Книги

Putnam
D.James
Westland aircraft since 1915
40

D.James - Westland aircraft since 1915 /Putnam/

Sopwith 1 1/2 Strutters being built in Westland's factory in 1916.
D1773, the 57th D.H.4 built by Westland.
This Westland-built D.H.9, B7664, with a four-bladed propeller later became a D.H.9A.
A late production Liberty engined D.H.9A converted to dual trainer by the Westland Aircraft Works at Yeovil in 1928.
A Short 184 floatplane of the type built by Peller's Westland Aircraft Works during 1915-16.
Six Vickers Vimys, with H5080 and H5081 nearest the door of the 140 ft span new 'Vimy hangar' at Yeovil.
Vimy H5080 taking off from the Yeovil aerodrome.
Westland's covering shop where the deft fingers of girl fabric workers were halted for this photograph of Vimy control surfaces being covered.
In its modified form with a reduced area fin, this Wagtail has constant-chord equal dihedral wings but with a small curved centre-section cutout.
The third Wagtail, C4293, with the flat lower wing and increased dihedral on the upper wing. Retouching has removed the tailskid.
Developed to meet the RAF's Type I Specification for a 180hp engined, single seat fighter replacement for the Sopwith Camel, the attractively proportioned Westland Wagtail appears to have been a sound enough airframe design, let down by a totally undeveloped engine in the shape of the 170hp ABC Wasp. First flown during April 1918, the twin Vickers gunned Wagtail, like its its rivals, the BAT FK 23 Bantam and Sopwith Snail, was quietly left to wither away, following the official abandonment of the Wasp towards the close of 1918. Top level speed of the Wagtail was a useful 125mph at 10.000 feet, while it took a mere 3 minutes 30 seconds to reach an altitude of 5.000 feet. Interestingly, both of these performance figures are superior to those of the Sopwith Snipe with its far more powerful 230hp rotary. Only three Wagtails were to be completed, the last, serial no C 4293 being seen here.
Wagtail showing the twin Vickers guns, ring-and-bead sight, brackets and perforated windscreen for Aldis sight, centre-section configuration and case chute in side panel.
One of the two short fuselage Wagtails ordered in 1929. It has an Armstrong Siddeley Lynx engine, curved fin and much enlarged centre-section cutout.
Wagtail C4291 under construction, with broad-chord fin extending forward of the tailplane, equal dihedral wings and reverse taper on inboard sections of the upper wings.
A Wagtail under construction. The elevator control system, wing aerofoil section and fuel tank locations are notable features.
Wagtail C4293 after its heavy landing on 8 May. 1918. during 'fighter trials' at Martlesham Heath.
A burnt out Bessoneaux hangar and a badly damaged Wagtail was the result of an employee's experiment with a cigarette and a tin of petrol.
N16, the first N.1B, with a tail float and a humped cowl over the Vickers machine-gun.
This close up of Westland N16 shows the engine cowling's fine finish, 'hump' for Vickers gun, the gun port in its cowl, two 65 Ib bombs under the fuselage and Lewis gun over centre-section. The pistol grip and spade grip of the Lewis gun are seen above the cockpit.
N16 with wings folded and carrying a 65 Ib bomb under the fuselage. Note the slotted engine cowling and absense of jury struts.
N17, the second N.1B, had a modified engine cowling and an uncowled Vickers gun.
Longer float on N17 allowed the tail float to be removed.
The first Westland-built Short 166 floatplane, 9751, in the Yeovil factory, with the Salmson radial engine of another aircraft visible at the left of the photograph.
The fuselage of a Short 166 being loaded into a railway wagon in the siding of Westland's despatch department in 1916.
A horse-drawn cart takes Short 166 wings and centre-sections from the factory to Yeovil's Great Western Railway junction.
The second Weasel, F2913, shows off its neatly cowled Jupiter engine and wide-span wings, the apparent splaying of which is an optical illusion.
This view of F2913 shows the large aperture in the upper centre-section, the cut-away wing roots and the generous size of the rudder and elevators.
Thi retouched photograph of the Weasel's structure reveals a full-chord wing root without a cutout. The pilot's basket-work seat is noteworthy, as are the neat decking around the cockpit and the Scarff ring.
The Limousine I, K-126, seen at Yeovil in July 1919, has an oval nose radiator for its Falcon III engine. Visible are the windscreen of the offset cockpit, the very long exhaust pipe and the small fin and rudder.
G-EAJL, the first Limousine II, appeared in October 1919 with an enlarged rectangular radiator and increased area fin and rudder.
G-EAJL, the Limousine II was exhibited at the 1921 Paris Aero Show in Ihe Grand Palais.
The Limousine I K-126 (left) and Limousine II G-EAJL being prepared for demonstration flights. Note the different radiators and four-blade propellers.
The prototype Limousine III at Yeovil in June 1920. The two small finlets on the tailplane, the large rudder and absence of a central fin were unusual features.
The Lion-powered Limousine III with underwing fuel tanks, twin-nosewheel undercarriage and three-bay wings.
G-EAWF was the second of two Limousine IIIs to be built. It flew with the Instone Air Line at Croydon as reserve aircraft.
Sidney Cotton's Limousine III G-EARV being prepared for a seal-spotting flight at Botwood, Newfoundland, in 1921. It has overwing fuel tanks.
Luxury was the keynote of the passenger cabin, which was button-back lined, carpetted and fitted with thick upholstered seats. The more austere pilot's cockpit is on the left.