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Supermarine Walrus

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Supermarine
IndustryAerospace
Founded1913
FounderReginald Joseph Mitchell (designer)
Headquarters
United Kingdom
ProductsAircraft, including the Supermarine Walrus

Overview

The Supermarine Walrus is a British-designed, single-engine amphibious biplane developed by Supermarine under the guidance of designer R. J. Mitchell. It primarily served as a maritime patrol aircraft and was notable for being the first British squadron-service plane to feature a fully retractable landing gear, an enclosed crew compartment, and an all-metal fuselage.

Initially designated as the Supermarine Seagull V, the aircraft was later renamed the Walrus. Its maiden flight took place in 1933, following a design phase that began four years earlier as a private project. The Walrus inherited its overall configuration from the earlier Seagull. Designed to operate as a fleet spotter launched via catapult from cruisers or battleships, the aircraft fulfilled roles in maritime patrol. Early models were equipped with metal hulls to withstand tropical environments, while the subsequent Supermarine Walrus II variant featured a wooden hull to reduce reliance on scarce light alloys.

The Supermarine Seagull V entered service with the Royal Australian Air Force in 1935 and was later adopted by the Fleet Air Arm, Royal Air Force, Royal New Zealand Navy, and Royal New Zealand Air Force. Throughout World War II, Walruses were deployed against submarines and also performed air-sea rescue missions for the RAF Search and Rescue Force. Although plans existed to replace the Walrus with the more powerful Supermarine Sea Otter, this transition did not materialize. Postwar, the Walrus remained in use, with some aircraft serving civilian roles in locations such as Australia and Antarctica. Ultimately, helicopters of the first generation succeeded the Walrus in air-sea rescue operations.

Development

Initially designated the Supermarine Seagull V, the Supermarine Walrus was developed by Supermarine as a private initiative to meet a Royal Australian Air Force (RAAF) demand for an observation seaplane capable of being launched via catapult from cruiser vessels. The design, overseen by Supermarine's lead designer R.J. Mitchell, bore similarities in overall configuration to his earlier creation, the Supermarine Seagull III.

Work on a prototype began in 1930; however, completion was delayed until 1933 due to higher priority projects. The prototype, known as the Type 228 after design adjustments, took its maiden flight on 21 June 1933, piloted by "Mutt" Summers. Just five days later, this aircraft—then labeled N-1—was showcased at the SBAC exhibition at Hendon, where Summers performed an unexpected loop, surprising onlookers including Mitchell himself.

On 29 July, Supermarine delivered the aircraft, now re-identified as N-2, to the Marine Aircraft Experimental Establishment at Felixstowe. During the subsequent months, rigorous testing was conducted, including sea trials aboard the Renown-class battlecruiser HMS Repulse and the Queen Elizabeth-class battleship HMS Valiant, performed for the Royal Australian Navy. Additionally, catapult launch tests were carried out by the Royal Aircraft Establishment at Farnborough, where the Seagull V became the first manned aircraft globally to be catapult-launched, with Flight Lieutenant Sydney Richard Ubee at the controls.

The aircraft's robustness was proven in October 1935 when a Seagull V, carrying the Commander-in-Chief of the Home Fleet, Roger Backhouse, executed a water landing in Portland Harbour with its landing gear extended. The impact caused flooding of the hull and a subsequent overturn; nevertheless, Backhouse and his crew escaped with only minor injuries. Following this incident, an automatic horn and indicator lights were installed to alert pilots to verify gear position prior to landing. The plane was repaired and returned to operational status shortly thereafter. It also became one of the earliest aircraft to feature an undercarriage position indicator integrated into the instrument panel. Test pilot Alex Henshaw later remarked that while the Walrus could withstand wheels-up landings on grass with minimal damage, it was "the noisiest, coldest and most uncomfortable" aircraft he had ever flown.

Airframe

The Type 236 Supermarine Walrus is a single-engine amphibious biplane primarily created for maritime reconnaissance tasks. Its hull was made entirely of metal, a pioneering feature at the time, crafted from an anodised alloy with stainless steel forgings used for the catapult spools and their mountings. Metal was chosen over wood because prior experience demonstrated that wooden airframes degraded quickly in tropical environments.

While the aircraft generally operated with a single pilot, it was equipped to accommodate two pilots. The control column was designed to be removable and could be slotted into either of two floor sockets, allowing it to be shared between pilots as needed. Directly behind the cockpit lies a small compartment housing workstations for both the navigator and radio operator.

Wings

The wings, covered with fabric, are of equal length and feature a noticeable sweepback. Their structure includes stainless steel spars combined with wooden ribs. The lower wings are positioned at shoulder height and each supports a stabilising float beneath it. The elevators are mounted high on the tail fin and are supported by pairs of struts on each side. To facilitate storage, the wings were engineered to fold, resulting in a stowage width slightly exceeding that of the tailplane.

Notably, the Seagull V was the first British military aircraft to incorporate retractable landing gear. This innovation came from a senior technical assistant at Supermarine who proposed fully retracting the wheels into the wings to enhance aerodynamic efficiency.

Powerplant

The aircraft is powered by a single Bristol Pegasus radial engine installed at the rear of a nacelle that is suspended above the lower wing by four struts and further reinforced by four shorter struts connecting to the upper wing’s center section. This engine drives a four-bladed wooden propeller arranged in a pusher configuration. Within the nacelle, the oil tank is positioned around an air intake at its front, serving as an oil cooler; it also contains electrical components and features multiple access panels for servicing. An additional oil cooler is mounted on the starboard side. Fuel is stored in two tanks located within the upper wings.

The pusher layout offers several benefits: it keeps both engine and propeller clear of water spray during aquatic operations, lowers noise levels inside the cabin, and keeps the propeller safely distant from crew members standing on the forward deck when handling hoisting cables. To counteract any yaw tendencies caused by asymmetric rudder forces resulting from propeller vortex effects, the engine is offset three degrees to starboard. A robust aluminium tailwheel is enclosed within a small water-rudder assembly.

Armament

The Walrus was equipped with two .303 in (7.7 mm) Vickers K machine guns, positioned openly at the front and rear fuselage stations. Additionally, it was capable of carrying bombs or depth charges mounted beneath its lower wings.

Operation from ships

File:9 Sqn (AWM 044443).jpg
A2-7 being placed on the catapult of HMAS Hobart, a RAN Leander-class cruiser, in 1939

Before the 1930s, naval vessels that could launch aircraft were fitted with catapults; by 1934, catapult-launched planes accounted for a quarter of the FAA's fleet. When operating from a ship, the Walrus would land on the water alongside and then be hoisted aboard using the ship’s crane. The aircraft’s lifting gear was stored in a compartment located on the wing section directly above the engine. A crew member would climb onto the upper wing to connect this gear to the crane hook.

While landing and recovery were generally straightforward in calm seas, rough water conditions could complicate the process. The standard approach involved the parent vessel turning approximately 20° just prior to touchdown, generating a smooth 'slick' on the ship’s lee side for the Walrus to alight upon. The aircraft would then quickly taxi toward the ship before this calm area dissipated.

Similar to other flying boats, the Walrus carried marine equipment such as an anchor and a boat-hook for use when on water.

Production

photograph of an early Walrus
Supermarine Walrus I, serial number K5783, from the initial production series. This aircraft served aboard the Royal New Zealand Navy cruisers HMNZS Achilles and HMNZS Leander.

In 1933, the RAAF placed an order for 24 Seagull Vs intended for spotter-reconnaissance duties with the RAN. These units were delivered between 1935 and 1936, with most being sent to Point Cook, Victoria for use by the Seaplane Training Flight RAAF.

The RAF’s first order for 12 aircraft was made in May 1935; the initial production model, bearing serial number K5772, took flight on 16 March 1936. In RAF service, this type was designated Walrus. Early production versions were powered by Pegasus II M2 engines, while from 1937 onwards, they were fitted with 750 hp (560 kW) Pegasus VI engines. Compared to prototypes, production models featured subtle modifications: a smoothed transition between upper decking and fuselage sides, reduction of tailplane bracing struts from three to two, lower wing trailing edges hinged to fold upward by 90° instead of downward by 180°, and removal of the external oil cooler.

Overall, 740 Walruses were manufactured across three main variants: Seagull V, Walrus I, and Walrus II. Of these, Saunders-Roe produced 462 units at Weybridge, Surrey, with fuselages supplied by Elliotts of Newbury. This version had a wooden hull—heavier but conserving light alloys. Saunders-Roe built under license 270 metal Mark Is and 191 wooden-hulled Mark IIs. The aircraft earned nicknames such as "Shagbat" and "Steam Pigeon" among its crews.

The Walrus was succeeded by the Supermarine Sea Otter, which shared a similar design but offered greater power. However, Sea Otters never fully replaced Walruses; both types served in air-sea rescue roles during late World War II. A planned post-war successor, the Seagull, was cancelled in 1952 after only prototype development as helicopters began assuming air-sea rescue responsibilities from small flying boats.

Early deployment

The Royal Australian Air Force received the first Seagull V, designated A2-1, in 1935, with the final units delivered by 1937.[1] This model was deployed aboard the County-class cruisers HMAS Australia and Canberra, as well as the Leander-class cruisers Sydney, Perth, and Hobart.[2][3]

Deliveries of the Walrus to the RAF began in 1936, with the initial deployment assigned to the New Zealand Division of the Royal Navy aboard Achilles, one of the Leander-class light cruisers, each carrying a single Walrus.[4][2][5] During World War II, Town-class cruisers operated by the Royal Navy typically carried two Walruses,[6] and these aircraft were also equipped on York-class and County-class heavy cruisers.[7][8] Additionally, some battleships such as the Queen Elizabeth-class HMS Warspite and Nelson-class battleship Rodney, along with the seaplane tender HMAS Albatross, utilized Walruses.[9][10]

By the onset of hostilities, Walruses were extensively employed. Although primarily designed for naval gunnery spotting, this role was executed on only two occasions: Walruses launched from the battlecruiser Renown, lead ship of her class, and the Town-class cruiser Manchester participated in the Battle of Cape Spartivento,[3] while a Walrus from the Town-class Gloucester took part in the Battle of Cape Matapan.[11] The predominant mission for shipborne aircraft was to patrol against Axis powers submarines and surface raiders. By March 1941, Walruses had been fitted with air-to-surface-vessel radar (ASV radar) to enhance such patrol duties.[12] During both the Norwegian Campaign and East African Campaign, Walruses were occasionally employed in bombing and strafing enemy shore positions.[13] Notably, in August 1940, a Walrus launched from HMAS Hobart conducted bombing and machine-gun attacks against Italian headquarters located at Zeila in British Somaliland.[3][14]

By 1943, radar technology increasingly replaced catapult-launched aircraft on cruisers and battleships due to its more compact footprint aboard warships. Nevertheless, Walruses remained active on Royal Navy carriers for air-sea rescue operations and general communication tasks. Their slow landing speed enabled carrier landings despite lacking flaps or a tailhook.[15]

Other military applications

photograph of a Walrus landing on a ship
A Walrus touches down on a Royal Navy carrier in the Indian Ocean, following the rescue under hostile conditions of a pilot downed while attacking Japanese forces on the Nicobar Islands

The Royal Navy and Royal Air Force employed the Walrus extensively for air-sea rescue operations. Specialized RAF Air Sea Rescue Service squadrons operated an array of aircraft, including Spitfires and Boulton Paul Defiants for search patrols targeting downed aviators, Avro Ansons to deliver supplies and lifeboats, and Walruses to retrieve personnel from the sea.[16] These RAF rescue units were stationed to cover maritime zones surrounding the United Kingdom, the Mediterranean region, and the Bay of Bengal.[17] Throughout these missions, over 1,000 aircrew members were recovered, with 277 Squadron credited with 598 rescues.[18]

In 1939, two Walruses at Lee-on-Solent participated in ASV trials,[3] featuring dipole antennas mounted on the aircraft’s interplane struts. In 1940, one Walrus was equipped with a forward-firing Oerlikon 20 mm cannon intended as a defensive measure against German submarines. Although the weapon was operated successfully, the concept was discontinued because the muzzle flash impaired the pilot’s vision.[19]

A Walrus was dispatched to Arkhangelsk as part of British supplies delivered by Convoy PQ 17. Assigned to the 16th air transport detachment, it remained operational through late 1943.[20]

Following World War II, limited military use of Walruses continued with the RAF and various foreign naval forces. Argentina operated eight examples, with two aircraft flying from the cruiser La Argentina until 1958.[3] Additionally, several were utilized by the French Navy's Aviation navale for training purposes.[21]

Civilian applications after the war

During the 1940s, a Supermarine Walrus was experimentally employed by United Whalers in whaling operations within the Antarctic Ocean.[22] This aircraft was launched from the factory ship Balaena, which featured a surplus naval catapult system.[21] The Walruses used in this role were equipped with power sockets to supply electricity to heated suits worn beneath crew immersion suits.[3] To enhance crew comfort during flights exceeding five hours, a cabin heater was installed.[23] A Dutch whaling firm also acquired Walruses but never deployed them operationally.[21]

Amphibious Airways of Rabaul purchased four Walruses from the RAAF. Certified to carry up to ten passengers, these aircraft served in charter and air ambulance roles until 1954.[3][24] In the early 1960s, the remaining Walrus A2-4, registered for both private and charter purposes, received upgraded radio systems and additional seating capacity. It transported tourists and cargo to destinations such as the Great Barrier Reef and along Australia's eastern coastline.[25]

Variants

Seagull V
This is the initial metal-hulled model, with a total of 27 units produced.
Walrus I
A metal-hulled variant manufactured by Supermarine, with production reaching 281 aircraft.
Walrus II
A wooden-hulled model constructed by Saunders-Roe, totaling 270 aircraft produced.

Military operators

Template:ARG
Template:AUS
File:Canadian Red Ensign (1921–1957).svg Canada
File:Flag of Egypt (1922–1958).svg Egypt
Template:FRA
Template:IRL
Template:NZL
Template:TUR
Template:UK

Civilian operators

Template:AUS
  • Amphibious Airways
Template:CAN
  • Kenting Aviation
Template:NLD
  • Two aircraft were carried aboard the whaling vessel Willem Barendsz.
Template:NOR
  • Vestlandske Luftfartsselskap
Template:UK
  • Somerton Airways
  • United Whalers

Surviving aircraft

In addition to one aircraft held privately, three Walrus examples are preserved within museum collections. Photographs of wreckage believed to be from the Walrus assigned to the cruiser HMAS Sydney were taken following the rediscovery of the ship's remains in 2008.

Seagull V A2-4

photograph of a Walrus in 2017
A2-4 displayed at the Royal Air Force Museum London in 1980

Among the original Australian Seagull Vs, A2-4 is exhibited permanently at the Royal Air Force Museum London. Constructed in Woolston in 1934, it arrived in Australia by early 1936 and was initially assigned to No. 101 Flight RAAF, which soon became No. 5 Squadron RAAF. Before the war, its roles included survey missions and operations from HMAS Sydney. Throughout much of World War II, it operated with No. 9 Squadron RAAF within Australia.

After being sold to civilian hands in 1946, it received the civil registration VH–ALB five years later. During the 1950s and 1960s, several private Australian owners flew the aircraft until it sustained significant damage during a takeoff incident at Taree, New South Wales in 1970. The RAF Museum acquired the wreckage in exchange for a Supermarine Spitfire and an additional payment of AUD 5,000.[note 1] On its journey back to the United Kingdom in 1973, it underwent fumigation in Hawaii due to the discovery of black widow spiders. Restoration commenced after arrival at RAF Henlow, and since 1979 it has been on display at the Royal Air Force Museum London.

Walrus HD874

File:HD874 (16432339828).jpg
HD874 exhibited at the RAAF Museum in 2014

The aircraft HD874 is preserved at the Royal Australian Air Force Museum located at RAAF Williams Point Cook, Victoria. Initially operated by the Fleet Air Arm, it was transferred to the Royal Australian Air Force in 1943. During wartime, HD874 served with No. 9 Squadron and No. 8 Communication Unit of the RAAF.

Following World War II, it was stored until 1947 when it was assigned to the RAAF's Antarctic Flight for deployment on Heard Island as part of Australia's first Antarctic expedition post-war. The aircraft was painted a vivid yellow but flew only once before suffering severe storm damage. Recovery occurred in 1980, followed by restoration work carried out between 1993 and 2002.

Walrus L2301

photograph of a Walrus in 2011
L2301 exhibited at the Fleet Air Arm Museum, Somerset, in 2014

The Walrus on display at the Fleet Air Arm Museum located at RNAS Yeovilton is a composite model, assembled from the fuselage and engine of Walrus L2301. Constructed in 1939, this aircraft was initially delivered to the Irish Air Corps, where it was designated as N.18. During its delivery flight on 3 March 1939, it experienced engine failure and subsequently sustained hull damage after ditching in the sea. It was then towed to the former launch area used by Curtiss H-16s at the old U.S. Naval Air Station Wexford Ireland.[26] In March 1939, L2301 was one of three Walruses—alongside N.19 (L2302) and N.20 (L2303)—transferred to the Irish Air Corps for maritime patrol duties during the period known as the Irish Emergency.[3][17]

On 9 January 1942, four Irish nationals hijacked N.18 intending to fly it to France to join the Luftwaffe. Their plan was thwarted when RAF Spitfires intercepted and escorted the aircraft to RAF St Eval; both the plane and its crew were returned safely to Ireland.[3][26]

Following World War II, N.18 was transferred to Aer Lingus and assigned the civil registration EI-ACC. The airline never operated it, opting instead to sell it in 1946 for £150 to Wing Commander Ronald Gustave Kellett.[3] It received the British civilian registration G-AIZG and was flown recreationally by members of No. 615 Squadron RAF until 1949.[26] In 1963, FAA personnel from HMS Heron recovered it from a dump at Haddenham airfield, formerly RAF Thame,[27] and subsequently donated it to the Fleet Air Arm Museum, where restoration took place between 1964 and 1966.[3][26]

Walrus W2718

File:Supermarine Walrus I ‘X9556 S’ (G-WLRS W2718) (51750574787).jpg
Walrus W2718 at Duxford in 2021

Following its service with the RAF during wartime, Walrus W2718 was operated by Somerton Airways based on the Isle of Wight until being retired in 1947. Afterwards, it served as a caravan.[28] The aircraft later became part of the collection at Solent Sky,[29] an aviation museum located in Southampton, UK, where initial efforts were made to restore it to flying condition.

Restoration resumed after a change of ownership in 2011 at Vintage Fabrics in Audley End, Essex. In 2018, following another sale to a private individual, it was relocated to the Aircraft Restoration Company situated at Duxford Aerodrome.[28]

Specifications (Supermarine Walrus I)

Walrus arrangement drawings
Layout illustrations of the Supermarine Walrus

Template:Aircraft specs

See also

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Notes

  1. ↑ The Spitfire Mk. XVI (TE384) obtained was eventually restored to airworthy condition.

References

  1. ↑ Nicholl 1966, pp. 27Template:Ndash28.
  2. ↑ 2.0 2.1 Nicholl 1966, p. 67.
  3. ↑ 3.00 3.01 3.02 3.03 3.04 3.05 3.06 3.07 3.08 3.09 3.10 Cite error: Invalid <ref> tag; no text was provided for refs named Smith
  4. ↑ Nicholl 1966, p. 56.
  5. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named NZH
  6. ↑ Waters 2019, p. 313.
  7. ↑ Nicholl 1966, p. 52.
  8. ↑ Brown 2011, p. 8.
  9. ↑ Ballantyne 2013, p. 81.
  10. ↑ Nicholl 1966, pp. 66Template:Ndash67.
  11. ↑ London 2003, p. 177.
  12. ↑ London 2003, pp. 177, 182.
  13. ↑ London 2003, p. 178.
  14. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Tim
  15. ↑ London 2003, p. 181.
  16. ↑ London 2003, p. 182.
  17. ↑ 17.0 17.1 London 2003, p. 183.
  18. ↑ Nicholl 1966, p. 116.
  19. ↑ Brown 1971, p. 34.
  20. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  21. ↑ 21.0 21.1 21.2 London 2003, p. 213.
  22. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  23. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  24. ↑ Brown 1971, p. 47.
  25. ↑ Simpson 2007, p. 8.
  26. ↑ 26.0 26.1 26.2 26.3 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  27. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  28. ↑ 28.0 28.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  29. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Sources

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Further reading

  • Franks, Norman. The RAF Air-Sea Rescue Service in the Second World War. Barnsley, UK: Pen & Sword Books Limited, 2017. ISBN 978-14738-6-130-5. Available at https://books.google.com/books?id=Ub-wDQAAQBAJ
  • Lezon, Ricardo Martin, and Robert M. Stitt. "Eyes of the Fleet: Seaplanes in Argentine Navy Service, Part 2." Air Enthusiast, no. 109, January–February 2004, pp. 46–59. ISSN 0143-5450.

External links

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