WWII Tech Pubs Briefing
Vickers-Armstrong 271 Wellington
Written by
Jonathan Charles
December 18, 1939:
Wellington N2871 of No 9 Squadron RAF, piloted by Flight Officer Macrae,
fights its way home to North Coates following a daylight raid. The unescorted
raiding force suffered heavy losses.
|
Country of Origin:
|
Great Britain
|
|
Manufacturer:
|
Vickers-Armstrong Ltd. Weybridge (2,514
built).
Vickers-Armstrong Ltd. Chester (5,540 built).
Vickers-Armstrong Ltd. Blackpool (3,406
built).
|
|
Designer:
|
Rex Pierson and Barnes Wallis
|
|
Major Variants:
|
Mk.I, Mk.Ia, Mk.Ic, Mk.II, Mk.III,
Mk.IV, Mk.VIII, Mk.X, Mk.XI, Mk.XII, Mk.XIII, Mk.XIV.
|
|
Role:
|
Medium bomber, torpedo bomber, maritime
patrol bomber, transport, minelayer, minesweeper, trainer.
|
|
Operated by:
|
Great Britain, South Africa, New Zealand,
Canada, Australia and France.
|
|
First Flight:
|
June 15th 1936, at Brooklands Airfield.
|
|
In Service:
|
October 1938, No. 99 Squadron RAF
at Mildenhall, Suffolk.
|
|
Number Built:
|
Total: 11,461. Mk.I
(181); Mk.Ia (183); Mk.Ic (2,685), Mk.II (401); Mk.III (1,519);
Mk.IV (220); Mk.VIII (394); Mk.X (3,803); Mk.XI (180); Mk.XII (58);
Mk.XIII (844); Mk.XIV (841).
|
[ Top of Page |
Feedback ]
Overview
In 1932 the
British Air Ministry’s issued specification B.9/32 which was for a medium
bomber of much higher performance than the RAF’s existing biplane bombers.
Both Vickers and Handley Page’s very different designs were accepted for
development. Handley Page’s aircraft was produced as the Hampden. It was
20% smaller than Vickers’ design, but its cramped fuselage caused its
defensive firepower to be weak. Despite this, the Hampden was widely used
as bomber, minelayer and torpedo bomber from 1939 until 1942.
For Vickers’
aircraft, designers Rex Pierson and Barnes Wallis produced made use of
Wallis’ unique geodetic construction method. This involved forming both
the fuselage and wings from a curved skin made up of grids of aluminium
girders orientated at 45 degrees to the structure’s main axis. This basket
weave structure was immensely strong and damage resistant. It also needed
little in the way of ribs or bulkheads as internal reinforcement and allowed
the wings to be of higher aspect ratio than would have been possible with
normal construction. Drawbacks included the need to cover the whole structure
with fabric and the man-hours needed to manufacture the airframe.
The prototype
featured an oval section fuselage and a four-man crew. The navigator,
radio operator and bomb aimer did double duty as gunners, using single
hand held .303 in (7.7 mm) guns under clear domes front and rear, as well
as another in a retractable dorsal position. A large bomb bay below the
mid-mounted wing was split into three long sections by reinforcement beams.
Each section could hold up to three 500 lb (227 kg) or six 250 lb (114
kg) bombs. The wing itself had three Warren truss spars but no ribs, which
allowed plenty of room for the six non self-sealing fuel tanks. Power
was provided by two 915 hp Bristol Pegasus X nine cylinder radial engines.
Both the undercarriage and split type trailing edge flaps retracted hydraulically.
Following its
first flight in June 1936 tests proved it to be both strong and easy to
fly, although an elevator balance horn failure caused the loss of the
prototype in April 1937. Despite this setback production orders for the
aircraft, which was now named the Wellington, followed in August. The
production Wellington Mk.I that began entering RAF service in October
1938 looked very different to the prototype. Its fuselage had been lengthened
and deepened to allow for a fifth crewmember and for front and rear powered
turrets. This gave it a slightly tubby appearance leading to its service
nickname of “Wimpy”, after the hamburger guzzling Popeye character. The
Vickers turrets used in the Mk.I proved to be not very reliable in service
and their gunners were seated remotely from their guns making sighting
difficult. To improve the Wellington’s defensive firepower the Mk.Ia was
introduced in late 1939. This had Nash and Thompson turrets, whose gunners
turned along with their guns, as well as a retractable underside turret
that dropped the aircraft’s speed by 10 mph (16 km/h) when extended. Each
turret housed two belt fed Browning .303 in (7.7 mm) guns.
During the
first few months of the war RAF Bomber Command launched a number of unescorted
daylight raids to attack German warships off Wilhemshaven, during which
the Wellington was found to be increasingly vulnerable to enemy fighters.
The Luftwaffe pilots had soon learned to make beam attacks on the
tight British bomber formations, where their turret defences were weakest.
The Wellington’s almost complete lack of armour meant its crew, hydraulics,
and fuel tanks were easily damaged, while the combination of leaking fuel
and a fabric covered structure caused many aircraft to be lost to fire.
With any sort of load the Wellington was unable to maintain height on
one engine, the lack of propeller feathering being a major factor in this.
Wellingtons also tended to sink like a stone if ditched, despite the use
of inflatable flotation bags in the bomb bay. After a 24-plane mission
in December suffered over 50% losses, the RAF decided to abandon long
range daylight bombing and switch to night attacks.
Some of the lessons
from these raids were incorporated in the Mk.Ic, which appeared in mid
1940. New hydraulic and electrical systems improved reliability, while
handheld beam guns replaced the almost useless retractable underside turret.
Armour protection was improved and self-sealing fuel tanks installed.
During 1940 Wellingtons were employed supporting the BEF in France and
then bombing the Channel invasion ports by night. As the threat of invasion
waned, the night campaign against German cities began. Losses were initially
low on these operations but results were also poor, as the RAF had not
yet developed the sophisticated radio navigation aids used by the Luftwaffe’s
night bombers. As these raids increased in strength, so did the German
defences. Losses rose as radar guided searchlights and nightfighters were
introduced. The standard defence against the latter was the corkscrew
manoeuvre; a series of sharp dive, rolls and climbs designed to shake
off the pursuer. This often worked, at least until the enemy could reacquire
his prey using radar.
On July 7th
1941 a New Zealander, Sergeant James Ward, won the only Victoria Cross
awarded to a Wellington crewmember. His Wellington managed to beat off
an attack from a Me110 but not before its cannon had caused a fuel fire
in the starboard wing root. This threatened to melt the wing’s alloy structure,
so while the pilot slowed the aircraft to near stalling speed Sergeant
Ward climbed out into the slipstream. He made his way out onto the wing,
punching and kicking holds through the fabric as he went, and succeeded
in putting out the fire. Both he and his aircraft returned safely.
Attempts to improve
on the Pegasus’ marginal power resulted in the marks II and IV. The former
had Merlin engines that offered significantly better performance at altitude
and were also fitted with featherable propellers. But the Mk.II proved
to be unstable both in the climb and on one engine, despite an increase
in tail area. The Pratt and Whitney Twin Wasp powered Mk.IV suffered from
oil leaks and overheating. These problems, coupled to a shortage of Merlin
engines, meant that it was the older Mk.Ic that became Bomber Command’s
most numerous aircraft during 1941 as they built up their night bombing
force at home and in the Mediterranean.
The next major upgrade
to the Wellington was the Mk.III, which entered service in 1942. New 1,370
hp Bristol Hercules engines allowed heavier loads to be carried, as well
as offering improved one engine performance. Greater armour protection
was fitted to the fuel tanks and elsewhere and a four-gun rear turret
became standard. This and the stronger, more powerful Mk.X formed the
backbone of Bomber Command’s night offensive until 1943, Wellingtons forming
599 of the first thousand bomber raid in May of that year. However four-engine
bombers like the Lancaster, which could carry around five times its bomb
load over normal ranges and at less risk, had completely replaced the
Wellington in the European theatre by October.
Wellingtons also saw
extensive use in the Mediterranean from late 1940, operating from Malta
and North Africa. They bombed North African and Italian ports, sometimes
with a lone aircraft dropping a single bomb every half hour to disrupt
unloading all night. During the early part of 1941 they supported the
Greek Army by attacking Italian held targets in Albania. Minelaying and
torpedo dropping Wellingtons also took a heavy toll of Italian merchant
shipping heading to North Africa. Torpedo attacks were conducted mainly
at night to avoid enemy fighters. Guided by radar, high flying Wellingtons
would silhouette an enemy convoy with flares while others attacked at
only 90 feet (27 m) off the water. As conventional night bombers they
supported the Allied forces in Italy from 1943 until the Wellington’s
last bombing mission on March 13, 1945.
The threat of a Japanese
invasion of India caused Wellingtons to be operated from there as night
bombers from May 1942. As Japanese air superiority waned they were used
increasingly by day until late 1944 when Liberators replaced them. They
were then utilised as much needed transport aircraft until the war’s end.
In April 1942 RAF Coastal
Command introduced the Wellington Mk.VIII, a maritime patrol aircraft
used for reconnaissance and to attack U Boats and enemy shipping. These
were similar to the bomber Mk.Ic, but were equipped with ASV radar and
armed with either depth charges or two torpedoes. The Mk.X-based marks
XI through XIV replaced the Mk.VIII from 1943 and featured better radars
and heavier weapon and fuel loads. Many Coastal Command Wellingtons were
equipped with a powerful searchlight in the old retractable under turret
and operated at night against U-Boats. Having located their target with
radar they would light it up in the last few seconds before dropping their
depth charges. Coastal Command Wellingtons were partly or wholly credited
with destroying 28 U-Boats.
As newer types replaced
it in the front line the Wellington saw increasing use as a crew trainer
and survived in RAF service in this role until 1953. With 11,461 built
it was the most produced British bomber ever, equipping some 87 RAF, RCAF,
SAAF, RAAF and RNZAF frontline squadrons as well as numerous training
and transport units.
[ Top of Page |
Feedback ]
Variants
|
Type
|
Number Built
|
Remarks
|
|
Prototype
|
1
|
A prototype twin-engine bomber with
four-man crew built to specification B.9/32 using aluminium geodetic
construction with fabric covering throughout. Powered by two 915
hp (683 kW) Pegasus X engines with variable pitch propellers giving
a top speed of 250 mph (402 km/h). Provision for single handheld
.303 in (7.7 mm) machine guns in front, rear and dorsal positions
as well as 4,500 lb (2,041 kg) of bombs.
|
|
Mk.I
|
181
|
A total redesign
of the prototype featuring a new longer, deeper profile fuselage
with raised tailplane position, five or six-man crew and retractable
tail wheel. Pegasus XVIII engines of 1,050 hp (783 kW) each with
constant speed propellers gave a slightly improved top speed. Vickers
hydraulically powered turrets were fitted front and rear with one
or two Browning .303 in (7.7 mm) guns in the front and two in the
rear.
|
|
Mk.Ia
|
183
|
Nash and Thompson FN5 turrets replaced
the Vickers turrets front and rear. A retractable FN25 lower “dustbin”
turret was also fitted, but it was later removed after operational
experience had proven it to be useless. Each of these turrets was
armed with two Browning .303 in (7.7 mm) guns. The airframe and
undercarriage were strengthened to cope with increased weight.
|
|
Mk.Ic
|
2,685
|
The definitive Mk.I
incorporated improved electrical and hydraulic systems to cure numerous
problems, notably with the turrets. The dustbin turret was deleted
and replaced with single beam Browning .303 in (7.7 mm) guns either
side of the rear fuselage. Bomb bay modifications on 138 aircraft
allowed two 1,610 lb (730 kg) torpedoes to be carried. Others were
modified to carry the 4,000 lb (1,814 kg) “block-buster” bomb introduced
on the Mk.II.
|
|
DWI
|
4
(*+11)
|
This highly unusual minesweeping variant
featured a 48 ft (14.63 m) coil suspended from the nose, tail and
wings of a Mk.I Wellington. A 120 hp (90kW) generator driven from
a fuselage-mounted engine energized the ring creating a powerful
magnetic field. As the aircraft passed low over the sea, this field
would simulate that of a large ship and trigger any magnetic mines
lurking below the surface.
|
|
Mk.II
|
401
|
Rolls Royce Merlin
Xs of 1,145 hp (854 kW) replaced the Pegasus engines of the Mk.Ic.
This change required a larger tailplane, which only partially cured
some instability. Mk.IIs were the first Wellingtons modified to
carry the 4,000 lb (1,814 kg) “block-buster” bomb.
|
|
Mk.III
|
1,519
|
Bristol Hercules III or XI engines
of 1,370 hp (1,022 kW) gave a useful performance boost to this version.
Other changes included the Mk.II’s tailplane, extra armour, larger
and bullet proofed fuel tanks as well as barrage-balloon wire cutters
on the wing leading edges. An FN20 four-gun rear turret was standard
on all but the first few Mk.IIIs. Some aircraft were modified to
carry two 1,610 lb (730 kg) torpedoes.
|
|
Mk.IV
|
220
|
Similar to the Mk.Ic
except for the engines, which were Pratt and Whitney Twin Wasp R-1830s
of 1,200 hp (895 kW) each. Not a success due to overheating and
oil leaking problems.
|
|
Mk.V
|
3
|
A high altitude bomber featuring turbocharged
Bristol Hercules HE8MS engines. Numerous problems with the engines
led to it soon being dropped in favour of the Merlin powered Mk.VI.
Other details similar to the Mk.VI.
|
|
Mk.VI
|
64
|
A high altitude
bomber with Rolls Royce Merlin 60 series two-stage supercharged
engines of 1,600 hp (1,194 kW) each. As it was intended to operate
at 34,000 ft (10,363 m), a pressure cabin was provided for the four-man
crew. Its only defensive armament was a modified four-gun rear turret,
which could be sighted from a periscope in the pressure cabin and
remotely controlled. A very troubled development was finally ended
before it could see service by the introduction of better performing
high altitude De Havilland Mosquitoes.
|
|
Mk.VIII
|
394
|
This maritime patrol version of the
Mk.Ic featured Mk.I ASV radar with dipole aerials mounted above
and each side of the fuselage and below the wings. Offensive armament
was usually two or four 420 lb (190 kg) depth charges, although
up to 4,500 lb (2,041 kg) of ordnance could be carried. Mines or
two 1,610 lb (730 kg) torpedoes were also employed.
In those aircraft operating at night,
a powerful Leigh Light searchlight was installed in the old “dustbin”
retractable lower gun turret. This light was driven from the fuselage-mounted
generator developed for the DWI minesweeper. A glazed nose for the
Leigh Light operator replaced the front turret.
|
|
Mk.IX
|
*?
|
An unknown number
of old Mk.I-IV Wellingtons were converted into transport aircraft
at various places and designated as Mk.IXs. (See Mk.XV).
|
|
Mk.X
|
3,803
|
A development of the Mk.III bomber
with more powerful Bristol Hercules VI or XVI engines of 1,675 hp
(1,250 kW). An improved high-strength alloy used on the geodetic
structure allowed heavier loads to be carried. A number were built
as T Mk.X dual control trainers.
|
|
Mk.XI
|
180
|
A daytime maritime
patrol aircraft similar to a Mk.VIII but based on the Mk.X rather
than Mk.Ic airframe and engines. More sensitive centimetric Mk.III
ASV radar was fitted, with a chin-mounted radome housing the scanner.
The front turret was deleted and an observation dome fitted in its
place, this was sometimes fitted with two handheld .303 in (7.7
mm) Browning guns. Offensive armament was depth charges or two 1,610
lb (730 kg) torpedoes. No Leigh Light was carried.
|
|
Mk.XII
|
58
|
This was a nighttime maritime patrol
version of the Mk.XI. Similar to the Mk.XI except for the addition
of the retractable Leigh Light and the lack of torpedo carrying
equipment.
|
|
Mk.XIII
|
844
|
Similar to the Mk.XI
except for the fitting of older Mk.II ASV radar. This radar used
the Mk.I ASV’s drag inducing dipole masts and had similar performance,
but was much more reliable. The front turret was reintroduced but
no Leigh Light was fitted.
|
|
Mk.XIV
|
841
|
Similar to the Mk.XII, but was fitted
with blast plates and rails under the wings to allow it to carry
eight rockets with either 25 lb (11 kg) AP or 60 lb (27 kg) HE warheads.
|
|
Mk.XV
|
*20
|
A transport conversion
of the Mk.Ia airframe, similar to the Mk.IX but modified by Vickers
themselves. Unnecessary equipment was removed, including the front
and rear turrets, which were faired over. It was able to carry sixteen
troops up to 2,200 miles.
|
|
Mk.XVI
|
*51
|
Similar to the Mk.XV but based on
the Mk.Ic airframe.
|
|
Mk.XVII
|
*9
|
A Mk.XI converted
into a Mosquito nightfighter crew trainer. Armament was deleted
and AI radar fitted into the nose.
|
|
Mk.XVIII
|
80
|
Similar to Mk.XVII, but with seating
for four pupils and an instructor.
|
|
Mk.XIX
|
*?
|
A number of T Mk.X
trainers were fitted with improved equipment and designated as Mk.XIXs.
|
* These aircraft were
not produced from new, but rebuilt from existing airframes.
[ Top of Page |
Feedback ]
Specifications
|
Model
|
Mk.Ic
|
Mk.II
|
Mk.IV
|
|
First Flight
|
Unknown
|
March
3, 1939
|
December
1940
|
|
In Service
|
Mid
1940
|
Early
1941
|
June
1941
|
|
Crew
|
Five
or Six: Pilot; Radio Operator; Bomb Aimer/Front Gunner; Navigator;
Rear Gunner. Optionally a Second Pilot.
|
Five
or Six: Pilot; Radio Operator; Bomb Aimer/Front Gunner; Navigator;
Rear Gunner. Optionally a Second Pilot.
|
Five
or Six: Pilot; Radio Operator; Bomb Aimer/Front Gunner; Navigator;
Rear Gunner. Optionally a Second Pilot.
|
|
Dimensions
|
|
Span
|
86 ft 2 in (26.27 m)
|
86 ft 2 in (26.27 m)
|
86 ft 2 in (26.27 m)
|
|
Length
|
64 ft 7 in (19.68 m)
|
64 ft 7 in (19.68 m)
|
64 ft 7 in (19.68 m)
|
|
Height
|
17 ft 5 in (5.3 m)
|
17 ft 5 in (5.3 m)
|
17 ft 5 in (5.3 m)
|
|
Wing Area
|
840 sq ft (78.14 sq m)
|
840 sq ft (78.14 sq m)
|
840 sq ft (78.14 sq m)
|
|
Powerplant
|
|
Type
|
Bristol Pegasus XVIII
|
Rolls Royce Merlin X
|
Pratt & Whitney R1830
|
|
Cubic Capacity
|
1753 cu in (28.7 l)
|
1649 cu in (27 l)
|
1830 cu in (29.96 l)
|
|
Cylinders
|
9
|
12
|
14
|
|
Horsepower
|
1,050 hp (783 kW)
|
1,145 hp (854 kW)
|
1,200 hp (895 kW)
|
|
Weights and
Loads (note - these figures vary for individual aircraft, and are
often not directly comparable)
|
|
Weight (Normal Loaded)
|
25,800 lb (11,702 kg)
|
27,600 lb (12,519 kg)
|
27,600 lb (12,519 kg)
|
|
Weight (Max Takeoff)
|
28,500 lb (12,928 kg)
|
32,000 lb (14,515 kg)
|
32,000 lb (14,515 kg)
|
|
Performance
(note - these figures vary for individual aircraft, and are often
not directly comparable)
|
|
Maximum speed at [height]
|
235 mph at 15,100 ft
(378 km/h at 4,602 m)
|
247 mph at 17,000 ft
(397 km/h at 5,182 m)
|
229 mph at 14,500 ft
(368 km/h at 4,420 m)
|
|
Stalling speed
|
* 70 mph (112 km/h) clean, 58 mph (93 km/h) flaps
and gear down.
|
* 70 mph (112 km/h) clean, 58 mph (93 km/h) flaps
and gear down.
|
* 70 mph (112 km/h) clean, 58 mph (93 km/h) flaps
and gear down.
|
|
Climb to [height]
|
Unknown
|
Unknown
|
Unknown
|
|
Service ceiling
|
18,000 ft (5,486 m)
|
23,500 ft (7,162 m)
|
21,250 ft (6,477 m)
|
|
Range [Note 1]
|
1,805 miles (2,905 km)
|
1,570 miles (2,527 km)
|
1,510 miles (2,430 km)
|
|
Range [Note 2]
|
2,550 miles (2,905 km)
|
2,220 miles (2,527 km)
|
2,180 miles (2,430 km)
|
|
Armament
and Equipment
|
|
Radio
|
Unknown
|
Unknown
|
Unknown
|
|
Bombsight
|
Mk.IXc
|
Mk.IXc
|
Mk.IXc, Mk.XIV
|
|
Defensive Armament
|
Front and rear turrets each with two
Browning .303 in (7.7 mm) guns. 1,000 rpg front and 2,000 rpg rear.
Single Browning .303 in (7.7 mm) guns sometimes carried in beam
positions.
|
Front and rear turrets each with two
Browning .303 in (7.7 mm) guns. 1,000 rpg front and 2,000 rpg rear.
Single Browning .303 in (7.7 mm) guns sometimes carried in beam
positions.
|
Front and rear turrets each with two
Browning .303 in (7.7 mm) guns. 1,000 rpg front and 2,000 rpg rear.
Single Browning .303 in (7.7 mm) guns sometimes carried in beam
positions.
|
|
Offensive armament
|
Up to 4,500 lb (2,041 kg) of bombs,
usually nine 500 lb (227 kg) or nine 250 lb (114 kg) plus bomb bay
fuel tanks. Could also carry two 1,500 lb (680 kg) magnetic or acoustic
mines.
|
Up to 4,500 lb (2,041 kg) of bombs,
usually nine 500 lb (227 kg) or nine 250 lb (114 kg) plus bomb bay
fuel tanks. Could also carry one 4,000 lb (1,814 kg) bomb or two
1,500 lb (680 kg) magnetic or acoustic mines.
|
Up to 4,500 lb (2,041 kg) of bombs,
usually nine 500 lb (227 kg) or nine 250 lb (114 kg) plus bomb bay
fuel tanks. Could also carry one 4,000 lb (1,814 kg) bomb or two
1,500 lb (680 kg) magnetic or acoustic mines.
|
|
Model
|
Mk.X
|
Mk.XIV
|
|
First Flight
|
Unknown
|
Unknown
|
|
In Service
|
1942
|
1943
|
|
Crew
|
Five
or Six: Pilot; Radio Operator; Bomb Aimer/Front Gunner; Navigator;
Rear Gunner. Optionally a Second Pilot.
|
Six
or Seven: Pilot; Navigator; Radio Operator/Bomb Aimer; Radar Operator;
Front Gunner/Leigh Light Aimer; Rear Gunner. Optionally a Second
Pilot.
|
|
Dimensions
|
|
Span
|
86 ft 2 in (26.27 m)
|
86 ft 2 in (26.27 m)
|
|
Length
|
64 ft 7 in (19.68 m)
|
64 ft 7 in (19.68 m)
|
|
Height
|
17 ft 5 in (5.3 m)
|
17 ft 5 in (5.3 m)
|
|
Wing Area
|
840 sq ft (78.14 sq m)
|
840 sq ft (78.14 sq m)
|
|
Powerplant
|
|
Type
|
Bristol Hercules VI or XVI
|
Bristol Hercules VI or XVI
|
|
Cubic Capacity
|
2360 cu in (38.7 l)
|
2360 cu in (38.7 l)
|
|
Cylinders
|
14
|
14
|
|
Horsepower
|
1,675 hp (1,250 kW)
|
1,675 hp (1,250 kW)
|
|
Weights and
Loads (note - these figures vary for individual aircraft, and are
often not directly comparable)
|
|
Weight (Normal Loaded)
|
32,000 lb (14,515 kg)
|
32,000 lb (14,515 kg)
|
|
Weight (Maximum Takeoff)
|
36,500 lb (16,556 kg)
|
36,500 lb (16,556 kg)
|
|
Performance
(note - these figures vary for individual aircraft, and are often
not directly comparable)
|
|
Maximum speed at [height]
|
255mph at 13,300 ft (410 km/h at 4,053
m)
|
243mph at 13,300 ft (391 km/h at 4,053
m)
|
|
Stalling speed
|
** 75 mph (121 km/h) clean, 64 mph
(103 km/h) flaps and gear down.
|
** 75 mph (121 km/h) clean, 64 mph
(103 km/h) flaps and gear down.
|
|
Climb to [height]
|
28 minutes to 15,000 ft (4,572 m)
|
Unknown
|
|
Service ceiling
|
22,000 ft (6,706 m)
|
22,000 ft (6,706 m)
|
|
Range [Note 1]
|
1,470 miles (2,365 km)
|
1,435 miles (2,309 km)
|
|
Range [Note 2]
|
2,085 miles (2,365 km)
|
2,020 miles (3,251 km)
|
|
Armament
and Equipment
|
|
Radio
|
TR 1154/1155
|
TR 1154/1155
|
|
Bombsight
|
Mk.IXc
|
Low Level Mk.III
|
|
Defensive Armament
|
Front turret with two Browning .303
in (7.7 mm) guns and 1,000 rpg. Rear turret with four Browning .303
in (7.7 mm) mgs and 2,500 rpg. Single Browning.303 in (7.7 mm) guns
sometimes carried in beam positions.
|
Rear turret with four .303 in (7.7
mm) Browning guns and 2,500 rpg. Single Browning .303 in (7.7 mm)
guns sometimes carried in beam positions. Two handheld .303 in (7.7
mm) Browning guns sometimes fitted in front dome.
|
|
Offensive armament
|
Up to 4,500 lb (2,041 kg) of bombs,
usually nine 500 lb (227 kg) or nine 250 lb (114 kg) plus bomb bay
fuel tanks. Could also carry one 4,000 lb (1,814 kg) bomb or two
1,000 lb (454 kg) mines. 6,750 lbs (3,062 kg) bomb load occasionally
carried over short ranges.
|
Up to 5,000 lb (2,268 kg) of ordnance.
Usual load was two or four 420 lb (190 kg) depth charges with bomb
bay fuel tanks. It could also carry eight rockets with either 25
lb (11 kg) AP or 60 lb (27 kg) HE warheads under the wings.
|
Note 1: Range with roughly 2,250 lb (1,021
kg) of ordnance and 140 gallons of fuel in a bomb bay tank.
Note 2: Range with roughly 1,600 lb (726
kg) of ordnance and 280-295 gallons of fuel in two bomb bay tanks.
* Stalling speed at 28,000
lb (12,701 kg).
** Stalling speed at 32,000
lb (14,515 kg).
[ Top
of Page | Feedback ]
|
