Geoffrey Sinclair

https://www.lancasterbombers.net/form-78-aircraft-movement-cards/form-78-movement-cards/halifax-10/ JN901 taken on charge 31 July 1943, a Mark Ia (new type radiators), Merlin XX engines, should have had the square vertical tails and 4 gun mid upper turret. W.R. Chorley does not give the aircraft letter, only the 51 squadron code MH, reporting C flight started using LK in October 1943. As of end September 1943 all the RAF Halifax squadrons in Bomber Command were 3 flight, 30 aircraft, while all the RCAF and RAAF squadrons were 2 flight, 20 aircraft.

I am basically paint blind, I expect fly outs were painted after arrival. The apparent break on X7888 looks much lower on the fuselage than "867".

Let me see if I have this correct. As of mid 1940 both Spitfires and Hurricanes had survivors of earlier production with Merlin II fixed pitch to Merlin III DH 2 pitch propellers. The Merlin II should require an engine change but any of them could be converted to constant speed propellers, 900 Hurricanes from Hawker, 101 from Gloster and around 839 Spitfires. The Hurricane I, Merlin II with Watts propeller for the first 363 to L1908, in April 1939, then Merlin III but another 71 built to L1979 before 2 pitch propellers were fitted in June. In late February 1940 Gloster from P2682 and Hawker from P3265 changed over to Rotol. Except for a time Hurricanes sent overseas had the DH 2 pitch propeller, in 1941 came the use of DH propellers in Sea Hurricanes. Hawker seems to be ahead of Supermarine with engine and propeller upgrades and had less need for a crash conversion program in mid 1940. What serials and dates are known for the Hurricanes in question? Spitfire I, Merlin II for the first 174 or 194, K9960 or K9979. Changing over to Merlin III in May or June 1939. In June/July 1940 a crash program of conversion from DH 2 pitch to constant speed propellers for those in service and a similar change over for new production but maybe for a time only most new production having the constant speed unit. Meantime the mark II production started in June and was fitted with a Rotol constant speed propeller. Despite a modification order dating to February 1939 to fit Rotol propellers the Spitfire stayed DH 2 pitch until mid 1940. The first official Spitfire mark I built in July 1940 was R6836. While R6761, R6770, R6776, R6819, R6833, R6882, R6888 to 91, R6897, R6904, R6807, R6911, R6912, R6917, R6919, R6923, R6924, R6958, R6960 marked "fitment of 20mm cannon" June and July 1940, they should have plenty of photographs. First obvious question, were there any visible external changes when a DH 2 pitch was converted to constant speed? We have the 22 N serials marked as Rotol propellers around November 1939 and another 10 reported in July 1940 between R6977 and R7021. Earlier K9853 to K9839 are marked wood airscrew while K9860, 61, 62 and 64 are "V.P." in February 1939. Add K9877 in March, while K9888 to K9891 "wood". On the other hand in April K9944 and K9948 are marked "replace 2 a/c with wooden airscrews" for 66 squadron, in May K9987 and K9988 similar for 41 Squadron, in June/July L1029 to L1032, 2 for 19? and 2 for 41 squadrons. Switching to Spitfire by Morgan and Shacklady, early mark I propellers first 50 Weybridge 2 blade 10 ft 8 in, smaller number with DH bracket 3 blade 2 pitch type 5/20 metal 10ft 9 in. Late mark I DH 3 blade 2 pitch type 5/20 (some Merlin II type 5/21) or type 5/29 Constant Speed or type 5/30, small number with Rotol 3 blade 2 pitch Jablo. So they are saying 3 blade 2 pitch on Merlin II and Rotol had 2 pitch propellers as well as constant speed. Spitfire K9791 Mark II propeller trials, 1) Rotol with Scharz blades, 10ft 6in, 170mm bearings. 2) Fixed pitch wood type 3001700. 3) Rotol with Scharz blades, 10ft 6in, 150mm bearings. 4) Rotol magnesium blades RA 611, 10ft 6in, 150mm bearings. 5) (4) with pointed spinner. 6) Rotol with Scharz (Schwarz?) blades, 10ft 2in, 170mm bearings. 7) Rotol magnesium blades RA 621, 10ft 6in, 150mm bearings. 8)) (7) with pointed spinner. 9) DH 2 pitch 10ft 9in 114mm bearings x 126mm "Standard for Merlin II". 10) Rotol Supermarine Jablo blades 10ft 4in 150mm bearings. 11) Rotol magnesium blades RA 630, 10ft 6in, 150mm bearings. 12) Rotol magnesium blades RA 640, 10ft 6in, 150mm bearings. 13) Rotol Supermarine Jablo blades faired roots 10ft 3in. Propellers reported fitted to production types, Rotol 3 blade constant speed 10 ft 3 in, RX5/1 magnesium, RX5/3 3-b Jablo, RX5/14 3-b Jablo (plus RX5/24 if fitted with Merlin 45). Also DH 3-b bracket type 5/39A Dural.

Australian Archives A9186 102, page 200, says the strike was on 3 November 1943, 12 aircraft each carrying 2x250 pound bombs, A29-185 lost. Page 217 take off times between 0624 and 0630, landing between 0944 and 0950 except the loss and McKenzie King at 1040 A29- 196 S/L Brown 179 F/S Jago 189 F/S West 187 F/S Quinn 193 F/S McKenzie King 185 Sgt McDonald 184 P/O Gunn 194 F/O McTaggart 182 F/O Hackett 186 Sgt Rose 190 F/S Noidart 168 P/O Scott 77 Squadron was the RAAF P-40K unit, almost all of the 35 P-40K-10 (arrived January 1943) and 5 P-40K-15 (arrived February/March 1943) served with the squadron from February 1943 to the arrival of P-40N in late February 1944, changing over in March.

The middle 35 should have been 33, as in 85, 35, 33, 35, 45, 45, 14

Some dates that might help, from Bristol Beaufighter by John F Hamlin X7688 mark I, 19 MU 19 Oct 41, 153 Sqn 11 Feb 42, To Wittering 24 March 1943 as 3858M, Registered as G-DINT 16 June 1991 for restoration, exported to Historic Aircraft Restoration Society, Australia in late 2012 X7888 mark VI, 19 MU 2 Jan 42, 600 sqn 26 Jan 42, 125 sqn 19 Sep 42, CAT B 27 Feb 43, Lancashire Aircraft Corp 24 Mar 43, 19 MU 13 Nov 43, 2 OAPU 2 Dec 43, 301 FTU 20 Dec 43, sent overseas by 1 OADU 3 Feb 44, arrived ACSEA 13 Feb 44, no record of service, SOC 30.10.44. 89 Sqn used Beaufighter VI August 1942 to June 1945, changing over to Mosquitoes from February 1945.

At least some of this has been posted before. Spitfire Biography AVIA 46/119 16 June 1940 Letter from Fighter Command saying that Spitfires with Rotol constant speed airscrews have the following advantages - Better take off, climb, ceiling manoeuvrability, diving speed and endurance The Rotol Spitfire is superior to any enemy aircraft yet encountered from Hornchurch It is requested that constant speed airscrews shall be fitted to production aircraft as a matter of urgency 17 June 1940 Spitfire I modified to take De Havilland Constant Speed Unit is equal in performance to Rotol Constant Speed Airscrew and superior to De Havilland 2 pitch. The conversion from 2 pitch to constant speed takes approximately 20 man hours. Requests for immediate retrospective conversion of all 2 pitch airscrews in Spitfires. 22 June 1940 R.D.T.3 reports to D. of O. that Spitfire Is are being converted from De Havilland 2 pitch to De Havilland Constant Speed airscrews by De Havilland's working party on a very urgent priority. A number have already been converted. 1 July 1940 R.T.O at Supermarine informed of fitting to production Spitfire I's of constant speed units. The change of policy was made in a somewhat irregular manner for the R.T.O had first received this information through the R.T.O. at De Havilland's. Official confirmation has only been given recently. Hurricane Timeline in AVIA 46/114. A "Biography" meant to inform the official history, containing: History time line (partly) written by Hawkers? History 2 identical to History time line until 1940. (parts of) Air Ministry Registered File No. B.999911/39. Hurricane Flight and Ground Trials. (parts of) Air Ministry Registered File No. 522511/36. Single Seater Fighter to Specification F.36/34. Flight and Ground Trials. The field is the order in which I entered the data, second field what sub document, third field is date, fourth field is note. As expected there is repetition. 1 / History / 1930 / Requirements for Bulldog replacement. Specification delayed for 6 months - November 30 to May 31 - in order to include 4 guns instead of 2, heated cockpit, etc. 2 / History / 1-Oct-31 / Revised specification approved. 3 / History / 27-May-32 / Tender design conference. Hawker's design rejected because it was too orthodox. 4 / History / Aug-33 / Mr. Camm discussed the possibility of building what was then called the "Fury Monoplane" with Major Buchanan (D.D.T.D.). The aircraft was to be a Single Seater Fighter armed with 4 machine guns, two in the fuselage and one in each wing. 5 / History / Oct-33 / A general design was prepared using the original Rolls Royce "Goshawk" engine 6 / History / 5-Dec-33 / Three-view drawing of "Fury Monoplane" completed. 7 / History / 18-Dec-33 / Design discussed in detail with Capt. Liptrot at the Air Ministry. 8 / History / Jan-34 / Design altered to take the Rolls Royce P.V.12 engine installation. 9 / History / Mar-34 / Stressing of Interceptor Monoplane, as it was now called, commenced. 10 / History / May-34 / Drawings commenced in the Experimental Drawing Office. 11 / History / Jun-34 / 1/10th scale model built for extensive tests in N.P.L. Compressed Air Tunnel. 12 / History / 5-Jun-34 / Predicted Normal Loaded Weight 4,600 pounds. 13 / History / Aug-34 / Model undergoing tests in Compressed Air Tunnel. 14 / History / 4-Sep-34 / Design submitted to the Air Ministry. 15 / History / 17-Oct-34 / First Drawings (fuselage) of prototype issued so the Experimental Shop. 16 / History / 17-Dec-34 / Predicted Normal Loaded Weight now 4,800 pounds. 17 / History / 18-Dec-34 / Conference with Rolls Royce on P.V.12 engine. The max. power for level flight was stated to be 1,025 HP at 2,900 R.P.M. and 15,000 feet. Rolls Royce stated that the dry weight of the engine will not exceed 1,200 pounds. 18 / History / 10-Jan-35 / Air Ministry conference on the Mock-up at Kingston. 19 / History / 21-Jan-35 / Predicted Normal Loaded Weight increased to 4,800 pounds. Estimated maximum speed 330 m.p.h. at 15,000 feet. 20 / History / 21-Feb-35 / Contract from Air Ministry for one High Speed Monoplane, K5083, to design submitted 4th September 1934, known as F.36.34 Single Seat Fighter. As it was a P.V. machine it was not built to any specifications, but machine corresponds closely to F.5.34 and F.10/35 day and night fighters. 162 / Draft 2 / 21-Feb-35 / The Air Ministry placed a contract for one Hurricane prototype. 21 / History / 2-Apr-35 / Provision to be made in K5083 for 2 Vickers Mark V guns in the fuselage and one Browning machine gun in each wing. 22 / History / 10-Jul-35 / Investigation into the construction of metal stressed skin outer wings commenced. 23 / History / 20-Jul-35 / Contract amended to include one set of eight gun wings (either Vickers Mark V or Browning). Separate set of wings to be made. 24 / History / 20-Aug-35 / Predicted Normal Loaded Weight now 5,200 pounds including 8 gun load. 25 / History / 23-Aug-35 / Mock-up inspection of 8 gun installation by Air Ministry. 26 / History / 23-Oct-35 / Prototype K5083 transported from Kingston to Brooklands. 27 / History / 30-Oct-35 / All-up weight of prototype K5083 is 5,416 pounds with normal load as weighed at Brooklands. 28 / History / 6-Nov-35 / First flight of prototype K5083 at Brooklands. Watts two-bladed, fixed pitch (wood) airscrew fitted. 29 / History / 20-Nov-35 / Inspection by Lord Weir. 30 / History / Dec-35 / Various reports of production orders. 31 / History / 7-Feb-36 / Prototype K5083 delivered to R.A.F. at Martlesham Heath. All-up weight now 5,670 pounds. 163 / Draft 2 / 7-Feb-36 / The prototype was delivered to A.&A.E.E., Boscombe Down. 32 / History / Mar-36 / Production Drawings commenced. 33 / History / Apr-36 / Performance and handling trials completed. 146 / B.522511/36 / Apr-36 / Performance and handling trials of Hawker monoplane F.36/34 No. K5083 Merlin C engine at A.&A.E.E. Martlesham Heath, photographs attached. The prototype was ballasted to represent the 8 gun wings and service equipment. It reached a speed of 314 m.p.h. at 15,000 feet having climbed to that height in 5.7 minutes. Its highest registered speed was 315 mph at height of 16,500 feet. The airscrew used was a 2 bladed wood fixed pitch. Estimated service ceiling 35,500 feet. Estimated absolute ceiling 35,400 feet. Greatest height reached 30,000 feet. "The aircraft is simple and easy to fly and has no apparent vices." 164 / Draft 2 / Apr-36 / Preliminary performance and handling trials completed. 34 / History / Jun-36 / Spare set of wing with 8 guns sent to Brooklands for armament trials and R.A.F. display. 35 / History / 3-Jun-36 / Production Contract for 600 aircraft received. (two thirds of total number of single engine single seater fighters for Scheme F.) 166 / Draft 2 / 3-Jun-36 / First production order for 600 aircraft. 36 / History / 8-Jun-36 / Production Drawings for fuselage issued to shops. 165 / Draft 2 / 20-Jun-36 / Prototype fitted with spare set of 8 gun wings and despatched to Martlesham Heath for gunnery trials. 37 / History / 27-Jun-36 / The name "Hurricane Mark I" approved by Air Ministry. 38 / History / Jul-36 / Hurricane K5083 exhibited at R.A.F. Air Pageant at Hendon. 39 / History / 20-Jul-36 / Air Ministry Specification No. 15/36 issued, covering above production contract. 147 / B.522511/36 / Nov-36 / Discussion at the Air Ministry as a result of spinning trials by the firm's pilot. The Hurricane is definitely dangerous to spin. A.M.R.D. says a cure must be found for the inadvertent spin and Director of Training says pilots must be taught to recover from an inadvertent spin. Prohibiting spinning engenders fear in pilots. 148 / B.522511/36 / 17-Nov-36 / Arrangements made for tests to be carried out in the spinning tunnel at R.A.E. Meanwhile spinning definitely prohibited on the Hurricane. 40 / History / Dec-36 / It was decided to install the "Merlin II" engine since the "Merlin I" was not being put into production. Owing to difference in the cylinder blocks, the cowling shape and fairing lines were considerably altered. Other units affected were the air intake, airscrew, engine controls, engine mounting, hand starter gear, header tank and header tank mounting. Note - There is no doubt that this engine change slowed up production contract very much more than was at first anticipated. 41 / History / 2-Feb-37 / Air Ministry conference held on production and prototype fuselages to decide on variations in production from experimental aircraft. 42 / History / Apr-37 / Experimental metal wing of Hawker type. R.A.E. tests successful. 43 / History / 19-Apr-37 / The first Merlin II was installed on the first production Hurricane L1547. 149 / B.522511/36 / Sep-37 / As the time approaches for the first production aircraft to be delivered, spinning trials have still not been completed. Hawkers raised a protest on principle against the trials as they say modern methods of flying make an inadvertent spin unlikely. D.D.T.D. admits that experience of spinning on heavily loaded monoplanes is very limited. Director of Training and others still press strongly for a solution of recovery from spin and D.T.D. agrees to press the firm to complete the trials. 44 / History / 8-Sep-37 / First production Hurricane L1547 was transported to Brooklands. Dry weight of engine 1,355 pounds. 45 / History / 12-Oct-37 / First flight of first production Hurricane I L1547. 150 / B.522511/36 / 27-Oct-37 / A.D./R.D.A. asks R.A.E. to make tests for recovery of Hurricane model from spin in the tunnel as a matter of first priority as a number of Hurricanes will have to be accepted before any change can be introduced. 152 / B.522511/36 / 1-Nov-37 / First Production Hurricanes to be fitted with Merlin II's. 153 / B.522511/36 / Nov-37 / R.A.E. discover a better modification consisting of additional fin surface on bottom of rear fuselage and extension of rudder downwards for 6 inches. D.T.D. agrees and asks that not more than 30 production aircraft be accepted without this modification. 151 / B.522511/36 / 9-Nov-37 / D.A.D./R.D.A. writes a note on spinning of Hurricanes:- (1) Deliveries to Squadrons are to start in December. (2) Spinning trials not yet carried out on first production Hurricane by firm. (3) R.A.E. think that they have found a modification to give satisfactory results. (4) Hawkers are therefore being asked to fit this modification urgently for trials. 46 / History / 11-Nov-37 / Ejector exhausts fitted to Hurricane L1547. 47 / History / 15-Dec-37 / First Delivery to Fighter Squadron, Northolt. 5 more aircraft delivered during month. 167 / Draft 2 / 15-Dec-37 / First Delivery to No. 111 Fighter Squadron, Northolt. 5 more aircraft delivered during month. 154 / B.522511/36 / 17-Dec-37 / First production aircraft L1548 despatched to Squadron 111 at Northolt on 15 December 1937. Estimated that 5 production Hurricanes will be in service hands before end of December. 48 / History / 19-Jan-38 / Larger rudder and underside fin fitted. 155 / B.522511/36 / 3-Feb-38 / Hurricane production to continue without spinning modification until the embodiment can be made without causing a delay in deliveries. 49 / History / 4-Mar-38 / Normal Loaded Weight of Hurricane L1547 now 6,017 pounds. 50 / History / Jun-38 / Hurricane I L1547 delivered to R.A.F. at Martlesham Heath. 51 / History / 29-Aug-38 / De Havilland Two-pitch 3 bladed dural airscrew fitted to Hurricane I L1562. 157 / B.522511/36 / 19-Sep-38 / Spinning modification accepted on 102nd aircraft. 52 / History / 15-Oct-38 / Normal Loaded Weight now 6,300 pounds. 53 / History / 1-Nov-38 / Air Ministry Contract for 1,000 Hurricane I aircraft. 156 / B.522511/36 / 6-Dec-38 / Arrangements to be made for comparative trials at A.&A.E.E. Martlesham Heath on L1547 between fixed pitch and V.P. airscrew. 54 / History / 7-Dec-38 / Air Ministry conference to discuss armouring of Hurricane I aircraft. 158 / B.522511/36 / 12-Dec-38 / A.&A.E.E. speed tests. Merlin II engine and fitted with 8 guns. Wooden airscrew 301 m.p.h. at 17,500 feet. 2 Pitch metal airscrew 320 m.p.h. at 17,500 feet. 55 / History / 4-Jan-39 / Air Ministry Specification No. Hurricane I/P.3 issued for production of Hurricane aircraft by Canadian Car and Foundry Co. Ltd. 159 / B.522511/36 / 21-Jan-39 / Handling and performance tests on Hurricane with 3 bladed 2 pitch airscrew mentioned on 12 December 1938 took place during time period from 7th to 23rd November 1938. 56 / History / 24-Jan-39 / First flight of Hurricane G-AFKX with Merlin III engine. 160 / B.522511/36 / 9-Mar-39 / R.D.L.1(a) says "The first set of skin stressed wings will be available for fitment to Hurricane shortly." 57 / History / 23-Mar-39 / First Hurricane for Yugoslavia flew. 59 / History / Apr-39 / Flight Tests of Hurricane I L1877 with metal stressed skin wings. 58 / History / 21-Apr-39 / De Havilland Constant Speed airscrew flight tested on a Hurricane. 60 / History / 13-May-39 / First Hurricane for Belgium flew. 61 / History / 17-May-39 / First Tropical Hurricane (L1669) flew. 62 / History / 24-May-39 / Hurricane I L1750 with two 20 mm. cannons was tested. 63 / History / 17-Jun-39 / Hurricane I L1856 flew with Merlin XII engine. 120 / B.999911/39 / 28-Jun-39 / R.D.L.(a) says decision taken to fit 12 Hurricanes with Rotol CS airscrews for service trials 121 / B.999911/39 / 30-Jun-39 / Letter from Martlesham Heath with comparative performance of two Hurricanes with Merlin II engines and wood airscrews, one standard and one with two 20 mm. cannon - "The effect of the cannons …. Has been to reduce top speed by 8 m.p.h. T.A.S." 64 / History / Aug-39 / Rotol Constant Speed airscrew and Merlin III engine installed on Hurricane I L2026. 65 / History / 20-Oct-39 / Gloster first production Hurricane I flew. 123 / B.999911/39 / 20-Oct-39 / Arrangements for first Hurricane with Rotol constant speed airscrew to be tested at Boscombe Down. 161 / B.522511/36 / 22-Nov-39 / A.&A.E.E. Martlesham Heath. Comparison of take off tests between Hurricane with fixed pitch wooden airscrew / D.H. 2 pitch airscrew. Distance to 50 feet 640 / 430 yards. Take off Run 510 / 250 yards. Landing run 330 / 340 yards. 122 / B.999911/39 / 24-Nov-39 / Report from A.&A.E.E. Boscombe Down on L1750 Merlin II handling and performance trials with two 20 mm. cannon fitted - "The airplane handles in all respects exactly like a standard Hurricane." Service ceiling estimated 30,500 feet, climb to 15,000 feet in 7.6 minutes. 66 / History / 12-Jan-40 / Sketch sent to Mr. Rowe showing our proposals for fitting four additional guns in Hurricane metal wings. 124 / B.999911/39 / 26-Jan-40 / A.&A.E.E. give performance figures for L2026 with Rotol airscrews mentioned on 20 October 1939, level speed 17,000 feet equals 316 m.p.h. T.A.S. 125 / B.999911/39 / 5-Feb-40 / Local Technical Committee Hawkers. Fuel tank protection - Hurricane. A set of Hurricane tanks, i.e. two wing tanks and large fuselage tank to be sent forthwith for covering by Messer's Linatex (3/16 inch Linatex about to be approved for fuel tank production). Hurricane first production aircraft with Rotol airscrew. Firm as authorised to conduct extended acceptance trials up to a maximum of 5 hours on P3265, the first production aircraft with Rotol airscrew. 126 / B.999911/39 / 5-Feb-40 / (Date Assumed from previous entry) Hurricane standard and tropical performance at 5,000 feet, maximum speed, R.D.T.1 data approximate instrument reading 260 mph. Egypt Service aircraft instrument reading 255 mph. 67 / History / 9-Feb-40 / The Air Ministry agreed to the detail design and trial installation of twelve gun wings. Some doubt was expressed as to whether the Hurricane at 6,700 pounds would be acceptable from the point of handling. 137 / History 2 / 9-Feb-40 / Hawker's proposal for the Mark II Hurricane sent in to the Ministry. Power Plant: Merlin XX. Armament: 12 Browning guns with 300 rds./gun. 68 / History / 19-Feb-40 / The installation of the Merlin 3 S.M. (Merlin XX) in the Hurricane was discussed with Mr. Rowe on his visit to Kingston. 138 / History 2 / 19-Feb-40 / The installation of the Merlin 3 S.M. (Merlin XX) in the Hurricane was discussed with Mr. Rowe on his visit to Kingston. 69 / History / 1-Mar-40 / Details of the proposed installation of the Merlin 3 S.M. were forwarded to the Air Ministry. 127 / B.999911/39 / 1-Mar-40 / Extension of flying time to be granted to Gloster Aircraft Co. on their first Rotol Hurricane. 70 / History / 4-Mar-40 / Preliminary schemes for the long range Hurricane were submitted to A.D./R.D.L., who replied immediately asking for the highest priority on the trial installation. 71 / History / 12-Mar-40 / Provisional date for the first flight of Hurricane Mark II (Merlin XX) given as June or July 1940. 74 / History / Apr-40 / Hawker's were asked to consider the conversion of the Hurricane to a floatplane. On April 24th the Hurricane floatplane became an urgent Air Staff requirement. On April 26th a pair of Blackburn Roc floats were received in the Experimental Shop at Kingston. Flight trials were scheduled for June. 139 / History 2 / Apr-40 / Normal Loaded Weight of Hurricane I with Rotol Constant Speed Airscrew now 6,727 pounds. 72 / History / 16-Apr-40 / Statement forwarded to the Air Ministry with a G.A. drawing of the Hurricane with long range tanks. The Air Ministry agreed to a reinforcing range of 1,150 miles without guns or ammunition, and Mr. Farren informed Hawker's that the long range Hurricane had become a matter of the highest priority (Norway). 73 / History / 19-Apr-40 / The Air Ministry finally agreed to the introduction of twelve gun wings on Hurricane II (Merlin XX). 75 / History / 7-May-40 / First flight of long range Hurricane with overload fuel tanks, P3462. 128 / B.999911/39 / 7-May-40 / Report on comparative trials by A.A.S.F. France on Hurricane and Messerschmitt 109. Me. Faster than the Hurricane by 30 - 40 mph on level and can outclimb and initially out dive Hurricane but not as manoeuvrable. Opinion of Squadron Leader commanding 67 Wing that balance is in favour of Hurricane once the 109 has committed themselves to combat. He also thinks that until all Hurricanes have constant speed airscrews to get up to the height adopted by the 109's, we will have few further chances of combat as they sit above and only come down to surprise a straggler. 140 / History 2 / 10-May-40 / Long range Hurricane I (for re-inforcing aircraft overseas) flew. All up weight 7,310 pounds. First Hurricane I for Iran flew. 76 / History / 19-May-40 / The Air Ministry asked for an urgent investigation into the fitting of skis to the Hurricane. 77 / History / 21-May-40 / Meeting held at Kingston to decide on the programme for the introduction of the Hurricane Mark II into production. This was planned for December 1940, but owing to a short supply of guns it appeared probable that it would be necessary to fit 8 gun wings initially. 129 / B.999911/39 / 30-May-40 / D.R./R.D.A. has agreed that a standard Hurricane fuselage fitted with 12 gun wings shall proceed to A.&A.E.E. for trials to get early opinion on this type of installation. 130 / B.999911/39 / 31-May-40 / Letter to R.T.O. "D.O.R. has asked for an immediate flight check on the operational range of the Hurricane fitted with long range tanks in the wings. These flight trials must take precedence over any flight tests that may be done at A.&A.E.E. to check the handling of the aircraft." 78 / History / 1-Jun-40 / D.C.A.S. ruled that all work on floats and skis for fighters should be abandoned. The Hurricane floatplane was by this time almost complete in the Experimental Shop. A trial of the ski undercarriage was later completed in Canada. Abandonment of this work was due to the evacuation of Norway. Note - Norwegian Campaign. Hurricanes for Norway were taken out by H.M. Aircraft Carrier "Glorious" whence they were flown off the deck to Norwegian aerodromes. Later, on the evacuation of Norway, there were flown back on to the carrier where they all landed successfully without the use of deck arrester gear. This illustrated that fast modern fighters could also be used as fleet fighters, and undoubtedly influenced the introduction of the Sea Hurricane, and later the Seafire. 79 / History / 7-Jun-40 / Mr. Camm submitted alternative armament arrangements for Hurricane I & II to D.T.D. The trial installation of four cannons was being carried out on a pair of damaged wings at Kingston. 80 / History / 9-Jun-40 / First Flight of Merlin R.M.45 in Hurricane, G-AFKX 141 / History 2 / 9-Jun-40 / First Flight of Merlin R.M.4.S in Hurricane, G-AFKX 81 / History / 11-Jun-40 / First Flight of prototype Hurricane mark II, P3269. 142 / History 2 / 11-Jun-40 / First Flight of prototype Hurricane mark II, P3269. All up weight 6,738 pounds. 131 / B.999911/39 / 19-Jun-40 / O.R.1(b) says a tropical conversion set is to be developed for the Hurricane II. Priority and number of sets cannot be stated at present. 82 / History / 20-Jun-40 / A.C.A.S. (T) and D.O.R. rejected Mr. Camm's suggestion for increased 0.303 ammunition (400 rounds per gun) in the standard Hurricane, on the grounds that the guns would overheat and become unserviceable, and that the change would not be worth the effort. This was in spite of the fact that the Tornado specification had been amended to call for 500 rounds per gun. 132 / B.999911/39 / 21-Jun-40 / Boscombe Down report on gunnery trials with Hurricane P3811 with 12 Browning guns installed. In conclusion the report says "From these trials it is concluded that the inaccessibility of the extra 4 guns is at present such that they are hardly worth fitting and that it would be much better to retain the standard 8 gun installation and to try and find means of increasing the ammunition supply to at least 600 rounds per gun." 133 / B.999911/39 / 28-Jun-40 / Of the 50 aircraft being converted by Hawkers working party, some have already been completed. They will still have D.H. two pitch airscrews and tropical equipment. Further the long range conversion is only applicable to Hurricane with metal wings. Additional fuel 88 gallons (two 44 gallon tanks) Standard tanks 97 gallons filled to capacity, total capacity 185 gallons. 134 / B.999911/39 / 12-Jul-40 / Report by Boscombe Down on handling trials with second 12 gun Hurricane B3811 [P3811 assuming typo] 135 / B.999911/39 / 22-Jul-40 / R.D.L.1(b) comments on Boscombe's report on trials of Hurricane L2026 Merlin III with Rotol constant speed airscrew. Drop of 4 m.p.h. compared with 2 pitch airscrew aeroplane. 143 / History 2 / Aug-40 / First production Hurricane II aircraft delivered with 8 gun wings. 83 / History / 8-Aug-40 / To end October. "Battle of Britain". Flight Lieut. R.C. Reynell, Hawker Test Pilot, killed on active service, while getting operational experience with a Hurricane Squadron. 136 / B.999911/39 / 15-Aug-40 / Hurricane I V7360 with 4 cannons has completed firing trials at Boscombe. Fighter Command to carry out trials (It is a mark I aircraft and not therefore fully representative of the production type). 84 / History / 19-Aug-40 / Four cannon Hurricane left Boscombe Down after trials to join an operational squadron at North Weald. 144 / History 2 / Oct-40 / Hurricane II with four 20 mm. cannons flown to Boscombe Down for gun trials. 85 / History / Nov-40 / Thirty sets of Hurricane IIC (Four cannon) wings being built by semi tooled and hand methods in the experimental shop, using wings damaged in the region of the gun bay. 145 / History 2 / 24-Nov-40 / Normal Loaded Weight of Hurricane II now 6,968 pounds. 86 / History / 26-Nov-40 / The Ministry requested an urgent examination of the practicability of converting Hurricanes for catapulting. Mr. Camm replied that this was possible and that one aircraft would be ready in five weeks. 87 / History / 1-Dec-40 / Four blade Rotol propeller tested on Hurricane. 88 / History / 10-Dec-40 / D.D./R.D.A. enquired whether the Hurricane could be fought with long range tanks. This involved strengthening tank attachments, self sealing, etc. 89 / History / 18-Dec-40 / D.D./R.D.A. put the brakes on the Hurricane catapult conversion. He wrote saying that it was not intended to go beyond an investigation, but that it was useful to know that the design was ready, should it be needed. 90 / History / 26-Dec-40 / The Inspector General suggested converting a number of Hurricanes to two seater trainers. The design of this conversion had been completed a year previously, and a prototype neared completion in the experimental ship. The conversion was never adopted. 91 / History / 11-Jan-41 / Discussion on mounting a Hurricane on a Liberator and a composite aircraft. 92 / History / 19-Jan-41 / D.T.D. wrote saying that the Admiralty required twenty sets of catapulting parts for Hurricane. Contract received on April 24th 1941. 93 / History / 20-Jan-41 / Authorisation received to proceed with the manufacture of 100 sets of four cannon Hurricane wings. 94 / History / 8-Feb-41 / First Flight of a tropical Hurricane II. 95 / History / 5-Mar-41 / Merlin R.M.5.S. (Merlin XLV) installed in Hurricane G-AFKX. First Flight. 96 / History / 13-Mar-41 / D.T.D. asked for long range tanks to be modified and strengthened for combat. 97 / History / 2-Apr-41 / Mr. Camm wrote to Mr. Rowe suggesting that the Griffon Hurricane should proceed. This suggestion was not adopted. 98 / History / 18-Apr-41 / Hurricane I, P2989, flight tested at A.&A.E.E. with 2 x 250 pound bombs. 99 / History / May-41 / Installation of 2 Vickers 40 mm. guns in Hurricane required by Air Staff. 100 / History / 13-May-41 / Meeting with D.O.R. and A.D./R.D.L. at Kingston. Priority was given to strengthening and self sealing 44 gallon auxiliary tanks, and second priority to 44 gallon drop tanks. 101 / History / 29-May-41 / Experiments by Flight Refuelling Ltd. with a towed Hurricane. 102 / History / 30-May-41 / Design work on 40 mm. gun installation begun at Esher. 103 / History / 7-Jun-41 / Letter received from A.D./R.D.N. that the Sea Hurricane was satisfactory in every respect. 104 / History / 11-Jun-41 / Test flight of long range Hurricane IIC with two 44 gallon auxiliary tanks. All up weight 8,040 pounds; take off 310 yards off grass. 105 / History / 11-Jul-41 / First drawings of 40 mm. guns issued to Experimental Shop. 106 / History / 19-Sep-41 / Installation of Vickers 40 mm. guns complete, and prototype, Z2326, delivered to A.&A.E.E. 107 / History / 25-Oct-41 / Take off test of Hurricane IIC with two 90 gallon drop tanks. All up weight 9,060 pounds; take off concrete 320 yards. 108 / History / 11-Nov-41 / Mr. Camm wrote to Mr. Rowe suggesting that the Hurricane could be made to carry two 500 pound bombs alternatively to two 250 pound bombs. 109 / History / 3-Dec-41 / D.T.D. asked Hawker's to cooperate with Rolls Royce in installing two R.R. 40 mm. guns in the Hurricane. At a meeting at M.A.P. on December 8th, it was decided that Hawkers would make the installation in addition to the Vickers gun installation. 110 / History / 13-Dec-41 / D.T.D. asked for a report on the practicability of universal armament wings on the Hurricane for low attack. 111 / History / 16-Jan-42 / Mr. Camm wrote to D.T.D. suggesting aerodynamic cleaning up of the Hurricane II, giving an increase of about 20 m.p.h. 112 / History / 19-Jan-42 / D.T.D. asked Mr. Camm to give assistance to Hills & Sons of Manchester in converting a Hurricane to take a slip wing. Mr. Camm was against the proposal and suggested a meeting. 113 / History / 23-Jan-42 / Contract received for 1,000 additional Hurricane II aeroplanes. 114 / History / 22-Feb-42 / Hurricane IIB test flown with 2 x 500 pound bombs. 115 / History / 25-Mar-42 / Contract received to increase total number of Hurricanes from 4,738 to 6,238. 116 / History / 11-Apr-42 / M.A.P. asked for urgent manufacture of 250 sets of 90 gallon jettisonable tanks to give a still air range of 1,550 miles. 117 / History / 9-Jun-42 / Contract received for additional 2,000 Hurricane II aeroplanes. 118 / History / 31-Aug-42 / R.D.N.3 informed Hawkers that a contract was being placed for the conversion of Hurricane IIC for Naval use. Arrester hooks to be fitted. 119 / History / 11-Dec-42 / Report on investigation into the installation of a Merlin 32 in the low attack Hurricane (now Hurricane IV) forwarded to D.T.D. The decision to install the Merlin 32 was notified by D.T.D. on December 28th.

RAF Museum Reel MFC-77-16-24 Hurricane Accident Reports February to July 1941, page 1,388 for Compton. Reel -25 page 1,541 for Avery.

As others have noted during its existence 55OTU used code letters EH, MF, PA, UW and ZX. As of February 1941 establishment was 55+17 Hurricane, 17+5 Master and 4+2 Target Tow aircraft. V7659: 20MU 1 November 40, 310Sq 7 November 40, 260Sq 29 March 41, 55OTU 3 May 41, Overshot and tipped on nose Usworth 13 June 41 Cat AC Sgt HM Compton (RCAF) safe, e/f crashed in field adjoining Usworth Cat AC recat CB 12 December 41 P/O WF Avery (USA) killed, Morrisons riw 19 December 41, 5MU 4 August 42, 1624Flt 30 March 43, AC 16 September 43, recat CB Morrisons riw 21 September 43, 22MU 12 December 43, 7PAFU 27 December 43, CE mr 16 November 44 Would have been a metal wing Rotol propeller as built as far as I know, being an operational training unit armament would normally have been carried, painted leading edge stripes when the fighters did. June 1941: Overshot into ditch, onto nose, airframe Cat AC, Merlin Cat B damage, cause seems marked lack of care, pilot had 4 hours on type. December: engine failed during landing, unable to get undercarriage up before hitting ground, overturned in ploughed field, airframe Cat AC, Merlin Cat B damage, "if pilot had seat fully down (force landing drill) pilot would not have been injured". P3039 Mark I, Arrived 55OTU 21 September 42 Spun into ground 1/2ml N of Edderside Cumberland CE FA 27 May 43 F/O MS McQualter killed. AG162, mark I, no such thing as mark X, arrived 55OTU 30 November 42, 22MU 29 June 44. The Canadian built Hurricane I arrived in Britain as incomplete airframes, to be fitted with instruments, engine, propeller etc.

The Ministry of Aircraft Production does not give propeller and CSU model numbers until January 1943. 3 blade propeller, Spitfire V DH 45/1 and 45/4, Rotol RX5/10, Hurricane no model number listed (later "various") CSU Spitfire DH AY107, Rotol GR/5B, Hurricane Rotol GR/2C and GR/5C. The latter was also fitted to the Barracuda I and II. Reports on spinner production start later and do not have model numbers, but the Rotol ones for the Hurricane are listed separately to the Spitfire.

Wonder what Battle, Defiant, Whitley and other Merlin powered types propeller trials were done in 1939. late 1938 Rotol Trials in the Spitfire 1 February 1939 Spitfire modification #62 'Replace DH2 pitch propeller with Rotol C/s' (not possible until mid year when Merlin III fitted) September 1939 start of batch of 22 Rotol equipped Spitfires. 22 June 1940 crash conversion program ordered, from DH 2 pitch to constant speed. 3 July 1940 Spitfire modification #76 'Introduce DH C/s propeller' 30 December 1941 Spitfire modification #279 'Fit DH Hydromatic propeller' 24 January 1939 Hurricane G-AFKX 1st flight with Rotol propeller (10 feet 6 inch diameter) (Mason) 27 February 1939 Hurricane G-AFKX 1st flight with Watts Z3897 propeller, back to Rotol by 13 March (Mason) 26 May 1939 contract B987732/39 one Hurricane to be fitted with DH constant speed propeller for trials, if successful 3 more to be fitted for service trials. July 1939 Hurricane L2026 (Officially delivered in October) AMDP Hawkers, Rotol Airscrew, Metal Wing (Mason 1st flight on 14th, Merlin XII, 10 feet 9 inches diameter propeller) February 1940 Hurricane production change over to Rotol propellers. Based on RAF dates the Belgian Hurricanes build dates were L1918, L1919, L1920 in April, L1993, L1994, L1995, L1996, L1997 in June, L2040, L2041, L2042, L2043, L2044 in July, L2105, L2106, L2107, L2108, L2109, L2110, L2111 in September 1939.

Hurricane L1909 was the first Merlin III in April 1939, L1980 was the first two pitch propeller in June 1939, Official production April 1939 to February 1940 inclusive was 651, less losses and exports. Total Hurricane production to end June 1940 was 1,815. There were the Hurricanes with 2 pitch DH propellers in 1940 as they were built for export and normally were shipped overseas.

Corrected None of the above R serials are noted as having Rotol propellers in the Contract Cards, official delivery dates between 19 and 25 July 1940. Sounds like conversion after delivery. So the great constant speed propeller change over early Battle of Britain was mostly Spitfires being converted to two pitch to constant speed DH, as the Hurricanes being built were using Rotol.

RAF Contract cards say 174 Spitfires from the first order had Merlin II, to K9960, which would mean a change over in May 1939, the AM78 aircraft cards say the first 194 had Merlin II, to K9979 in June. So no Rotols on production types before mid 1939 The following N serials are marked in the contract cards with the comment Rotol Airscrew N3030 (probably flying in mid September 1939 but delivered 5 October) October 1939, N3096, N3097 (Contract B10783/39 or B10983/39 versus the production contract 527113/36), N3103, N3104, N3110, N3111 November N3122, N3124, N3130, N3160, N3171 to N3174, N3176, N3180, N3183, N3185, N3187, N3188 December N3184. Total 22, no more marked. Unlike the Hurricane Contract Cards there is no comment about when Rotol became standard and it looks like there was a special order made in 1939 to build roughly a squadron's worth of Spitfires.

https://usmilitaryaircraft.wordpress.com/ https://www.designation-systems.net/usmilav/original-docs/index.html

According to the RAF contact card notes Gloster: P2682 onwards fitted with Rotol, first aircraft taken on charge 27 February 1940. (TR1133 fitted from P2681) Hawker: P3265 onwards fitted with Rotol except 15 to be fitted with DH two pitch, similar to 35 modified to tropical standards by Hawkers at MU. The Rotol fitted aircraft began being taken on charge from 22 February 1940.

https://ww2aircraft.net/forum/threads/those-darned-chinese-p-38s.61256/ https://www.destinationsjourney.com/historical-military-photographs/lockheed-p-38-lightning-in-republic-of-china-service/ Air Arsenal North America reports 26 P-38L were converted to F-5 for China during the war. 44-24080 to 24094. 24503, 24896, 24902, 24907, 24922, 24924, 24927, 24928, 24930 reported delivered in August 1944 and 44-26045 some time later. They should have been flown to the modification centre as P-38L, whether in all metal or painted according to Chinese requirements is unknown. There were post war transfers.

As of June 1944 Mosquito main wheels were the Dunlop A.H. 2221 for the mark I to IV, A.H.8079 for all other marks, tail wheel was the A.H.10191, main tyres the 15.00-16, tail tyre 8.00-5.

The Beaufort File by Roger Hayward says the IA and IIA designated the replacement of the original single Vickers gun Diamler B.IV series turret with the twin Browning B.I Blenheim type, as fitted to the Blenheim V, plus strengthened airframes, including wings. Mark IA from resumption of mark I production in February 1942, DD945 and later. Most had Taurus XII engines. Mark IIA AW355 and later (From late January 1942)

https://ww2aircraft.net/forum/threads/why-were-most-early-ww2-fighters-designed-with-limited-rear-visibility.61400/page-2#post-1867520 messages 37 and 38 in particular Also https://www.avialogs.com/aircraft-n/north-american-aviation/item/4749-to-01-60j-18-reinforcement-of-horizontal-stabilizer-and-fin-p-51b-p-51c-p-51d-and-p-51k

The fuselage fuel tank did not help the CoG and the cutting down of the rear fuselage did not help stability but I think you will find the P-51 dorsal fillet was mostly to cure the problems of fitting the more powerful Merlin engine driving a larger propeller with more blades, hence why it was fitted on P-51B and C, along with changes to the rudder tab.

No additional information, the production system does not record what armament was fitted, the wing did not change.

Sorry, my book budget, money and reading time, rarely extends to multiple editions of the same title. The Kirby information is from the second edition, the introduction to appendix V, individual aircraft histories. No idea what the changes are from first edition. The extra data was to note the anomalies, not quite all built in serial order, and the overlap with early Lancaster production which had the twin 33 foot tail from the start. First Manchester raid 24/25 February 1941, last raid 25/26 June. Bomber Command strength reports require the squadron to be operational. Manchesters appear on 1 March 1941, 1 serviceable, stays in single figures apart from 13 on 10 April, drops to 0 for most days 13 April to May by which time 1.5 squadrons are reported operational, another near 2 week period in mid June none serviceable, by early July 3 squadrons officially operational, but no serviceable aircraft until early August, build up to 41 serviceable aircraft on 22 November, down to 2 operational squadrons by end April 1942, last entry 9 June 1942, 3 serviceable. By end February 1943 109 out of the 199 Manchesters had been lost.

AVRO: (L serials, 156 aircraft plus 1 bombed on the production line) Manchester production September 1940 to November 1941, Lancaster from October 1941, with the final 23 Manchesters built September to November 1941. MetroVic: (R serials, 43 aircraft) Manchester production March 1941 to March 1942, Lancaster from January 1942. The Manchesters were assembled at the Avro works, creating two production dates, when delivered to Avro and when finally assembled and tested. The Avro Manchester by Robert Kirby L7276 to L7302, 27 aircraft, first 9 to 11 aircraft with under turret which was removed before first operations, first 20 fitted with 28 foot tails and triple fins, retrofitted with 33 foot tails in late 1942. Up to around L7302 no mid upper turret as delivered. L7303 to L7482 33 foot tail triple fins, early examples missing mid upper turret as delivered. R5768 to R5841 33 foot tail triple fins L7483 to L7526, the final 27 aircraft of the batch, built as twin fin 33 foot tailplanes, mark IA An unknown number of earlier Manchesters retrofitted with twin fin 33 foot tails. The RAF documentation, contract cards, serial registers, form 78 do not distinguish between mark I and IA so I am not sure where the reports of fitting the final tail arrangement can be sourced. L7285, L7289, L7293, L7297 diverted onto a new contract for armament development work but returned to original contract, they became the 97th, 98th, 99th and 100th official production aircraft respectively, despite being the twenty second, tenth, fourteenth and eighteenth serial numbers of the order, all counted in the contract cards as produced in July 1941. While each Manchester required two Vulture engines the cumulative total of the number of officially produced Manchesters exceeds twice the cumulative total of Vulture engines Rolls Royce says it produced for the period August to November 1941, with the maximum difference being a shortage of twenty nine engines in October. Indicating a number of Manchesters must have been officially produced either without engines or had them removed shortly afterwards. Cumulative totals to the end of 1941 were one hundred and eighty eight Manchesters versus around four hundred and ten production Vulture engines, including all six Vulture mark V, the rest were the standard mark II.

Coastal Command did not have control of the Middle East squadrons. 203 Squadron, in Egypt July 1942, to Benghazi March until November 1943, seems to have been mostly used as maritime reconnaissance and strike in 1942, had Blenheim IV as of January 1942, they would be removed in November, Hudson III for a time in February 1942 Maryland I February to December 1942 Baltimore I and II August 1942 to November 1943 Blenheim V October and November 1942 Baltimore III December 1942 to November 1943 Baltimore IIIA June to November 1943 Baltimore IV July to November 1943. Moved to India in November 1943 and changed to Wellington XIII, to Liberator VI in October 1944. Not sure its mission in 1943, in August 1943 the squadron records 20 anti submarine, 70 convoy escort, 77 PR and 6 bombing sorties, September operating off Western Greece and Albania, Aegean Sea. October saw 8 anti submarine, 31 convoy escort, 81 PR and 2 bomber sorties. No Baltimores in October 1942, all types of Baltimores in October 1943. Other Baltimore squadrons included day bomber. FA353 Baltimore IIIA on charge 13 March 1943, off charge 31 August 1944.