View Full Version : More Whirly Pic's......

01-21-2006, 02:55 PM
I€m a Martyr to the cause... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif http://forums.ubi.com/images/smilies/16x16_smiley-wink.gif http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif


These are BIG scans... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif


01-21-2006, 02:55 PM
I€m a Martyr to the cause... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif http://forums.ubi.com/images/smilies/16x16_smiley-wink.gif http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif


These are BIG scans... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif


01-21-2006, 02:58 PM
How many units operated this beastly aircraft? Its quite an airplane I would like to have it, correct me if I'm wrong though it didn't see much action...

In terms of production and front line duty I figured it was like a Russian I-185...

01-21-2006, 03:06 PM
Can't... Write... Yet... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif Must... Post... Whirlwind... Pictures... http://forums.ubi.com/images/smilies/blink.gif


01-21-2006, 03:13 PM

01-21-2006, 03:16 PM
http://forums.ubi.com/groupee_common/emoticons/icon_cool.gif http://forums.ubi.com/groupee_common/emoticons/icon_cool.gif http://forums.ubi.com/groupee_common/emoticons/icon_cool.gif

<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by darkhorizon11:
How many units operated this beastly aircraft? Its quite an airplane I would like to have it, correct me if I'm wrong though it didn't see much action...

In terms of production and front line duty I figured it was like a Russian I-185... </div></BLOCKQUOTE>

Here's some stuff from our standard Whirlwind enquiry response pack:-

The following is taken from British Warplanes of World War II from Grange Books ISBN 1-84013-391-0.


After a long series of rather staid biplanes,the
choice of Westland to produce a high-speed fighter
must have seemed somewhat unlikely, but the company
tendered against Specification F.37/35, and in
January 1939 won a production contract for 200

The first of two protoype Westland Whirlwinds flew
on 11 October 1938, but the Air Ministry lowered a
security curtain around the new fighter which was
not to be raised until August 1941. This caused
considerable amusement since a French technical
paper had published drawings in 1938, and there was
every reason to believe that the Germans knew about
the Whirlwind.

The new type was interesting on several accounts: - it
was the RAF's first twin-engined fighter, and had low-
altitude performance
that was better than that of any contemporary single-seat fighter.
Furthermore, its four 20-mm nose-mounted cannon gave a weight
of fire of 600lb (272kg) per minute, which conferred firepower superior
to that of any other fighter in the world.

Production deliveries began to No.263 Squadron at
Drem in July 1940, and the squadron settled down to
eliminate the inevitable bugs in a new airframe and
engine - the Rolls-Royce Peregrine. Troubles were
also experienced with the cannon, but the squadron
scored its first confirmed success with the destruction
of an Arado Ar 196 floatplane on 8 February 1941, although
a Whirlwind pilot was lost.

Deliveries were slow. as a result of a shortage of
engines. and only eight Whirlwinds had been received
by the RAF by the end of 1940. No.137 was the second
(and only other) squadron to be equipped with
Whirlwinds; it was formed at Charmy Down on 20
September 1941 with a nucleus of No.263 Squadron

While the new fighter proved to have excellent
performance at low altitude, it was at a distinct
disadvantage when fighter-against-fighter combat
began to move to higher altitudes, and it was
necassary to restrict Whirlwind operations to a
lower level where, for a time, the type proved
useful for light bombing operations and fighter

And from another source......

"To the general public Fighter Command and the
Spitfire are synonymous, and the fact that there
were more Hurricanes than Spitfires in the Battle of
Britain appears to be a fact largely ignored. The
aircraft covered by this book was designwise a
contemporary of the Spitfire, was in 1939 capable of
flying faster than the Spitfire at ground level, had
a better all-round vision than the Spitfire, and was
considered by the pilots who flew it to be one of
the most pleasant and nicest aircraft to fly.

It was British designed and built, yet it only
equipped two squadrons. This aircraft was the
Westland Type P9 Whirlwind fighter, twin-engined and
armed with four 20 mm cannon.

Why was it that the Whirlwind only formed the
equipment of two squadrons? Was it the failure of
the Ministry of Aircraft Production to order
Westland to speed up production and quickly
incorporate modifications; the failure of the Air
Staff who required the Whirlwind to complete a brief
handling trial before the issue of a production
order; the blinkered outlook of some of Fighter
Command staff who only recognised fighters as
single-engined; or was the failure completely

Certainly the Whirlwind in its concept and design
was revolutionary - in its production execution
Westland failed to live up to promises of delivery,
yet once in full operational service it appeared to
have been both popular with both aircrew and
groundcrew. It can, of course, be said that this is
through the rose-tinted spectacles of nostalgia, but
the same may be said about other aircraft, including
the Spitfire. It must be remembered that the
Spitfire was not the easiest aircraft for
maintainance and repair, was certainly not as good a
gun platform as the Hurricane, and neither the
Hurricane nor the Spitfire in 1939 carried so heavy
a standard armament or had so good all-round vision
as the Whirlwind.

So what made the Spitfire a legend and the
Whirlwind an 'also-ran'? Some of it was due to
wartime propaganda, some to post-war nostalgia, but
the fact that the Hurricane and Spitfire were in
large-scale production and had greater potential in
accepting more powerful engines, must have been
factors for the preference of these two

Here was an aircraft with no adverse handling
characteristics such as bad swing on take-off, no
instability or control problems, an aircraft with
four 20 mm cannon mounted tight together in the nose
for concentrated fire, superb all-round vision, good
ease of handling, plus twin-engined safety for
getting back across the Channel - yet caustic
comment and criticism appears to have been its lot.
What a shame that some of the criticism in 1938-39
could not have been levelled at the rifle bore
armament and the unprotected fuel tanks of the
Hurricane and Spitfire; maybe then, if it had been
heeded, our casualties in the years 1939-40 would
have been smaller and our victories greater.

By the time the Whirlwind was in full production
and operational it had missed its main opportunity
as a fighter, and the Hurricane and Spitfire were
being re-engined with more powerful versions of the
Merlin. It may have been that if the Merlin engines
had been originally installed in the Whirlwind, this
aircraft would have been more acceptable to the Air
Staff and Fighter Command.....

Someone wrote of the Whirlwind 'a fighter that
should have succeeded' - from the interest and
information from ex-squadron members, I have a
feeling it did succeed."

'WHIRLWIND The Westland Whirlwind Fighter' by
Victor Bingham. Airlife Publishing, 1987. ISBN 1 85310 004 8
(Out of print but worth searching for)




Archie and I might have some more....if anyone's interested.

01-21-2006, 03:21 PM

http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif How many units operated this beastly aircraft? http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif

01-21-2006, 03:27 PM


01-21-2006, 03:33 PM
Sometimes it makes me wonde3r if the Me262 isn't just a jet-powered Whirlwind.

01-21-2006, 03:37 PM


01-21-2006, 03:40 PM

01-21-2006, 03:49 PM
I don't know how you get pics of these whirleys,but I can't get enough of them.! http://forums.ubi.com/images/smilies/16x16_smiley-happy.gif http://forums.ubi.com/images/smilies/25.gif

01-21-2006, 03:50 PM

Our idea is to flood everyone's (Including Oleg's) brain with images of the Whirlwind on their monitor, until like pavlov's dog's, everyone will start to salvate as their brains will have been conditioned to expect a Whirlwind to follow... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif

This is our quest and we shall succeed... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif

01-21-2006, 03:57 PM
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by redfeathers1948:
I don't know how you get pics of these whirleys,but I can't get enough of them.! http://forums.ubi.com/images/smilies/16x16_smiley-happy.gif http://forums.ubi.com/images/smilies/25.gif </div></BLOCKQUOTE>



01-21-2006, 04:00 PM

Part one of project €˜Whirlwind Indoctrination Procedure€ (WIP) is complete€¦ http://forums.ubi.com/images/smilies/16x16_smiley-wink.gif http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif

01-21-2006, 04:04 PM
Splendid show, Archie!

Now then chaps....
Any questions? http://forums.ubi.com/images/smilies/blink.gif http://forums.ubi.com/images/smilies/59.gif

01-21-2006, 04:09 PM
Could'nt have done it without you L_F... http://forums.ubi.com/images/smilies/25.gif

http://forums.ubi.com/images/smilies/16x16_smiley-wink.gif You ain't seen me... Right http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif

01-21-2006, 04:54 PM
Man, and I thought the French built UGLY planes.

01-21-2006, 05:07 PM
Oh, we can do ugly...




01-21-2006, 05:13 PM
good luck in you're mission Archie & L_F

hope it pays off http://forums.ubi.com/groupee_common/emoticons/icon_wink.gif

cracking pic's guys http://forums.ubi.com/groupee_common/emoticons/icon_smile.gif

01-21-2006, 05:27 PM
Thank you, reverend.

From Dirty_Mac, in the official whirlwind whiners thread (locked)

The Westland Whirlwind by Philip J. R. Moyes.

Seldom, if ever, can a British aeroplane have been surrounded by so much "red tape" as was the Westland Whirlwind twin-engined monoplane. Designed to an Air Ministry Specification of 1935 (F .37 /35), it flew in October, 1938, and entered service in 1940, being the R.A.F.'s (and Westland's) first twin- engined single-seat fighter and the first such machine to be used in numbers by any of the great powers. For some time after the outbreak of the Second World War its existence was supposed to be a closely- guarded secret, but it was apparently no secret in France and Germany as early as 1938, for in that year drawings of the aircraft appeared in a French technical paper. Lord Beaverbrook, the Minister of Aircraft Production, mentioned the Whirlwind by name in public in December, 1940-the same year in which it appeared in a German aircraft recognition handbook-but it was not officially disclosed by the Air Ministry until August, 1941, and details were not released to the press in this country until February, 1942.

The basic feature of the Whirlwind was its concentration of firepower: its four closely-grouped heavy cannon in the nose had a rate of fire of 600 Ib./ minute-which, until the introduction of the Beaufighter (see Profile No. 137), placed it ahead of any other fighter in the world. Hand in hand with this dense fire-power went a first-rate speed and climb performance, excellent manoeuvrability and a fighting view hitherto unsurpassed. The Whirlwind was, in its day, faster than the Spitfire low down and, with lighter lateral control, was considered to be one of the nicest "twins" ever built.

The Whirlwind was designed by Mr. W. E. W. Petter-more recently of Canberra and Gnat fame- and his team to meet the requirements of Air Ministry Specification F .37 /35 for a single-seat day and night fighter. Design work began early in 1936, and although Bristol and Hawker also tendered, the Westland design was the one selected; it had the Westland-type number P.9 (P for Petter, incidentally) and an order for two prototypes was placed by the Air Ministty in February, 1937. The first prototype, L6844, first flew at Yeovil on 11th October, 1938, in the hands of Westland's chief test pilot, Harald Penrose. It proved to be faster than anything else, low down, hence its nickname "Crikey", inspired by a famous Shell advertisement of the day which depicted a labourer with a swivel neck seeing some- thing flash past him at a high rate of knots and trying to look in two directions simultaneously, exclaiming: "Crikey, that's Shell, that was!" This nickname was, apparently, first bestowed upon the Whirlwind by a local garage proprietor.

The Whirlwind was designed round two fully- supercharged Rolls-Royce Peregrine twelve-cylinder 'vee'-ty~e engines, the deliberate concentration of fire-power and the desire to give the pilot the best possible view being mainly responsible for its twin- engine configuration. It was completely orthodox in layout and construction (all-metal stressed skin) yet in many ways it was ahead of its time. Leading edge cooling ducts (for radiators which were enclosed in the centre section), thin wing, high tailplane, extruded spars, extensive use of elektron and castings, were typical features with which Westland's design team led the way. The "almost-bubble" one-piece canopy was another excellent innovation.

A peculiarity of the Whirlwind's control system was the fact that its two-piece rudder was concave or "hollow-ground" on both sides, the reason being that the original normally-contoured rudder was found to be very light and virtually ineffective over the first five degrees of travel either way. The adoption of a rudder with a re-entrant section overcame the problem. For reasons of control layout and nothing to do with aerodynamics, the rudder hinge was offset, and to compensate for this the rudder-section was made assymetrical port and starboard. On the upper part this was achieved by making just the starboard side hollow-ground. Another peculiarity was that part of the one-piece, high-lift Fowler trailing edge flap which stretched from aileron to aileron (it was hinged at the rear extremities of the engine nacelles which moved with it) also performed part of the function of radiator flaps, and in order to maintain a reasonably low coolant temperature, it was necessary 'to climb with it partly extended. If any serious delay was experienced before take-off, two fountains of steam appeared, necessitating shutting down both engines to cool off before taxiing.
Mention has already been made of the positioning of the Whirlwind's coolant radiators in the leading edge of the wing; this not only resulted in a clean- looking and low-drag installation but, because of the radiator ducts' close proximity, it also enabled the Whirlwind's cockpit to be heated at all altitudes. Another unusual idea was the original one of running the engine exhaust pipes through the wing fuel tanks. A trial installation was made in one aircraft and during tests Harald Penrose encountered fire in the air for the third time during his career. Flames burned through the rear spar and severed the aileron controls. The ailerons were of the Frise type, and as the balance area forward of the hinge line got into the slipstream the loose aileron went hard up against the stops. To counteract this, Penrose put up the opposite aileron to the same angle and came home on rudder and engines only.
From the flying viewpoint, the Whirlwind was considered magnificent, its sole peculiarity being its tendency to develop tail shudder in really tight turns because its rudder too easily assumed rhythmic oscillations. Handley Page slats of large area were fitted to the Whirlwind's outer wings but eventually, on production aircraft, they were locked shut for structural reasons, since at least one accident was believed attributable to a slat failure. Even then, lateral behaviour at the stall was entirely adequate without their aid. The project design originally was planned to have twin fins and rudders, but in wind tunnel model tests it was found that the underslung engine nacelles caused turbulence troubles, and so the high tailplane layout was eventually adopted. There is interest in noting that consideration was given at one stage to "bending" the rear fuselage upwards, thus placing the tailplane even higher and in still calmer air.

As related earlier the first prototype Whirl- wind, L6844, first flew on 11th October, 1938. On the last day of that year it was delivered to the Royal Aircraft
Establishment, Farnborough, and apparently it performed so well in tests that before the end of January, 1939, the Air Ministry placed a production order for 200 Whirlwinds with the first delivery promised for the following September. Shortly before the outbreak of war an additional order for 200 Whirlwinds was placed.
In May, 1939, the new "hush-hush" fighter was demonstrated to a party of M.P.'s at Northolt and in the words of one magazine report: "the 'fastest time of the day' was not put up by the Spitfire , but by a secret twin- engined machine which streaked over from the west".

For reasons which will be dealt with later, Whirlwind production fell badly behind schedule and it was not until May, 1940, that the "first off", P6966. was ready to fly, the second prototype, L6845, being completed almost simultaneously. First deliveries-P6966 and P6967-were made on 3rd June, 1940, to No. 25(F) Squadron at North Weald, this unit (which was then flying Blenheim IFs) having had a pre-view of the Whirlwind two days previously when L6845 had been flight-demonstr8.ted at North Weald. This proved to be a false start, however, and owing to a change in re-equipment policy, the new machines were re- allocated to No. 263(F) Squadron which had recently won immortality while flying Gladiators in Norway (see Profile No. 98). The squadron was scheduled to re-form at Grangemouth, Stirlingshire, in June, but owing to teething troubles suffered by the ex-25 Squadron machines, it was July before No. 263 was re-formed-at Drem-and then with Hurricanes as temporary equipment. The first of No. 263's Whirlwinds arrived at Drem on 6th July, flown by the C.O., Squadron Leader H. Eeles, and two more followed on the 19th. On 7th August came the first write-off after P6966 (Pilot Officer McDermott) had a tyre burst on take-off. The Whirlwind was a touchy aircraft on take-off at the best of times, and in this particular instance the pilot was lucky; for despite the fact that his aircraft swerved, the nose did not touch the ground and he was able to get it airborne. While trying to retract the wheels McDermott learned from flying control that the undercarriage was visibly damaged and was warned that a landing would be hazardous. He climbed and baled out. The Whirlwind went thirty feet deep into the ground north of Stirling and McDermott made a safe landing only to be made prisoner by the local Home Guard!

Deliveries of Whirlwinds to No. 263 Squadron were held up by a lack of engines and only eight Whirlwinds were in service by October, 1940. The squadron moved to Exeter at the beginning of December and became operational on Whirlwinds on 7th December, flying 30 sorties before the month ended. So deplorable was the condition of the airfield surface at Exeter, however, that early in the New Year an operational flight was detached to St. Eval. The squadron's first action came on 12th January, 1941, when Pilot Officer Stein and Sergeant Mason, on standby duty, were detailed to intercept a returning German bomber. Stein intercepted the "bandit" some forty miles south-west of the Scillies and following his attack, No. 263 was credited with 'one Ju 88 damaged'. In February the squadron gained its first confirmed victory with Whirlwind aircraft when Flying Officer Hughes and Pilot Officer Graham (who was missing after the en- counter and assumed to have been shot down) destroyed an Arado 196 south of Dodman Point. Westland sent the squadron a case of champagne with which to celebrate the victory.

Following an attack by the Luftwaffe on St. Eval in the middle of March when nine of No. 263's twelve Whirlwinds were damaged on the ground, the entire squadron moved to Portreath, but on 10th April it moved again, this time to Filton (Bristol). During the first four months of 1941 the squadron lost many pilots through flying accidents, and three in action.
Convoy patrols were undertaken by the Whirlwinds during May and on 14th June six aircraft took part in the first Warhead operation-code-name for low-level strikes against airfields in the Cherbourg Peninsula, the purpose of which was to destroy enemy aircraft on the ground. The Whirlwinds operated from Ibsley on this particular occasion, but owing to ground mist at the selected targets-Maupertuis and Quer- queville-the main strike was centred on tarpaulin- covered equipment. This operation marked the start of the Whirlwind's career as a ground-strafing aircraft. On 7th August No. 263 moved to Charmy Down and five days later it provided close escort, as far as Antwerp, for 54 Blenheims of No.2 Group making a daylight raid on power stations near Cologne. During the same month, the squadron flew many offensive sorties-mainly against airfields at Quer- queville, Maupertuis and Lannion-as a result of which three Ju 88's, at least eight Ju 87's and some Bf 109's were destroyed on the ground, one E-boat sunk and another damaged. On one occasion four Whirlwinds were intercepted by twenty Bf 109's while engaged on a Warhead sortie and a fierce dog fight ensued. Although outnumbered 5 to 1, the Whirlwinds gave a good account of themselves and destroyed two of the enemy. Two Whirlwinds were damaged and a third force-landed when returning to base. All this led the squadron diarist to record:
"The Whirlwind has at long last been completely justified and vindicated, having shown that it is an admirable machine for ground strafing and also that it is a match for the Me.109s". While this may have been true low down, it was not so at altitudes, where, through changing tactics, the majority of combats were taking place.

What the Whirlwind urgently needed was an improved mark of Peregrine, but Rolls-Royce were heavily committed to Merlin production and development at this time, and were disinclined to spare the effort to improve the Peregrine's performance. At some stage the Air Ministry and the Ministry of Aircraft Production apparently discussed the idea of re-engining the Whirlwind but rejected the idea of giving it a new lease of life in this way because they considered "its fuselage was too small and its entire layout unpromising".. Thus it was that the Whirlwind's lack of altitude performance reduced its effectiveness as a weapon of war and, in turn, restricted its opera- tional career. Another contributory cause, again mentioned in an official volumet is that
"at a time i.e. 1938, when nearly all types were being ordered 'off the drawing board', the Air Staff required the Whirlwind prototype to complete brief handling trials before the production order was given to the firm. Its development period was thereby con- siderably ******ed with the result that when it did come into service it had missed its operational oppor- tunity (as a heavy-armed interceptor) and was never able to catch up the time it had lost".

The second production order for 200 Whirlwinds which had been placed in mid-1939 was cancelled in 1940 and the initial order for a similar quantity was reduced to 114 aircraft. The last of these left the assembly line in January 1942.
At the end of 1941, No. 263 Squadron was at Colerne, having been based successively at Martle- sham Heath, Wattisham and Predannack. Meanwhile another Whirlwind squadron had formed on 20th September, 1941-No. 137 at Colerne, moving soon afterwards to Charmy Down, and No. 263 had assisted its formation by contributing pilots and other per- sonnel. On 12th February, 1942, No. 137 Squadron, by now based at Matlask (and having previously operated from Charmy Down, Predannack and Coltishall, in turn) took part in the famous "Channel dash" episode and in doing so lost four aircraft in a dog fight with twenty Bf 109's.
The ensuing months saw the Whirlwind squadrons engaged in convoy patrols and Rhubarbs (massive fighter sweeps over Northern France and the Low Countries), in which targets ranged from railway locomotives to oil refineries, and-over sea-from E-boats to minesweepers and even a lighthouse. Another activity was night-flying training. During this period the squadrons each saw several changes of location.

In the latter part of 1942 the Whirlwind was adapted as a bomber and subsequently joined the Hurribomber in attacking the enemy in occupied territory with cannon and bombs by both day and night. One 250 or 500 lb. bomb was carried beneath
each wing, and thus modified the Whirlwinds were unofficially known as "Whirlibombers". The fitting of bomb racks to the Whirlwind was advocated in September, 1941, by Squadron Leader T. Pugh, D.F.C., the C.O. of No. 263 Squadron, but it was not until 21st July, 1942, that the first of the squadron's Whirlwinds was modified to carry bombs. The first "Whirlibomber" operation-by No. 263 Squadron and only intended as a trial run-took place on
9th September, 1942, when two sections, escorted by Spitfires, attacked four armed trawlers steaming from Cap de la Hague, near Cherbourg, towards Alderney.

Success was immediate-two of the trawlers were sunk. No bomb sight was used in such oper- ations, and as the Whirlwinds invariably bombed from 50 feet or less, a delayed action generally fuse was chosen. When loaded with bombs the aircraft flew left wing low in a dive and at high speed aileron snatch was experienced. It was recommended that both bombs be dropped simultaneously during low-level attacks, but if pilots wished to make two bombing runs then they were advised to drop the port bomb first.

The two Whirlwind squadrons continued to terrorise the enemy with bombs and cannon until the Typhoon took over the job in 1943. No. 263's hunting grounds were the Brest and Cherbourg Peninsulas and the Western Approaches, while No. 137, operating from Manston, covered the Channel and Northern France. Railway lines showed up well in the moon- light, smoke proclaiming the approach of a train. When "working on the railway", the Whirlwind's four 20 mm. Hispano cannon proved entirely satisfactory-in- deed one No. 137 Squadron pilot blew up four locos in a single sortie. In its first six months of fighter-bomber operations No. 137 Squadron destroyed or damaged thirty-seven goods trains, sixteen of them by night and the rest by day. By day only goods trains were attacked, but by night passenger trains were also con- sidered fair game, for only Germans were permitted to travel by night in occupied territory. Enemy airfields were also a favourite target for low- level beat-ups by the "Whirli- bomber" boys.

Eleven Whirlwinds were subscribed for by war weapons funds, notably that organised by the wealthy British colony in South America and known as the Bellows Fellowship, whose object was to "raise the wind" for the purchase of aircraft for Britain. Each member had to contribute a centavo for every German aircraft shot down by the Fellowship's "own" aircraft, and membership grew to 70,000. The Fellowship's Whirlwind gifts included P7094, which carried the word "Bellows" by the cockpit with a pair of bellows painted beneath it within an oval surround; P7055, P7116-P7121 inclusive, "Bellows Argentina Nos. 1-7" respectively and P7122 "Bellows Uruguay No.1". Another presentation aircraft, P7056, subscribed for by the people of its West Country birthplace, was named "Pride of Yeovil".

Some interesting experimental armament installations were made on the Whirlwind. The first proto- type, 6844, was fitted with twelve 0,303 in. Browning machine guns, while another Whirlwind mounted a single 37 mm. cannon. A high altitude photo-reconnaissance version of the Whirlwind was projected but did not materialise.

Wings: Low wing cantilever monoplane. All-metal structure with light alloy stressed skin covering. Metal-framed fabric- covered ailerons. Fowlertype trailing-edge flaps on centre section between ailerons and fuselage. Rear part of engine nacelles hinged to move with the flaps to which they were attached. Handley Page anti-stall slats fitted to leading edge of outer wing panels.

Oval section metal monocoque structure with stressed- skin
covering. Tail Unit: All-metal structure with stressed-skin covered fixed surfaces and fabric-covered movable surfaces. Cantilever tailplane mounted high up fin with acorn-type fairing at intersection of two surfaces. Divided rudder and elevators.

Backwards-retracting type, main wheels being completely enclosed by hinged doors. when raised into engine nacelles. Fully-retractable tailwheel.

Two Rolls-Royce Peregrine I 12 cylinder vee liquid-cooled geared and supercharged engines, each developing 885 h.p. at 3,000 r.p.m. at 16,250 ft.; 860 h.p. at 2,850 r.p.m. at 13,500 ft., and 765 h.p. at 3,000 r.p.m. at sea-level with 87 octane fuel. Three-bladed
de Havilland D.H.4/4 variable pitch, constant speed airscrews of
10 ft. 0 in. diameter.

Armament: 'Four fixed 20mm. Hispano Mk. 1 cannon (Oerlikon design and Hispano licence) in nose, each with a magazine containing 60 rounds of ammunition and giving a rate of fire of 600 tb./minute.

Provision made in service for two Mk. III Universal bomb-carriers, one under each wing, for 2x250 or 2x500 lb. bombs.

Span 45ft. 0 in. Length (overall) 32 ft. 3 in., (tail down) 321t in.' Height (tail down) 10 ft. 6 in. Track 12ft. 9 in. Wing area 250 sq. ft.

Empty 8,310 lb. Loaded as fighter 10,356 lb.
Loaded as bomber, 10,8881b. with 2x250 lb. bombs,
11,388 lb. with 2x500 lb. bombs.

Performance:Max. speed (light): 315 m.p.h. at 5,000 ft.,
335 m.p.h. at 10,000 ft.,
360 m.p.h. at 15,000 ft.,
350 m.p.h. at 20,000 ft.
Max. speed (loaded): 304 m.p.h. at 1.5,000 ft. with full war load and racks,
278m.p.h. at 15,000 ft. with full war load and 2 X 250 lb. bombs, 270 m.p.h. at 15,000 ft. with full war load and 2 X 500 lb. bombs.

01-21-2006, 08:59 PM
I read "somewhere" that on one occasion they provided escort to bombers over German territory.

Can anyone confirm this?

01-22-2006, 01:05 AM
Whilrwinds of No 137 and 263 Squadrons escorted a daylight raid of Blenheims and Wellingtons to Cologne in late 1941. I don't think there was any action seen by them however.

01-22-2006, 02:59 PM
12th August 1941.

Blenheims of 2 Group were detailed for a daylight attack on two power stations in Cologne. The escort was provided by 66, 152, 234 and 263 Squadrons.

263 was the only Whirlwind squadron involved - supplying fourteen aircraft, flying out of Martlesham Heath. They turned for home approximately 4 miles north west of Antwerp and followed the course of the Scheldt at very low altitude - seeking targets of opportunity. They spotted and attacked some barges near Walcheren, sinking one and damaging two others. No losses. Three damaged.

Source: Whirlwind. Victor Bingham.

01-22-2006, 10:55 PM
Most excellant rendition Low_Flyer thanks! http://forums.ubi.com/images/smilies/25.gif

01-23-2006, 12:10 PM
More From Bingham:

August 5 1941.
Three Me 109s downed for no loss near Cherbourg.

November 7 1941.
Me 109 downed west of Cap de la Hague.

"The year 1941 had finished successfully and the Whirlwind had vindicated itself. Seven Whirlwinds had been shot down or lost in operations and 61 enemy aircraft destroyed or damaged in air combat."

The Whirlwind in action over France.

" On 28 September Sqaudron Leader Donaldson (P7044) with three other Whirlwinds took off from Predannack to carry out an attack on Ju 88s reputed to be dispersed at Morlaix airfield. Morlaix was now to feel the whiplash of the Whirlwind's 20 mm cannon for a number of days, but the reputed Ju 88s appeared to have decamped. A landfall was made at Louescat and a climb made to 500 ft, followed by the attack on Morlaix airfield. No Ju 88s could be seen, but an Me 109 positioned near to a blister hanger became the focus of attack, with the gunposts also getting a thrashing. Flight Lieutenant Pugh (P7041), whilst crossing the airfield, was hit in the rear fuselage by a 20 mm shell from a tremendous barrage of light flak. This rendered his gear and rudder bar useless, but he still managed to attack a petrol bowser before carrying out evasive action and heading home.

All the other aircraft attacked anything they saw, but no Ju 88s, and Donaldson attacked the same Me 109, observing strikes before his aircraft was hit three times by 20 mm flak, the coupe' top being shattered and his helmet split and wrenched off, with slight injuries to his arms. He likewise headed home, but at that period in a semi-concious state.

Donaldson had by now been promoted to Wing Commander and posted to command Portreath; he had also been awarded an AFC and DFC, all being well deserved for his aggresive leadership and work, while his split flying helmet joined the squadron's trophies."

(Donaldson was later to report that he came to with a sore head about a mile out to sea with the engines "turning sweetly" - testament to the overall stability of the aircraft. And I personally liked the bit about climbing up to 500 ft....)

"From then until the 13th (March 1943) a certain amount of practice flying was carried out....In that period Flight Lieutenant Bryan was awarded a well-deserved DFC for his good work with the squadron, which included not only a Do 217 destroyed, but a Fw 190 'probable' and twenty railway engines. The squadron's work entailed a lot of low-level work over enemy territory, which was well defended by the German quadruple 20 mm flak guns, and it must be appreciated that the altitude at which the Whirlwind operated little escape was possible by parachute if the aircraft was badly hit. This was not high flying fighter-to-fighter combat when, if the aircraft was disabled, recourse to a descent by parachute could be contemplated."

01-23-2006, 02:21 PM
Another 3D Artist that kept quiet about modeling 'Ugly' British Twins...


01-23-2006, 04:33 PM
Eh, like a dork I saw whirly and thought it said "whirry." I got all excited to see some good pictures, but upon opening the thread I saw that we were discussing aircraft and that I had confused wirly with Shannon Whirry's namehttp://forums.ubi.com/groupee_common/emoticons/icon_frown.gif


01-23-2006, 05:12 PM
An honest mistake, I'm sure. I think you'll feel more at home here, Mr Loco... http://forums.ubi.com/images/smilies/16x16_smiley-wink.gif

http://forums.ubi.com/eve/forums/a/tpc/f/23110283/m...881060683#5881060683 (http://forums.ubi.com/eve/forums/a/tpc/f/23110283/m/5881060683/r/5881060683#5881060683)

01-23-2006, 05:42 PM
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Low_Flyer_MkII:
Oh, we can do ugly...



http://forums.ubi.com/groupee_common/emoticons/icon_eek.gif </div></BLOCKQUOTE>

Aaaagggghhhh, my eyes!

01-23-2006, 06:03 PM
Plenty more where that came from.... http://forums.ubi.com/groupee_common/emoticons/icon_biggrin.gif

01-23-2006, 06:09 PM
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by Low_Flyer_MkII:
Plenty more where that came from.... http://forums.ubi.com/groupee_common/emoticons/icon_biggrin.gif </div></BLOCKQUOTE>

Doesn't it hurt passing a turd like that?

01-23-2006, 06:22 PM
Don't say you weren't warned http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif




01-23-2006, 07:33 PM
ugh! http://www.jaapteeuwen.com/ww2aircraft/pictures/jpg/blackburn%20b25%20roc%20I.jpg

01-24-2006, 03:14 AM
Hey! Don't mock the Heyford. Thats a lovely verandah.

01-24-2006, 03:40 AM
Those Wellesleys flew non-stop between Egypt and Australia, IIRC.

But, more to the point, if the Whirlys actually did get to Cologne, wouldn't that make them the first escort fighters over the Reich?

01-24-2006, 04:34 AM
The Wellesley did indeed hold distance/speed records, and did stirling service in East and North Africa.

The Whirlwinds turned for home near Antwerp - see my first post this page.

01-24-2006, 04:55 PM
On a different note, for those of us who have in their dirty little hands Victor Bingham's Best (WHIRLWIND) It looks as though we have bought an appreciating asset... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif Check out the prices these are fetching€¦

http://www.abebooks.co.uk/servlet/SearchResults?an=Vict...rlwind&x=50&sortby=3 (http://www.abebooks.co.uk/servlet/SearchResults?an=Victor+Bingham&y=14&tn=Whirlwind&x=50&sortby=3)


I paid 12 a couple of years ago. http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif

01-24-2006, 05:15 PM
Blimey http://forums.ubi.com/groupee_common/emoticons/icon_eek.gif So with my Bingam's Whirly and Black Cross Red Star Vol.1 I will be errrr LOADED by the time I retire http://forums.ubi.com/groupee_common/emoticons/icon_biggrin.gif Who said bricks and mortar were the best investment.......

01-24-2006, 05:15 PM
The Whirly is still one of my favorites! More Pix's!
I had know a gentleman who was a rigger on one of the Handley Page Heyfords - Low Flyer's pix with the letter "K". These things were still in service till just prior to the war. Bomber Command wanted to get rid of them, but aircraft purchasing wouldn't allow it since they were still in good shape.
Checking with the meterology department it was found that a powerful storm was brewing up in the North Sea. A manuever was therefore planned for the Heyfords to go up to Scotland. They reached the base ok and were securely tied down just prior to the hurricane reaching the base. These kites wanted to fly in these high winds and broke loose from their moorings and got totally smashed up! The squadrons were sent back to be re-equipped with new and different aircraft.
I thought that was a great story, but could never get it verified.

01-24-2006, 05:30 PM
<BLOCKQUOTE class="ip-ubbcode-quote"><div class="ip-ubbcode-quote-title">quote:</div><div class="ip-ubbcode-quote-content">Originally posted by ARCHIE_CALVERT:
On a different note, for those of us who have in their dirty little hands Victor Bingham's Best (WHIRLWIND) It looks as though we have bought an appreciating asset... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif Check out the prices these are fetching€¦

http://www.abebooks.co.uk/servlet/SearchResults?an=Vict...rlwind&x=50&sortby=3 (http://www.abebooks.co.uk/servlet/SearchResults?an=Victor+Bingham&y=14&tn=Whirlwind&x=50&sortby=3)


I paid 12 a couple of years ago. http://forums.ubi.com/images/smilies/16x16_smiley-very-happy.gif </div></BLOCKQUOTE>
Holy carp!
I paid 15 - 1st edition, very fine condition. To think I took it into work yesterday and left it kicking around for several hours http://forums.ubi.com/groupee_common/emoticons/icon_eek.gif

Going to get a few more checked out now...

Let's see what pix I can dig up for Telonso.



Did you know that proportionately more Whirlwinds were paid for by public suscription than any other British fighter?

01-24-2006, 08:06 PM

From this site:

http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l...20010218/page_02.htm (http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l=IVR/SIG=122qr9soa/EXP=1138245277/*-http%3A//petrz36.50megs.com/20010218/page_02.htm)


Bigger picture on the site:

http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l...otams04/west0523.htm (http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l=IVR/SIG=12jkjjbo9/EXP=1138244908/*-http%3A//www.flightsim.com/cgi/kds?%24=main/notams04/west0523.htm)

Exploded view:



Both of the above from:

http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l...enc/fww2/whirlw.html (http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l=IVR/SIG=11ttabj4c/EXP=1138245330/*-http%3A//www.airwar.ru/enc/fww2/whirlw.html)

01-24-2006, 08:22 PM
Inside Whirly:





http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l.../72037/more/more.htm (http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l=IVR/SIG=12hmsh6tg/EXP=1138245624/*-http%3A//www.pavlamodels.cz/images/aircraft/72037/more/more.htm)


The last one is from.
http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l...asp?newsItem_id=1451 (http://rds.yahoo.com/S=96062883/K=Whirlwind/v=2/SID=e/l=IVR/SIG=12q0pdbvs/EXP=1138245911/*-http%3A//news.mod.uk/news/press/news_headline_story.asp?newsItem_id=1451)

01-24-2006, 08:41 PM
The whirlwind has great lines. I just wish I could put it on a bun with some mustard.

01-25-2006, 03:35 AM
Seeing Major_Setbacks pictures of the FS2004 Whirlys cockpit and the Pilots notes, shows up some serious flaws... http://forums.ubi.com/images/smilies/16x16_smiley-surprised.gif


01-25-2006, 10:41 AM
Good stuff, Major http://forums.ubi.com/images/smilies/25.gif
Wonder if Oleg's seen the Russian pages?


01-29-2006, 08:39 AM
Does anyone have that real film clip with whirlwinds making a low pass over a airdrome at full speed, man those Peregrine engines can growl, I had this clip on my computer, but lost it in a harddisk crash, are there any others who has this clip?

01-29-2006, 09:08 AM

01-29-2006, 03:42 PM
Hootchi... http://rapidshare.de/files/10920045/1817_13.zip.html

Sorry I took so long, enjoy it again...

01-29-2006, 06:46 PM
thank you,thats some awsome fotage! do you have the whole of that film?
man! everybody should see this,its not often you even see this kind of clips on a Spit!
thanks! I think I have forgiven you for that Whirly at the bottom of the sea thing.
(I was pretty dissapointed at that http://forums.ubi.com/groupee_common/emoticons/icon_wink.gif as you probably noticed http://forums.ubi.com/images/smilies/16x16_smiley-tongue.gif )
I really love this bird.
it is one "of the few planes" that one of our countrymen from Sweden flew in combat during WWII,
ufortunately he got killed http://forums.ubi.com/groupee_common/emoticons/icon_frown.gif

01-29-2006, 07:46 PM
You mean this guy? &lt;S!&gt;


01-30-2006, 06:13 AM
Yep thats the guy