Jump to content

Westland Whirlwind (fighter)

From Alfawiki
Westland Aircraft
IndustryAerospace
Founded1935
Headquarters
United Kingdom
ProductsAircraft (including Westland Whirlwind)


This article is about the WWII fighter aircraft. For the postwar helicopter sharing the name, see Westland Whirlwind (helicopter).

The Westland Whirlwind was a British twin-engine fighter aircraft created by Westland Aircraft. Developed alongside the Supermarine Spitfire and Hawker Hurricane, it was the Royal Air Force’s first single-seat, twin-engine fighter equipped with cannon armament.

At its maiden flight in 1938, the Whirlwind ranked among the fastest combat planes globally and, armed with four 20 mm Hispano-Suiza HS.404 autocannons mounted in the nose, it was the most heavily armed fighter of its time. However, persistent development issues with its Rolls-Royce Peregrine engines caused delays, resulting in only 114 units produced. During the Second World War, just three RAF squadrons operated the aircraft. Despite proving effective in both air combat and ground attack roles, it was withdrawn from active service by late 1943.

Design and development

File:Westland Whirlwind prototype.jpg
Second prototype of the Westland Whirlwind, L6845, undergoing evaluation at RAF Martlesham Heath by the Aeroplane and Armament Experimental Establishment in July 1939. The aircraft features an all-aluminium finish with polished propeller spinners.[1]

By the mid-1930s, global aircraft designers recognized that increasing attack speeds reduced firing windows for pilots, resulting in fewer rounds hitting targets. This led to a requirement for more guns; studies indicated that eight machine guns could fire 256 rounds per second. The Hurricane’s eight rifle-calibre machine guns lacked sufficient stopping power and were only effective at their harmonised ranges. Explosive-firing cannons such as the French 20 mm Hispano-Suiza HS.404 offered greater lethality, prompting a shift toward fighters capable of carrying four cannons. While smaller fighters were typically agile but limited in range due to fuel capacity—restricting them to defensive or interception missions—twin-engine aircraft with larger frames and fuel reserves were preferred for long-range offensive operations.

The initial British Air Ministry specification for a high-performance machine-gun monoplane was F.5/34, which sought a radial-engined fighter suited for tropical climates. This specification led to designs including the Gloster F.5/34, Martin-Baker MB 2, Bristol Type 146, and Vickers Venom. However, these designs were soon eclipsed by emerging Hawker and Supermarine fighters. The RAF Air Staff urgently required an experimental fighter armed with 20 mm cannon, resulting in specification F.37/35 issued in 1935. This called for a single-seat day and night fighter equipped with four cannons capable of speeds at least 40 mph (64 km/h) faster than contemporary bombers—minimum 330 mph (530 km/h) at 15,000 ft (4,600 m).[2][3]

Five manufacturers submitted eight designs responding to this specification. Boulton Paul proposed two related single-engine models (P.88A with a Bristol Hercules radial engine and P.88B with a Rolls-Royce Vulture inline engine). Bristol submitted both single-engine Type 153 (wing-mounted cannon) and twin-engine Type 153A (nose-mounted cannon) designs. Hawker offered a Hurricane variant; Supermarine presented the Type 312 (a Spitfire derivative) and Type 313—a twin-engine model powered by either Rolls-Royce Goshawk or Hispano 12Y engines with four nose-mounted guns plus potential additional armament through propeller hubs if fitted with the 12T engine. Westland’s P.9 featured two Rolls-Royce Kestrel K.26 engines and a twin-tail configuration.[4][5]

At a design review in May 1936, concerns were raised that twin-engine fighters might sacrifice maneuverability compared to single-engine types, while wing-mounted cannon recoil could reduce firing accuracy. The consensus favored a twin-engine layout with all cannons mounted in the nose and recommended Supermarine’s Type 313 design.[6] Despite Supermarine’s strong reputation from their fast aircraft and ongoing Spitfire trials, neither they nor Hawker could deliver modified versions swiftly—Supermarine required over two years for development.[6] Westland’s project was further along and less burdened by other commitments; as a result, their design was selected alongside Boulton Paul’s P.88 and Supermarine’s Type 313 for prototype construction contracts awarded in early 1937.[6]

Led by W. E. W. "Teddy" Petter[lower-alpha 1], Westland’s team developed an advanced aircraft incorporating cutting-edge technologies of the era. Initially conceived with a twin-tail layout, this was abandoned when large Fowler flaps were integrated—these caused turbulent airflow over the tail surfaces.[7] To mitigate this issue, a T-tail configuration was adopted to position the elevator above disturbed airflow during flap deployment.[7] Handley Page slats were installed on outer wing leading edges and radiator intakes; these slats were mechanically linked using duraluminium torque tubes.[8] Following two accidents attributed to outer slat failures during aggressive maneuvers in June 1941, investigators recommended wiring the slats shut; subsequent tests confirmed takeoff and landing performance remained largely unaffected while flight handling improved under conditions where slats had previously deployed.[9]

The powerplants were derived from Rolls-Royce Kestrel K.26 engines later renamed Peregrine units. The first prototype L6844 featured long exhaust ducts routed through wings and fuel tanks to exit near trailing edges—a design quickly abandoned after chief test pilot Harald Penrose nearly lost control due to an exhaust duct fracture that damaged an aileron control rod.[10] Cooling was managed via ducted radiators embedded within wing leading edges to minimize drag.[11] The airframe primarily utilized stressed-skin duralumin construction except for the rear fuselage which employed magnesium alloy stressed skin.[12][11] The pilot sat high beneath one of aviation’s earliest full bubble canopies; combined with low-set forward wings, this arrangement provided excellent all-around visibility except directly ahead over the nose.[13] Four nose-mounted Hispano-Suiza cannons delivered a combined firing rate of approximately 600 rounds per minute—the highest firepower of any contemporary fighter—and eliminated convergence issues typical of wing-mounted guns.[14] Due to its promising capabilities, details about the Whirlwind remained classified during much of its development despite prior mentions in French media.

The prototype L6844 first took to the skies on October 11th, 1938; delays stemmed primarily from integrating new technologies plus late deliveries of engines and landing gear components.[11] After initial flights it was transferred to RAE Farnborough for further evaluation before undergoing service trials at RAF Martlesham Heath.[15] Handling characteristics proved excellent across speed ranges though directional control during takeoff required enhancement via increased rudder area above the tailplane.[16]

File:Whirlwind Mk I in flight, loaded w 2 500-lb GP bombs underwing, AAEE Boscombe Down.jpg
Whirlwind I engaged in fighter-bomber testing at A&AEE Boscombe Down.

Compactly sized—only marginally larger than the Hurricane but featuring a smaller frontal profile—the Whirlwind had fully retractable landing gear contributing to its aerodynamic cleanliness with minimal external protrusions or openings.[17] Radiators positioned within wing leading edges rather than beneath engines contributed to overheating challenges.[18] Powered by two 885 hp (660 kW) Peregrine engines enabling speeds exceeding 360 mph (580 km/h), it matched velocities achieved by contemporary single-engine fighters.[16] Its combat radius remained limited at under 300 mi (480 km), making it only marginally more capable as an escort than Hurricanes or Spitfires.[16] The first Peregrine engine deliveries reached Westland only in January of 1940.

By late 1940, plans were underway for Spitfires to be equipped with 20 mm (0.79 in) cannon as well—fulfilling similar armament requirements—and escort fighters’ importance diminished as RAF Bomber Command shifted toward night operations. The RAF prioritized twin-engine fighters offering extended range and payload capacity sufficient for large radar installations; within these parameters, aircraft like the Bristol Beaufighter matched or exceeded Whirlwind performance.

Production depended on successful testing outcomes; although ACAS regarded the design favorably, its experimental nature demanded thorough scrutiny.[11] Over two hundred modifications delayed production orders: an initial batch of 200 units was deferred until January 1939 followed by another order of similar size; deliveries to operational squadrons were scheduled from September 1940 onward.[19] Early considerations suggested transferring production to other manufacturers such as Fairey or Hawker due to Westland’s limited capacity; plans for manufacturing up to eight hundred units at Castle Bromwich shadow factory were abandoned in favor of prioritizing Spitfire output—with an additional two hundred Whirlwinds slated for Westland production instead.[11][20]

Despite its potential promise, production ceased in January 1942 after completing just one hundred twelve production models plus two prototypes. Rolls-Royce redirected focus toward Merlin engine development along with troubled Vulture engines rather than continuing Peregrine production.[21] Westland recognized their airframe—designed around Peregrine powerplants—could not accommodate larger engines without significant redesign efforts.[22] Following cancellation of the original model, Petter advocated developing a Whirlwind Mk II powered by an enhanced 1,010 hp (750 kW) Peregrine featuring improved high-altitude supercharging capabilities using higher-octane fuel allowing increased boost pressures.[23][24] This initiative ended when Rolls-Royce terminated further Peregrine development.[25][lower-alpha 2] Manufacturing each Whirlwind consumed approximately three times as much alloy material as producing one Spitfire.[28]

Operational history

File:Whirlwind 263 Squadron Winter 1941-1942.jpg
Whirlwind Mark I, P7116 HE-F Bellows Argentina No. 2, piloted by the Officer Commanding 263 Squadron RAF stationed at Colerne, Wiltshire, on the snow-covered airfield at Charmy Down, Somerset.

Numerous pilots who operated the Whirlwind spoke highly of its capabilities. Sergeant G. L. Buckwell of 263 Squadron, after being shot down in a Whirlwind over Cherbourg, reflected that the aircraft was "a joy to fly – we were among a select few... Looking back, the Whirlwind’s lesson is evident... An innovative aircraft demands either extended development or widespread deployment to fully realize its potential and resolve initial shortcomings. All too frequently during World War II, such aircraft experienced rushed development or limited use, causing early problems to be mistaken for permanent flaws." Another pilot from 263 Squadron remarked that "It was held in complete trust and affection." Conversely, test pilot Eric Brown labeled the plane as "underpowered" and "a significant letdown."

One commonly cited drawback of the Whirlwind was its relatively high landing velocity, a consequence of the wing's design. Due to limited production constrained by the availability of Peregrine engines, no wing redesign was pursued, although Westland experimented with leading-edge slats to lower landing speeds. When these slats were deployed with such force that they detached from the wings, they were subsequently secured in a fixed position.

The Peregrine engines' performance diminished notably at higher altitudes, possibly linked to the propeller design and constant speed propeller controller. Consequently, the Whirlwind was predominantly assigned to ground-attack roles over France, targeting German airfields, marshalling yards, and rail traffic. It proved particularly effective as a gun platform for destroying locomotives, with some pilots credited with damaging or destroying multiple trains in a single sortie. The aircraft also excelled in engaging German E-boats operating in the English Channel. At lower levels, it could competently contend with the Messerschmitt Bf 109. Despite criticism of the Peregrine engine, it demonstrated greater reliability than the problematic Napier Sabre engine powering the Hawker Typhoon, which succeeded the Whirlwind. The twin-engine configuration allowed heavily damaged aircraft to return safely even if one engine failed. The positioning of wings and engines ahead of the cockpit enabled substantial damage absorption while keeping the cockpit largely protected. The Whirlwind's robust construction provided pilots enhanced safety compared to contemporary aircraft during crash landings and ground incidents.

According to P. J. R. Moyes:

Template:Blockquote

The initial Whirlwinds were allocated to 25 Squadron at North Weald. This unit had been equipped with radar-fitted Bristol Blenheim IF night fighters when Squadron Leader K. A. K. MacEwen flew prototype Whirlwind L6845 from RAF Boscombe Down to North Weald on 30 May 1940. The following day saw inspections by four squadron pilots and subsequently by Secretary of State for Air Sir Archibald Sinclair and Lord Trenchard. The first two production Whirlwinds arrived in June for night-flying trials with 25 Squadron but were soon replaced by two-seat Bristol Beaufighter night fighters due to operational suitability.

263 Squadron, reforming at RAF Grangemouth following severe losses in Norway, became the first squadron to receive production Whirlwinds when commander Squadron Leader H. Eeles accepted delivery on 6 July. Deliveries proceeded slowly; by 17 August only five aircraft were assigned to 263 Squadron and none were operationally ready (the squadron supplemented with Hawker Hurricanes meanwhile). Despite pressing demands during the Battle of Britain, 263 Squadron remained stationed in Scotland; Air Chief Marshal Hugh Dowding, head of RAF Fighter Command, declared on 17 October that there was no capacity for additional units further south.

File:Westland Whirlwind 263 Sqn Exeter, banking awf cam, fighter paint 1940nov27-crop.jpg
Whirlwind displaying the updated "Type B" camouflage introduced in November 1940: while black undersides on the port wing were temporary, the sky-colored fuselage band persisted longer.

On 7 August, Pilot Officer McDermott’s Whirlwind P6966 was lost after a tyre burst during takeoff; despite managing to become airborne and receiving warnings about undercarriage damage from Flying Control, he bailed out between Grangemouth and Stirling as the aircraft crashed nose-first into the ground by eight feet depth. Examination later revealed that an incorrectly sized tyre—designed for a Hurricane rather than a Whirlwind—had been fitted.

263 Squadron relocated southward to RAF Exeter and was declared operational with Whirlwinds on 7 December 1940. Early missions involved convoy patrols and anti-E-boat operations. The Whirlwind's initial confirmed kill occurred on 8 February 1941 when an Arado Ar 196 floatplane was downed; however, this engagement resulted in a crash into the sea and loss of the pilot’s life. Subsequently, the squadron achieved notable success engaging enemy aircraft including Junkers Ju 88, Dornier Do 217, Messerschmitt Bf 109s, and Focke-Wulf Fw 190s.

Occasionally tasked with day bomber escort duties, one notable mission involved escorting 54 Blenheims during a low-level raid targeting power stations near Cologne on 12 August 1941; due to limited range of escorts including Whirlwinds, they turned back near Antwerp while bombers proceeded unescorted resulting in ten Blenheim losses.

Primarily operating low-level attack sorties across the Channel—known as "Rhubarbs" against ground targets and "Roadstead" strikes against shipping—the Whirlwind demonstrated capability against German fighters at low altitude as shown on 6 August 1941 when four Whirlwinds intercepted a large formation of Messerschmitt Bf 109s during an anti-shipping mission claiming three enemy fighters destroyed without losses.

A second unit equipped with Whirlwinds was 137 Squadron, formed in September 1941 specializing in railway target attacks. By summer 1942 both squadrons were outfitted with racks enabling carriage of two 250 or 500 lb (110 or 230 kg) bombs earning them the nickname 'Whirlibombers'. These aircraft conducted low-level cross-Channel Rhubarb patrols striking locomotives, bridges, shipping vessels, and other strategic targets.

File:3 Westland Whirlwinds of 263 Sqn Exeter(Devon), flying in stepped line-astern formation over West Country.jpg
Three Westland Whirlwinds from 263 Squadron flying in stepped line-astern formation

The final mission flown by No.137 Squadron's Whirlwinds occurred on 21 June 1943 during a Rhubarb attack on Poix airfield; P6993 failed to locate its target and instead bombed a supply train near Rue before suffering starboard throttle jamming fully open on return flight leading to engine failure and forced landing beside RAF Manston. The aircraft was written off but pilot escaped uninjured.

No.263 Squadron executed its last operation using Whirlwinds on 29 November 1943 before transitioning to Hawker Typhoons in December; on New Year's Day 1944, the type was officially declared obsolete. Remaining airworthy machines were sent to No.18 Maintenance Unit while those under repair were only serviced if nearly flight-ready; official directives prohibited repairing aircraft requiring extensive work.

File:Whirlwind Mk I, 263 Sqn Exeter, in flight over West Country.jpg
P6969 'HE-V' from 263 Squadron flying over southwestern England

Francis Mason summarized:

Template:Blockquote

Variants

P.9 prototype

Two single-seat twin-engine fighter prototypes (L6844 and L6845) distinguishable from production models by features such as mudguards above wheels (also seen on first production P6966), exhaust layout, and an 'acorn' fitting between fin and rudder; L6844 had a unique downward kinked pitot tube atop tail not repeated later. L6844 utilized counter-rotating engines whereas L6845's engines rotated identically—a trait carried into production.

Whirlwind I

A single-seat twin-engine fighter; out of an order for 400 units only 116 were built (including two prototypes).

Whirlwind II

A single-seat twin-engine fighter-bomber variant equipped with underwing bomb racks earning them "Whirlibomber" nickname; at least 67 Mk I fighters converted.

Experimental variants A Mk I model underwent trials as a night fighter in 1940 with No.25 Squadron. The initial prototype featured experimental armament comprising twelve .303 (7.7 mm) machine guns plus one 37 mm cannon.

Merlin variant Westland proposed installing Merlin engines via correspondence with Air Marshal Sholto Douglas; though this plan was declined it informed development work on their high-altitude fighter project—the Westland Welkin.

Operators

Template:UK

US Navy One example (P6994) was dispatched to United States for evaluation in June 1942 remaining there until at least late 1944.

Survivors

Following withdrawal in December 1943 all surviving airframes except one were sent to No.18 Maintenance Unit at RAF Dumfries, Scotland where they were scrapped. P7048 was retained by Westland receiving civil airworthiness certification (#G-AGOI) on October10th,1946; briefly used as company transport before scrapping in 1947.

In October1979 enthusiasts recovered remains of P6966, first lost Whirlwind near Grangemouth including two Peregrine engines plus numerous airframe fragments.

The Whirlwind Fighter Project commenced construction of a full-scale replica between2011–2012; by2023 an authentic cockpit section had been completed and exhibited at Kent Battle of Britain Museum located in Hawkinge.

During late1970s/early1980s plans for a two-thirds scale homebuilt replica named Butterworth Westland Whirlwind were marketed.

Specifications (Whirlwind I)

File:Whirlwindfighterproject FA 18181s.jpg
Westland's chief test pilot Harald Penrose flying one of final production examples P7110.

Template:Aircraft specs

See also

Template:Aircontent

References

Notes

  1. ↑ Petter departed Westland in 1944 and subsequently designed the English Electric Canberra, English Electric Lightning, and Folland Gnat
  2. ↑ Alternative proposals included fitting Bristol or American radial engines or even twin 1,400 hp (1,000 kW) Merlin XX units during discussions in 1941.[26][27]

Citations

  1. ↑ Franks 2014, pp. 44–45, 56.
  2. ↑ Bingham 1987, pp. 14–15.
  3. ↑ Meekoms & Morgan 1994, pp. 217–218.
  4. ↑ Bingham 1987, pp. 14–16.
  5. ↑ Buttler 2004, pp. 34–35
  6. ↑ 6.0 6.1 6.2 Buttler 2004, pp. 36–37
  7. ↑ 7.0 7.1 Green 1964, p. 51.
  8. ↑ Bingham 1987, p. 55.
  9. ↑ Corduroy 2013, p. 68.
  10. ↑ Bingham 1987, p. 28.
  11. ↑ 11.0 11.1 11.2 11.3 11.4 Buttler 2004, p. 37.
  12. ↑ Bingham 1987, p. 57.
  13. ↑ Moyes 1967, p.3.
  14. ↑ Moyes 1967, p.3.
  15. ↑ Moyes 1967, p.5.
  16. ↑ 16.0 16.1 16.2 Cite error: Invalid <ref> tag; no text was provided for refs named Green p.51
  17. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  18. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  19. ↑ James 1991, p. 263.
  20. ↑ Corduroy 2013, p. 33.
  21. ↑ Corduroy 2013, pp. 35–36.
  22. ↑ Buttler 2004, p. 38.
  23. ↑ Air Ministry 1940
  24. ↑ Corduroy 2013, p. 44.
  25. ↑ Corduroy 2013, pp. 40–42
  26. ↑ Bingham 1987
  27. ↑ Corduroy 2013
  28. ↑ Corduroy 2013

Bibliography

  • Air Ministry. Pilot's Notes: The Whirlwind I Aeroplane, Two Peregrine I Engines. London: Air Ministry, June1940.
  • Bearman Matt (2017). "The Whirlwind Becalmed." The Aviation Historian, Issue20.
  • Bingham Victor (1987). Whirlwind: The Westland Whirlwind Fighter. Shrewsbury: Airlife Publishing Ltd.
  • Buttler Tony (2004). British Secret Projects: Fighters and Bombers1935–1950. Earl Shilton: Midland.
  • Buttler Tony (2002). "Reap The Whirlwind: Britain's Pioneer Cannon Fighter." Air Enthusiast, No99.
  • Cordury Niall (2013). Whirlwind; Westland's Enigmatic Fighter. Stroud: Fonthill Media Limited.
  • Franks Richard A (2014). The Westland Whirlwind: A Detailed Guide to RAF's Twin-engine Fighter. Bedford: Valiant Wings Publishing.
  • Green William (1961). Warplanes of WWII Fighters Vol2. London: Macdonald.
  • Heffernan Terry (1985). "Something Special from Somerset – Part2." Aeroplane Monthly, Vol13 No2.
  • James Derek N (1991). Westland Aircraft since1915. Annapolis: Naval Institute Press.
  • James Derek N (2006). "Westland's Double Trouble." Aeroplane Monthly, Vol34 No5.
  • Mason Francis K (1969). Royal Air Force Fighters WWII Vol One. Windsor: Hylton Lacy Publishers Ltd.
  • Moyes Philip J.R (1967). Westland Whirlwind, Profile No191.
  • Price Alfred (1995). "The Vortex from Yeovil." Air International, Vol48 No3.
  • Richards Denis (1995). The Hardest Victory. London: Coronet.
  • Robertson Bruce (1970). Westland Whirlwind Described. Dandenong: Kookaburra Technical Publications.
  • Taylor J.W.R (1982). Jane's All The World's Aircraft1982–83. London: Jane's Yearbooks.

Further reading

  • Crawford Alex & Listemann Phil H (2008). "Westland Whirlwind Mk.I." Allied Wings No4.
  • Green William & Swanborough Gordon (1981). WW2 Aircraft Fact Files – RAF Fighters Part3. London: Jane's.
  • Hall Alan W (2006). Westland Whirlwind F.Mk.I Warpaint Series No54.
  • James Derek N (1997). Westland Images of England series.
  • James Derek N (2002). Westland: A History.
  • Mondey David (1982). Westland Planemakers Series No2.
  • Morgan Eric B (n.d.). "Westland P.9 Whirlwind." Twentyfirst Profile Vol2 No14.
  • Ovcácík Michal & Susa Karel (2002). Westland Whirlwind Mk.I Fighter/Fighter-bomber.
  • Stoddart Paul (2023). "Storming Performance: The Westland Whirlwind Revisited," Parts One & Two. The Aviation Historian, Issues42 &43.
  • Taylor John W.R (1969). "Westland Whirlwind," Combat Aircraft of World from1909-Present.

External links

File:Commons-logo.svg
Wikimedia Commons has media related to [[commons:Lua error in Module:WikidataIB at line 506: attempt to index field 'wikibase' (a nil value).|Lua error in Module:WikidataIB at line 506: attempt to index field 'wikibase' (a nil value).]].

Template:Westland aircraft Lua error in Module:Authority_control at line 159: attempt to index field 'wikibase' (a nil value).

Retrieved from "https://www.alfawiki.org/index.php?title=Westland_Whirlwind_(fighter)&oldid=76346"