcoolantprobably,theresultofapipeholedbyshrapnel.

ThenavigatorsaiditwasfivehourstotheEnglishcoastat100mph,oursingleenginecruisespeed.IheadedslightlysouthofourtrackwhilstwedebatedbalingoutoverSwitzerlandwheretherewasnocloud;thelakesandmountainswereclearinthemoonlight.Thecrewleftthedecisiontome,soIsaidIwasgoingtomyweddinginsixweeks’timeandwasnotgoingtobelate.

WefloggedourwaybackononeengineavoidingthedefencesinGermanybyflyingwestoftrackoverFranceandavoidingParis,allthetimelosingpowerbecauseIhadtousefullpowertokeepasmuchheightaspossible.Withoneengineshutdownthe

windmillingpropellerproduceddragononesideandthiscouldnotbecounteractedunlesstherudderwasusedbypushingonthepedal.Inthiswaytheaircraftcouldbekeptstraight.Afterhalfanhourmyrightlegwasgettingverypainfulanditwasnotpossibletoholditstraightbecausepressureontherudderwastoogreat.ThecrewfoundsomeropeandlashedthepedaltoastaythusrelievingtheamountofpressureIhadtoexert.Ithenusedtheotherlegtoresttherightone.

DawnbrokeasweflewbymistakeoverDieppeat800feet,butnooneshotatus.Overtheseawecouldnotkeepheightsoat500feetItoldthecrewtothroweverysinglelooseitemoutofthedoor–evenparachutes,becausetheyweighedagoodfewpoundsandwewerebelowourminimumbale-outheightanyway.Theystrippedeverythingbareandthiskeptthembusyandfulloffight.Werehearsedourdinghydrillandwiththereductioninweightmanagedtostabiliseouraltitudeatabout400feet.

ItwasalongtimebeforewesawwhatweassumedwasDungenesspointfromreadingourmap.WealsoknewthatLyddairfieldwasinthevicinitybutaMorsecodesignalsaidwewerenotunderanycircumstancestolandthere.WedidhaveshortrangeR/TspeechandontheemergencyfrequencygaveaMaydaycall,butweweresolowthattherewasonlyafaintreply.TheradiooperatorhadpreviouslycontactedbaseandweweretoldtoheadoverthehillstoanairfieldinKent.Bythistimethegoodenginewasbeginningtoshowsignsofpackingup.Realisingthatthehillsweretoohighforustoscrapeoverinourpresentcondition,andwiththevalleystoosteepforabellylanding,wehadnoalternativebuttostartupthebadengine.Itgaveus1000feet,justenoughtogetusoverthehighground.

Acontrolledcrashlandingwasouronlyalternative.Itwasuptomenow.ThecrewmovedtotheircrashpositionsandIsawsomeflatmarshland,selectedthefieldsontheedgetoavoiddrainageditchesandtoucheddowngentlyandslidtoastop.Thecrewdrillworkedwellandweallgotout–myselfwithahandfire-extinguisherastheenginewasstillsmoking.Istuffeditinthecowlingandhoped,buttherewasnofurtherfire.Afterafewminutes’discussionthenavigatorstartedtodoubtbothhisandmymapreadingandwonderedifwehadslippedintoFranceovertotheeast-theFrenchcoastgoesnearlynorthfromDieppe.PersonallyIwas99percentsurewehadidentifiedDungenesscorrectlyonourportsideeventhoughwewereonly400feethigh–itissuchanobviouslandmark.

‘ToplaysafethreeofthecrewagreedtostaywiththeWellingtontospraypetrolonthegrassandsetfiretotheaircraftonasignalfromme-aredVerylight.Agreenlightwouldmeanthatallwaswell.Theotherthreeofuswalkedtowardsafarmamileaway;itwasnow6a.m.anddawn.Wemetsomepeoplewithredscarvesandtheyfled,jabberingawayinalanguagethatwasclearlynotEnglish.Wechasedthembuttheydisappeared.WecametothefarmandIcreptaroundtothefrontandlookedinthewindowtoseeTheTimesstrewnonanarmchair.Iranaroundthebacktotheothertwointheyardshouted“HoorayforTheTimes!”andfiredoffthegreenVerywiththesignalpistol.Avoicefromabedroomwindowshouted“handsup”andtherewasthefarmerwithashotgunabout40feetaway.HethoughtwewereGermans.Afterashortdialoguewithourhandsup(Idroppedthepistolontheground)wemadepeace,collectedthecrewandallourbelongingsandsatdowntoahugefarmbreakfast.Thearmyarrivedquicklytoguardtheaircraft,presumablyfromtheGypsies–the

jabberers!Whatisinteresting,onreflection,isthatnoneofthe

crewsufferedfromshock–thewordwasnotused.Itneveroccurredtothecrewthattheyshouldhaveanyemotionexceptsheerelationathavingsurvived.AtthattimeanenginefailurewellinsideGermanynormallymeantthatthecrewbaledout.Wehadsetarecordforasingle-enginedflightinaWellington,overfivehoursononeengine,andhopefullyitwouldencourageothersnottogiveupthereafter.

ItwasgoodtoknowthatourWellingtonwasrepairedandinservicesixweekslater,havingsustainedminordamagetothebellyandpropellersonly.Therewasnoflakdamagetotheradiatorsystemoftheengine;thelossofcoolantwasduetoamaterialfailureoftheradiatoritself.Itwasimportanttohavebroughttheaircraftbacksotheenginecouldbeinvestigated.Rolls-Roycetookimmediateactionandhadallenginesinservicechecked.Otherswerealsofoundtobefaultyandconsequentlytheradiatormanufacturermodifiedallnewonesandallthoseinservice.MyelderbrotherwasaTestPilotatRollsRoycesohecollectedmebyairandtookmetothefactoryinDerby,whereIcomplimentedtheengineersonbuildinganengine–theMerlin–whichcouldrunatmaximumpowerforsolongwithoutbreakingup,althoughattheendtheenginewasoverheatingandgiving70percentpoweratfullthrottle.

TwodaysafterthisepicflightweweregivenanewWellingtononwhichtheenginescouldbestoppedinflight(propeller‘feathered’sothatthebladeswereedge-ontotheairflow)thusreducingthedragenormously.Thismadesingleengineflyingeasyandyoucouldmaintainheightat3000feetatlessthanfullpower.FivedayslaterwebombedBremendocks.

Another12Squadroncrewhadanevenluckierescape,asHeyworthrecountedyearslaterinalecturegiventotheRolls-RoyceHeritageTrust.Theincidenttookplaceinthewinterof1941/42.

ThecrewsetouttobombGermanshippingatLeHavre.TheywereduebackatBinbrookatmidnight,buttheyneverarrivedandafterthreehoursitwaspresumedtheyhadeitherlandedsomewhereelseorhadbeenshotdown.ThepilothadonlyjustbecomeengagedtoaWAAFandshewasondutyintheOperationsRoomatthistime.Shewasdueforimmediatepostingawayfromthesquadronbecauseitwasnotadvisableforengagedormarriedcouplestoworkonthesamestation.Therewasenoughstressonthebombercrewsbecausethelosseswerehigh.Annewasagedtwenty-two,blondeandattractive,andcameoffdutyat6.00amjustasnewscamethroughthattheaircrafthadcrashedonthemoorbetweenBaslowandSheffield.Fivecrewwereaccountedforandonewasmissing.

At8.00amtheSquadronEngineerOfficerandIwereinstructedtoinvestigatetheaccident.Wesetoffinavanwithwheelchains,thesnowwashorizontalandittookfourhourstocoverthe80milestothesceneofthecrash.ItwasDecember,therewasmist,andthesnowwasabout6inchesdeepanddriftingonthehills.AlocalArmylieutenantmetusandshowedusthewayacrossthemoortotheremainsoftheaircraft.Hegaveusthegoodnewsthatthemissingcrewmemberhadbeenfound,soallsixcrewwerealive.

Theinvestigationintotheaccidentimmediatelyestablishedthecause.TheWellingtonwasincloudat3000feetandthenavigatorgavethepilotclearance

todescend,thinkingtheywereoverLincolnshireandwouldbreakcloudat1500feet.Duetoanerrorofdeadreckoningonthenavigator’schart,theyflewoverDerbyheadingnorth,andastheyletdownthrough2000feettheyhitthePennineseastofBaslow.TheWellingtonhitthetopofthehillandbounced,itsundersiderippedopen.Thesecondpilot,whowouldbesittingonacollapsible-typeseat,felloutwiththeaircraftstilltravellingat150mphandfellintoasnowdrift,wherehewasdiscoveredtenhourslatersufferingonlyfromfrostbite.Hewasthemissingcrewmember.Theaircrafthitthemooragainonitsbellyafter400yardsandbrokeup,butdidnotcatchfire.Thereweresix500lbbombsscatteredaroundthescene,thecrewhavingbroughtthembackbecausethebombreleasehadfailed.

Thenavigatorandradiooperatorwerescratchedandbruised.Theyfoundthepilotslumpedforwardandpulledhimoutunconscious;hisheadhadcrackedthe1inchthickbullet-proofwindscreen-therewerenocrashhelmetsinthosedays.Theyfoundthefrontgunnerinhisturret,whichhadseparatedandrolledafewyardsdownthehill;hewasconsciousbuthurt.Theyopenedtheturretdoorandpulledhimout.Thereargunnerwasinhisturret,upsidedownwithhislegstrapped,andthefrontgunnerstayedwithhim.Itwassnowingandfreezing,withhillfogandahighwind.Theycouldnotfindthesecondpilotanywhereneartheaircraft,anddarednotmovetoofarawaytosearchforhimincasetheygotlost.

InanattempttoattractsomehelptheradiooperatorfiredoffsomeredVerylights,andoneofthesewascaughtbythewindandfellonthewing,whichwasleakingtwohundredgallonsoffuel.Itimmediatelycaughtfire,andforthefirsttimethecrewcouldseetheirsurroundings,andthefirstthing

theysaw,totheirhorror,wasa500lbbomblyingneartheblaze.Luckily,thewinghadseparatedfromtheaircraft,buttheyellowpaintonthebombwasblisteringintheheat.Bythistimethereargunnerwasaveryworriedmanandwasgoingcrazywithfear,sothenavigatorshuthimupwithajabofmorphiafromthefirst-aidkit.Thepilot’sheadtheybandagedbytorchlight.

Afteraboutanhourtheradiooperatorandnavigatordecidedtogoforhelp.Theywalkeddownhillblindlyandafterabout15minutestheysawthelanternsofarescueparty.Someonehadheardthecrash,seentheorangeglowofthewingonfireandraisedthealarm.Thetwoaircrewshoutedindelight,andweremystifiedwhentherescuerssuddenlystartedtorunawayfromthem,awaytotheleft.Theyfollowed,andsoonfoundoutthereason.Inthedarkandmist,theyhadnotrealisedthattheywerewalkingonthesurfaceofapartlyfrozenreservoir.Hadtheykeptstraighton,theywouldhaveplungedintofreezingwater.

WesawallthecrewintheSheffieldhospitalthatevening.AnneandJohngotmarriedafewweekslater.

InJanuary1942Heyworth,whohadmarriedhisfiancéeJoyinthepreviousDecember,flewhis28thoperationalmissionandwastoldbyhiscommandingofficerthathehaddoneenough.InFebruaryhewasawardedtheDistinguishedFlyingCross(whichwaspresentedtohimbyHisMajestyKingGeorgeVIinthefollowingJune),forhisactionincontrollingthedefensivefireoftheWellingtonoverBrestinthepreviousyear.Thecitationreads:

P/OA.J.Heyworth,RAFVR,No12Squadron.InthedaylightattackonBrestinJuly1941,P/OHeyworthwasengagedbyanenemyaircraftafterbombingthetarget.Disregardinghispersonalsafety,hecoollydirecteddefensivefirefromtheastrodome,andtheenemyfighterwasprobablydestroyed.

Onanotheroccasion,afteranightbombingoperation,hemadeareturnflightoffivehoursononeengine.ForthisfineachievementhereceivedrecognitionfromtheAOC-in-CinanAdministrativeorder.Hehasshownhimselftobeaskilfulpilotandanableleader,andhisconsistentendurancehasatalltimessetahighexampletoothermembersofthesquadron.

AttheendofFebruary1942HeyworthwaspostedasaninstructoronWellingtonsatNo15OperationalTrainingUnit,HampsteadNorris,Berkshire.Itwasajobhedidnotlike.ComparedwithaircraftonoperationalsquadronsthoseattheOTUwereoldandunderpowered,andyetontwooccasions–thethousand-bomberraidsonEssenandBremeninJune1942–theyweresentoutwiththemainforcetoboostthenumbers.

JimandJoyHeyworthpicturedwithfamilymembers(Harveyattheback,ontheright)afterhiswedding.ViaCorinneMoore

JimHeyworthmadeitsafelybacktomarryhisfiancée,Joy,on3December1941.ViaCorinneMoore

Jimlatercomplained:

Noneoftheexperiencedpilotslikeditatallandwe

wishedwewerebackonourSquadrons.ThelossesandforcedlandingsonreturnwerehighbutpresumablythepopulationofthecountryhadtheirmoraleboostedbythethoughtofGermanybeingbombedbyathousandplaneswithabouthalfscrapedupfromanywhere,aboutwhichtheywerenevertold.

AtthebeginningofMay1943JimHeyworth,nowaflightlieutenant,rejoinedNo12SquadronatRAFWickenbyinLincolnshire,havingconvertedfromWellingtonstoAvroLancasters.No12Squadronhadbeguntorearmwiththefour-enginedLancasterinNovember1942.WithinthreeweeksofrejoininghisoldunitHeyworth,twodaysshortofhistwenty-firstbirthday,foundhimselfpromotedsquadronleadertoreplaceaflightcommanderwhohadbeenshotdown.HealsoreceivedaMentioninDespatches,on20May1943,inrecognitionofhisdedicatedservicetoBomberCommand.TimeshadchangedgreatlyduringJimHeyworth’sabsence

fromafront-linesquadron,asheexplains.

OnmyfirsttouronWellingtonstherehadbeen100bomberssettingoutonaraid.Now,almosttwoyearslateritvariedfrom500to800LancastersandHalifaxaircraftflyingina‘matchbox’typegagglemovingacrossGermanyandpassingoverthetargetin15minutes-amassraidtoreducethechancesofbeingpickedoffindividuallybysearchlights,flakorfighters.Somenightsthelosseswere3percentandsometimesashighas10percent.Aftertenmissionsanaircrewwaslivingonborrowedtime.Therewasonebadnightwhenthirty-onewentoutfromthetwosquadronsontheairfield[theothersquadronwasNo626,formedinNovember1943-author]andonlytwenty-fourcamebacktoourairfield,over20percentlost.

Ifmorethan800aircraftarepackedintoaboxmovingacrosstheskyapproximately1milewide,½amiledeepand25mileslongatnight,thereareboundtobesomeaccidentsandlossofaircraftduetocollision.However,overallthelosseswereconsiderablylessthaniftheaircrafthadbeenstrungout,allowingradartopickupeachaircraftindividually.Tothisday,Iholdtheimageoflookingupandseeingtheunderneathofafour-enginedbomberwithbombdoorsopenandallthebombsandincendiariesreadytobedropped–wewerebothconcentratingonourbombingrunandthereweresecondstogotoreleasethebombs.Itwassonear,onlyafewfeetabove,samespeedbutmovingslowlylefttorightandIcouldnotliftthewingtoturnwithouttouchinghim,soIslidslowlytoonesideusingtherudderinaflatturn.The4000-pounderlefthisbombbayandlollopedovermywingtipandthenoutcametheincendiariesbythedozen.Bytoday’sstandardsofaircraftseparationthiswouldbetermeda‘very,verynearmiss’.

Myflighthadhadarunofnolossesforthreeweeks,andthenwesuddenlylosttwocrewsoutofnineinonenightandthegroundcrewsservicingtheaircrafttookitbadly.Ihadtothinkupsomewayofrestoringconfidence.OnthenextmissionitwasmyturnforControlTowerDuty(wedidthisonceaweek)andafterthebombershadtakenoffIwenttotheOfficers’Mess,boughttwocratesofbeerandtookthemtothehutonthedispersalsiteneartheaircraftpans.Therewereabouttwentygroundcrewawaitingthereturnoftheaircraftandweallhadageneralchataboutwheretheylived,whatweretheirpeacetimejobsetc.Thissimpleaction,althoughitbroketherulesofdrinkingonduty,hadapositiveeffectonallgroundandaircrewsintheflightaswordgotaround.

OurtargetswereEssen,Duisberg,CologneandindustrialcentresintheRuhrValley,Hamburg,Berlin,Munich,theHanovermarshallingyardsandothercities.OurLancasterwasattackedbynightfightersandholedbyflakbutthedamagewasalwaysrepairable,noneofthecrewwasinjured.Weonlyhadoneoccasionwhenanenginewasdamagedandwecamebackonthreeengines–noproblem.Ihadfullconfidenceinmycrew,andtheyhadconfidenceinme.OnonemissiontoMilaninfullmoonlightovertheAlpstheradiooperator,aWelshman,hadusallinstitchesoflaughterontheintercom;Ijusthadtoshuthimupsoalleyescouldconcentrateonsearchingtheskyfornightfightersandinfullmoonlightthebomberswereclearlyvisible500yardsaway.Hewasawonderfulpersontohaveinacrew.

BetweenFebruary1942andJune1943thewholetechniqueofbombingtargetshadchanged.Therewasradarwhichallowedthenavigatortopositiontheaircraftaccurately,towithinamile.Thetargetwaslitbyvariouscolouredflaresdroppedbyaspecialforceofpathfinderaircraft.Therewasnoneedtoidentifyariverinthemoonlight,targetscouldbemarkedbelowalayerofthincloudifnecessaryandthemainforceofbomberscouldseethem.Timingdisciplinewasexcellent,sometimeswewerewithin5minutesofthetargetandallwasblackbelow–suddenlythebrilliantmarkerswouldappearandwithinaminutethemainforceweredroppingtheirbombs,theairwasfullofflakburstsandlitbysearchlights,theflashesofbombspepperedtheground,andwithin10minutestherewasahugepallofsmoke.Fromabove,itlookedlikeavisionofhell.

Bombing-upaLancasterofNo12SquadronatWickenbyin1943.JimHeyworth

Theyalsoagonised...agroundcrewawaitingthereturnof‘their’aircraftonamuddyairfieldinEastAnglia.IWM

JimHeyworthwentontocompletehissecondtourofoperationsandwasawardedaBartohisDFCon1May1944.HewasnowpostedasaninstructortoNo15OTUatHarwell,flyingWellingtonsagain.InMarch1944theairfieldwastaken

flyingWellingtonsagain.InMarch1944theairfieldwastakenoverbyNo38(AirborneForces)GroupinpreparationfortheforthcominginvasionofNormandy,andHeyworth’sflightwasmovedenbloctoMoreton-in-Marsh.ItwaswhilehewastherethatHeyworthwasgiventhe

opportunitytoapplyforajobasatestpilotwithRolls-RoyceatHucknall,wherehisbrotherHarveywasalreadyinstalled.ThiscameastheresultofamemorandumfromtheAOC-in-CBomberCommand,statingthatanypilotwhohadcompletedtwotoursofoperationswasfreetoapplyforanon-operationalflyingpost.WhentwoweekspassedandHeyworthhadreceivednoresponsetohisapplication,hetelephonedGroupHQandlearnedthatithadnotbeenreceived;hisCOhadnotforwardedit.Furiousatthis,andvariousshortcomingswhichhehad

uncoveredonthestation,HeyworthhadarowwithhisCOanddecidedtotakeprecipitateaction.

IgotinmyMorris8anddrovetoBomberCommandHQatHighWycombe,walkedintothemainbuilding,sawtheC-in-C’sPersonalAssistant,aSquadronLeaderWAAFofficer,andrequested5minuteswithhim–noappointmentofcourse.ShereturnedandsaidtheC-in-Cwasoutbuthisdeputy,AirMarshalSirRobertSaundby,wouldseeme.Fifteenminuteslateratabout12noonIwasusheredintohisoffice.Hesaidtakeachair(ahugeleatherarmchair)andofferedmeacigarette.Isaid“NothankyouSir,butdoIhavepermissiontosmokeapipe?”.Hesaidyes,passedmehistobaccopouch,andtoldmetolightupandcalmdownwhilehemadea‘phonecall.ItwasprobablytomyGroupHQ!Thenhesaid“Right,tellmeallaboutit.”IsaidIhadreadtheletterfromtheC-in-CaboutpilotswhohadcompletedtwotoursofOpsandOTUbeingabletomovetoanotherflyingjobonapplication,anditwasunfairformyapplicationto

beignored.IdidnotsayithadbeenheldupsomeofthetimebymyCOandIattachedblametothesystemfornotresponding.Also,IknewoneortwootherpilotswhowereinthesamepositionandtheywerealsofrustratedbytheofferinthisletterfromtheC-in-Cbecausetheytoohadhadnoseriousresponse.WefeltBomberCommandwaslettingusdown.

Hecheckedonthephoneandfoundnoapplicationhadbeengranted,andyettheC-in-C’sletterhadbeenoutfortwomonths.Rememberthatwasalongtimeinawar.HethenaskedmeifIwashappywhereIwasatMoreton-in-Marsh.IbrushedoffmyimpatiencewithmyStationCommander,apologisingformybehaviourbutatthesametimeexplainingIhadvolunteeredtofightawaragainstHitlerandthatwastheonlyreasonforbeingintheRAF.Iaccepteddisciplinebutdidnotlikebullshitadministration.

Hethenprobedmeatlengthaboutlifeatoperationalsquadronlevel,moraleofaircrew,theattitudeofthevolunteerpilotswhojoinedearlyinthewar–allinallitwasa30minuteinterview.HethenofferedmeapromotiontowingcommandertoworkupasquadronofLiberatorbombersandflyouttotheFarEastinfourmonthstime,ortojoinRolls-Royceasatestpilot.BecauseofJoyandMalcolm,myinfantson,Ichosethelatter,thoughapromotiontowingcommanderatagetwenty-threewasverytemptingtomyvanity.IalsosaidthatasIwasnotaRegularofficerIwasnottrainedtodealwiththeadministrationofacompleteunitof300men,andwasnotconfidentorcompetentenough.(HeexplainedIwouldhaveanAdministrativeOfficertolookafterallthis.)HeagreedtocheckwithRolls-RoycetoseeiftheyhadthevacancywhichIhadsuggested.

Finallyhesaid:“NooneshouldbeallowedtosuddenlydrivetoBomberHQandrequesttoseemewithoutbeingpunished.ThereforewithimmediateeffectyouwillbepostedtotheAirMinistryPublicRelationsDepartment,haveafewdays’speechtrainingandthenspendsixweekstouringBritainlecturingtothefactoryworkersmakingaircraftcomponents,tellingthemaboutyourexperiencestogivethemamoraleboosterandmakethemfeeltheirmonotonousjobswereworthwhile.”ThiswasshatteringanddepressingnewsbutIquicklyrealisedthatfirsthehadletmegetawaywithmyimpetuousvisit,andsecondmychancesoftestflyingwereover50percent.Iwasprofoundlygratefulforhisunderstanding.

SquadronLeaderJimHeyworth,bearinghisawardsforgallantry,picturedduringhismorale-boostingtourofthe

factories.Thephotographwasdisplayedineachfactorypriortohisvisit.JimHeyworth

OnedayinlateMay,followinghistourofthefactories,SquadronLeaderJimHeyworthreceivedatelegramfromBomberCommand,orderinghimtoreporttoRolls-RoyceatHucknall,wherehewouldbeinvolvedintestinganewtypeofpowerplantwitheffectfrom25June,1944.Ashereadit,hehadnoideathathewasabouttobecomeakeyparticipantinanewanddramaticeraofBritishaviation.

CHAPTERFOUR

HIGHERANDFASTER:DEVELOPINGTHEMERLINBythetimeHarveyHeyworthrejoinedRolls-RoyceinJune1941,theCompany’sfocuswasentirelyupondevelopingtheMerlinenginetomeettheRAF’sgrowingdemandsformorepower.Oftheothertwoenginesthathadbeenunderdevelopmentbeforethewar,the24-cylinderVulture–amarriageoftwoRolls-RoycePeregrineenginesjoinedtogether,oneinvertedontopoftheother,drivingasinglecrankshaftandservedbyacomplexlubricatingsystem–hadprovedadisasterandhadeventuallybeenabandoned.ItpoweredtheAvroManchesterheavybomber,whichinthesummerof1941equippedtwosquadronsofRAFBomberCommandandwouldequipfivemorebeforetheendoftheyear.TheVulturewasmountedintwoHawkerHenleytestaircraftandsubjectedtorepeatedtrialsandmodificationsatHucknall.Theengineshadatendencytooverheatuncontrollably,and

althoughinitialoverheatingproblemswereovercome,amajorproblemaroseinthedesignoftheconnecting-rods.IntheVulture,Rolls-RoycehaddepartedfromRoyce’sowndesignoftwocon-rodsusingthesamethrowofthecrankshaft,withtheresultthatanabnormalstresswasplacedononecon-rodofeachpair,whichledtofailuresoftheboltsholdingitsbearingtogether.Thecon-rodthenfailedandpenetratedthecrank-case,leadingbothtoenginefailureandinextinguishableenginefires.Therewasadesignschemetoovercomethisdesignerror,

buttheenginewasdoomedanyway,fortworeasons:first,becausetheManchestercouldnotflysafelyononeengineat

becausetheManchestercouldnotflysafelyononeengineattheVulture’sratedpower;andsecondly,becausetheVulturedidnothavethedevelopmentpotentialtoaccommodatetheongoingincreaseintheaircraft’soperationalweight.AfterthelossoftheprototypeManchester,acrucialmeeting

washeldwithAvro’sManagingDirector,RoyDobson,atwhichAirChiefMarshalSirWilfridFreeman,theseniorRAFofficerintheMinistryofAircraftproduction,andAirVice-MarshalArthurTedder,DirectorGeneralofResearchandDevelopmentintheAirMinistry,expressedtheiranxietiesastowhethertheVulture-poweredManchesterwouldproveasatisfactoryaircraft.WhathappenednextwasrecalledbyLordTedderinhismemoirs(WithPrejudice,Cassell,1966):

OnthedeskinDobson’sofficetherewasanicemodeloftheManchester.Beforewegotanyfurtheronthesubject,DobsonaskedFreemanadirectquestion:“IamtoldyouhaveplentyofMerlinscomingin.Isthisright?”towhichFreemananswered“Yes.”“Thenwhataboutthis?”saidDobson,takingoneofthewingsoffandaddinganextrawingandanextraengineononesideandthenrepeatingtheprocessontheotherside.“How’sthat?”heasked.“That”wastheLancaster–anafterthoughtthatbecameoneofthemostsuccessfulandeffectivebombersofthewar.

TheAvroManchesterwasadisasterbecauseofitsRolls-RoyceVultureengines.WithfourMerlins,itbecamethesuperlative

Lancaster.Rolls-RoyceviaJohnGregory

Morale,understandably,wasnotatitsbestintheManchestersquadrons.Luckily,theManchester’sservicecareerwasrelativelybrief.WhileproductionoftheManchesterwasinprogress,oneairframe,BT308,wasdesignateda‘four-enginedManchester’andfittedwithfourRolls-RoyceMerlinXXengines.Itfirstflewon9January1941withtriplefinsandwithoutventralordorsalturrets,andwastheprototypeoftheAvroLancaster,which,unlikeitsundistinguishedpredecessor,wouldbecomealegend.Theotherengine,thePeregrine,asupercharged

developmentoftheRolls-RoyceKestrel,hadbeentheintendedpowerplantfortheWestlandWhirlwindlong-rangeescortfighter.BecauseofthedevelopmentproblemsexperiencedwiththePeregrine,anditseventualabandonment,onlytwoWhirlwindsquadronswereeverformed.Itwasapity,fortheWhirlwind–fastandheavilyarmedwithfour20mmcannon–wasanexcellentaerodynamicdesign,andwithapairofMerlinsinplaceofthePeregrinesitwouldhavebeensuperlative.HarveyHeyworthmadehisfirstandonlyflightina

Whirlwind(P6987)on2July1941,acoupleofdaysafterhisreturntoRolls-Royce.Apartfromthis,mostofhistestflightsduringthisphaseweremadeinoneortheotherofthe

duringthisphaseweremadeinoneortheotheroftheCompany’sHurricanesorSpitfires,ofwhichtherewerenowseveral.Duringoneofthesesorties,whichtookhimto38,000feet,hislogbookrecordsthatheexperiencedthe‘bends’,apainfulconditioncausedbyexpandinggasinthestomachoranincreasedpercentageofnitrogeninthebloodstream,orboth.Heexperiencedthesymptomsagainafewdayslater,whenhetookSpitfireR6889to40,000feet.ThisSpitfire,aMkI,hadseenoperationalservicewithNo152SquadronandwasnowusedbyRolls-Royceforthegeneraldevelopmentofradiatorandoilcoolingsystems.The‘bends’phenomenonwasanewexperienceforpilots,asveryfewaircraftofthaterawerecapableofreachingaltitudesabove35,000feet.Cockpitswereunpressurised,andthediscomfortexperienceddependedonthemetabolismofeachindividual;someaircrewcouldflyfor30minutesbeforeexperiencingthesymptoms.Harvey’sbrotherJimwrotelater:

TheWellingtonwiththeWhittleengineandtwosuperchargedMerlinsandaircraftsuchastheAvon-enginedLancasterwereunpressurisedandcouldreach38,000feetwherebendsweresometimesexperienced.Thesymptomwasapaininthestomach,elboworshoulderjointwhichcouldbealleviatedbymuchbendingorflexingofthebody.Tothelittlegremlinswatchingthroughthecockpitwindowsitmusthaveseemedhilarioustoseethesehumansflingingtheirarmsaboutandthenscribblingthetestresultsonpaperastheaircrafttriedtoflyitself.Oncethepainbeganitworsened,andthenitwasacaseofcompetitionbetweenthepilotandtheflightperformanceengineer,astowhocouldsufferthemost,inordertocompletethetestschedule.Therewasoneseriouscasewhenaflightengineerhadabubbleinthebloodtothebrain,andhelostconsciousnessfortwenty-fourhours.Hismain

problemwasinabilitytobalancethepressureinhisearsastheaircraftdescendedandexternalpressureincreased.

HeyworthalsoflewBristolBeaufighterMkIIZ2061,whichhadbeenfittedwithtwoGriffonengines.On2AugusthegotthechancetoflyaMesserschmittBf109;thisaircraft,bearingtheBritishserialDG200,hadbeenrebuiltfromtheremainsofthreecrashedMesserschmittsandwasusedforperformancecomparisontrialsagainsttheSpitfireandHurricane.DG200,aMesserschmittBf109E-3,survivedthewarandistodaydisplayedattheRoyalAirForceMuseum,Hendon.OneoftheaircraftflownbyHarveyHeyworthduringthis

periodwasX4493,describedinhislogbookasthe‘BlueSpitfire’.ThiswasaMkIconvertedtothephotographicreconnaissanceroleasaTypeCPRMkV,withaMerlin45engine.This,andothersimilarly-convertedSpitfires,werelaterredesignatedPR.MkIVs.SomeofHeyworth’stestflyinginbothHurricanesand

SpitfiresatHucknallinvolvedcarburettortestsundernegative-gconditions,anoffshootoflessonslearnedduringtheBattlesofFranceandBritain,whenRAFfighterpilotshaddiscoveredadisconcertinghabitoftheMerlinengine–atendencytocutoutundernegative-gmanoeuvres.ThistendencywasnotafeatureofGermanaero-engines.InGermany,aero-enginedevelopmenthadprogressedrapidlyduringtheearly1930s,withfourmaincompaniesinvolved:Daimler-Benz,Junkers,BMWandSiemens-Halske.Thefirsttwobuiltinverted12-cylinderliquid-cooledenginesandtheothertwoair-cooledradials.TheDaimler-Benzenginewasalsodesignedtotakea20mmgunfittedintheVformedbythecylinderblocksandfiringthroughthehollowshaftofthepropellerreductiongear.Thisarrangementproducedanunexpectedspin-offinthatthesuperchargerhadtoberepositionedanditprovedimpracticabletofitthecarburettortoitinthenormalway.Thedesignerstriedseveralvariations,butintheendtheydispensedwiththecarburettoraltogetherandinsteaduseda

dispensedwiththecarburettoraltogetherandinsteadusedamulti-pointfuelinjectionsystemsprayingdirectlyontothecylinders.Theresultwasthat,unliketheMerlin,theDaimlerenginecontinuedtoperformwellduringallcombatmanoeuvres.InAugust1941HeyworthtestedanewpressurefuelsysteminW3322,aSpitfireV;thisaircraftwastocarryoutmanymorefuelsystemtrialsbetweenthenandthespringof1944.TherewasanewurgencybehindRolls-Royce’seffortsto

refinetheMerlinengine.TheBattleofBritainwasover.OperationSealion,Hitler’splannedinvasionofBritain,hadbeenpostponedindefinitely,andinDecember1940,SpitfiresandHurricanesfromvariousFighterCommandsquadrons,operatingintwosandthrees,hadbeguntomakeshortforaysintoenemyterritory,withoutmeetingopposition.Encouraged,FighterCommanddecidedtotrysomethingbigger,andon9January1941,inbrilliantsunshineandperfectvisibility,fivefightersquadronshadpenetrated30milesintoFrance.Therewasnosignofenemymovement,eitheronthegroundorintheair.Thenextmorning,sixBlenheimsofNo114Sqn,escortedbysixsquadronsofSpitfiresandHurricanes,attackedammunitionandstoresdumpsintheForetdeGuines.Afewenemyfighterswereencounteredandtherewassomeskirmishing,inthecourseofwhichoneHurricanewasshotdown.Twobattle-damagedSpitfirescrash-landedonreturntobase,oneofthepilotsbeingkilled.ItwasaninauspiciousendtotheRAF’sfirstcombineddaylightbombingraidandfightersweep,knownasCircusNo1.Nevertheless,offensivesweepswerecarriedoutwhenevertheweatherpermittedduringtheearlyweeksof1941,andLuftwaffeoppositiongraduallyincreased.ByMarch1941,fightersweepsoverthecontinentwere

becomingorganisedaffairs,withtheSpitfireandHurricanesquadronsoperatingatwingstrength.AFighterCommandwingconsistedofthreesquadrons,eachoftwelveaircraft.TherewereSpitfirewingsatBigginHill,HornchurchandTangmere,mixedSpitfireandHurricanewingsatDuxford,

Tangmere,mixedSpitfireandHurricanewingsatDuxford,MiddleWallopandWittering,andHurricanewingsatKenley,NortholtandNorthWeald.TheHurricanewingswouldsoonberearmedwithSpitfires;thesewereMkVs,whichhadbeguntoenterserviceinMarch1941.ConvertedfromMkIairframes,theMkVwastobethemajorSpitfireproductionversion,with6479examplescompleted.ThemajorityofSpitfireVswerearmedwithtwo20mm

cannonandfourmachineguns,affordingagreaterchanceofsuccessagainstarmourplating.TheMkVwaspoweredbyasingle-speedsuperchargerRolls-RoyceMerlin45engine,developing1415hpat19,000feetagainstthe1150hpoftheMerlinXIIfittedintheMkII.Someoftheseenginesweremodifiedforlow-altitudepower,sincemostoftheaircombatwastakingplacearound6000feet.Inthese,thesuperchargerimpellerswereshortened,andthespeedoftheconstant-speedunitincreased.Thisgaveanoptimumaltitudeatmaximumpowerofaround6000feet,andincreasedthespeedbyaround22mphatthisheight.Ifmaximumpowerwasappliedathigheraltitudes,however,theenginesufferedbadly.TheMkVwasessentiallyacompromiseaircraft,rushedinto

servicetomeetanurgentAirStaffrequirementforafighterwithaperformancesuperiortothatofthelatestmodelofMesserschmitt.ThedebutoftheSpitfireVcamejustintime,forinMay1941theLuftwaffefighterunitsbegantoreceivetheMesserschmittBf109F;ithadsufferedfromtechnicalproblemsinitsdevelopmentphase,butthesehadnowbeenresolved.On11May,agroupofbomb-carryingBf109FsattackedLympneandHawkinge,onebeingshotdownbyaSpitfire.TheSpitfireV,however,failedtoprovidetheoverallsuperiorityFighterCommandneededsobadly.Athighaltitude,wheremanycombatstookplace,itwasfoundtobeinferiortotheBf109Fonmostcounts,andseveralsquadronsequippedwiththeMkVtookaseveremaulingduringthatsummer.Matterstookanevenmoredramaticturnfortheworselater

intheyear.InSeptember1941,PolishpilotsofNo315

Squadron,returningtobaseafterafightersweepoverFrance,reportingbeingattackedby‘anunknownenemyaircraftwitharadialengine’.RAFIntelligenceexaminedalltheavailabledataandconcluded,correctly,thattheLuftwaffe’slatestfighter,theFocke-Wulf190,hadarrivedinFrance.ThefirstunittoreceivetheaircraftontheChannelcoastwasJagdgeschwader26,closelyfollowedbyJG2,andbyOctober1941thetypewasbeingencounteredingrowingnumbers.Withinweeks,theFw190hadestablishedairsuperiorityeastoftheEnglishChannel,completelyoutclassingtheSpitfireVBatallaltitudesandineveryrespectexceptradiusofturn.WhentheFw190enteredserviceinthelatesummerof

1941,theonlyRAFfighterwiththepotentialofmatchingitwastheHawkerTyphoon,whichhadjustbeendeliveredtoNo56SquadronatDuxford.ButtheTyphoonwasbedevilledbyallsortsoftechnicaltroublestodowithitsairframeandtheNapierSabreengine,andalthoughitwasfastandhandledwellatmediumandlowaltitudes,itsperformanceathighaltitudewasinferiortothatofboththeFw190andtheBf109F,anditsrateofclimbwaspoor.Teethingtroubleskeptthesquadronnon-operationalwiththetypeuntiltheendofMay1942,andatonetimetherewastalkofcancellingtheTyphoonprogrammealtogether.

TheHawkerTyphoonwasatfirsttheonlyRAFfightercapableofcounteringtheFocke-WulfFw190,butitshigh-level

performanceleftmuchtobedesired.Flight

WhiletheTyphoonwasundergoingitstrialsin1941,anotherSpitfirevarianthadmadeitsappearance.ThiswastheMkVI,thefirstofthehigh-altitudeSpitfiresandthefirsttobefittedwithapressurisedcockpit.TheprototypewasaMkI,R7120,whichwastakenofftheproductionlineandpartiallydismantled.Twoairtightbulkheadswerefittedintothefuselage,theforwardonebeinginstalledascloseaspossibletotherearofthefueltanksandtherearoneimmediatelybehindthePerspexwindowaftofthepilot’sseat.TheslidinghoodwasdeletedandreplacedbyaspeciallydesignedhoodofstrengthenedPerspexthatwasclampeddownontoaspongerubbersealbeforetake-off.Thepilot’ssidedoorwasblankedoff.Despitesomeinitialdifficultyinmakingthecockpit

completelyairtight,thepressurisationsystemworkedwell,theMarshallIXacabinblowerprovidingamaximumpressureof2lbpersquareinchandanairtemperatureofover60degreesC,resultinginacabintemperatureof8degreesCatanoutsideairtemperatureofminus55degreesC.Thesystemgaveapressureequivalentto28,000feetapparentaltitudewhiletheaircraftwasat40,000feet.FittedwithaMerlin47engineof1415hp,R7120wentto

RAEFarnboroughforpressurisationtrialsinJune1941.Inthemeantimeasecondaircraft,X4942,hadbeenconvertedfroma

meantimeasecondaircraft,X4942,hadbeenconvertedfromaMkVA,andSupermarinetestpilotJeffreyQuillflewthistoSupermarine’sairfieldatEastleigh,Southampton,withthehoodoffon4July.Twodayslater,flyingfromWorthyDown,hereachedanaltitudeof38,000feet.Theotheraircraft,R7120,flewon25August,andon7SeptemberSquadronLeaderH.J.Wilsontookitto39,500feet.Bothaircraftwerefittedwiththeextendedwingtipsthatweretobeafeatureofallthehigh-altitudeSpitfires,increasingthewingareafrom242squarefeetto248.5squarefeet.Thiswasanotablerecognitionfeature,andthetypeappearedintheAirMinistryaircraftrecognitionlistsas‘ExperimentalAircraftNo152’.ThepressurisationsystemwasalsoinstalledinSpitfire

N3297,whichHarveyHeyworthdescribesinhislogbookasaMkVIandwhichhefirstflewatHucknallon26September1941.Thiswasaninterestingaircraft,asitwasinfactthesoleprototypeSpitfireMkIII,whichrepresentedthefirstrealattempttoachieveamajordevelopmentofthebasicSpitfireairframe.Itwaspoweredbythe1185hptwo-speedMerlinXXengine,andotherrefinementsoriginallyincludedclippedwings,aretractabletailwheel,additionalarmourplatingandthesettingforwardoftheundercarriagelegsby3inches.Infact,theaircraftwasintendedtobeanairsuperiorityfighter,embodyingalltheserviceexperiencegainedincombatwiththeearliermarks.TheprototypeMkIIIwastakenfromtheMkIproductionline

and,aftermodification,madeitsfirstflightatEastleighon15March1940.InJuly,itunderwenttrialswithNo11GroupFighterCommand,andtheseproducedanexcellentreport,apartfromtwopoints:itwasfeltthatthelandingrunwasdangerouslylongandwouldprobablyseriouslyrestrictnightflying,andthatthesquare-cutwingswouldleadtoconfusionincombatwiththeBf109.RoundedwingtipswerequicklyaddedandtheAirMinistryplacedanorderfor1000MkIIIs,butthiswasnevertakenupandtheMkIIIremainedanexperimentalaircraft,thecompromiseMkVbeingrushedintoserviceinstead.

N3297wasthefirstSpitfiretobefittedwiththeRolls-RoyceMerlin60engine,atwo-stage,two-speed,inter-cooledpowerplantwhichwasintendedforhigh-altitudeversionsoftheVickersWellingtonbomberandwhichwastotakeMerlindevelopmenttoitsultimate.OnhisfirstflightinN3297Heyworthclimbedto25,000feet,andduringthenextfewweeksheflewitnineteentimes,reachingaltitudesofupto38,000feet.TheseflightsmadebyHarveyHeyworthwereimportant,

becauseN3297andtheMerlin60-seriesengineprovidedthecombinationthatresultedintheaircraftthatwentontoredresstheaircombatsituationintheRAF’sfavour:theSpitfireMkIX.BythetimeHeyworthdeliveredtheaircrafttoBoscombeDownon20October1941,asecondSpitfire,MkIR6700hadalsoarrivedatHucknallforconversiontotheMerlin60,andthisaircraftfirstflewinitsnewconfiguration,withHarveyHeyworthatthecontrols,on4January1942.TwoMkVs,AB196andAB197,weredeliveredtoHucknall

forconversioninDecember1941,andtheseflewrespectivelyon26Februaryand26March1942withtheirnewengines.Trialsweresuccessful,andon18April1942SupermarineandRolls-RoycewereinstructedtoinstallMerlin61enginesinto100SpitfireMkVCairframes,deliveriesoftheseaircraft,nowdesignatedMkIXs,toFighterCommandtobecompletedbytheendofJune1942.Meanwhile,HarveyHeyworthhadcontinuedtoaddnew

typestohislogbook.On13September1941heflewtheHawkerTornado,whichwaspoweredbyaRolls-RoyceVultureengine.Theoriginsofthisaircraftwentbackto1936,whentheHawkerdesignteamatKingston,underSydneyCamm,preparedtwoversionsofacommonfighterdesign,similarineveryrespectbutfortheengines.OneaircraftwasdesignedtotaketheRolls-RoyceVulture,andwasdesignatedTypeR;theother,theTypeN,wastobepoweredbytheNapierSabre.TheHawkerproposalwassubmittedtotheAirMinistryinJanuary1937,butnoactionwastakenbythatdepartmentuntilJanuary1938,whenSpecificationF.18/37wasissued.Thiscoveredthe

1938,whenSpecificationF.18/37wasissued.Thiscoveredthedesignofanewinterceptorfighter.HawkerimmediatelysubmittedtheirTypeR/TypeNproposalafresh.TheHawkertenderswereacceptedon22April1938andtwoprototypesofeachaircraftwereorderedon30Augustthatyear.TheVulture-poweredTypeR,nowknownastheTornado,

wasthefirsttofly,on6October1939.Theprototype,P5219,hadaventralradiator,alargecockpitrearfairingandaHurricane-typefin.OriginallypoweredbyaVultureII,itwasfittedwithaVultureVengineinMarch1941.Thisdeveloped2060hpandgavetheaircraftamaximumspeedof423mphat23,000feet.Loadedweightwas10,030lb.Theproposedfixedarmamentwastwelve0.303inBrowningmachinegunsorfour20mmHispanocannon.EarlyflighttestswithP5219revealedthattheairflowaround

theoutsideoftheventralradiatorandthatoverthefuselageandwingsinterferedwithoneanother,resultinginveryhighlocalvelocities,particularlyatthethickwingroots.Problemswithcompressibility–thefirsttimethisphenomenonhadbeenexperienced–manifestedthemselvesinasharpincreaseindrag,accompaniedbyviolentshudderingandvibrationatspeedsapproaching400mphIAS.Photographsshowedthatwooltuftsattachedtotherearhalfoftheradiatorwereactuallybeingblownforwards.TocurethetroubletheradiatorwasmovedforwardtoapositionimmediatelybelowtheVultureengine,necessitatingconsiderableredesignofthenose.InitsnewguiseP5219wasre-serialledP5224,anditisthisaircraftthatappearsinHeyworth’slogbook.OnethousandTornadoeshadbeenorderedwithineightdays

oftheprototype’sfirstflight,andaproductionlinefor1000aircraftwassetupbyA.V.Roe,theprincipalsub-contractor.ProblemswiththeVultureengine,however,continuedtomount.Theenginehadpasseditstypetestin1939,andby1940itwasdeveloping1800hpfortake-offon87-octanefuel,butitweighed2450lbandpresentedaratherlargefrontalareabecauseofitsX-typeconfiguration.WhenproductionoftheVulturewasterminatedandtheTornadoproductionorder

VulturewasterminatedandtheTornadoproductionordercancelled,P5224remainedatHucknallasatest-bed,astheVulture-poweredAvroManchesterwasinsquadronserviceandexperiencingongoingtroubles.InJanuary1942HarveyHeyworthmadehisfirst

acquaintancewithadeHavillandMosquito,carryingoutoilcoolertestsat15,000feet.TheaircraftwasW5054,thefirstproductionPR.Mk.I.On11January1941,deHavillandhadbeentoldthattheyweretobuildaphoto-reconnaissanceprototypeoftheirversatiledesign,andthattheremainingmachinesoftheoriginalprogrammeweretobecompletedasnineteenPRaircraftandtwenty-eightfighters.Later,theprogrammewasamendedyetagaintoincludetenproductionbombers.Thebomberprototype,W4057–originallylaiddownasaPRaircraft–wasdeliveredtoBoscombeDownon27September1941,andwasfollowedbythefirstoftheproductionbombers,W4064,on18October.Theinitialphoto-reconnaissanceMosquito,whichwasfittedwithMerlin21engines,wasthePR.Mk.I,basedontheprototype,W4050.ThefirstPRaircrafttoenterRAFservicewasinfactthesecondMosquitoprototype,W4051,whichwasdeliveredtoNo1PhotographicReconnaissanceUnitatRAFBenson,Oxfordshire,on13July1941,andwasfollowedbynineproductionaircraft,W4053-W4062.Allwerefittedwiththreeverticalandoneobliquecameras.FiveaircrafthadbeendeliveredtoNo1PRUbythemiddleofSeptember1941.AllPR.1shadtheshortenginenacellesandthesmallertailplanethatwerefeaturesoftheMosquitoprototype,W4050.AtanearlystageinW4054’sflyingprogramme,ithadbeen

discoveredthattheaircraft’sMerlinXXIengineswerepronetocuttingoutataround30,000feet,soofftheaircraftwenttoHucknall,whereCyrilLovesey,ChiefDevelopmentEngineerfortheMerlin,andJohnWalker,deHavilland’sengineinstallationdesigner,didtheirbesttosortouttheproblem.HarveyHeyworth’slogbookrecordsseveralflightsintheaircraft,anditwasearlysummerbeforeeverythingwaspronouncedsatisfactory.

On15January1942,HarveyHeyworthwasinvolvedinafatalaccident.HehadbeencarryingoutaMerlin46engineconsumptiontestinSpitfireR6889,nowbroughtuptoMkVstandard,andwaslandingbackatHucknallinpoorvisibilitywhenhecollidedwithTigerMothT7747ofNo25EFTS,whichwasstationaryatthetake-offpoint.HeyworthhadbeenkeepingasharplookoutforotheraircraftintheHucknallcircuit,whichwascongested,andfailedtoseethetrainer,whichwasinhisSpitfire’sblindspot.TheinstructorintheTigerMoth,FlyingOfficerJanGaudyn,aPole,waskilledandthestudentinjured.Heyworthwasflyingagaintwodayslater;R6889wasrepaired,requiringtwonewmainplanes,buttheTigerMothwasawrite-off.InApril1942Heyworthalsoflewthehigh-altitudeversionof

theVickersWellington,theMkVI.Preliminaryworkonthehigh-altitudeWellingtonhadstartedin1938,withtwoprototypes–onetobepoweredbyBristolHerculesenginesandtheotherbyRolls-RoyceMerlins–beingorderedinMay1939.TheHercules-poweredvariant,knownastheMkV,flewforthefirsttimeinSeptember1940.Theaircraftwasdecidedlyugly,thecrewofthreebeingaccommodatedinalongcylindricalpressurisedcabinbuiltintotheuppernosearea,whichwasfairedflushwiththetopsurfacesofthefuselage.Thepilotwasprovidedwithanellipticalbubblecanopyslightlyoffsettoport,inlinewiththepropellers.Cabinpressurewasinitiallysetatapproximately10,000feet;theanticipatedoperationalaltitudewas36,000feet.OnlythreeWellingtonMkVs(R3298,R3229andW5797)

werebuilt,allconvertedfromMkICaircraft,andtheflighttestprogrammerevealedmanyproblems,fromsevereicingofthecanopytooilfreezing.TheHerculesenginesdidnotliveuptoexpectationsathighaltitude,anddevelopmentoftheMkVwasterminatedinfavouroftheMkVI,whichwasintendedfromtheoutsettousethetwo-stagesuperchargedMerlin60.TheAvroLancasterwasafrequently-usedtestbedinthe

ongoingMerlindevelopmentprogramme.Rolls-RoyceengineerWalterCoddrecallsbeingamemberofHarveyHeyworth’s

WalterCoddrecallsbeingamemberofHarveyHeyworth’screw.

Becauseoftheriskfromenemyintrudersweflewwithatleastonegunturretarmedandmanned.IusedtovolunteerforthisdutywheneverIcouldbecauseIwantedtoentertheRAFasanairgunner.IrememberbeingconstantlyamazedbyHarvey’snavigationalskills.Wewouldflyuptheeastcoast,carryingoutvarioustrials,oftenoverten-tenthscloud,beforeturningbacktoHucknall.Harveywouldalwaysfindtheairfieldwithunerringaccuracy.Ithinkheknewthecountrysowellthathecouldrecognisefeaturesbythekindofcloudthatdevelopedoverthem–forexample,alittle‘peak’ofcloudwouldalwaysdevelopoverapowerstation.Itwasquiteuncanny.

AnearlyWellingtonassignedtoRolls-RoycewasT2545,whichwasusedinthedevelopmentoftheMerlinXXengine.Rolls-

RoyceviaJohnGregory

ThefuselageoftheMkVIprototypewasessentiallythesameastheMkV’s,buttheproductionMkVIhadrevisednosecontoursandpilot’scanopy,whichwasalteredtoacircularbubblewithaD/Floopenclosedinaclearperspexfairing

bubblewithaD/Floopenclosedinaclearperspexfairingimmediatelybehind.“Damnedhot!”wastheonlycommentHarveyHeyworthhadtomakeofhisflightsinWellingtonVIW5979duringtrialsofthepressurecabininApril1942.InMay1942–amonthinwhichheandValcelebratedthe

arrivalofadaughter,Corinne–HarveyHeyworthcompleted24hours’flyinginRolls-Royce’sHawkerHenley,L3414,whichwasfittedwithaGriffonengine.AdevelopmentoftheRolls-Royce‘R’engine,whichhadpoweredtheSupermarineS.6racingseaplaneseries,theGriffonproduced1735hpandweighed1980lb.AlthoughithadalargerfrontalareathantheMerlin,fittingittoaSpitfireairframewasalogicalnextstep.TheGriffonwasunderdevelopmentfornavalaircraft,anditwastheIIbversionthatfirstbecameavailableforinstallationinaSpitfire.TheairframeselectedwasthatoftheSpitfireMkIVprototype,DP845(nottobeconfusedwiththePRIV,whichwasunconnected).Trialsprovedsatisfactoryandanorderfor750MkIVswasplaced,butthiswaslatercancelledanditwasnotuntil1942that100Spitfires,designatedMkXIIs,wereconvertedtoGriffonengines.TheseaircraftwereeitherMkVs,intheprocessofbeingconvertedtoMkIXstandard,orMkVIIIs,whichwerestillontheproductionline.TheMkXIIwasgivenextralengthandthefuselagewasstrengthenedtocompensatefortheextraweightandpoweroftheGriffon.Asaresultofitsgreaterfrontalarea,theenginecowlinghadtobegiventwopronouncedbulgestocoverthecylinderbanks.Thepropellerwasafour-bladeRotol.TheGriffonpropellershaftrotatedintheoppositedirectiontothatoftheMerlin,andthisproducedastrongswingtotherightontake-off.AbouthalfoftheMkXIIsproducedhadretractabletailwheels,dependingonwhethertheindividualaircraftwasconvertedfromaMkV/IXorMkVIIIairframe.TheMkXIIhadclippedwings,asitwasintendedforuseonlyasalow-levelinterceptor.Armament,comprisingtwocannonandfourmachineguns,wassimilartothatoftheMkVIIIandMkIX.Maximumcruisingspeedwasafast364mph,butthisgaveashortrangeofonly329miles.TheMkXIIcouldreach5000ftinalittleoveraminuteaftertake-off,butitneeded6.7minutestoreach20,000ft.Maximum

off,butitneeded6.7minutestoreach20,000ft.Maximumspeedat5500ftwas372mph,risingto393mphat18,000ft.DevelopmentoftheGriffoninthefirsthalfof1942had

assumedanewurgency,astheSpitfireMkXIIthatusedithadbeendevelopedspecificallytocounterlow-levelattacksontheEnglishsouthcoastbyGermanfighter-bombers,whichwerebecomingincreasinglytroublesomeduringthisperiod.TheprincipalLuftwaffeunitsinvolvedinattacksonthesouthcoastatthistimewereJagdgeschwader2and26;armedwiththeMesserschmittBf109F-4/Bfittedwithracksfora250kg(550lb)bomb,theyspecialisedinlow-levelintruderoperations.Oftentakingoffinpoorvisibilityfromtheirwell-defendedairfieldsatAbbeville,Ligescourt,PoixorStOmer,theywouldhugthegroundandheadoutovertheChannelatwave-topheight.FavouritetargetswerethetownsofDover,Brighton,Folkestone,WorthingandNewhaven.JG2,basedonthesoutharoundEvreuxandCaen,concentrateditsattacksonChannelshipping,whileJG26attackedthecoastaltowns.Thistypeofattackwashurriedandliterallyhit-or-miss,butit

servedtokeeptheRAF’sfighterdefencesinastateofconstantalert.Oncethefighter-bombershadmadetheirattack,defendingSpitfiresstoodlittlechanceofcatchingthemonthehomewardrun,anditwasamatterofpureluckifapatrolinterceptedthemonthewayin.ThesituationbecameevenworsefromJune1942,whenthefighter-bomberGeschwaderontheChannelcoastbegantorearmwiththeFocke-WulfFw190A-3,whichcouldcarrya500kg(1100lb)bomb.Enemyattacks,usuallycarriedoutbyaSchwarmoffouraircraft,reachednewlevelsofsuccess,anditwasfortunatefortheBritishthatJG2and26neverhadmorethanabouttwentyFw190savailableforoperationsatanyonetime.InanattempttoredressthesituationtheRAF’slatestfighter,theHawkerTyphoon,wasrushedintoaction;buttheTyphoonwassufferingfromaseriesofdevelopmentproblems,andsothedeploymentoftheSpitfireXIIwasaccelerated.HarveyHeyworth,ashislogbookrecords,flewtheprototype

Griffon-poweredSpitfireXIIon25July1942.ThiswasDP845,

Griffon-poweredSpitfireXIIon25July1942.ThiswasDP845,whichwenttoHucknallfortestsattherequestofSupermarinebeforegoingontoBoscombeDown.TheaircraftwasfittedwithatropicalMkVradiatorandductforoperationundertemperatesummerconditions,andtheoilcoolerwasalsoatropicalMkVtype.HeyworthflewDP845onlyonce,carryingoutaspeedtrialincompetitionwithaMkIX.Theoutcomewassummedupwithasinglelaconicword:‘Lost’.DP845wenttoBoscombeDownon2September1942andwassubjectedtoexhaustivetrials.On20January1943thethirdSpitfireXII,EN223,flewto

ManstoninKentfromtheAirFightingDevelopmentUnitatDuxford,whereithadbeenundergoingtrials.AtthistimetheTyphoonsofNo609SquadronwerebasedatManston,andtheloneSpitfire’sarrivalcoincidedwithadaylightraidonLondonbytwenty-eightFw190sandBf109s.TheManstonfighterswerescrambledintimetointercepttheraidersastheyleftthetargetareaandtheydestroyedfourFw190sandthreeBf109s,oneoftheFocke-WulfsbeingshotdownbySquadronLeaderR.H.HarrisofNo91Squadron,flyingtheSpitfireXII.ThefirstsquadrontoequipfullywiththeSpitfireXII,in

February1943,wasNo41,whichshotdownitsfirstFW190on27April,whileoperatingfromHawkinge.Thesecondunittore-equipwiththeMkXII,No91,destroyedfiveenemyfighter-bombersinarunningbattleovertheChannelon25May1943.InJune1943,followingamarkeddeclineinenemyfighter-bomberactivity,andwiththeTyphoonsnowwellabletocopewithwhattherewas,thetwoSpitfireXII-equippedsquadronsmovedtoWesthampnetttoformabombersupportwing.No41Squadron,thefirsttoarrive,shepherdedsixtyB-17shomefromLeManson26June,andwiththearrivalofNo91SquadronacoupleofdayslatertheWingbeganescortingthemediumbombersofNo2GroupandalsoTyphoonfighter-bombers.Nos41and91SquadronsweretheonlyoperationalunitstobearmedwiththeSpitfireXII,althoughafewexampleswereusedbyNo595Squadronforanti-aircraftco-operationdutiesatAberporth,Wales,fromDecember1944toJuly1945.

July1945.Meanwhile,HucknallanditsRolls-Roycepersonnel,bothin

theairandontheground,hadbeenatthehubofadevelopmentthatwouldtaketheMerlinenginetoevengreaterheightsofglory.Attheheartofthematterwasanaircraftwhich,combinedwiththeMerlinengine,wouldgoontoachieveairsuperiorityoverEuropeinthelasteighteenmonthsofthewar:theNorthAmericanP-51Mustang.TheMustangwasinitiallyproducedinresponsetoa1940

RAFrequirementforafast,heavily-armedfighterabletooperateeffectivelyataltitudesinexcessof20,000feet.NorthAmericanbuilttheprototypein117days,andtheaircraft,designatedNA-73X,flewon26October1940.Thefirstof320productionMustangIsfortheRAFflewon1May1941,poweredbyan1100hpAllisonV-1710-39engine.TheUSAAF,somewhatbelatedly,realisedthefighter’spotentialandevaluatedtwoearlyproductionMustangIsunderthedesignationP-51.ThefirsttwoUSAAFMustangvariants,bothoptimisedforgroundattackanddesignatedA-36AandP-51A,werefittedwithAllisonengines.

FittedwithitsoriginalAllisonengine,theP-51Mustang–seenhereinthemarkingsofNo26(ArmyCo-operation)SquadronRAF–wasvirtuallyuselessforanythingexceptlow-levelwork.

AirMarshalSirFrederickSowrey

WhentheAllisonwasreplacedbytheRolls-RoyceMerlin,themajorityofwhichwerebuiltbyPackardintheUSA,the

Mustangwastransformedintoawar-winner.USAF

InApril1942,justastheMustangMkIwasenteringRAFservice,Rolls-RoycetestpilotRonnieHarker,whowasresponsibleforServiceliaisonwiththespecifictaskof

responsibleforServiceliaisonwiththespecifictaskofassessingaircraftpoweredbyotherthanRolls-Royceengines,wasinvitedbyWingCommanderIanCampbell-Orde,commandingtheAirFightingDevelopmentUnitatDuxford,tomakeafamiliarisationflightinoneoftheearlyMkIs.Harker’s30minuteflightlefthiminnodoubtthattheMustangwasafirst-rateaircraftuptomediumaltitudes,butlikeothersbeforehimhewasdisappointedbytheoutputoftheAllisonengineathigheraltitudes.HarkertooktheideabacktoRolls-Royce,wherepreliminary

calculationssuggestedthataMerlin-poweredMustangwouldbecapableofamaximumspeedof441milesperhourat25,500feet.Evenifthisfigureprovedtobesomewhatover-optimistic(whichitwas),theprojectedperformanceimprovementovertheAllison-poweredMustangwasstillsufficientlyimpressivetostimulatetheinterestofsome–butnotall–oftheseniorstaffatRolls-Royce.Harkerpersisted,andfoundavaluableallyinRayDorey,whowasinchargeoftheRollsengineflight-testsectionatHucknall;itwasDoreywhoadvisedhimtoseekaninterviewwithE.W.(laterLord)Hives,directorandgeneralworksmanagerofRolls-RoyceLtd.Themeetingwasfruitful;HivesactedquicklyandputtheproposaltoAirChiefMarshalSirWilfridFreeman,theAirmemberforProductionandResearch,whoimmediatelyarrangedforthreeMustangMkIstobesenttoHucknallforMerlinconversion.Thecontractspecifiedthattheaircraftweretobefittedwith

theMerlin65engine;thishadmodifiedsuperchargergearratios,reducingthefullthrottlealtitudeinfullsuperchargegearto21,000feet,andahighermaximumpoweroutputthantheMerlin61thankstotheuseofaBendix-Strombergfuelinjectorsystem.ThethinkingbehindtheadoptionoftheMerlin65wasthatmostMustangoperationsovertheContinentwouldbeflowninthemediumaltitudebandbetween10,000and20,000feet,theSpitfireIXtakingcareofoperationsathigheraltitudes.ThefirstMustangtobefittedwithaMerlinwasAL975,an

AirFightingDevelopmentUnitaircraftwhich,redesignated

AirFightingDevelopmentUnitaircraftwhich,redesignatedMustangMkX,flewforthefirsttimeinitsnewconfigurationon13October1942inthehandsofCaptainRonnieShepherd,Rolls-Royce’sChiefTestPilot.HarveyHeyworthdidnothaveachancetoflyAL975untilApril1943,whenhetooktheMustangaloftfor45minutesoflocalflying.Hemadenocommentabouttheflightotherthanthefactthat,forsomereason,hewasnotwearingaparachute.Bythattime,HarveyHeyworthhadbecomeinvolvedin

anotherareaofresearch.TheaircraftheflewinthislineofworkwasaWellington,Z8570/G.TheGsuffixmeantthatitwasonthe‘specially-secret’listofaircraft,andthatitwastobeguardedatalltimes.

CHAPTERFIVE

JETGENESISThestoryofthedevelopmentsthatwouldleadtothebiggestleapforwardinaviationsincetheWrightBrotherstooktotheairin1903reallybeginsin1926,whenDrArnold.A.GriffithoftheEnginesdepartmentoftheRoyalAircraftEstablishmentproducedapaperoncompressorsandturbines,whichhehadbeenstudyingattheRAE.Hissubmissionwastoapplytheinternalcombustionturbine(ICT)toaeronauticsasameanstodriveanaeroplanepropeller.Hefoundthat,inordertocompetewithexistingpistonaero-engines,thecompressionratioandlevelofefficiencyforthecompressorwouldhavetobeintheregionof5:1and80percent,andtoachievethiswithacentrifugalformofcompressorwoulddictateadiameterthathedeemedunacceptableforanaero-engine.Theaxialcompressorseemedtobehisbestoption.Thepaper,AnAerodynamicTheoryofTurbineDesign,and

someexperimentalresultssubmittedbyGriffithswerereviewedbytheEnginessub-committeeoftheAeronauticalResearchCommittee(ARC),thecommitteeconcludingthat‘Atthepresentstateofknowledgethesuperiorityofthegasturbineoverthereciprocatingenginecannotbepredicted.’TheARC,howeverdidnotdismisstheideaofapplyingtheICTtoaeronauticalapplication,ortheywouldnothaveagreedtofundGriffith’swork.Griffithbeganhisattemptstounraveltheproblemsrelatingtotheaxialcompressorin1927andworkedonituntil1930;afterthattime,RoyalAircraftEstablishmentworkonaerogasturbinesceaseduntilthefoundingofPowerJetsin1936.Griffithwasnottheonlyengineertopursuethislineof

Griffithwasnottheonlyengineertopursuethislineofresearchinthelate1920s,anditisatthispointthatayoungRAFcadetcalledFrankWhittlecomesintothepicture.Coventry-bornWhittlehadleftLeamingtonCollegein1923

tojointheRAF.ThroughhisearlydaysasanapprenticemechanichemaintainedhisinterestintheModelAircraftSocietywherehebuiltreplicas,thequalityofwhichattractedtheeyeofhiscommandingofficer,whofeltthatWhittlehadaconsiderablemathematicalandengineeringtalent.Infact,hewassoimpressedthatherecommendedWhittleforentrytotheRAFCollegeatCranwellin1926.ArequirementoftheCranwellcoursewasthateachstudent

hadtoproduceathesisforgraduation.Whittledecidedtowritehisthesisonfuturedevelopmentsinaircraftdesign,notablyhigh-speedflightathighaltitudesandspeedsover500mph.Heshowedthatincrementalimprovementsinexistingpropellerengineswereunlikelytomakesuchflightroutine,andinsteadwentontodescribeanentirelynewenginebasedonthegasturbineprinciple.Inadditiontobeingusefulathighaltitudes,theengineessentiallyhadonemovingpart,thecompressor-driveshaft-turbineassembly.Reliability,weightandcostshouldallbelowerforsuchadesign.Whittle’scalculationshadshownthat,forjetpropulsionderivedfromanICT,4:1andabout80percentwassufficientforanengineofpredeterminedscantlings.Thisintroducedthepossibilityoftakingadvantageoftheknownqualitiesofthecentrifugal‘blower’-strength,resistancetoforeignobjectdamageandresistancetoicing.Whittlehadstudiedthecharacteristicsofthecentrifugalblowerinuseforsuperchargersandwasoptimisticthathecoulddesignimprovementsintothisform.Thethesis,entitledFutureDevelopmentsinAircraftDesign,

waspublishedinitsoriginalformforcirculationwithintheRAFCollegein1928,whenWhittlewasattheendofhisfourthandfinaltermatCranwell.Init,hedescribedtheturbineasapotentialprimemoverforaero-propulsionandprovidedthecalculationstobackhisclaim.Atthistimehedidnotperceivejetpropulsionasanoption.

In1929,whilstattheCentralFlyingSchoolatRAFWitteringfollowingatourwithNo111Squadron,FrankWhittlewasdiscouragedbythehighcomponentefficienciesthathediscoveredwouldbenecessaryiftheICTwereappliedtoaeronauticsasameansofdrivinganaeroplanepropeller.Itwasthen,inOctober1929,inasuddenflashofinspiration,thatheperceivedjetpropulsionasthesimplestandmosteffectiveuseoftheICT.Hemadehiscalculationsanddrewadiagramthatindicatedtheuseofatwo-stagecentrifugalcompressortogiveapressureratioof4:1.ThisheshowedtoGroupCaptainBaldwin,CommandantattheCentralFlyingSchool,fromwhomhereceivedmuchencouragement.Baldwin,althoughhewasunabletofollowthecalculations,perceivedthattheideameritedfurtherresearch;healsoassumedthat,iftheconceptwereindeedviable,itwouldhavetobemadesecret.BaldwinarrangedforWhittletobeseenbytheAero-Engine

SectionoftheAirMinistry,wherehemetW.L.Tweedie,atechnicalofficerintheDirectorateofEngineDevelopment.AttheKensingtonlaboratoriesoftheRoyalAircraftEstablishmenthealsometArnoldGriffith,whopointedoutthatWhittlehadmadeanimportantmistakeinhiscalculations.Healsowentontocommentthatthedesignwouldbetoolargeforaircraftuse,andthatusingthejetdirectlyforpowerwouldberatherinefficient.TheAirMinistryreturnedthesecommentstoWhittle,withtheconclusionthatthedesignwasimpracticable.WhittlecorrectedthemistakeonhisreturntoCFS,andin

doingsoheidentifiedanothererror,whichhealsocorrected.FrankWhittle’ssonIan,incorrespondencewiththeauthor,comments:

‘Whenbothhadbeencorrected,hefoundthattheendresultwasasgoodasorbetterthanbefore!(Griffithhadtheintellecttodothisbutseemstohavehadhisownagendaandwasnotinclinedtoadmitthattheconceptwasviable.Hadhedoneso,itis

probablethatthefundingheenjoyedforhisownaero-enginedesignwouldhaveceasedandhewouldhavebeenputtoworkonthejetengineinstead.)’

WhittlewaspersuadedtopatenthisdesignbyaflyinginstructorfriendatWittering,Pat‘Johnny’Johnson,andon16January,1930,WhittlefiledaProvisionalSpecificationforapatent,whichwasgrantedinApril1931.BythistimeWhittlehadbeenpostedfortestpilotdutiesattheMarineAircraftEstablishment,Felixstowe.FromtherehemovedontotheOfficers’EngineeringCourseatRAFHenlow,Bedfordshire,andin1934hewenttoPeterhouse,Cambridge,graduatingin1936withaFirstintheMechanicalSciencesTripos.Meanwhile,Whittlehadallowedhispatenttolapsein

January1934.IanWhittlewrites:

DespitewhatFWsaidinhisbookJetandrepeatedinJohnGolley’sbook,thepatentexpiredinJanuary1934.AtthistimeFWwasmarriedandhadoneson.ItwasduetohisagethathewasnotreceivingaMarriageAllowanceandhadtopaythemedicalbillswhenhiswifefellillandalsohisfirst-bornson.TheAirMinistrywarnedhimthatpublicfundswouldnotbemadeavailablefortherenewalofthepatent.This,coupledwithdiscouragement,inclinedhimtoallowthepatenttoexpire.

Soonafterwards,however,hewasapproachedbyaformerCranwellcolleague,RolfWilliams,whohadretiredfromtheRAFthroughill-health,andanotherformerRAFpilot,J.C.B.Tinling,bothofwhomofferedtheirsupport.AlthoughthemasterpatentwasirretrievableWhittlehadseveralideasonhowtoimprovehisoriginalturbojetconcept,andWilliamsandTinlingdecidedthattheseideasshouldbepatentedassoonaspossible.Whittlehadnowperceivedtheneedto‘geardown’

possible.Whittlehadnowperceivedtheneedto‘geardown’thestraightturbojettoaccommodateexistingairframeformsandtobeeconomicalatslowerairspeedsatloweraltitudes.Hehadalsoconceivedwhatwaslatertobecalledtheturbofan.Patentsrelatingtothisweretakenoutin1936,aswasapatentcoveringWhittle’sconceptforafterburning(reheat)forthrustaugmentation.In1936Whittle,WilliamsandTinlingformedacompany,PowerJetsLimited,withabankloanof£2,000,andworkwasstartedonanexperimentalengineatafactoryinRugby,Warwickshire,ownedbyBritishThomson-Houston(BTH),afirmproducingsteamturbines.TheRAFsawmeritintheturbojetideaandagreedtoallow

Whittletoworkontheprojectforhispost-graduateyear.Subsequently,theyputhimontheSpecialDutiesList,andinsodoingensuredcontinuityoftheproject,theonlystipulationbeingthatWhittleshouldworknomorethansixhoursperweekonit.

Theystipulatedthesixhoursperweek,IanWhittlewrites,asasoptothosecivilianswhowerereluctanttoagreethatFWshouldbeallowedtoworkfulltime.Theynevermadeanyattempttoposthimtootherdutiesandhewasallowedtoworkfulltime.Theyalsoensuredthathispromotionprospectswereunaffected.ItcanbesaidthattheRAFwereverysupportivethroughout.TheproblemswerewiththecivilianofficialsattheAirMinistryratherthantheuniformedstaff.

Fundingdevelopmentofthefirstengine,knownastheWU(WhittleUnit)wasaseriousproblem.Althoughprivatelyfunded,mostpotentialinvestorsshiedfromaprojectthatappearedtobehighlyinnovativeyethadnoAirMinistrybacking.Then,inOctober1936,anewchampionemergedintheformofHenryTizard,theRectorofImperialCollegeandChairmanoftheAeronauticalResearchCommittee,whosentdetailsofWhittle’senginetoGriffith,whohadceasedworkon

detailsofWhittle’senginetoGriffith,whohadceasedworkonhisturbopropdesignin1930.Onthisoccasion,perhapsinordertoavoidcriticismofhis

ownefforts,hereturnedamuchmorepositivereview,butremainedhighlycriticalofsomefeatures,apparentlyignoringthefactthatperformanceathighspeedataltitudewasthecrucialaspectoftheprogramme.Griffith,infact,remainedhighlyscepticalofWhittle’sworkevenafter1937,andwrotediscouragingreportsaboutit.InIanWhittle’sopinion:

Hecontinuedtohaveapersonalagendaanddidnotwishtoseewhatwasstaringhimintheface.HegoesdowninhistoryasthemanwhostultifiedturbojetdevelopmentinBritainmorethananyotherindividual.

TheformationofPowerJetsgalvanisedtheAirMinistryintoinstructingtheRAEtorestartworkontheadoptionoftheICTforaeronauticalapplication.TheRAEcomplied,butconcentratedondevelopingadeviceforpropulsionviaanairscrew.Itwasnotuntil1939,followingavisittoPowerJetsthatsummerbytheDirectorofScientificResearchattheAirMinistry,DrD.R.Pye,thattheRAEwereorderedtoconverttheirenergiestoturbojetresearch;anditwasonlyafterhisvisitthatanelementofsecrecywasintroducedintotheproject.Thesecurityaspectwasimposedsomewhattardily,because

thepatentdetailsfiledbyFrankWhittlehadenteredthepublicdomainatthemomentthepatentwasgranted,inApril1931.ItwasthedutyoftheTradeCommissionersofallcountriestomonitornewpatentsastheybecameavailable,andinthiscase,theembassiesofallEuropeancountriesaswellastheUSSRwereabletopurchasecopiesofthepatentatHisMajesty’sStationeryOffice(HMSO).Inthewakeofthis,theSwedishMiloCompanybeganitsownlineofturbojetresearch,whileinGermany,theconceptbecameavailabletoalltheresearch

Germany,theconceptbecameavailabletoalltheresearchestablishmentsandandtothemajoraeronauticalairframeandenginemanufacturingcompanies.Despitealltheproblemstheyfaced,bothtechnicaland

administrative,PowerJetswasabletocompletetheWU,whichhadacentrifugalcompressorandaxialflowturbine.Thefirsttestruntookplaceon12April,1937,andwasnotwithoutamomentortwoofdrama.Whittledescribesitasfollows:

Theexperiencewasfrightening.Thestartingprocedurewentasplanned.Byasystemofhandsignalsfrommetheenginewasacceleratedto2000rpmbytheelectricmotor.Iturnedonapilotfueljetandigniteditwithahandturnedmagnetoconnectedtoasparkplugwithextendedelectrodes;thenIreceiveda‘thumbsup’signalfromatestfitterlookingintothecombustionchamberthroughasmallquartz‘window.’WhenIstartedtoopenthefuelsupplyvalvetothemainburner(thefuelwasdieseloil),immediately,witharisingscream,theenginebegantoaccelerateoutofcontrol.Ipromptlyshutthecontrolvalve,buttheuncontrolledaccelerationcontinued.Everyonearoundtooktotheirheelsexceptme.Iwasparalysedwithfrightandremainedrootedtothespot.

Thereasonfortheuncontrolledaccelerationwasthatpriorbleedingoffuellineshadcreatedapooloffuelinthecombustor.Theignitionofthiswasthecauseofthe‘runaway.’Adrainwasquicklyfittedtoensurethatthiscouldnothappenagain.Itsinterestawakened,theAirMinistrysignedacontract

worth£6000withPowerJetswithaviewtodevelopingaflyableversionoftheturbojet.Meanwhile,testingcontinuedwiththeWU,whichstillshowedanalarmingtendencytoraceoutofcontrol.Becauseofthedangerousnatureofthetesting,

outofcontrol.Becauseofthedangerousnatureofthetesting,in1938mostofthedevelopmentworkwasmovedfromRugbytoBTH’ssemi-disusedLadywoodfoundryatnearbyLutterworthinLeicestershire.TherewasasuccessfulrunthereinMarch1938.Althoughthepotentialoftheenginewasobvious,theAirMinistryremainedfocusedonthepracticalissuesofperfectingexistingpistonenginedesigns,notablytheMerlin,andincreasingproduction.InGermany,unknowntoWhittleandhiscolleagues,turbojet

developmenthadbeenproceedingunderconditionsofmuchgreatersecrecythanwasthecaseinBritain,wheretheAirMinistry’slackofinteresthadensuredthatanyinterestedpartymighthaveaccesstoWhittle’spatent.AttheJunkersFlugzeugwerke,HerbertWagnerbegandevelopingaturbojetinApril1936,whileinthesamemonth,attheHeinkelAG,DrHansJoachimPabstvonOhain,wholikeWhittlehadbegundevelopmentoftheturbojetconceptintheearly1930s,whilestillatuniversity,begandevelopmentofhisparticularICTasajetpropulsionunit.InsteadoftakinghisideatotheGermanAirMinistry(whichlikeitsBritishequivalentwouldprobablyhavebeendisinterested),vonOhainhadapproachedaircraftmanufacturerErnstHeinkel,whoinMarch1936employedbothvonOhainandhisassistant,MaxHahn.VonOhaincontinuedhisexperimentsinasecretshedat

Heinkel’sMarieneheairfield,andbySeptember1937thefirstdemonstrationturbojet,theHeS1,wasbeingbench-tested(albeitsomewhatuncontrollablyandonlyonhydrogen).Itproducedathrustofabout550lbat10,000rpmandresembledFrankWhittle’searlypatents.TheHeS1benchtestwassimplyameanstoprovetheconcept;thescalemodelwasmadewithpressedsteel.ByMarch1938,amuchmorerefinedturbojet,theHeS3,

wasbench-runningatathrustofabout1100lb;itwascontrollableandranonpetrol.TheHeS3,likeWhittle’sengine,usedacentrifugalcompressorandinducer.Someoftheairfromthecompressorpassedforwardintoareverse-flowannularcombustionchamberwhilesomewentrearwardstomixwiththecombustiongasesbeforeenteringtheturbine.The

mixwiththecombustiongasesbeforeenteringtheturbine.Theradialinflowturbinewasofsimilarconfigurationtothecompressorandthewholeenginehadasomewhatlargediameterforitssize,duetothecompressorandcombustionchamberarrangement.Maximumrotorspeedwas13,000rpmandweightwas795lb.IanWhittlehasthistosayaboutthesecretturbojetresearch

beingconductedattheHeinkelAG:

‘In1938,theRLM(Reichsluftministerium-GermanAirMinistry)wereorderingaero-enginemanufacturerstofocusontheturbojet.ThisgalvanisedErnstHeinkeltorevealhisownsecretdevelopmentinthehopeshemightreceivefundingandcontracts.

ThepopularconceptthatOhaininventedtheturbojetiserroneous(IknewvonOhain–wemetonthreeoccasions.Hewasmorethanalittlecharming.Buthewasenjoyinghisreputationas‘co-inventor’oftheturbojettothefull.Honestywasnothisforte,)HerbertWagner’sturbojetprojectwasadealmorepromisingthanthatofOhain,yethistorianslargelyignoreit.TheproblemisthatOhaininventedauniqueformofICTandhisenginewasthefirstactuallytopropelanaeroplaneintotheair.Thefactthatitwaseventuallyfoundunsuitableforaero-propulsionasajetengineisovershadowedbyitsapparentinitialsuccess.

WhileHeinkelsetaboutbuildinganaircraftaroundtheHeS3,theenginewasflight-testedunderaHeinkelHe118,whichhadbeenanunsuccessfulcontenderinaGermanAirMinistryrequirementforanewdive-bomber(thewinnerwastheJunkersJu87).TheHeS3mademanyflightsundertheHe118beforetheturbineburnedout,bywhichtimeagreatdealhadbeenlearnedandamuch-improvedengine,theHeS3b,was

beenlearnedandamuch-improvedengine,theHeS3b,wasreadytobeinstalledintheworld’sfirstjetaircraftprototype,theHeinkelHe178.Thelatterwasasimpledesign,emergingasashoulder-wingmonoplanewiththepilot’scockpitsituatedwellforwardoftheleadingedge.On24August1939,withHeinkeltestpilotErichWarsitzatthecontrols,theHe178madeashort‘hop’alongtherunwayatMarienehe.Thefirsttrueflightwasmadethreedayslater,butwasmarredwhentheengineflamedoutsoonaftertake-offwhen,accordingtoErnstHeinkel,abirdwassuckedintotheintake.Warsitzmadeasafelanding.Amuchmoreplausibleexplanationwasthattheflighthadtobecurtailedbecauseofturbinelimitations,astheHeS3couldonlyberunfor6minutesinflightathighlevelsofturbineinlettemperature.InNovember1939theaircraftwasdemonstratedbeforeagroupofseniorGermanAirMinistryofficials,buttheconceptwasgreetedwithlittleenthusiasm.DevelopmentoftheHe178wasabandonedinfavouroftheHe280,whichhadwing-mountedturbojets,andthelittleaircraftwaseventuallysenttotheBerlinAirMuseum,whereitwasdestroyedin1943alongwiththeHe176,arocket-poweredresearchaircraft.

TheHeinkelHe178,theworld’sfirstturbojet-poweredaircraft.ItfirstflewinAugust1939.Author

Meanwhile,inBritain,PowerJetshadsufferedaserioussetbackon6May1938,whentheWU’sturbinefailedat13,000

setbackon6May1938,whentheWU’sturbinefailedat13,000rpmandtheenginewaswrecked.TheWUwasrebuiltandmodified,theoriginalsinglecombustionchamberbeingreplacedbytensmallones,buttheprocessofreconstructiontookfivemonthsanditwasnotuntilOctober1938thattestingwasresumed.AlthoughthefutureofPowerJetswasstilluncertain,with

theAirMinistrywantingprogressandtheinvestorssomereturn,testresultsinthefirsthalfof1939werepromising,andbytheendofJunetheenginewasrunningupto16,000rpm.Bythistimethecompanycouldbarelyaffordtopayitssmallstaffoften,butthenanothervisitwasmadebyAirMinistrypersonnelandWhittledemonstratedthathewasabletoruntheWUathighpowerfor20minuteswithoutanydifficultly.OneofthemembersofthevisitingteamwastheDirectorofScientificResearch,DrPye,whowalkedoutofthedemonstrationutterlyconvincedoftheimportanceoftheproject.Acontractforfull-scaledevelopmentwasimmediatelysenttoPowerJets,alongwithanumberoftenderstovariouscompaniestosubmitplansforsettingupproductionlinesforupto3000enginesamonthin1942.Whittlehadalreadystudiedtheproblemofturningthe

massiveWUintoaflyabledesign,andwiththeAirMinistrycontractsecured,workstartedontheWhittleTypeW.1.Aprototype,theW.1X,ranforthefirsttimeon14December,1940.The‘full’W.1of850lbthrustranon12April,1941.Gloster’sexperimentalaircraft,theE.28/39,hadnowbeencompleted,andtheW.1Xwasinstalledinitfortaxitrials.FittedwiththefullyoperationalW.1engine,thetypemadeitsfirstfightfromCranwell,Lincolnshire,on15May1941,withGloster’schieftestpilotGerrySayeratthecontrols.Theflightlasted17minutesandonthisoccasionSayerkeptthespeeddown,theenginerpmbeingrestrictedtoabout16,500inordertoholdbacktheturbineinlettemperature.Thisgaveathrustof860lb,whichwasconsideredadequateforSayertoascertainthecontrolqualitiesoftheairframe;theenginehadalreadyrunfor25hoursonthebench.

runfor25hoursonthebench.

TheGloster-WhittleE.28/39,Britain’sfirstjetaircraft.CrownCopyright

Withindaystheaircraftwasreachingspeedsofupto370mphat25,000feet,withtheenginesetat17,000rpm,exceedingtheperformanceofthecontemporarySpitfires.TwoE.28/39swerebuilt,butthesecondaircraftwasdestroyedon30July1943whenitsaileronsjammedanditenteredaninvertedspin.Thepilot,SquadronLeaderDouglasDavie,baledoutat10,065m(33,000ft),thefirstpilottodosofromajetaircraft.ThefirstprototypeE.28/39,W4041,istodayondisplayintheScienceMuseum,Kensington,London.Thesuccessoftheturbojetwasnolongerindoubt,andthe

AirMinistryauthorisedPowerJetstobegindevelopmentofanimproveddesign,theW.2.LiketheW1itfeaturedauniquereverseflowdesignoftheburners,inwhichtheheatedairfromtheflame-tubeswaspipedbacktowardsthefrontoftheenginebeforeenteringtheturbinearea.Thisallowedtheenginetobe‘folded’,withtheflamecanslyingaroundtheturbinearea,andthereforepermittingashorterengine.InAugust1940,wellbeforecompletionoftheexperimental

E.28/39,GeorgeCarter,ChiefDesigneroftheGlosterAeroplaneCompany,hadsubmittedapreliminarybrochureto

AeroplaneCompany,hadsubmittedapreliminarybrochuretotheAirMinistry,outlininghisproposalsforaturbojet-poweredfighter.Realisingthatitwouldtaketoomuchtimetodevelopaturbojetofsufficientthrusttopowerasingle-enginedfighter,Carterselectedatwin-enginedconfiguration,thedesignhavingatricyclelandinggearandhigh-mountedtailplane,withtheengineshousedinseparatemid-mountednacellesonthelow-setwings.InNovember1940theAirMinistryissuedSpecificationF.9/40,writtenaroundthisproposal,anddesignarrangementswerefinalisedinthefollowingmonth.On7February,1941,GlosterreceivedanorderfromtheMinistryofAircraftProductionfortwelve‘GlosterWhittleaeroplanes’totheF.9/40specification.Theplannedproductiontargetwaseightyairframesand160enginespermonth.AsPowerJetshadnomanufacturingcapability,theAir

MinistryofferedsharedproductionanddevelopmentcontractstoBTH,VauxhallandRover,butintheeventthecontractwastakenupbyRoveronly,whoin1941setupanewresearchfacilityandproductionlineattheirBarnoldswickfactory.TheyalsosetupaparalleleffortwiththeirownengineersatWaterlooMill,Clitheroe.Here,engineerAdrianLombardattemptedtodeveloptheW2intoaproductionqualitydesign,dispensingwithWhittle’s‘reverseflow’combustionsystemanddevelopa‘straight-through’engineinstead,whichheclaimedwouldbemucheasiertoproduce.ThemanagingdirectoroftheRoverCarCompany,SpencerWilks,andhisbrotherMaurice,thefirm’schiefengineer,wereinagreement,havingperceivedverysoonafterbeingapproachedtomanufactureWhittle’senginesthatnotonlywashis‘contraflow’systemextremelydifficulttomake,butitwasalsofundamentallyflawed.WhileworkatBarnoldswickcontinuedonWhittle’soriginaldesign,nowknownastheW.2B/23,Lombard’snewdesignbecametheW.2B/26.Whittle,whoconsideredhimselftobethe‘father’ofthejetengineandmustconsequentlybeallowedtoexerciseabsoluteexecutivecontroloverallBritishjetenginedesign,feltintolerablyinsultedwhenhediscoveredwhatwashappening.MatterscametoaheadinApril1942,asMajorGeorgeBulman,DirectorofEngineDevelopmentandproductionattheAirMinistry–whobelievedthatWhittleheld

productionattheAirMinistry–whobelievedthatWhittleheldhimandhisstaffinwhathedescribedas‘anawfulstateofsuspicion’-–recordedinhismemoirs:

InApril1942acataclysmiceruptionoccurred.Atameetingchairedbymydeputy,Ross(DD/RDE)atBarnoldswick,theRoverfactory,MauriceWilksproducedageneralarrangementdrawingofastraight-throughcombustionsystem,likeHalford’sH1engine,whichtheyclaimedwouldbeverymucheasierforproduction....WhenherealisedthatRovershadhadtheenterprisetosubmitthisstraightforwardattempttosimplifyhisdesignforproductionwhilestillfollowinghisdesignofcompressorandturbinewheel,thisB26layout–asitwasidentified,hecameliterallystormingintomyofficeinLondon,accusingmeofscandalouslyconnivingatthisutterlyflagrantbreachofundertakingsbyRovertobuildonlytohisbasicdesign,wastingpreciousmoney,materials,tools,whichshouldhavebeenconcentratedonhisowndesign...Irepliedcalmlythatmyonlyconcernwastoachieveatypeofjetengine,ashehaddreamedof,trulyfitattheearliestmomentforuseinquantitybytheRAFinthefield.Rovershadbeenauthorisedallalongtotryoutalterationsinitsmechanicalconstructiontofacilitatetheproductionofhisengine,whilefollowinghisthermodynamicandaerodynamicconcept.ThistheyhaddoneintheirB26...

Whittleleftmeinatoweringtemper,mutteringthattheB26straight-throughdesignhadbeenincludedinhisoriginalpatentasanalternativeform.Whyhadn’thebeeninvitedtocreatesuchadesign?Hewentonforweeksfulminatingaboutthisiniquity...

AirMarshalLinnell[AMJohnLinnell,ControllerofResearchattheAirMinistry–author]wrotetohimassuringhimthatheintendedthatthereshouldcontinuetobethefullestcollaborationbetweenRoversandWhittle;thatthelatterbekeptfullyinformed;butthatmodificationsmustfromtime-to-timebeacceptedwithwhichthelattermightnotagree,forproductionormaintenance.Nochangesofpolicywerecontemplated.

ThefactisthatintryingtomanufacturetheWhittlearrangementofengine,withitstwocompletereversalsofgasflow,Roverswererunningintogreatdifficulty,withmuchscrap,whichtheirownB26layoutwithstraight-throughfloweliminated.Thereremainedmuchtolearn,ofcourse,withthenewflowscheme,justasHalfordwasfindingwithhisH1.However,therewasnoquestionthatwewererightinbackingit,thoughWhittlearguedagainstit,butonlybecausehehadelectedandpersistedinthechoiceofthereverseflowlayoutdespiteitsinherentshortcomings.

IanWhittlehasthefollowingcommentstomakeaboutthisepisode:

Yes,FWbecameincandescentatameetingwithGeorgeBulman.BulmanandRoss(bothcivilians)hadmadearrangementswithRovertopermitthem(Rover)tobeabletogotheirownwaytoalargeextent.ByquotingBulman,thestoryisheavilybiasedinfavouroftheAirMinistryscoundrelswhodidsomuchtodelaytheintroductionofanoperationaljetfightercapableofgivingtheHunabloodynose.ThesewereterribletimesforFWand,morethananythingelse,broughthimclosetoatotal

breakdown.Bulmanhaswritteninaccuratelyaboutthe

perceiveddisadvantagesofreversecombustion.Thereareprosandcons...FWhadsoundreasonsforusingreverseflow.PowerJetsknewfullwellthatstraight-throughcombustionwouldbeintroducedforthenextgenerationofenginesandhadalreadydonemuchgroundwork.Forthetimebeing,itwasconsideredadvisabletogetonwiththeW2basdesignedandasprovenratherthanalterwhatwasinworkingorder.Therewasawarinprogress–urgencywasparamount.(PowerJetsturnedouttheW2/500andW2/700withadmirableresults).

Inthesummerof1942WhittlewenttotheUSAtoliaisewithGeneralElectric,whowerebuildingacopyoftheW1Xenginetopowertheirfirstjetfighter,theBellP-59Airacomet.Duringhisabsence,PowerJetsperseveredwitharedesignedversionoftheW2B,theW2/500,andintheautumnof1942WhittlewasapproachedbyRolls-RoycewithanoffertotakeovertheWhetstonefactorytomanufacturetheW2/500.Whittle’sresponsetoRolls-Royce’ssuggestionwasthatitwouldmakemoresenseforRolls-RoycetotakeovertheBarnoldswickfactoryfromRovers,whosecommitment,becauseoftheproblemsbeingexperienced,hadnowbeenreducedtothecompletionofonly100W2Bs.RelationsbetweenWhittleandRolls-Roycehadbeenona

cordialfootingsince1940,whentherehadbeenasignificantmeetingbetweenWhittleandStanleyHooker,wholaterintroducedhimtoRolls-Royce’sGeneralManagerErnestHives,whovisitedthePowerJetsfactoryatLutterworth.Whittleexplainedthattherewereproblemsinhavingcertaincomponentsmade,andHivesofferedtomakethemforhim.Withinashorttime,Rolls-Roycewasmanufacturingturbineblades,gearcasesandothercomponentsforPowerJets,anditwasRolls’engineerswhohelpedsolvethesurgingproblemsencounteredintheearlyengines.

encounteredintheearlyengines.InDecember1942,therewasameetingbetweenWhittle,Sir

WilfridFreemanandAMJohnLinnellattheMinistryofAircraftProduction,inwhichFreemanproposedtocombinetheresourcesofPowerJetsandRoversundertheprimarycontrolofRolls-Royce.WhittleaskedifhewouldberegardedasChiefEngineerofthecombinedproject,andreceivedanegativeresponse,whereuponhedeclaredthathewassickandtiredofthewholebusiness.Whittlenowhadaserioushealthproblem,sufferingfromrecurringboutsofillness,causedinsomepartbythetremendouspressureofhiswork,overtheprevioustenyears.Theillnesstooktheformofinsomnia,eczemaandheadaches.IanWhittlerecallsthat‘Hecould“flyoffthehandle”veryeasilywhennotwell.’Nevertheless,atasecondmeetingheappearedtoacceptFreeman’sproposal,ontheassumptionthattheW2/500tobebuiltbyRollsshouldbetoplansagreedwhollybetweenhimselfandRolls-Royce,withPowerJetscontinuingtheirresearchanddevelopmentprogrammeatWhetstone.Meanwhile,towardstheendof1941,withturbojet

developmentproceeding,albeitinfitsandstarts,andordersfortheGlosterF.9/40inplace,theurgentneedforaflyingtest-bedhadbeenidentifiedandthechoicefellontheVickersWellington.AtWeybridge,theVickersdesignteamwasaskedtoinvestigatethefeasibilityofinstallingaWhittleturbojetunitintherearfuselage,inthespacenormallyoccupiedbythebomber’stailturret,withprovisionforaflightengineerandhiscontrolpaneltomonitorproceedings,jetfueltanksinthebombbay,andautomaticrecorderstomakeafilmrecordofinstrumentreadings.Vickers’ChiefDesignerRexPiersonreportedthatthe

modificationwasfeasible,andthattheworkcouldbedoneatWeybridge.Itwasdulycompletedatacostof£8975,aRover-builtWhittleW2Benginebeinginstalled.ThiswasfirstgroundrunatWeybridgeon19July1942,andon1August1942,withitsnewserialZ8570/G,itsundersidespaintedyellowanda‘P’forprototypeaftofthefuselageroundel,theWellingtonwas

forprototypeaftofthefuselageroundel,theWellingtonwasflowntoHucknalltobeginairbornetrials.ThefirstflightbyRolls-Roycewiththeturbojetrunningtookplaceon14Augustandby26Augustsixflightshadbeenmade,theturbinerunningonthreeofthem.ThetestprogrammewasinterruptedinOctober,whentheWellingtonwasreturnedtoWeybridgetohavemodificationsmadetothejetengine’scowlings,buttheaircraftwasbackatHucknallbytheendofthemonth.Meanwhile,relationsbetweenPowerJetsandRoverhad

continuedtodeterioratesteadily.Whittle’sfrustrationsoverRover’sinabilitytodeliverproduction-qualityparts,andtheratherhigh-handedattitudesofsomecompanyexecutives,ledhimtobecomeincreasinglyvocalinhiscomplaints;Rover,ontheotherhand,werebecomingmoreandmoredisinterestedinthewholeturbojetproject,whereasRolls-Roycehadbecomemoreinvolvedsinceearlyin1942,whenWhittlehadcontractedthefirmtoproducesixengines,identicaltotheW.1butknownastheWR.1.

WellingtonZ8570/G,test-bedfortheWhittleW2Bturbojet.Rolls-RoyceviaJohnGregory

Eventually,SpencerWilksofRovermetwithHivesandHookerofRolls-RoyceattheSwanandRoyalpubneartheBarnoldswickfactory.TheydecidedtotradethejetfactoryatBarnoldswickforRolls’tankenginefactoryinNottingham.Ahandshakesealedthedeal.Thehandovertookplaceon1January1943,althoughtheofficialdatewaslater.RollssoonclosedRover’s‘parallel’plantatClitheroe,althoughthey

closedRover’s‘parallel’plantatClitheroe,althoughtheycontinuedtomanufacturetheW.2B/26thathadinitiallybeendevelopedthere.Followingthisdeal,therewasanimmediateandmarked

improvementinbothdevelopmentandproductionoftheW.2B.InDecember1942Roverhadtestedtheengineforatotalofthirty-sevenhours;inthefollowingmonth,Rolls-Roycetesteditfor390hours.TheW.2Bpasseditsfirst100hourtestatfullthrustof1600lbon7May1943.HarveyHeyworth,whosetimehadbeenoccupiedintesting

thevariousMerlin-andGriffon-poweredtypes,flewZ8570/Gforthefirsttimeon3February1943.He,liketheotherRolls-Roycetestpilots,referredtotheturbojetasa‘squirt’.HeflewthetypeseveralmoretimesinMarch,theflightsbeingconcernedmainlywithendurancetests.BythistimetheoriginalRover-builtW.2BhadbeenreplacedbyRolls-builtunits,twoofwhichweretested.BytheendofAugust1943,oneofthemhadloggedover100hours’flyingtime.HeyworthcontinuedtoflyZ8750/Gatintervals,althoughhis

mainpreoccupationcontinuedtobepiston-engineddevelopment.On1June1943hemadehisfirstflightinaFaireyFirefly,whichwaspoweredbyaGriffonIIBengineinitsinitialproductionversion.TheprototypeFaireyFireflytwo-seatnavalfighterfirstflewon22December1941,productiongettingunderwaytowardstheendofthefollowingyear.ItbecameoperationalinOctober1943onboardthecarrierHMSIndefatigable.FirefliesprovidedfightercoverduringtheseriesofFleetAirArmattacksonthebattleshipTirpitzinthesummerof1944,andinJanuary1945,whiledeployingtothePacific,theytookpartinthedestructionofJapanese-heldoilrefineriesinSumatra.InthePacifictheatretheFireflyprovedtobeaveryversatileaircraft,operatingasdayandnightfighters,fighter-bombersandreconnaissanceaircraft.Thefirstmajorpost-warvariantwastheFireflyMk4,whichinturnwasreplacedbytheMk5.Operatingfromlightcarriers,FirefliescarriedoutmanystrikesduringtheKoreanWar.TheFirefly

AS.6wasananti-submarinevariant.InAugust1943HeyworthaddedanotherFleetAirArmtype

tohislogbook.ThiswastheFaireyBarracuda,whichwaspoweredbyaRolls-RoyceMerlin32.TheBarracudawasdesignedtoSpecificationS.24/37andwasthefirstBritishcarrier-basedmonoplanetorpedobomberofallmetalconstruction.TheBarracuda’sentryintoservicewasdelayedwhenitsintendedengine,theRolls-RoyceExe,wasabandoned,andwhentheprototypeeventuallyflewon7December1940itwasunderthepowerofaRolls-RoyceMerlin30.ThefirstofthirtyBarracudaIsflewinMay1942,thisbatchbeingfollowedby1688BarracudaIIswithupratedMerlin32s.TheBarracudasawonlylimitedserviceinhomewaters,itsmostsuccessfuloperationbeinganattackontheGermanbattleshipTirpitzinApril1944.Meanwhile,Rover’sfailuretobringtheWhittleW.2Bengine

toproductionstandardhadcausedseriousdelaysinthedevelopmentoftheGlosterF.9/40prototypes.Groundrunningoftwoengines,notairworthyexamples,tookplaceinthefirstF.9/40,DG202/G,on29July1942,andthreedayslatertheaircraftwastransportedbyroadfortaxiingtrialsatNewmarketHeathinCambridgeshire.TheongoingdelaysinthedeliveryofW.2BenginespersuadedtheMinistryofAircraftproductiontoturntodeHavilland,whohadbeenpursuingthedevelopmentoftheirownturbojetengine,theHalfordH.1.TwooftheseunitswerefittedinDG206/G,thefifthprototypeF.9/40,whichmadeitsfirstflightinthehandsofMichaelDauntatRAFCranwellon5March1943.HarveyHeyworthflewthefirstF.9/40,DG202/G,atHucknall

on18November1943.Itwasthefirsttimehehadflownanaircraftwithatricycleundercarriage.Hedescribedthetypeinhislogbookasa‘RampageIV’,whichwasthenameGlosterhadtentativelypickedforit;theAirMinistry,however,hadotherideas,anditwasastheGlosterMeteorthatthejetfighterwouldenterRAFservice.OneoftheF.9/40prototypes,DG204/G,wasfittedwith

OneoftheF.9/40prototypes,DG204/G,wasfittedwithMetro-VickF.2turbojets,developedbyMetropolitanVickers;theF.2wouldlaterbenamedtheBeryl,andwouldpowertheworld’sfirstjetfighterflyingboat,theSaunders-RoeSRA1.DG204/GwenttotheTurbineFlightatRAEFarnborough,whoseCOwasSquadronLeaderW.D.B.S.DavieAFC.On4January,1944,Daviewasconductinghigh-speedtrialsat20,000feetoverFarnboroughwhentheportF.2enginedisintegratedduetorotorfailure.EarlyMeteorswerenotfittedwithejectionseats,andasDavieattemptedtojettisonthecockpitcanopyhelosthisleftarm.Hestruggledclearofthecockpit,butstruckthetailplane.Hisbodyfellthroughtheroofoftheparachutepackingsection,justmissingthemanwhohadpackedhisparachutethedaybefore.Thelessonlearnedfromthistragedywasthattherewasaneedformorerigorousmetallurgicalcontrolinjetenginemanufacture.InApril1944,amonththatsawcauseforanothercelebration

intheHeyworthhouseholdwiththebirthofHarveyandVal’sseconddughter,Wendy,Rolls-RoyceopenedanewfacilityatChurchBroughton,nearSudburyinDerbyshire.TheavailablespaceatHucknallwassubjecttoincreasingdemands,andthefactthatitwasagrassairfieldmeantthatitwasnotreallysuitablefortestingjetaircraft.TheF.9/40prototypeswenttoChurchBroughtonearlyinApril,andwerejoinedonthe28thofthatmonthbyWellingtonZ8570/G,whichcontinuedtestingjetenginesinto1945.ThesuccessfulexperiencewiththefirstmodifiedWellington

ledtothesimilarmodificationoftwomoreaircraft,oneforusebyRolls-RoyceandtheotherbyPowerJets.Vickersrecommendedusingthehigh-altitudeversion,theMkVI,asforthcomingtrialswouldmainlyinvolvehigh-altitudework,buttheRolls-RoycetestpilotsobjectedtotheinadequateviewfromtheMkVI’scockpit.Bywayofacompromise,itwasdecidedtobuildahybridaircraft,usingthewings,enginesandtailunitofaMkVIandthefuselageofaMkII.Thefirstoftheseaircraft,W5389/G,wasdeliveredtoHucknallinOctober1943andHarveyHeyworthflewiton30December,afterwhichitwenttoBaldertonnearNewark,whereaFlightTrialsUnithadbeen

toBaldertonnearNewark,whereaFlightTrialsUnithadbeensetuptotestWhittle’sjetengines.InApril1944itaccompaniedZ8570/GtoChurchBroughton,whereitremaineduntilJune,whenitreturnedtoHucknallforsomenecessarymodificationsthatwouldenableanewWhittleengine,theW.2B/37,tobeinstalled.ItwouldlaterbenamedtheRolls-RoyceDerwent.ThesecondWellingtonwasW5518/G,whichwasdeliveredtoPowerJetsatBruntingthorpeon17December1944.Thisaircraftcontinuedinitsroleastest-bed,latterlyfromBitteswell,untillate1948.Therearemanyanecdotesaboutthemenwhoflewthe

WhittleWellingtons,andtheengineerswhotendedthetemperamentalgasturbines.JimHeyworthrecallsthat:

FortestingtheW2BthepilotflewtheaircraftwhilstaflightengineerandsometimesaspecialistengineerfromLucasBurnleylivedatthebackneartheengine,allwrappedupincumbersomeclothinginconditionsofextremecold,foraircraftheatingwasvirtuallynon-existent.Hisworkwasassociatedwithcombustion,sowecalledhim‘Gassy’Clarke.Whentheengineflamed-outthefuselagefilledupwithkerosenefumesuntilGassycutofftheenginefuelsupply.Onealwaysknewwhenhehadsortedthingsoutbecausehestoppedcoughingandsplutteringovertheintercom.Asthepilotwasresponsibleforthesafetyofbothaircraftandjetengine,hehadamasteroverrideinthecockpitforthethrottleandfuelcock.

WhenanenginetestwasgoingwellGassyusedtogetexcited.Onedayhewasthoroughlyenjoyinghimself,chatteringawayabouthowexcellentlytheenginewasperforming,thenallofasuddenthechatterbecameadrunkenmumble,throughwhichonecouldmakeoutphrasessuchas‘tohellwiththejetpipetemperature’.Theflightengineerwentback

alongthefuselageandfoundthatGassyhadforgottentoturnonhisoxygenandwassufferingfromanoxia.Hewasquicklybroughtbacktorealitywhentheflightengineerturnedonhisoxygensupply,thepilothavingmeanwhilemadetimelyuseoftheoverridefuelcock.

ItwasinJune1944thattheRoyalAirForceenteredthejetage,andthesquadronselectedtopioneeritsentryintothenewerawasNo616,basedatCulmhead,nearTauntoninSomerset.FormedatDoncasterinNovember1938thesquadronhadbecomeoperationalin1940when,equippedwithSpitfireMkIIs,ithadfoughtwithdistinctionintheBattleofBritain.In1941itre-equippedwithSpitfireVs,and,aspartoftheTangmereWingundertheleadershipofWingCommanderDouglasBader,itflewfightersweepsovertheContinent.Later,armedwithSpitfireMkVIIs,itoperatedagainsthigh-altitudeGermanreconnaissanceaircraft.Earlyin1944themaineffortswitchedtoescortduties,thesquadron’sSpitfiresaccompanyingbombersthatwereattackingcommunicationsinFranceandtheLowCountriesaspartoftheprogrammeleadinguptothealliedinvasionofEurope.DuringthisperiodofoperationstheSpitfiresalsoescorted

AlliedmediumbombersengagedinanintensiveseriesofattacksonV-1flyingbombsitesalongthePasdeCalais.ThefirstV-1s,assignedtoFlakregiment155W,hadarrivedatthesesitesinOctober1943,butbythespringof1944themissileshadstillnotbeenproducedinsufficientnumberstoenablethemassiveflyingbomboffensiveagainstEngland–OperationRumpelkammer(Junkroom)-tobegin,andthebombingattacksonthesitescausedfurthersetbacks.Nevertheless,thefirstV-1waslaunchedagainstLondononthenightof12/13June1944,aweekaftertheAlliedinvasionforcelandedinNormandy,andalthoughthecarefully-camouflagedV-1siteswerekeptunderconstantairattackitwasapparentthatthemissileoffensivewouldnotbecurtaileduntilthesiteswereoverrunbythe

Alliedgroundforces,andwiththelatterstillfightinghardtoretaintheirfootholdinNormandyitwouldbesomeweeksbeforethiscouldbeachieved.

Above&below:MeteorF.1EE223/GwasthefirsttobepoweredbyRolls-RoyceDerwentIenginesinstalledinshort-

chordnacelles.Rolls-RoyceviaCorinneMoore

AstheypatrolledtheNormandybeach-headsintheirSpitfiresthepilotsofNo616Squadronhadnoideathattheyweredestinedtoplayarevolutionarypartinthebattleagainsttheflyingbomb.Sincethespringof1944therehadbeenstrongrumoursthatNo616wastorearmwitharadicalnewaircraft;mostofthepilotshoweverbelievedthatifre-

aircraft;mostofthepilotshoweverbelievedthatifre-equipmentdidtakeplaceitwouldbewithGriffon-eginedSpitfireMk.XIVs,andthisbeliefwasstrengthenedwhen,earlyinJune,twooftheseaircraftarrivedatCulmhead.Then,suddenlytherewasfreshspeculationwhen,inthemiddleofJune,No616’scommandingofficer,SquadronLeaderAndrewMcDowall,andfiveofthesquadron’spilotsweresentondetachmenttotheRoyalAircraftEstablishmentatFarnborough.ItwasnotuntiltheyarrivedthatMcDowallandhiscolleagueslearnedwhatawaitedthem:aconversioncoursetoGlosterMeteorMk.1jetfighters.TwentyproductionMeteorF.Mk.1shadbeenorderedtomeet

theurgentdemandforajetfighterfortheRAF.TheaircraftwasbasicallyamilitaryversionoftheF.9/40,poweredbyRolls-RoyceW.2B/23Wellandengineseachdeveloping1700lb.s.t.ThetwoMeteorF.1satFarnborough,EE213andEE214,proveddelightfulaircrafttoflyandconversionprogressedsmoothlyoncethepilotshadgotusedtothenoveltyofnothavingapropellerinfrontofthem.McDowallandtheotherfivepilotsontheinitialconversioncoursewereenthusiasticaboutthenewaircraftandwhentheyreturnedtoCulmheadearlyinJulytheireagernessquicklyinfectedtherestofthesquadron.No616’sfirstMeteor,EE219,arrivedatCulmheadon12July

1944,onemonthaftertheGermanV-1offensivebeganagainstBritain.Duringthenextfewdays,elevenmoreMeteorswereflowninfromFarnboroughandthetaskofconvertingtherestofthesquadron’spilotstothenewtypecontinued.WithoutexceptionthepilotsfoundtheMeteordelightfultohandle;themainproblem,afterflyingforyearsintailwheelaircraft,layingettingusedtothetricycleundercarriage.

CHAPTERSIX

DEVELOPINGTHEPOWERJuly1944alsomarkedthestartofJimHeyworth’scareerwithRolls-Royce.Herecalledmuchlater:

‘IhadavoidedagroundjobattheMinistryandwouldbeflyingallday,everydaystillinuniformbutworkingforanon-serviceorganisation,Iwouldstillbeworkingforthewareffort,onlynotunderenemyfire,soifIwerekilleditwouldprobablybemyownfault!Ilikedthechallengeofhelpingtheengineerstosolvetheirvariousproblems;afterall,thetestpilotwasjustonememberoftheteam.TherewerefiveothertestpilotsbetweenfourandtenyearsolderthanI,allinterestingcharacters.MyenthusiasmforflyingneverwaveredandaftersixmonthsIhadflownaBattle,Hurricane,Spitfire,Lancaster,Meteorjet,Mosquito,Mustang–allofcoursewithRollsRoyceengines.Tobeginmytestflying,IstartedonLancasterpowerplantdevelopment,thenwentontotheprototypeLincoln,whichwasnotinproductionintimeforbombingGermany’.

[DesignedtoSpecificationB.14/43tomeetarequirementforaLancasterreplacement,theprototypeAvroLincolnflewforthefirsttimeon9June1944.DeliveriestotheRAFbeganinthespringof1945,whenaLincolnFlightwasformedwithinNo57SquadronatRAFEastKirkby,Lincolnshire.TheLincolnbecameoperationaltoolatetoseeactiveserviceinWWII,

becameoperationaltoolatetoseeactiveserviceinWWII,althoughplanshadbeenmadetosendseveralsquadronstotheFarEastaspartof‘TigerForce’foroperationsagainstJapan.Lincolnsdid,however,seeactionagainstcommunistterroristsduringtheMalayanEmergencyofthe1950s.TheRAAFoperatedthetypeastheLincolnB.30;fiveaircraftwereassembledfromBritish-builtcomponents,andafurthersixty-eightbuiltunderlicence.TheLincolnwasretiredfromRAFBomberCommandattheendof1955,beingreplacedbytheCanberrajetbomber.ThelastairarmtooperatethetypeasabomberwastheArgentineAirForce,whichreceivedtwelveLincolnB.1sandusedthemuntil1963–Author].

AlltheaircraftatRRwereusedtodevelopup-ratedenginesornewengines.Forexample,therewasaspecialrequestinMay1945bytheRAFtoincreasethespeedoftheMerlin-enginedMustang;theengineersincreasedthepowerbyincreasingthefuelflowi.e.over-boostingtheengine.Ihadtoflyfortenminutesatthisextrapowerat500feettoprovereliability.Aftersixminutestheengineblewup,coveredthewindscreenwithoilandbitscamethroughtheside.At445mphtherewasplentyofenergysoIpulledupto4000feet,lookeddown,spottedanairfieldandglidedintolandonarunway.ThesamethinghappenedwithanotherengineandbothtimesImanagedtosavetheaircraftwithoutdamage.Thisprovedmyjudgementfactor.Itwasarepeatofanexperienceofbombingmissions,confidenceincopingwithanemergency.IfeltIknewwhatIwasdoingwithanaircraft–Ihadcontrolfromtake-offtolanding.Themachinewasnotdrivingmeroundtheskies.(TenyearslatertheSupermarineSwiftwiththeAvonenginewastheonlyaircraftwhich,whenIflewitinitially,drovemearoundforthefirsttenminutes–itwasaflyingbrick.)

Meanwhile,No616SquadronwasabouttotesttheMeteorjetfighterinaction.On21July1944thesquadron’sSpitfires,accompaniedbytwoMeteors,deployedtoManstoninKent,wheretheywerejoinedbyfivemoreMeteorstwodayslater.ThepilotsoftheRAF’sfirstjetflightwerethenewly-promotedWingCommanderMcDowall,WingCommanderH.J.Wilson(McDowall’ssecondincommand),SquadronLeaderL.W.Watts(McDowall’spredecessoras616SquadronCO,whohadelectedtoremainasaflightcommander),FlyingOfficersRoger,McKenzie,ClarkandDeanandWarrantOfficerWilkes.TheestablishmentofaMeteorflightatManstonwaskeptastrictsecret,atightsecuritycordonbeingthrownaroundtheairfield.On27July,No616Squadronwasorderedtomountitsfirst

‘Diver’patrol,asthesortiesagainsttheV-1swerecodenamed.Thefirstpilottotakeoffat14.40wasFlyingOfficerMcKenzie,buthelandedforty-fiveminuteslaterwithouthavingsightedanyoftheenemymissiles.Sevenmoresortieswereflowninthecourseofthedaywiththesamenegativeresult.Theweekthatfollowedwasfulloffrustrationanddisappointment.InordertoincreasethetimeonpatrolitwasdecidedtodecreasethedistancebetweenthesquadronbaseandtheapproachpathoftheflyingbombsbymovingtheMeteorstoadispersalaerodromenearAshford,theaircraftcarryingouttheirDiverpatrolsfromthislocationandreturningtoManstonattheendoftheday’sflying.ItwaswhileflyingfromAshfordon29JulythatSquadron

LeaderWattsandFlyingOfficerT.D.(‘Dixie’)Deanbecamethefirstof616’spilotstosightaV-1.Wattsspottedthemissileafteronly10minutesonpatrolandclosedinonit,butasheattackedhisfour20mmcannonjammedafteronlytworoundshadbeenfired.Helplessly,hecoulddonothingbutsitinhiscockpitandwatchwhiletheV-1flewontowardsitstarget.(Laterthatdaythesamethinghappenedtoanotherpilot,anditwassubsequentlyestablishedthatthecauseofthejammingwasupdraughtinthecartridgecaseejectionslotsunderthefuselage.)DeanalsoattemptedtoattackaV-1,butfailedtoget

fuselage.)DeanalsoattemptedtoattackaV-1,butfailedtogetwithincannonrangebeforethemissileenteredarestrictedzone,reservedforthebarrageballoondefences,andhehadtobreakoff.Intheeveningof4August,DeansightedaV-1onlyminutes

aftertakingofffromAshford.Gainingspeedinadive,hemadeahead-onattack,buthisgunsjammedafterjustashortburst.DeterminednottolettheV-1escape,hepulledroundhardandclosedinfromastern,bringinghisMeteoralongside.Withinfinitecareheslidhiswingtipunderthatofthemissile,holdingthemjustafewinchesapart.TheturbulentairflowdisturbedtheV-1’sequilibrium;itswingrosesharplyanditsgyrotoppled,sendingitoutofcontrol.Deanwatcheditasithurtleddown,pulsejetstillgoingflatout.Secondslateritexplodedinopencountry.DeanhadbecomethefirstBritishjetpilottodestroyan

enemyaircraft,albeitbyunconventionalmeans,butalthoughtherewasanelementofdangerinhismethoditwasneverthelessmuchsaferthanattackingaV-1atcloserange,wheretherewasarealdangerthatthefightermightbedamagedbydebrisfromtheexplodingmissile.OnlandingatbaseDeanlearnedthatanotherpilot,FlyingOfficerJ.K.Roger,hadalsoattackedanddestroyedaflyingbombminutesafterDean’sownvictory.Roger’scannonhadworkedsatisfactorilyandtheV-1haddivedintothegroundandexplodednearTenterton.FromnowonthefrequencyoftheDiverpatrolswassteppedupconsiderably.No616hadtwoMeteorsairbornecontinuouslythroughouttheday,flyinginrelaysinpatrolsof30minutes’duration.By10AugustDeanhaddestroyedtwomoreV-1stocompletehishat-trickandthesquadron’sscoremountedsteadily.Thebusiestdayswereon16and17August,whenfiveV-1sweredestroyedbytheMeteorpilots.By31August1944,thedatewhentheV-1siteswerefinallyoverrunbyAlliedgroundforces,thesquadron’sscorestoodatthirteendestroyed.Althoughitwasonlyaverysmallfractionofthetotalnumberofmissilesdestroyedbytheairdefences,itneverthelessprovedtheMeteor’scapabilityinactionagainstsmallhigh-speedtargets.

smallhigh-speedtargets.Fortheremainderof1944,616Squadronsettleddowntoa

steadyandsomewhatboringroutineofdemonstrationflightsforthebenefitofAlliedmilitarydignitariesandairexercisesinconjunctionwithRAFBomberCommand(whichwasnowflyingdaylightmissionsingrowingnumbers)andtheUSEighthAirForce.TheobjectoftheseexerciseswasprimarilytoassistthealliedbombercommandstodevelopdefensivetacticsagainsttheGermanMesserschmittMe262jetfighterswhichwereappearinginactionagainstthedaylightbomberformations,andagainstwhichthepiston-enginedAlliedfighterescortswerevirtuallypowerless.DesignworkontheMe262beganinSeptember1939,a

monthafterthesuccessfulflightoftheworld’sfirstjetaircraft,theHeinkelHe178,butbecauseofdelaysinthedevelopmentofsatisfactoryengines,themassivedamagecausedbyAlliedairattacksandHitler’slaterobsessionwithusingtheaircraftasabomberratherthanafighter,sixyearselapsedbetweenthe262takingshapeonMesserschmitt’sdrawingboardanditsentryintoLuftwaffeservice.BecauseofthelackofjetenginestheprototypeMe262V-1flewon18April1941underthepowerofaJumo210Gpistonengine,anditwasnotuntil18July1942thattheMe262V-3madeaflightunderturbojetpower.Incomparison,oncetheprogrammeofBritishturbojetenginedevelopmenthadbeentakenoverbyRolls-Royce,progressinBritainhadbeenmuchfaster,andalthoughBritishjetengineswerelesspowerfulthantheirGermancounterpartstheyweremuchmorereliable,theMe262’sJumoenginesbeingpronetosuddencatastrophicfailureandhavingalifeofonlyabout25hours.December1943sawthefirstflightoftheMe262V-8,thefirst

ofthetypetocarryafullarmamentoffour30mmMK108cannon.Bytheendof1944730Me262shadbeencompleted,andafurther564werebuiltintheearlymonthsof1945,makingatotalof1294aircraft.TheMe262initiallywentintoproductionasapurefighter,enteringservicewithatrialsunit

knownasErprobungskommando262(EK262)atLechfeld,nearAugsburg,inAugust1944.Thenewenemyaircraftcouldoperateataveryhighaltitudeandhadaspeedadvantageofasmuchas100mphinexcessoftheSpitfires,MustangsandThunderboltswhichprovidedthebulkoftheAlliedfighterescorts,andtheAlliedaircommandersquicklyrealisedthatunlessanewsetoftacticswasdevisedtheappearanceoftheenemyjetsinsubstantialnumberswouldpresentaveryrealthreattoAlliedairsuperiorityovernorth-westEurope.

TheMesserschmittMe262,seenhereinitstwo-seatnightfightervariant,isoftenerroneouslydescribedastheworld’s

firstoperationaljetfighter.Infact,itdidnotbecomefullyoperationaluntilOctober1944,threemonthsafterBritain’s

GlosterMeteor.Author

Inthesummerof1944Rolls-RoycecontinueditstestingoftheRolls-RoyceW.2B/37DerwentMk.Iturbojet,intendedfortheMeteorMk.3,butbySeptember1944theDerwentwasstillnotavailableandthefirstfifteenMk.3swerepoweredbyW.2B/23CWellands,theseaircraftbeingdeliveredtoNo616SquadronfromDecember.ThefirstMeteorMk.3toflywiththe2000lbs.t.DerwentwasEE245,theremaining195productionaircraftbeingsimilarlyequipped.InAugust1944Harvey

HeyworthflewDG209,theDerwent-equippedeighthandlastF.9/40prototype,ontwentysorties;ononeofthem,on14August,bothenginesfailedat30,000feet,givinghimplentyofheighttoeffectasuccessful‘dead-stick’landing.InSeptemberandOctober1944hisflyingwasconfinedalmostexclusivelytotheMeteor,mostlyinDG209butwithsomesortiesinDG202,whichwasstillfittedwithWellands.(AfteritsflighttrialswithRolls-Royce,thisaircraftwasflowntothenavalairstationatAbbotsinch,inScotland,fromwhereGlostertestpilotEricGreenwoodcarriedoutdeck-landingtrialsonHMSPretoriaCastleintheFirthofClydeinAugust1945).BytheendofNovember1944Heyworthhadamassed6171flyinghours,including225onjetaircraft.

VariousmarksofMeteor,uptoandincludingtheF.Mk.8,wereusedfordecklandingtrials.TheaircraftcarrierhereisHMS

Illustrious.Author

On18December1944No616SquadronreceiveditsfirsttwoMeteorF.3s,EE231andEE232.Threemore,EE233,234and235arrivedonthetwenty-fourthandinJanuary1945,followingamovetoColerneinWiltshire,thesquadronexchangedallitsremainingF.1sforF.3s.On20January1945,aflightof616’sMeteorsflewtoBelgiumtojoinNo84Groupof

aflightof616’sMeteorsflewtoBelgiumtojoinNo84GroupoftheRAF2ndtacticalAirForceatMelsbroek.Becauseofthedangerthatanti-aircraftgunnersandfighterpilotsmightconfusetheMeteorswiththeMesserschmitt262,theBritishfighters,whichhadbeencamouflagedinthenormalRAFgrey-greendayfightercolours(lackingtheblackandwhiteidentificationbandswhichwerebornebymostaircraftoftheTacticalAirForce)werefinishedinaglossy-whitepaintschemeoverall.ThepilotsoftheMeteorflight,whohadbeenlookingforward

tothemovetotheContinentandtheactionitpromisedweretobesadlydisappointed,andthenextfewweekswereremarkableonlyfortheirlackofactivity.BecauseoftheriskofaMeteorfallingintoenemyhandsthepilotsweregivenstrictinstructionsnottoflyoverenemy-heldterritoryandinsteadtheywereassignedtoflystandingpatrolsoverNijmegenandotherAlliedairbasesinthevicinity.Tovarytheboringroutinethepilotssetthemselvesunofficialcompetitionstoseewhocouldachievethefastestscrambletime,climbtoaltitudeandsoon.Ononeoftheseoccasions,duringacompetitiontoseewhocouldgethiswheelsupthefastestduringaformationtake-off,WarrantOfficerWilkesretractedhisundercarriageasplitsecondtooearlywiththeresultthatthewheelscameupbeforetheMeteorwasoffthegroundandtheaircraftfloppeddownonitsbelly.OperationsfromMelsbroekwereflownfromsemi-preparedgrassstripsorPSPmatting,afactthatconsiderablyalarmedrepresentativesofGlosterswhovisitedtheunit.NeverthelesstheMeteorproveditselffullycapableofoperatingundertheseconditions,andononeoccasionanaircraftwassuccessfullyflownoutofaploughedfieldaftermakinganemergencylanding.Theremainderof616SquadronarrivedontheContinenton

1April1945,deployingtoGilze-RijeninHolland,andtheAirMinistrynowauthorisedthejetfighterstoassumeamoreoffensiverole.AlthoughtheMeteorsmadeshortforaysintoenemyairspace,theyfailedtomakecontactwiththeLuftwaffeanditwasdecidedtoemploythemonarmedreconnaissance

andgroundattack.On17April,FlightLieutenantCooperbecamethefirstMeteorpilottofirehisgunsinangeroverenemyterritorywhen,inthecourseofanarmedreconnaissance,hesightedalargeenemytrucknearIjmuiden.Afteronefiringpassthevehicleslewedofftheroadandburstintoflames.For616SquadronthelastweeksofthewarinEuropewere

markedbyfeverishactivityastheunitmovedfromairfieldtoairfieldinthewakeoftheAlliedadvance,carryingoutitsarmedreconnaissanceandattacksortiesunderconsiderablepressure.On20AprilthesquadronwasestablishedonGermansoilatQuackenbrucknearBremen;fourdayslater,fourMeteorsledbyWingCommanderMcDowallattackedtheenemyairfieldofNordholznearCuxhaven,divingoutofthesunfrom8000feet.InasinglefiringpassMcDowalldestroyedaJunkers88onthegroundandsentsomecannonshellsthroughamotorvehicle.FlyingOfficerWilsonattackedtwopetrolbowsers,whichhesetonfire,andrakedairfieldinstallationswithhisremainingshells.FlyingOfficerMoonstrafedadozenrailwaytrucksontheairfieldperimeteranddestroyedananti-aircraftpostwhilethefourthpilot,FlyingOfficerClegg,shotupalargevehiclefullofGermantroopswhowavedasthejetfighterboredownonthem,nodoubtmistakingitforanMe262.TheywerestillwavingwhenCleggopenedfire.UptonowNo616Squadronhadsufferednocasualtieswhile

flyingMeteors.Itwasarecordthatlasteduntil29April,whentwoMeteorsflownbySquadronLeaderWattsandFlightSergeantCartmelltookoffonanoffensivepatrol.SomeminuteslatertheaircraftenteredcloudandsoonafterwardsAlliedtroopsonthegroundobservedalargeexplosionfollowedbydebrisflutteringdown.Bothpilotslosttheirlives.AlthoughtheMeteorpilotsstillhalfhopedthattheymight

haveachancetotesttheiraircraftincombatagainsttheLuftwaffe’slatestfighters,bythebeginningofMayitwasapparentthatthiswasnottobe.Neverthelessgroundattack

workwasexcitingenough,forenemyflakwasstillheavyandseveralMeteorsreturnedtobasewithbattledamage.Thesquadron’sfinaldayofcombatoperationscameon4May1945,andmarkedtheclimaxtoaweekofintensegroundattackactivity.Duringtheday’soperationstheMeteorpilotsdestroyedoneenemylocomotiveanddamagedanother,knockingouttentrucksandtwohalf-tracksaswellasstrafinganumberofinstallations.At17.00thesquadronreceivedasignaltotheeffectthatalloffensiveoperationsoverGermanyweretobesuspended.ThesecondRAFFighterCommandunittoconverttoMeteors

wasNo504(CountyofNottingham)Squadron,AuxiliaryAirForce,withwhichHarveyHeyworthhadflowninthe1930s.Afterashortworking-upperiodonthenewaircraftitwasdeclaredoperationalinApril1945,butitwasnotdeployedtotheContinent.ItretaineditsMeteor3suntilAugust1945,afterwhichitsuccessivelyflewMosquitoesandSpitfiresbeforerearmingwithMeteorMk.4sin1949.Meanwhile,thesecondBritishjetfightertobecome

operationalhadmadeitsappearance.DesignworkontheDH.100VampirehadbeguninMay1942,theprototypeflyingon20September1943,andinthespringof1944itbecamethefirstAlliedjetaircraftcapableofsustainedspeedsofover500mphoverawidealtituderange.ThefirstproductionVampireflewinApril1945.Itwasnotuntil1946,however,thatthefirstexamplesweredeliveredtooperationalsquadrons.TheVampirewaspoweredbythe2300lbs.t.HalfordH.1engine,nownamedtheGoblin.America’sfirstjetfighterwastheBellP-59Airacomet,the

prototypeofwhichflewon1October1942underthepoweroftwoGeneralElectricI-Aturbojets,derivedfromtheWhittleW.2Bengine.Ahigher-poweredengine,the1400lbthrustI-16,wasinstalledinthethirteentrialsaircraftwhichfollowed.TwoofthesewereevaluatedbytheUSNavy,andathirdwassenttotheUnitedKingdominexchangeforaGlosterMeteorMk1.TheAiracometprovedtobeunderpoweredanditsperformancefellfarbelowexpectations,sotheoriginalorderfor100

fellfarbelowexpectations,sotheoriginalorderfor100aircraftwasreduced.TwentyP-59AswerebuiltwithJ31-GE-3engines,and30P-59BswithJ31-GE-5s.AlthoughtheAiracometdidnotserveoperationallyinWorldWarII,itprovidedtheAmericanswithinvaluableexperienceintheoperationofjetaircraft,fromboththeaircrewandengineeringpointsofview.America’sfirstfullyoperationaljetfighterwastheLockheed

P-80ShootingStar,whichlikeitsBritishcounterpartswasofveryconventionaldesignandwhichwastobecometheworkhorseoftheAmericantacticalfighter-bomberandfighterinterceptorsquadronsforfiveyearsafterWWII.TheprototypeXP-80wasdesignedaroundadeHavillandH-1turbojetwhichwassuppliedtotheUnitedStatesinJuly1943andtheaircraftwascompletedinjust143days,makingitsfirstflighton9January1944.InApril1945twoYP-80sweresenttoEngland,wheretheywereattachedtotheEighthAirForce,andtwomorewenttoItaly,butnoneexperiencedanyoperationalflyinginEuropebeforethewar’send.AtChurchBroughtonin1945,HarveyHeyworthcontinuedto

flytheMeteorwithincreasingexpertise.HisbrotherJim,writingtotheauthorin2005,said:

Hisdemonstrationofthesound,speedandsmoothnessofthejetintheveryearlydaysoftheMeteorIcanstillremembervividlytoday–brilliant.

HarveyHeyworthinthecockpitofaGlosterMeteor,anaircraftinwhichhemadesomebrilliantdemonstrationflights.Rolls-

RoyceviaCorinneMoore

Thebrilliancewasmuchinevidenceon13October1945,whenHarveyHeyworthputMeteorMk.3EE339throughitspacesbeforeaconsiderablecrowdatBurnastonaerodromenearDerby,atthattimethehomeofNo16ElementaryFlyingTrainingSchool.Heyworth’sdemonstration,at4.00pm,wastheclimaxoftheshow.Alocalnewspaperwaseuphoricinitssubsequentreport,whichappearedundertheheadline:METEOR’SFLASHANDSCREAMAMAZEDDERBYCROWDS.

The1500peoplewhowenttoBurnastononSaturdaytoseetheGlosterMeteorjet,misseditwhenitflashedovertheaerodromeonitsfirstrun.Thefastestthingonearth–which,poweredwithRolls-RoyceDerwentturbines,willmakeanattemptontheworldspeedrecordthisweek–flashedtowardstheairfieldfrombehindthehangars.Peoplewerescanningtheskyeagerly.Suddenlytherecameadeafeningscream.Thegroundseemedtoshake.Theaircrafthad,however,alreadypassedoverthespectators’heads.Ithadmadeitsentranceandexitalmostwithoutbeingseen.Whenthecrowdcaughtsightofit,itwasasablurredobjectshootingintotheclouds.

TheMeteorflewataminimumlevel,butitsapproachwasnotseenorheard.Againtherecame

thatpetrifyingsoundandthistimethecrowdlookedinfrontofthenoise–andsawit.Theaircrafttwistedandspunandsogreatwasitsspeedthatitleftvapourtrailsfromitswingtips.Theamazedcrowdstoodrootedtothegroundasthemachineflashedovertheirheadsseveraltimes.Nothinghaseverbeensocorrectlynamedandtheonlydescriptionoftheaircraftis‘meteor-like.’

Themachine’sclimbingpowerisunbelievable.Almostwithinitsownlengthitcanturnonitstailandhurtleintothesky.

TheattemptontheWorldAirSpeedRecordwasmadethreeweekslaterbytheRoyalAirForceHighSpeedFlight.TheaircraftinvolvedwereMeteorF.3sEE454andEE455,takenofftheproductionlineandbroughtuptothestandardofthelatestmodel,theF.4.ArmamentandVHFmastswereremovedandtheaircraftweregivenaspeciallow-draghighspeedfinish.On7November,1945,GroupCaptainH.J.WilsoninEE454,namedBritannia,establishedanewrecordof606mphatHerneBay,Kent,andonthesamedayGlostertestpilotEricGreenwoodreached603mphinEE455,whichwasfinishedyellowoveralltomakeitreadilydiscerniblebytherecordingcameras.ItwasEricGreenwoodwho,on20September1945,had

madethefirstflightofapropeller-turbine(turboprop)aircraftintheworld.TheaircraftinvolvedwasMeteorMk.1EE227,theeighteenthproductionmachine,whichhadbeenusedfordirectionalstabilitytrialsattheRAEFarnboroughaftercompletingeightyhoursofoperationalflying.InFebruary1945itwasallocatedtoRolls-RoyceatHucknallfortheinstallationoftwoRolls-RoyceRB.50Trentpropeller-turbines,thefirstflightaftermodificationbeingmadefromChurchBroughton.TheTrentwasbasicallyaDerwentMk.IIfittedwithasingle-stagereductiongear,a7ft11inRotolfive-bladedpropellerandadriveunit.TheaircraftwasflownbyalltheRolls-Roycetestpilots,includingthetwoHeyworths.Harveyflewitforthefirsttimeon1October1945,recordingtheeventinhislogbook

timeon1October1945,recordingtheeventinhislogbookwiththeexclamation‘GasTurbineAirscrews!’Jim

EE227,theTrentMeteor,picturedpriortotheinstallationofthefrontcomponentsofitsturbopropengines.Rolls-Roycevia

CorinneMoore

Close-upoftheRolls-RoyceTyneinstallation,withitsfive-bladedpropeller,onEE227.Rolls-RoyceviaCorinneMoore

Heyworthrecallsthat;

Ontheapproachtoland,ifthepowerwasreducedataboutahundredfeetthepropellerswentintofinepitchandblankedofftheelevators,soitwasnotpossibletoflareoutforthelanding.LuckilytheMeteorhadastrongundercarriage.Theremedywastomaintainpoweronalowapproachuntiltouchdown;laterthetailplanewasmodified.

PriortoitsexperimentalworkEE227hadservedasYQ-YwithNo616Squadron,soitwasratherappropriatethatmuchoftheTrentMeteorflyingprogrammewasallocatedtoWingCommanderAndyMcDowell,No616’sformercommandingofficer,whojoinedtheRolls-Royceflighttestteaminthesummerof1945.TrialscontinueduntilMarch1948,thebasicobjectivethroughouthavingbeentoobtainpracticalexperienceofthecontrolproblemsofapropeller/turbine

experienceofthecontrolproblemsofapropeller/turbinecombinationatreasonablyhighforwardspeeds.Inallsome930developmenthourswererun,300oftheminflight.EE227subsequentlywenttoBoscombeDown,whereitwasemployedinatrialsprogrammeonbehalfoftheRoyalNavy,themainobjectofwhichwastoinvestigatethefuelconsumptionofturboprop-poweredaircraft.InSeptember1948itreturnedbrieflytoHucknalltohaveitsenginesremovedandreplacedbystandardDerwents,afterwhichitwenttoRAEFarnboroughandwassubjectedtofiredestructiontests.Rathersadly,itwasbrokenupinJune1949,althoughoneofitsTrentengineswaspreservedfordisplayintheDerbyIndustrialMuseum.AftertheTrentMeteor,thedeHavillandHornet,whichthe

Heyworthbrothersbothflewonvariousenginetrialslatein1945,wasasplendidexperience.Poweredbytwo2030hpRollsRoyceMerlin130/131V-12engines,thedeHavillandHornetwasthefastesttwinpiston-enginedfighterintheworld,andperhapstheultimateinBritishpiston-enginedfighterdesign.Itbeganlifeasaprivateventurein1942tomeettheneedforalong-rangeescortfighterforserviceintheFarEast,butmajorordersfortheHornetF.1werecancelledattheendofthewarandonly60werebuilt,enteringRAFservicein1946.Thesewerefollowedby132HornetF.3s,whichservedwithfourfirst-lineRAFairdefencesquadronsuntiltheywerewithdrawnin1941.ManyweresubsequentlysenttotheFarEast,wheretheywereusedinthegroundattackroleagainstcommunistterroristsinMalaya.ThenavalversionwastheSeaHornetF.Mk.20,seventy-ninebeingbuilt,andtheNF.MK.21wasanavalnightfightervariant.ThelastHornetvariantwasthePR.Mk.22,withabatteryofcamerasinplaceofarmament.TotalSeaHornetproductionwas187aircraft,includingprototypes.

EE227,showingthestabilisingfinsthatwereaddedtothetailplane.Rolls-RoyceviaCorinneMoore)

JimHeyworthatthecontrolsoftheprototypedeHavillandHornet.JimHeyworth

JimHeyworthwasveryenthusiasticabouttheHornet,describingitas,smooth,fast,relaxed,novices,adelighttofly,theeasiestpistonenginedaircraftflown.ItwastheHornetthatgaveJimHeyworthhisfirstexperience

ofathenunknownphenomenon.

Itwasduringsomepowermeasurements,whileclimbingfrom32,000to38,000feet,thatInoticedwhatIthoughtwasaveryroughengine.Ibegantodescendbutitclearedandeverythingransmoothly

again.However,ontherepeatclimbthesameroughnessoccurredbutallenginetemperatureswerenormal,soIlandedmuchperplexed.IdecidedtotakeaMeteorjetaircraftontestanhourlaterandonceagainfoundthisroughnessaround37,000feet.At36,000feetitwassmoothbutat38,000feetitwasroughagain.AfterlandingIdescribedwhathadhappenedtotheothertestpilots,wholaughedandsaiditwasnonsense.Thenextday,someoftheotherstriedtoexperiencethisphenomenonbutnoneofthemcouldreplicateit;thejetstreamhadgone.

ThreedayslaterIfoundthesameroughair.Iflewwestfrombaseinthesmoothairbetweentheroughairbandsfor20minutesthenfleweast,andfoundIwasbackoverbaseinonly6minutes.ThisindicationofaveryhighwindspeedIkepttomyselfonlandingandphonedthelocalmeteorologicaloffice–theyhadneverheardofsuchathingbefore.TheiropinionwasthatIhadeithermisreadmyaltitudeorelseImusthavehitroughairontheedgeofcloud.NextIphonedBracknellWeatherCentreandfoundanexperttotalkto.Hewasdelightedwiththeinformationandcalledthephenomenona‘JetStream’,whichproducedacobblestoneeffectbelowandabove.ItappearedthatnooneelsehadgiventheWeatherCentresuchinformation,andafterwardsinthenormalcourseoftestflyingItooknoteofthesemeteorologicalconditionswhentheyoccurred.EventuallyIwasbelievedbytheotherpilots,whoexperiencedthesamephenomenonforthemselves.

TheSeaHornetNF.21navalnight-fighterversionofthedeHavillandHornet,anaircraftmuchlovedbythosewhoflewit.

Author’scollection

InJanuary1946HarveyHeyworth,whobythistimehadflownninetydifferenttypesofaircraft,wasawardedtheAirForceCrossinrecognitionofhisservicestoaviation.Itwasanhonourrichlydeserved.

CHAPTERSEVEN

FROMNENETOAVONInthesummerof1944workhadbeenprogressingonthedevelopmentofRolls-Royce’sthirdturbojetengine,theRB.41Nene.Thispowerplantranforthefirsttimeon27October1944,attheendofanastonishinglyshortfive-monthdevelopmentperiod.TheNenehadadoubleentry,singlestagecentrifugalcompressordrivenbyasingle-stage-axialflowturbine,withnineexternalcombustionchambers.At4000lbs.titsoutputwasvirtuallydoublethatofearlierturbojets.TheNenewastoolargetofitintotheMeteor’senginenacelles,soRolls-Royceproducedascaled-downversioninordertoenhancetheMeteor’sspeedandaltitudeperformance.NamedDerwentV,itsuccessfullypassedits100-hourtestata3000lbthrustratingandwasfirstflowninaMeteorF.3,EE360,byEricGreenwoodon17May1945.EE360thereforeeffectivelybecametheprototypeMeteor

F.Mk.4,whichfeaturedastrengthenedairframeandapressurisedcockpit.Itswingspanwasalsoreducedfrom43ftto37ft2in,whichincreasedtherateofrolltoabout80degreespersecondbutalsoresultedinhighertake-offandlandingspeeds.ThreeMeteorF.4swiththenewwing,EE549,EE550andEE548,wereallocatedtotheHighSpeedFlight,andon7September1946GroupCaptainE.M.DonaldsonraisedtheWorldAirSpeedRecordto616mphatTangmere.Meanwhile,theNenehadbeenair-testedforthefirsttimeat

Hucknallon18July1945,mountedinaLockheedYP-80AShootingStar.HarveyHeyworth’slogbookrecordsthatheflewthisaircraft,registration44-83027,on21July1945.He

soonbecamemasterofit.Inthewordsofhisbrother,Jim:TowatchtheShootingStardotenupwardrollsin1945wasfantastic!Heflewitonsixmoreoccasionsbeforetheendofthemonth,reportingsomeaileronflutteronthelastflight.HeflewitfifteenmoretimesbeforetheendofOctoberandneverflewitagain,asitwasdamagedbeyondrepairinaforcedlandingatSyerstonon6December.ThepilotwasWingCommanderAndyMcDowall,formerCOofNo616Squadron,whohadjoinedtheRolls-Roycetestteamthatsummer.McDowalltookofffromChurchBroughtonandsufferedanenginefailureinflight,causedbyafracturedfuelpipe.HeattemptedadeadsticklandingatSyerston,butwasthwartedbyaDakotaontherunwayandforcedtolandonthegrassalongside.Thespeedoftheaircraft,andtheunevennessofthesurface,forcedtheundercarriageupthroughthewings.

TheLockheedYP-80ShootingStar,America’sfirstjetfightertobeproducedinquantity.Lockheed

HarveyHeyworth(left)examinesthebusinessendoftheYP-80withtwofellowtestpilots.WingCommanderAndyMcDowellisontheright;theotherpilotisSquadronLeaderM.E.A.Royce.


HarveyHeyworthinthecockpitoftheYP-80A,withSquadronLeaderMichaelRoyce–asuperbaerobaticpilotwhodidmostoftheflyingintheShootingStar–lookingon.Rolls-Roycevia

CorinneMoore

AvroLancastrianVN742,whichwasusedbyRolls-RoyceasaNenetest-bed.Rolls-RoyceviaJohnGregory

TheShootingStar,lackingthenecessaryinstrumentation,hadnotbeenareallysatisfactoryNenetest-bed,andhadonlybeenusedbecauseofthelackofasuitableBritishairframe.Onebecameavailableon30October1945,whenAvroLancastrianVH742arrivedatHucknallforconversion.ThisaircrafthadstartedlifeasaLancaster,PD179,buthadbeen

aircrafthadstartedlifeasaLancaster,PD179,buthadbeencompletedasaLancastrianC.1.On14August,1946,withtwoNeneMk.Isinstalledintheoutboardenginenacelles,RonnieShepherdtookitonitsmaidenflightinitsnewconfiguration.JimHeyworthwasthenextpilottoflyit,on19,20and21August,andHarveyHeyworthflewitonthe27thofthatmonth.InSeptemberitcausedsomethingofasensationwhenitappearedatRadlett,wherethefirstpost-warSocietyofBritishAircraftConstructors(SBAC)showswerestaged,andon16Novemberitwasdemonstratedatthefirstpost-warParisAirShow.TheflightfromHucknalltoLeBourgetwasmadeinarecordtimeof50minutes,theaircraftaveraging263mphonthepowerofitstwoNenesalone.AsecondLancastrian,VH737,joinedtheNenetest

programmeon17January1947;thisaircraftwasusedmainlyforde-icingtrials,aspraygridbeingmountedinfrontoftheportNeneairintake.On22January,HarveyHeyworthhadanastyexperience

when,cruisingat580mphinMeteorF.4EE597onadeliveryflightfromMoretonValenceinGloucestershiretoChurchBroughton,henoticedthatthecockpitcanopy’sexternalreleasehandlewirewasabout4inchesoutofitssocket.Heatoncereducedspeedto520mphandduckedhishead.Atthatmomentthecockpitcanopyflewoff,rippingthetopoffhisleatherhelmetandbadlygashinghishead.Hereducedspeedto170mph,returnedtoMoretonValenceandlandedsafely,buthewasgroundedforsixweeksasaresult.Twoyearslater,inwhatwasvirtuallyacarboncopyofthisincident,JimHeyworthwasflyingaMeteorat25,000feetwhenthehoodcameoffandstruckhimonthehead;fortunately,hewaswearinga‘bonedome’crashhelmetandsoescapedinjury.However,hehadanotherproblem,becausethehoodcaughttheejectionseathandleandpulleditfromitshousing,sothatitflappedaboutontheendofitswire,strikingthefuselagebehindthecockpit.Theseat’sfiringmechanismwasexposed,andJimknewthatitwouldonlytakeaslighttugorabumptohurlhimoutofthecockpit.

Ihadnochoicebuttosittightanddescendslowlyandgently,fullypreparedtobeejectedatanytime.Duringtheapproachtolandtheonlythingtodowasprayhard,becausetheminimumsafealtitudefortheearlyejectionseatswas1000feet,belowwhichaltitudethe’chutedidnothavetimetoopen.Needlesstosaythelandinghadtobearealfeathertouchdown,anditwas!

Before1947wasoverHarveyHeyworthhadcollectedtwo‘new’typesinhislogbook,thefirstbeingAvroTudorIG-AGRC,whichheflewforthefirsttimeon19JulyandwhichwasfittedwithMerlin621engines.ThesecondwasAvroLancasterNG465,whichwasfittedwithaRolls-RoyceDartturbopropinthenoseandwhichHeyworthflewon17December1947,describingitas‘shaky,smellyandrough!’In1948twoNeneswereinstalledinaVickersViking,making

ittheworld’sfirstpure-jettransportaircraft.On19July,1948,VickersChiefTestPilot‘Mutt’SummersflewitfromLondontoParisintherecordtimeof34minutesand7seconds,atanaveragespeedof348mph,tomarkthe39thanniversaryofLouisBleriot’scross-Channelflight.ItwaslaterreconvertedtostandardVikingfreighterconfiguration,andservedwithEagleAirways.TheNenewasnotadoptedbytheRAF,butitwasselectedby

theRoyalNavyforinstallationintheFleetAirArm’sfirstjetfighter,theVickers-SupermarineAttacker,andlaterintheHawkerSeaHawk.ItwasalsochosenbytheUSNavyasthepowerplantforitsfirst-generationnavalcarrierfighter,theGrummanF9FPanther,beingbuiltunderlicencebyPratt&WhitneyastheJ48-P.ItwasfirstflownintheXF9F-5Pantheron21December,1949.Withanafterburner,theenginepoweredtheLockheedF-94CStarfirewhenthetypefirstflewon19January,1950.InBritain,theNenewasinstalledintheSupermarineType510,whichwaspartofthedevelopment

SupermarineType510,whichwaspartofthedevelopmentprogrammeleadingtotheSwiftfighter,andtheHawkerP.1052,P.1072andP.1081high-speedresearchprototypes.TheenginealsoplayedaconsiderablepartinthedevelopmentofSovietjetcombataircraft,becausein1947twenty-fiveexamplesweresuppliedtotheUSSRasa‘goodwillgesture’bythethenLabourgovernmentandweredevelopedintotheKlimovVK-1,theturbojetthatpoweredtheMiG-15jetfighter.ThestaffatRolls-Royce,JimHeyworthremembers,‘werehorrified.’Thereisaninterestingpostscripttothisstory.Inthemid-

1950s,twoKlimovVK-1engines,obtainedfromMiG-15swhosepilotshaddefectedtoSouthKorea,wereflowntotheRolls-RoycefactoryatDerbytobedismantledandinspected.SirRobinMaxwell-Hyslop,whoservedhisGraduateApprenticeshipwithRolls-RoyceandwaslaterappointedPersonalAssistanttoDavidHuddie,whowasthenManagingDirectorofSalesandService,writes:

Thestorythatranroundtheworkswasthatredundantcooling-airholesintheNeneflame-tubes,whichhadbeenplatedoverasamodification,werefaithfullycopied,andthenplatedover,whichseemedtoindicatethatatthattime,theRussianaero-engineengineersdidnotunderstandthedesignthattheywerecopying.Moreover,astheywerenotsuppliedwithdesigndrawings,theydidnotknoweithermanufacturinglimits,nor(forinstance)thehardnesslimitsofworkingsurfaces,sotheycouldonly‘average’thosefeaturesoftheenginepartswhichtheywerecopying.Thismaywellbewhytheirjetengineshadsuchashortlifebetweenoverhauls,eveninthecivilaero-enginesthatequippedtheirfirstjetairliner,theTupolevTu-104,whichwentintoservicewithAeroflotandwiththeairlinesoftechnicallyignorantcountriessuchasGhana,whichwerelured

intobuyingthem.TheshrewdChiefExecutiveofMisrair(later,

UnitedArabAirways)wasofferedTu-104sfree,onthesametermsthatGhanaAirwayssoimprudentlyswallowed.‘Free’,thatis,forthefirsttwoyears.Buttheenginesonlyhadanoverhaullifeof250hours,andnospareengineswerepermitted:soafterthat250hours,theaircrafthadtobeflownbacktoRussiaforsixweeks,whiletheengineswereoverhauled.Meanwhile,GhanaAirwayshadtopaythesalariesof150Russian‘engineers’residentinGhana,underthetermsofacontractsignedbyKwameNkruma,theGhanaianPrimeMinister.

MisrairdidtheirsumsanddecidedthattheoptiontobuyafleetofdeHavillandComet4sataunitpriceof£1.1million,withspareAvonsandanoverhaullifeof1250hours,wouldbemassivelycheaper,whichitturnedouttobe.

RobinMaxwell-HyslopwastobecomeaclosefriendofHarveyHeyworthandhisfamily,andlaterbecameMemberofParliamentforTiverton.InwesternEurope,theNenewasbuiltunderlicenceby

Hispano-Suizaandwasusedinfirst-generationFrenchjetcombattypessuchastheDassaultOuragan.TheNenewasalsoselectedasthepowerplantfortheVampireF.Mk.30,whichwastobebuiltunderlicenceinAustraliaforservicewiththeRAAF,andthreeearlyproductionVampireF.Is,TG276,TG280andTX807,wereexperimentallyfittedwithNeneMkIenginesandusedforperformanceandenginetrialsunderthedesignationVampireII.Thethreeaircraftwereeasilyidentifiedbytwointakesontopoftheenginenacelle,whichfedairtothedoublesidedimpellers.Priortothesemodifications,aGoblin-poweredVampireMkI,TG428,wasallocatedtoRolls-Royceforhandlingtrials,HarveyHeyworthrecordinghisfirstflightinthisaircrafton1July1946.On24JulyheflewthefirstNene-

thisaircrafton1July1946.On24JulyheflewthefirstNene-poweredVampire,TG276,onitsdeliveryflightfromHucknalltoChurchBroughtonandsubsequentlyflewitonnumerousoccasions,asdidhisbrotherJim,whorecalled:

TheVampirewaslikealargeDinkyToy,hadasingleengineandwasnippyintheair.ThecockpitwaslowerthantheMeteor’s,andbeingnearerthegroundgaveagoodsenseofspeedontake-off.Theresponsetocontrolmovementwasrapid,almosttouchy,buttheaircraftwasfuntofly.

ThewholeflightenvelopewasmeasuredwiththeGoblin(3000lbthrust)installed:timetoheight,levelspeedatvariousaltitudesandsoon.WhentheNene(5000lbthrust)wasfittedtheclimbperformancewasoutstanding,butthelevelflightspeedremainedalmostthesame.‘Changethepilot,hecan’treadtheAirSpeedIndicator’saidtheperformanceengineers.Anhourlateranotherpilotgavethesameresult;nodifferenceinthemaximumspeed.‘ChangetheAirSpeedIndicator’theysaidandtherewasstillnoincreaseinspeed.Twoairscoopswerefittedtothetopoftheenginecowlingtoimprovetheairflowintotheengineandlookedlikedonkeyears,butalthoughthelevelflightspeedimproved,ahazardneverpreviouslyexperiencedoccurredat10,000feetandMach0.72–therewasareversalofelevatorcontrolwhichresultedintheVampiredivingwhenthepilotpulledthecontrolcolumnback.Whentheaircrafthaddescendedtofourthousandfeetaltitudeitcameoutofthediveandnormalcontrolwasregainedat2000feet.ThedesignoftheDonkeyearswaschanged.

Above&below:ThefirstNene-poweredVampire,TG276,showingitsdorsalairintakes.Rolls-RoyceviaJohnGregory

AfterexperiencingcontrolproblemswithTG276,thedesignofthedorsalintakeswasmodifiedinthesecondNeneVampire,

TG280.Rolls-RoyceviaJohnGregory

Later,BoultonPaulLtdmodifiedthethirdNeneVampire,TX807,dispensingwiththedorsalintakes.ItwasshippedtoAustralia,whereitservedasthedevelopmentaircraftfortheRAAF’sVampireF.Mk.30,eightyexamplesofwhichwerebuiltbydeHavillandAircraftPtyLtd.

BuiltunderlicencebyHispano-Suiza,theNenepoweredFrance’sDassaultOuraganfighter-bomber,whichservedwith

theFrench,IndianandIsraeli(picturedhere)AirForces.StephenPelz

OneinterestingtypepoweredbytheNenewastheHawkerP.1081high-speedresearchaircraft,VX279.TheP.1081crashedin2April1951,killingHawker’sChieftestPilot,SquadronleaderT.S.‘Wimpy’Wade,DFCAFC.British

Aerospace

TheRAF’sinterestwasfocusedonanewengine,theaxialflowAJ.65(AxialJet,6500lbthrust),evolvedbyStanleyHooker’sdesignteamatBarnoldswick.Hookerwasconvincedthereweremanyaerodynamicproblemstobesolvedbeforetheaxialcompressorcouldberegardedasasoundsubstituteforthewell-provenandruggedcentrifugalcompressor,butchampionsoftheaxialinsistedthatitwasmoreefficientandwasfarmorepowerfulforthesameengineweight.Hookerwrotelater:

Theaxialcompressorbristledwithproblems,butwesoldieredonasbestwecould,andin1946hadthefirstAJ.65ontestatBarnoldswick.Sureenough,itwasdifficulttostart,wouldnotaccelerate,brokeitsfirst-stagebladesandcouldbecoaxed,reluctantly,toonly5000lbthrust.Itwasahellofamess.

AdecisionbyRolls-RoyceChairmanLordHivestomovethe

AdecisionbyRolls-RoyceChairmanLordHivestomovetheAJ.65fromBarnoldswicktoHucknallledtoarowbetweenhimandHooker,whoresignedfromthecompanyin1948andwenttotheBristolAeroplaneCompany,wherehewasappointedChiefEngineeroftheEngineDivisionin1950.MeanwhileRolls-RoycepressedaheadwiththedevelopmentoftheAJ.65,whichwastobecometheAvonandwhichwasintendedtopowertheEnglishElectricCanberrajetbomberandtheHawkerHunterfighter.AvroLancastrianC.2VM732,whichhadbeenusedbyRolls-

RoyceforMerlinexhaustdevelopmentworksincetheendof1946,wasallocatedasanAvontest-bedin1948,beingconvertedtotakeanAvonRA.2engineineachoftheoutboardenginepositions.GroundrunningbeganearlyinAugustandtheaircraftflewforthefirsttimewithitsAvonsonthefifteenthofthatmonth.BetweenthenandtheendofSeptember1949itcompletedover350hoursofAvondevelopmentwork.InSeptember1948VM732wasjoinedbyanother

LancastrianC.2,VL970,whichwasconvertedtotakeMerlin632enginesinboardandAvonRA.2soutboard.TwootherLancastrianswereusedbyRolls-Royce.ThesewereVM704,deliveredtoHucknallfromNo39MUatColerneon13June1947andintendedasatest-bedfortheClydeturbopropbutusedinsteadforpiston-enginedevelopmentwork,includingflight-testingtheGriffon57enginefortheAvroShackleton;andVM733,deliveredfromNo37MUatBurtonwoodon17June1947andusedforpropellerandfuelsystemdevelopmentwork.TheLancastrianprovedanexcellentAvontestvehicle,asJim

Heyworthremembers:

TheLancastrianwasaneasyaircrafttoflyandprovidedamusementwhenflyingovertheWashat26,000feetclosebesideaUSAFSuperfortress,whose

pilotcouldnotbelievehisaltimeter;hekeptpointingatitandchattingtohisco-pilotbecausenonormalLancastertypecouldhavereachedthatheight.TherealfunstartedwhenthetwoMerlinengineswerefeatheredandtheAvonsselectedtofullpower.TheSuperfortresswasleftbehind,belchingfourstreamsofblacksmokefromitspistonenginesasthepilottriedinvaintocatchup.

Therecouldsometimesbeproblems,however.

Theaccelerationoftheenginewasslowfromlowrpm,andiftheapproachtolandwasmisjudgedanditwasnecessarytogoroundagain,number1enginemightreachfullpowerbeforenumber4,inwhicheventthestarboardwingwoulddrop,resultinginaviolentswingtotherightandconsequentlossofcontrol.ThishappenedwhenVL970crashedatHucknallontheairfieldandallthecrewlosttheirlives.

TheaccidenttowhichJimHeyworthrefersoccurredon29March1955.TheaircraftwasbeingflownbyBobJonesDSO,aflightlieutenantintheRoyalAuxiliaryAirForce,withI.D.Davies,W.OrrandM.CostelloasFlightTestObservers.TheaircrafthadoneAvon108installedintheportouternacelleandanAvonRA.3inthestarboardouter,thepurposeofthesortiebeingtocarryoutanti-icingandhotairchecks.Anapproachtolandwasmade,andwhenitwasoppositethecontroltoweratHucknallitwasseentobestillfloatingatabout20abovetheground.Jonesattemptedtoovershoot;theaircraftclimbedslowly,thenstartedturningtostarboard.Theturnbecameincreasinglyviolent,thestarboardwingdroppingandthenosegoingdown.TheLancastrianstuckthegroundrightwinglow,cartwheeledandburstintoflames.ExaminationofthewreckageshowedtheswirlvanesonthestarboardRA.3

ofthewreckageshowedtheswirlvanesonthestarboardRA.3Avonstillat40degrees(closed),indicatingthattheenginewasprovidinglittlethrust.Theengineaccelerationfromlowrpmwasknowntobeverypoor,andinthiscaseresultedinanapplicationofahighdegreeofasymmetricthrust.Allfourcrewmemberswerekilled.JimHeyworthremembers:

He[Jones]wasagoodfighterpilot,anatural.TheaccelerationoftheRA.3Avon,installedonthestarboardside,wasknowntoallpilotswhoflewtheAvonLancastriantohaveslowaccelerationatlowrpm.Bobwasawareofthis,andIwarnedhimnottoopenbothjetenginethrottlesrapidly,eitherontake-offorduringalandingandovershoot.Inthiscasethereasonfortheswirlvanesbeingat40degreeswasthattheenginehadonlyjustbeguntoaccelerate(afterfiveseconds),whereastheother(RA.2)Avonwasalreadyatover60percentpowerbythen.

AvroLancastrianVL970,theAvontest-bed,picturedwiththepilotswhoflewit.Lefttoright:HarveyHeyworth,Jim

Heyworth,RonnieShepherd,AndyMcDowellandCliffRogers.Rolls-Royce

Returningto1948,HarveyHeyworthacquiredanothernewtype,WestlandWyvernTS784,on28August,describingitas‘awful.’TheWyvernwasauniqueaircraftinthatitwastheworld’sfirstturboprop-poweredcombataircraftandalsotheonlyturboprop-poweredstrikefighterevertoreachsquadronservice.OriginallyfittedwithaRolls-RoyceEaglepistonengine,thefirstproductionaircraftflewon22March1949,poweredbyanArmstrongSiddeleyPythonturboprop,andthetypewasfullyoperationalwithNo813SquadronbySeptember1953,subsequentlyequippingthreemoresquadrons.Thetypewaswithdrawnfromfirst-lineservicebymid-1958,havingseenactionatSueztwoyearsearlier.TotalWyvernproductionwas127aircraft.In1949,WyvernVP120wasallocatedtoRolls-Royceat

Hucknallasatest-bedfortheRolls-RoyceClydetwo-shaftpropeller-turbineengine,whichwasabandonedafterafewtestflights.JimHeyworthhadthistosayabuttheWyvern:

Itlookedandfeltaheavysingleseataircraftwithcontra-rotatingpropellers.AfterafewflightswiththeEagle,theClydeturbopropwasinstalledforengineflightdevelopmentwork.Thisaircrafthadatailwheel;itwascumbersomeandsoviciousthatifanormaltouchdownwasattemptedwherethewingswereintentionallystalled2feetabovetheground,therightwingdroppedfirst,soquicklythatthewingtiptouchedthegroundbeforethemainwheels.IftheWyvernwaslandedfirmlyonthemainwheelswiththetailup,carehadtobetakennottoallowthelargecontrapropellerstotouchtheground.Itwasour

leastfavouriteaircraft.

TheWestlandWyvern,originallyfittedwithaRolls-RoyceEagleengine,washeavy,cumbersomeanddislikedbytheRolls-

Roycetestpilots.WestlandHelicoptersLtd

HarveyHeyworthhadgoodreasontocelebratetheapproachingnewyearof1949.At14.00on29December1948,hetookoffinMeteorMk.IVRA435tocarryoutspeedtrialsatvariouslevels.WhenhesteppedfromthecockpitatChurchBroughton1hourand5minuteslater,hehadjustbecomethefirstmanintheworldtocompleteonethousandhours’flyingtimeinpurejetaircraft.RA435wasoneoftwoMeteorswithdifferentengine

installationsbeingtestedbyRolls-Roycein1948-9;thisparticularexamplehadtwoDerwent5s,oneofwhichwasfittedwithanexperimentalreheatsystem.JimHeyworthrecalls:

Reheat,wasnotusedfortake-off.Theaircraftwaskeptstraightbyreducingthepowerofthestandard

enginesothatitwasthesameasthelargenozzleengine;itsimplymeanttakingalongertake-offrun.Onedayaspecialrequestwasmadebytheprojectengineertoapplyreheatatthestartoftake-offsotherewasnooptionbuttohavemorethrustononesidethantheother.Thiswasachallengeandafteroneortwopracticesawaywasfound,whichwastostartthetakeoffwiththeMeteorfacingthehangersontherightsideoftheairfield,thirtydegreesoffthelineoftherunwaywhichwasallgrassanddamp.Theresultwasa‘banana’take-off.TheaircraftstartedtoswingleftuntiltherudderbecamefullyeffectivebywhichtimetheMeteorwasaimingintherightdirectionandbecomingsafelyairborne.Severalbanana-shapedtake-offswerecarriedoutuntilonedayavisitingDirector,whosawone,washorrifiedandthoughtitwasaninappropriatemanoeuvre–‘mad’wasthewordheused–butitwasreallyquitesafe.Perhapshewasright;wedidgetcarriedawaywithenthusiasmsometimes.

ThereheatMeteorgaveHarveyHeyworthanastymomentwhen,oneday,heinadvertentlytookoffwiththejetpipenozzlesinthewrongpositionfortake-off.Theresultwasadramaticreductioninpower.Heyworthjustmanagedtostaggerintotheair,clippingsometreebranches,andlandedwiththeMeteor’sairintakesfulloftwigs.HisbrotherJim,whowasinthecircuitandsawthewholeincident,wasconvincedthatHarveywasabouttobekilled.Aswellasbeinganexcellentpilot,JimHeyworthclearlyhad

asenseofhumour.On21June1949a‘mysticnaturalphenomenon’(touseJim’swords)appearedintheskiesbetweenNottinghamandDerbyanddriftedveryslowlyeast.Jimexplainshowitwasdone.

Firstly,IkeptitasecretandworkeditoutduringthewinterthatIshouldwaitforthatrareoccasioninthespringwhencontrailsoccurandremainintactataround35,000feet,areinanarrowbandofairabout500feetthick,theskyclearbluewithnocloudsandthewindataltitudemuchlessthanusual.Suchmeteorologicalconditionsexistedon21June1949.Iprovedallthisearlierinthemorning,wellsouthofDerbysoitwouldnotbeseen.Flyingat35,600feet,plusorminus200feet,thecontrailwasconsistent.

Afigureofeightpositionednorthandsouthwascompletedoninstrumentsbecauseaccuracywasvitaltomaintainarateoneturnandconstantaltitude.Asharpturneastwasmadeasthecontrailmettoformthe‘eight’andthen,afterasuitablyshorttime,a180-degree,3g(tight)turntoportbroughttheMeteoronaparalleltracktowardsthefigureofeight.Onmeetingthecontrailofthe‘eight’thethrottleswereclosed,airbrakesappliedandthestickpushedforwardhardtodiveoutofthevapourwithinaboutfivesecondstoleaveaperfect‘pairofscissors’.

TomyhorroronlandingIfoundthecontraildesignwasstillcompleteinallitsglory;notonlythat,butitstayedintactingoodconditionfortwohoursuntilovertheeastcoast.OnthewayitpassedmyhomewheremywifewasentertaininglocalvillageladiestoapicniclunchinourgardenatBurtonJoyce.Apparentlynoonemadeacommentandtheyalllookeddownattheirsandwiches!

The‘mysticnaturalphenomenon.’ItearnedJimHeywortharebukefromRolls-RoyceManagingDirectorErnestHives(later

LordHives),whoasked‘Whohasthemindofasewer?’JimHeyworth

AsecondMeteorMkIV,RA491,extensivelyflownbybothHarveyandJimHeyworth,wasfittedwithRolls-RoyceAvonenginesin1949andhadthefastestrateofclimbofanypurejetaircraftintheworldatthattime,thetwinAvonsproducing15,000lbofthrustandapower-to-weightratioattake-offof1:1.JimHeyworth,whoalsoflewtheaircraft,recordedthefollowingonhiskneepadduringonetestflight:

Fourminutestopassthrough40,000feet,reached51,000feet,closedthrottleandreopened,enginesurged,jetpipetemperatureroserapidly,30degreesovermaximum,andfaintrumble,engineshutdown.

TheAvonMeteorwasoneofthestarattractionsattheFarnboroughSBACairshowofSeptember1949,asrecordedbyOliverStewart,himselfaformertestpilot,whowasairshowcommentator(andlatereditorofthelearnedaviationjournalAeronautics).

Amongtheenginesthemostsensationalwasthe

Rolls-RoyceAvon.TheMeteorwithtwoAvons,whichwasflownby(Harvey)Heyworth,iswithoutanydoubtthemostpowerfulsingle-seaterintheworld.TheactualthrustfiguresfortheAvonarestillsecret,butenoughisknownaboutittoenableonetoguaranteetheaccuracyofthatclaim.Heyworth,whohasflownlongerhoursbehindjetenginesthananyotherman,didareallysensationaltrick.Heshutoffboththebigjets;theninatremendousdive,openedthehigh-pressurecockssothatkerosenestreamedoutleavingtwobluishtrails,then,onpassingovertheenclosure,relitboththeAvonsandwentsoaringuptowhatlookedlike10or12,000feet.Afterthat,evenShepherd’sfinedisplaywiththereheatMeteorandDerry’swiththenewdeHavillandVenomcouldnottouchhigherlevelsofspectatorinterest.

Trailingstreamsofblueexhaust,theAvonMeteorstreaksacrossFarnboroughin1949withHarveyHeyworthatthe

controls.InthebackgroundarethedeHavillandCometandArmstrongWhitworthApolloairliners.Rolls-RoyceviaCorinne

Moore

Rolls-Roycetestpilots,1949(ltor):RonnieShepherd,JimHeyworth,AndyMcDowell,CliffRogers,HarveyHeyworth.


Bythistime,theotherMeteorIV,RA435,hadbeenfittedwithtwoafterburningDerwents,asanotherreportreveals:

ThereweretwogranddemonstrationssponsoredbyRolls-Royce–HeyworthintheAvonMeteor,andRolls’schieftestpilot,R.T.Shepherd,inthereheatMeteor.Shepherdcamedown,firstquiteslowly,turnedonbothreheatsandclimbedawayatananglewhichcomparedwiththatoftheAvonMeteor.Thenhecameoveratfullspeedandwentupverticallywithtwowickedglowsbehindthetailpipes,punchedaholeinacloud8000feetupanddisappeared.

HeyworthturnedofftheHPcocksofbothAvonsandcamedowninasilentglidingdivefrom6000feettogroundlevel–turnedup,motorless,withplumesofneatfuelcomingfrombothtailpipes,didanupwardrollandthenturnedonthejetsagainonthewaydown.Theystartedatonce.

AreportinAircraftandAirport,subsequentlyusedbyRolls-Royceintheiradvertisingliterature,wasevenmoregraphic.

TheAvon-Meteorwithitsphenomenallyfastclimbof40,000feetinafractionover4minutes,showedoffanotherremarkablevirtueoftheAvon.Returningfromoneofhissweepingclimbs,thepilotshutoffbothenginesandtrailedtwoplumesofunburnedkeroseneashedivedtowardstheairfield.Withtheplumesstillbreakingfromthejetnozzlesheflattenedout,thenclimbedagain,rollingashewent.Justasitseemedthathemuststallandfalltowardstheearththeplumesvanishedabruptlyandsimultaneously,andtheMeteorcontinueditsclimb.ThepilothaddemonstratedwithanexcusabletouchofdramahowinstantlytheAvonsrelightinmid-air.

ButitwasanotherAvon-poweredaircraft,onewhichwouldbecrucialtotheRAFinthe1950sandwhichwouldseemuchexperimentalflyingwithRolls-Royce,thatstoletheshowatFarnborough’49.

CHAPTEREIGHT

THEDAYOFTHECANBERRABytheendof1948developmentoftheRolls-RoyceAvonhadbeengivenhighpriority,fortheprototypeofoneoftheaircraftitwastopower–theEnglishElectricA1,latertobenamedtheCanberra–wasnearingcompletion.Fromtheoutset,thenewlightjet-bomberwasenvisagedasaMosquitoreplacement,tooperateprimarilyintheradarbombingroleathighaltitude.Discussionsontheaircraft’sconfigurationwereheldbetweenEnglishElectricandtheMinistryofAircraftProductioninthespringof1945,andinMaythatyeartheconceptwasformalisedbytheissueofanMAPcontract,E.3/45(changedsoonafterwardstoB.3/45)coveringthemanufactureoffourprototypesbytheendof1949.Thelimitedtime-scalemeantthattheaircraftwouldhavetobeconventionalindesign,althoughEnglishElectric’spolicy,toquotethetalentedaerodynamicistF.W.(Freddy)Page,wastocreateanaeroplanethatwas‘theextremeinadventurousconventionalism’.Thatitwouldalsobeacompromisebetweenoldandnewwasalsoaccepted,bothbyEnglishElectricandtheMAP.TheEnglishElectricdesignteam,undertheleadershipof

W.E.W.Petter,heldregularmonthlymeetingswithRolls-Royce,andbyJuly1945ithadbeenagreedthatthebomberwouldbepoweredbytwo6500lbthrustAJ.65axial-flowturbojets,althoughthesecondprototypewastobefittedwithtwo5000lbthrustNenesasaninsuranceagainstdelayswiththeAJ.65.Infact,noonecouldhaveenvisagedatthetimehowprotractedthedevelopmentoftheAJ.65Avonwouldbe.SevenyearsweretoelapsebeforetheAvonbecameoperationallyacceptabletotheRAF,andeventhensomesnagsremainedtobeeliminated.Theproblemshadstillnotbeensolvedwhenthe

beeliminated.TheproblemshadstillnotbeensolvedwhenthefirstCanberraB.2sweredeliveredtotheRAF,withtheresultthattheseearlyexamplessufferedfromaplagueofenginetroubles.Bytheearlymonthsof1946thenumberofpeopleworking

onthedesignofthejetbomberhadrisento200,mostlyworkinginarequisitionedgarageinCorporationStreet,Preston,knownlocallyasBartonMotorsorTC,becauseithadservedasagovernmenttrainingcentreduringthewar.Alsoduring1946,Pettersetaboutrecruitingasuitablemanforthepostofchiefexperimentaltestpilot,andbytheendoftheyearhehadfoundtwolikelycandidates.OnewasWingCommanderTonyMartindale,aservingRAFofficerwho,asatestpilotwiththeRAEFarnborough,hadamassedconsiderableexperienceinhighspeedflightduringcompressibilitytrialsathighMachvaluesinpiston-enginedfighters;theotherwasWingCommanderRolandBeamont,whohadadistinguishedcareerasawartimefighterleaderandtestpilotandwhohadsinceconductedhighspeedtrialswiththeGlosterMeteorinpreparationfortheRAF’ssuccessfulattemptontheworldairspeedrecordin1946.ItwasFreddyPagewhopointedoutthatatestpilotwithoperationalexperiencewaswhatwasneeded,andthistippedthebalanceinBeamont’sfavour.HejoinedtheEnglishElectricteaminMay1947.Bythistime,workontheEnglishElectricA1hadprogressed

asfarasawoodandcardboardmock-upatBartonMotors.TheaircraftthatwastakingshapewasagooddeallargerthantheMosquito;thetwojetenginesweresemi-buriedinthewing,whichwasofsymmetricalsectionwiththecentreofpressurewellaftforahighusableMachnumber.Theaircraftwasintendedtooperateat0.8Mathighaltitude(upto50,000feet),andthereforemuchattentionwaspaidtothelightnessandeffectivenessofthecontrols.Theseweremanuallyoperated,withanelectricallyoperatedtrimmerandanelectricallyoperatedvariableincidencetailplanetocompensateforstrongtrimchangesathigherMachvalues.Bytheendof1948componentassemblyoftheA1prototype

Bytheendof1948componentassemblyoftheA1prototypewasnearlycompleteatBartonMotorsandatStrandRoad,EnglishElectric’smainfactoryinthemiddleofPreston.Inthemeantime,B.3/45hadbeenrevisedsomewhat,emergingin1947asB.5/47.Thismadeprovisionforavisualbombingstationandaddedathirdcrewmemberasbombaimer,whichwastoproveveryusefultotheRAFunderoperationalcircumstancessomeyearslater.ThisdecisionresultedfromthefactthatthatthedevelopmentoftheARI5829G-HradarbombingsystemintendedfortheA.1wasfallingseriouslybehindschedule.AlsoincludedinB.5/47wasprovisionfortwojettisonablewingtipfueltanksof250gallonseach.PetterhadnowmovedhisdesignfacilitytoWarton,aformer

USAAFmaintenancebasefivemilesfromPreston,andfinalassemblyoftheA.1firstprototype,VN799,tookplaceearlyin1949.AmajorconcernhadbeenthelatedeliveryoftheflightenginesduetodevelopmentdelaysintheAvonRA.1programme,andasaback-upmeasurethesecondprototypehadbeenhurriedlyre-engineeredtotakeRolls-RoyceNenes,butintheeventtheflight-clearedpairofRA.1swasdeliveredinMarch.Meanwhile,RolandBeamonthadbeeninvestigatingthe

effectsofcompressibilityatspeedsofupto0.84Mandaltitudesofupto45,000feetinaclipped-wingMeteorIV,EE545,whichhadbeenloanedtoEnglishElectriconaMinistrycontractfor30hoursofresearch.Forty-sevenflightsweremade,andtheyprovidedvaluableinformationontheeffectsofthephenomenonknownas‘shockstall’atMachnumbersinexcessof0.8.Theyalsogaveaclearindicationthatthenewjetbomber,above40,000feet,wouldbeextremelydifficulttointerceptbyexistingfighteraircraft.Withnoneofthefanfarethatwastoaccompanythe

emergenceofnewcombataircraftinlateryears,theA1prototypewasrolledoutatWartonon2May1949,finishedplateblueoverall.Followingsatisfactoryengineruns,taxiingtrialsbeganon8Mayandrevealednoproblemsapartfromsomenosewheelshimmy.On9MayBeamontmadethreeshort

somenosewheelshimmy.On9MayBeamontmadethreeshorthopstocheckelevator,aileronandrudderresponse;thesealsoprovedsatisfactory,withinthemanoeuvringconstraintsoftherunway,andthedecisionwastakentomakethemaidenflightassoonastheweatherconditionswerefavourable.Theseconditionsweremeton13May(aFriday,tothe

apprehensionofthemoresuperstitiousmembersoftheEnglishElectricteam),andsothatmorningBeamontliftedVN799offtheWartonrunwayat80knots.Duringthesubsequentclimbat120knotsthepilotencounteredsomeyawproblemsandwentupto10,000feetofftheLancashirecoasttocheckthemout,throttlingbacktomaintain220knotsIAS.HewasaccompaniedbyaVampirechaseaircraftflownbyJ.W.C.(Johnny)Squier,EnglishElectricproductiontestpilot.Theyawproblempersistedandsotheflightwascutshort.AfterreducingtheIAStoassessthelow-speedhandlingqualities,BeamontturnedbacktoWartonandsetuphisapproachpattern,joiningthecircuitdownwindandmakinghisfinalapproachat100knots.Theyawproblemagainshowedupastheaircraftranthroughsometurbulenceontheapproach,butBeamonttoucheddownsafelyat85knotsandbroughttheaircrafttoastandstillin800yards.Theaircrafthadprovencrispandpleasanttofly,apartfrom

theyawproblem.Itwasclearthatsomemodificationtotherudderwasneeded,andsothedecisionwastakentoreducetheareaofthehornbalance(thesmallbalancedareaatthetipofthecontrolsurface)progressively,eachstagebeingtestedinflight.Afterthefirstmodification,BeamontflewVN799on18May,takingtheaircraftupto15,000feetand420knotsIAS.Rudderresponsewasbetter,butthepilotreportedsomeflutter-typevibrationatspeedsofover400knotsIAS.Onthefollowingday,flyingat20,000feetand0.77M,hereportedsomemoderatedirectional‘snaking’;thiswasfoundtooccuratthisMachvalueatanyaltitude,andtheproblemwaseventuallytracedtowaketurbulencebehindthecockpitcanopy.Itwascuredbyasimplefairing.Thevibration,knownas‘eightcycleflutter’–causedbytheinstabilityofthetailstructurevibratingatitsnaturalfrequencyofeightcyclesper

structurevibratingatitsnaturalfrequencyofeightcyclespersecond–wasreducedbymodificationstotheelevatorhornsandmassbalances.Theseweremadebetween1and5July,aftertheprototypehadmadeelevenflights.WithitsnewruddershapeVN799resumedflyingon6July,andinthecourseofthirty-sixfurtherflightsuptotheendofAugusttheaircraftreached42,000feet(on11August)andachieveditsinitialdesignspeedof470knotsonthelastdayofthemonth,exceedingtheinitialServicelimitof450knotsbya20-knotmargin.Duringthisseriesofflights,forthefirsttime,Beamontinvestigatedtheaircraft’saerodynamiccharacteristicsandfoundnodifficultyinloopingandrollingitatspeedsofupto350knots,althoughhehadtoexercisesomestrengthabovethatfigure.On4SeptemberBeamonttookVN799toFarnboroughto

displayitintheSBACShow,whereitwasundoubtedlythestarattraction.Whenthetimecameforitsflyingdemonstrationon6September,itwasdecidedtoflyitwitharelativelylowfuelloadof3000lbtocompensatefortherelativelylow6000lbthrustofitsAvonRA.1engines.Beamontusedthelastofthefuelintherearfuselagetanktotaxiout,andwasontheprocessofchangingtotheforwardtankswhentheportenginestopped.Theimmediateresultwasthattheunburntfuelfromthefulltanksflowedthroughthedeadenginetothehotexhaust,whereitignitedinahugecloudofsmoke,fortunatelywithnodamagetotheaircraft.

TheprototypeEnglishElectricCanberra,VN799.BritishAerospace

Therootcauseofthetroublewasthatthefuelsystemhadnotyetbeenfullyproved,andtheengineersdidnotknowhowfarthetankscouldbeemptiedbeforepressurewaslost.TheaircraftwastowedbacktotheapronandBeamontflewitonthelastslotoftheday.Attheendofanexcellentdisplaysequencehemadeafastandlowpassinfrontofthetower,rollingoutatthetopofahalf-loopandcomingdowninaspiral,loweringtheundercarriageandbombdoors.Ashedidso,theaircraftgavealurchandflighttestengineerDaveWalker,whowasmonitoringthebomb-bay-mountedtestinstrumentationpack,reportedthathisinstrumentshadgone.Atthesametime,thetowerinformedBeamontthatpiecesappearedtobefallingfromtheaircraft.BeamontlandedandtaxiedVN799outofsightofthecrowd;Walkergotoutandinspectedthebombbaytofindthattheinstrumentationpackhadbrokenlooseanddisappeared,withoutcausinganydamage.Beamontdisplayedtheaircraftonsubsequentdayswithoutit,butcarriedoutamoresedatesequenceontheordersofthedisplaycontrolcommittee,whereconcernhadbeenexpressedaboutabomberbeingthrownaroundtheskylikeafighter.(Thesameconcernwasexpressedin1955,whenAvroChiefTestPilotRolyFalkupward-rolledthemassivedelta-wingVulcanbomberatFarnborough.Littledidthedisplaycommitteerealisethatthis

Farnborough.Littledidthedisplaycommitteerealisethatthismanoeuvrewouldevolveintoastandardevasivetactic.)TheotherthreeA1prototypesallflewbeforetheendof

1949,bywhichtimethetypehadofficiallybeennamedtheCanberra.Thesecond(Nene-powered)prototype,VN813,flewon9NovemberfromWarton,whilethethird,VN828,followedon29November.ThiswasthefirstCanberratoflyfromtheEnglishElectricfacilityatSamlesbury,wherethecompanywasthenengagedinthelicenceproductionofdeHavillandVampires.Thelastofthefour,VN850,flewon20December1949.

CanberraB.Mk.1VN813wasallocatedtoRolls-RoyceforNeneenginedevelopmentworkandlatertestedthedeHavillandSpectrerocketmotor,inwhichconfigurationitisseenhere.

BritishAerospace

TwoofthefirstfourCanberrastofly,VN813andVN850,weresubsequentlyallocatedtoRolls-Royceforenginetrials.VN813,thesecondA1(B.Mk.1)wasusedfordevelopmentflyingbyEnglishElectricbeforebeingallocatedtoRolls-Roycein1950totakepartintheNeneenginedevelopmentprogramme.HarveyHeyworthflewitforthefirsttimeon22February1951,takingtheaircraftupto10,000feetforahandlingtest,buthismainpreoccupationwasstillwiththeMeteoranditwasayearbeforeheflewaCanberraagain.

MeteoranditwasayearbeforeheflewaCanberraagain.AfteritstimewithRolls-RoyceVN813wasusedfortrialswiththedeHavillandSpectrerocketmotor.VN850,thethirdB.Mk.1,wasthefirstCanberratohave

provisionforjettisonablewingtiptanks,andtrialswiththeseweresuccessfullycompletedinJuly1950.Beforethis,italsobecamethefirstCanberratogiveadisplayoverseas,beingflownfromWartoninLancashiretoParis/Orlyon11Junein54minutes.On24and25JuneitflewtoAntwerptobedisplayedattheBelgianInternationalAirShow.Theaircraftcarriedoutseveralmoredemonstrationsduring1950,twiceatFarnborough(thefirsttimeatanRAFdisplayinJulyandthenattheSeptemberSBACShow)andalsobeforeaUSmissionatBoscombeDowninAugust.FollowingtheSeptemberSBACShow,itwasassignedtoRolls-RoyceforAvonenginedevelopmentwork,andbecamethefirstCanberratoexceed500knotsIndicatedAirSpeed(IAS).

JimHeyworththrillsthecrowdatBurnastonAirShowwithaspectacularlow-levelpassinCanberraVN813.JimHeyworth

VN850,Rolls-Royce’ssecondCanberratest-bed,wasusedprimarilytotesttheAvonRA.7.BritishAerospace

VN850cametoanuntimelyendon13June1951,whenitwasbeingtestflownaspartofthe100-hourintensiveflyingtrialstoprovetheRolls-RoyceAvonRA.7engine,thestarboardenginebeingfittedwithahigh-energyignitionsystem.Onehourand22minutesaftertake-offthepilot,R.H.B.Peach,advisedthattheportenginehadflamedoutandthathewasunabletorelightit.Hewasclearedforastraight-inapproachtoHucknall.Ataheightofabout250feetonfinalapproachtheportwingwasseentodrop,thenthenosewentdown.Theaircraftturned45degreestoportandtheundercarriagewasretracted,buttheflapsremaineddown.Theaircraftclimbedslightlyandturnedslowlytoport,thentheportwingdroppedagainandtheCanberradivedintotheStAlban’srailwaysidingsatBullwellCommonrailwaystation,Nottingham.Theconclusionofthesubsequentaccidentinvestigationwasthatthepilot,whohadonly3hoursand15minutesexperienceontype,hadallowedthespeedtobecometoolowontheapproachandwasunabletousethefullpowerofthestarboardenginetorecoverthesituation.ItwasthefirstfatalaccidentinvolvingaCanberra.JimHeyworthrecalls:

TheaccidenthappenedontheapproachtolandingatHucknallabout800yardsfromtheairfieldperimeter,DickPeachwasanex-Navypilotemployed

byRolls-Royceasoneofasmallteamofliaisonpilots.Hehadverylittleexperienceoftwin-engineaircraft,socarryingoutasingle-enginelandingwasnoteasyforhim.Hewasanoldfriendfromschooldays,andIwatchedtheapproachbecauseIwasworriedabouthimandhisabilitytocope.Hisairspeedwastoolowtoretainruddercontrolononeengine.

WhiledevelopmentworkcontinuedwiththeCanberraB.1prototypes,productionofthedefinitiveversionforRAFBomberCommand,theB.5/47CanberraB.2,hadbeengettingunderway.TwoB.2prototypeswerebuilt,andthefirstofthese,VX165,flewforthefirsttimeon21April1950,followedbythesecondaircraft,VX169,on2August.Bothwerepoweredby6500lbs.t.Rolls-RoyceAvonRA.3(Mk.101)engines.ThefirstproductionB.2,WD929,fewfromSamlesburyon8October1950.Alltheseaircraftcarriedoutintensivetrials,culminatinginCARelease–whichclearedtheaircraftforRAFservice-–inthespringof1951.CanberraB.2sallocatedtoRolls-RoyceforenginedevelopmentworkatvarioustimeswereWD930,whichhadpreviouslyflownwiththeHandlingSquadronatBoscombeDownandwiththeRoyalRadarEstablishment,WD943,andWD959.On10May1951,CanberraB.2WD930,whichhadbeen

doingtheroundsofvariousBomberCommandestablishmentssincecarryingouttrialswiththeA&AEEHandlingSquadronatBoscombeDowninApril,toucheddownatRAFBinbrook,havingbeenflowntherebyaFlightLieutenantPressoftheRAFFlyingCollege,Manby.PressdeliveredalecturetoNo101Squadron’sassembledpilotsandnavigatorsonthebomber’shandlingcharacteristicsandthendeparted,leavingNo101toawaitthearrivalofthefirstofits‘own’Canberras.Thisaircraft,WD936,wasdeliveredon25MaybyWingCommanderRolandBeamont,EnglishElectric’sChiefTestPilot.Otheraircraftarrivedatintervalsuntilthesquadronhadanestablishmentoftenaircraftby1November1951.

JimHeyworthbecameinvolvedintheintroductionoftheCanberraintofirst-lineservicewithBomberCommand,asherecalls:

Intheearly1950stheCanberrabomberwasintroducedintoBomberCommandandtheearlyAvonengineswerenoteasytooperate.Theaccelerationfromlowrevswasveryslowandatabove30,000feetthecompressorcouldstallandtheengineflameout.SinceIhadflownthisengineindevelopmentandknewallitsfaultsIwasgiventheadditionaljobofliaisingwiththefirstsquadrontobefittedoutwiththeCanberrabomber.Thismeantextraworkontopofmytestflying.SometimesinthesummermonthsIwouldflyfromHucknalltoBinbrookinLincolnshire(myoldwartimebase),only15minutesinaSpitfire,havebreakfastwiththepilotsandreturntotestflyat10.00a.m.orat12.15p.m.Iwouldflyoverforlunchandbebackreadytotestflyat2.00p.m.orsometimesleaveat4.30p.m.andbebackat6.30p.m.andhomeat7.00p.m.Itwasduringthisperiodof2yearsthatIgottoknowtheseniorengineeringmanagementofRRandmyenthusiasmforworkwasinharmonywiththeirprofessionalismasengineersparticularlyDavidHuddieandCyrilLovesey,bothgluttonsforworkandsuchfun.

WingCommanderR.P.Beamont(left)picturedwithGroupCaptainSheen(OCRAFBinbrook)andWingCommander

Connolly(OCFlying)afterdeliveringCanberraB.2WD936toNo101SquadronatRAFBinbookon25May1951.British

Aerospace

ServicingaCanberraB.2’sRolls-RoyceAvonturbojetonthelineatRAFBinbrook.Notetherelativeeaseofaccess.AHB

MoDRAF

TheCanberrawasaremarkablyagileaircraft.ThiswasNo231OCU’sCanberradisplayteaminthe1950s!AHBMoDRAF

Rolls-Roycetestpilots,1952(ltor):BobJones,CliffRogers,HarryBailey,HarveyHeyworth,JimHeyworth,Andy

McDowell,RoyBarnard.BobJoneswaskilledon29March1955inthecrashofLancastrianC.2VL970.Rolls-Roycevia

WendyClark

In1952,high-altitudetrialswiththeAvonengineataltitudesofover50,000feetresultedinsomenewexperiencesforJimHeyworth,startingwithregularvisitstotheInstituteofAviationMedicineatFarnboroughfortrainingintheuseofapressuresuit.Twootherpilotswerealsoinvolved:WingCommanderWalterGibb,BristolSiddeley’sChiefTestPilot,andWingCommanderCliveSaxelby,anA&AEEtestpilotfromBoscombeDown.JimHeyworthagain:

OveraperiodofthreeorfourmonthsmanyvisitsweremadetoFarnboroughforfittingthesuitandthenpracticeusingitinapressurechamberuptoasimulated60,000feetwiththedoctorswatchingfromtheoutsideandtalkingontheintercom.FinallythedaycamewhenIdidasimulatedpressurecabinfailureat60,000feetfrom30,000feetasitwouldbeinaCanberraaircraftcockpit.Therewaslittleinitialphysicaleffectoftheexplosivedecompression(ittooktwoseconds).At30,000feetasinthepressurechambertheairwasmoistandondecompressiontherewasanimmediatefogandIcouldnotseetheswitchIhadtoselecttopressurisethesuit,butfounditafterafewsecondsmuchtothereliefofthedoctors.Istayedat60,000feetforaminuteortwothenslowlydescended,simulatinganaircraftdescentasthedoctorsallowedthepressureinthechambertoincrease.Iwaslucky;oneoftheothertwo(Saxelby)hadverybadeardrumtroubleonhisexplosivedecompression,resultinginhisaltitudeflyingbeingcurtailed.

WalterGibb,ontheotherhand,wentontomakesomespectacularrecord-breakingflights.On4May1953,heflewCanberraB.2WD952,test-bedforthe9750lbs.t.BristolB01.99Olympusengine,toanewworldaltituderecordof63,668feet,andon29August1955heflewtheOlympusCanberratoanewrecordaltitudeof65,890feet.Intheearly1950s,therewasaverygoodreasonforplacing

emphasisontheCanberra’shigh-altitudecapability,fortheaircraftprovedanexcellenttoolforgatheringstrategicairintelligence.TheCanberra’sroleasaphotographicreconnaissanceaircraft,oneofthemostimportantitwastofulfilovertheyears,wasdictatedbyspecificationPR31/46,whichineffectcalledforaPRversionoftheB.5/47CanberraB.2.ThemainexternaldifferencebetweentheB.2andthePRvariant,designatedPR.Mk.3,wasthatthelatter’sfrontfuselagewasextendedby14inchestoaccommodatea415gallonventralfueltank,acamerabayandaflarebay.ForthedayphotographyrolethePR.3wasequippedwitheitherfourorsixF.52camerasandoneF.49camera,whileequipmentforthenightrolecomprisedtwoF.89cameras,photocellsanda1.75photoflashcrate.Theaircraftcarriedacrewoftwo.TheprototypePR.3,VBX181,wasflownforthefirsttimefromSamlesburyon19March1950,butduringsubsequenttestflyingseverevibrationproblems–causedbythefuselageextensionandconsequentredistributionofmass-–wereencountered,andaspeedrestrictionof0.75Mwasplacedontheaircraft(comparedwith0.84MfortheB.2).Theproblemwaseventuallyalleviatedbyincreasingtheelevatorandtabmassbalances,butitwasnevercuredcompletely.AllthisdelayedthePR.3’sCA(ComptrollerAircraft)Release,anditwasnotuntil31July1952thatthefirstofaninitialproductionbatchoftwenty-sevenaircraft,WE135,tooktotheair.ItwasallocatedtoNo540SquadronatBensonforoperationaltrials,andre-equipmentofthisunitwiththePR.3beganinDecember.WE135thenwenttothePRelementofNo231OCU,theCanberraoperationalconversionunit.InMarch1953

OCU,theCanberraoperationalconversionunit.InMarch1953No540SquadronmovedtoRAFWyton,nearHuntingdon,togetherwithNos58and82Squadrons.Thelatterbegantore-equipwithCanberraPR.3sinNovember1953andNo58Squadronfollowedsoonafterwards,usingCanberrasre-allocatedfromtheothertwounits.Inthemeantime,anRAFCanberrahadbecomethefocusofa

ratheroddstory,onewhichremainsuncorroboratedtothisday.Itfirstcametolightinabook,publishedin1968,abouttheactivitiesoftheCentralIntelligenceAgency,inwhichitwasstatedthatamodifiedMk2Canberra‘flewatitsmaximumaltitudefromabaseinWestGermany,photographedthemissilelaunchsiteatKapustinYarintheSovietUnion,andlandedatabaseinIran.TheSoviets–possiblyforewarnedbyKimPhilby,thelife-longSovietspytheninchargeofBritishintelligence’santi-Sovietoperations–verynearlysucceededinshootingdowntheCanberra,whichtookseveralhits.’Thebackgroundtothisstoryisthattowardstheendof1952

theCIAbecameaware,throughinterrogationofGermanscientistsandotherpersonnelwhowereslowlybeingrepatriatedfromtheSovietUnion,thatamissiletestfacilityhadbeensetupatKapustinYar,northoftheCaspianSea(4835N,4618E).Infact,testinghadbeeninprogresstheresince1947,withthelaunchingofcapturedGermanV-2rocketsandderivativesofthem.ThefirstSovietserialproductionversionoftheV-2wasknowntoNATOastheSS-1aScunner,whichwasfollowed,in1950,byalonger-rangevariant,theSS-2Sibling.Neitheroftheseweaponswasdeployedoperationally,andattheendof1952therewereindicationsthattheemphasiswasshiftingtowardsthedevelopmentofsurface-to-airmissilesandverylongrangestrategicrockets.ItthereforebecameamatterofthehighestprioritytoestablishexactlywhatwasgoingonatKapustinYar,andthatmeantclandestinephotoreconnaissance.RobertAmory,Jr,whoatthattimewastheCIA’sdeputydirectorforintelligence,laterstatedinanOralHistoryinterviewthattheCIArequestedphotographiccoverageofthesite,butwastoldbyGeneralNathanF.Twining,theUSAirForceChiefofStaff,thatKapustinYarwas

Twining,theUSAirForceChiefofStaff,thatKapustinYarwasoutsideeffectivereconnaissancerange(inotherwords,itwasbeyondtherangeofanycameraoperatingoutsideSovietairspace,asoverflightswerestillvetoed)andthattheUSAFcouldnotundertakethemission.OneoftheRAF’sPRCanberras,however,wascapableofmakingadaylightsortietoKapustinYar,andthesubsequentscenarioisasfollows.TheCIA,presumablythroughclandestinediplomaticchannels(whichprobablymeanttheSecretIntelligenceService)approachedtheRAFandaskedthemtodothejob.ACanberrawasspeciallymodifiedwitha100-inchfocallengthcameraofAmericandesignandprovidedwithextrafueltankage,andsometimeintheearlysummerof1953ittookofffromGiebelstadtinGermany,flewovereasternEuropeataltitude,turnedsouthalongtheVolgatoKapustinYar,andlandedinIran.Somewherealongitsrouteitwasintercepted,shotat,anddamaged.Outofallthefogthatsurroundsthisoperation,whichwas

giventhecodenameRobin,onefactappearstoemerge.TheaircraftwasnotaCanberraPR.3,butaB.2speciallymodifiedforthejob.SomesourcessuggestthatitwasWH726,theonlyB.2allocatedtoNo540(PR)Squadron.OthersindicateitmighthavebeenWD952,theOlympus-enginedCanberrawhichhadreachedarecordaltitudeof63,668feeton4May1953,butthefirsttheoryseemsmoreplausible.WH726subsequentlyservedwithNo58(PR)SquadronandwassoldtoPeruinSeptember1966asaB.72.Whateverthetruth,WH726certainlyflewotherRobinsortiesduringitsPRcareer,althoughoflessdramaticnature.In1954-55Nos58and540SquadronsmadefrequentdeploymentstolocationsintheMiddleEasttocarryoutphotographicsortiesovertheSovietBlackSeaportsandtheCaucasus,althoughsuchpenetrationswereflownbyonlythemostexperiencedcrewsandrequiredauthorisationatthehighestlevel.Themajorityofsortieswereflownatadistanceof12milesormorefromSovietterritory,butataltitudesof47,000feetormoresuchmissionscouldstillyieldsubstantialphotographicintelligence.

JimHeyworth,whohadneverheardofthe‘mysteryCanberra’writesoftheperilsthatcouldbeencounteredintheearlydaysofflyingatextremealtitudes.

WhenflyingtheCanberraonenginetestsupto63,000feetwehadnotroubleatallwiththeenginesorthepressurecabin.TheonlydifficultbitwasflyingbetweenthemaximumMachnumberbeforecontrolwaslostandminimumspeedwheretheaircraftstalled–therewasonly25knotstoplaywith.Theconcentrationneededtocarryouttests,writingdowntheresultsonakneepad,usingastopwatch,andflyingtheaircraft,wassohighthatononeoccasionIsuddenlythoughtIwasflyingupsidedown.Atthispointitwasessentialtobelievetheblindflyinginstrumentsandnottopanic.Itwasnotmuchuselookingoutsideonthisparticulardaybecausetherewasahazeupto60,000feet;itwasmostunusualfortherenottobeaclearlydefinedhorizonofdeepbluesky.TorelaxItookmypulserateonthestopwatchandslowlydescended;ithadrisento140beatsperminuteinamatterofseconds.Icamedownsomewhatshakenandasitwaslunchtimetoldnooneofmyexperiencebutskippedlunch,jumpedintoaplanewehadforcommunications,andwenttoFarnborough.

Asluckwouldhaveittherewasmyboffinfriend,GeoffreyMelvilleJones,adoctorattheInstituteofAviationMedicine,twirlingaroundonthegrasswithpeculiarheadgearon,thenfallingover.Ipickedhimup,weroaredwithlaughterandthenItoldhimallaboutmyproblem.Hewasoverjoyedbecausedisorientationwasexactlywhathewasworkingon.Hewasdelightedtohearfirsthandexactlyhowithappenedtome.Apparentlytherehadbeenseveralcasesofpilotsflyinginformationincloud,over

concentrating,losingtheirleader,thendisbelievingtheirflyinginstrumentswhentheyhadlostsightofthewingoftheleadingaircraftwiththeresulttheycrashedoutofcontrol.Thecauseoftheproblemwasbasicallyoverconcentrationandtensenessofmindandbody.SomeRAFpilotshadhadsymptomsofdisorientationandgonetotheirlocalmedicalofficerwhoimmediatelytookthemoffflyingandinsomecasestheirflyingcareersceased.GeoffreystronglyadvisedmetotellnoonebecausetherewassolittleknownaboutdisorientationmyparticularincidentcouldbeblownupoutofallproportionandImightbetakenoffflying.Iknewhowtoavoidithappeningagain,GeoffreyknewandhewastheexpertsoIcarriedonhighaltitudeflyingasifnothinghadhappened.(MyexcuseforgoingtoFarnboroughwasaqueryonmypressuresuit.)However,thenexttestpilotfromRRtobefittedwithapressuresuithadallmyhelpandIdidwarnhimthat,ifheover-concentrated,hemightfeelabitdizzyandifso,tosimplyflytheaircraft,stopthetestsandrelax.Therewasnoneedformetocomplicatetheproblemandstarttalkingdisorientationtohimandhowfrighteningitcouldbe.

Asamatterofinterest,pressuresuitssavedthelivesoftwoCanberraaircrewsometimelater.TheywereFlightLieutenantPeterdeSalisandFlightLieutenantPeterLowe,thecrewofanEnglishElectricCanberrajetbomberofNo76Squadron.CanberraswereinvolvedalmostfromtheoutsetinBritain’snuclearweaponsprogramme,carryingoutradiationsamplingandotherassociatedduties.In1957,aftervariousatomicdeviceshadbeentestedatMonteBelloandinAustralia,thestagewassetforBritaintoexplodeherfirstthermonucleardeviceatChristmasIslandinthePacific(or,morecorrectly,atMaldenIsland,some400milestothesouthofthemainChristmasIslandbase).

ChristmasIslandbase).BecauseoftheexpectedmagnitudeoftheH-bombexplosion,

itwasanticipatedthattheCanberraswouldhaveproblemsinreachingtherequiredoperationalaltitudeof56,000feetormoreduringtheirsamplingmissions,andsoplansweremadetofitaNapierDoubleScorpionrocketmotorintwoCanberraB.Mk.6sofNo76Squadron.Theliquid-fuelledScorpion,selectedoriginallytogiveextraboosttotheEnglishElectricLightninginterceptor(butneverused,becausetheLightningcouldeasilyreach70,000feetormoreunderthepowerofitsRolls-RoyceAvonRA.24turbojets)wastest-flowninMay1956inCanberraB.2WK163,andinthisDoubleScorpionformithelpedpowerthisaircrafttoanewworldaltituderecordof70,310feeton28August1957.ThetwoCanberrasofNo76SquadronfittedwiththeDouble

ScorpioninstallationwereWT206andWT207.Athirdaircraft,WT208,wasalsoexperimentallyfittedwithadeHavillandSpectrerocketmotor,butwasnotassignedtotheH-bombtests.Thetworocket-assistedCanberrascarriedoutnumerous

radiationsamplingmissionsfromChristmasIslandduring1957,thefirstBritishhydrogenbombbeingair-droppedfromaVickersValiantofNo49Squadronon15Maythatyear.Thetestsculminatedinanair-dropoftheweaponinitsoperationalconfigurationon8November.OnreturningtotheUnitedKingdom,WT207wasloanedtoNapiersforfurtherrocketmotortests,anditwaswhilecarryingoutoneofthese,on9April1958,thattherocketmotor-whichwasrecessedintothebombbay–exploded.Atfirst,FlightLieutenantdeSalisandFlyingOfficerLowedidnotknowwhathadhappened,butthentheCanberrabegantodisintegratearoundthemandtheyejectedintoanoutsideairtemperatureofminus57degreesCelsiusat56,000feet.Bothmenhadtraumaticdescents;Lowefree-fellto10,000feet,wherehisparachuteopenedautomatically,andlandedinafarmer’sfield,sufferingabackinjury.DeSalishadaworsetimeofit,hisseathavingmalfunctioned.Spinningatfourrevolutionspersecond,itfellfor30,000feetbeforeitseparatedfromthepilotandhis

for30,000feetbeforeitseparatedfromthepilotandhisparachutedeployed.DeSalis,sufferingfromfrostbiteandalmosttotallyincapacitatedafterhislong,spinningdrop,somehowmanagedtountangletheshroudlines,whichhadbecometwisted,andmadeasafelanding.TheremainsoftheaircraftfellatMonyash,nearBakewell,Derbyshire.AlthoughtheCanberrawasasafeandeasyaircrafttofly,

enginedevelopmentworkgaveJimHeyworthwhatmightbedescribedassomeinterestingmoments.Ononeoccasion,whilecarryingoutatestononeengine,heheardasuddenloudbangand,lookingoutofthecockpit,hesawcompressorbladesspewingoutofthefrontoftheairintake.Shuttingdowntheoffendingengineandrelightingtheother,hemadeasafelandingandwatchedthemechanicsfillabucketwithbrokencompressorbladesthathadremainedinside.SumminguphisCanberraexperienceswithRolls-Royce,Jim

Heyworthwrites:

TestingtheRA14weregularlyflewupto63,000feet,wheretherewasonlyabouttwenty-fiveknotsbetweentheaircraftstallingandexceedingthemaximumMachnumber.Above60,000feetonararecloudlesssummerdaytherewasdeepblueskyandbelowwastheNorthofEnglandandScotlandlaidoutlikeamap–theMerseyestuary,theClyde,theCaledonianCanal,theForth,theHumber–itwasaweinspiringbecausetherewasnooneelseuptherefiftyyearsago.Itwasamovingexperience,thankstotheCanberra.

CHAPTERNINE

FROMMETEORTOHUNTERIn1950thelatestmarkofMeteor,theF.8,fittedwithDerwent8turbojets,wastestedbytheRolls-Royceteam.JimHeyworthremembersoneratherexcitingtestflightinthisaircrafton11April1952.Hisinstructionsweretoclimbto30,000feetandcirclearoundSinfin,theRolls-Royceaero-enginefactoryatDerby.OneoftheDerwentengineshadstraingaugesattachedtotheturbinedisc,andanengineoverspeedto500rpmwasthemaximumpermitted.Thepilotwasabletotalkdirectlytothetestlaboratoryonthegroundbymeansofaspecialradiofrequency.

IntheearlydaysofturbinediscdevelopmentthestressengineeratDerby,DennisDrew,haddevelopedaveryspecialtechniquewhichwouldmeasurethestressinthedisc.Ifitbroke,theforceswouldbesogreatitwaslikelythattheengineandaircraftwouldexplode.Thisbrilliantengineerwas6feet4inchesandweighed18stone.Hecouldholda12voltbatteryineachhand.Hehadbeenacrewmanonthe1937TransatlanticYachtrace.Myjobwastoflyat30,000feetinacircleoverhislaboratorysothesignalsofstresscouldbereadandmeasured.Afterthreecircuitsthesystembegantoworkandhegotveryexcited.

Therevolutionsatwhichtheturbinediscwoulddisintegratehadbeenestimated,and‘Dizzy’Drew’svoicerosewithhisexcitementashisindicator

showedhigherandhigherstresses.Ibegantosweatabitandbegantoworrythathehadforgottenhewasusinganaircraftandlivepilot,notabricktest-bedontheground.EventuallyIsaidenoughwasenoughandlanded.BackintheofficeItelephonedhimabouthisresults.Heexplainedthatafewrevolutionsmoreandthestresseswouldhavebeenveryhigh,justshortofwheretheengineershadestimatedthediscwouldburst,whereuponIasked‘Whataboutme!’Hisresponsewasthattestpilotswereexpendableinthenameofscience!Iimmediatelygotinmycar,drovetohisofficeandaskedtoseehisresults.Headmittedthathewassopleasedhissystemhadworkedthatheforgotabouteverythingexcepttherecordingofthehighstresses.Thiswasthefirsttimeinhistorystresseshadbeentransmittedfromanaeroengineintheairontorecordingequipmentontheground.Webecamethebestoffriendsthereafter.Hewasatrulygreatengineerandgentleman,whobecameinternationallyrespectedforhiswork.

Themainemphasisduringthisperiod,however,wasonthedevelopmentoftheAvonfamilyofenginesandontheDartturboprop,whichwasnowbeingevaluatedinWellington,Lancaster(foranti-icingtests)andDakotatest-beds.TwooftheDakotas(G-ALXNandG-AMDB)wereflownbyBritishEuropeanAirways(BEA)pilots,broughtintoassisttheRolls-Roycetestteam.Thiswasavaluableexperience,becauseitinjectedtheairlinepilots’experienceandknowledgeintothedevelopmentofthefirstturbopropenginespecificallydevelopedforcommercialaircraft.TheotherDakota,KJ829,wasonloanfromtheRAF.TheWellington(LN715)flewearlyin1948andwasthefirst

aircrafttobepoweredexclusivelybytheDart.ThenextaircrafttoflywithDartswastheprototypeVickersViscountairliner,G-AHRF,whichfirstflewatWisleyon16July1948.Oneotheraircraft,anAirspeedAmbassador,wasalsousedasaDarttest-

aircraft,anAirspeedAmbassador,wasalsousedasaDarttest-bed,anditgaveJimHeyworthanunpleasantmoment,asherecordsinhismemoirs.

Thechecklistafterlandingincludedaverysmallswitchontheco-pilot’ssideofthecockpit,whichhadtobeselectedinordertosupplythebrakesandnosewheelsteeringwithhydraulicpressure.Onthisoccasiontheflightengineer,intheco-pilot’sseat,failedtoselecttheswitchONasperthechecklist,anditwastheCaptain’sresponsibilitytoseethatthiswasdone.Theupshotwasthatweranoutofbrakesandnosewheelsteeringastheresidualhydraulicpressurereducedandwefetchedupinthecokedump.Itwasveryembarrassing.Nevertheless,itwasmostunusualtohaveaspeciallittleswitchtosupplyhydraulicpressurefortaxiingafterlanding.

During1950boththeHeyworthswereengagedindisplayflying,culminatingintheSBACshowatFarnboroughinSeptember.Buttherewasstillseriousworktobedone,mostofitinvolvingthedevelopmentoftheAvonRA.7andtheafterburningAvonRA.14.TheAvonRA.7wasthepowerplantselectedfortheRAF’s

firsttwoswept-wingjetfighters,theHawkerHunterandtheSupermarineSwift.TheSwift–orratheritsprototype,theSupermarineType510,wasthefirsttofly,on29December1948,pilotedbytestpilotLtCdrMikeLithgow,Supermarine’sChiefTestPilot.Thesecondprototypewasfirstflownon27March1950,alsobyLithgow,butwasthengroundedforextensivemodifications-–includingtheprovisionofreheat-–whichbroughtitmuchmoreintolinewiththeRAF’sswept-wingfighterrequirement.InthisguiseitwasredesignatedType535,andflewagainon23August1950.InthefollowingNovemberanorderwasplacedfortwopre-productionSwiftprototypesandfor100productionaircraft,alltobefittedwith

prototypesandfor100productionaircraft,alltobefittedwiththeRolls-RoyceAvonRA.7engine.AtthattimethefirstflightoftheHawkerP.1067Hunterwasstilleightmonthsaway,andtheorderfortheSwiftwastheresultofanAirStaffdecisiontoacquiretheSupermarinefighterinlimitednumbersasaninsuranceagainstthefailureoftheHunter,adecisioninfluencedbytheoutbreakoftheKoreanWarinJune1950.

JimHeyworthandMeteorMk4,Hucknall,1949.Rolls-RoyceviaJimHeyworth

ByJune1951theprototypeP.1067,notyetnamedtheHunter,hadpasseditsfactorytestsatKingston-on-Thames,andpreparationsweremadeforthefirstflight,whichwasmadebySquadronleaderNevilleDuke,Hawker’sChiefTestPilot,on20JulyfromBoscombeDown.Aftertheprototype(WB188)hadmadefiveflightsfromBoscombeDownthetestprogrammewastransferredtoRAEFarnboroughon10August,thentoDunsfoldon7September.BythefirstweekofSeptembertheprototypehadaccumulatedelevenhours’flyingtime,andDukewasclearedtopresentitatthe1951SBAC

time,andDukewasclearedtopresentitatthe1951SBACShow.AfteritsinitialseriesofflighttrialsWB188wasgroundedfortheinstallationoftheproductionAvonRA.7,anddidnotflyagainuntilApril1952.

ThebeautifullinesoftheHawkerP.1067WB188,theprototypeHunter,areapparentinthisphotograph.BritishAerospace

Atthe1951FarnboroughdisplayitwasonceagainaMeteorthatprovidedthestarturn,butonthisoccasionthepilotwasJanZurakowski,ChiefTestPilotoftheGlosterAeroplaneCompany.Theaircraftinvolvedwastheprivate-venturegroundattackversionoftheMeteorF.8,sometimesreferredtoastheGAForReaper,whichfirstflewatMoretonValenceon4September1950.ItwasdisplayedinthestaticparkatFarnboroughthatyear,butnotflown.Then,onedayinthesummerof1951,JimHeyworthreceivedacallfrom‘Zura’,asthePolishpilotwasknowntohiscolleagues.

HesaidhehadthoughtoutapossibleaerobaticmanoeuvreandcouldIcomeoveranddiscussthe

possiblereactionoftheDerwentengines.Aftera20minuteflighttoMoretonValence,Imethiminhisofficeand,ingreatsecrecy,hesketchedouthisideasonpaper,muchtomyamazement,showingalltheaerodynamicforcesontheaircraftasitperformedtheintendedmanoeuvre.Thuswasbornthefamous‘cartwheel’whereat3,000to4,000feetandatfullpowerinaverticalclimbthestarboardenginethrottlewasclosedandfullpowermaintainedontheportengine.Thiswasdoneastheairspeeddroppedandaftera360-degreecartwheelatthetopoftheclimbtheaircraftappearedtobestationary.Thefinal180degreeswerecompletedasthespeedtowardthegroundincreased.Allthewhileoneenginewasatfullpowerandtheotheridlingandneithercompressorstalled.Inblueskiesandsunshineitwasawonderfulsight.ZuraknewexactlywhathewasdoingandIdonotknowanyoneelsewhowasabletoachievesuchperfection.Ineverdaredtotry!

Attheendof1951RonnieShepherdretiredfromthepostofChiefTestPilotatRolls-Royce.HissuccessorwasHarveyHeyworth,whoon26June1952madethefirsttestoftheafterburningAvonRA.7Rengine,mountedinCanberraB.2WD943.Afewdaysearlier,on10June,hehadaddedaNorthAmericanF-86Sabretohistotalofaircrafttypes,flyingovertotheAircraftandArmamentsExperimentalEstablishment(A&AEE)BoscombeDownintheRolls-RoycePercivalProctorG-AHFRtomaketheflight.HislogbookdoesnotrecordtheownershipofthisparticularSabre;itmayhavebeenanF-86AoftheUSAF81stFighterWing,basedatShepherd’sGroveandBentwatersinSuffolksincethesummerof1951,oraCanadairSabreMk.2ofNo1FighterWingRCAFfromNorthLuffenham.RAFFighterCommandwastoreceivesome400Canadair-builtSabresin1953,asastop-gapmeasureuntiltheHawkerHunterbecameavailable.TheHunter,however,wasexperiencingsomeproblems.

TheHunter,however,wasexperiencingsomeproblems.WhentestflyingresumedinApril1952,thelimitsoftheflightenvelopeweregraduallyexpandeduntil,withthealtitudepushedupto40,000feet,itwastimetoexploretheaircraft’sMachcharacteristicsinthedive.TotheconsternationofDukeandtheHawkerdesignteam,itwasfoundthatseverebuffetingandruddervibrationsetinataround0.97-0.98M,andalthoughDukeachieved1.03MinadiveinlateApril(whichcouldnotyetbefullyconfirmed,astheeffectofshockwavesonthepitotheadmadereadingsunreliable)therewerefearsthatthismightbetheterminalMachnumber.Variousmodificationsweretestedtotrytocurethebuffetingproblem,whichwaseventuallysolvedbyfittingabulletfairingattherearofthejunctionbetweentheverticalandhorizontaltails.Oncethiswasdone,WB188begantoachieve1.06Minadivefrom45,000feetatanglesofbetweenthirtyandforty-fivedegrees,andthebuffetingwasreducedtoanegligibledegree.However,confirmationthattheHunterhadindeedexceededMachunitywasnotreceiveduntil24June,whenatestdiveproducedaverydefinitesupersonicboom.Meanwhile,on5May1952,Dukehadtakenthesecond

prototypeHunter,WB195,onitsmaidenflightfromDunsfold.ThisaircraftwasfittedwithaproductionAvonRA.7engine,wasfullyarmedwiththe30mmAdengunpackandequippedwithgunrangingradar.Initially,WB195tookpartinaseriesoftrialsaimedatdevelopingasatisfactoryairbrake,becauseinitsoriginalconfigurationtheHunter’sdecelerationhadprovedfartooslowtomeetcombatrequirements.Theoriginalideahadbeentousetheaircraft’smainflapsasairbrakes,butthishadbeenfoundtoresultinamarkednose-downpitchingmoment.VariousflapmodificationsweretestedonWB195,nonewithanysuccess,andovercomingtheproblemwastogivetheHawkerdesignteamheadachesforseveralmonthsuntilasatisfactoryventralairbrakewasincorporated.TheairbrakeproblemwasidentifiedinOctober1953,when

twopilotsfromtheCentralFighterEstablishment’sAirFightingDevelopmentSquadron(AFDS),basedatRAFWestRaynham,wereclearedtoflythefirstproductionHunterF.1,

Raynham,wereclearedtoflythefirstproductionHunterF.1,WT555,atDunsfold.Thetaskofthepilots,WingCommanderBird-WilsonandFlightLieutenantHall,wastocarryoutapreliminarycombatevaluation,andtheyencounteredaserioussnagalmostimmediately.Whenthewingtrailingedgeflapswereusedasairbrakesinhigh-speed,low-levelturns,theHunter’snosepitchedviolentlydownwards,whichwasquiteunacceptable.Fuselage-mountedlateralairbrakes,suchasthoseusedontheF-86Sabre,weretestedonWB188inJuly1953,butthesetoowerefoundtocauseseverepitchchangesandstabilityproblems.Theonlyalternative,therefore,wastoequiptheHunterwithaventralairbrake,whichwasfittedtoallproductionHuntersbeginningwiththenineteenthproductionF.1.SeveralHunterF.1swereallocatedtoRolls-Royceatvarious

periodsforenginedevelopmentwork,beginningwithWT556andWT560,bothin1953.Muchoftheworkinvolvedseekingacureforanotherproblemwhichhadmanifesteditself:thetendencyoftheAvonenginetosurgeduringhigh-gturnsandrapidacceleration.ThistendencywasaggravatedwhentheAdengunswerefiredataltitudesabove25,000feetasaresultofshockwavesenteringtheairintakes.TheproblemhadnotarisenearliersimplybecausetheHunterprototypeusedforinitialgun-firingtrialswasthethirdprototype,WB202,whichwasfittedwithanArmstrongSiddeleySapphireengine.JimHeyworthfoundtheHunteradelightfulaircraft.

At500feetaftertake-offtherewasnodoubtthatIwasincontrol–adelightfulexperiencewhichcontinuedformanyyearsofenginetestinginthistype.Easeofflightcontroldevelopsconfidence.Wereceivedthesecondprototypeaircraftforenginedevelopment.WewereoperatingfromarunwayatWymeswoldbecauseHucknallwasstillagrassairfield.Onreturnfromatest,Iloweredthe

undercarriageandfoundthatonlyonemainwheelwasindicatinglockeddown.Therewasnotmuchfuelinthetank,soaquickdecisionwasrequired.ThewideexpanseofgrassatHucknallwasonlyfiveminutesaway,closerthanWymeswold,soIheadedthere.AftertryingseveralselectionsIflewpastthecontroltowerandtheyconfirmedthatthewheelwastuckedupinthewing.Theemergencysystemdidnotlowerit.TheHunterwasbouncedonthegrasstotrytounlockthelegbuttonoavail.AsaresultIhadtolandononemainwheelandnosewheelthengentlylowerthewingontotheground,touchingdownwellawayfromanybuildings.ThewingdugintothegrassandtheHunterdida360-degreeturnina500-footcircle.Thedamagetothewingwasnegligibleanditonlyneededanewwingtipandthefaultontheundercarriagecorrecting.Itwasflyingagainafewdayslater.

AerialviewsoftheHucknallfacilityin1952,withtwoCanberrasandaMeteoronthehardstandings.Rolls-Roycevia

CorinneMoore

EarlyoperationaltrialscarriedoutbythefirstofFighterCommand’sHuntersquadrons,No43,confirmedtheproblemwiththeAvon.Rolls-Royceworkedhardtofindasolutionandeventuallyfoundananswerintheformoffuel-dipping,asystemwherebythefuelflowwasreducedwhentheguntriggerwasdepressed.ThissystemwasintroducedinaircraftlaterintheF.1productionrun,buttheearlyexamplesdeliveredtoFighterCommanddidnothaveit,andasaresultaheightrestrictionof25,000feetwasplacedongunfiring,whichmeantthatatthisstagetheHunterwouldhavebeenuselessagainsthigh-leveltargets.ThesameproblemalsobedevilledearlyexamplesoftheHunterF.4,whichhadanAvon115engine.July1953sawthearrivalatHucknallofanunusualaircraft,

AvroAshtonMk3WE670,oneofsixaircraftthathadbeenusedashigh-altitudeflyinglaboratories.TheaircraftarrivedatHucknallfromD.Napier&SonofLuton,whereithadbeen

HucknallfromD.Napier&SonofLuton,whereithadbeenconvertedtotheroleoftest-bedbytheadditionofapoddedAvonRA.14sitedunderthefuselage.Awater-spraygantrywasinstalledaheadofthepodforicingtests.TheRA.14waslaterreplacedbya10,000lbthrustAvonRA.28andthena10,500lbthrustRA.29,thecommercialenginedesignedfortheComet3airliner.During1953HarveyHeyworthhadamassedagooddealof

flyingtimeintheCanberraB.2sthenassignedtoRolls-RoyceforflighttestingtheAvon,WD930,WF909andWD943,thelatterfittedwiththeafterburningAvonRA.14.On19May1953hislogbookrecords‘reheatclimbstoextinctionaltitude’inthisaircraft,butdoesnotsaywhataltitudewasreached.HewouldalmostcertainlyhavegoneontoflytheHunterhaditnotbeenfortwodisastersthatoverwhelmedhiminrapidsuccession.On6September,1953,heflewCanberraWD930to

FarnboroughfortheSBACShowanddemonstrateditonthefollowingday.On8September,at09.50,heclimbedintoaBristol171Sycamoreasapassengertoparticipateinhisfirsteverhelicopterflight,theideabeingtogainsomeverticalflightexperiencepriortoflyingtheVTOLThrustMeasuringRigthenbeingdevelopedatHucknall.ThehelicopterpilotwasFlightLieutenantJ.K.HoughAFC,whowasattachedtotheRAEFarnborough.Helicoptersarenormallyflownfromtheright-handseat,butHoughchosetotaketheleft-handposition,thefirsttimehehaddoneso.Afterapoorlyexecutedtake-off,thepilot,whowasinexperiencedonthetypeandunusedtoflyingfromtheleft-handseat,experienceddifficultyincontrollingtheaircraftanddecidedtolandimmediately.Theaircraftdescendedinatail-downattitude,thetailrotorandthenthemainrotorstruckthegroundandtheSycamorepitchedforwardviolently,breakingthenosewheelassembly.Thepilotwasknockedunconscious.Thebrokenunbalancedrotorblades,stilldrivenatfullpower,causedtheaircrafttogyratewildly,throwingthecrewaroundthecockpit.FirstHeyworth,thenHough,wasthrownclear.Heyworthwasconcussedandsufferedlacerationsandbruising;Houghsufferedmoreseriousinjuriesanddiedlaterinhospital.

sufferedmoreseriousinjuriesanddiedlaterinhospital.

PilotsofNo43,theRAF’sfirstHuntersquadron,headfortheiraircraftatRAFLeuchars,Scotland.AHBMoDRAF

IttookHarveyHeyworththreeandahalfmonthstorecoverfromhisinjuries,anditwasnotuntilChristmasEve1953thatheflewagain,asortieinCanberraWF909.HeflewWF909againon29December.Inthemeantime,hehadexperiencedawholenewdimensionofflightinavehiclewhichRolls-RoycecalledtheThrustMeasuringRigandwhichthepopularpress,oncethesecretwasout,wouldcallthe‘FlyingBedstead’.InJanuary1952,aspartofongoingresearchintothe

possibilityofverticalflight,Rolls-RoycehadbegundiscussionswiththeMinistryofSupplyandtheRoyalAircraftEstablishmentonthedesignandconstructionofaThrustMeasuringRig(TMR)forthepurposeofprovingtheconceptofthelift-jetengineandthetechniquesthatwouldbenecessaryforanaircrafttotakeoffandlandverticallyonjetthrustandconverttoandfromwingborneflight.ThespecificationissuedtoRolls-RoycecalledfortheTMRto

haveathrust/weightratioof1.25:1withafullfuelload,sothatitstotalthrustwouldbe25percentgreaterthanitsweight.

itstotalthrustwouldbe25percentgreaterthanitsweight.Therigwastocarrysufficientfuelfor15minutesoftesting,anditwastobecapableof5minutesofsustainedflightatthehoverjustabovegroundlevelwithoutexcessiveheating.Itspurposewastoconfirmthatanaircraftcouldbesupportedsolelyonjetthrust,withcompressed-airjetsmountedonoutriggersprovidingthrustforstabilityandcontrol.Otherrequirementsincludedtheabilitytomanoeuvreinanareaatleast100feetsquareanduptoaheightof50feet.ThebasiclayoutoftherigcomprisedtwoRolls-RoyceNene

101turbojets,horizontallymountedandfacinginoppositedirectionssothattheirgyroscopictorquescancelledeachother.Enginethrustwasdeflectedthrough90degreestoprovidejetlift,andmodificationswereincorporatedsothat9percentoftheturbojets’compressordeliveryairwasbledoffforthecontroljets.Thejetpipesweremountedcloselytogethertominimise

pitchandroll.Acentralpipewasusedforoneengine,withtheexhaustfromtheseconddividedandemergingfromthetwosmallerpipes.Thepilotsatontopoftherigonasteelplatformcarryinghisseat,thecontrols,instrumentpanelandauto-stabiliser.Thepilotwasprotectedbyacrashpylonabovehim,buthissafetydependedonthereliabilityoftheauto-stabilisationsystem,whichhadduplicatedchannelsthatworkedsimultaneously.Forexample,forpitchcontroleachchanneloperatedoneofthetwoelectricmotorscontrollingthevalvethroughwhichcompressedairwassuppliedtothepitchjets.Ifonechannelanditsmotorfailed,thesecondcontinuedtomovethevalve,butathalfspeed.Designandmanufactureofthecontrolandauto-stabilisation

systemwastheresponsibilityoftheRAE,althoughthevalvesandlinkagesforthesystemweredesignedbyRolls-Royce.Thesystemitselfcomprisedtwopitchandtworollnozzles.Thecontrolcolumnwasnotdirectlyconnectedtothepitchandrollvalves;instead,itmovedrheostatswhichvariedthevoltageenteringonelimbofthesummingamplifierintheauto-stabiliser,andthismaintainedtheriginanyselectedattitude

stabiliser,andthismaintainedtheriginanyselectedattitudewithoutfurthermovementofthecontrolcolumn.Thecontrolairbledfromeachenginewastakentoacommoncollectorboxandthenviacontrolvalvestothenozzles.Whenthrustwasreducedfromonenozzle,acompensatingincreasewasprovidedfromtheoppositeone.Averagethrustfromthepitchnozzleswas290lbeachand35lbeachfromtherollnozzles,withamaximumof450lband60lbfromeachpitchandrollnozzlerespectively.Yawcontrolwasprovidedmanuallywithaconventionalrudderbarwhichswivelledthepitchnozzles,thepilotoperatingthethrottlewithhislefthand,asinahelicopter.ForitsinitialtestingtheFlyingBedsteadwassuspendedina

gantry.Thefirsttest,withHarveyHeyworthatthecontrols,tookplaceon3July1953.Problemswereencounteredwiththecastoringundercarriage,whichwasdesignedfornormallandingsatadescentspeedof8feetpersecond,andforaheavylandingat35feetpersecond,whichwascalculatedtobethedescentspeedifoneenginefailed.Thefirstattemptatlift-offendedignominiously,withtherigcantedovertoonesidebecauseitsoleolegsdidnotextendevenly.

The‘FlyingBedstead’,withHarveyHeyworthperchedontop,beingreadiedforitsfirsttestinthegantry.Rolls-Roycevia

CorinneMoore

Heyworth‘flew’theriginitsgantryseveraltimesoverthenexttwomonths,buthemadenomentionoftheseeventsinhislogbook.ThencamethehelicopteraccidentinSeptember,whichputhimoutofactionforsometime.

Belowleft&right:TheBedsteadmakesitsfirsttentativehover,afewinchesabovetheground,on3July1953.Rolls-

RoyceviaCorinneMoore

HarveyHeyworthconferringwithsomerathergloomy-lookingRolls-RoycepersonnelaftertheBedstead’sabortivefirstlift-off.


HisfirstflightaftertheNewYear,on4January1954,wasinAvonLancastrianVL970,whichheflewtwicethatdayandagainonthe8th,inbetweensortiesinCanberrasWF909andWD943.TwomoreCanberrasortieswerecompletedon19and20January1954inWD930.

20January1954inWD930.On22January,HarveyHeyworthfoundhimselfontheroster

toflyanaircrafthehadnotflownsincethepreviousMay:theDartLancaster,NG465.Thepurposeofthesortiewastotestanti-icingequipment.Onthisoccasion,Heyworthwasaccompaniedbythreeflight-testobservers,J.G.W.Dye,M.CostelloandW.D.Edmondson.Take-offwasat10.55,andattheendofasortielastingovertwoandahalfhoursHeyworthturnedbacktowardsHucknall.Allwentwelluntilthepilotbeganhisapproach,whensimultaneousfuelstarvationwasexperiencedonallfouroftheLancaster’sMerlinengines.Unabletomaintainaltitude,Heyworthturnedtheaircrafttowardsthenearestexpanseofflatland,whichwasHolinwellgolfcourse.Itwasladies’day,andaboutthirtywomengolferswereonthecourseatthetime.Alocalnewspaperreporttellsthestory.

WomengolfersplayingonthecourseatHolinwellescapedinjurytodaywhenaplanepilotedbyWingCommanderJohnHarveyHeyworth,ChiefTestPilotofRolls-Royce,Ltd,crashednearthe14thhole.WingCommanderHeyworth,wholivesatAlthamLodge,Papplewick,wastheonlymemberofthecrewoffourtobeinjured.HewastakentoNottinghamGeneralHospitalwithslightinjuries.

Theothermembersofthecrew,whowerestatedbyaspokesmanoftheRolls-RoyceestablishmentatHucknalltobeRolls-Roycepersonnel,escapedinjury.TheywereshakeninthecrashandtakentotheclubhouseoftheNottsGolfClubandgivencupsoftea.Thespokesmansaidthattheplane,anRAFLancasterbomber,wasonaroutineflightfromHucknallandwasduetoreturnthere.Amemberofthegolfclubstaffsaidthattheplanewasbadlydamaged.

MrW.Horrocks,whoisinchargeoftheHucknallDivisionofRolls-Royce,toldareporterthattheaircraft,anoldtypeofLancasterfour-enginedbomber,wasonanormalexperimentalflightfromHucknall.IthadbeenairborneforsometimeandwasgettingreadytocomeintotheHucknallairfield,5milesaway.Theaircraftcamedownfromaheightof500feet,intotheroughatthefarendofthegolfcourse.

WingCdrHeyworthhadputdowntheundercarriage,andinnormalcircumstancesasatisfactorylandingmighthavebeenmade,buttheheavybomberstruckasmalltreeandslidfor200yardsintotheroughgrassbeforecomingtorestwiththewholeofthefrontpart,includingthepilot’scabinandfourpowerunits,almostcompletelywrecked.Theforceoftheimpacthadforcedpartoftheundercarriagethroughthestarboardwing.

...MrEdmondsontoldareporter:“Therewereanumberofgolfersabout,includingwomen,andtheyweremosthelpful.Theygotustotheclubhouse,wherewehadlunch.Acarwassentoutfromtheclubhousetopickupourskipper,whosehandswerelacerated.Hewasbroughtbacktotheclubhouseacrossthefairway,inthecar,andlatertakentohospital.

Above&below:ThemangledwreckofDartLancasterNG465intheundergrowthatHolinwellgolfcourse.Rolls-Roycevia

CorinneMoore

Thepublic’sattitudetothecrashmightbedescribedastypicallyBritish.Adayortwolater,thissnippetappearedinanotherlocalpaper:

Withthe14thand15thholesoutofactionduetoacrashedLancasterbomberacrossthefairwaysatNottsGolfClubtoday,membersplaythefirst13holesandthenhavetocutacrosstothe16thtee.“I’veneverseensuchalargeattendancebefore,”a

membertoldthePosttoday.“It’sjustlikeasummerSaturdaywithamedalmatchon.Ithinkeveryonehasreadabouttheplanecrashandhavecometoseeifthefairwaysandgreenshavebeendamaged.”

ItwastheendofHarveyHeyworth’stestflyingcareer.HisbrotherJimremembers:

He(Harvey)wasveryshakenafterthesetwoincidents.ThemanagementofR-Rbecameawareofhisdifficultyandtheyaskedmewhattheyshoulddo.Hewaspopularwitheveryoneandmuchrespected.Hehadawifeandthreechildrenandmyadvicetomanagementwastodiscusshisfuturewithhim,perhapsinasalesjobawayfromHucknallandthenseehisreaction.Itwasverysad,becausehehadmadesuchacontributiontoaero-enginedevelopment.

ItwasfivemonthsbeforeHarveyHeyworthwasfitenoughtoresumeanykindofflyingactivity.TheentryforJune1954isprefacedbytheruefulcomment,inredink:Communicationflyingfromnowon!Priortothat,inMarch1954,theRolls-RoyceCompany

journalcarriedthisreport.

MrH.N.D.Bailey,B.Sc.(Eng)AFRAeS,hasbeenappointedChiefTestPilottotheCompanyinsuccessiontoWingCommanderJ.H.Heyworth,AFC.WingCommanderHeyworth,whohasbeenChiefTestPilotsince1951,hasjoinedtheAeroDivisionsalesstaff.

MrBailey,whois36,tookhisengineeringdegree

withhonoursatHullTechnicalcollegeandjoinedRolls-Roycein1938asanengineeringpupil,laterworkingonaero-enginedevelopmenttesting.HejoinedtheDerbybranchoftheRAFVRinOctober,1938,andwascalledupontheoutbreakofwar.Heservedin54fighterSquadronin1940and1941andwassecondedtoRolls-Royceforflyingdutiesin1942withtherankofsquadronleader.

MrBaileyhasflownforty-sevendifferenttypesofaircraftand,inthecourseofhisR-Rflyingduties,hehasvisitedsixtycountriesinallcontinents.HewasappointedSeniorLiaisonPilotin1947andAssistantChiefTestPilotin1951.AssistantChiefTestPilotwillbeMrA.J.Heyworth,whowassecondedtoRolls-RoycefromtheRAFin1944,aftertwotoursinBomberCommandforwhichhewasawardedtheDFCandBar.HeistheyoungerbrotherofWingCommanderJ.H.Heyworth,andsharedwithhimandMrBaileytheoutstandingdemonstrationsoftheCanberraflyingtest-bedsattheSBACFlyingDisplayatFarnboroughin1952and1953.

AtHucknall,workwasnowproceedingapaceontheafterburningvariantsoftheRolls-RoyceAvon,intendedforanewgenerationofBritishcombataircraft.In1951,asbothHawkerandVickers-SupermarinewerepreparingforseriesproductionoftheHunterandSwift,thedesignteamsofbothcompanieshadturnedtheirattentiontomoreadvancedsuccessoraircraft,machineswhichwouldbecapableofspeedsofupto1.5Minlevelflight.Everyothernationwithmoderncombataircrafttechnologywasdoingthesame;intheUnitedStates,FranceandtheSovietUnion,NorthAmerican,MarcelDassaultandMikoyan-GuryevitchwererespectivelydevelopingtheF-100Supersabre,SuperMystèreB.2andMiG-19,successorstotheF-86Sabre,MystèreIVandMiG-17,allofwhichwereintheclassoftheHunterandSwift.

HawkerAircraft’sproposalforatransonicfighterinvolvedastraightforwarddevelopmentoftheP.1067Hunter,withalengthenedfuselagetoaccommodateanafterburningRolls-RoyceAvonRA.14turbojetandmarriedtoanewthinwing,swept52degreesattheleadingedgeandwithathickness/chordratioofonly7.5percent.TheprojectwasgiventhedesignationP.1083anddetaileddesignworkbeganinNovember1951.Thisled,on26February1952,toanInstructiontoProceedwiththeconstructionofaprototype,whichwasallocatedtheserialWN470andwhichwasexpectedtoflybeforetheendof1953.Followingadraftspecification,whichwasdrawnuparoundtheprojectandissuedon18April1952,ameetingwasheldon12JunebetweenrepresentativesofHawkerAircraftLtd,theMinistryofSupplyandtheAirStafftoworkoutatentativeproductionschedule.AtthistimetheCompanyhadbegunmodificationofthefourthprototypeP.1067tomeettheP.1083requirementandhadstartedbuildingthethinwing,thestarboardsectionofwhichwascompletedinOctober1952.Inthesamemonthamock-upoftheRA.14enginewassuccessfullymatedtoamock-upoftheP.1083rearfuselage.ItwasnowestimatedthattheprototypewouldbereadytoflyinJuly1953,andplansweremadetopowerproductionmachineswiththeupratedRolls-RoyceAvonRA.19engineof12,500lbs.t.;thisinvolvedsomeredesignoftherearfuselagetoaccommodatetheRA.19’sbiggerjetpipe.OtherdesignchangesintheproductionP.1083includedextrafueltankageandaslab-typetailplane.MindfuloftheenduranceproblemsthatbesettheHunter,

HawkergavealotofthoughttoincreasingtheP.1083’scombatradius,andtothisenditwasdecidedtoinstallintegralwingtankswhich,takentogetherwiththerearfuselagetankage,wouldgivetheproductionversionatotalfuelcapacityof600gallons,comparedtotheprototype’s440gallons.TheaircraftwouldbefittedwiththestandardAdenfour-gunpack,with150roundspergun.Withafullloadoffuelandammunition,estimatedall-upweightwouldbeintheregionof20,000lb.AtypicalflightprofileworkedoutfortheP.1083includeda

AtypicalflightprofileworkedoutfortheP.1083includedaone-minuteenginerun-upatone-thirdpower,take-offandaccelerationtoclimbingspeedatsealevel,climbto50,000ft,10minutesofcombatatthataltitudeandthencruisepatroluntil40gallonsoffuelremainedforthedescentandlanding.Evenallowingfortheuseofreheatfortake-off,acceleration,climbandcombat,thisgavetheP.1083anestimatedcombatenduranceofanhourandaquarter,whichwasaboutthesameastheHunterF.1’smaximumendurance;itwasavastimprovementontheF.1’scombatendurance,whichwasroughly35minutes.Ataloadedweightof17,700lbwithhalffuel,theP.1083had

anestimatedmaximumspeedof820mph(1.08M)atsealevel,790mph(1.2M)at36,000ft,and690mph(1.05M)at55,000ft.Estimatedinitialrateofclimbwas50,000ft/minatsealevel,28,700ft/minat20,000ft,and5400ft/minat50,000ft.Estimatedserviceceilingwas59,500ft,whiletimeto30,000ftatanall-upweightof20,000lbwasestimatedtobe1minute57seconds,andto55,000ft5minutes12secondsfromthestartofthetake-offroll.InJune1953theP.1083prototypewas80percentcomplete,

andHawkerswereconfidentthatitwouldbereadyintimetotakepartinthatyear’sSBACShowatFarnboroughinSeptember.Thentheblowfell.On22June1953SirSydneyCammreceivedavisitfromAirVice-MarshalGeoffreyTuttle,theComptrollerofSupplies(Air),andAirCommodoreWallaceKyleoftheDirectorateofMilitaryAircraftResearchanddevelopment,whoinformedhimthatAirStaffpolicyhadnowturnedasidefromtheuseofafterburningenginesliketheRA.19;itwasfeltthatlarger,unreheatedenginesintheexistingHunterairframewouldachieveanacceptableperformanceincrease.Cammarguedstronglyagainstthisopinion,knowingthelimitationsoftheHunterairframe,butitwasnouse;theP.1083wasofficiallycancelledon13July1953.Infactthereweretworeasonsforitscancellation,andthey

hadnothingtodowiththehardeningofAirStaffattitudestowardsafterburningengines.Thefirstwaspurelyoneof

towardsafterburningengines.Thefirstwaspurelyoneofeconomy,fortheendoftheKoreanWarhadresultedinimmediatecutbacksinfundingfortheprocurementofnewmilitaryequipment.ThesecondwasthattheVickers-Supermarinedesign,theType545,wasconsideredtohavemuchgreaterpotentialthantheHawkeraircraft.TheType545,althoughbasedontheSwift,wasinfactacompleteredesign,withanarea-ruledfuselageandathincrescent-typewingthatfeaturedaleadingedgesweeprangingfrom50degreesatthewingrootthrough40degreesatmid-pointto30degreesattheoutersection.ThechosenenginewastheRolls-RoyceAvonRA.14R,developing14,500lbs.t.withfullreheat.In1955,however,alldevelopmentworkontheType545was

haltedandtheprototypecancelled.BythistimetheAirStaffhaddecidedtobridgethegapfromsubsonictotrulysupersonicbydevelopingahigh-speedresearchaircraft,theEnglishElectricP.1,intoacompleteweaponsystem–aformidableandchallengingstepthatwouldresultintheoperationaldeploymentoftheLightningF.1inthesummerof1960.TheproblemsexperiencedwiththeSwifthadnosmall

influenceonthedecisiontocanceltheType545,butthedecisiontocanceltheP.1083waswrong.Althoughthetypewouldprobablyhavefallenshortofitsperformanceestimates,atleastinitsinitialproductionversion,itwouldhavebeenabetterall-roundcombataircraftthantheF-100SuperSabre.ApartfromBritain,nofewerthansixteenothercountrieswentontousethevariousmarksoftheHawkerHunter;butwhensomeofthem,particularlythoseinNATO,cametolookforasupersonicsuccessorinthelate1950s,theychosetheF-100becauseBritainhadno‘SuperHunter’toofferthem.Meanwhile,testingoftheFlyingBedsteadatHucknallhad

beenongoingthroughout1954.On3August,formerChiefTestPilotRonnieShepherdcameoutofretirementtomakethefirstfreeflight,makingasuccessfulcircuitofthetestarea.Duringthenextfourmonthsfreeflightsweremadeinwindsofupto20knotsandatheightsupto50feet,althoughmostweremadeat10to15feet.Forwardspeedsofupto10knotswere

madeat10to15feet.Forwardspeedsofupto10knotswereachieved.Inall,tenpilots,somefromtheRAE,flewtheBedsteadinthegantryatHucknallandthreemadefreeflights.

TheBedsteadatitsmaximumaltitudeof50feet.Rolls-RoyceviaCorinneMoore

Oneofthefree-flightpilotswasJimHeyworth,whofirstflewtheBedsteadon14December1954andwhohadthistosayabouttherig.

TheFlyingBedsteadhadfourlegsandwasnotonlyunusualtolookatbutalsotogetairborne,itwasnotgoodorbad–justdifficult.Itwaslooselytetheredwithwirestoagantryforcontroltestsandflownfreeflightmainlyfordemonstrationflightstoshow

confidenceintheconcept.Itrequiredabsoluteconcentrationbecausetherewasonlyenoughfuelforaten-minutetest.TheinitialdifficultywasinmasteringtheheightcontrolusingordinarythrottlecontrolstotwoNeneenginestoprovidelift.TheNenewasanexcellent,reliableengineof5,000lb,thrustbuttheacceleration(response)evenathighrpmwasnotrapidenough.OncetheBedsteadliftedoffthepowerhadtobereduced;tohoverat6–10feetthepowerwasincreasedasitstartedtodescend.Thewholeartwastoanticipateselectingpower‘on’whenascendingandpower‘reduced’whendescending–itsoundsallwrong,howeveronceyougotthehangofit(likelearningtorideabicycle)allwaswell.Pitch,rollandyawwerecontrolledbyfourswivellingnozzlesusingairbledfromtheengines.Duringonetesttochecktheresponseofpitchcontrol,afaultoccurred.Thestickwaspushedforwardquicklythenpulledbackafter2seconds.However,theBedsteadcontinuedforwardandthiswouldhavebeennastyifithadnotbeenrestrainedbythewireswhichpulledbacktheBedsteadandpreventeditfromtopplingforward.Itcrashedveryhardononelegwhichputitoutofcommissionforawhile;Ihadnoilleffectsandblessedthetetheringsystem.

Itcouldbedescribedasaninterestingtestvehiclewhichrequiredrespect.Underthesecircumstancesitwasnotdangerous,anditwasaprivilegetohavebeeninvolvedintheseexperimentsmanyyearsbeforetheHarrierflew.

JimHeyworthwentontocomplete428minutes’testworkintheFlyingBedstead.TheThrustMeasuringRigwasinvolvedintwomajor

accidents,oneofwhichprovedfatal.Thefirstoccurredon6September1957,whentheBedstead,whichwasbeingflownby

September1957,whentheBedstead,whichwasbeingflownbySquadronLeaderS.J.HubbardDFCofRAEBedford,crashedafteracontrolchannelfailurewhileatthehover.Theartificialstabilitycontrolranawayinnose-uppitch,causingtheaircrafttobecomeinvertedandstriketheground.Thepilotsurvivedunhurt.Thesecondaccidenthappenedon28November1957,when

therigwasbeingflownbyanotherRAEBedfordpilot,WingCommanderH.G.F.LarsenDFC.Larsenwasundergoinginitialtethered-flightfamiliarisationinthegantryatHucknallpriortomakingafreeflight.Aftersometentativehandlingatgroundleveltherigliftedtoabout30feet,whereitpaused,wobbledandthenfellrapidlybackwards,strikingthegroundheavilyonitsrearlegs.Itthenreboundedtoabout30feet,stillunderpower,thenfellbackwardsandtotherightwithapendulousmotion,strikingthegroundwithabout30degreesofstarboardbankandtopplingagainstthegantrystructure.Larsenwaskilled.Itwassuspectedthattheauto-stabiliserhadrevertedtosinglechanneloperationonthefirstbounce.InJuly1954,GlosterMeteorFR.9VZ608,whichhadbeen

allocatedtoRolls-RoyceforDerwent8enginetrialsinvolvingreversethrust,haditsairframemodifiedtoaccommodateasingleRolls-RoyceRB.108enginetotaketheinvestigationofjetliftastagefurther.Theenginewasfittedintotheareaoccupiedbythemainfueltankbayaftofthecockpit,andcouldbeswivelledforeandaft.TheairsupplycameviaanupperfuselageintakewiththesamecapacityastheShortSC.1,theshort/verticaltake-offexperimentalaircraftforwhichtheRB.108wasbeingdeveloped,andtheexhaustwasintheareanormallyusedbytheventraltank.ThetwinDerwentsandtheRB.108wereallfedbythewingtanks,whichlimitedflightdurationto30minutes.In1955,afterpreliminarytrials,theaircraftwasfurther

modifiedbyMilesAircraftofShoreham,enablingtheRB.108tobemountedverticallyinthefuselageandtobefedbyanexactreplicaoftheSC.1intake.Provingthedesignoftheintakeandexhaust,infact,wasthemainpurposeoftheexercise,asthe

exhaust,infact,wasthemainpurposeoftheexercise,astheliftenginehadtobelitupinflight.ThefirstoftwoShortSC.1s,XG900,wasshippedto

BoscombeDowninMarch1957,andon2ApriltestpilotTomBrooke-Smithtookitonitsmaidenflight,whichinvolvedaconventionaltake-offandlanding.XG900wasnotfittedwithliftenginesatthisstage,anditwasthesecondShortSC.1,XG905,whichbeganhovertrialson23May1958.Therefollowedfivemonthsoftetheredtrialsoveraraisedplatformwithopen-griddecking,andtheinitialfreehoverswerealsomadeoverthisplatform,butinNovember1958Brooke-Smithlandedawayfromtheplatformonafootballpitch,whichwasundamagedapartfromaslightscorchingofthegrass.InSeptember1959XG905madeitsfirstpublicappearanceatFarnborough,whereitwasintendedtodemonstrateverticalandhorizontalflight;however,thedemonstrationwascutshortinratherembarrassingcircumstanceswhenthedebrisguardovertheliftengines’intakebecamecloggedwithnewly-mowngrass,causingasuddenpowerlossthatcompelledTomBrooke-Smithtomakearapiddescent.On6April,1960,TomBrooke-Smithachievedthefirst

completetransitionfromlevelflighttoverticaldescentandverticalclimbfollowingaconventionaltake-offfromBedfordinXG905.Thatsummer,XG900rejoinedthetestprogramme,completewithfiveRB.108liftengines,andthetwoaircraftwereusedtodeveloprollingtake-offtechniquesfromunpreparedsurfaces,theobjectbeingtoavoiderosionandalsotoincreasethetake-offweightwhenashort,butnotvertical,take-offwaspermissible.InApril1961XG900washandedovertotheRAEatBedford,

whileXG905wentbacktoBelfasttobefittedwithanewauto-stabilisationsystemdesignedtocompensateforgusts.Morethaneightyflightsweremadewiththenewsystem,startinginJune1963,thedevelopmentpilotbeingJ.R.Green,whohadjoinedShortsfromtheRAE.On2October,Greenwasreturningforalandingwhenthegyrosfailed,producingfalsereferenceswhichcausedtheauto-stabilisertoflytheaircraft

referenceswhichcausedtheauto-stabilisertoflytheaircraftintotheground.Thefailureoccurredatlessthan30feet,givingGreennotimetoreverttomanualcontrol.XH905wentintothegroundupsidedown,andGreenwaskilled.Theaircraftitselfwasrepairedandflewagainin1966,carryingouttrialswiththeBlindLandingExperimentalUnit.InJune1954,whileJimHeyworth–nowAssistantChiefTest

Pilot–pursuedhisflyingcareerwithRolls-Royce,hiselderbrotherHarveywasbackintheairagain,butonlyaspilotofRolls-Royce’sPercivalProctorlightaircraft,G-AHFR.Theentryinhislogbookfor18Junebearstheremarks:‘Firstflightafteraccident.Verynicetoo!’Mostofhisflyingthereafter,though,wasasapassenger.On

12October1954,withothermembersoftheRolls-Roycesalesteam,heboardedaPanairdoBrasilLockheedConstellationanddepartedonthefirstlegofasalestourofLatinAmerica.TheConstellationarrivedinRiodeJaneiroonthefollowingday,14hourslate,havingflownviaParis,Lisbon,DakarandRecife.ThetourtookhimtoSaoPaulo,PortoAllegre,BuenosAires,Montevideo,Santiago,LaPaz,Lima,Guayaquil,Quito,Bogota,CaracasandfinallyNewYork,wherehearrivedon5December.HeflewtoLondononaBOACStratocruisertwodayslater.Despitethefactthatpilotsgenerallymakeverypoorairlinepassengers,heseemstohaveenjoyedthejourney,hislogbookrecordingsuchcommentsasOverCordilleras(inaDC-6).Perfect!Healsoflewforthefirsttimeinaflyingboat,whichhedescribedasaShortSolentbelongingtoPluna,Uruguay’sregionalairline.[ItwasactuallyaShortSandringham-author].On30November1954,inherhusband’sabsence,Valerie

Heyworthattendedthe25thanniversarycelebrationsoftheGuildofAirPilotsandAirNavigatorsoftheBritishEmpireattheCountyHall,Westminster.There,beforeanaudienceof600,HRHtheDukeofEdinburghpresentedherwiththeDerryandRichardsMedal,awardedforthebestachievementinexperimentalflyinginmemoryofdeHavillandtestpilotJohnDerryandFlightObserverTonyRichards,killedon6

DerryandFlightObserverTonyRichards,killedon6September1952whentheirDH110brokeupduringademonstrationatFarnborough.Theaircraftexperiencedcatastrophicstructuralfailureduetocompressionbucklingandcomplementarytensionstressaroundtheinboardleadingedgeofthestarboardwing,causedby‘G’loadingandaileronapplication.Lossofthewingcausedtotaldisintegrationoftheaircraft.Aswellasthetwocrew,twenty-eightspectatorswerekilledandsixtyinjuredwhentheDH110’senginesplungedintothecrowd.JimHeyworthwasawitnesstotheaccident:

Naturallyeveryonewascompletelystunnedintosilence.IwasstandingnexttothewifeofJohnDerryandwithinsecondshisChiefTestPilot,JohnCunningham,wasatherside,soIquietlyleftthemashewasobviouslytherightpersontobewithherandIwasduetogoouttotheReheatCanberraformydemonstrationin15minutes’time.Thebitsofaircraftwereclearedofftherunwayandtheshowcontinuedafterashortbreak.Theimageoftheaircraftbreakingupstayedwithmeintheformofnightmaresforaweekbutitdidnotaffectmyownattitudetoflying.

Inthespringof1955thethepersonnelatRolls-RoyceweresaddenedbythedeathofformerChiefTestPilotRonnieShepherd.TheRolls-RoyceNewsof30March1955carriedthefollowingobituary:

InOctober,1931,aFaireyIIIFclimbedintotheairfromtheflyingfieldattheNottinghamFlyingClub,Tollerton.ItwaspoweredbyaKestrelengine,andatthecontrolswasCaptainR.T.Shepherd,theflyinginstructorinchargeoftheclub.

Itwasthefirstflightthat‘Shep,’ashewas

subsequentlyknown,madeforRolls-Royce,anditbegananassociationwiththeCompanywhichlasteduntil1March,1955,whenhediedafterashortillness,aged59.

‘Shep’wasthedoyenofBritishtestpilots.HisworkwonforhimadmirationandrespectthroughoutR-Randtheflyingworld.Recognitionofhiswork–particularlyonthedevelopmentoftheMerlinengine-camein1946whenhewasawardedtheOBEintheNewYearHonoursList.

Flyingwasmorethanajobto‘Shep’-–itwashislife.MenwhoknewhimfromhisearlydayswithRolls-Roycesaythatthedifficultthingwastokeephimoutoftheair.

Yettheoccasionswhenhewouldtalkabouthisexperienceswererare,forhewasquietandreserved.Attimes,however,hewouldrelatetoapersonheknewwellsomeofthehighlightsofhiscareer.

Therewas,forinstance,thetimewhenhewastestinganewexhauststubonaHawkerHart.Fuelcollectedinthestubwhile‘Shep’wasdoingsomeinvertedflying.Asheturnedtherightwayupthewholelotexplodedandsetfiretotheaircraft.‘Shep’s’clothesandparachutealsocaughtfire.HebeatouttheflamesonhisclothingandparachuteandlandedtheHartwithitsfuselageblazingmerrily.

Oneofthemostremarkablethingsabout‘Shep’washisphysicalfitness.Hepassedtheseveremedicalexaminationfortestflyingatanagewhenmostothermenwouldhavefailed.

Hemasteredtheproblemswhichcamewiththeintroductionofthejetengineasquicklyandeasilyashemasteredtheproblemswhichcamewiththechangefrombiplanestomonoplanesinearlieryears.

HewasoneofthefirstpilotstotesttheearlyWhittlejetinstalledinthetailofaWellington;hewasthefirsttoflighttesttheNeneandAvonengines;hewasthefirstmantoflyanaircraftpoweredbyaMerlin;hedidtheinitialtestingoftheKestrelandGriffonengines;andonAugust3,1954,hebecamethefirstmantoflytheV.T.O.infreeflight.

In35yearsofflying‘Shep’flewseventy-sevendifferenttypesofaircraftandloggedover8000flyinghours.HispolisheddemonstrationsofRolls-Roycepoweredaircraftatpost-warflyingdisplaysorganisedbytheSocietyofBritishAircraftConstructorswilllongberemembered.

‘Shep’startedworkasanapprenticeinthegundepartmentofVickers.HejoinedtheHonourableArtilleryCompanyin1914,andin1916hewenttotheRFCatFarnborough.HeflewinFranceandonnightoperationsinthiscountryagainsttheZeppelins.

‘In1918helefttheservicefor18months,butin1921hetookashortservicecommission.In1929hewasplacedontheReserveandbecameChiefFlyingInstructorofPhillipsandPowys,nearReading.Sixmonthslater,inAugust,1929,hejoinedNationalFlyingServicesandtookchargeofNottinghamFlyingClubatTollerton.

AfterhisflightintheFaireyIIIFin1931,‘Shep’continuedtocarryoutexperimentalflyingfortheCompanyonapart-timebasisuntilhejoinedR-Rin1934.

WhentheCompanystarteditsownFlightTestEstablishment,atHucknall,hewasappointedChiefTestPilot,apostheheldcontinuouslyuntil1951,whenhewasappointedflyingconsultanttotheManagement.

CaptainShepherdleavesawidow,asonanda

daughter.Tothem,weextendourdeepestsympathy.

‘Shep’ridesthebowofMeteorRA430inthisChristmascardmontageproducedbyRolls-Roycein1945.JimandHarvey

Heywortharebehindhimonthefuselage;AndyMcDowellisperchedontheenginenacelleandSquadronLeaderMike

Gravesisinsideit.TheotherpilotisHarryPartington.Rolls-RoyceviaJimHeyworth

Between4Marchand26July1955HarveyHeyworthmadeanumberofflightsinoneorotherofRolls-Royce’stwoProctors,threeofthemwithhissonPaulaspassenger.On26JulyheflewProctorG-AHFRtoCranwellforaPassingOutInspection;hispassengersonthisoccasionwerehiswifeVal,AirMarshalSirColinWeedon(DirectorandGeneralManager,Exportsales,AeroDivision,Rolls-Royce)andLadyWeedon.HeflewthepartybacktoHucknallonafinesummer’sevening.Hewouldneverflyagain.

CHAPTERTEN

PERFECTINGTHEAVONAfewweeksafterhisvisittoCranwell,HarveyHeyworthsufferedaseverecerebralhaemorrhage.Hewasrushedtohospital,whereheremainedforseveralweeks,unabletospeak.Hiseldestdaughter,Corinne,thenagedtwelve,rememberstheimpactofthisterribleturnofeventsuponthefamily.

Therightsideofhisbodywasmostaffected.Iseemtorememberthatthefirstwordthathewassaidtohavemanagedtogetoutwas“damn...”!Hardlysurprisingreallyforsuchafitstrongman.Hehadintensivephysioandspeechtherapyandgraduallylearnedtowalkagain–Ithinkhehadacalliperinitially.HecamehomeafteraboutsixweeksinSheffieldRoyalInfirmary;ourmother,Val,stayedtherewithhimforsomeofthetime.IrememberbeingtakentoseehimwithWendybyanauntorsomeone.Hewasinbedflatonhisback,andhemanagedtosmileandtryandsayawordortwo.IdoremembernotstayinglongandbeingtakenforsomereasontoseethefilmDaddyLonglegs,whichunderthecircumstanceswasverysad.

Valmainlylookedafterhimathomewithsomehelp,butitwascomplicated,andmusthavebeenveryhardforher,becauseifhestumbled–whichhedidintryingtomovearoundmorethanhewasable–thenhewasabigmantogetup!Theywerevery

toughtimesforthemandforallofusIguess.Ourliveschangedalot.Harveyhadalwaysbeensuchanactiveperson,andbothheandValwereinvolvedinlotsofthingsbesideswork.Ofcourseallthatstopped,andIrememberthefewgoodfriendswhostayedaroundandvisitedhimtosupportbothValandhim.

Hehadbeentoldhewouldneverwalkorspeakagain,butwithhisusualdeterminationandgutsandalltheloveandcarehegotfromValandfamilyandfriendsheprovedthemedicswrong!Notonlydidhemanagetowalkagain;heevengothisdrivinglicencebackanddroveacompanycarafterhewassufficientlyrecoveredtoreturntoRolls-Royce.Drivingwithhimwasaninterestingexperience‚ashetendedtodriveratherfast!Heevenhelpedmetolearntodrive...

ValHeyworth(secondright)picturedatacocktailpartyatRAFCranwellinthe1940s.CorinneMoore

Toassisthismentalwellbeing,Harveywasnominallyattached

Toassisthismentalwellbeing,HarveywasnominallyattachedtotheExportSalesDepartmentoftheRolls-RoyceAero-EngineDivision,butalthoughheremainedcheerful,hewasmanifestlydeeplyfrustratedbyhislackofmobility,andbyhisdifficultyincommunicating.ThroughoutthistryingperiodHarveyandhiswifewere

sustainedbyhighhopesfortheirseventeen-year-oldsonPaul,whoseemeddestinedtofollowinhisfather’sfootsteps.LikehisuncleJim,hehadgonetoStEdward’sSchool,Oxford(wherehewasknownas‘Lordie’),andinduecoursehadjoinedtheCombinedCadetForce.In1954,PaulwasoneofthreecadetsselectedforflyingtuitionundertheNationalFlyingScholarshipscheme,whichsinceitsinceptionin1950hadtaught1300boystolearntofly.HisambitionwastobeapilotintheRoyalAirForce.Paul’ssisterWendyremembersthatononeoccasion,

attendingtheflyingschoolatOxfordaerodromegotPaulintoserioustrouble.IthappenedjustbeforeHarveyhadhisstroke,andthelatterwasunderstandablyincandescentwhentheheadmasteratStEdward’swasplanningtosendPauldownforhitch-hikingbacktoschool,acardinalsinagainsttherules.Harvey’sangerevaporatedwhenPaulexplainedthathehadmissedthe‘busbacktoschoolonlybecausehehadjustpassedhisGeneralFlyingTest–theyoungestcandidateevertohavedoneso.Itwasthentheheadmaster’sturntofeelthelashofHarvey’stongue.InJanuary1955,afterninemonthsasChiefTestPilot,Harry

BaileyfinishedtestflyingandwasappointedManagerofTechnicalAdministrationatRolls-Royce,JimHeyworthbeingappointedChiefTestPilotinhisplace.ItwasapostHeyworthwaswellqualifiedtofill,andhewasgladnowthathehaddecidedtostaywithRolls-Royceinsteadofsuccumbingtothelureofother,perhapsbetter-paid,jobswithothercompanies.

DuringthepreviousthreeyearsIhadrefusedjob

offersfromotheraircraftcompaniesandstuckwithR-R,asIlikedthepeople.SuddenlyIfoundthatIwasacandidateforChiefTestPilot.Duetomyworkassociationwiththeseniorengineers,Iwasputforwardasthebestcandidate.IhappenedtoseeourChiefExecutiveandheaskedmeaboutthingsingeneralandItoldhimIcouldconcentrateonthemanagementresponsibility-theflyingsidewouldtakecareofitselfduetomytenyearsoftestflyingexperienceonfiftydifferentaircraft.Needlesstosay,whenIwasappointedinJanuary1955IwasveryhonouredtobeselectedasChiefTestPilotofsuchaprestigiouscompanyasRolls-Royce.Imustalsomakementionoftheothertestpilotswhosupportedmebetween1955and1962;CliffRogers,MalcolmMuir,RoyBarnard,AlanBavin,JimJackson,BrianWillby,DennisWhithamandChrisJonas.

JimHeyworth’snewappointmentcoincidedwiththeRolls-RoyceAvonturbojetreachingthepeakofitsdevelopment.ThesturdyenginepoweredasuccessionofaircraftthatweretheverycornerstoneofBritain’sdefencesinthemid-1950s,theHunter,Canberraandthefirstofthenewstrategicjetbombers,theVickersValiant.On8January1947,theMinistryofSupplyissueda

specification,B.35/46,forthefirstBritishstrategicjetbomber,toAvro,ArmstrongWhitworth,HandleyPage,ShortBrothersandVickers-Armstrongs.Avro’sandHandleyPage’sweretheoneseventuallyselectedbytheMinistryofSupply,andwouldeventuallyemergeastheAvroType698VulcanandtheHandleyPageType80Victor.Theofficialenthusiasmdisplayedoverthe‘futuristic’designs

ofboththedelta-wingedAvro698andthecrescent-wingedHP80almoststrangledatbirththesubmissionofanothercontenderforaB35/46contract,Vickers-Armstrongs(Aircraft)Ltd.TheVickersdesignteamatWeybridge,underthedirectionofRexPierson,hadbegunjetbomberstudiesin1944,atthe

ofRexPierson,hadbegunjetbomberstudiesin1944,atthesametimegoingaheadwiththedevelopmentofanewpiston-enginedbomber,theWindsor.Earlyin1945everythinglookedpromisingfortheWindsor;threeprototypeshadbeenbuiltandflown,fourmorewereinhandand300productionaircraftwereonorder.Thencamethewar’send,cancellation,andahalttopiston-enginedbomberdevelopment,soVickersacceleratedtheirjetbomberprogrammeunderthedirectionofGeorgeR.Edwards,theirnewchiefdesigner.Theirproposal,theVickersType660,wasfarmoreconventionalindesignthaneithertheAvroorHandleyPageaircraft,andalthoughitofferedvastperformanceandload-carryingincreasesovertheAvroLincolnandBoeingB-29itneverthelessfellshortoftheB35/46requirement,soinJuly1947itwasrejectedinfavouroftherivaldesigns.ThenewspecificationwrittenroundtheVickersType660,

delineatingitsinterimstatus,wasB9/48,andinFebruary1949twoprototypesoftheaircraftwereordered,onetobepoweredbyRolls-RoyceAvonenginesandtheotherbySapphires,althoughitwaslaterdecidedthatboth660sshouldbefittedwithAvons.WorkontheaircrafthadalreadystartedinApril1948,whentheMinistryofSupplyhadissuedanInstructiontoProceed(ITP),andnowitcontinuedaroundtheclock,underconditionsofthestrictestsecrecy,atWeybridgeandFoxwarren,theVickersdispersalplantwheremajorcomponentsofmostofthecompany’sprototypeswerebuilt.IncarryingouttheirtaskVickerswerefortunateinhavingsomeoftheBritishaircraftindustry’sbestresearchfacilities,includingaMach0.94windtunnel,installedin1949.Theaircraftthattookshapewashighlystreamlinedand,for

itssize,remarkablyelegant.The108feetfuselagewasofcircularsection,withalargenavigationandbombingradarinstallation(thelargest,infact,developeduptothattimeforaBritishaircraft)occupyingthewholeofthenoseforwardofthecockpit.Ablisterunderthenoseaccommodatedthevisualbomb-aimingstation.ThepressurisedcrewcompartmentitselfwasbuiltbySaunders-Roe,oneofninemajorsub-contractors

wasbuiltbySaunders-Roe,oneofninemajorsub-contractorsinvolvedintheType660programme,andaccommodatedfivecrewmembers:pilotandco-pilot,twonavigatorsandanairelectronicsofficer.Thelastthreesatbelowandbehindthepilots,facingaft,andhadnoejectionseats;intheeventofanemergencytheywouldhavetounfastentheirseatharnessesandvariousleadsandopenthemainhatch,togetherwithametalwindbreakthathingedoutofthefuselagesideaheadofthedoor.Withoutthewindbreak,anexitfromthehatchathighspeedwouldhavebeenvirtuallyimpossible.Thetwopilotswouldmaketheirexitbyfirstjettisoningthecockpitroof,whichwasblownoffbyaseriesofexplosivebolts,andthenusingtheirMartin-BakerMk3Aseats.Inallfairness,itshouldbementionedthatinitsoriginal

OperationalRequirement,theAirStaffaskedthatthecompletepressurecabinaccommodatingthecrewshouldbejettisonableinanemergencyandequippedwithparachutestoformanescapecapsule,butthecontractingcompaniesfoundtheengineeringproblemsassociatedwithsuchasystemtobeinsuperable.In1948HandleyPageactuallytestedanescapesysteminmodelform,buttheresultswereunsatisfactoryandtheideawasabandoned.Muchlater,in1960,MartinBakerexperimentallyinstalledarearwards-facingejectionseatinValiantWP199,aCofA(ComptrollerofAircraft)machinewhichhadbeenmodifiedforthepurposebyMarshallsofCambridgein1959.ThereweredelaysintheprogrammebecauseofpressureonMartinBakerforfighteraircraftejectionsystems(theyweredevelopingonefortheMach2EnglishElectricLightningatthattime)buttrialseventuallytookplaceinmid-1960andon3JunethatyearaslaveseatwassuccessfullyfiredfromastaticaircraftatChalgroveairfield.Therewas,however,nofurtherdevelopmentoftheproject.TheVickersType660’shigh-mountedwinghadamean

sweepof20degrees,theanglebeingincreasedtowardsthewingroot–atthethickestpart–toimprovelift-dragratio.Inthissectiontheengineswereburied.Thestructureofthewing,andindeedofthewholeaircraft,wasentirelyconventional.Infact,theonlymajorinnovationlayintheelectricalsystems,

fact,theonlymajorinnovationlayintheelectricalsystems,withwhichthebomberwascrammed.Themain112VDCsystemwassuppliedbyfour22.5kWgenerators,onedrivenbyeachengine.Fullvoltagewasobtainedatallenginespeedsfromidlingtotake-offrpm.Mostoftheelectricalequipment,andthemainpowerdistributionpanels,werehousedinanuppercompartment(knowntothecrewsastheorganloft)aftofthepressurecabin.Theprototype660,WB210,waspoweredbyfourRolls-Royce

AvonRA.3turbojetsof6,500lbs.t.Thesewerecompletelyburiedinthewing,withthetailpipesbreakingtheuppersurfacenearthetrailingedge.Originally,asingleslot-typeleadingedgeintakeineachwingfedairtoeachpairofengines,butsomeinitialdifficultieswithenginerunningledtoverticalstraightenersbeingaddedtotheintakesbeforetheaircraftmadeitsfirstflight.Earlyin1951,thecomponentsoftheprototypeVickers660weretakenfromFoxwarrentothenewcompanyairfieldatWisley,inSurrey,wherefinalassemblytookplace.Afteraperiodofsystemstestingandpre-flighttrials,WB210madeitsfirstflighton18May1951,withVickers’chieftestpilotJ.‘Mutt’SummersascaptainandG.R.‘Jock’Bryceasco-pilot.FourmoreflightsweremadefromWisley,butasthiswasonlyagrassairfieldthe660wassubsequentlymovedtoHurnwhilearunwaywaslaidatthepreviouslocation.InJune1951thenameValiantwasofficiallyadoptedfortheVickersdesign,andin1952itwasdecidedthattheAvroandHandleyPageaircraftshouldhavenamesbeginningwith‘V’aswell.Theestablishmentofa‘V’classofmediumbomberswasproposedbythethenChiefoftheAirStaff,MarshaloftheRoyalAirForceSirJohnSlessor,andinOctober1952theAirCouncildecidedonthenameVulcanforAvro’sB35/46,followedbyVictorfortheHandleyPagedesigninDecember.Thiswasabreakwithlongtradition;hitherto,RAFbomberaircrafthadbeennamedafterinlandtownsintheBritishCommonwealth(e.g.Canberra)ortownsassociatedwithBritishhistory(e.g.Lancaster).

VickersValiantB.Mk.1XD823resplendentinitswhiteanti-flashpaintscheme.Author’scollection

TheValiantflighttestprogrammecontinuedsteadilywithWB210throughouttheremainderof1951.BythistimeaRoyalAirForceofficer,SqnLdrBrianFoster,hadbeenattachedtotheValianttestteam,andon12January1952hewasflyingasco-pilotintheprototype,carryingoutengineshutdownandrelighttrialsovertheHampshirecoast,whenfirebrokeoutinanenginebayastheresultofawetstart.Nofiredetectionequipmenthadbeeninstalledinthebay,andbythetimetheblazewasdetectedthedamagewassoadvancedthatthewingwasonthepointofcollapse.Thepilotthereforegavetheordertoabandontheaircraftandthethreerearcrewmemberswentoutfirst,followedbythetwopilots.AllthecrewsurvivedwiththeexceptionofSqnLdrFoster,whowaskilledwhenhisseatstruckthefinwhiletheaircraftwasinadescendingturn.FortunatelyforVickers,thesecondprototypeValiant,

WB215,wasapproachingcompletion,andthisflewforthefirsttimeatWisleyon11April1952.AllocatedTypeNumber667,WB215differedfromitspredecessorinhavingenlargedairintakestofeedthe7,500lbs.t.AvonRA7engineswithwhichitwasfitted.ThisaircraftsustainedthetestprogrammeformorethanayearandtheVickersteamwasjoinedbyanotherRAF

thanayearandtheVickersteamwasjoinedbyanotherRAFofficer,SqnLdrRupertG.W.Oakley.On8February1951VickershadreceivedanInstructionto

Proceed(ITP)fortwenty-fiveproductionValiantBMk1s,confirmedbyacontractplacedon12April.Fiveoftheseaircraftweretobepoweredby9,000lbs.t.AvonRA14engines,whiletheremaining20weretohave10,500lbs.t.AvonRA28s,withlongerjetpipes.Ataboutthesametime,thecompanyhadalsoreceivedaMinistryofSupplyspecificationforthedevelopmentofaprototypetarget-markingversionoftheValiant,whichwastobespeciallystrengthenedinordertoflylowandfastandwastohaveincreasedfueltankage.BearingtheTypeNumber673andthedesignationValiantBMk2,thisaircraftflewforthefirsttimeon4September1953.Thestrengthenedairframe,coupledwithRolls-RoyceAvonRA14engines,gavetheB.Mk.2versionanenormousperformanceadvantageovertheearlierValiant.Itcould,forexample,attainamaximumspeedatsealevelof552mph,whereastheBMk1waslimitedbyairframeconsiderationsto414mph.Performanceoftheproductionversion,haditgoneahead,wouldhavebeenevenmoreimpressive,forthiswastohavebeenpoweredbytheRolls-RoyceRB80by-passengine,progenitoroftheConwayturbofan.Inthemid-1950s,however,theAirStaffdecidedthattherewasnolongerarequirementfortheroletheValiantBMk2wastohavefulfilled,andthesoleexample,WJ954,waseventuallyscrapped.Ironically,tenyearslaterthewholeoftheV-forcewascompelledtoadapttothelow-levelrole,andtheairframesoftheValiantstheninservicewerefoundtobeincapableofwithstandingthestressesimposedbyprolongedlow-altitudeflight.JimHeyworthflewtheRA.14-poweredValiantB.Mk.1from

theVickerstestairfieldatWisleyin1955,astheaircraftwasonthepointofenteringservicewithRAFBomberCommand.Hucknallwastemporarilyoutofuse,asnewtarmacrunwayswerebeinglaid.TheRolls-RoyceConway,mentionedabove,wasthefirst

turbofanengineintheworld.Developedfromtheaxial-flowturbojet,theturbofanfeaturesanenlargedfirst-stage

turbojet,theturbofanfeaturesanenlargedfirst-stagecompressorwhichactsasaductedfan,blowingairpastthecoreoftheenginetoproduceadditionalthrust.Theenginewasfirstair-testedin1955underanAvroAshtontest-bed(WB491),mountedinanunder-fuselagepodapproximatingtothecontoursofthenacellethatwastobefittedunderthewingoftheBoeing707,theConway-poweredversionofwhichwastobepurchasedbytheBritishOverseasAirwaysCorporation.Thecombinationwasfirstdemonstratedinpublicatthe1955FarnboroughAirShow.InSeptember1955,alsoattheFarnboroughSBACShow,Jim

Heyworthdemonstratedanewconceptthatwastohavefar-reachingconsequencesintheworldofaviation:reversethrust.TheprototypeoftheHunterF.6,XF833,hadbeenmodifiedasatest-bedforareversethrustapparatusinwhichgasfromthetailpipewasdirectedoutwardandforwardviarectangularlouvres,orcascades,letintotherearfuselagebelowthetailunit.Jimrecalls:

IdemonstratedthereversethrustatFarnboroughusingsmokeinjectiontoshowhowtheairflowchangedandhowquicklyasweptwingfightercouldstopontherunway.Whenthefirstgroundtestofinjectingdieseloilintothehotjetgaseswasproposed,Iinsistedondoingthegroundrunningratherthanhaveananenginefitterdoit.ThiswasbecauseIhadhadadisagreementwithourengineerboffins.Understaticgroundrunconditionstheoilmistcouldre-entertheairintakewhentheairflowwasreversedatthetailoftheaircraft.Shouldtheoilmistentertheairintakeitwouldbecompressedbytheenginecompressorandexplode,inwhicheventitwouldblowforwardasaflashfire.Thequickreactionofatestpilottosomethinggoingwrongcouldsavetheaircraftfromextensivedamage.

Sureenough,afterreversethrustwasappliedtheoilmiststartedtocurlintotheairintakeaswellasenvelopingthewholeaircraft.Therewasamuffledbangandthewatcherssawtheaircraftenvelopedinaballoffire.Ifeltahotreflectiononmyhelmet,shutoffthefuelimmediately,pulledbackthecockpithood,leaptoutandranlikehellbutitwasalloverbythen.Thecinefilmoftheepisodewasimpressive,alsoveryfunnytoseethisfigurerunninglikemad.MuchofthepaintonthefuselagewassingedandittooktwodaystorepairandrespraytheHunterandintroducesmokeinjectors(notoil)justintimetotakepartintheFarnboroughAirShow.

HowthecelebratedaviationcaricaturistChrisWrensawJimHeyworth’sreversethrustdemonstrationatFarnborough.The

AeroplaneviaJimHeyworth

TheAvonfoundcivilianapplications,too,firstofallinthedeHavillandCometMk2.ThesixthMk1,G-ALYT,flewon26February1952withfourAvonRA.9enginesandwasknownas

February1952withfourAvonRA.9enginesandwasknownastheMk2X,effectivelybecomingtheMk2prototype.ThefirstMk2flewinAugust1953butwasneverusedcommercially,itsdevelopmentbeingovertakenbytheseriesofdisastersthatoverwhelmedthefirstCometairliners.RoyalAirForceTransportCommandusedAvon-poweredCometC.2swithreinforcedfuselageandfloors;theywerealsofittedwithovalwindows,replacingthesquarewindowsthathadbeenacontributoryfactorinthemetalfatiguethathadcausedtheearlierCometaccidents.SubsequentversionsoftheComet,theMks3and4,usedAvonRA.26andRA.29engines.Rolls-RoyceAvonsalsopoweredFrance’ssuccessfulSud-AviationCaravelleairliner.Intheautumnof1946,SaabofSwedenbegandesignstudies

ofanewturbojet-poweredattackaircraftfortheSwedishAirForce,andtwoyearslatertheSwedishAirBoardauthorisedtheconstructionofaprototypeunderthedesignationP1150.Thisaircraft,nowknownastheA-32Lansen(Lance),flewforthefirsttimeon3November1952,poweredbyanafterburningRolls-RoyceAvonRA7Rturbojet.Threemoreprototypeswerebuilt,andoneoftheseexceededMach1.0inashallowdiveon25October1953.TheA-32AattackvariantwasfollowedbytheJ-32Ball-weatherfighter,whichfirstflewinJanuary1957.Atwo-seater,theJ-32BwaspoweredbyanRM6(licence-builtRA28)turbojetandcarriedanimprovedarmament,navigationequipmentandfirecontrolsystem.TheJ-37Bwasverymuchaninterimaircraft,fillingagapuntiltheadventofamuchmorepotentsystem,theSaabJ-35Draken.TheS-32Cwasareconnaissanceversion.TheLansenequippedsevensquadronsatitspeak,andservedinmanyotherroles,includingtargettugandtrialsaircraft,wellintothe1990s.

AnimpeccableformationofSaabA32Lansenaircraft.Thisisthemaritimestrikeversion,carryingFrench-designedPS431A

radar.Saab

IntheearlydaystheSwedesreportedthattheywereexperiencingsomecompressorstall(surging)troublewiththeLansen/Avoncombination,soJimHeyworthwentovertoLinkøpingtoflyone.

Therewasalotofsnowbankedupeithersideoftherunwayasanicewall,10feethighinplaces,andtherunwaywasasheetofice.Itwas9000feetlongandhadacrashbarrierattheendneararailwayembankment.AsIbrakedgentlyonlandingtheaircraftbegantoslewtotherightandIrealisedIhadabrakefailureononewheel,sotherewasnoalternativebuttokeeptheaircraftstraightandhope.Luckilyattheendoftherunway,100feetbeforethebarrier,thesnowwasoverafootdeepandthattookthelast30mphofspeedofftheaircraftandthenosefinishedafootortwofromthebarrierwires.WhenIclimbeddownfromthecockpittherewasapoolofredhydraulicfluidescapingfromabrokenpipe.

Alicence-builtversionoftheRolls-RoyceAvon,theSvenskaFlygmotorRM6C,wasalsousedtopowerthenext-generationSwedishcombataircraft,theSaabJ-35Draken,whichrepresentedaquantumleapoveranythingthathadgonebefore.Designedfromtheoutsettointercepttransonicbombersatallaltitudesandinallweathers,theDrakenwas,atthetimeofitsservicedebut,acomponentofthefinestfullyintegratedairdefencesysteminwesternEurope.Thefirstofthreeprototypesofthisunique‘doubledelta’fighterflewforthefirsttimeon25October1955,andtheinitialproductionversion,theJ-35A,enteredserviceearlyin1960.TheDrakenwasthefirstfullysupersonicaircraftinwesternEuropetobedeployedoperationally.Meanwhile,supersonicflighthadbecomepartoftheAvon

developmentprogrammewiththeadventoftheEnglishElectricP.1B,whichinthesummerof1960wouldenterservicewithRAFFighterCommandastheLightningF.Mk.1.OnlytheRAF,ofalltheworld’sairforces,madethejump

fromsubsonictoMach2fighterwithnoMach1plusintermediary,replacingtheHawkerHunterdayfighterandtheGlosterJavelinall-weatherfighterwiththeMach2EnglishElectric(laterBAC)Lightning.TheaircraftthatwastobecometheLightningwasconceived

bytheEnglishElectricCompanyjustaftertheSecondWorldWar,atatimewhenRAFFighterCommandhadonejetfighter,theGlosterMeteorMk3,inoperationalserviceandanother,thedeHavillandVampire,scheduledfordeliveryin1946.EarlyinthatyearbothHawkerandSupermarinewerestudyingschemesforswept-wingjetfighterswhichwouldeventuallymaterialiseastheHunterandSwiftandwhichwouldjustbecapableofexceedingMach1.0inadive;experimentationwithatrulysupersonicdesignthencentredontheMilesM.52,anaircraftthatwouldtheoreticallyhavebeencapableof1000mphat36,000feet.Milesaircraftwereonthepointofstartingtoconstructa

Milesaircraftwereonthepointofstartingtoconstructaprototypewhen,inFebruary1946,theM.52projectwascancelled.ItwasatthispointthatEnglishElectric’stalentedyoungdesignteam,undertheleadershipoftheirchiefengineer,W.E.W.‘Teddy’Petter–alreadyheavilyinvolvedinbringingtheCanberrajetbomberdesigntoreality–begantoturntheirthoughtstodesigninganaircraftthatwouldnotonlybecapableofsustainingsupersonicflight,butalsocapableofreachingMach2.0.Thepreliminarysketchestheyproducedshowedaradical

design:anaircraftwithawingsweptat60degrees,poweredbytwoenginesmountedoneabovetheotherinaslab-sidedfuselagewithasingle-seatcockpitperchedontop,advancedavionics,missilearmament,poweredcontrolsandanall-movingtailplane.PerhapsthemostamazingthingaboutthedesignwasthattheMinistryofSupply,whichhadbeguntohaveseriousdoubtsaboutthepracticalityofsustainedsupersonicflightwhiletheM.52projectwasinbeing,decidedthatitmeritedfurtherinvestigation,andin1947issuedanexperimentalstudycontract,ER.103.Thiswasfollowed,twoyearslater,byacontract–F.23/49–

fortwoprototypesandanairframetobeusedforstatictesting.Toinvestigatethecharacteristicsofawingwithhighsweepangle,aresearchaircraft,theShortSB.5,wasbuilttoSpecificationER.100;thisfirstflewwith50degreesofsweepinDecember1952,andwasflownwith60degreesofsweepinthesummerof1953.TheSB.5’stestprogrammeprovedthattheEnglishElectric

designteamhadgottheirfiguresright,andconstructionofthetwoexperimentalprototypes,designatedP.1andP.1A,continued.Thefirstofthese,WG760,wasflownatA&AEEBoscombeDownon4August1954byWingCommanderR.P.Beamont,EnglishElectric’sChiefTestPilot.TheaircraftwaspoweredbytwoBristolSiddeleySapphireturbojetsandreachedsupersonicspeedonitsthirdflight.Laterin1954,EnglishElectricreceivedacontractforthe

constructionofthreeP.1Bs,whichwereeffectivelytobethe

constructionofthreeP.1Bs,whichwereeffectivelytobetheprototypesoftheoperationalversion.TheP.1B,whichwasthefirstBritishaircrafttobedesignedasanintegratedweaponssystem,waspoweredbytwoRolls-RoyceAvonRA.24enginesgiving15,000lbsealevels.t.eachandthefirstexample,XA847,flewon4April1957–ironically,theverydaythattheBritishGovernmentpublisheditsWhitePaperforecastingtheendofpilotedcombataircraftandtheirreplacementbymissiles.Theoriginalintentionwasthatoperationally,theP.1B–

whichwasgiventhenameLightning–wastoformamixedinterceptorforcetogetherwiththeSaunders-RoeSR.177,atargetdefenceaircraftpoweredbyajetengineandarocketmotor.Alongwithotherpromisingmilitaryaircraftprojects,theSR.177fellvictimtothe1957policychanges,leavingtheLightningalonetomakethejumpfromsubsonictosupersonicflight.Andaconsiderablejumpitwas:unlikeAmericanfighterdesignsofthe1950s,whichhadprogressedfromthehighsubsonicF-86Sabreviathe‘Mach1plus’F-100SuperSabretotheMachTwoF-104Starfighter,theLightningwastocatapulttheRAFstraightfromtheeraofthesubsonicHunterintothetrulysupersonicfuture,withnotransitionalphase.TherewasnodoubtingtheLightning’spotential.Thefirst

P.1B,XA847,reached1.2Mindrythrustonitsfirstflight,andon25November1958RolandBeamonttookitupto2.0MinlevelflightofftheWelshcoast.FiveLightningswereusedbyRolls-RoyceforAvon

developmentworkatvarioustimesfrom1958.JimHeyworthflewoneforthefirsttimeon11Marchthatyear;itwasoneoftheprototypes,P.1BXA856,andhewentontoflyitatMach1.5onasubsequentflight.Jim’sfirsttaskwastoprovethattheLightningwassafetooperatefromHucknall’srelativelyshortrunwayundernearlyallconditionsofwindvelocities,andwhenhehaddonethishehandedtheprojectovertoanotherpilot.PilotscomingtotheLightningfromtheHuntercouldnot

helpbutbeimpressedbythenewfighter’sapparentimmense

helpbutbeimpressedbythenewfighter’sapparentimmensesize,accentuatedbytheneedtoclimbaten-footladderbeforeenteringthecockpit.Thecockpitanditsassociatedequipmentprovidedrevelationstoo,andinsomewaysitwassimplerthantheHunter’s.Forastart,apersonalequipmentconnectorwasusedtoconnectthepilottooxygen,g-suitair,airventilatedsuitsupplyandR/Tleadinasingleeasyoperation,whilethenewly-designedcombinedseatandparachuteharnessmadestrappinginalotsimpler.Theheightoftheejectionseatitselfcouldbeadjustedbyoperatinganelectricswitch.Themostrevolutionarychangeincockpitinstrumentation

wastheeliminationofthetraditionalartificialhorizonandcompass;instead,theLightningwasequippedwithamasterreferencegyrothatfedelectricalsignalscontinuouslythrough360degreesinazimuth,pitchandbank.Thesesignalswereinturnfedtoanattitudeindicatorwhichindicatedpitchandbank,andtoaheadingindicatorthatshoweddirection.Themasterreferencegyroalsosuppliedinformationtotheradarfirecontrolsystemandtheautomaticpilot.Thealtimeterwasdifferent,too,beinganewelectrically-operateddesignwithasimplifiedpresentationbycountersappearinginsmallwindowstoindicatethealtitude.Asinglehandsweptthedialevery1000feet,andsincetheLightning’sinitialclimbratewasinexcessof50,000feetperminute,thehandrotatedatover50rpm.ForapilotnewtotheLightning,oneimmediatelynoticeable

aspectoftake-offwasthehighnose-upattitudeandtheinertiathattooktheaircraftonaflightpathparallelwiththegroundforsomedistanceatunstick,givingaslightnegativegorsinkingsensation.However,accelerationafterunstickwasrapid,thespeedbuildingupto400knotsatwhichpointafurtherslightbackwardpressureonthestickestablishedaclimbingangleof22degreesontheattitudeindicator.Optimumclimbingspeedwas450knots.(ItisinterestingtocomparethiswiththeMcDonnellDouglasF-15Eagle’soptimumclimbperformanceof250knotsataclimbingangleof65-70degrees,givingaclimbrateof33,000feetperminute).TheLightning’sangleofclimbwasquitesteepandpilotshad

TheLightning’sangleofclimbwasquitesteepandpilotshadtoguardagainstatendencytolowerthenose,whenitwasquiteeasytoexceedMach1.0intheclimb.Whenlevellingoff,thethrottleshadtobemovedbackquicklyto85percentpowerinordertokeeptheaircraftsubsonic.PilotswereenthusiasticaboutthereservesofpoweravailablefromtheLightning’sexcellentAvonengines;towardstheendofasortie,withmostofthefuelusedupandtheaircraftlight,therewasmorethrustavailableinreheatthantheweightplusdrag,enablingtheaircrafttoclimbverticallyintheclassicend-of-displaymanoeuvrethatthrilledmanyanairshowcrowd.AfullreheatclimbwouldtaketheLightningto30,000feetinalittleundertwominutes,andevenincoldpoweritwascapableofreachingthetropopauseinbetweenthreeandfourminutesfromthestartofthetake-offroll.TheLightning’sphenomenalclimbperformance,anditsabilitytoacceleraterapidlytosupersonicspeedinthetropopause,gaveitanadvantageoveranyotherinterceptorinserviceintheearly1960s.ThefirstproductionLightningF.Mk.1flewon29October

1959,andfullycombat-equippedLightningsbeganenteringRAFserviceinJuly1960.LiketheUSAF’sLockheedF-104Starfighter,theLightningwasdevelopedasasupersonicmissile-armedinterceptor,butithadnoneoftheStarfighter’slimitations;infacttheLightningwastheworld’sonlysupersonicpurefighteraircraftuntiltheadventoftheMcDonnellDouglasF-15,andbythetimethelatterflewinprototypeformtheLightninghadalreadybeeninRAFservicefortwelveyears.TheLightning,tobesure,haditsfairshareofproblems–includinganinadequateweaponsystemandlimitedendurance,lateralleviatedbyflightrefuelling–butitsabilitytogetoffthegroundveryquicklyandclimbto30,000ftinalittleundertwominuteswereimportantassetsinanerawhenitwasassumedthataneast-westwarwouldbeginwithanuclearattackonairfields,withminimumwarningtime.DuringtheColdWareratheUnitedStatesandBritainfaced

anairthreatfromonemainaxis,buttheBritishairdefenceshadtoexpectamuchshorterwarningtime.Itwastherefore

hadtoexpectamuchshorterwarningtime.Itwasthereforeimperativetodeployanaircraftwitharapidreactiontime,andinthisrespecttheBACLightningwasexcellent.Withtheaircraftoffthegroundinterceptionwasafairlystraightforwardmatter,eventhoughthemainmediumbetweenpilotandcontrollerwasvoicecommunication.(IthadalwaysbeenintendedthattheLightningbeequippedwithadatalinkforthepassageofdatafromaground-basedcomputertotheaircraft’sauto-attacksystem,butthiswasneverfitted.)Inarear-sectorattackwiththeLightning’sFirestreakAA

missilesthetargetwouldhavebeenwellwithinvisualrangeduringthefinalstage,provideditwasdaytime,sotherewaslittledangerofengagingafriendlyaircraft.TheLightningwasconstantlyimprovedduringitscareer,culminatingintheF6version.Thishadarevisedwingleadingedgedesignedtoreducesubsonicdragandimproverange,andwasfittedwithalargeventralfuelpackwithmorethandoublethecapacityofearlierpacks.ThefirstLightningF6flewinApril1964andenteredserviceinthefollowingyear.ItwasthelastjetfighterofpurelyBritishdesign,anditwastoservetheRAFwellinthefrontlineofNATO’sairdefencesuntilitseventualretirementin1976.

JimHeyworth,atthewheelofhisAustinSevenbesidefellowtestpilotJimJackson,arrivesontheHucknallflightlinetofly

theLightning.Rolls-RoyceviaJohnGregory

WiththeadventoftheLightning,thesplendidAvonengine,whichhadgotofftosuchaslowstartoveradecadeearlier,finallycameofage;andinthewordsofJimHeyworth,bygivinghimtheopportunitytoflyfasterthansound,itcompletedhisexperienceofflightinthetransitionalperiodfrompistontojet.ButJimHeyworthwasnotdonewithtestflyingyet.

CHAPTERELEVEN

JOURNEY’SENDInhishomeatAlthamLodge,Papplewick,HarveyHeyworthperseveredonthelongslowroadtorecovery.Itseemedthatnothingworsecouldbefallhim;andthen,on6October1957,fatestruckthehardestandcruellestofblows.Hisonlyson,Paul,hadjoinedtheranksoftheRoyalAir

ForceafterleavingschoolandwasnowaSeniorAircraftman,stationednearWorksop.Afterspendinganenjoyableweekendwiththefamily,hesetoffbacktocamponhismotorcycleontheeveningofSunday,6October.Heneverarrived.TravellingatspeedontheNottingham-Ollertonroad,hehitthebackofastationarylorryandwaskilledinstantly.PaulHeyworthwasnineteenyearsold.Theeffectofhis

deathonthefamilywasdevastating.WithinashorttimetheymovedfromAlthamLodge,withallitsmemories,toanewhome,TheLawns,atKirkLangley,4milesnorthofDerby.AtHucknall,testingofthenewConwayturbofanwas

proceedingwell.InAugust1956,aftergainingsomedelta-wingexperienceinflyingthelittleAvro707Aresearchaircraft,JimHeyworthhadgonetotheAvrofactoryatWoodford,Manchester,toinvestigatethetake-offandlandingcharacteristicsoftheVulcanjetbomber,thisaircrafthavebeenselectedasaConwaytest-bed.AccompaniedbyanAvrotestpilot,HeyworthmadeseveraltouchandgolandingsonHucknall’snewrunway,anditwasestablishedthattheonlyimprovementsnecessarytoaccommodatetheVulcanwouldbeawidertaxiwayandaturningcircleattheendoftherunway.FourConwayengineswereinstalledintheprototypeVulcan,

FourConwayengineswereinstalledintheprototypeVulcan,X770,whichflewinthisnewconfigurationinAugust1957.AftersevenflightsJimHeyworthtookittoFarnborough,wheretheearth-shakingpoweroftheConwaysandtheVulcan’srateofclimbmadeamightyimpressionamongthecrowd.Jimrecalls:

InOctober1957,IflewtoMaltawithBritishAirwaystocheckoutthefeasibilityofusingtheRAFfieldthereasabaseforVulcanflyinginwinter.InNovemberwetooktheaircraftoutandhadasuccessfulsix-weeksessionofflyingbeforereturningforChristmas.Inthosedaystherewasatechniqueforlandinginlowcloudorminimumvisibilitywheregroundcontrolhadtheaircraftasabliponradarandtalkeddownthepilotbyguidingtheblipontotherunway.Itwasonlyuseddownto200feetcloudbase,andthelocalweatheratHucknallwithsmogandsoon,sometimeskeptusonthegroundforthreeorfourdaysatatimeinNovemberandDecember.ItwasforthisreasonwedecidedtogotoMaltawithitsfairweatherrecord,withtheresultthatwecouldflyeverydayandnighttobuilduphoursontheConwaypriortoitsclearanceforairlineservice.

DuringthisperiodIwasconcentratingmostlyonflyingtheConwayVulcan.InMay1958Rolls-RoycetoldmetoflytoRometodemonstratetheConwayenginestotheChiefPilotofAlitalia.WhenwearrivedinthecircuitoftheInternationalAirport(thenCiampino),AirTrafficControlaskedmeasaspecialrequesttobuzztheairfieldpastthecontroltower,whichIdidattheireyelevel,about60feetabovetheground.OnlytheItalianswouldaskforthatinamongstcommercialairliners!

ThreedayslaterweflewtoMadrid,landingat7.30amatanewairfieldwith10,000feetofrunway.On

thisoccasionthedemonstrationwasforthebenefitoftheChiefPilotofIberia,anditdevelopedintoasomewhatembarrassingsituationwhen,withhimonboard,Iwasunabletostartoneofthefourengines.EventuallyIdecidedtotakeoffonthreeenginesbecausetherunwaywassolongandwehadplentyofpower.Ilitupthefourthengineintheairandcarriedonwiththedemonstration,butdecidedtokeepallenginesrunningonlandingwhilsttheSpanishpilotgotoutandmyco-pilotgotin.WeflewbacktoHucknallimmediatelyandImissedoutonagoodlunchinMadrid.

Lefttoright:TheAvroType698Vulcanprototype,VX770,thefirstoftwoVulcansusedasConwaytest-beds.VX770crashed

atSyerstoninSeptember1958.BritishAerospace

On20September1958,afterVX770hadbeendemonstratedatthatyear’sSBACShow,theaircraftdepartedforSyerston,Nottinghamshire,totakepartintheBattleofBritainairdisplay.ThecrewcomprisedFlightLieutenantK.R.Sturt(pilot),whohadrecentlyjoinedRolls-RoycefromtheRoyalAirForce;J.Ford,FltLtR.M.Parrot(navigator)andMrHowkins(FlightTestObserver).SturtwasanexperiencedpilotandJimHeyworthhadflownwithhimonseveraloccasions.Anumberofclearrestrictionswereimposedonthedisplay

followingthediscoverybyAvroofcracksinsidethewingleadingedgesofthefirstVulcans,causedbysevereairframevibrationathighaltitudeandhighspeed.Theproblemwassolvedbyputtinga‘kink’intheleadingedgesofthedeltawing,butbythetimethesolutionwasfoundtheVulcanwasinproductionandtheleadingedgesofthefirstsixteenaircrafthadtobescrapped.Inthemeantime,VX770,whichwasflyingwithoutthismodification,wasrestrictedtoamaximumspeedof250knotsinlevelflightinsteadofthe400knotswhichhadbeenpermittedpreviously.ThepilotwasthoroughlybriefedonthisrestrictionpriortotheSyerstondisplay.Despitethis,themaximumpermittedspeedwasexceededby

Despitethis,themaximumpermittedspeedwasexceededbyasubstantialmarginduringahigh-speedrunandtheaircraftbecameoverstressed,leadingtothefailureofthestarboardmainplane.Thiswasfollowedbyanintensefireandcompletedisintegrationoftheairframe,thefourConwayenginespartingcompanywiththerestoftheaircraft.Allfourcrewwerekilled,aswerethreefirecrew(SgtC.Hanson,SgtE.D.SimpsonandSACJ.J.Tonks)whendebrisfellontheircrewcaravanattheendoftherunway.Anotherairman,SACTurnbull,wasinjured.ThelossofVX770wasaserioussetbacktotheConwayflight

testingprogramme,anditwasnotuntil17July1959thatJimHeyworthwenttoWoodfordtocollectareplacementaircraft,VulcanB.1XA902.ThisaircrafthadbeendeliveredtoNo230OperationalConversionUnitatRAFWaddington,Lincoln,inMay1957,buthadbeendamagedinalandingaccidentinFebruarythefollowingyear.ItwasallocatedtoRolls-RoyceforConwayenginetrialsafterrepair.Thesubsequentflighttestingwasnotentirelytrouble-free,as

JimHeyworthremembers.

Minortechnicalproblemsoccuronallaircraftfromtimetotime,andaretobeexpected.TheVulcanatoneperiodwassusceptibletotheundercarriageindicatorshowingthatafterthelegswereselecteddownandlocked,oneredlightindicatedthatthelegwasnotlocked.Thisposedaproblem;didoneignorethewarninglightandassumethattherewasaminorswitchfailure,ordidoneusetheemergencysystemandthenpersuadeoneselfthatthelegwasfirmlylockeddowneveniftheredlightstillcameon?

Ononeoccasion,whileflyingXA902,thestarboardredlightcameonpriortolanding,andonflyingpastthecontroltoweritwasconfirmedthattherereallywereonlytwooutofthreelegs.Afterseveralselectionsupanddowntheemergencysystemwas

used.Thiswasenoughtoreleasethestarboardlegasconfirmedbythecontroltower.Howevertheredlightstayedon,eventhoughthecontroltowerconfirmedthattherewerenowthreelegs!IremembersayingtothemaintenancecrewonclimbingoutoftheaircraftthatoncetheemergencysystemisusedonecannotselecttheundercarriageUPthencarryoutabellylanding.Aonewheel,onewingtiplandingwouldwriteofftheaircraftanyway,sowemighteasilyhaveflownovertheseaandbaledout.

Atonestagewewererequiredtodoaseriesof‘zerog’tests,inwhichtheaircraftwaspushed‘overthetop’followingasteepclimb.Themaximumtimeobtainableatzerogwasaroundtwelveseconds,whichwaslongenoughforthetest.Ononeoccasiontheelevatorcontrolcolumnlockedsolidinaslightlyforwardposition-asmallnuthadlodgedinthegearingbeneaththepilotsseat.Controlinflightwasmaintainedbytheuseoftheelevatortrimtab.Therewasplentyofaltitude–25,000feet–andplentyoffuel,sowiththeco-pilotandtwoengineerobserverswehadtimetodecidewhattodo.TheweatherwasgoodandIdecidedtolandonalongrunway,thenearesttoHucknallaspossible.Igotintouchbyradioandexplainedthesituation,thentheaircraftradioreceiverfailed.Ilefttheradioontransmittotalkmywaythroughtheproblem.At10,000feetIpractisedasimulatedapproachtoland,andonloweringtheundercarriagethestarboardmainwheelredlightdidnotgogreen,indicatingthatitwasnotlocked.Repeatedselectionmadenodifference.Therewerenowthreefailurestodealwith,allcompletelyunconnected:aseizedelevatorcontrol,noradioreception,andanindicationthattheundercarriagewasnotlockeddown.Igavethetwoengineerstheopportunityofbalingoutiftheywerescaredofthelandingwithoutelevatorcontrol,butIrecommended

theystaywiththeaircraft–theyhadnoejectorseatswhereasthepilotsdid,andthesecouldoperateatgroundlevel.Therewasobviouslythepossibilityoflosingcontrolontheapproachtoland.Along10mileapproachwasmadealittlefasterthannormaltogivethetrimmersontheelevatorsabitmorebite,andwithalmostconstantpowerandflattishdescentitallturnedouttobefairlyeasyandthelandingwassmooth.Theundercarriagewheelindicatorlightwentgreenontouchdown.Iwasreallyfedupwithfaultyundercarriagelights!

ThesecondRolls-RoyceVulcantest-bed,XA902,takingofffromtheAvrofactoryairfieldatWoodford.XA902wasfittedwith

thenewB-type‘kinked’wing.JimHeyworth

JimHeyworthascendingthestepsofVulcanXA902.JimHeyworth

On21September,1959,theHeyworthfamilysufferedanothertragedywhenHarvey,whohadneverrecoveredfromthelossofhissonPaul,sufferedanothermassivecerebralhaemorrhage.Thistimeitwasfatal.Hewasonlyforty-nine.ThefollowingtributewaspaidtohiminRolls-RoyceNewsby

HarryBailey,theformerchieftestpilotwhowasnowmanageroftheAeroDivision’sTechnicalAdministration.

NoformalrecordofappointmentsheldandhonoursawardedwoulddojusticetotheremarkablepersonalityofHarveyHeyworth,amanwholovedandunderstoodtheair.HewaswithoutdoubtthefinestaerobaticpilotevertoflyforRolls-RoyceandwillbeparticularlyrememberedforhisgreatdriveandinitiativeintheearlydaysofturbojetsatChurch

Broughton.Hewasthefirstpilotintheworldtocomplete1000flyinghoursonjets.

Onthepersonalside,Harveywasanaturalleaderwiththosequalitiesofkindlinessandgenerositywhichendearedhimtohiscolleagues.Athishome,testpilotsbothfromtheCompanyandfromindustrywerealwaysassuredofawelcome.Heissadlymissedbyhismanyfriends.

Alocalreporter,RosemaryMeynell,addedtothetributes.

InthedeathofWingCommanderHarveyHeyworth,Derbyshirehaslostagallantgentleman.IttakesgreatstrengthofcharactertobeaTestPilotbutevenmoretobearcripplingillnessintheprimeoflifeandtragicbereavementashehasdone.Hisfamilyare,ofcourse,wellknowninDerbyshireandhavealwaysgivenservicetothecommunity.OursympathygoesouttothemandtheassurancethatmanypeoplewillfindinspirationfromtheshiningexampleofHarveyHeyworth’scourage.

Duringhislongflyingcareer,HarveyHeyworthhadamassedatotalof9000flyinghours,6000ofthemasatestpilot.Meanwhile,Harvey’sbrotherJimhadbeenundergoinga

traumaofhisown.InOctober1958,onlythreeweeksafterthelossofVulcanVX770,hiswifeJoywasdiagnosedashavingtuberculosis,whichwasthenapotentialkiller.ThefamilyhadonlyjustarrivedonGuernseyforaholidaywithJim’sbrotherPeterandhisfamily.Jim,alreadydeeplyaffectedbytheunnecessaryVulcancrash,confessedlaterthatforthefirsttimeinhislifehesufferedshockwhenhethoughtaboutallthearrangementsthatwouldhavetobemadeforlookingaftertheirthreesonsandmakingregularhospitalvisitsforwhatmightbeuptoayearduringJoy’sconvalescencefollowing

mightbeuptoayearduringJoy’sconvalescencefollowingmajorsurgery.Rolls-RoycekindlyofferedtohavetheCompanyexecutiveaircraft,adeHavillandHeron,flownovertoGuernseytobringJoybacktoHucknall,fromwhereshewastakenstraighttohospitalbyambulance.Happily,shewentontomakeafullrecovery,andinJanuary1960,whenVulcanXA902returnedtoMaltaforsixweekstotakeadvantageofsomemorefineweatherflying,Joywenttoo,atthecompany’sexpense,togetherwithherhusband.Jimlaterrecalled:

Wetookthreeaircrewsandateamofgroundengineers,itwasagreattreatforJoyandtherestoftheflyingteamweremostkindtoher.MynieceJillandherhusband,whowasintheNavy,werestationedinMalta,andJoyspenttimewiththemduringtheday.WewerestayingatthePhoeneciaHotel,whichwastheonlyfirstclasshotelontheisland.JoyreturnedinMarchmuchrefreshedandrested,whichwasjustaswellbecauseIwasneededbyRolls-RoycetohelpintroducetheConwayenginetotheairlineswhowerestartingtouseBoeing707andDouglasDC-8airlinersflyingat35,000to40,000feet.

Bythistime,theConwayhadfoundanapplicationinthelastoftheRAF’sV-Bombers,theHandleyPageVictor,whichJimHeyworthflewatRadlett,theHandleyPageCompanyairfield.ThefirstVictorB.1sandB.1AswerepoweredbyArmstrongSiddeleySapphireengines,buttheVictorB.2,onwhichtheVictorforcewastostandardiseinthe1960s,incorporatedanumberofdesignchanges,whichincludedtheinstallationof17,250lbthrustRolls-RoyceConwayRCo11engines.These,itwsanticipated,wouldgivetheB2thenecessaryaltitudetosurviveinahostileSAMenvironmentandultimatelyprovidegreaterrangeforthedevelopingair-to-surfacemissileroleandalsoforstrategicreconnaissance,whereacombinationofrangeandaltitudewasnecessaryforadequatecoverageof

rangeandaltitudewasnecessaryforadequatecoverageofpotentiallyhostileareas.HandleyPagereceivedacontractfortwenty-oneVictorB.2s

inJune1956,andfollowingextensivegroundtestingofthenewenginesthewholeofthewingrootareawasredesigned,withtheenginebaysandintakesdeepenedandwidened(JimHeyworthremembersthattheintakedesigninitiallycausedafewproblems).ProvisionwasalsomadefortheinstallationofaBlackburnArtousteauxiliarypowerunitinthestarboardwingroot,sothattheenginescouldbestartedindependentlyofgroundsupport.Retractablescoops,designedtofeedairtotheemergencyturbo-alternatorsinthemodifiedelectricalsystem,werealsofittedontheupperrearfuselage,andtherootofthefin’sleadingedgewasextendedslightlytohouseaductthatsuppliedairtotherearglycolsystem.

TheprototypeVictorB.2,XH668,flewforthefirsttimeon20February1959,andwasallsetfordeliverytoBoscombeDown

February1959,andwasallsetfordeliverytoBoscombeDownforservicehandlingtrialswhen,on20August,itfailedtoreturnfromasortieovertheIrishSeaoffPembrokeshire.Thelossoftheaircraftwas,atthetime,acompletemystery,fortherehadbeennoradiotransmissionfromthecrew.Afleetofsalvagevesselsforty-sixinall,includingtwenty-sevencharteredtrawlers–wasassembledandalengthyoperationbegantodredgethatpartoftheseabedwherethewreckageoftheVictorwasbelievedtobe.Afterfourteenmonthsandover11,000deepseatrawls,thesalvagefleetrecovered592,610piecesofwreckage,including70percentoftheaircraft.Itwassubsequentlyestablishedthatafatiguefracturehadinducedthelossofthestarboardpitotheadtube,whichledalowspeedinputtotheautoMachtrimactuatorandthestalldetector,loweringtheelevatorsandextendingtheleadingedgeflaps.Theresultwasanuncontrollablehigh-speeddivefrom54,000feet,theaircraftsufferingpartialdisintegrationbeforeimpactwiththeseaatMach0.855.

TheRolls-RoyceConwaywastheenginechosenforthepowerfulHandleypageVictorB.2,thetankerversionofwhich

isseenherelandingatRAFMarham,Norfolk.MoDRAF

Despitethismishap,testingcontinuedwiththenextfourB.2s,oneofwhich,XH669,wasdisplayedatFarnboroughinSeptember1960.ThefirstVictorB.2squadron,No139,formedatRAFWitteringinFebruary1962.Inthe1950stheRolls-RoyceConwayhadalsobeenselected

topowertheVickersV.1000,afour-jetstrategictransportfortheRAF.Acivilversion,theVC-7,wasalsoprojectedforBOAC’sAtlanticandImperialairroutes.AprototypeoftheV.1000wasinanadvancedstageofconstructionwhenthegovernmentcancelledtheprojectinNovember1955,leavingBritainwithnothingtocompetewiththeBoeing707inthelucrativeNorthAtlanticmarket.Admittedly,theConwayfoundanapplicationintheVickersVC-10airliner,whichflewforthefirsttimein1962,butitwasbuiltinonlyrelativelysmallnumbers,wasneveracommercialsuccessandlaterfounditstruenicheasatanker/transportfortheRAF.FortunatelyforRolls-Royce,someairlinespreferredtheir

707sandDC-8stobefittedwithConwayengines.JimHeyworthflewbothtypesinNovember1958,recallingthat:

HeyworthflewbothtypesinNovember1958,recallingthat:

TheDC-8wasmanoeuvrableontheapproachtoland,likeaLancasterbomber,anditwaseasytomakeafeathertouchdown.The707feltagoodsolidaircraft,pleasanttocruiseataltitude,withexcellentmanoeuvrability,butitdifferedonlandingtotheDC-8inthatitwasbesttoslapitdownontherunway,pushthecontrolforwardandkeepitthere.Itwasmoreaquestionof‘arriving’safelywhereastheDC8couldbelandedsothepassengerswouldhardlyfeelit.

JimHeyworth,left,shakeshandswithBoeingChiefTestPilotTexJohnson,withaRolls-RoyceConwayengineattachedtoaBoeing707inthebackground.FoxPhotosviaJimHeyworth

AswellascarryingouthistestflyingdutiesJimHeyworthwas

AswellascarryingouthistestflyingdutiesJimHeyworthwaskeptbusyflyingwithoverseasairlines,ashismemoirsreveal.

TwoweeksaftermyreturntoHucknall(in1960)IwenttoGenevaandBombaywithAirIndiaasanauxiliarymemberofthecrew.InMayIflewtoToronto,Montreal,VancouverwithCanadianAirlines,thentoRomeandNewYorkwithAlitaliaaweeklater.BOACtoNewYork,NewYorktoBrasilia,SanPaulo,Lima,MexicoCity-–allinfourdays.ThenAirIndiaagain.Ibecamepunchdrunkwithtimescale–jetlaghadnotyetbeeninvented.IhardlysawanythingofthecountriesIvisitedbecausesomevisitsonlylasted24hoursinaparticularcity.NearlyalwaysImanagedtobehomeonSaturdaymorningforaweekendrest.

Althoughthedaysinthesecitieswerespentindiscussionsinthevariousairlineofficestheeveningscouldbemostinteresting.BeinginthepositionofChiefTestPilotofaninternationalcompanylikeRolls-RoycemeantthatIwascarryingtheflagataseniormanagementlevelwhenoverseas.TheChairmanofAirIndiainvitedmetoacocktailpartyinDelhiandintroducedmetoMrNehru,thePrimeMinister,andIhadalongchatwithhisdaughterwhowasanOxfordGraduate.WheninMexicoCityIhaddinnerwiththebossoftheAirlineandplayedtiddlywinksonthefloorwithhischildren;laterintheeveningIwaseatingroastlamboffsolidgoldplates!

Atlonglast,however,JimHeyworth’sflyingcareerwascomingtoanend.Soon,newmethodsoftestingenginesonthegroundwouldobviatetheneedforprolongedflighttestingintheair.Jimexplained:

‘TherewasaspecialpensionschemeatRolls-Roycewhichgavetestpilotsapensionatage40.ThisgaveonetheopportunityoffindingajobawayfromR-R,orifthecompanyhadanopeningyouwouldbepaidthegoingrateforthenewjob.Inthepast,testpilotswereretainedoutofkindnessandsometimestheymadeasatisfactorynewnicheforthemselves,usuallyonthesalesside.Thereforein1962,whenIreachedtheageofforty,theDirectorssuggestedIhaddoneenoughflyingandstickingmyneckout.TheywantedmetocometotheDerbyEngineeringDepartment.Icouldhavestayedonflyingforanothertenyears,butatagefiftyitwouldhavebeenmoredifficulttosettleintoanewjob.

TheHighAltitudeTestPlantforengineswasfullyoperationalanditwasobviousthatmuchlesstestflyingwouldberequired.Thatiswhatsoonhappened,andIwasgladtobeoutofitbecausetheFlightTestEstablishmentbecamenon-essentialandfinallydisbanded.SomemilitaryenginedevelopmentcontinuedatBristolwhenBristolSiddeleybecamepartofRolls-Royce.OnlyaCommunicationsFlightoftwoaircraftwasleft.Icouldhavecarriedonasasortofcompanyairlinepilot,butIwouldhavefounditveryboringflyingfromAtoBatthebeckandcallofvariousexecutives.

Thefirsttwoyearsofchangewereextremelydifficult.Iwasnotaqualifiedengineerwithadegree,whichputmeatadisadvantage,butwithconsiderablehelpfromtheDirectorofEngineeringandhismanagersIfoundaniche,whichwasorganisingvisitstothecompanybyVIPs.

Becauseofmyexperiencewiththefirstverticaltake-offexperimentsIbecamesoldontheVTOLconceptforfutureaircraft,andpreparedlectureswhichIwasrequestedtopresentinSwitzerland,

France,theUSAandSweden.Ienjoyedthesevisits,whichalsoincludedtalkingtoadvancedengineeringexpertsatBoeing,Lockheedandsoon.WhilstvisitingSwedenIgavealecturetotheirAeronauticalSocietyandwasawardedtheThulinMedaloftheyear.IntheUKIwasmadeaFellowoftheRoyalAeronauticalSociety(FRAeS)andalsoaLiverymanoftheCityofLondon.Theserewardswereinrecognitionofmycontributiontoaviationandexperimentalworkforeighteenyears.[TheThulinMedalisawardedingold,silverorbronzebytheSwedishSocietyofAeronauticsandAstronauticsasasignofdistinctionandanacknowledgementofachievementswithinthefieldofaeronautics–Author].AlthoughitwasverydifficultchangingfromtheexcitingdynamicleadershiprolewhichIhadasChiefTestPilot,IfoundIwasneededtoassisttheDirectorofEngineeringforwhomIworked.

AftertwoyearsintheEngineeringDepartmentwehadgotalltheinitialbugsoutofthejob,theseniorengineersweretrainedingivinggoodcrisppresentationsandIhandedovertosomeoneelsein1964.Iwasthenmoved,andappointedAssistantGeneralManagerintheMarketingandServiceDepartment,whichinvolvedlookingafterthemanagementsideoftheDepartmentbecausetheDirectorwasawaymuchofthetime.Hisjobwasselling,sohedidnotdomuchmanagement.Ididnotenjoythisfive-yearperiodofmycareer.

JimHeyworthbeinginductedasaLiverymanoftheGuildofAirPilotsandNavigators(GAPAN)in1962.BOACviaJim

Heyworth

SoonaftertakinguphisnewpostJimHeyworthmadeavisittoRomania,whosenationalairline,TAROM,hadafleetofBAC111aircraft,whichwerepoweredbyRolls-RoyceSpeyturbofans.Heyworthwassooninitiatedintotheworkingsofacommuniststate.

TheRolls-Royceserviceengineermetme,andaswedroveintotownInoticedsomewireshangingdownunderthedash.Igentlypulledonthemandtheycameawayinabundle.Hestoppedthecartoinvestigateandwefoundthatwehadbeenbugged.Theengineerwasterriblyembarrassed,andsofuriousthathedrovestraighttotheMinistryoftheInteriorbuilding,marchedupthestepsandthrewthewiresdownatthefeetoftheguardsattheentrance.Attheendofthethree-dayvisittheMinisterofProductionrequestedmenottotalkaboutourdiscussionstomycolleaguesinthestreetbecauseof

microphonesurveillance;healsowarnedmethattheseatintheBAC111wouldbebuggedonthereturnjourney.

JimHeyworthretiredfromRolls-Roycein1983asManagementDevelopmentExecutive,apostthathadbeencreatedtoemphasisetheimportanceofmanagementtraining.Withplentyofscopeforinitiative,JimfoundhisfinalyearsatRolls-Roycerewardingones.HeandJoyfoundplentytooccupytheirtime.Fortwenty-five

yearstheyhadlivedinabeautifulDerbyshirestonehousecalledMakeneyLodge,builtin1784.Now,withJimonthevergeofretirementandtheirthreesonspursuingtheirownlivesandcareers,itseemedempty,sotheypurchasedtwostonecottages,whichtheymadeintoone.Jimrecalls:

Ittookalongtimetocreateagardenoutofnettles,bramblesandbrokendownwalls.AfterIretiredweboughtanoakandbeechwood,withadellandstreamthathadneverbeentouchedordeveloped.Ittookyearsofworktocutapaththrough,unblockthestreamandcleartheundergrowthtouncoveramassofbluebells.

Oftheirthreesons,theeldest,Malcolm–bornin1943–hadcreatedhisownfilmcompany,ChatsworthTelevision,in1973.Itwasstillflourishingin2005,withMalcolmasMD,afterproducinganumberofverysuccessfulTVseries.Thesecondson,Kim(1945),isanEnvironmentalConsultant,alsowithhisowncompany;whiletheyoungest,Simon(1952)hashisownrecordingstudioinDevon,situatedintheconvertedRoundHouseofarenovatedfarm.Hiswife,Nicky,hasanartgalleryinthefarmhouseitself.Acrossthecourtyardfromthemainfarmhouse,inacosy

formerbarn,liveJoyandJimHeyworth,whomovedtherefrom

formerbarn,liveJoyandJimHeyworth,whomovedtherefromtheirformerhomein2000.Fiveyearson,withtheirsixty-fourthweddinganniversaryapproaching,bothwerestillfitandwell.Jimplaysgolftwiceaweek,hishandicaphavingstabilisedattwenty-one.Harvey’sdaughters,too,havemadegoodlivesfor

themselves.Botharemarried;Corinne,whomadeacareerinhealthandsocialcare,livesnearNewark,Nottinghamshire,whileWendy,whohasherowndesigncompany,livesnearAndoverinHampshire.InthechurchyardofStJamesatPapplewick,nearHucknall,

threegravesliesidebyside.Theheadstoneofthecentraloneisinscribedsimply:

ValHeyworth,1912-1994.SoLoved.

Theinscriptionsontheothersread:

InHappyLovingMemoryofGeorgePaulHarveyHeyworth,born22September1938,Died6October1957.E’enashetrodthatnighttoGod,sowalkethhefromhisbirthinsimplenessandgentlenessandhonourandcleanmirth.

And:

InLovingmemoryofJohnHarveyHeyworth,Born20March1910,Died21September1959.Noneknewtheebuttolovethee.Nonenamedtheebuttopraise.

HarveyHeyworth

JimHeyworth

APPENDIXONE

AIRCRAFTTYPESFLOWNBYHARVEYANDJIMHEYWORTH

HARVEYHEYWORTHAirspeedEnvoyAirspeedOxfordArmstrongWhitworthSiskinArmstrongWhitworthWhitley(TigerandMerlin)AvroAnson

AvroAshtonAvroCommodoreAvroLancasterAvroLancastrianAvroLincolnAvroLynxAvroShackletonAvroTudorIandIIAvroTutorAvroYorkBoultonPaulDefiantBristolBeaufighterBristolBlenheimBristolBulldogCurtissTomahawkDeHavillandDoveDeHavillandHornetDehavillandLeapordMothDeHavillandMosquitoDeHavillandMoth

MosquitoDeHavillandMothDeHavillandPussMothDeHavillandRapideDeHavillandTigerMothDeHavillandVampireEnglishElectricCanberraFaireyBarracuda

FaireyBattle(MerlinIandII)FaireyFireflyGlosterGauntletGlosterGladiatorGlosterMeteorF.I,3,4and8Gloster‘Rampage’(F.9/40)HandleyPageHalifaxHandleyPageHampdenHandleyPageHeyford(KestrelVI)HawkerAudax

HawkerDemonHawkerFuryHawkerHartHawkerHenleyHawkerHighSpeedFury(KestelXVI)HawkerHindHawkerHorsley(Merlin)HawkerHorsley(KestrelXVI)HawkerHurricane

HawkerTornadoHawkerSeaHawkHawkerTempestHeinkelHe70(KestrelXVI)LockheedYP-80ShootingStarMesserschmittBf109

MilesGeminiMilesM.15MilesMagisterMilesMasterMilesMentorMilesMonarchMilesWhitneyStraightNorthAmericanHarvardNorth

MilesWhitneyStraightNorthAmericanHarvardNorthAmericanP-51MustangNorthAmericanF-86SabrePercivalProctor

PercivalQ.6PercivalVegaGullReidandSigristDesfordRolls-RoyceThrustMeasuringRig(‘FlyingBedstead’)SupermarineSpitfire(VariousMks)SupermarineSwift

TaylorcraftAusterIIIVickersWellingtonWestlandLysanderWestlandWallaceWestlandWapitiWestlandWhirlwindWestlandWyvernJIMHEYWORTHAirspeedAmbassador(Proteusturboprop)AirspeedAmbassador(Tyneturboprop)AirspeedOxford

AusterAOP.9AvroAnsonAvroAshton(Nene,Conway)AvroLancasterIAvroLancastrian(Nene)AvroLincolnAvroLincoln(Tyneturboprop)AvroShackletonAvroTudorIAvroTudorVAvroVulcan(Conway)AvroYorkAvroType707(Derwent)Beagle206BlackburnB.2Boeing707Cessna310DeHavillandChipmunkDeHavillandCometDeHavillandDH.82

DeHavillandDominieDeHavillandDove

DeHavillandDominieDeHavillandDoveDeHavillandHeronDeHavillandHornetDeHavillandMosquitoDeHavillandVampire(Goblin)DeHavillandVampire(Nene)DouglasDakota(Dart)EnglishElectricCanberra(Nene,Avon,Reheat)EnglishElectricP.1B

FaireyBarracudaFaireyBattle(Exe)FaireyFirefly(Griffon)FokkerF.27FriendshipFokkerS.14

GlosterJavelinGlosterMeteor(B.37turbojet)Gloster‘Rampage’(B23turbojet)GlosterMeteor(Trentturboprop)GlosterMeteor(RB108)HandleyPageHeraldHandleyPageVictorHawkerHenley(Merlin)HawkerHunter(AvonRA.7,RA.14)HawkerHunter(ReverseThrust)HawkerHurricane

HawkerSeaHawkHawkerTempestV(Sabre)MilesGeminiMilesMaster(Mercury)MilesMonarchMilesWhitneyStraightNorthAmericanP-51Mustang(Merlin)PercivalProctor

PiaggioP.188Rolls-RoyceThrustMeasuringRig(‘FlyingBedstead’)SaabA32Lansen

SaabSafirSupermarineSeafireSupermarineSpitfire(VariousMks:Merlin/Griffon)

TipsyNipperVickersValiantVickersViscountVickersWellingtonI(Pegasus)VickersWellingtonII(Merlin)VickersWellingtonIV(Wasp)VickersWellington(B.23turbojet)VickersWellington(Dartturboprop)Vickers-

turbojet)VickersWellington(Dartturboprop)Vickers-SupermarineAttackerVickers-SupermarineSwiftWestlandWyvern(Eagle)WestlandWyvern(Clyde)

APPENDIXTWO

ASIMPLIFIEDCHRONOLOGYOFEARLYTURBOJETDEVELOPMENT(CONTRIBUTEDBYIANWHITTLE)

1929–BRITAINFrankWhittletendershisturbojetproposaltotheAirMinistry.TheMinistryasksDrArnoldGriffithattheRoyalAircraftEstablishment(RAE)tomakeanassessment.Griffithadviseshismentorsthattheproposalhaslittlemerit.ItisrejectedwithoutfurtherresearchandnotplacedontheSecretList.1930–BRITAINWhittlemakesasuccessfulapplicationtopatenthisturbojet(TheAirMinistryareadvisedofthisbutagainfailtoapplysecrecy.)1932–BRITAINTheturbojetpatentispublished,andthereafterbecomesavailablefromHisMajesty’sStationeryOffice(HMSO)toallinterestedparties.GERMANYCopiesoftheBritishturbojetpatentarepurchasedbytheGermanTradeCommissioninLondonanddistributedamongstGermanaeronauticalresearchestablishmentsaswellasaero-engineandairframemanufacturers.1933–SWEDENLysholm’sproposalforaturbojetattheMiloCompany.

1935–BRITAINWhittleisencouragedbyhisfriends,WilliamsandTinling,tojointheminaprivateventuretodevelopthejetengine.GERMANYDrHerbertWagnerinitiatesresearchattheJunkersFlugzuegwerke(JFA)toassessthegasturbineforshaftorjetpower,focusingontheuseoftheaxialcompressor.AttheAeronauticalResearchDivision(AVA)atGöttingen,

PabstvonOhainconceivesauniqueformofgasturbineandplanstoapplythistoaeronauticsasajetengine.1936–BRITAINPowerJetsLtdformed.Turbojetdevelopmentbegins.Whittlepatentshisproposalsforturbofan(high-bypass)

turbojetsandtheuseofreheatforthrustaugmentation.Following(andasaresultof)theestablishmentofPower

Jets,theRAEisdirectedtoreactivateaeronauticalgasturbineresearch(droppedin1930)asameanstodevelopshafthorsepower–focusingontheaxialcompressor.GERMANYSecretdevelopmentoftheWagnerturbojetbeginsatJFA.SecretdevelopmentoftheOhainturbojetbeginsatErnstHeinkelAG(HAG).1937–BRITAINApril:usingdieselfuel,theWhittleUnit(WU)isrunforthefirsttimeatPowerJets.GERMANYSeptember:fuelledbyhydrogen,asheet-metalmodeloftheOhainunitisrunforthefirsttimeatHAG.USSRA.M.Lyul’kaputsforwardaproposalforaturbojet.

1938–GERMANYMarch:unconfirmedfirstrunoftheOhainengineusingliquidfuel.UnawareofturbojetdevelopmentatJFAandHAG,the

GermanAirMinistry(RLM)encouragesenginemanufacturerstodeveloptheturbojet,withparticularemphasisontheaxialcompressor.Bramo,BMWandDaimlerBenzinitiateturbojetresearchand

development.1939–BRITAINJune:TheAirMinistryfinallyrecognisethepotentialoftheturbojetandbeginfundingthedevelopmentatPowerJets.TheRAEisdirectedtoabandonturboshaftresearchinfavouroftheturbojet.GERMANYUnderAnselmFranz,JunkersMotorenwerke(Jumo)assumesdevelopmentoftheturbojetinplaceofJFA.TheWagnerteam(ledbyMaxMüller)migratetoHeinkelAGtopursuetheirproject.Firstflightofajet-poweredaeroplane.TheHeinkelHe188,

poweredbythevonOhainunit,achievestwosix-minuteflights–thefirstinAugustandthesecondinNovember.1941–BRITAINMay:TheGlosterE28/39,poweredbytheWhittleW1engine,beginsaseriesofflighttrialsaccumulating25hoursofbenchtestsfollowedby10hoursofin-flightusebeforeinspection.USAPropulsionexpertNathanPricesubmitsaproposalforaturbojetenginetoLockheed.Britain/USATheBritishagreetosharetheirturbojettechnologywiththeAmericans.TheW1anddesigndetailsoftheW2arriveinthe

Americans.TheW1anddesigndetailsoftheW2arriveintheUSAinOctober.GERMANYHeinkelAGabandonsfurtherdevelopmentoftheOhainunit.1942–USAMarch:GeneralElectricbegintestingtheirfirstturbojetbasedontheW1andW2.October:Flighttestingofthejet-poweredBellXP-59Abegins.GERMANYJuly:TheGermansbeginflighttestingtheMesserschmittMe262jetfighter(Me262V-3)BRITAIN1943March:FirstflightoftheGlosterF.9/40Meteorprototype.1944January:PowerJetsnationalised.SubsequentGovernmentwithdrawalofallsupportforWhittle’saxialfront-fandevelopment(LR1)andhiscentrifugalenginewithaft-fanandreheat.July:TheGlosterMeteorF.1jetfighterbecomesoperationalagainsttheV-1flyingbomb.GERMANYOctober:TheMe262becomesoperationalinthefastattackandreconnaissanceroles,andtoalimitedextentasaninterceptor.1944/45–BRITAIN/USARolls-RoycesharefurtherturbojettechnologywiththeUSA(Bothcountriesdevelopingcentrifugalandaxialturbojets).1945–EUROPE/USSR/USAAppropriationofGermanturbojettechnologyfollowingtheendofthewarinEurope.NosignificantadvantagesdiscoveredoverexistingBritishandAmericantechnologyinthisfield.

overexistingBritishandAmericantechnologyinthisfield.However,theFrenchelecttoadopttheBMWturbojetforfurtherdevelopmentandasafoundationtotheiraerogas-turbineindustry.1946–BRITAIN/USSRRolls-RoycereleasetheirmostadvancedoperationalturbojetstotheUSSRatthebehestoftheBritishGovernmentaspartofadealthatinvolvestheacquisitionofcoal-cuttingequipment.ThetechnologymigratesinturntoEasternEuropeandChina.

APPENDIXTHREE

THEBIRTHANDPROGRESSOFHUCKNALL1935TO1944

(Thisdocument,authororauthorsunknown,wasrescuedfromoblivionbyformerRolls-RoyceemployeeWalterCodd,who

flewintheLancastertest-bedsonmanyoccasions.)Thenecessityofprovidingarelativelyself-contained

additionalsectiontotheAero-engineSectionofthiscompanywassoonmadeapparentafterembarkingonasmallflyingprogrammeinSeptember1931withtwoaircraftandtheassistanceoftheNottinghamFlyingClubatTollertonwhoprovidedapilotandthenecessarygroundstaffformaintenance.TheCompanydecidedthatiftheRolls-Royceaero-enginewastokeeppacewiththerapiddevelopmentintheaviationworlditwasvitallynecessarythatweshouldbeinthepositiontorun,maintainanddevelopourownExperimentalFlightTestSectionwherenewenginetypesandimprovementstoexistingtypescouldbeflowninup-to-dateaircraftundertypicalServiceconditionsandthecompleteengineandinstallationprovedtobethebestthatcouldbeproducedatthetimebeforegoingintotheService.InDecember1934therefore,wetookoveronehangarat

HucknallAerodromeandacquiredthreeaircraft,aHawkerHart,HawkerFury,andGlosterGnatsnapper,togetherwithtwopilots,twoGroundEngineersandaverysmallTechnicalandGroundStaff.ThisventurehasmorethanproveditsvalueandhasgrownandtakenitsplaceasoneoftheleadingExperimentalFlighttestingestablishmentsintheworld.Thefollowingisaverybriefresuméoftheprogressof

Hucknallthroughtheyears1935to1944.

Hucknallthroughtheyears1935to1944.1935AircraftAvailable:5TotalFlyingTimeforYear:319½hoursNumberofPersonnel:15Fiveaircraftwereavailable,namely,threeHawkerHarts,aHawkerFuryfittedwiththeKestrelandGoshawkseriesofengines,alsoanimprovedexperimentaltype,thePV.12.Thefifthaircraft,HorsleyS.1426,wasbeingconvertedtotakethefirstMerlinengine.Themajorityofthedevelopmentworkcomprised

improvementsandcollectionofdataonthethenlittleknowninstallationside.Aconsiderableamountofdatawasobtainedonsuchitemsasairintakes,radiatorsandoilcoolingsystems,fuelsystemsetc.TheServicewasquicktoutilisetheservicesofHucknallfor

duringthisfirstyearanumberofstandardServiceaircraft(Demons)weresenttoHucknallforinvestigationandcureofaninstallationtrouble.Attheendofthisyear,21December,thefirstMerlinswereflowninHorsleyS.1426.1936AircraftAvailable:7TotalFlyingTime:767hoursNumberofPersonnel:50Threefurtheraircraftwereaddedtoourstrength,intwocasesrepresentingup-to-dateServicetypes(2Horsleya/c),thethirdaircraftbeingaHeinkelpurchasedfromtheGermans.Thiswasthecleanestandfastestaircraftthatitwaspossibletopurchase‘offtheshelf’foracomprehensiveprogrammeoftestsprojectedbyusforthepurposeofimprovingthedragofthepowerunit.Datacollectedfromthesetestsprovidedthe

thepowerunit.Datacollectedfromthesetestsprovidedthebasicdataforpowerplantdesign.ThefollowingwerethehighspotsatHucknallduringthe

aboveyear:1. PreliminarydevelopmentofMerlinengineinHorsleyS.1426.

2. Conversionandflighttestof2ndHorsleyJ.8611withMerlininstallationforR.A.E.

3. BasicdataobtainedonradiatorandcoolingdragonHeinkel.

4. FirstpowerplantdesignedandconstructedbyR-RforB.P.Defiant.DespatchedDecember.

1937AircraftAvailable:10TotalFlyingTime:1478hoursNumberofPersonnel:180Fouradditionalaircraftaddedtostrength,namelyBattleK.7572,AudaxK.2000,prototypeMilesMaster,A.W.WhitleyK.7208.TheWhitleywasacquiredforthepurposeofconversionfromTigerIVtoMerlinIIpowerunits.Themainfeaturesofdevelopmentduringthisyearwere:1. Firstcomplete100hourflighttestonMerlincompletedin8daysinHorsleyaircraft.

2. Initialflighttestanddevelopmentofpressurewatercooling.

3. KestrelXVIGlycolcooledpowerplantforMilesmasterdesigned,constructedanddespatched.

4. MilesMasterKestrelXVIconvertedtopressurecooling.5. Developmentandintroductionofthermostatincoolingsystemstoimprovelifeofengines.

6. Developmentandprogresson3-blade2pitchairscrews.

1938AircraftAvailable:15

TotalFlyingTimeforYear:1609hoursNumberofpersonnel:300Afurtherfiveaircraftwereaddedtostrength.Themainfeaturesofdevelopmentwere:1. Largescaledevelopmentonpressurecooling.2. CalibrationanddevelopmentofWhitley,withMerlinIIpowerplants.

3. FirstflighttestswithConstantSpeedAirscrews.4. Firstflighttestswithfullyfeatheringairscrews.5. Firstflightwith2-speedsuperchargeronMerlin.6. DevelopmentofHurricaneIinstallation.7. InstallationandfirstflightofBattlea/cwithExeengine.8. ModificationtocoolingsystemincludingincorporationofthermostatandflighttestonsixServiceHeyfordaircraft.

9. FirstflightofPeregrineinBattle.

1939to1944TheexpansionofHucknallfrom1939uptothepresentday[October1944–author]wasexceptionallyrapidduetowarrequirements,soitisproposedtosummarisetheactivitiesofHucknallduringthewarperiod.

RepairsandConversions1.HurricaneIandII.CommencedMay1940andcompletedDecember1941.279aircraft,completedanddespatched.2.SpitfireMkIXConversion.AirframesreceivedfromSupermarines.229aircraftcompleted.CommencedDec1941andcompleted

229aircraftcompleted.CommencedDec1941andcompletedJune1943anddespatched.AirframesfromCastleBromwich.13aircraftcompleted.CommencedDec1942,completedApril1943anddespatchedDitto,commencedMarch1943,completedMarch1944.43aircraftcompletedanddespatched.3.HurricaneIIMerlinXXInstallation.Modificationtoimprove56aircraftcompletedperformanceanddespatched.CommencedSept1940,completedApril1941.4.BeaufighterMerlinXX.FitmentofFlame-DampingExhausts.22aircraftcompletedanddespatched.CommencedMay1941,completedAug1941.5.SpitfireConversiontoMerlin45.45aircraftcompleteddespatched.CommencedDec1940,completedOct41.6.SeafireConversiontoMerlin32.5aircraftcompletedanddespatchedCommencedMay1943,completedJune1943.7.SpitfireConversiontoNegativeGCarburettor.18aircraftcompletedanddespatched.CommencedOct1941,completedJan42.8.HalifaxMerlinXX.Fitmentof4-BladeAirscrewand5aircraftcompletedFlameDampingExhaustsanddespatched.CommencedJuly1942,completedOctober1943.9.SpitfireIXConversiontoInjectorPump5aircraftcompletedinplaceofBendixCarburettoranddespatched.CommencedMarch1944,completedJuly1944.10.MustangAllisonEnginesConvertedtoMerlin61engines.5aircraftcompletedanddespatched.11.LancasterforConversiontolatestM.C.Type.3aircraftcompletedPowerPlantsanddespatched.ConversionsJune1944.Workstillinprogress.12.LancasterConversionstoU.P.P.Merlin85.7aircraftcompletedanddespatched.CommencedNovember1942,

completedOctober1944.CompletePowerPlantsProduced.1.WellingtonVI.Merlin60.131completedanddespatched.CommencedSept1941,completedMarch1943.2.LancasterMerlin20,22,28,38.1151completedanddespatched*CommencedAugust1942,completedAugust1943.3.BeaufighterMerlinXX.200completedanddespatched.CommencedJune1940,completedMarch1942.4.YorkMerlin22,24.62completedanddespatched.*CommencedNovember1942,completedAugust1943*IncludingIlkeston5.UniversalPowerPlants.Merlin85and100.30completedanddespatcheda.Prototype.CommencedMay1943.Stillinprogressb.Pre-production.88completedanddespatched.CommencedJan1944.Stillinprogress.FLIGHTDEVELOPMENT19391.ConversionandfirstflightofVultureengineinHenleyK.5113.Vulturedevelopment.Conversionofsecondaircraft.2.PreliminarydataforGriffonengineandinstallation–BattlewithGriffonisedMerlin.3.Commencementofflamedampingdevelopment.4.Preliminaryworkonautomaticradiatorflap.5.AirscrewperformancetestsinpreparationforincreaseofpoweronMerlinengine.6.Testswith100Octanefuelforincreasedpower.

6.Testswith100Octanefuelforincreasedpower.7.Initialdevelopmentofhotandcoldairintake.8.Largescaleinvestigationintocoldstartingresultinginhighratedstartergearsbeingstandardised.19401.Improvementtosuperchargerstogiveincreasedperformance,centralentryonMerlinSpitfire.2.Largescaleradiatordevelopmentforeaseofproductionandimprovedperformance(Finandtubeconstruction).3.DevelopmentofConstantSpeedAirscrewsforfighteraircraft.4.ConversionandtestofMerlinXXBeaufighteraircraft.5.Flamedampingforfighters,Hurricane,Beaufighteretc.6.ConversionoffirstintercooledMerlinengineinBattle.7.HurricaneIIperformanceimproved,airscrews,airintake,fuelsystem,carburettoretc.8.20mmcannoninstallationtrialsinBeaufighter.9.Developmentandintroductionofsnowguardsonfighteraircraft.10.Developmentoffeatheringairscrewsforbomberaircraft.11.Preliminaryworkonsimplificationofpilot’scontrols.19411.FirstVultureenginedbomberManchesterforVulturedevelopment.2.FirstflightwithintercooledMerlininBattle(Aircooledintercooler).3.FirstflightwithliquidcooledintercooleronMerlinengineinBattle.4.FlightoffirstintercooledMerlinpowerplants(Merlin60)in

4.FlightoffirstintercooledMerlinpowerplants(Merlin60)inWellingtonaircraft.5.LargescaleinvestigationintoNegativeGcharacteristicsonfighteraircraft.6.FirstflightofBendixStrombergCarburettor.7.Workinsimplificationofpilot’scontrols,lockedmixturecontrol,airscrew/throttleinterconnection,autos/charge.8.PerformancecalibrationofGermanMe109forAirMinistry.9.SuperchargerdevelopmenttoimprovealtitudeperformanceofSpitfire.19421.FirstoffirstMerlin61inSpitfireaircraft.2.First100hourextendeddevelopmentcompletedonMerlinXXinLancaster.3.FirstflightofPackardMerlin28inHurricane.4.InstallationandflighttestofMerlin28inLancaster.5.MosquitoMerlin21receivedforextendedflightdevelopment.6.FirstMustangwithAllisonenginereceivedforconversiontoMerlin61.7.PressurecabinWellingtonVI.Merlin60development.8.BeaufighterGriffonconversionandflighttest.9.Hurricaneconversionto40mmcannoncompleted,flighttestedanddespatched.10.FirstJPengineintailofWellington.19431.FirstflightofUPPMerlin85inLancaster.2.Firstflightof2-stageGriffoninSpitfire.

3.Contra-rotatingairscrewdevelopmentonSpitfire.4.HalifaxconversionandflightMerlin65.5.PressurecabinSpitfiredevelopment.6.FireflyproductionGriffonpowerplantflown.7.FirstflightofR-Rinjectionpump.8.FirstflightofPackardV/1650/3inMustang.9.Testandintroductioninserviceof+25lbboostonSpitfireIX.10.SpitfireXIIGriffonIIdevelopment.19441.FirstconversionofServiceLancastertoMerlin85UPP.2.LargescalepowerplantdevelopmentUPP.3.DevelopmentofshuntcoolingsystemtoMerlin.4.LargescaledevelopmentofMerlin100engineseries.5.FirstGriffonBarracudaconversionandflighttest.6.TestandintroductioninServiceof+25lbbooston2-stageGriffonSpitfire14.7.Developmentandintroductionintoserviceofadditionalsimplificationtopilot’scontrolsonbomberaircraft,coolantlossindicatoranddeadengineindicator.8.Two‘Rampage’aircraftreceivedforJPdevelopment.ENGINEDEVELOPMENTDuringthewarperiodthefollowingisbrieflythegrowthoftheMerlinpowerrating.Boostpressureshavebeenincreasedfrom6¼lbto30lbandthespeedoffighteraircraftfrom350mphto440mph.Theceilingoftheseaircrafthasalsoincreasedfrom32,000feetto45,000feet.Powerincrease1050bhpto2050bhp.

2050bhp.INTERNALCOMBUSTIONTURBINEDEVELOPMENT1942ThefirstturbineengineforflightdevelopmentwasinstalledinaWellingtonaircraftandflyingcommencedinAugust.Onlyoneenginewasusedduringthisinitialdevelopment,atotalof9hoursflyingbeingcarriedout.1943Duringthisyeartwoadditionalaircraftbecameavailable.TheflyingintheoriginalWellingtonconsistedofendurance,accessorydevelopmentandsurgechecks.BothB.23andB.27enginesweretested,thelattertypebeingfirstflowninDecember.InOctober,amovewasmadefromHucknalltoanotherstationwhereconcreterunwayswereavailableandinthatmonththeGlosterF.9/40wasdelivered,fittedwithtwoB.23engines,thefirstalljetpropelledaircrafttobeusedbythefirm.Generaldevelopmentwascarriedoutonthisaircraft.AfewdaysbeforetheendoftheyearasecondWellington,fittedwithMerlin62enginestoallowfordevelopmentofturbineenginesathigheraltitudeswasdeliveredandasmallamountofflyingwascarriedout.Totalenginehoursflown256,ofwhich12hourswasontheF.9/40.Numberofenginesusedduringtheyear11.1944Inthisyearafurtheraircraftbecameavailable.Turbineenginedevelopmentflyingwascontinuedonsimilarlinesto1943.AtthebeginningofMayServicerequirementsmadeamovetoanotheraerodromenecessary.EarlyinJuneasecondGlosterF.9/40wasreceivedinwhichB.37engineswereinstalled.OnehundredhoursperiodtestshavebeencompletedoneachoftheF.9/40aircraftandasecondhundredhourtestisnearlycompletedontheorignialF.9/40,allofwhichisinadditionto

completedontheorignialF.9/40,allofwhichisinadditiontosomeshorterperiodswithspecificengines.TheWellingtonshavebeenusedforendurance,developmentandsurgechecktesting.Totalenginehoursflownforthe10monthsendingOctober,1050hours,ofwhich874hasbeenoncompletedjetpropelledaircraft.Numberofenginesusedduringtheyear,33.Sincethecommencementofflightdevelopmentoninternalcombustionturbineengines,atotalof1312engineflyinghourshasbeencarriedout,comprising426hoursontheWellingtonflyingtestbedsand886hoursonpurelyjetpropelledaircraft.Thisfigureappearstobeconsiderablyhigherthananyotherknownturbineengineflightdevelopmentsection.

SELECTBIBLIOGRAPHY

Andrews,C.F.andMorgan,E.B.SupermarineAircraftSince1914.Putnam,1981

Banks,F.Rodwell.IKeptnoDiary.Airlife,1978Barnes,C.H.ShortsAircraftSince1900.Putnam,1967Golley,John.Whittle,thetruestory.Airlife,1987Golley,JohnandGunston,Bill.GenesisoftheJet:FrankWhittle

andtheInventionoftheJetEngine.Airlife,1996Gunston,Bill.Rolls-RoyceAeroEngines.PatrickStephens,1989

Harvey-Bailey,Alec.TheMerlininPerspective–theCombatYears.Rolls-RoyceHeritagetrust,1995

Hooker,SirStanley.NotMuchofanEngineer.Airlife,1984.Jackson,A.J.deHavillandAircraftSince1915.Putnam,1962Jackson,Robert.AvroVulcan.PatrickStephens,1984Jackson,Robert.Canberra:TheOperationalRecord.Airlife,1988.

Jackson,Robert.HawkerHunter:TheOperationalRecord.Airlife,1989

Jackson,Robert.HawkerHurricane.Blandford,1987.Jackson,Robert.HawkerTempestandSeaFury.Blandford,1989.

Jackson,Robert.Mustang:TheOperationalRecord.Airlife,1992.

Jackson,Robert.Spitfire:TheCombatHistory.Airlife,1995

Jackson,Robert.V-Bombers.IanAllan,1981Jackson,Robert.HighColdWar:StrategicAirReconnaissance

andtheElectronicIntelligenceWar.PatrickStephens,1998.James,DerekN.GlosterAircraftSince1917.Putnam,1971Lloyd,Ian.Rolls-Royce-–TheMerlinatWar.Macmillan,1978.Lumsden,Alec.BritishPistonAero-EnginesandtheirAircraft.Airlife,1994

Middlebrook,Martin,andEveritt,Chris.TheBomberCommandWarDiaries.Viking,1985.

Middleton,Don.TestPilots:TheStoryofBritishTestFlying1903-1984.WillowBooks,1985.

Morgan,E.B.andShacklady,Edward.Spitfire:TheHistory.KeyPublishing,1987.

Munson,Kenneth.Airlinersfrom1919tothePresentDay.Blandford,1982

Philpott,Bryan.Meteor.PatrickStephens,1986Pugh,Peter.TheMagicofaName:theRolls-RoyceStory,The

First40Years.IconBooks,2000Reed,Arthur.BACLightning.IanAllan,1980Smith,J.R.andKay,Antony.GermanAircraftoftheSecond

WorldWar.Putnam,1972Webb,DerekCollier.UKFlightTestingAccidents1940-71.Air-BritainPublications,2002

INDEX

Aero-engines,typesof:ArmstrongSiddeleyJaguarArmstrongSiddeleyPythonCurtissD.12HalfordH.1(Goblin)HeinkelHeSHeSKlimovVK-1Metro-VickF.2BerylNapierLionNapierRapierNapierSabreRolls-RoyceAvonRolls-RoyceClydeRolls-RoyceCondorRolls-RoyceConwayRolls-RoyceDartRolls-RoyceDerwentRolls-RoyceEagleRolls-RoyceExeRolls-RoyceGriffon,Rolls-RoyceKestrelRolls-RoyceMerlinetseqRolls-RoyceNeneRolls-RoycePeregrineRolls-RoycePV.12Rolls-RoyceTrentRolls-RoyceVultureRolls-RoyceWellandWhittleW.1WhittleW.2WhittleW.2B/23WhittleW.2/500

Aircraft,Typesof:AirspeedAmbassadorArmstrongWhitworthAtlasArmstrongWhitworthSiskinArmstrongWhitworthWhitleyAvroAvroAshtonAvroLancasterAvroLancastrianAvroLincolnAvroManchesterAvroTudorAvroVulcanBellP-59AiracometBlackburnB.2BoeingBoultonPaulDefiantBristolBeaufighterBristolBlenheimBristolBulldogBristolSycamoreCurtissCR-3DassaultOuraganDeHavillandCometDeHavillandDHDeHavillandHornetDeHavillandMosquitoDeHavillandTigerMothDeHavillandVampireDornierDo

HavillandVampireDornierDoEnglishElectricCanberraEnglishElectricLightningFaireyBarracudaFaireyBattleFaireyFireflyFaireyFlycatcherFaireyFoxFaireySeafoxFieselerFi(V-1)Focke-WulfFwGlosterE28/39GlosterF.9/40MeteorGlosterGamecockGlosterGladiatorGlosterGnatsnapperGlosterGrebeGlosterJavelinGlosterNapierIV/VIHandleyPageHeyfordHandleyPageVictorHawkerAudaxHawkerDemonHawkerFuryHawkerHartHawkerHawfinchHawkerHorsleyHawkerHunterHawkerHurricaneetseq,HawkerP.1081P.1083HawkerSeaHawkHawkerTornadoHawkerTyphoonHawkerWoodcockHeinkelHeHeinkelHeHeinkelHeHeinkelHeHeinkelHeHeinkelHeJunkersJuStukaJunkersJuLockheedP-80ShootingStarMesserschmittBfMesserschmittBfMesserschmittMeMiG-15MilesM52MilesWhitneyStraightNieuportNighthawkNieuport-DelageNorthAmericanHarvardNorthAmericanMustangRolls-RoyceThrustMeasuringRigSaabA32LansenSaabJ35DrakenSaunders-RoeSR.177ShortSC-1Short-MayoCompositeAircraftSopwithSnipeSupermarineSpitfireetseqSupermarineSwiftSupermarine-NapierS.4/S.5VickersNeneVikingVickersValiantVickersViscountVickersWellingtonVickers-SupermarineAttackerWestlandWallace

VickersWellingtonVickers-SupermarineAttackerWestlandWallaceWestlandWhirlwindWestlandWyvern

Bader,WngCdrD.R.S.Bailey,H.N.D.Baldwin,GpCaptBarnard,RoyBavin,AlanBeamont,WngCdrR.P.‘Bends’,theBird-Wilson,WngCdrBolton,SgtH.A.Bonar,JockBrooke-Smith,TomBryce,G.R.Bulman,George

Camm,SydneyCampbell-Orde,WngCdrIanCartmell,SgtChapman,FltLtChurchBroughtonClark,FgOffClarke,‘Gassy’Clarke,PltOffR.W.Clegg,FgOffCodd,WalterCooper,FltLtCostello,M.

Davie,SqnLdrDouglasDavies,I.D.Dean,FgOffT.D.Derry,JohnDeSalis,FltLtPeterDobson,RoyDonaldson,GpCaptE.M.Dorey,RayDowding,ACMSirHughDuke,Neville

Edwards,GeorgeR.

Fairey,RichardFielder,JoyceFolland,H.P.Ford,J.Foster,SqnLdrBrianFreeman,ACMSirWilfrid

Gaudyn,FgOffJanGibb,WalterGöring,ReichsmarschallHermannGraham,FltLtEGrandy,MRAFSirJohnGreen,J.R.Greenwood,EricGregg,ArthurGreig,FltLtD.D’ArcyGriffith,DrArnoldA.

Hahn,Max

Hahn,MaxHall,FltLtHanson,SgtC.Harker,RonnieHarris,SqnLdrR.H.Heinkel,ErnstHaysom,FltLtG.D.L.Heyworth,ConnieHeyworth,CorinneHeyworth,DorothyHeyworth,EmilieHeyworth,G.B.Heyworth,DrG.A.F.

Heyworth,J.Harvey:Birth;Education;JoinsRAF;flyingtraining;joinsNo.Sqn;NoSqn;JoinsRolls-Royce;FliesHeMarriageElectedtoGuildofAirPilotsandNavigatorsGolfCommandsSqn,28;BattleofBritainReturnstoRolls-RoyceTestsMerlinenginesFlieshigh-altitudeWellingtonTestW2BjetengineGlosterMeteordemonstrations;AwardedAFCFliesYP-80EmergencyinMeteorFliesNeneandAvontest-bedsFirstmanintheworldtocomplete1000hoursinpurejetsAppointedChiefTestPilotHelicopteraccidentCrashinDartLancasterWithRolls-RoycesalesteamSeverestrokeDeathandtributes

Heyworth,A.James(Jim):Birth9;EducationJoinsRAFCommissionedJoinsNoSqn,46;AttacksChannelportsOperationsoverGermanyAwardedDFCMarriageWithNoOUT,55;ReturnstoNoSqn,56;FurtheroperationsMentioninDespatchesBartoDFCJoinsRolls-RoyceTeststhe‘WhittleWellington’EmergencyinMustangExperienceof‘jetstreams’;EmergencyinMeteorFliesNeneandAvontest-bedsFliesreheatMeteorCanberradevelopmentTeststheHunterThe‘FlyingBedstead’AppointedR-RChiefTestPilotDemonstratesreversethrustHunter;FliesSaabLansen;FliesEnglishElectricLightning;

TestsConwayVulcan;LiverymanoftheGuildofAirPilotsandNavigators;JoinsR-REngineeringDepartment;Retirement

Heyworth,JoyHeyworth,KimHeyworth,MalcolmHeyworth,NickyHeyworth,PaulHeyworth,PeterHeyworth,SimonHeyworth,ValerieHeyworth,WendyHives,E.W.(Lord)Hooker,StanleyHowkins,MrHubbard,SqnLdrS.J.HucknalletseqHuddie,David

Jackson,JimJohnson,PatJonas,ChrisJones,Robert

Larsen,WngCdrH.F.G.LarsenLeigh-Mallory,AVMTraffordLinnell,AirMshlJohnLithgow,LtCdrMikeLombard,AdrianLovesey,CyrilLowe,FltLtPeter

McDowall,WngCdrAndrewMacEwen,AVMN.D.K.McKenzie,FgOffMartindale,WngCdrTony

Maxwell-Hyslop,SirRobinMayhew,PltOffP.F.Millington,PltOffW.H.Moon,FgOffMorris,PltOffE.J.

Morris,PltOffE.J.Muir,Malcolm

Nelson-Edwards,PltOffG.H.

Orr,W.

Page,F.W.Park,AVMKeithParrot,FltLtR.M.Peach,R.H.B.Piatkowski,PltOffStanislawPeters,PltOffPetter,W.E.W.Pierson,Rex

Quill,Jeffrey

Richards,TonyRittenhouse,DavidRoger,FgOffJ.K.Rogers,CliffRoxburgh,SgtRoyalAirForce

Units:No22(AC)Group27;No1Squadron,15;;;;;;;;;;;;;;;;;;;;;;;;;;;

Stations:AcklingtonAstonDownBigginHillDuxford;FairwoodCommonHawkingeHendon;Hornchurch;LittleRissingtonLympneManstonNortholt;Sealand;Tangmere;Westhampnett;WestRaynham;

WestRaynham;Wickenby;Wittering

Royce,SqnLdrM.E.A.

Saundby,AirMshlSirRobertSaxelby,WngCdrCliveSayer,GerryShepherd,CaptR.T.Simpson,SgtE.D.Simpson,FgOffJ.A.Stainforth,FltLtG.H.Sturt,FltLtK.R.Summers,J.‘Mutt’Sutcliffe,Wilfred

Tedder,AVMArthurTinling,J.C.B.Tizard,HenryTollertonTonks,SgtJ.J.Trenchard,AirChiefMshlSirHughTweedie,W.L.

VonOhainDrHansJoachim

Wächtler,UnteroffizierRudiWade,SqnLdrT.S.Wagner,HerbertWatts,SqnLdrL.w.Webster,FltLtS.N.Weedon,AirMshlSirColinWesterhoff,OberleutnantWitham,DennisWhittle,FrankWhittle,IanWilkes,WarrantOffWilks,SpencerWillby,BrianWilliams,RolfWilson,GpCaptH.J.Wilson,FgOffWright,SgJ.

Zurakowski,Jan

Men of Power: The Lives of Rolls-Royce Chief Test Pilots Harvey & Jim Heyworth

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