Supermarine Stranraer startis

Supermarine Stranraer startis

Supermarine Stranraer startis

Vaade Supermarine Stranraeri lendavale paadile, mis hakkas Teise maailmasõja alguses patrullima.


Supermarine Stranraer startis - ajalugu

Lendav ohvitser Arthur Frederick Barber tapeti
Lendav ohvitser Frederick Ernest Royston King (26 -aastane) tapeti
LAC Donald Fulcher (22 -aastane) tapeti
AC1 David George Poeten Ash (21 -aastane) tapeti
AC1 Walter Joseph Jeckells (19 -aastane) tapeti
AC2 Leslie Samuel Freshwater (22 -aastane) tapeti

Vastavalt lennundusministeeriumi ametlikule teadaandele ajakirjas „Flight” (31. august 1939, lk 205 - vt link #4):

"LENDAVAD ÕNNETUSED
Viidates lennukile nr 209 eskadroni kadumisele 19. augustil, teatab lennundusministeerium kahetsusega, et kuna ulatuslikel otsingutel ei õnnestunud lennukit ja selles viibijaid leida, tuleb nüüd nõustuda, et järgmised isikud kaotasid elu sellel kuupäeval:- F/O (kt. ltn) Frederick Ernest Royston King F/O Arthur Frederick Barber L./AC Donald Fulcher A/C.1 David George Poeten Ash A/C.1 Walter Joseph Jeckells A/C. 2 Leslie Samuel magevesi.

F/O (kt. Ltn.) King ja F/O Barber olid lennuki esimene ja teine ​​piloot ning LA/C Fulcher, A/C.1 Ash, A/C.1 Jeckells ja A/C.2 Magevesi oli meeskonna teised liikmed. "

K7297 kustutati lõpuks 26/1/40


Supermarine Stranraer

Seda postitust pole veel inglise keelde tõlgitud. Selle postituse masintõlke vaatamiseks kasutage ülaltoodud nuppu Tõlgi.

Supermarine Stranraer
Supermarine typ 230 Stranraer představuje poslední dvojplošný létající člun ve službách Royal Air Force. Byl vyvrcholením vývoje série létacích člunů Southampton a Scapa. Byl jedním z posledních dvojplošných létacích člunů na světě. Pod vedením R. J. Mitchella by vytvořen firmou "Supermarine Aviation Works". Navržený byl podle stejné specifikace (Lennundusministeeriumi spetsifikatsioon R.24/31) jako konkurenční Saro London. Supermarine Stranraer přežil ve službě o něco déle než jeho konkurent a byl obecně upřednostňovaný těmi posádkami, které měly možnost porovnat oba dva typy.

I jeho označování prošlo složitým vývojem. Pomplex byl označován jako Southampton Mk. Šestičlenná posádka se skládala z pilota, navigátora, radisty a tří střeců. Měla k dispozici odpočinkový prostor s lehátky a kuchyňku s výbavou pro vaření.

Stranraer uskutečnil první let 27. července 1934, pilotem byl "Mutt" Summers, vedoucí zkušebního programu. Již po prvním letu byl prototüüp ja imatrikulací K3973 přejmenován podle města v Jižním Skotsku, známého přístavu trajektů spojujících Skotsko se Severním Irskem, and Stranraer. V říjnu a listopadu 1935 podstoupil u 210. Sq. srovnávací testy s typem London. Během nich bylo zjištěno, že je poněkud podmotorován.

Původní objednávka byla podepsána v srpnu 1935 a zněla na sedmnáct letadel (koodové označení K7287 až K7303). Sériová produkce začala od r. 1936. Výroba se probíhala v závodech Supermarine v Southamptonu. Celkový počet vyrobených kusů je udáván poněkud nejasně. Ruský pramen www.airwar.ru udává, že celkem byly vyrobeny 63 kusy (z nich 23 v Anglii a 40 v Kanadě), ostatní zdroje udávají počet v Anglii vyrobených strojů 17. Na kanadské produkci se všechny prameny shodují. Nejasnost pramení zřejmě z faktu, že v květnu 1936 byla zadána zakázka na dalších 6 strojů (kódové označení K9676 až K9681), která byla pravděpodobně později stornována.

Vzhledem k poznatkům ze srovnávacích testů prototüüp byly ze sériové výroby, běžící u Supermarine od prosince 1936, již dodávány stroje, opatřené dvojicí hvězdicových motorů Pegasus X o výkonu fée rej. Typ byl 16. dubna 1937 uznán za operační. Letadla z anglické produkce se využívala jenom v metropoli. Na počátku 2. sv. války byly jimi vybaveny 2 jednotky. První byla 228. Sq. v Pembroke Dock, k níž první vyrobený stoj dorazil v dubnu r. 1937 a poslední vyrobený kus 3. dubna 1939. V prosinci 1938 přišly Stranraery i k 209. Sq. ve Felixstowe a později se přesunuly do Invergordonu a Obanu. V září 1939 v období "války v sedě" zahájily Stranraery pravidelné hlídkování nad Severním mořem, včetně pobřeží Norska. Byly používány pro dálkový průzkum a boj proti ponorkám, a to do své náhrady osudem pronásledovaným typem Lerwick následujícího roku.

Sq. č. 240 pak byla jedinou jednotkou rannikujuhatus, která také provozovala Stranraery. Létala v červnu r. 1940 z Pembroke Dock a využívala Stranraery k hlídkové službě nad Westren Approaches. I její Stranraery byly posléze v březnu 1941 nahrazeny, tentokrát typem Catalina. Po stažení z operační služby sloužily dále k výcvikovým účelům až do října 1942

Stranraer byl stavěn ve větších počtech a měl delší životnost mimo Spojené království než v samotném metropolním RAF. Mezi roky 1939 a 1941 bylo u Kanada Vickers postaveno v licenci celkem 40 strojů. Kanadské stroje byly identické s britskými, pouze přistávací reflektor byl umístěn na levém spodním křídle. Prvních 17 strojů mělo ještě motory Pegasus X, ostatních 23 motory Pegasus XXII või výkonu 1 010 hj. V listopadu 1936 byly objednány první 3 kusy. První kanadský Stranraer (RCAF 907) vzlétl 21. listopadu 1936 s pilotem Herbertem Hollick-Kenyonem. Po zařazení do výzbroje sloužily Stranraery RCAF pro pobřežní průzkumné a protiponorkové úlohy a jako ozbrojený doprovod lodních konvojů. Jejich nejslavnější akcí byl v červnu 1939 doprovod linkové lodi Queen Mary, na jejíž palubě připlul na návštěvu Kanady královský pár Jiří VI. ja Elizabeth Elizabeth. Dobu produkce prodlužovaly především problemy s nedostatkem materialálu. Produkce v Montrealu u Kanada Vickers byla ukončena v prosinci r. 1941. Na začátku války jich v RCAF sloužilo ještě osm. Stroje se osvědčily, ale začínal být pociťován jejich omezený dolet, v této fázi války již nevyhovující. Aasta 1941 byly používány jenom v Tichém oceáně. Nakonec byly během r. 1943 s konečnou platností vyřazeny a nahrazeny stroji Consolidated Canso (Catalina). Stroje byly - stejně jako v metropoli - využívány pro druholiniové úlohy. S konečnou platností byly vyřazeny ze služby až v únoru 1945. Poslední letadlo RCAF odepsaly v lednu 1946. V civilní letectvím tam Stranraery létaly až do r. 1963.

Stranraer byl někdy posádkami přezdíván "pískající kadibudka" ("vilistav paska"). Tato přezdívka vznikla tím, že toaleta se otevírala přímo ven do volného prostoru, a když byl její kryt zvednutý, průvan způsobil, že toaleta začala hvízdat.

Po odchodu ze služeb Královského kanadského letectva bylo 20 Stranraerů prodáno společnosti Siple Aviation Ltd., 13 z nich získalo civilní registraci (německá wiki uvádí počet až 14 kusů, které přežily v Kanadě válku) 2 mudelit-Stranraery CF-BXO a CF-BYX (endine RCAF 920 a 915) Dostaly motory Wright GR-1820-G202GA Cyclone or výkonu 1000 hj a neoficielní přezdívku "Super Streamer". Společnost Queen Charlotte Airlines používala Stranraery až do r. 1950 a stroje létaly odc Vancouveru až po tichomořské pobřeží Britské Kolumbie.

Do současnosti dochovaný Stranraer (CF -BXO - jeden ze zmíněných Super Streamerů) nyní vlastní RAF muzeum v Hendonu. Po rekonstrukci v Abbotsfordu v Britské Kolumbii nese barvy svého největšího uživatele, tedy RCAF.

Supermarine typ 230 Stranraer - dvoumotorový dvojplošný celokovový hydroplán s dvojitými směrovkami. Motory byly umístěny na horní části křídla. Počítalo se s přepravou neskladných nákladů (leteckých motorů, torpéd) na vrchní části trupu letadla.

Konstrukce byla převážně duralová, s kostrou trupu pokrytou duralovým plechem a křídly potaženými tkaninou and impregnovanými lakem. Některé části dostaly potah nerezovým plechem.

V přídi bylo umístěno střeliště s jedním kulometem Lewis, montovaným na otočném kruhu, ve hřbetní části a zádi pak další střeliště s kulometem Lewis. Mootor Pegasus X byly v posledních kanadských strojích nahrazeny typem Pegasus XXII. Výzbroj tvořily 3 kulomety ráže (0,303 tolli) 7,69 mm, pumy kuni 450 kg.


Esimene lõikamine läheb sügavamale. Me läheme!

Pole probleemi, semu, sa olid mu juures & quotAh, mu südamele kallis lennuk. & quot
Ka minu oma, postitan iga päev enne magamaminekut päevade tööd, see grupp on suurepärane, kuid võib teie aja häirivate tegudega tappa.

Olen selle Bonnie Strannyga alustanud,
Minu käsu plastikust tranny,
Nulljoon, sirge ja tõene,
Mul on kõik asjad ja liim,

Esimene tehtud lõige läheb sügavamale,
Ettevaatust Al! Võib -olla kaotasite uime!
Neid veesõidukeid ehitan ma vabal ajal,
Siis annab nende lendamine palju rõõmu.

Mineviku õhusõidukite mudelid,
Et taastada asju, mis ei kestnud,
Väike meenutus möödunud päevade kohta,
Asju, mida me oma silmaga ei näinud.

Edasi ja üles, nagu öeldakse & quot; Per Ardua ad Astra & quot & quot; Tööga tähtedele või antud juhul randa. veel hilisemad tervised semud.
tervitades kõiki, Al


Supermarine Stranraer startis - ajalugu

Blackburn Känguru

Väike hulk Kängurusid nägi teenust Esimese maailmasõja lõpus. Nad uputasid ühe U-paadi ja vigastasid veel nelja. Pärast sõda muudeti osa kodanike kasutusse.

Komplekt on üks Contraili hilisemaid ja paremaid lavastusi, mis sisaldasid valgeid metallosi. Ujukitega versioon on saadaval ka eraldi komplektina.

Vickers Vimy Commercial

Võib väita, et Vimy Commercial on maailma esimene kommertslennuk.

Komplekt koosneb vaakumiga kerest ja mootorist, millest saab ehitada Vimy Commerciali või Vernoni. Muud osad peavad olema pärit FROG Vimy või Maquette versioonist. Maquette'i versioon sisaldab Instone Airlinesi kleebiseid.

SARO London

London asus RAF -i teenistusse 1936. Mõned sõitsid veel sõja algusaastatel. See oli üks viimaseid biplaani ajastu lendavaid paate.

Komplekt on suhteliselt toores, kuid muud pole saadaval. Ehitamine on vaeva väärt.

Supermarine Stranraer


Stranraer on üks Contraili varajastest komplektidest ja see näitab. See oli ainus seda tüüpi mudel, mis oli saadaval 1/72 või mis tahes skaalal, kuni Matchbox tootis oma suurepärase komplekti. Contrai komplekti saab sageli osta üsna tagasihoidlike hindadega.

Blackburn iiris


See lennuk pärineb 1920. aastate keskpaigast. Ehitati ainult viis, kuid see teenis koos RAF -i eskadrillidega kuni 1934. aastani.

Komplekt on üsna lihtne, tiibadel on kanga kujutamiseks raske kotitaoline vorm. Siiski on üsna lihtne ehitada tavapärasel viisil, ainult raskuste tekitamiseks mõeldud tugipostidega. Kleebised tuleb hankida mujalt.

Blackburn Perth


Perth oli iirise areng ja jagab tõepoolest paljusid selle osi. Lennuki kabiin oli suletud. See oli suurim lendav paat, mis kunagi RAF -i teenindanud, kuigi kasutusele võeti neli inimest.

Komplekt sarnaneb enamuses Iirisega.

Supermarine Scapa

Ehitati ainult 15 Scapat. Prototüübi kujundas R.J. Mitchelli ja esimest korda lennutas ta 1932. aastal Mutt Summersi (Spitfire'i katselendur). See teenis aastatel 1935–1939.

Kuigi see on palju väiksem kui kolm mootoriga lendavat paati, saab sellest teha atraktiivse mudeli.

Supermarine Southampton

Southampton töötati välja tsiviillennulaevast nimega Luik. See oli veel üks R.J.Mitchelli kavanditest. See asus RAF -i teenistusse 1925. Kokku ehitati 85.

Komplekt on sama lihtne kui teised, sellel puuduvad isegi ribi detailid. Seda tuleb rakendada venitatud spruusi abil. Kaal võib olla kahtlane ka selle poolest, et see pole päris 1/72. Hugh Markhami artikkel ajakirja Scale Models Magazine septembris 1975 näitab, kuidas seda luua.

Lühike Rangun

Lühike Calcutta

Mudel kasutab Contrail'i komplekti "varu" kere, mootorikappe ja ülemiste tiibade keskosa. Kõik muud osad olid nullist ehitatud.

Lühike Mayo komposiit

See lennukikombinatsioon lendas esmakordselt 1937. aastal. Maia pakkus Mercury reisilennukite jaoks stardilennuki. Esimene elavhõbeda ületav Atlandi ookean oli 1938. aastal.

Scratch ehitas Mercury peamiselt balsa puidust.

Käepärane leht HP42

Allolevad neli fotot näitavad veebiautori ehitatud mudelit.

See oli äärmiselt edukas mitmesugune disain, mis lendas esmakordselt 1917. aastal ja oli endiselt kasutusel 1940. aastal. Seda tüüpi variante oli palju alates IIIA kuni IIIF.

Komplekt pakub valikuid ja piisavalt osi kolme täieliku mudeli valmistamiseks, nii ujukite ja ratastega kui ka muude erinevustega. See on lennuk, mida kõik peamised süstimiskomplektide tootjad on täielikult ignoreerinud.

Boulton Paul Overstrand

Overstand oli viimane kahe lennukiga keskpommitajatest. See võeti kasutusele 1936. aastal. See oli esimene, millel oli elektritoitega torn.

Komplektist saab ehitada ka varasema versiooni küljelaua. Esoteric tootis ka versiooni, mis sisaldas valgeid metallosi.

Blackburn Baffin

Baffin töötati välja varasemast Riponist, peamine erinevus on Pegasuse radiaalmootor. See oli torpeedopommitaja aastatel 1934–1936.

Komplektis on piisavalt osi nii Riponi kui ka Baffini valmistamiseks ja kes suudab mõlema ehitamisele vastu panna?

Blackburn Ripon

Ripon teenis FAA -s aastatel 1930–1935, kui see asendati Baffiniga. Mõned Riponid kaeti, andes neile Pegasuse radiaalmootori.

Komplekt võimaldab ehitada nii Riponi kui ka Baffini. „Ostke üks, saate ühe tasuta” pole midagi uut.

Hawker Horsley

Horsley teenis aastatel 1926–1935. See oli viimane puidust Hawkeri lennuk. Dantorp oli Taani mereväe mereväe versioon ujukite ja radiaalmootoriga.

Komplekt on üsna toore, taandribadega, mis näitavad tiiva ribisid. Selleks, et need kergelt püsti tõuseksid, tuleb lisada venitatud spruu. On mõned mustad survevaluvormid, mis on toored, kuid peaaegu kasutatavad.

Blackburn Blackburn

Blackburn kasutas Darti tiibu, kuid ümber kujundatud kerega. See asus FAA teenistusse aastal 1923. See on tõenäoliselt üks koledamaid lennukeid, mis kunagi lennukikandjalt õhku tõusnud, vastates mõnele tihedale konkurentsile selle tiitli pärast.

Tiibu ribid tuleb lisada venitatud spruest või muust eelistatud meetodist. On mõningaid musta värvi plastist süstitükke, mida on vaevalt võimalik kasutada.

Vickers Vildebeest

Vildebeest lendas esimest korda 1928. aastal. See teenis 1930. aastatel Lähis -Idas. See jäi teenistusse, isegi lendas Jaapani vägede vastu 1942. aastal. CASA ehitas Hispaanias sisseehitatud mootoriga versiooni.

Komplekt pakub osi kas Vildebeesti või Vickers Vincenti ehitamiseks.

Vickers Vincent

Vincent töötati välja Vildebeestist aastal 1931. Sellel oli kõhu all olev kütusepaak, kuid muidu nägi see välja nagu Vildebeest. Mudel näitab lennukit Uus -Meremaa märgistusega.

Vincenti saab lisavarustusena ehitada Vildebeest/Vincenti komplekti.

Handley Page Harrow

Esimest korda lendas Harrow 1936. aastal. See asus kiiresti raskepommitajana RAF -i teenistusse. See asendati pommitajaks 1939. aastaks, kuid kandus teistesse maailmasõdadesse teistes rollides.

Komplekti on üsna lihtne ehitada ilma tugipostide tüsistusteta, välja arvatud veermiku toed.

Handley Page Heyford

Heyford oli viimane kahe lennukiga raskepommitaja. See teenis aastatel 1933–1937.

Komplekt on üsna lihtne ja loomulikult toodeti hiljem Matchboxi/Revelli süstimiskomplekt, mille vastu Contraili komplekt ei konkureeri detailide ja täpsuse pärast.

Douglas B-7/ O-35

See oli esimene pommitajate monoplaan, mis teenindas USAAC -i. See oli kiirem kui mõni omaaegne hävituslennuk.

Komplekt on tavaline Contraili toode, mis vajab korralikku väljanägemist natuke vaeva.

SARO Lerwick

Blackburn Botha

Botha asus teenistusse 1939. aastal, kuid ei olnud nii tõhus kui Beaufort, nii et ta eemaldati rinde teenistusest. Seda kasutati konvoi dutie ja allveelaevade vastaste patrullide jaoks.

Komplekti hilisemad versioonid sisaldasid mõningaid metallosi. Pinna detailid puuduvad, nii et see tuleb üles kirjutada.

Armstrong Whitworth Albemarle

Albemarle oli kavandatud pommitajaks, kuid seda kasutati peamiselt üldtranspordi ja purilennukina. Mudel näitab seda D-päeva märgistusega. Seda kasutati ka operatsiooni Market Garden rünnakuks.

Komplekt on detailide puudumisel standardne Contrail. Klaasimisalasid on eriti raske õigesti saada.

Üldlennuk Hamilcar

WACO C.G. 13a

Suurem purilennuk kui C.G. 4, seda kasutati operatiivselt Vaikse ookeani sõjateatris, kuid mitte Euroopas.

Miilide monitor

Teise maailmasõja lõpu lähedal kavandatud sihtpuksiiriks, ehitati kunagi vaid kümme.

Bristol Buckingham (komplekti välja andnud ka Sanger)

Buckingham soovis olla keskmine pommitaja, kuid ei olnud selles rollis ega isegi mitte üheski rollis edukas. Mõnda neist kasutati kiire kullerlennukina.

Komplektiga (firmalt Sanger) on kaasas mõned valatud metallosad. Contraili vormid on nagu alati üsna toored ja vajavad nende korrastamiseks natuke tööd.

Westland Welkin

Welkin nagu ette nähtud kõrgmäestiku püüduriks. Ehitati ainult 77. Selle ehitamise ajaks ei olnud enam midagi pealt kuulata.

Komplekt on nii lihtne kui vaakum võib olla. Puuduvad metall- või süstimisosad ning pinna detail on olematu.

Supermarine Scititar

Scimitar oli aastatel 1958–1969 rindelennuk RN -i lennuk. Õnnetustes hävis veidi üle poole.

Komplekti on üsna lihtne ehitada, kui osad on puhastatud ja üles kirjutatud.

TSR2 ebaõnnestunud ajalugu on hästi teada. Tüübi näidet saab näha Cosfrodi lennukimuuseumis.

Komplekt oli ainuke seda tüüpi saadaval palju aastaid, nii et see võis pakkuda kõrgeid hindu. Seejärel tootis Airfix nende süstimiskomplekti mõistliku hinnaga. Tulemus, nagu sageli juhtub, on see, et ehitamata vaakumkomplektid kaotasid ootamatult oma väärtuse.

AVRO Lincoln

Lincoln oli viimane RAF kolvimootoriga raskepommitaja. Selle areng Lancasterist on selgelt näha.

Contraili komplekt pakub kõiki vajalikke suuri põhiosasid. Ülejäänud peab olema nullist ehitatud või varuosadelt varuosad võetud. Kuid peale Lancasteri ümberehitamise järelturu osade või nullist ehitamise abil pole muud valikut.

Vickers Valiant

Valiant oli esimene kolmest V-pommitajast. See läks kasutusest välja 1965.

Komplektil on üsna sügavad paneelijooned, mis takistavad selle välimust. Komplekt sisaldas veermiku sissepritseosasid. Contraili komplekti on tabanud sama saatus kui TSR2, kuna see võib nõuda kõrgeid hindu, kuni Airfix on tootnud tipptasemel süstimiskomplekti.

Latecoere 631

See on üks ihaldatumaid Contraili komplekte, kuid ole ettevaatlik - see on suur! Värviskeem oli mõeldud lennukile, kuid seda ei kasutatud kunagi.


Supermarine Stranraer startis - ajalugu

Kanada Vickers (Supermarine) Stranraer

Andmed kehtivad kuni 7. maini 2021.

(DND foto, PL-1176, Mike Kaehleri ​​kaudu)

Kanada Vickers Stranraer, RCAF (seerianumber 913), CV190, kodeeritud QN-B, nr 5 (pommitajate luure) eskadron, RCAF jaam Dartmouth, Nova Scotia, millalgi aastatel 1938–1941. Pange tähele QN-B koodi all olevaid ridu näitavad, et see on Kanada kodukaitseüksuse lennuk. See kannab pomme tiibade all. 913 lendas 1940. aasta keskel koos Briti Columbia RCAF -jaama Jericho Beachi nr 4 (BR) eskadroniga. Hiljem lendas 1941. – 1943. Aastaks nr 120 (BR) Squadron RCAF Station Coal Harbouris, Briti Columbias. perekonnaseisuakt CF-BYF, registreeritud 6. aprillil 1945 WC-sse Stiple Montrealis. Eksporditi 1945. aasta septembris Floridas Tampa linnas asuvasse Aero Transport Corporationi, sellest sai NR45327. Hiljem registreeriti Kariibi mere piirkonnas kui VP-JAK.

Kanada Vickers (Supermarine 304) Stranraer oli 1930. aastatel lendav paat, mis alustas tegevust 1937. aastal. Paljud olid teenistuses Teise maailmasõja puhkemisel, teostades allveelaevade ja konvoi saatjate patrulle. Lisaks Briti ehitatud lennukitele ehitas Kanada Vickersi ettevõte Montrealis, Quebecis, 40 Stranraerit RCAF-i litsentsi alusel. RCAF Stranraers teenis allveelaevade- ja rannikukaitsevõimetes nii Kanada Atlandi ookeani kui ka Vaikse ookeani rannikul ning jäi teenistusse kuni 1946. aasta. Pärast sõjaväeteenistusest lahkumist müüdi paljud Kanada võõrad maha piirkondlikele lennufirmadele ja nad teenindasid kommertsreisijaid. ja kaubavedu juba 1950. aastatel.

Kanada Vickers Stranraer (40), (seerianumbrid 907, 908, 909, 910, 911, 912, 913, 914, 915, 916, 918, 919, 920, 921, 922, 923, 927, 928, 929, 930, 931, 932, 933, 934, 935, 936, 937, 938, 947, 948, 949, 950, 951, 952, 953, 954, 955, 956 ja 957).

Stranraeriga lendasid RCAF -i kodusõja asutuse operatiiveskadrillid (HWE) järgmiste Kanadas asuvate üksuste poolt.

5. eskadron RCAF (38. november - 41. september)

Nr 117 eskadron RCAF (41. september - 41. oktoober)

Lääne õhukomando eskadron RCAF (39. juuli - 43. september)

6. eskadron RCAF (41. november - 43. mai)

Eskaader nr 7 RCAF (43. veebruar - 44. märts)

Nr 9 eskadron RCAF (41. detsember - 43. aprill)

Nr. 13 Operatiivkoolituse (OT) eskadron RCAF (41. oktoober - 42. november)

Nr 120 Squadron RCAF (41. november - 43. oktoober)

(RCAF -foto Mike Kaehleri ​​kaudu)

Kanada Vickers Stranraer, RCAF (seerianumber 937), nr 9 (pommitajate luure) eskadrill, jõuab dokki pärast patrulllendu Bella Bella's, läbisõit, mis kulgeb üles Kanada lääneranniku Campbelli saare ja Denny saare vahel, umbes dets. 1941-aprill 1943. Pange tähele kaks süvist laengut parempoolse tiiva all ja põud/mereankur, mis ripub keskmisel luugil vahetult sügavuslaengute taga. 937 lendas ka nr 117 (Bomber Reconnaissance) eskadroni, RCAF Station Sydney ja RCAF Station Dartmouth Nova Scotiaga, enne kui liitus nr 9 (BR) eskaadriga Bella Bellas, Briti Columbias ja hiljem Jericho Beachil, Briti Columbias augustist 1941 kuni Märts 1944. See võeti maha 8. märtsil 1944.

(Library and Archives Canada Photo, AYG-222)

Kanada Vickers Stranraer, RCAF (seerianumber 948), nr 6 (BR) malevkond, oma baasis Allifordi lahes, Briti Columbias. 948 lendas nr 6 (Bomber Reconnaissane) eskaader, RCAF jaamast Alliford Bay 1941–1943. See sai 28. aprillil 1942. Patricia lahes, Briti Columbias, C -kategooria kahjustusi. Võimsus katkes 29. novembril 1944, 5. jaanuaril 1945 läks see tsiviilregistrisse CF-BYB-na, registreeriti WC-sse Stiple Montrealis. Hiljem eksportiti see Aero Transport Corporationisse, Tampa, Florida, reg. Nr NR45326.

4. märts 1936. nr 6 (Torpeedopommitaja) malevkond sai loa Trentonis, Ontarios. See mobiliseeriti 10. septembril 1939. 31. oktoobril 1939 määrati see ümber nr 6 (Bomber Reconnaissance) eskadrilliks Jericho Beachil, Briti Columbias. Eskadron saadeti laiali Briti Columbia linnas Coal Harbouris 7. augustil 1945. Eskadron lendas Kanada Vickers Vedette'i, Blackburn Shark Mk. II ja II, Supermarine Stranraer, konsolideeritud Canso A, konsolideeritud Catalina Mk. IB ja Mk. IIIA ja Noorduyn Norseman.

(CFJIC, DND Photo PL-9596 Don Smithi kaudu)

Kanada Vickers Stranraer, RCAF (seerianumber 937), 9 (Bomber Reconnaissance) eskadrill, sissetungiv värv, näidatud siin patrulllennul, võib -olla Bella Bella kohal, läbikäik, mis kulgeb üles Kanada lääneranniku Campbelli saare ja Denny saare vahel, ca detsember 1941-aprill 1943. Püstol mehitab tagumise kuulipilduja positsiooni. 937 lendas lennukitega nr 117 (Bomber Reconnaissance), RCAF -i jaamad Sydney ja Dartmouth, Nova Scotia ning RCAF -i jaamad Bella Bella ja Jericho Beach, Briti Columbia, 14. augustist 1941 kuni 8. märtsini 1944.

(CFJIC, DND Photo PL-9595 Don Smithi kaudu)

Kanada Vickers Stranraer, RCAF (seerianumber 937), 9 (Bomber Rreconnaissance) eskadrill, patrulllennul, võib-olla Bella Bella kohal, läbisõit, mis kulgeb üles Kanada lääneranniku Campbelli saare ja Denny saare vahel, umbes detsember 1941-aprill 1943.

(RCAF -foto)

Kanada Vickers Stranraer, RCAF (seerianumber 937), 9 (pommitajate luure) eskadrill, patrulllennul, võib-olla Bella Bella kohal, läbisõit, mis kulgeb üles Kanada lääneranniku Campbelli saare ja Denny saare vahel, umbes detsember 1941-aprill 1943. Tulistajad mehitavad nii nina- kui ka tagumisi kuulipildujapositsioone. Stranraer kannab tavapärasel rannikupatrullil tiibade all sügavuslaenguid

(CFJIC, DND Photo PL 9594 Don Smithi kaudu)

Kanada Vickers Stranraer, RCAF (seerianumber 937), 9 (Bomber Reconnaissance) eskadron, RCAF jaam Bella Bella, Briti Columbia, umbes detsember 1941-aprill 1943.

(RCAF -foto)

Kanada Vickers Stranraer, RCAF (seerianumber 937), 9 (Bomber Reconnaissance) eskadrill, Briti Columbia, umbes detsember 1941-aprill 1943.

(CFJIC, DND Photo PL-9608 Don Smithi kaudu)

Kanada Vickers Stranraer, RCAF -i lennukimeeskond valmistab lõunat.

(CFJIC, DND Photo PL-9609 Don Smithi kaudu)

Kanada Vickers Stranraer, RCAF -i lennukimeeskond lõunatamas.

(Briti Columbia lennundusmuuseumi foto)

Kanada Vickers Stranraer (seerianumber 932), 1941. 932 võeti vastu 10. juulil 1941. See kukkus 2. novembril 1941 koolituslennul alla ja hävis tulekahjus. See sai tugevaks 7. veebruaril 1942.

(RCAF -foto Mike Kaehleri ​​kaudu)

Kanada Vickers Stranraer, RCAF, tangitakse öösel.

(Bill Larkinsi foto)

Kanada Vickers Stranraer, RCAF (seerianumber 952), San Francisco rannavalve lennujaamas, California, 23. november 1941.

(RCAF -foto)

Kanada Vickers Stranraer, RCAF (seerianumber 913), CV190, kodeeritud QN-B, nr 5 (pommitajate luure) eskadron, RCAF jaam Dartmouth, Nova Scotia, millalgi aastatel 1938-1941. allveelaevade vastastest patrullidest Dartmouthi ja Sydney, Nova Scotia ja Quebeci Gaspé lennul. Stranraer (seerianumber 913), koodiga QN-B, võeti vastu 8. septembril 1939 ja lendas oma esimese patrulliga 17. septembril 1939. Nr 5 (pommitajate luure) eskadron pidas seitset võõrast (seerianumbrid 907, 908, 909, 910, 911, 913 ja 914).

Stranraer kandis maksimaalselt 1000 naela pommikoormat ja paberil oli selle tühi kaugus 1080 miili. Tegelikel operatsioonidel vähendasid relvastus, varustus ja lennuki meeskonna mass oluliselt Stranraeri jõudlust 540 miilini, samas kui Kanada idaranniku ilmastikutingimused vähendasid oluliselt ka päevi, mil see 1934. aasta lendav paat õhku pääses. Nagu on märgitud allveelaevade vastase patrullimise juhistes, saatsid Stranraeri lendavad paadid kõiki lahkuvaid ja saabuvaid Halifaxi laevakonvoe, ohutu lennuajaga viis ja pool tundi, iga koidikust kuni hämaruseni. Stranraeri maksimaalne ohutu vastupidavus 1000 naela pommidega oli 6 tundi, reisikiirusel 90 mph.

(RCAF -foto)

Kanada Vickers Stranraer, RCAF (seerianumber 914), kodeeritud QN-O, nr 5 (pommitajate luure) eskaader, Ida lennuvägi, RCAF jaamast Dartmouth, Nova Scotia, aastatel 1938–1941. 914 läks seejärel nr 4 (Bomber Reconnaissance) eskadron Ucluelet's, Briti Columbia 1942. aastal. Kodanikuregistrisse CF-BYH, registreeritud WC-sse Stiple of Montreal 17. juulil 1945. Eksporditi septembris 1945 Tampa Florida Aero Transport Corporationi, sai NR45389, seejärel VP-JAJ.

Seda Stranraeri lendavat paati lendas RCAF -i jaamast Dartmouthist nr 5 (GR) malevkond (kooditähed QN) novembrist 1938 kuni septembrini 1941. Kuningas George VI ja kuninganna Elizabethi visiidi ajal Kanadasse maist juunini 1939 nr. 5 eskaadrit Stranraers RCAF jaamast Dartmouth saatis ookeanilaeva Suurbritannia keisrinna lahkudes Halifaxi sadamast koos kuninga ja kuningannaga pardal. Teise maailmasõja esimene operatsioonimissioon lendas Dartmouthist 10. septembril 1939, kui Stranraer (seerianumber 908) sai ülesandeks viia läbi vaenlase laevaotsing Halifaxi lähenemiste juurest. Järgnevatel kuudel tõusid eskadron Stranraers tavaliselt Dartmouthist startima kell 5.30, pakkusid allveelaevade vastast kaitset Halifaxist väljuvale konvoile ja maandusid keskpäeval Sable'i saarel vee peal tankimiseks. Hilja pärastlõunaks tõusis Stranraer Sable'i saarelt, liitus uuesti konvoiga või viis läbi sõltumatuid allveelaevade vastaseid operatsioone, maandudes lõpuks kesköö paiku RCAF jaamas Dartmouth.

(RCAF -foto)

Kanada Vickers Stranraer, RCAF (seerianumber 914), kodeeritud QN-O, nr 5 (pommitajate luure) eskaader, Ida lennuvägi, mis tegutseb RCAF jaamast Dartmouth, Nova Scotia.

(CFJIC, DND Photo PL-105 Don Smithi kaudu)

Kanada Vickers Stranraer, RCAF (seerianumber 914), kodeeritud QN-O, nr 5 (GR) malevkond, Ida-lennuvägi, RCAF-i jaam Dartmouth, Nova Scotia.

(Library and Archives Canada Photo, MIKAN nr 3584227)

Kanada Vickers Stranraer, RCAF, aprill 1949.

(Library and Archives Canada Photo, MIKAN nr 3203454)

Kanada Vickers Stranraer, RCAF (seerianumber 912), näidatud siin Ottawa jõe ääres 13. juulil 1939. Hiljem asus see 16. juulil 1939 RCAF jaama Jericho Beach, Briti Columbia koosseisus nr 4 (Bomber Reconnaisance). 912 oli selle üksuse esimene võõras. Hiljem lendas see koos nr 120 (Bomber Reconnaissance) Squadorniga Briti Columbia linnas Coal Harbouris 1942. aastal.

(Vancouveri linna arhiivifoto, AM336-S3-2-: CVA 677-380)

Kanada Vickers Stranraer, RCAF (seerianumber 912), RCAF jaam Jericho Beach, Briti Columbia.

(Library and Archives Canada Photo, MIKAN nr 3581388)

Kanada Vickers Stranraer, RCAF (seerianumber 912), RCAF jaam Jericho Beach, Briti Columbia, 13. juuli 1939.

(Library and Archives Canada Photo, MIKAN nr 3584228)

Kanada Vickers Stranraer, RCAF (seerianumber 954), koodiga BD-H, lennul, 7. aprill 1949. Selle lennukiga lendas 1946. aasta septembrist kuni veebruarini 1944 eskadrill nr 166.

(Comoxi õhuväe muuseumi foto WO CD Cunninghami kaudu)

Kanada Vickers Stranraer, RCAF (seerianumber 935), kodeeritud XE-C, nr 6 (Bomber Reconnaissance) Squadron, RCAF Station Alliford Bay, Briti Columbia, 1941. aastal. XE-C ühikukood on allajoonitud, mis näitab kodu baseeruv eskadron. Traagiliselt, 14. veebruaril 1943 kukkus see Stranraer treeninglennul alla Skidegate kanalil Maude ja Lina saarte vahel. P/O DS MacLennan, P/O LG Thompson, P/O FW McConkey, raamatupidaja CT Fields, Sgt JO Gilmou r ja Cpl JP Spraling tapeti. Õnnetuspaika uurima saadetud malevkonna liikmed leidsid kogu piirkonnas hõljuvat palju prahti ja hulga surnud kalu. Tõendite põhjal jõudsid uurijad järeldusele, et lennuki neli sügavuslaengut olid löögi tõttu plahvatanud.

(Library and Archives Canada Photo, MIKAN nr 3553994)

Kanada Vickers Stranraers ehitamisel, Kanada Vickersi tehas.

(Library and Archives Canada Photo, MIKAN nr 3651067)

Kanada Vickers Stranraer, RCAF (seerianumber 907), nr 5 (GR) malevkond, Ida väejuhatus. Lennuleitnant Leonard Birchall, kes lendas Stranraeriga (seerianumber 907) ja tema meeskond, kes vastutasid Itaalia kaubalaeva vallutamise eest. Kapo Nola , in the Gulf of Saint Lawrence , hours after Canada declared war on Italy on 10 June 1940. Flight Officer Birchall had been tasked with locating any Italian vessels still in Canadian waters as war became imminent. On 10 June, he located the Capo Nola , which had recently departed from Quebec. Birchall had been informed of the declaration of war by radio and so made a low pass over the freighter, as if making an attack. This panicked the captain into running his vessel aground against a sandbank. Birchall then touched down nearby and waited until Royal Canadian Navy vessels reached the scene. The Capo Nola's crew were the first Italian prisoners taken by the Allies during the war.

At 16:34 Hrs, 10 September 1939, No. 5 (GR) Squadron was officially at War, and three Stranraer flying boats (Serial Nos. 907, 908 and 909), were in the air on patrol.

(CFJIC, DND Photo via Don Smith)

Canadian Vickers Stranraer formation, RCAF (Serial No.), coded FY-A, (Serial No. 903), coded FY-D and (Serial No. 915), coded FY-B, No. 4 (Bomber Reconnaissance), Squadron, Tofino, British Columbia.

(British Columbia Aviation Museum Photo)

Canadian Vickers Stranraer, RCAF (Serial No. 921), No. 13 Operational Training (OT) Squadron, Patricia Bay, British Columba, ca 1942. With No. 5 (Bomber Reconnaissance) Squadron, Eastern Air Command, in 1941. With No. 13 (OT) Squadron, RCAF Station Patricia Bay , BC, 1941 to 1942. To civil register as CF-BYD, registered to W.C. Stiple of Montreal on 13 February 1945. Exported to Aero Transport Corporation of Tampa Florida in June 1945, became NX45325.

(RCAF Photo via Joel Rushworth)

Canadian Vickers Stranraer, RCAF (Serial No. 910), No. 4 (Bomber Reconaissance) Squadron, after a forced landing, Coal Harbour, British Columba, 1942. 910 was flown directly to No. 5 (BR) Squadron, RCAF Station Dartmouth, Nova Scotia, early in 1939. It was t aken on strength at Dartmouth , on 30 May 1939. it later served with No. 4 (Bomber Reconnaissance) Squadron at RCAF Stations Jericho Beach and Ucluelet , British Columbia , from 1939 to c.1942. It returned to No. 5 (BR) Squadron in 1942. To civil register postwar as CF-BYE, registered on 17 July 1945 to W.C. Stiple of Montreal . Exported to Aero Transport Corporation of Tampa , Florida in September 1945, became NR43590. Later became VP-JAH.

On 7 Feb 1943, a ferry trip in 910 was flightplanned out from Coal Harbour to Ucluelet to enable the aircraft to undergo a major inspection. The pilot, Flying Officer Buchanan and his five other crew members, were to do a coast crawl from Coal Harbour to Ucluelet Gouges. Stranraer 910 had to make a forced landing due to bad weather on 8 Feb 1943 and landed in Malksome Inlet at 09:10 hours. While taxxing in unfamiliar waters, the hull slightly scraped an uncharted rock causing Category C4 damage. The crew spent the night in the aircraft. This photo may have been taken after 910 returned to RCAF Station Ucluelet the following day.. (Chris Charland)

(RCAF Photo)

Canadian Vickers Stranraer Air Gunner L.A.C. Jacques Louis of St. Marie de Beauce, Quebec, manning his Browning Machine Gun in the nose turret position, on Canada's West Coast, 18 July 1942.

RCAF patrol areas on Canada's West coast during the Second World War.

Stranraers were flown out of several air stations set up on the west coast of Vancouver Island and further up the coast of British Columbia and the Queen Charlotte Islands (now known as the Haida Gwaii Islands). The Stranraers were flown on the west coast of Canada furthe r into the Second World War than the squadrons east coast which switched over to the Catalinas and Cansos because of the higher threat from the German Navy than was being experienced on the west coast from Japan. The map attached shows the more northern portion of their stations and patrol areas with the northern tip of Vancouver Island just visible at the bottom of the map. (Victor Penner)

(Michael Gaylard Photo)

Canadian Vickers Stranraer, RCAF (Serial No. 92 0), Reg. No. CF-BXO, survives in the collection of the RAF Museum, Hendon, London in the UK . 920 was built in 1940, one of the 40 built by Canadian Vickers. It was initially flown by No. 5 (Bomber Reconnaissance) Squadron, Eastern Air Command, on anti-submarine patrols, as a training aircraft and carrying passengers. It was flown later by N o. 7 (Bomber Reconnaissance) Squadron, RCAF Station Prince Rupert, British Columbia, 1941. 920 was later flown by No. 9 (Bomber Reconnaissance) Squadron, RCAF Station Bella Bella , British Columbia from 1941 to 1944. 920 suffered Category B damage while with this unit, on 16 September 1943. To civil register as CF-BXO, to Labrador Mining and Exploration Company of Montreal on 24 May 1944. To Queen Charlotte Airlines on 28 May 1947, flying from Vancouver along the Pacific coast of British Columbia. 920 was c onverted to Super Stranraer March 1950, with American Wright GR-1820-G202A engines. Damaged at Sullivan Bay, British C on 23 February 1952, stored. To W.K. Slye on 15 December 958, then to Stranraer Aerial Enterprises of Vancouver oolumbia on 28 June 1962. Purchased by the RAF Museum in 1970, and transported from Abbotsford , BC to the UK inside an RAF Belfast. Now in RAF Museum , Hendon , UK , marked as RCAF 920, but still in Super Stranraer configuration.

(Clemens Vasters Photo)

Canadian Vickers Stranraer, RCAF (Serial No. 92 0), RAF Museum, Hendon, London in the UK .

(Doug Gent Photo)

Canadian Vickers Stranraer, Queen Charlotte Airlines, ca 1952-1955.

Parts of a second Stranraer, RCAF (Serial No. 915), Reg. NO. CF-BYJ, are owned by the Shearwater Aviation Museum, CFB Shearwater, near Halifax, Nova Scotia. This aircraft also operated with Queen Charlotte Airlines until it crashed on Christmas Eve 1949 at Belize Inlet, British Columbia. Most of the aircraft was recovered in the 1980s, with the exception of the forward fuselage and cockpit.

Queen Charlotte Airlines owned five Stranraers

CF-BXO, known as “Alaska Queen”, Supermarine Stranraer (Serial No. 920). Built by Canadian Vickers at its St. Hubert, Montreal, Quebec Plant, using British equipment, and fitted with 810 hp Bristol Pegasus X engines. Sold to PWA and now in the RAF museum, last known survivor of this plane.

CF-BYI, known as “Haida Queen”, Supermarine Stranraer (Serial No. 907).

CF-BYL, known as “Skeena Queen”, Supermarine Stranraer (Serial No. 909).

CF-BYJ, Supermarine Stranraer (Serial No. 915 1947.

CF-BYM, Supermarine Stranraer (Serial No. 949), last Stranraer in service with RCAF until 20 Jan 1946, sold to PWA. Crashed 1 Oct 1957, into trees and burned taking off from Sovereign Lake, BC killing 4 occupants, plane written off.


Supermarine Stranraer taking off - History

The interview referred to by Hal (above) was probably the one on the old Bob Fortune show on the CBC.. He interviewed several pilots who had flown the Strannies, and they had fascinating tales of their incredible flying accumen. One was that you could come in 50 ft above the water, cut the engines, and make a complete 180 deg. turn and land.
Another was about a Strannie flying from Dartmouth over the Atlantic having engine trouble and having to set down on a very rough sea. The first thing the crew did was get out and kick the fabric off the lower wing to make sure it did not get caught by a wave and turn turtle. Then they put out a distress call which resulted in a Catalina being sent to their rescue. After the Strannie crew had rescued the crew from the Catalina, which promptly sank, they managed to fire up the Strannie engines again, and then taxied all the way back to Dartmouth, where the lower wing had to be re-fabriced before it went back in service.

In 1955 I flew in one of these planes on my way to Beaver cove for a job as boomman. I believe shortly after my flight it crashed. It was called the Tahsis Queen. If you have any information about this crash or the date when it occurred I would realy appreciate it.


Supermarine Stranraer taking off - History

A further 40 Supermarine Stranraer biplanes were built, under licence, by the Canadian Vickers company for the Royal Canadian Air Force.

The Supermarine Stranraer Biplane Operational History
Between 1937 and 1941, the Royal Air Force used 17 of these biplanes to carry out coastal reconnaissance. With an insignificant performance and general dislike by both ground and flight crews, it gained many nicknames including: whistling birdcage, flying Meccano set, strainer and whistling shithouse.

The Royal Canadian Air Force biplanes were in service with them between 1938 and 1944, and used for anti submarine coastal patrols.

The Supermarine Stranraer Biplane Later Years
Several of these biplanes were sold to civilian airlines after World War II. Eight went to Aero Transport Ltd. of Tampa, Florida, and thirteen to Queen Charlotte Airlines of British Columbia, where they remained in use until 1957.

There is only one intact example in existence today. It was one of the Canadian Vickers built Stranraers that was used by the Royal Canadian Air Force before being operated by Canadian Pacific Airlines and finally Queen Charlotte Airlines. It is currently on display in the Royal Air Force Museum, London.

Various scale models, model kits and plans of this aircraft have been available in the market place.

Supermarine Stranraer Biplane Specifications:

Supermarine Stranraer Crew: 6 to 7
Supermarine Stranraer Length: 54ft 9in (16.7m)
Supermarine Stranraer Wingspan: 85ft 0in (25.9m)
Supermarine Stranraer Height: 21ft 9in (6.6m)
Supermarine Stranraer Wing area: 1,457ft (135.4m )
Supermarine Stranraer Empty weight: 11,250lb (5,100kg)
Supermarine Stranraer Loaded weight: 19,000lb (8,620kg)
Supermarine Stranraer Engine: Twin Bristol Pegasus X radial engines, 920 hp (685 kW) each
Supermarine Stranraer Maximum speed: 165mph (265 km/h)
Supermarine Stranraer Range: 1000 mi (1,610 km)
Supermarine Stranraer Service Ceiling: 18,500ft (5,640m)


Supermarine RFC

Swindon and its neighbouring villages were the hub of a hastily-assembled aircraft industry spread over a number of sites which appeared as if by magic during the Second World War, before disappearing - although not quite as quickly - to leave only a few signposts to a remarkable period in the town's history.

Preparing for war

Aircraft manufacture in the area was first mooted in 1936 when the Air Ministry, with one eye on Germany's re-armament, started to make plans for 'shadow' sites which would provide back-up to the country's leading aircraft factories should they be attacked - and even substitute for them, if they were put out of action.

By 1938, with war seemingly inevitable, South Marston was chosen as a shadow site because of its good communication links, but mostly because it was so close to the large skilled workforce of Swindon's huge GWR factory. With the first planes to be built at South Marston due to be made from wood, the skills of craftsmen from the carriage and wagon shops were to prove vital.

South Marston was to shadow the Phillips and Powis Aircraft Ltd factory at Woodley, near Reading, and by 1940 some of the production of a training plane called the Miles Master was transferred to the new South Marston site.

The South Marston factory was ready by the summer of 1940 - just as the RAF was about to fight and win the Battle of Britain.

First production starts

By the following spring, the first South Marston Master had rolled off the production line and a year later the factory was turning out nearly 80 a month. In all, over a thousand Masters would be produced at South Marston and many Spitfire and Hurricane pilots learned their trade in a Master.

Some Masters could almost match the speed of early Spitfires and Hurricanes and were the first high-powered monoplane trainers with similar handling characteristics to the new fighters.

Stirling bomber

In August 1940, the Short Brothers Ltd factory at Rochester was bombed and put out of action, and when the Belfast factory was also attacked, the Ministry of Aircraft Production (MAP) switched much of the Short Stirling manufacturing to the Swindon area.

Fuselages were built at Blunsdon and fitted out at Sevenhampton, while parts (including wings) were also manufactured in No. 24 Shop in Swindon Railway Works and at a garage in the town centre (later to become Skurray's).

These parts were all taken to South Marston (which also produced some of the wings) for assembly in a new purpose-built factory called FS2.

Take-off and landing facilities were also needed for the four-engined Stirling so two 1,000-yard concrete runways were constructed close to the FS2 site.

These were painted with woodchips dipped in camouflage paint while sections of hedges were also put together to be spread across the runway when not in use to complete the deception.

The first Stirling took off for delivery to the RAF at the beginning of 1942 and soon the factory was completing 16 a month but, between the autumn of 1942 and the spring of 1943, production of both the Master and the Stirling was wound down with the intention of producing Lancaster bombers instead - these plans were then shelved as the factory prepared to play host to the world's most celebrated military aircraft.

The Spitfire story

Demand for the new generation of Spitfires - the Mark 21 - became so great that South Marston turned all its production facilities over to these most famous of fighters and became the shadow factory of the famous Castle Bromwich site in the Midlands and the original Supermarine factory in Southampton (which was extensively damaged by bombing in 1940) where RJ Mitchell designed and tested the original plane.

Much of the workforce received hasty retraining in metalwork as a result and, at first, the factory only carried out modifications on older Spitfires before the first South Marston-built Mark 21 was delivered to the RAF just before Christmas 1943.

South Marston's role in the Spitfire story, however, was short-lived. The new Spitfire was a high altitude fighter and - especially with D-Day on the horizon in the summer of 1944 - the situation had moved on.

In the end only 121 Mark 21s were built at South Marston, although another 50 modified Spitfires bound for naval action (which the Royal Navy called Seafires) were also made there.

Production of later versions of the Spitfire continued after the war before South Marston's last Spitfire (actually a Seafire) was completed in January 1949.

Spitfires also continued to fly out of South Marston after repairs and modifications, with most of these ending up in foreign air forces.

By the 1950s the South Marston factory was part of the Vickers-Armstrongs (Aircraft) Ltd, Supermarine Division.

Still the spirit of the Spitfire was proving persistent as production turned to the Attacker, a jet version of the Spiteful, which in turn had evolved from the Spitfire.

The Attacker was the Royal Navy's first jet fighter designed for launching from aircraft carriers, in all, 182 attackers were built at South Marston between 1950 and 1953.

Next off the production line in Swindon was the Supermarine Swift, an RAF fighter that had evolved from the Attacker.

This aircraft was destined for the record books when a South Marston-built Swift F.4 (WK198) set the world speed record at 736mph (32mph short of being the first supersonic aircraft), over Libya, on September 25th, 1953 - a record it held for just eight days.

In all, 197 Swifts were manufactured - all of them at South Marston.

The factory also produced Scimitar jets for the Royal Navy, and it was to be a Scimitar that would be the final complete aircraft built on the site, in January 1961.

Throughout the 1970s and 1980s, South Marston produced components for a wide range of other Vickers products - and major projects such as Concorde.

In the mid-1980s, Honda bought part of the site, adapted the runways to become a test track and made way for its 1.5million sq ft car plant by demolishing the original factory.

For many years ‘Vickers’ supported a thriving Sports & Social Club with the clubhouse positioned in the Industrial Estate (Stirling Road) and sporting facilities (for rugby, football, cricket, tennis, archery, bowls and others) dotted around the estate but as Vickers reduced their activity so the link with the Sports & Social Club diminished and the club became independent in the early 1980’s.

As Vickers moved away a new site was purchased just up the road from the old Clubhouse and the Sports & Social Club moved to its current site in the late 1980s.

Sadly the Cricket and Tennis clubs folded in the years that followed but Bowls and Football still thrive as independent clubs on the site whilst the Clubhouse and much of the land is now home to Supermarine Sports Club which is made up of Supermarine Rugby Club and Supermarine Bowmen.

The Rugby Club

Founded in 1958 as a Vickers Armstrong factory side primarily through the efforts of one determined employee Norbert (Bob) Little. Bob was the driving force and sole reason the club got off the ground despite initial resistance from the Vickers Armstrong management.

All of the initial fixtures had to be played away, as they would not grant us anywhere to play, and certainly nowhere near the clubhouse, which housed all the other sports with pitches attached. Eventually having been badgered by Bob every week, they finally allowed pitches to be established on the airfield, about ½ mile along the Highworth Road. Even then things were not straight forward as management were concerned the posts would attract birds, so they had to be taken down after every game.

In 1966 Vickers dropped the Armstrong and became Vickers (Swindon) Ltd. It was decided the rugby club would omit the Swindon part as it could have aligned us to another club in the town.

1980 started a total shift in the fate of the club, Vickers Properties sold the airfield to Honda UK, and started negotiations to sell the factory site.

As Vickers were no longer going to have a presence in the town, instructions were that we would need to have a name change and Supermarine was born after the Vickers Supermarine Spitfire which was produced during WW2 at the Highworth Road Factory.

1982 saw the start of the mini and junior section. From humble beginnings of around a dozen kids and a few enterprising dads, it now boasts 300 plus kids, from six years old and upwards, and an army of qualified coaches. Two of the original minis Stuart Cock and Rob Thorley are still involved as coaches in the section with children of their own now playing.

1985 Honda started production on the site and we became nomadic as far as pitches were concerned. For 2 years we played on a patch of land outside the Honda perimeter fence, affectionately known as “the rockery”. One other drawback was if the ball went over the fence we had to wait for the security patrol to come along and retrieve it.

1988 and a new home, where we are today. As with the rest of our chequered past it was not straight forward. During construction of the clubhouse many of the the drainage channels on the pitch area were broken by heavy machinery and the top soil was replaced with clay, which meant the pitches flooded at the slightest hint of rain. With heavy rain there was a serious risk of drowning. It was a far cry from the manicured surfaces we enjoy today.

In 1990 a group of hockey players put an article in the local paper looking to try rugby. We thought it a great idea and invited them to come and join us and the Ladies section was born. The main protagonists were 3 sisters, the Jellymans. One got more than she bargained for when she married the club captain, a certain Mr Steve Bartlett. Ladies rugby has come a long way since its formative years, producing two international capped players and now flying the club flag in the Championship (one league down from Premiership level).

The Rugby Club continues to flourish both on and off the pitch and we are well known as a family friendly club who play with passion and sportsmanship at every level.

The Archery Club

Vickers Supermarine Bowmen had their beginnings at Hursley Park (near Winchester) where Vickers Supermarine had their main design centre. When the design centre was moved to South Marston in 1958 some of the original members of the archery club at Hursley Park decided to re-form the club at South Marston. Initial shooting took place at lunchtimes with the first evening session taking place on 31 st July 1958. The club quickly became established and hosted the West of England field championship (at Stanton Fitzwarren) in 1960. The Marston Arrow tournament began the following year with a trophy manufactured in the apprentice training school.

By 1963 members were participating in open tournaments including the Dorset & Wiltshire County Championship and one Mr Pete Heads (champion of Middlesex in 1961) joined the club and subsequently became Dorset & Wiltshire County Champion in 1965 – Pete remains an active member today.

The Bowmen were granted permission to build their own pavilion on the sports field and over a period of two years a small band of volunteers worked to put this together with work being completed in 1969. At this time shooting alternated between the cricket field and football pitch depending on what games were being played. A recruitment drive was also initiated around this time with beginners equipment purchased and training provided by the established members during the summer months.

By 1971 membership and playing standards had improved markedly with three members selected for the Dorset & Wiltshire County Team. Indoor facilitites were found at Park North Junior School and increased storage facilities added to the back of the pavilion.

In 1973 the club entered the British Archer Indoor League with some notable successes being achieved, including by Nigel Baker at just 10 years of age and in 1974 the club won its first team trophy (at the Bradley Vale Open tournament) with members also taking part in the National Indoor Tournament at Cosford.

By 1975 medals were being won at various tournaments and Sue Wright became the clubs first Master Bowman whilst Sue and her husband Dave both shot for Dorset & Wiltshire. Sue also won the Indoor Dorset & Wilts Ladies County Championship (breaking the national record on the way) whilst Dave came second in the mens and Nigel Baker second in the juniors.

In 1977 Nigel went on to win the Bath gents trophy at the age of just 16 and subsequently because Junior Champion DWAA in 1978 and equalled the national record in winning both the County and Open awards at the County Indoor Championship in 1979.

In 1982 the bowmen started holding indoor shooting sessions in the function hall and this continues during the winter months to this day.

1985 saw the plans for the current Sports Club site being presented and also saw the amalgamation of Supermarine Bowmen with Wyvern Bowmen bringing stalwart Joan Griffiths to the club. The Marston Arrow was held at the new site for the first time in 1987 and the Archery Club were designated an exclusive area for their outdoor range but it was 1988 before the Archery Club pavilion was re-erected at the new site. The distance from the Clubhouse meant there was no electrical supply to the pavilion – something that was finally resolved when supply was established to a new pavilion during 2017.


Supermarine Stranraer taking off - History

Supermarine 304 Stranraer


The Stranraer was designed by J.R. Mitchell as a tender to Air Ministry R.24/31 Specification for a coastal reconnaissance flying boat for the RAF. It was turned down but Supermarine proceeded with the type as a private venture first known as the Southampton V. After all a contract was placed in 1933 for a prototype powered by two 820 hp Bristol Pegasus IIIM and the type became known as the Stranraer.

The Stranraers hull and structure were of metal with the wings and empennage covered with fabric in some places stainless steel was used. The six-crew consisted of a pilot, a navigator, a radio operator and gunners who had sleeping quarters and cooking facilities at their disposal. It had guns in nose, dorsal and tail positions, under the lower wing an 1,000 lb (454 kg) load of bombs or fuel could be carried.

The first flight was made on July 27, 1934 by Mutt Summers, following the initial flight-test programme the Stranraer (K3973) was delivered to the RAF on October 24. On August 29, 1935 an initial order was placed for 17 aircraft (K7287 to K7303) to the production specification 17/35. The production version was fitted with the 920 hp Pegasus X and the first flew in December 1936, entering service operations on April 16, 1937 the last Stranraer was delivered April 3, 1939. An additional order for six aircraft (K9676 to K9681) was placed in May 1936, but subsequently cancelled the type served until October 30, 1942.

Canada selected the Stranraer for service with the RCAF and Canadian Vickers received an order for three aircraft in November 1936. The first Canadian built Stranraer (RCAF 907) flew for the first time on October 21, 1938 piloted by Herbert Hollick-Kenyon. The order was increased to 40 but material shortage due to the war slowed production and it was not until December 1941 before the last aircraft was delivered.

The Stranraer served well but lacked the later required longer range, so they were assigned to secondary roles from 1943, being supplanted by the Catalina and Canso the final aircraft was withdrawn from the RCAF on January 20, 1946. The Canadian Stranraers were identical to the British version, only landing lights were fitted to the lower port wing. The first 17 aircraft had the Pegasus X engines, the latter 23 were fitted with the 1,010 hp Pegasus XXII engines.

Twenty Stranraers were sold to Siple Aviation Ltd. and of these thirteen came on the Canadian civil register. Two Stranraers CF-BXO and BYX (ex-RCAF 920 and 915) were fitted with 1,000 hp Wright GR-1820-G202GA Cyclone engines increasing performance and maximum T/O-weight. These were know as Super Stranraers, one of them (CF-BXO) is restored in RCAF colours and can be seen in the RAF Museum in London, UK.


304 Stranraer :
Super Stranraer :


production version
re-engined civil aircraft


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Vaata videot: Worlds Air Speed Record 1928