Geoffrey Sinclair

As far as I can tell Hurricane production blocks are simply the main serial number blocks, someone used the term early in the public record and it has stuck. It would take an investigation into all the Hurricane modification orders to be sure but I doubt they follow the serial number blocks. Even the US with its block number system and modification centres had an average block size of around 160 aircraft and there are examples of blocks spanning different serial allocations. Also the 4th Hawker contract ended up as a mixture of mark I, IIA, IIB and IIC. Ford at Willow run found the continual changes made it hard to build stocks of parts and do tooling, even though such practices gave greater efficiency of production, they often resulted in wasted work and scrapped parts, for an average block number size around 210.

As well as the changes in letter designations on 11 June 1948, in September 1947 the USAAF classification of bombers was changed Designation Old // New Very Heavy Bomber B-29, B-35, B-36, B-50 // none Heavy Bomber B-17, B-24 // B-35, B-36 Medium Bomber B-25, B-26, B-42, B-43 // B-29, B-50 Light Bomber A-20, A-24, A-26, B-45 // A-20, 24, 26, B-17, 24, 25, 26, 42, 43, 45 As of June 1946, USAAF designation letters in use, A Attack, B Bomber, C cargo, F Photographic, G Glider (AG, BG, CG, FG, PG, TG for Assault, bomb, cargo, fuel, powered and training), L liaison, O Observation (OA Observation amphibian), P Pursuit/Fighter, Q Radio control (BQ, CQ, OQ, PQ for bomb, control, non man carrying, man carrying), R Rotary, T training (AT, BT. BC, PT for advanced, basic, basic combat, primary) In June 1948, A became Amphibian (all previous A- became B-), B unchanged, C unchanged, F became fighter/pursuit (all previous F- became R-), H was introduced for helicopters, R became reconnaissance (all previous R- became H-), T became the designator for all trainers, no more AT etc. And of course there are more designations I have not listed and other changes. Meantime over at the USN, by including a manufacturer identity number and letter in the aircraft designation the following on the same line are the same aircraft design, Catalina, PB2B (when built by Boeing), PBV (Vickers), PBN (Naval aircraft factory) PBY (Consolidated) Corsair, F3A (Brewster), FG, F2G (Goodyear), F4U (Vought)

Hawker built Hurricane, 1st Contract, 527112/36 Requisition 26/36, L1547 to L2146 (600 a/c) 2nd Contract, 751458/38 Requisition 56/38, N2381 to N2729 (300 a/c) 3rd Contract, 962371/38 Requisition 195/38, P3265 to P3984 (500 a/c), P8809 to P8818 (10 a/c), R2180 to R2689 (10 a/c), W6667 to W6670 (4 a/c) 4th Contract, 62305/39 Requisition 7/E1/39, V7200 to V7862 (496 a/c), Z2308 to Z4018 (1,000 a/c), AS987 to AS990 (4 a/c), BD696 to BE716 (600 a/c) All further Hawker built Hurricanes were under 62305/39, with different requisition numbers, next was Requisition 11/E1/40 BM898 to BP772 (1,250 a/c), HL544 to HM157 (388 a/c) and so on. Not sure who came up with the production blocks idea, the Z serials are the 5th main block of serials allocated but are part of the 4th requisition/order.

I cannot find the reference at the moment but for a time RAAF North Western Area, which included the Darwin area, was looking at wet and dry season camouflage schemes given the changes in vegetation with the seasons. Then there were the Spitfires of 79 squadron in New Guinea.

To add to the range factors, whether the aircraft is at economic or maximum cruise, combat zones tend to make you fly faster. Not sure what cruise condition the Luftwaffe bombers flew at, the day raid ranges to south east England were short enough there would be no bomb load penalty for fast cruising. The 660 km/410 mile Bf109E range is reported to be at economic cruise. William Green quotes economic cruise as 202 mph, maximum cruise as 300 mph The following is from Performance Tables of British Service Aircraft, Air Publication 1746, dated August 1939 but data includes 1940/41 aircraft. The ranges of fighters are shown as ranges on the fuel available, after deducting fuel used in 15 minutes at maximum power at sea level. This allowance is for warming up and climbing to operational height. Bomber ranges were calculated differently but come with the note they make no allowance for - (i) The effect of wind, (ii), The effect of formation flying, (iii) The use of full throttle over enemy territory. Fuel weights may be for different octane ratings. Note the drop in ranges between fast and economic cruise. So the often quoted 575 miles range for the Spitfire I is after the 15 minutes allowance warm up and climb fuel is removed, at economic cruise of 180-190 mph, at 15,000 feet, no combat allowance. Go around at 304 mph and the range becomes 415 miles. First Hurricane I Column, DH Propeller, second Hurricane I column Rotol Propeller. Characteristic \ Units \ Hurricane I \ Hurricane I \ Hurricane IIA \ Hurricane IIC \ Spitfire I \ Spitfire II \ Spitfire V Normal Weight \ (Pounds) \ 6,629 \ 6,532 \ 7,014 \ 7,544 \ 6,255 \ 6,238 \ 6,460 Cruising Speed \ (m.p.h) \ 275 \ 272 \ 281 \ 278 \ 304 \ 314 \ 310 Cruise Speed Height \ Feet \ 15,000 \ 15,000 \ 15,000 \ 15,000 \ 15,000 \ 15,000 \ 15,000 15 Minutes allowance \ Range (miles) \ 340 \ 335 \ 314 \ 311 \ 415 \ 335 \ 335 15 Minutes allowance \ Endurance Hours \ 1.25 \ 1.22 \ 1.12 \ 1.12 \ 1.4 \ 1.07 \ 1.08 Fuel \ (for range, pounds) \ 435 \ 435 \ 489 \ 489 \ 484 \ 414 \ 389 Fuel \ (for allowance, pounds) \ 145 \ 145 \ 209 \ 209 \ 146 \ 191 \ 216 Fuel \ (Total, pounds) \ 580 \ 580 \ 698 \ 698 \ 630 \ 605 \ 605 Fuel \ (Total, Gallons) \ 77.5 \ 77.5 \ 97 \ 97 \ 84 \ 84 \ 84 Per 100 pounds fuel \ Miles \ 78.2 \ 77 \ 64 \ 63.6 \ 85.8 \ 80.9 \ 86 Overload Weight \ (Pounds) \ 6,768 \ 6,661 \ \ \ \ \ Maximum Fuel (Cruise) \ Speed (m.p.h) \ 275 \ 272 \ \ \ \ \ Cruise Speed Height \ Feet \ 15,000 \ 15,000 \ \ \ \ \ 15 Minutes allowance \ Range (miles) \ 455 \ 445 \ \ \ \ \ 15 Minutes allowance \ Endurance Hours \ 1.65 \ 1.64 \ \ \ \ \ Fuel \ (for range, pounds) \ 580 \ 580 \ \ \ \ \ Fuel \ (for allowance, pounds) \ 145 \ 145 \ \ \ \ \ Fuel \ (Total, pounds) \ 725 \ 725 \ \ \ \ \ Fuel \ (Total, Gallons) \ 97 \ 97 \ \ \ \ \ Per 100 pounds of fuel \ Miles \ 77 \ 78.2 \ \ \ \ \ Maximum Fuel \ Capacity (Gallons) \ 97 \ 97 \ 97 \ 97 \ \ \ Maximum Fuel (Economical) \ Speed (m.p.h) \ 180 \ 170 - 180 \ 168 - 176 \ 165 - 170 \ 180 - 190 \ 180 - 190 \ 180 - 190 Cruise Speed Height \ Feet \ 15,000 \ 15,000 \ 15,000 \ 15,000 \ 15,000 \ 15,000 \ 15,000 15 Minutes allowance \ Range (miles) \ 600 \ 600 \ 524 \ 500 \ 575 \ 530 \ 480 15 Minutes allowance \ Endurance Hours \ 3.35 \ 3.4 \ 3.12 \ 3 \ 3.1 \ 2.86 \ 2.6 Fuel \ (for range, pounds) \ 580 \ 580 \ 489 \ 489 \ 484 \ 414 \ 389 Fuel \ (for allowance, pounds) \ 145 \ 145 \ 209 \ 209 \ 146 \ 191 \ 216 Fuel \ (Total, pounds) \ 725 \ 725 \ 698 \ 698 \ 630 \ 605 \ 605 Fuel \ (Total, Gallons) \ 97 \ 97 \ 97 \ 97 \ 84 \ 84 \ 84 Per 100 pounds of fuel \ Miles \ 103.5 \ 103.5 \ 107 \ 102.5 \ 118.8 \ 128 \ 123

To throw some doubt into the situation. According to Michael Bowyer the go ahead to convert Typhoons to fighter bombers was in August 1942, with the first modified aircraft joining 181 squadron in September 1942. October 1942 Typhoons coming off the line were fitted with fighter bomber provisioning. RAF documents, February 1943, Typhoon fighter bombers and AS (Army Support) split from Typhoon fighters in Fighter Command strength report. Whirlwind and Hurricane fighter bombers in use. Only Typhoon fighter squadrons operational. 181 Squadron considered AS, based at Duxford but temporarily at Snailwell for "Spartan". 3 Squadron listed as Typhoon Bombers. According to 181 squadron as part of exercise Spartan on 4 March they "attacked" Middle Wallop airfield with bombs and guns. On 6 March one "Bomphoon" listed as damaged Category A 3 April 1943 first mention of Typhoon fighter bombers operating offensively in Fighter Command War Diaries. May 1943, Typhoon night intruder operations dropping 250 pound bombs. June 1943, Typhoon Day operations dropping 500 pound bombs. Itemised tables of date, aircraft and type of bombs dropped appear in file. (AIR 16/1036) 25 October 1943, 14 Typhoon sent, 6 attacked, 3 aircraft missing, 48 rockets fired, first mention of Typhoon rockets.

I do not have photographic evidence, the short answer to the camouflage schemes is usually whether the aircraft was a P-40K-1 or not. The longer answer, before the adoption of block numbers the P-40 used the -1 as the designation for export version, so P-40E/E-1, domestic/export, K/K-1 the same. The serial allocations and contracts were 42-9730 to 10429, 700 P-40K, Air Corps 22714 (AC-22714) 42-45722 to 46321, 600 P-40K-1, Defence Aid 913 (DA-913) The K-1 were accepted May to September 1942 (1 in September) the K August to December 1942. As block numbers had been introduced by the time the US order was in production acceptances were actually 200 K-5, 335 K-10 and 165 K-15. As with E-1 acceptances during 1942 the USAAF also accepted K-1, some 336 of the order May to September 1942, including 14 initially meant for China, Britain received 191, Russia 73. In turn the acceptances from the US order were 213 USAAF, 44 Australia, 30 Brazil, 148 Britain, 22 New Zealand, 241 Russia, with several of the Russian aircraft diverted to the USAAF. You would expect new K-1 to be delivered with RAF style camouflage, K-5 and on US style. Similar for any E/E-1. Then comes any local changes.

The last USAAF P-40E-1 were delivered in May 1942, the first P-40K in June, the first P-40M in November. So all three types could be present in Alaska by early 1943. 28th Composite Group arrived in Alaska in February 1941, it included fighter squadrons. It reports a P-40E accident in April 1942. 54th Fighter Group arrived in June 1942 and departed in December, P-39 and P-40. During its time in Alaska it mostly reported P-39 accidents, P-40K accident in October 1942, two P-40E in November, After leaving Alaska in February/March 1943 began reporting P-40M and L accidents. (By the way after being in Alaska in December 1942, it was in Florida in May 1943) 343rd Fighter Group arrived in September 1942, P-38 and P-40. First accident report involving a P-40E 27 July 1942, first with a P-40K on 28 September 1942, still reporting P-40E and K accidents in December 1943. No P-40M accidents but P-40N from August 1943.

The PBM were effectively produced in sequence, -1 September 1940 to March 1941 -3R April to October 1942 and a final 1 in June 1943 -3C October to December 1942, February to July 1943 -3S 1 in May 1943 then July to October 1943 -3D 1 in March 1943 then October 1943 to June 1944 -5 June 1944 to April 1945 and a final 1 in July 1945 -5E April 1945 to June 1947 -5A April 1948 to March 1949. So it looks like the modification was introduced during the -3 production run and possibly retrofitted.

The USN descriptive arrangement diagrams, I do not have one for the PBM-1 have the blades, PBM-5, -5A do not have the blades, PBM-3D, -3R, -3S

Nice article. Any more details on the USN decision? The early SB2C Helldiver orders from Curtiss are interesting to sort out. But first a word from our Canadian sponsor, Air Arsenal North America states Britain made an order for 450 SBW from Canadian Car and Foundry, but after 26 had been delivered the rest of the order was cancelled, meant to be Bureau Numbers 60010 to 60035, but 60011 and 60012 crashed and were replaced by 21201 and 21202 from the USN order. According to the USN 550+450 = 1,000 SBW-1 were ordered, BuNo 21192 to 21741 (550) and 60010 to 600459 (450) with 21198 and 60023 crashing. I would assume the second batch of numbers can be considered the British order. Production started in September 1943. Next comes the "cancellation" of 934 SBW-1 leaving 40 US and 26 British, actually the aircraft were reordered as 414 SBW-3 (but 1 of these, #21232, cancelled and reordered as an SBW-5), 270 SBW-4 and 4E, 250+1 SBW-5. The SBW-1 finished production in February 1944, the SBW-3 used most of the remaining USN BuNos (to 21741), the -4/4E the final USN numbers and then the British ones assuming built in serial order, the -5 #21232 and the remaining British numbers. Not sure when the British order was officially cancelled. (USN NOa(S)-1733, NXs-LL-139A) Two dates mentioned are 23 May 1942 and 17 September 1943. If the above seems confusing take your time over what comes next. Curtiss. Remembering cancelled effectively means reordered. As of end 1942, only SB2C-1 on order, BUNos 00001 to 00370, 01008 to 01208, 18192 to 20124, total 2,505. Initial order 370 but 270 of these cancelled, 478 added but 7 of these cancelled, 294 added, 3,000 added but 1,067 of these cancelled, so 370 initially ordered, 3,772 added, 1,638 cancelled, leaving 2,504. Move to 1943, BUNos 00001 to 00370, 01008 to 01208, 18192 to 21191, total 3,571. Initial order 370 but 270 of these cancelled, 478 added, 287 added, 294 cancelled, 407 added, all -1 models, 1,112 -3 models added, 414 -4/4E added, 1,067 4/4E added, so 370 initially ordered, 3,765 added, 564 cancelled, leaving 3,571, 978 -1, 1,112 -3 and 1,481 -4/4E. Note how the USN SBW numbers start after the initial Curtiss allocation.

As of December 1942, when the first Beaufighter X were produced, according to MAP: Propeller De Havilland Hydromatic 3 Blade As of January 1943 it was Propeller De Havilland Hydromatic 3 Blade type 55/4, only used by Beaufighters. Constant speed unit AY 6, which was also in use in the Stirling and Wellington. As of January 1945 it was Propeller De Havilland Hydromatic 3 Blade type 55/12 and 55/14, again only used by Beaufighters. (For what it is worth 55/18 and 19 Halifax, 55/1, 9 and 10 Stirling, 55/3 Albemarle.) Constant speed unit AY 6, which was also in use in the Albemarle, Halifax and Stirling. Though the stocks report indicate AY 7 and 8 were also possible. Also according to MAP the propellers for the Lancaster II as of January 1943 were Rotol electric, RE8, 9, 11 same as the Wellington III, X and XI and that continued for the length of the Lancaster II production run. As of January 1945 it was the Rotol Electric EGR/I and IA

According to Air Arsenal North America, just like the B added to make them F4F-4B, so a set of Bureau Numbers ending in B were created for the RN Martlet II order, 0031B to 0250B, for the 220 aircraft involved but the B serials were in some cases duplicated and caused confusion, so the system was abandoned. One of the few USN orders the USAAF WS-378 report for 1940/42 covers is the Grumman G-36B order BR-A-1548 for Britain, all 100 exported, monthly export figures being 9 in Apr-41 5 in Jan-42 6 in Feb-42 11 in Mar-42 24 in Apr-42 45 in Jun-42 Which do not fit the early 1942 British import figures at least. Amazingly the RAF has contract cards for the Martlet I, II and most of the IV order, given it is an aircraft built in the US for the RN. About 30 cards of information. Mark I. Data includes arrival and departure dates at Scottish Aviation for AX824 to 9 and BJ507 to 512. The mark I order is put at 95 thanks to some serials from the Greek order aircraft listed as mark I. Mark II deliveries are put as 8 in June and 1 in July 1941, 27 in January, 5 in February, 8 in March, 24 in April, 6 in May, 20 in June and 1 in July 1942, total 100. Nice except AM954 is listed as lost at sea USA/UK 23 February 1942. AM956 to 963 delivered in June, AM955 in July 1941, AM960 to 963 marked "fixed wings". AM964 to AM996 delivered January and February 1942 (except AM967 to UK on SS Brimanger? delivered July 1942), it might be possible to work out which arrived on Illustrious. AM997 to 999 shipped direct to Bombay, delivered March 1942. All of AJ100 to 153 are listed as shipped direct to Bombay or China Bay, if I have deciphered the hand writing correctly, except for AJ150 to UK, with AJ107, 109 to 111 listed as lost at sea. I suspect delivery month is when the aircraft left the US. Martlet IV order deliveries, 10 in August, 49 in September, 122 in October and 14 in November 1942, total 195 on the summary card but FN100 to 308 have contract card entries (so 209 entries, 10 of which say December delivery), (Serials for the order of 220 went to FN319) most are marked USA to UK, but others have units as the allocation, 590?, 890, 894 (in USA) squadron, others list Mombassa, while FN205 to 7, 240 lost at sea, FN295, 296, 299, 300 blank entries. There is also a summary of some early RN aircraft orders from Grumman, requisition and contract numbers.

I have not looked beyond the EG6xx Serial Register page but a number of Anson were sent to India in May and June 1943, EG645 Taken on Charge 22 December 1942, India 7 May 1943, Struck Off Charge 25 April 1946. Backing up what Graham has said there does not seem to have been a 1331 Communications Flight, or a 1331 flight at all, from a look at Flying Units of the RAF by Alan Lake. The Check and Communication Flight formed in October 1943 at Mauripur India and used an eclectic mix of aircraft, it became 1331 Conversion unit on 1 September 1944 (still at Mauripur), later 1331 Heavy Transport Conversion unit, again a mix of aircraft, an Oxford is listed for example. Disbanded 15 January 1946 at Risalpur.

An apology for the serial number errors in my previous message, I mistakenly part worked from a list of contracts as they ended up as, not as they started out as. Hopefully I have now corrected those errors, the 1st Metrovic order did end at R5917. I am working off the RAF contract cards which are normally quite contemporary, and usually hand written, however the Lancaster cards are all typed, like most of the post war cards, and have been rearranged not by order but by mark and order. So it looks like they were transcribed and are not the originals, which makes me cautious about details. The Manchester cards are all hand written. The list of contracts comes from Air Britain Aeromilitaria. It should be noted once war began many existing contracts were simply left in place with additional requisitions made over time, essentially contract extensions. For example it looks like every Hawker Hurricane built by Hawker from V7200 on was on contract 62305/39 (except W6667 to 70 (contract 92371/38), the Sea Hurricanes and the mark V prototype.) Meaning such contracts had plenty of changes over time. I am working from the logic that it would be hard to order Manchester III/Lancaster I before any order was made for the relevant prototypes, plus Kirby's contract list fits with the general increase of orders once war began. Given details of cancelled contracts can be hard to find they can have a shape and size shifting after life in published works, plus all the changes of other contracts. So the following is my best fit on the evidence I have. The Manchester Contract Cards. Contract 648770/37 requisition 12/37 from Avro. Order for 200, then 145 (L7276 to L7497), then 157 (adding back L7515 to L5726) and the cut to 145/157 covered by amendments of 9 and 10 April 1941, then cut to 156 via E1(A) amendment 19 November 1941 to deal with the deletion from the contract of L7517 damaged beyond repair at Avro. So as I read it the original order was for 200 Manchester, in April 1941 it was cut to 145 but that proved impractical and another 12 were built, total 157 (but see the Metrovic order) Metrovic order 982866/39 requisition 114/39. for 100, the contract cards have 55 cut to 43 (so a minus 12 to go with the plus 12 at Avro). The order summary card notes the cut from 55 to 43 was on 10 April 1941. R5768 to 97, R5829 to 41. A total of 100 on order is never mentioned. The April dates I think are important and probably indicate when the other orders for Manchesters were amended. Switching to the Lancasters the remaining L serials from 648770/37 are listed under 69274/40, which is quite solid evidence these were transferred to the second Avro order, originally for Manchester, but reordered as Lancaster. The Avro L serials are the start of the 69275/40 mark I orders and are listed as deliveries 1 to 43, out of 588 delivered under the order (to ED782). According to the contract cards order 69274/40 ended up as 588 mark I and 482 mark III, total 1,070 aircraft. The Metrovic Lancaster W serials are under 69275/40 requisition 2/E 1/41, along with the DV serials. The R serials as noted are under 982866/40 which is a mixture of the original and second order identifications, the requisition is also 2/E 1/41, R5842 to 68, R5888 to 917. The Metrovic order 69275/40 has W4761 as its first mark I delivery and tops out at mark I delivery number 268, DV407. The R serials are in their own sequence numbers 1 to 57. So it is almost certain the L serial Manchester reordered as Lancaster from Avro were transferred to the second contract, but it looks likely that did not happen for similar aircraft from the Metrovic order. According to the timeline in Harry Holmes end January 1940, 1,200 Manchesters under order (Kirby lists 1,600) 20 February, Manchester III proposal discussed with Air Ministry. 1 April, Avro appoint a supervisor for the Manchester III project 28 June 1940 Avro "already know" Vulture is going to be cancelled (Vulture production began with 2 in December 1939, another 23 built February to end June) So interesting it was cancelled that early. 29 July, Avro advised drop Manchester entirely, prepare to build Halifax, hits emergency button. end July, Air Ministry advised all efforts should be made to develop the Manchester III Ordered in 1937 and 1939, 400 Avro (L, R serials), 100 Metrovic (R), 300 Armstrong Whitworth (R and W serials), total 800, probably the 150 Fairey R serials as well. Then in 1940 the 450 Avro W serials, which makes 1,400 on order, then the 200 Metrovic W serials, which follow straight on from the Avro serials. Total 1,600. All of these have contract numbers well before that of the Lancaster prototypes. Though Holmes reports the prototype contract did not arrive at Avro until 15 July 1941. Also I note two references say 454 W serials were allocated to Avro (Including Holmes) and Holmes reports the order for 454 Lancasters arrived on 6 June 1941. Which I think shows up the role of requisitions, make a contract, requisition against that contract. Ignoring prototypes the next set of serial numbers allocated to Lancaster orders are the DS ones for mark II from Armstrong Whitworth. As Dave notes without the relevant correspondence we do not know things like when the Fairy order was placed (if at all) or it and the Armstrong Whitworth order cancelled, if they were "replaced" by the 1940 orders from Avro and Metrovic that gives 1,150 on order, 450 from Avro = 150 from Fairey and 300 from Armstrong Whitworth. My conclusion is most to all of the L, R and W serial Lancasters were originally on orders for Manchesters, more information is required to confirm exact numbers. I stress again this is a best fit. Order 69274/40 had another 620 aircraft added to it, the ED/EE serials, while 69275/40 had another 400 aircraft added, the DV and EA serials. Armstrong Whitworth ended up with the Lancaster II contract 239/SAS/C4(c) requisition 3/E 1/41, for 300 aircraft, first production in August 1942. Fairey was switched to building Halifax, Contract 891/SAS/C4(c), requisition 1/E1/41, first production October 1942.

Thanks for the mark II non folding wing information. The British import report has no Martlet III. The Martlet II and IV imports, month, number, mark, destination May-41, 9 Martlet II UK Jan-42, 32 Martlet II UK May-42, 1 Martlet II UK May-42, 12 Martlet II Mombasa Jun-42, 7 Martlet II Mombasa Jul-42, 1 Martlet II UK Aug-42, 10 Martlet IV UK Aug-42, 13 Martlet II Mombasa Sep-42, 40 Martlet IV UK Oct-42, 60 Martlet IV UK Oct-42, 3 Martlet II Mombasa Nov-42, 14 Martlet IV UK Nov-42, 30 Martlet IV Mombasa Dec-42, 3 Martlet IV UK Feb-43, 7 Martlet IV UK Totals 35 II and 30 IV for Mombassa, 43 II and 134 IV for UK, so 78 II and 164 IV. Versus 100 II and 220 IV accepted for the RN, with 4 mark II lost at sea en route. Things like the 12 mark II delivered to Illustrious at Freetown in March/April 1941 probably did not make the imports figures, that still leaves 6 unaccounted for. The import reports ignore aircraft that were a part of unit movements, and the RN formed a number of units in North America. For completeness, The 30 Wildcat originally meant for Greece arrived in the Middle east, 27 in July and 3 in October 1941. Total mark V imports 268 (versus 312 accepted) and 338 mark VI (versus 340 accepted, the last in April 1945)

Agree with the above, though I suspect there is a slight twist to the story. Using the book The Avro Manchester by Robert Kirby and the RAF list of aircraft contracts as of end 1939 the following orders had been placed for Manchesters 200 from Avro, between L7276 to L7584, contract 648770/37 200 from Avro, between R5482 and R5763, contract 982865/39 100 from Metrovic, between R5768 and R5971, contract 982866/39 Also 150 from Fairey and 300 from Armstrong Whitworth which were ultimately cancelled. Then came 450 from Avro, between W4102 and W4758 contract 69274/40 in January 1940, some ultimately cancelled. Also 200 from Metrovic, between W4761 and W5012, contract 69275/40, the Metrovic serials are earlier, contract later than the 1940 Avro order. Next in contract number order is 135521/40 the order for Lancaster prototypes, well known first flight 9 January 1941. Based on the contract numbers every aircraft up to W5012 was ordered as a Manchester, but only some from the first orders from Avro and Metrovic were built as such. The last Manchester from Avro was in November 1941, a month after the first Lancaster, for Metrovic last Manchester in March 1942, two months after the first Lancaster. The Lancaster Contract Cards do not have any notes or explanation cards. Two such cards for the Manchester, First card has the original Avro order for 200, then 145 (Between L7276 and L7497) then 157 then 156. The Metrovic order is 55 changed to 43. There is a requisition E.1(A) 15 November 1940, not sure what quantities that refers to. However both contracts have the entry Amendment 9 April 1941 and E.1 10 April 1941, which I think is the official change over to Lancasters. Second card headed Manchester and Lancaster General Notes. Manchester L7285, L7289, L7293 and L7297 had been diverted to contract 10962/39 for armament development have been returned to the original contract for completion as standard Manchester, E1(a) minute of 17 December 1940. "Contracts 982866/39 and 69275/40, 300 aircraft in components to be produced by Metropolitan Vickers for assembly by A.V. Roe. 41 Group are (A) allot from Metrovic to Avro as aeroplanes completely unassembled. (B) Allot from Avro when assembled and flight tested by normal allotment. (Points of interest for D.G.? 7 March 1941.)" The RAF Contract Cards list all Lancasters built by Avro ordered on contract 648770/37 under 69274/40, this may be a simple mistake. Similarly they list the Lancasters built by Metrovic on contract 982866/39 under 982666/40, which is clearly an error. Is anyone interested in a detailed break down of Lancaster weights? For example Canopy weight 180 pounds?

I cannot help with the catapult and fairing details, the production details might provide some clues, given the gaps. According to Air Arsenal North America AM954 to 999 were built first, then AJ100 to 153. Martlet II acceptances, 10 in March 1941, 1 in June, then 49 from August to December 1941, then 1 in February, 22 in March and 6 in April 1942. F4F-3 production ended in September 1941 (then revived January to May 1943) , F4F-4 production began in November 1941. The F4F-4B order had 1 accepted in March 1942, then production from June to December 1942. Does anyone have a figure on how many Martlet II had folding wings? The XF4F-4 first flight 14 April 1941, officially accepted in May.

From Flying Units of the RAF by Alan Lake. Sea Rescue Flight formed on 13 August 1941 at Kabrit, Egypt, redesignated Air Sea Rescue Flight 1 August 1942, became 294 squadron 24 September 1943 at Berka, Libya. Representative aircraft, Blenheim IV Z7591, Blenheim V EH330, Wellington IC HD978, Walrus II X9584 "C", Goose HK822 "N", Fairchild 91 HK832 "M". According to Shores et. al. A History of the Mediterranean Air War 1940-1945 volume 2, on 2 January 1943 two B-25C numbers 20 (Captain R.D. Heinish) and 39 (Lieutenant J. Holmes) from 81st Squadron 25th Group ditched while returning from a raid on Crete (2 gunners from the squadron claimed a Bf109 kill and a damaged), all 12 men on board the aircraft rescued. The raid consisted of 12 B-24, 11 B-25 and 25 Baltimore, No details about the rescue operation.

That is quite a wide brief. 42 Squadron equipped with Beaufort I in April 1940, operating around England and Scotland, officially based at Wick in June 1940 then Leuchars in March 1941, but lots of detachments. Replaced the mark I with mark II March/April 1942. Sent to India in June 1942, but the air element was retained in Malta/Middle East until November when it rejoined the ground element in India, no aircraft October to December 1942 until Beaufort I arrived, re-equipped with Blenheim IV in February 1943. So a little under 3 years of service and 3 theatres of war. Is there a specific time period in mind?

AB842, Taken on Charge 5 July 1941, 38 MU 6 July 1941, 452 Squadron 5 August 1941, Struck off Charge 30 November 1941. https://recordsearch.naa.gov.au/SearchNRetrieve/Interface/SearchScreens/BasicSearch.aspx Search as Guest, 452 squadron history, (Series number A9186 control symbol 137) read the file 1 page at a time or click on the title to have the option of downloading the file as a 464 Mb PDF. Unfortunately some pages are either missing or at least out of order from October/November 1941. Using the history Keith Truscott went on leave in late September 1941 as a Pilot Officer and returned on 3 October as a Flight Lieutenant taking command of B flight. AB842 is listed along with its pilots on operations but no aircraft letters are given.

It should, but I do not have that information. Also not so much a great personal library, more specialised. Plus

Ministry of Aircraft Production, Monthly Statistical Bulletin which starts in March 1942, Halifax propeller systems. Note how the data presented changed over time. This format follows that of the previous Mosquito propeller report. March 1942 The propeller blade deliveries table starts in January 1941, wooden blades start in November 1941. Metal blade forgings are from De Havilland and Rotol, with De Havilland dominating the output. Propeller for Halifax is the Hydraulic Rotol 3 blade including the constant speed unit. Repaired propellers are categorised as Fixed Pitch Wooden, Fixed Pitch Metal, Two Pitch, Constant Speed Cam, Constant Speed Hydraulic De Havilland, Constant Speed Hydraulic Rotol, Constant Speed Electric (but none until March 1942), American two pitch, American Cam, American Hydraulic, American Electric, first US propeller repairs in July 1941. April 1942, Blade deliveries table now has factory information, De Havilland Lostok producing in January 1941, Stag Lane began production in July 1941, Wooden blades by Rotol. Blade forgings, De Havilland are Dural, Rotol are Dural (starting February 1941) and Magnesium, Fairey fixed pitch Dural from January 1941. Thrust bearing (blade sets), De Havilland and Rotol from January 1942, Wooden blade root adaptor production begins in November 1941. Hub forging and Weldings, De Havilland Cam Spiders and Cam Barrels, Hydromatic Spiders and Hydromatic Barrels from January 1941. Rotol Hydraulic 3 blade forgings from January 1941, Weldings from December 1941, Hydraulic 4 blade, 198 forgings produced to end February 1942, 58 Weldings in March, Electric forgings from April 1941. Repairs now amalgamate the British Two Pitch and Constant Speed Cam figures, plus the American Two Pitch and Cam figures. August 1942, Propeller for Halifax II is the Hydraulc Rotol 3 blade including the constant speed unit. (mark number given for first time.) Rotol ceases Magnesium blade forging production. Barrel Set delivery figures recalculated, previously they were unmatched "front" and "rear" barrels. USA 3 blade hydraulic forgings have been in figures since January 1942, broken out as a note to the table for the first time in August. September 1942 Propeller for Halifax II is the Hydraulic Rotol 3 blade including the constant speed unit. Table for Propeller stocks at Aircraft Contractors or awaiting repairs added. Rotol Hydraulic for Halifax I, II, V, 494 at contractors, 41 under or awaiting repairs. Table for Constant Speed Unit stocks at Aircraft Contractors or awaiting repairs added. Table for New Propeller production by types added, from June 1941, Fixed Pitch Wood, Fixed Pitch Metal, Constant Speed Cam, Constant Speed Hydraulic De Havilland, Constant Speed Hydraulic Rotol 3 Blade, Constant Speed Hydraulic Rotol 4 Blade (from November 1941), Constant Speed Electric. Table for New Propeller production by firms added, from May 1941, firms are De Havilland Stag Lane, De Havilland Lostock, Rotol No.1 Shadow (production from July 1942), Fairy (production from June 1941), Hordern Richmond (production from June 1941), Bath Aircraft (production August 1941 to April 1942, then a pause until October), Airscrew Company (production from June 1941), Table for New CSU production by firms added starting in May 1941, De Havilland Cam, De Havilland Hydromatic, Rotol 3 Blade, Rotol 4 blade (from December 1941), Electric Table for Assembly of USA propellers in UK added, data starting in December 1941, Stag Lane Warwick I, Lostock Lancaster I from July 1942, Stag Lane Stirling II from September 1942. October 1942 Hoover added to firms producing propellers, first production in October. Bath Aircraft resumes propeller production. Fairey fixed pitch Dural blade figures from January 1941 deleted as inaccurate. Rotol ceases Dural Blade forgings, except for a batch October/November 1943. November 1942 Assembly of US propellers is now cumulative totals. December 1942, Propeller for Halifax II and V is the Hydraulc Rotol 3 blade including the constant speed unit. New CSU production table is now De Havilland Cam, De Havilland Hydromatic small, De Havilland Hydromatic large, Rotol Hydraulic Feathering, Rotol Hydraulic Non Feathering, Electric. January 1943, Assembly for USA propellers has CSU data added. Table for delivery of Propeller Hub Forgings and Hub Weldings dropped. Production of New Propellers for the Month adds type/model number field, Propeller for Halifax II and V is the Hydraulc Rotol 3 blade including the constant speed unit, various types. Production of Constant Speed Units for Month adds type field, Rotol Hydraulic for Halifax II, V type GRF/I (same as Wellington IV, Whitley and Spitfires have GRF, Beaufighter II GRF/IA) Under repair list has Halifax, Wellington VI and Whitley figures grouped together. Halifax III propeller Hydromatic De Havilland 3 blade model 55/18, spinner large Hydromatic De Havilland AY 6 (Same as Stirling III and various Wellington and Beaufighter marks) February 1943, Constant Speed Cam propellers redesignated Constant Speed Bracket. Vickers Armstrong now making propellers. New Table, CSU production by firm, starting in December 1942, De Havilland Stag Lane, Rotol Gloucester, Rotol Worcester, Standard, Gillette, No. 1 Shadow. March 1943, CSU by firm revised, De Havilland types made by De Havilland and Standard, Rotol types made by Rotol Gloucester, Rotol Worcester, Standard, Gillette, No. 1 Shadow. April 1943, Spinner production table added. Halifax II, V Hydraulic Rotol 3 blade. Constant Speed Unit GRF/I now for Halifax II, V and Whitley V. May 1943 Two new tables, starting from November 1942, Spinner production by type, De Havilland Bracket, De Havilland Hydromatic 3 blade, De Havilland Hydromatic 4 blade, Rotol Hydraulic 3 blade, Rotol Hydraulic 4 blade, Rotol Hydraulic 5 blade, Rotol electric. Also New Spinner production by firm, De Havilland types from C.S.A, De Havilland types from Sankey, Rotol types from Rotol Gloucester, Rotol types from C.S.A., Rotol types from Sankey. Constant Speed Units for Halifax II, V and Whitley V now GRF/I, GR/4 (Possibly GRF/4?) Under repair list has Halifax, Wellington VI and Whitley figures grouped together using type GRF/I. June 1943, Standard added to firms making propellers, first production in June. July 1943 New type of propeller being made, the Rack. September 1943, Halifax III, B.VI propeller Hydromatic De Havilland 3 blade model 55/18 October 1943, Halifax B.II, V Hydraulic Rotol 3 blade. (appearance of aircraft designator letter) Same in spinner and propeller stocks tables (1, B.II, V in the latter). December 1943, Halifax B.II, V now also Hydraulic Rotol 4 blade, no model given, B.II, V still "various". Spinner Hydraulic Rotol 4 blade. January 1944, Standard ceases propeller production. March 1944 Templetons is added as maker of De Havilland propeller blades, staring in January 1944, in April 1944 the report has Templetons production beginning in May 1942, previously counted under Lostock. April 1944, 3 blade Rotol propeller production for Halifax ends. Rotol Gloucester ceases CSU production. May 1944, Halifax III, B.VI propeller Hydromatic De Havilland 3 blade model 55/18, 55/19. Shadow factory No.1 ceases CSU production. June 1944, Propeller stocks report say the Hydraulic Rotol 4 blade propellers for Halifax B.II, V are types R7/4, B5/4. July 1944 Rack propeller production ceases. August 1944, Halifax III, B.VI, B.VII propeller Hydromatic De Havilland 3 blade model 55/1, 55/19. Rotol begins production of 2 blade hydraulic constant speed propellers. Hordern Richmond cease propeller production until December. September 1944, Bracket propeller production ceases as does CSU units for them. October 1944, Propeller stocks report say the Hydraulic Rotol 4 blade propellers for Halifax B.II, V are types R7/4B5/4, R34/4B5/4 Number 1 Shadow factory ceases propeller production. November 1944, Halifax B.II, V propeller Hydraulic Rotol 4 Blade, R7/4B5/4, Halfax III, B.VI, C.VI, B.VII, C.VII propeller Hydromatic De Havilland 3 blade, 55/18, 55/19. December 1944, Rotol ceases 3 Blade Hydromatic constant speed propellers. January 1945, Rotol 4 blade propeller production for Halifax ceases. Hoover ceases propeller production. March 1945, Double Acting CSU monthly production begins (20 have been built in May and 1 in October 1944) Gillette CSU production ceases as does electric CSU production since Gillette was the sole UK maker of electric CSU. April 1945, Contra rotating propeller production begins. August 1945, De Havilland ceases propeller production for Halifaxes and AY 6 constant speed unit. Stocks reports discontinued. September 1945, Fairey and Hordern Richmond cease propeller production. Electric propeller production ends? US propeller table dropped. October 1945, De Havilland 3 blade, hydraulic constant speed propeller production ends? And De Havilland large Hydromatic CSU unit production ends? November 1945, End of reports.

As noted in the listing there were 3 and 4 blade propellers being made for the Merlin Halifax. The book Halifax at War by Brian J Rapier has a photograph of a Halifax in a hangar with all engines fitted with 4 bladed propellers, the caption says "Four bladed propellers were found to add another thousand feet to the service ceiling of the Halifax, and to improve the rate of climb at high altitude. They were also beneficial to mark 5 aircraft operating with Coastal Command on long endurance flights." No information about any flying with a mixture of 3 and 4 bladed propellers.

Just for the record, the original WWII meaning of "Good enough for government work" was a compliment, as industry adapted to the higher quality demanded versus normal standards, the meaning was reworked post war. Also unless the mark III engine mountings were moved further apart, including from the fuselage, it would be surprising if longer propeller blades were fitted versus the mark II.