started to be delivered in April. Again the Hercules engines were in short supply. The initial order was for 300 planes.
The Swordfish orders , i ncluding delivered aircraft, were now 700 (to be delivered up to mid-1939). The progress and capabilities of its replacement would determine if any additional orders would be placed. The Swordfish had impressed by its ability to land on small carriers in all sorts of weather conditions. The Admiralty wished to keep the production going ahead strongly, as while it was seen as inadequate as a Torpedo bomber against modern opposition, it was beginning to look like the ideal aircraft for the antisubmarine and search role operating off the smaller carriers. This would also allow its replacement to be concentrated on the fleet carriers.
While these orders were seen as quite large, the FAA pointed out that allowing for normal use and attrition this will give only about 400 planes in service ( not enough for all the projected or building carriers). It also would not allow for the use of FAA squadrons based on shore in areas not well covered by Coastal Command (i.e. outside of the United Kingdom). While obsolescent aircraft could be used to some extent in secondary theatres, this was not considered a sensible option where a modern threat is likely to be encountered.
Since HMS Ark Royal, the first of the new carriers, was not expected to be commissioned until July (and is expected, as first of class, to be on trials and working up until December), the initial squadrons will operate off HMS Courageous and HMS Glorious to allow the fleet to get experience with them.
Contracts for development of a new TBR prototype have been given to Fairy, Blackburn (on strict instructions it will be ready on time), and Boulton-Paul. This will be a bigger and faster aircraft than the Swordfish, although it is hoped better design of the folding wings will allow it to be fitted in a similar space in the hangar.
The Hercules engine continues its development, the big problem being not so much the engine as the difficulty of getting the sleeve valves it uses produced in the sort of numbers that will be needed in wartime. While this is addressed, engines are being produced as fast as possible. While not a major issue yet, it is seen as a considerable problem in wartime when the number of engines needed rises far above peacetime levels of production. Bristol Aviation is asked to treat a solution to the problem as urgent, and funding is assigned to help with the issue.
The FAA continues discussions with Roy Fedden (despite the sleeve valve issues, they are pleased with the Hercules) on the next generation of engines - naval aircraft are large, heavy, and always require a big engine, and Fedden had informed them that the new generation of engines won't grow in power as much as in the past, he expects the Hercules to top out at around 1600hp. The FAA therefore contracts with Bristol for studies on what is being called the Centaurus engine, with Rolls Royce for an advanced descendent of the Merlin called the Griffon, and with Fairy for a version of their P.24 engine. Given their relatively small range of aircraft types compared to the RAF, they only expect to order one, but will pass on the data to the RAF to see if any of them are of use, they know the RAF is looking at engines in this power class for its bombers - they have put in a starting power of 1,800hp. The Navy is looking at availability in around 2 years to match up with new fighter and dive bomber specifications (and possible a TBR re-engining), as they are looking at a new set of specifications for planes to be available for squadron service in 1941-2 (having seen what the Air Ministry is expecting during this period, and on the assumption that rival powers will be updating an improving their aircraft during this time period.)
Glorious and Courageous in particular have been heavily worked in the last few years, both in normal usage and the crises off
The Swordfish orders , i ncluding delivered aircraft, were now 700 (to be delivered up to mid-1939). The progress and capabilities of its replacement would determine if any additional orders would be placed. The Swordfish had impressed by its ability to land on small carriers in all sorts of weather conditions. The Admiralty wished to keep the production going ahead strongly, as while it was seen as inadequate as a Torpedo bomber against modern opposition, it was beginning to look like the ideal aircraft for the antisubmarine and search role operating off the smaller carriers. This would also allow its replacement to be concentrated on the fleet carriers.
While these orders were seen as quite large, the FAA pointed out that allowing for normal use and attrition this will give only about 400 planes in service ( not enough for all the projected or building carriers). It also would not allow for the use of FAA squadrons based on shore in areas not well covered by Coastal Command (i.e. outside of the United Kingdom). While obsolescent aircraft could be used to some extent in secondary theatres, this was not considered a sensible option where a modern threat is likely to be encountered.
Since HMS Ark Royal, the first of the new carriers, was not expected to be commissioned until July (and is expected, as first of class, to be on trials and working up until December), the initial squadrons will operate off HMS Courageous and HMS Glorious to allow the fleet to get experience with them.
Contracts for development of a new TBR prototype have been given to Fairy, Blackburn (on strict instructions it will be ready on time), and Boulton-Paul. This will be a bigger and faster aircraft than the Swordfish, although it is hoped better design of the folding wings will allow it to be fitted in a similar space in the hangar.
The Hercules engine continues its development, the big problem being not so much the engine as the difficulty of getting the sleeve valves it uses produced in the sort of numbers that will be needed in wartime. While this is addressed, engines are being produced as fast as possible. While not a major issue yet, it is seen as a considerable problem in wartime when the number of engines needed rises far above peacetime levels of production. Bristol Aviation is asked to treat a solution to the problem as urgent, and funding is assigned to help with the issue.
The FAA continues discussions with Roy Fedden (despite the sleeve valve issues, they are pleased with the Hercules) on the next generation of engines - naval aircraft are large, heavy, and always require a big engine, and Fedden had informed them that the new generation of engines won't grow in power as much as in the past, he expects the Hercules to top out at around 1600hp. The FAA therefore contracts with Bristol for studies on what is being called the Centaurus engine, with Rolls Royce for an advanced descendent of the Merlin called the Griffon, and with Fairy for a version of their P.24 engine. Given their relatively small range of aircraft types compared to the RAF, they only expect to order one, but will pass on the data to the RAF to see if any of them are of use, they know the RAF is looking at engines in this power class for its bombers - they have put in a starting power of 1,800hp. The Navy is looking at availability in around 2 years to match up with new fighter and dive bomber specifications (and possible a TBR re-engining), as they are looking at a new set of specifications for planes to be available for squadron service in 1941-2 (having seen what the Air Ministry is expecting during this period, and on the assumption that rival powers will be updating an improving their aircraft during this time period.)
Glorious and Courageous in particular have been heavily worked in the last few years, both in normal usage and the crises off
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