Vickers Vimy
| Company type | Private company |
|---|---|
| Industry | Aviation, Aerospace |
| Founded | 1828 |
| Founder | Edward Vickers |
| Headquarters | London , United Kingdom |
| Products | Aircraft, including Vickers Vimy heavy bomber |
The Vickers Vimy was a British-designed heavy bomber produced by Vickers Limited. Conceived towards the end of the First World War to serve the Royal Flying Corps (RFC), this aircraft was the brainchild of Vickers’ lead designer, Rex Pierson.
Although only a limited number of Vimy bombers had been deployed by the time of the Armistice of 11 November 1918, preventing their participation in active wartime missions, the model subsequently became a cornerstone of the Royal Air Force (RAF)'s heavy bombing fleet throughout the 1920s. The Vimy found success in both military and civilian roles, with its commercial version known as the Vimy Commercial. Additionally, the Vickers Vernon, a transport adaptation of the Vimy, holds the distinction of being the RAF’s inaugural troop carrier.
In the years between the wars, the Vimy was notable for setting multiple long-distance aviation records. Its most renowned achievement was completing the first nonstop transatlantic flight by John Alcock and Arthur Brown in June 1919. The aircraft also accomplished record flights from Britain to far-flung locations such as South Africa and Australia. The Vimy remained in operational use for both military and civil purposes into the early 1930s.
Background
During the course of the First World War, both the Allied Powers and the Central Powers increasingly leveraged emerging technologies to overcome the deadlock of trench warfare. A significant advancement was made in fixed-wing aircraft technology, which rapidly evolved to fulfil combat roles.[1]
Following a German bombing raid on London on 23 July 1917, the Air Board deemed existing heavy bomber projects insufficiently ambitious and cancelled all ongoing orders for experimental bombers. However, after objections from the Controller of Technical Department, within a week an order was placed for 100 Handley Page O/100 bombers alongside contracts for prototype heavy bombers awarded to both Handley Page and Vickers Limited.[1]
On 16 August 1917, Vickers received a contract to build three prototype aircraft.[1] Rex Pierson, head designer at Vickers’ aviation division, began work on a large twin-engine biplane bomber powered either by two RAF 4d engines or by a pair of 200 hp (150 kW) Hispano Suiza engines.[1] Pierson collaborated with Major J. C. Buchanan from the Air Board to define a preliminary design aimed at fulfilling requirements for a night bomber capable of striking targets deep within the German Empire.[2][1]
Design
The Vickers F.B.27 Vimy features a twin-engine biplane configuration with equal span wings and four bays, equipped with balanced ailerons on both the upper and lower wings. Its engine nacelles were located midway between the wings and housed the fuel tanks. The tail assembly is a biplane empennage, incorporating elevators on both the upper and lower surfaces along with dual rudders. The main landing gear consists of two sets of wheels, each supported by paired tubular steel V-shaped struts. Additionally, there is a tail skid and a forward skid beneath the fuselage nose designed to prevent tipping forward.
Engineered to carry a crew of three along with a bomb load of 12 units, the aircraft’s pilot sat in a cockpit positioned just in front of the wings. Two gunner stations were arranged: one located behind the wings and another in the nose section, each mounting twin Lewis guns on Scarff rings; however, the rear gunner position was often omitted during the interwar years. The nose gunner's station could carry up to four spare ammunition drums, while up to six drums were stowed for the rear gunner’s use.
Most of the Vimy’s bomb payload—typically twelve 250-pound bombs—was stored vertically inside the fuselage between the spars of the lower center wing section. Certain variants allowed for additional external bomb racks, increasing capacity to eighteen bombs provided that the installed engines delivered sufficient power. For maritime anti-surface operations, the aircraft could be equipped with two torpedoes. To enhance bombing precision, it was fitted with the High Altitude Drift Mk.1a bombsight. Standard fittings also included two Michelin-manufactured Mk.1 flare dispensers.
The Vimy was powered by various engines throughout its development due to supply constraints. Early prototypes underwent testing with several powerplants such as Sunbeam Maori engines, Salmson 9Zm water-cooled radial engines, and Fiat A.12bis units before production models were ordered featuring engines like the 230 hp BHP Puma, 400 hp Fiat, 400 hp Liberty L-12, and 300 hp Rolls-Royce Eagle VIII. A total of 776 aircraft were ordered before World War I ended; however, only those equipped with Rolls-Royce Eagle engines—designated as Vimy IV—were delivered to the Royal Air Force. The diversity of engines used has led to inconsistent official records regarding production numbers for each variant.
The design and construction of prototypes proceeded at remarkable speed: from detailed design through completion of three prototypes internally labeled as Vickers F.B.27 took just four months.
Prototypes
At the time the initial prototype was finalized, the RAF 4D engine had not reached a suitable stage of development, prompting the installation of a substitute Hispano Suiza engine. On 30 November 1917, Captain Gordon Bell piloted the first prototype on its inaugural flight from Royal Flying Corps Station Joyce Green in Kent. In January 1918, this prototype was sent to RAF Martlesham Heath in Suffolk for formal evaluation. The F.B.27 reportedly impressed quickly by achieving a higher payload capacity than the Handley Page O/400 despite possessing roughly half the effective engine power. However, engine reliability issues during these assessments necessitated its return to Joyce Green on 12 April 1918.
Significant modifications were made to the first prototype, including replacing the Hispano Suiza engines with Salmson water-cooled aero-engines. Additional alterations featured a revised exhaust stack layout, a 3-degree dihedral angle on the main wings, and an updated tail assembly. After these upgrades, the prototype remained operational for several years, surviving the war and eventually receiving a civil registration. In August 1919, it was flown from Brooklands to Amsterdam as part of Vickers' display at the Eerste Luchtverkeer Tentoonstelling Amsterdam.
The second prototype was completed in early 1918 and differed from the first with its plain elevators and ailerons exhibiting inverse taper; wing and tailplane tops were also redesigned. Defensive firepower was enhanced by equipping the rear gunner with two separate guns—features later standardized on production models. This aircraft was powered by two Sunbeam Maori engines, which revealed cooling system unreliability during initial trials at Joyce Green. On 26 April 1918, it was sent to RAF Martlesham Heath for official testing but was lost in a crash caused by engine failure before completing evaluations.
During the first half of 1918, the third prototype was finished, equipped with twin 400 hp (300 kW) Fiat A.12 engines and featuring a redesigned nose and nacelles similar to those on production aircraft. It underwent performance testing at RAF Martlesham Heath starting 15 August 1918; however, testing was delayed due to a cracked propeller needing replacement. The third prototype was ultimately lost on 11 September 1918 when a hard landing induced by pilot error caused a stall, resulting in detonation of its bomb load.
A fourth prototype was commissioned specifically to evaluate the Rolls-Royce Eagle VIII engine. On 11 October 1918, this aircraft flew from Joyce Green to Martlesham Heath for official trials. Apart from being powered by the Eagle engine, it closely resembled earlier prototypes but featured significantly increased fuel capacity along with reshaped and enlarged rudders. By the time this fourth prototype began flight testing, large-scale production of the Vimy had already commenced.
Production
Following the satisfactory results of the initial prototype, the decision was made to commence production prior to completing evaluations of the other prototypes. On 26 March 1918, the first production contract was awarded for 150 aircraft, which were manufactured at Vickers' Crayford facility in Bexley. Early plans anticipated production by multiple manufacturers; consequently, in May 1918, additional contracts were granted to Clayton & Shuttleworth, Morgan & Co, and the Royal Aircraft Establishment (RAE), alongside a separate Vickers production line located at Weybridge. At one stage, wartime orders for the aircraft surpassed 1,000 units. The model was officially designated as the Vimy, named after the Battle of Vimy Ridge.
By the close of 1918, Vickers had completed 13 aircraft—7 at Crayford and 6 at Weybridge. Production persisted beyond the Armistice of 11 November 1918, with Vickers ultimately delivering 112 aircraft under wartime agreements. Most, if not all, Vimys ordered from Morgan & Co reached completion, while Westland Aircraft produced 25 out of their contracted 75 units. The RAE's output figures are less clear due to alterations in serial numbering and a fragmented manufacturing approach implemented shortly after the war's end; their final Vimy was completed in February 1920.
Various engines powered production Vimys, resulting in multiple mark designations to differentiate between variants. Engine selection was frequently influenced by availability; Rolls-Royce Limited engines were scarce during 1918 due to limited production capacity, and other manufacturers similarly struggled to meet demand. At one point, there was significant interest in equipping Vimys with American Liberty L-12 engines because of their abundant supply; however, all Liberty-powered Vimy orders were cancelled in January 1919 before any units were completed. The BHP Puma engine from Siddeley was also planned for use but was ultimately abandoned without any aircraft fitted.
The Vimy's role expanded beyond its initial bomber function. A variant featuring increased internal volume, known as the Vimy Commercial in civilian markets, was developed. Within the Royal Air Force, this version—designated as the Vickers Vernon—became the first purpose-built troop transport aircraft operated by the service. Additionally, Vimys served as air ambulances for evacuating injured personnel and were adapted for record-setting long-distance flights. Between 1923 and 1925, Vickers produced limited batches of Vimys; from 1923 to 1931, at least 43 early models underwent refurbishment to prolong operational use, with some aircraft being overhauled multiple times.
By October 1918, merely three Vimys had been delivered to the Royal Air Force, including one deployed in France with the Independent Air Force. The aircraft had been intended for long-range bombing missions into Germany—capable of reaching Berlin from French bases—but the Armistice halted combat operations before these plans could be executed. Post-war reductions in RAF size further delayed widespread Vimy deployment. The type only entered full operational service in July 1919 when No. 58 Squadron RAF in Egypt replaced its Handley Page O/400s with Vimys.
RAF service
.jpg){kind=link}
On 12 June 1918, as reported by Flight International, the Air Board planned to initially assign the first production Vimy aircraft to maritime patrol duties focused on anti-submarine warfare. Once this need was fulfilled, the remaining aircraft were intended for night bombing operations based in France.[3] This strategy aligned with a newly adopted policy aiming to significantly increase the number of land-based aircraft dedicated to anti-submarine patrols—from 66 landplanes in November 1917 to an anticipated total of 726—where the Vimy’s extended range made it a crucial asset. In August 1918, there was an investigation into fitting the Vimy with floats, although it remains unclear if any were actually outfitted in this manner.[3]
Throughout the 1920s, the Vimy constituted the primary heavy bomber fleet of the RAF; for several years it stood as the sole twin-engine bomber deployed at British airbases.[4] On 1 April 1924, both No. 9 Squadron and No. 58 Squadron were equipped with Vimys, effectively tripling the number of heavy bombers stationed domestically. Additionally, on 1 July 1923, a Night Flying Flight was established at RAF Biggin Hill using Vimys; during the general strike of 1926, this unit carried out aerial distribution of the British Gazette newspaper nationwide.[4] Between 1921 and 1926, the Vimy also served as the main aircraft for carrying airmail between Cairo and Baghdad.[4] The aircraft remained operational as a frontline bomber in both the Middle East and within the UK from 1919 until its replacement by the newer Vickers Virginia around 1925.[5]
Although many squadrons transitioned to the Virginia shortly after its introduction, the Vimy continued to equip a Special Reserve bomber unit—502 Squadron—based at Aldergrove in Northern Ireland until 1929.[5][4] The type also found continued use in secondary capacities such as training; numerous Vimys were re-engined with either Bristol Jupiter or Armstrong Siddeley Jaguar radial engines for these purposes.[6] The final remaining Vimys served as target aircraft for searchlight operator training and remained active until 1938.[7]
Long-distance flights
Among the Vimy's numerous groundbreaking journeys, the most notable was the inaugural non-stop flight across the Atlantic Ocean achieved by Alcock and Brown in June 1919. A specially modified version of the aircraft was created for this feat, featuring extra fuel tanks to increase its endurance and an updated undercarriage design. Only a single example of this variant was produced; it is now conserved and exhibited at the London Science Museum.
In 1919, the Australian government announced a £10,000 prize for the first entirely Australian crew to fly from England to Australia. Pilots Keith Macpherson Smith and Ross Macpherson Smith, accompanied by mechanics Jim Bennett and Wally Shiers, completed their journey from Hounslow Heath Aerodrome to Darwin, stopping through Singapore and Batavia, arriving on 10 December 1919. Their aircraft, registered as G-EAOU, is preserved within a specially designed, climate-controlled museum located on the grounds of Adelaide Airport in Smith’s hometown of Adelaide, Australia. The leg from Darwin to Sydney took nearly twice as long as the initial flight to Australia. To commemorate this achievement, Vickers Vimy Reserve in Northgate—a suburb of Adelaide—is named after the site where the plane touched down upon returning to South Australia in 1920.
In 1920, Lieutenant Colonel Pierre van Ryneveld and Major Quintin Brand embarked on an attempt to complete the first flight from England to South Africa. Departing from Brooklands on 4 February 1920 aboard Vimy G-UABA, dubbed Silver Queen, they safely arrived at Heliopolis. However, while proceeding toward Wadi Halfa, they were compelled to make an emergency landing due to engine overheating with approximately 80 miles (130 km) remaining. At Heliopolis, the RAF provided them with a second Vimy, named Silver Queen II. This replacement aircraft reached Bulawayo in Southern Rhodesia, but suffered severe damage when it failed to take off. Consequently, Van Ryneveld and Brand continued their journey to Cape Town using a South African Air Force Airco DH.9. The South African government rewarded each pilot with £5,000 for their efforts.
Vimy Commercial
The Vimy Commercial represented a civilian adaptation featuring an enlarged fuselage diameter primarily constructed from spruce plywood. This model was developed and conducted its maiden flight at the Joyce Green airfield in Kent on 13 April 1919. Initially registered under the temporary civil code K-107, it was subsequently re-registered as G-EAAV.
The prototype participated in the 1920 Cape Town race, departing from Brooklands on 24 January 1920; however, it crashed near Tabora, Tanganyika on 27 February.
In 1919, the Chinese Government placed a substantial order with Vickers, including a request for 100 Vimy Commercial aircraft. This order was later reduced to 40 units when the finalized contract was signed in 1920. Of particular note is that out of the 43 produced, 40 were delivered to China; yet most remained unopened in their crates, with only seven entering civilian service.
The Royal Air Force acquired five air ambulance variants powered by Napier Lion engines, designated as the Vimy Ambulance. Additionally, 55 bomber-transport models derived from the Vimy Commercial were manufactured for the RAF under the name Vickers Vernon.
Role in the Second Zhili–Fengtian War
Following the conclusion of the First Zhili–Fengtian War, twenty Vimy Commercial aircraft were covertly converted into bombers under directives from warlord Cao Kun of the Zhili clique. These modified bombers later saw action during the Second Zhili–Fengtian War.
Initially, these bombers achieved considerable success employing low-altitude bombing tactics. The air force chief of staff for the Zhili clique, General Zhao Buli (趙步壢), personally piloted numerous sorties. However, on 17 September, while returning from a successful bombing run near Shanhai Pass, General Zhao's plane sustained damage from ground fire by forces of the Fengtian clique around Nine Gates (Jiumenkou, 九門口), forcing an emergency landing. Although Zhao escaped safely back to base, subsequent bomber operations shifted to higher altitudes to evade ground fire, which significantly diminished bombing precision and operational effectiveness.
Throughout ongoing conflicts among Chinese warlords, all of these aircraft eventually came under control of the Fengtian clique, forming its First Heavy Bomber Group. By the time of the Mukden Incident, these bombers were being retired and were subsequently captured by Japanese forces who quickly disposed of them.
Variants
- F.B.27 Vimy
- Four prototype aircraft produced, each equipped with a pair of 200 hp (150 kW) Hispano-Suiza 8 piston engines.
- F.B.27A Vimy II
- Heavy bomber with twin engines designed for the RAF, powered by two 300 hp (220 kW) Rolls-Royce Eagle VIII piston engines.
- Vimy Ambulance
- RAF variant adapted for medical evacuation purposes.
- Vimy Commercial
- Civil transport model initially fitted with two 300 hp (220 kW) Rolls-Royce Eagle VIII engines, later upgraded to 360 hp (270 kW) Rolls-Royce Eagle IX piston engines.
- A.N.F. 'Express Les Mureaux'
- A Vimy Commercial No.42 modified by ANF Les Mureaux to incorporate two 370 hp (280 kW) Lorraine 12Da V-12 powerplants.
Military operators
- Royal Air Force (operated Vimy, Vimy Ambulance, and Vernon variants).
Civil operators
- Government of China (utilized the Vimy Commercial).
- Grands Express Aériens (employed the Vimy Commercial).
- Single aircraft operated.
- Government of Spain (operated the Vimy).
- Imperial Airways (used the Vimy Commercial).
- Instone Air Line (operated the Vimy Commercial).
Aircraft on display
- Australia
- Vimy IV G-EAOU preserved at Adelaide Airport.
- United Kingdom
- Vimy IV – The aircraft flown by Alcock & Brown during their pioneering transatlantic journey is displayed at the Science Museum London.
Replicas
In the early 1920s, Vickers constructed a replica cockpit section of the transatlantic Vimy for the London Science Museum. Additionally, three full-scale replicas have been produced. The first was a taxiable model commissioned by British Lion Films from Shawcraft Models Ltd in Iver Heath, Bucks; although the intended film about Alcock & Brown's transatlantic flight was never completed, the replica was finished and paid for. Its subsequent whereabouts are unclear, though it was exhibited statically at the Battle of Britain air display at RAF Biggin Hill in 1955 and may have been stored dismantled in East London until at least the late 1980s. Components such as engine nacelles appeared in the mine sequence of the film 'Daleks' Invasion Earth 2150 A.D.', suggesting it might have deteriorated by that time.
In 1969, a flyable Vimy replica (registration G-AWAU) was assembled by the Vintage Aircraft Flying Association at Brooklands and first piloted by D. G. 'Dizzy' Addicott alongside Peter Hoar. After suffering severe fire damage, it remained on display until February 2014 at the Royal Air Force Museum London, Hendon, and is currently stored dismantled at the museum's facility in Stafford.
A second airworthy replica, NX71MY, was constructed in 1994 through collaboration between Australian and American enthusiasts led by Lang Kidby and Peter McMillan. This aircraft successfully reenacted three major historic flights made by Vimys: England to Australia piloted by Kidby and McMillan (1994), England to South Africa flown by Mark Rebholz and John LaNoue (1999), and Alcock and Brown's original Atlantic crossing replicated in 2005 by Steve Fossett and Mark Rebholz. Donated to Brooklands Museum in 2006, it was maintained in flying condition to mark the 90th anniversaries of both transatlantic and Australian flights before being retired in late 2009. Its final journey was conducted on November 15, 2009 from Dunsfold to Brooklands by John Dodd, Clive Edwards, and Peter McMillan; four days later it was carefully dismantled, transported a short distance to the museum, and reassembled inside its main hangar by dedicated volunteers. Shortly thereafter, a special exhibition dedicated to this unique aircraft was inaugurated by Peter McMillan and it remains accessible for public viewing there.
Specifications
See also
Citations
- ↑ 1.0 1.1 1.2 1.3 1.4 Bruce 1965, p. 3.
- ↑ Jarrett 1992, p. 9.
- ↑ 3.0 3.1 Bruce 1965, p. 6.
- ↑ 4.0 4.1 4.2 4.3 Bruce 1965, p. 8.
- ↑ 5.0 5.1 Mason 1994, p. 98.
- ↑ Bruce 1965, p. 9.
- ↑ Andrews & Morgan 1988, p. 93.
Bibliography
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lynch, Brendan. Yesterday We Were in America - Alcock and Brown - First to fly the Atlantic non-stop. Yeovil, England: Haynes Publishing, 2009 ISBN 9781844256815
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Sims, Charles. "Talkback". Air Enthusiast. No. 13, August–November 1980. p. 79.
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
- Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
External links
- The Vickers Vimy-Commercial at Hendon, 1919
- Vickers Vimy exhibited in Adelaide, South Australia
- RAF Museum collection
- Alcock and Brown's Vimy featured at the Science Museum London - archived page
- Vickers Vimy digital archive – State Library of New South Wales
- Alcock and Brown's Vimy held by the Science Museum London
- National Geographic coverage of the 2005 Atlantic flight reenactment
- Video playlist of the Brooklands Vickers Vimy Replica
- Pages with script errors
- Articles with short description
- Use dmy dates from October 2020
- Articles with invalid date parameter in template
- Use British English from July 2011
- Pages with broken file links
- 1910s British bomber aircraft
- Vickers aircraft
- Aircraft first flown in 1917
- Biplanes
- Twin piston-engined tractor aircraft
- Aircraft with fixed conventional landing gear