AHC: Peerless Air Ministry
- Thread starter perfectgeneral
- Start date
IIRC didn't they also in turn effectively exile some of the more 'problematic' union leaders and workers to the USSR by sending them off on an industrial mission to help advise the Soviets on how to reorganise their shipyards?
I was going to suggest Group Captain, later Marshal of the RAF, John Slessor as he quite literally wrote the book, Air Power and Armies, on the subject of air interdiction but sonofpegasus beat me to it.
15 to 20 knot ships is a touch high isn't it? The 'fast' convoys only made between 9 and 13 knots, the Liberty-class sitting pretty much dead centre of that being capable of 11 knots. The succeeding Victory-class were only able to get as high as 15 to 17 knots thanks to more modern steam engines and turbine blades being free after shortages limited them to warships earlier on in the war IIRC. Perfect is the enemy of the good and all that, simply moving over to a majority of your freighters being Liberty-class type ships should be a large enough boost I would have thought.
The GPO experimental division at Dolis Hill has already had some input into the success so far and more will occur later. The crucial POD as far as night fighters is concerned is that PYE ltd have become involved about 18months earlier than OTL. This should enable airborne interception Radar to be trialled and in service at least a year earlier than OTL. Now we Just need the Aircraft and Crews!
Potentially also saves Dowding from being removed, he did implement NF procedures but didn't have the equipment to be able to do anything against the German night bombing.
His enemies used the inability to do anything to remove him, not that they could do anything themselves of course.
5.03 The Butterflies Falter Slightly
Part 5.03 The Butterflies falter slightly.
As to progress at Power Jets, Sir Phillip had already done battle with the Treasury over adequate funding and the purse strings had been eased at least to match the funding given to Metropolitan-Vickers. Power Jets had made steady progress and after the burn out of their first concept engine Whittle had moved on to build a full scale engine test engine with multiple burner cans. This was due to start testing soon but Whittle was realistic in how long it would take to develop the design to the point where a flight worthy example could be produce. He stated however that what he was aiming to achieve with this ground test engine was sufficient thrust for a powered aircraft and sufficient reliability to prove the viability of a flight worthy engine.
Engines were, it seemed taking up an inordinate amount of Sir Phillip’s and the AM time. His latest meeting with Earnest Hives from RR had been encouraging regarding the Merlin but the lack of progress with the Peregrine and the Vulture was a worry as there were a number of projects relying on those engines. Currently RR were working on the, Peregrine, Vulture, Exe and Griffin, as well as continued development of the Merlin. Combine this with the efforts to get the new plant at Crewe on line and plan for the Glasgow factory Sir Phillip was convinced that RR was especially, on the engineering front overextended. In his opinion some hard discussions over what to cut would have to take place and decisions made soon.
The News from Bristol’s was no better the Taurus was showing an alarming propensity to turn itself into molten scrap and the Hercules was faring little better. The problems with both the Peregrine had implications for the Whirlwind, whilst the Taurus would effect, The Beufort, The Gloster F5/34 now christened the Guardian, The Gloster F9/37 and the Navy’s Albacore. Further they had planned to re-engine the Bristol 148 with a Taurus engine for comparative trials which were apparently of great interest to Sir Arthur Dowding and Naval Aviation team.
With Armstrong Siddley Motors (ASM) still having serious problems with all their dog series of inline radial engines (dog by name dog by nature) ASM’s Dearhound motor had been in design and development since 1935 and as of early 1938 had failed to pass a single test. Lt. Col. F. L. R. Fell, the head designer admitted that the engine would need a complete redesign if it was to ever produce its forecasted output of 1,500 hp (1,119 kW) the engine displaced 2,330 cu in (38.18 L). The Col wanted to produce a liquid cooled engine but the board of ASM insisted on air cooling only. Alvis had the Pelides in limited production as they prepared to ramp up production and further the first hand built Alcides were doing well on the test stand and a pair were due to be test flown before Easter.
The development of this large capacity engine 54.24 litres had been remarkably quick. This had been much facilitated by the simple fact that it’s 18 cylinders not only shared the same 146mm bore as the 14 cylnder Pelides but also the entire cylinder head, valves, OH. camshaft, camshaft drive and cylinder. The difference in stroke between the two engines was 180mm for the Alcides and 165mm for the Pelides, this difference being accommodated by the longer steel cylinder liners used on the Alcides. On the test stand the un-super charged Alcides was getting close to it’s calculated rated horse power of 1300 and had attained a maximum of 1500Hp. These power figures were based on rated altitude of 5,000 and would need to be verified by flight testing. The supercharged version known as the Alcides Major should be able to achieve a rated power of 1225 Hp at 13,000 ft with a maximum pawer of 1,375Hp. Weighing 1,645 pounds and with a diameter of 55.5 inches the Alcides was a big engine but comparable with the Bristol Hercules on all important parameters. So as to not interrupt Alvis in getting the Pelides into series production in their factory the Alcides production would be undertaken by Armstong Siddley. All AM funding for the dog series of engines would be transferred to the Alcides development.
RR’s problems with the Vulture would effect both the Hawker Tornado, Martin Baker MB3 and the Manchester. With the Sabre engine doing well on the test stand Sir Phillip could only hope that it could be got into production sooner rather than later. As an alternative he would request that both Avro and Hawker take a look at substituting the Fairey Monarch for the RR Vulture. Now the trick was to find substitute for the other engine type causing problems. The Beufort could take the Alvis Pelides (the Bristol Cousins not withstanding) and the Albacore could as well if needed. The Gloster Guardian and the Bristol 148 like wise could take the Alvis engine. Being just a bit lighter than the Follond NF1 the Guardian had the margin on performance. The test pilots at Martlesham were comparing the difference between the two aircraft performance as on par with that between the Spitfire and the Hurricane. The Gloster F9/37 could also be adapted to take the Alvis Pelides. The problem would be ensuring sufficient production at both Alvis and Fairey’s to supply this increased demand if and when these aircraft entered service. So early in 1938 the staff at the AM were burning the midnight oil seeking solutions to the engine production back log.
As to progress at Power Jets, Sir Phillip had already done battle with the Treasury over adequate funding and the purse strings had been eased at least to match the funding given to Metropolitan-Vickers. Power Jets had made steady progress and after the burn out of their first concept engine Whittle had moved on to build a full scale engine test engine with multiple burner cans. This was due to start testing soon but Whittle was realistic in how long it would take to develop the design to the point where a flight worthy example could be produce. He stated however that what he was aiming to achieve with this ground test engine was sufficient thrust for a powered aircraft and sufficient reliability to prove the viability of a flight worthy engine.
Engines were, it seemed taking up an inordinate amount of Sir Phillip’s and the AM time. His latest meeting with Earnest Hives from RR had been encouraging regarding the Merlin but the lack of progress with the Peregrine and the Vulture was a worry as there were a number of projects relying on those engines. Currently RR were working on the, Peregrine, Vulture, Exe and Griffin, as well as continued development of the Merlin. Combine this with the efforts to get the new plant at Crewe on line and plan for the Glasgow factory Sir Phillip was convinced that RR was especially, on the engineering front overextended. In his opinion some hard discussions over what to cut would have to take place and decisions made soon.
The News from Bristol’s was no better the Taurus was showing an alarming propensity to turn itself into molten scrap and the Hercules was faring little better. The problems with both the Peregrine had implications for the Whirlwind, whilst the Taurus would effect, The Beufort, The Gloster F5/34 now christened the Guardian, The Gloster F9/37 and the Navy’s Albacore. Further they had planned to re-engine the Bristol 148 with a Taurus engine for comparative trials which were apparently of great interest to Sir Arthur Dowding and Naval Aviation team.
With Armstrong Siddley Motors (ASM) still having serious problems with all their dog series of inline radial engines (dog by name dog by nature) ASM’s Dearhound motor had been in design and development since 1935 and as of early 1938 had failed to pass a single test. Lt. Col. F. L. R. Fell, the head designer admitted that the engine would need a complete redesign if it was to ever produce its forecasted output of 1,500 hp (1,119 kW) the engine displaced 2,330 cu in (38.18 L). The Col wanted to produce a liquid cooled engine but the board of ASM insisted on air cooling only. Alvis had the Pelides in limited production as they prepared to ramp up production and further the first hand built Alcides were doing well on the test stand and a pair were due to be test flown before Easter.
The development of this large capacity engine 54.24 litres had been remarkably quick. This had been much facilitated by the simple fact that it’s 18 cylinders not only shared the same 146mm bore as the 14 cylnder Pelides but also the entire cylinder head, valves, OH. camshaft, camshaft drive and cylinder. The difference in stroke between the two engines was 180mm for the Alcides and 165mm for the Pelides, this difference being accommodated by the longer steel cylinder liners used on the Alcides. On the test stand the un-super charged Alcides was getting close to it’s calculated rated horse power of 1300 and had attained a maximum of 1500Hp. These power figures were based on rated altitude of 5,000 and would need to be verified by flight testing. The supercharged version known as the Alcides Major should be able to achieve a rated power of 1225 Hp at 13,000 ft with a maximum pawer of 1,375Hp. Weighing 1,645 pounds and with a diameter of 55.5 inches the Alcides was a big engine but comparable with the Bristol Hercules on all important parameters. So as to not interrupt Alvis in getting the Pelides into series production in their factory the Alcides production would be undertaken by Armstong Siddley. All AM funding for the dog series of engines would be transferred to the Alcides development.
RR’s problems with the Vulture would effect both the Hawker Tornado, Martin Baker MB3 and the Manchester. With the Sabre engine doing well on the test stand Sir Phillip could only hope that it could be got into production sooner rather than later. As an alternative he would request that both Avro and Hawker take a look at substituting the Fairey Monarch for the RR Vulture. Now the trick was to find substitute for the other engine type causing problems. The Beufort could take the Alvis Pelides (the Bristol Cousins not withstanding) and the Albacore could as well if needed. The Gloster Guardian and the Bristol 148 like wise could take the Alvis engine. Being just a bit lighter than the Follond NF1 the Guardian had the margin on performance. The test pilots at Martlesham were comparing the difference between the two aircraft performance as on par with that between the Spitfire and the Hurricane. The Gloster F9/37 could also be adapted to take the Alvis Pelides. The problem would be ensuring sufficient production at both Alvis and Fairey’s to supply this increased demand if and when these aircraft entered service. So early in 1938 the staff at the AM were burning the midnight oil seeking solutions to the engine production back log.
Seems the RAF is going to be forced to focus on the Merlin and Pleadies engines to the near exclusion of everything else. And as always excellent stuff, well written, very informative but not dry and plodding.
A thought, won't this focus possibly cause bottlenecks with aircraft production as they wait for their engines to be made?
A thought, won't this focus possibly cause bottlenecks with aircraft production as they wait for their engines to be made?
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5.04 The Travails Continue
Part 5.04 The Travails continue.
The big summer exercise in 1938 was scheduled to be the first true large scale test of the new RDF interception system and Fighter Command. Also being put through their paces would be the first few. squadrons of the new RAF bombers. The Tactical air component would exercise with the army on manoeuvres on Salisbury plain to a plan devised by Group Captain Slessor. Whilst the strategic bombing component under the command Sir Edger Ludlow-Hewitt, Head of Bomber Command carry out a series of long range bombing attacks by both day and night. The day raids would be routed so as to exercise the new RDF chain Home stations and Fighter Command operations room. At Martlesham Heath the testing of aircraft was proceeding at an unrelenting pace. The FAA pilots were conduction take off trials whereby they marked out with flags a dummy flight deck and then took off with various all up weights and measured the take-off length. To simulate various apparent wind speeds along a flight deck the aircraft was taxied to the first set of flags at a set speed (to simulate the wind over the deck) and the throttles then opened up. Whilst not a hundred percent accurate analogy for the apparent wind over deck it was close enough for comparative tests to take place. The FAA even manage to co-opt the RAF pilots doing load trials on aircraft such as the Henley and Battle to do their take offs from the dummy deck to add to the data. The data collected was used to compile a comparative table of engine power, wing area, all up weight and take off run.
The Trialling of RDF 1.5 was also scheduled as part of the planned summer exercises where a pair of Blenheims fitted with 1.5m wavelength RDF receivers would be directed onto the RAF bombers taking part in the bombing exercises. Squadron Leader Hart thought that the two available ground stations using 1.5m RDF transmitters might be sufficient for these trials but the inability to differentiate between enemy and friendly aircraft would making guiding interceptions at night very difficult. Squadron leader Hart and his team were working on calculating the number of ground station needed to give adequate cover for both RDF 1.5 very experimental RDF2 also known as AI (air interception) currently being constructed and fitted into another Blenhiem MkI. Each of the Blenheims assigned to the RDF flight at Martlesham had to first go to the AEE at Farnborough to have heir wiring harness upgrade to suppress the inherent radio noise the standard system produced which created electrical interference with the RDF sets, all this took valuable time.
Having comprehensively wrecked the work of the CSSOAO Professor Lindeman had managed with the help of Churchill via the Air Defence sub-committee of the IDC gain backing and finance (funding of course being diverted from the AM) for his pet scheme of the aerial mine barrage. Proffessor Lindeman was conducting the development work himself and had confidently predicted that he could carry out the first trials before the end of April. The original aerial mine known as the ‘short’ mine had weighed only three pounds and was suspended from a three foot diameter parachute on 100ft of steel wire, the mine itself contained only four ounces of explosive. After no less than 64 test flights this design had been abandoned when it was shown that it was unlikely to cause sufficient damage to a modern bomber to bring it down. The new mine weighed 15 pounds and contained two charges attached by wire, each charge weighing one pound. Churchill kept using the threat of using Parliamentary privilege to expose the development of RDF in an attack on the government over the speed of rearming as a means of gaining both influence and concessions. To help contain Churchill, Sir Maurice Hankey had complied a dossier of some 24 pages documenting from as far back as before the Great War how poor Churchill’s record as Government Minister had been at running military research programmes. This file was held by the Cabinet sectary in case it was needed.
On the 11th of March German forces entered Austria and the annexation of that nation into a greater Nazi state became inevitable. Again on the 14th of March Winston Churchill rose and addressed the House of Commons. In a forthright Speech Churchill warns again of the unpreparedness of the nation in the face of a slow and inevitable descent into another European conflict. He specifically drew attention to the perilous position in which the state of Czechoslovakia now found itself. Calling once more fo the Government and the Nation to hasten the pace of rearmament and to seek allies bound by treaty to oppose the aggression of a resurgent Germany.
With the first Defiant prototype flying in mid 1937 and the second one being built with the turret fitted one was ready in early 1938 to undergo initial flight trials. Trials had been completed on the first prototype including ballasting for the alternative four cannon armament it was found that the new armament would actually lighten the air craft by between 750 and 1000 pounds compared with the turreted version, depending on the weight of the belt feed system. Subject to these findings the first prototype K8310 was sent back to Bolton and Paul to be rebuilt to the four cannon configuration with all service equipment. Both K8310 and the second prototype K8620 were scheduled to be at Martlesham for trails by May.
Down in Hampshire Follond’s factory on the Hamble had commenced subcontract work from Supermarine on Spitfire MkI fuselages, the complicated wing structure would be made at Supermarine’s Woolston factory and subbing out some of the fuselage work to Follond gave them both the workforce and space to make more wings. At the same time Folland aircraft benefitted by being able to gain experience and train their workforce in alloy monocoque construction whilst they awaited confirmation hopefully from the RN for the FN1 fighter. Once both Wolston and Hamble had adjusted to the new work patterns, teams from Castle Bromwich would be sent to gain experience in constructing the Spitfire. These workers would form a core for the production staff at Castle Bromwich to help get production running smoothly once the big factory complex was ready for occupation.
The big summer exercise in 1938 was scheduled to be the first true large scale test of the new RDF interception system and Fighter Command. Also being put through their paces would be the first few. squadrons of the new RAF bombers. The Tactical air component would exercise with the army on manoeuvres on Salisbury plain to a plan devised by Group Captain Slessor. Whilst the strategic bombing component under the command Sir Edger Ludlow-Hewitt, Head of Bomber Command carry out a series of long range bombing attacks by both day and night. The day raids would be routed so as to exercise the new RDF chain Home stations and Fighter Command operations room. At Martlesham Heath the testing of aircraft was proceeding at an unrelenting pace. The FAA pilots were conduction take off trials whereby they marked out with flags a dummy flight deck and then took off with various all up weights and measured the take-off length. To simulate various apparent wind speeds along a flight deck the aircraft was taxied to the first set of flags at a set speed (to simulate the wind over the deck) and the throttles then opened up. Whilst not a hundred percent accurate analogy for the apparent wind over deck it was close enough for comparative tests to take place. The FAA even manage to co-opt the RAF pilots doing load trials on aircraft such as the Henley and Battle to do their take offs from the dummy deck to add to the data. The data collected was used to compile a comparative table of engine power, wing area, all up weight and take off run.
The Trialling of RDF 1.5 was also scheduled as part of the planned summer exercises where a pair of Blenheims fitted with 1.5m wavelength RDF receivers would be directed onto the RAF bombers taking part in the bombing exercises. Squadron Leader Hart thought that the two available ground stations using 1.5m RDF transmitters might be sufficient for these trials but the inability to differentiate between enemy and friendly aircraft would making guiding interceptions at night very difficult. Squadron leader Hart and his team were working on calculating the number of ground station needed to give adequate cover for both RDF 1.5 very experimental RDF2 also known as AI (air interception) currently being constructed and fitted into another Blenhiem MkI. Each of the Blenheims assigned to the RDF flight at Martlesham had to first go to the AEE at Farnborough to have heir wiring harness upgrade to suppress the inherent radio noise the standard system produced which created electrical interference with the RDF sets, all this took valuable time.
Having comprehensively wrecked the work of the CSSOAO Professor Lindeman had managed with the help of Churchill via the Air Defence sub-committee of the IDC gain backing and finance (funding of course being diverted from the AM) for his pet scheme of the aerial mine barrage. Proffessor Lindeman was conducting the development work himself and had confidently predicted that he could carry out the first trials before the end of April. The original aerial mine known as the ‘short’ mine had weighed only three pounds and was suspended from a three foot diameter parachute on 100ft of steel wire, the mine itself contained only four ounces of explosive. After no less than 64 test flights this design had been abandoned when it was shown that it was unlikely to cause sufficient damage to a modern bomber to bring it down. The new mine weighed 15 pounds and contained two charges attached by wire, each charge weighing one pound. Churchill kept using the threat of using Parliamentary privilege to expose the development of RDF in an attack on the government over the speed of rearming as a means of gaining both influence and concessions. To help contain Churchill, Sir Maurice Hankey had complied a dossier of some 24 pages documenting from as far back as before the Great War how poor Churchill’s record as Government Minister had been at running military research programmes. This file was held by the Cabinet sectary in case it was needed.
On the 11th of March German forces entered Austria and the annexation of that nation into a greater Nazi state became inevitable. Again on the 14th of March Winston Churchill rose and addressed the House of Commons. In a forthright Speech Churchill warns again of the unpreparedness of the nation in the face of a slow and inevitable descent into another European conflict. He specifically drew attention to the perilous position in which the state of Czechoslovakia now found itself. Calling once more fo the Government and the Nation to hasten the pace of rearmament and to seek allies bound by treaty to oppose the aggression of a resurgent Germany.
With the first Defiant prototype flying in mid 1937 and the second one being built with the turret fitted one was ready in early 1938 to undergo initial flight trials. Trials had been completed on the first prototype including ballasting for the alternative four cannon armament it was found that the new armament would actually lighten the air craft by between 750 and 1000 pounds compared with the turreted version, depending on the weight of the belt feed system. Subject to these findings the first prototype K8310 was sent back to Bolton and Paul to be rebuilt to the four cannon configuration with all service equipment. Both K8310 and the second prototype K8620 were scheduled to be at Martlesham for trails by May.
Down in Hampshire Follond’s factory on the Hamble had commenced subcontract work from Supermarine on Spitfire MkI fuselages, the complicated wing structure would be made at Supermarine’s Woolston factory and subbing out some of the fuselage work to Follond gave them both the workforce and space to make more wings. At the same time Folland aircraft benefitted by being able to gain experience and train their workforce in alloy monocoque construction whilst they awaited confirmation hopefully from the RN for the FN1 fighter. Once both Wolston and Hamble had adjusted to the new work patterns, teams from Castle Bromwich would be sent to gain experience in constructing the Spitfire. These workers would form a core for the production staff at Castle Bromwich to help get production running smoothly once the big factory complex was ready for occupation.
This time line does not seem to be generating much comment so if the OP is content, I might well leave it at that.
Aww don't let this die This is damn good! You've put a LOT of research into this and have done a lot of work. I must admit that a lot of the technical knowledge is beyond me but the work you're putting in is superb and it should be recognized. And you'd be leaving it on an evil cliff hanger too!
Did Churchill really threaten to expose RDF? I know that Lindermann had his love projects like IR and the air mines which wasted time and slowed things down a lot in regards to radar's development. As you said you had to avoid the temptation to have him killed but he really was a bloke who needed to be hit by a car.
This is damn good! You've put a LOT of research into this and have done a lot of work. I must admit that a lot of the technical knowledge is beyond me but the work you're putting in is superb and it should be recognized. And you'd be leaving it on an evil cliff hanger too!Did Churchill really threaten to expose RDF? I know that Lindermann had his love projects like IR and the air mines which wasted time and slowed things down a lot in regards to radar's development. As you said you had to avoid the temptation to have him killed but he really was a bloke who needed to be hit by a car.
The aerial mine is actually as OTL. In 1940 Lindemann persuaded Churchill by then prime minister to order 1,000,000 mines at an expected cost of 7,000,000 pounds!! and in late 1940- early 41 an entire RAF squadron of 24 aircraft was assigned to Aerial mining. a complete waste of time and effort and resources that could have been better used elsewhere. Who can ever say that ATL are un realistic when OTL history is full of such weirdness.
I say carry on, the war's a bit of a way off but from the changes in R & D are quite intriguing even if they haven't entered production or service yet.
Another avid reader who would love to see you continue this. I’ll try and drop a like on new posts so that this doesn’t feel like shouting into the void.