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Volume4
Issue
39
CONTENTS
Flying-boats of World War
SuoL,errick
SuoL,ondon
SupermuineWalrus
tlying-boats in the
Battle
of
theAtlantic
SupermuineStraruaer
ShortSunderland
Sunderland
inAction
II
762
762
?63
Consultant
Editor:
Maior
General
Sir
Jeremy Moore
KCB OBE
MC, Comman-
der
of
British
Land
Forces
during
the
Falklands campaign.
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USNavy(Part6)
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fiffi
Flgiru-boafsof
WbrldWbrll
Dwing
the
early
years of
WorId
War
II, Ilying-boats
were
of
cntcial
importance in
allowing
long-range maritime
patrols.
frowever,
with
the
introduction
of
very long-range land-
based
aircraft, which
had
greater
Ilexibility
and
which
could
operate
from
ordinary
airfields,
the
flying-boats
gradually
faded
from
the scene.
Seen
flying
over
the
Greek islands
late
in
1940, this
Sunderland served
on
No.
230
Sqn
which,
with
No.
228
(also
with
Sunderlands)
took
part
in
the
evacuation
ofGreece
and
Crete
the
followingyear.
18
If
glamour ever attached
to
flghtrng
men
there
was
iittle but
monotony
in
the
work
of
the
flying-boat crews
of
World
War
II.
Few
nations had
paid
heed
to
this
class of
milrtary aeroplane
in the years
of
peace beforehand,
with the
result that
when war
came recourse was
widely
made
to
the
adaptation
of ageing commercial aircraft, and
none of
the belltgerent
powers produced
a
wholly new design from concept during the war
years
in time
to
reach production
and sewrce, As
might be expected
from the maritime
nations,
the
USA,
the
UK and
Japan
possessed
the
most consistently successful arrcraft
from
the outset,
the
Consolidated
PBY Catalina,
the
Short
Sunderland
and
the
Kawasaki H8K'Emi1y' boats
respectively.
For the
UK alone the
work
of
RAF Coastal Command's flying-boats
was
vital
for the nation's
survlval: qiven
the extstence
of
brutally effective
submarine warfare, responsibilrty
for
airborne
countermeasures and
protection of the
UK's
vulnerable shipping
lanes
fell
squarely on
that
command's
aircrews
and
therr
Sunderlands
and
Catalinas,
Germany on the
other
hand had afforded
low priorrty
to the
mtlitary
flying-boat
and only
an
adaptation
of
the
excellent
but
venerable
Dor-
had
reached service
status
by
1939
The
radical
Bj::':- '-:-:
Voss
Bv
138
had been slow
in
development and
su-iiered
n';:r-:::-
problems before
eventually
achieving
an
acceptable combai
s:a:;
Both
Japan and the
United
States
produced
really superlative
rnr'i:arj
flyrng-boats,
the
Kawasaki H8K prornng
to
possess
a most
impress-'.-:
performance;
the Catalina,
oiwhich
more
were produced
than aii
c-,:e:
flyrng-boats of
all
nations
combined,
came
to
provide
the
yardsiicr
cr-
which all maritime
reconnaissance
work would be
measured,
Yet
World
War
II was
to
sound the death
knell
of
the
big'boat
for,
e-,-::
as
the
Catalinas
and Sunderlands
were
ranging
far
over
the oceans
:::
nier Do
very-long-range land-based aeroplane, exemphfied
by
the
Corrs:--
dated Liberator,
was
proving to be
no less
effective
and,
being
n:::
readrly available and
requiring
none
of the
special
base facrlitres
ci::-=
flying-boat, pointed
a drfferent
path
to
the
future, a path that has
cc:--
signed the graceful
'boats to
the
pages of
history,
ANo.240 SqnSupermarine Stranraer takesoff from aWestCoasf
base on
convoy
patrol
early in
the
watJustvisible
undet
the
portwing
is
one
of
the
early (and
largely ineffective) 250-lb(113-kg) depth bombs.
:l
l:,".:"':
::l;,:...'..:.','-
.-,
:"
I
j t..
1:..
.
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*..
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:.:jl;;l,ii?i.i$tffi-
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-
-':.
-*:. "."-j"i::::...
"
.:'.:'..,,.-
-r.,.
i
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:
.:._.
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.:"...,:'.
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.'.,...
. .; " :'
..
g
,
-,
".'ll-_...
.......:.
.':.,,:...,,,
&i{i$r;j:til
ffi
$"ro
Lerwick
attractive and
compact
design
in-
tended
to
meet
a
medium-range mari-
The
twin-engine
Saro
Lerwick
was
an
time
reconnaissance requirement,
Specification
R,
1/36,
but was
a
total
fail-
ure, First flown before the end of
1938,
the
prototype featured
twin
fins
and
rudders
but from the
outset
was found
to
be
seriorsly
laclong in lateral
stabil
ity, and displayed a determination
to
roll
and
yaw
in
cruising
Ilight, making
the
aircraft impossible
to
fly
'hands
off
a
damning rndictment for a
marrtime
patrol aircraft. In due cowse
a sinqle
fin and
rudder
was
fitted,
but
not
until
this was
consrderably enlarged
was
,
any
improvement
in the
handling char-
acteristics
discernible,
Starting with
the
seventh production example,
wtng
incidence
was increased
and
en-
larged propellers fitted
to
the
Her-
cules
Ii
radials,
but the latter
were
found unsuitable
for
operating
on
rough water, Moreover, stalling
tests
showed the
Lerwick to
have
vicions
traits, the stall under alighting
condi-
tions
being
accompanied
by
sharp
wing-drop,
Nevertheless
21
examples
were produced and the Lerwick
was
first
delivered
for
sewice with
No,
209
Squadron
in December
1939
at
Oban,
but
after the
type
had flown
a
small
number
of semi-operatronal
patrols it
was
decided
to
abandon further efforts
to rectrfy
its
problems, The
last eight
IVs and the final example was
com-
pleted
in
November
1940;
one
aircraft
was
flown by
No,
240
Sguadron but was
some
flew
with
No,
4
Operational
Trainingi Umt at Invergordon.
lost
on
20
February of that year,
and
Specification
Saro
Performance:
maxrmum
speed
348
lan/h
(216
mph) at
1220
m
(4,000
ft)
initial climb rate
268
m
(BB0
ft)
per
minute;
service ceiling
4265
m
(14,000
ft)
Weights: normal loaded
i2928
kg
(28,500
1b);
overloadtake-otr
15060
kq
(33,200.]b)
The
ill-fated
Saro
Lerwick, which
servedwith
only
a
single
Coastal
Lerwick
Type:
sx-crew
medium-range
aircraft
were
powered
by
Hercules
reconnaissance
fl
ying-boat
Powerplant: two
i,
375-hp
(
1026-kW)
Bristol
Hercules
II l4-cylinder
air-
cooled radials
Dimensions:
span
24,63
m
(80
ft
10
in);
length
19.39
m(63fr7V2
in);
heiqht
6.
i0
m
(20 ft 0
in);
winq
area
78,50 m2
(845
sq
ft)
Armament:
one
7,
7-mm (0,303-in)
machine-gmn in nose
turret, twin
7,7-
Command
squadron,
No.
209,
at
Oban, Pembroke
Dock and
Stranraer. As
can
be
seen,
ffie
aircraft
rodevery
low
in
thewater
and demanded
con
sider
able
distance
to
become
airborne.
mm (0.303-in)
machine-guns
in
dorsal
turret
and
fow
7.7-mm (0,303-in)
machine-gnrns in tall
turret,
plus up to
907
kg
(2,000
lb)
of
bombs. mines
or
depth charges
ffi
the
1920s,
H"rolondon
the
Saro London twin-
Reflecting
the design
concept of Brit-
rsh
flying-boats that
had originated in
engine biplane was an all-metal
air-
craft with
fabric-covered wrngs
and
tail, and
a
metal-shnned
hull,
The
type
served
with
RAF
Coastal Command
during
the first two years
of
World War
IL Designed
to
Air
Mimstry
Speciflca-
tion
R,24l31,
the
prototype
first
flew in
1934
with two
750-hp (559-kW) Bristol
Pegasus
III
radials, the engines
being
mounted on the top
wing to be well
clear of
spray
while
taking off
and
landing; the
prototype
went
on
to
sewe for
periods
betvrreen
1936
1934
and
with
Nos
209
and
210
Squadrons at
repectively.
In
1937
they joined
Felixstowe and Gibraltar,
Production
deliveries started in
March
1936
with
Pegasus
III
engines,
but from
the
eleventh
arcraft
the
Pegasus
X
was
fitted
and
the
aircraft's
designation
changed to London
Mk
II,
this variant
equlpping
Nos
201
and
204
Squadrons
in
1936
at
Calshot
and Mount
Batten
No,
202
Squadron at Kalafrana (Malta) and
breakout
into the
Atlantic
by
German
surface and
submaine
raiders
as
well
as
the
return
to
German
pod
by
block-
ade
runners. Gradually marrtime re-
connaissance
aircraft
such as
the
lrockheed
Hudson
came
to
assume
these responsibilities
while
Short
No,
228
Squadron
at Pembroke
Dock
respectively.
By
the
outbreak
ofwar in
September
1939
Londons
still equp-
ped
No.
201
Squadron, then at
Sullom
Voe
in
the
Shetland Islands,
and
No,
202 Squadron
still at
Gibraltar, while
No.
240 Squadron
had
re-equipped
Sunderland flying-boats
equipped
the
squadrons
flying
over the Atlantic and
Mediterranean. The
Londons
were
re-
placed on
No.
20i
Squadron
in April
1940,
followed
two
months
later
by
those
on
No.
240
Squadron.
Only
No,
202
Squadron
continued
to
fly Londons
at
Gibraltar until
June
1941.
Dimensiors:span
24,38
m
(80
ft
0 rn);
lenqth
17.31
m(56
ft9./z in);
height
5,71
m
(18
ft9
in); vnng
area
132.38
m'z
(],425
sq
ft)
Armament: single hand-held
7,7-mm
(0.303-in)
Lewis
machine-gnrns
in
open
bow, midships
and tail positions,
plus
up
to 907
kq
(2,000
Ib)
of
bombs, mines
or
depth charges carried
externally
under
the
lower wings
Saro
London
flying-boats still served
withNos
201,202 and
240
Sqnswhen
war
broke
out
in I
939.
This
example,
of
No.240Sqn,was
based
atSullom
Voe
and
Invergordon
in
1939-40.
A
pre-war
shot of
a
S
aro
London M
k
L
These
big aircraft,
together
with
the
Supermarrhe
S
tr
anraer,
mar
ked
the
end
of a
nostalgic era.
Specification
SaroLondonMkII
Type: srx-crew
coastal
reconnaissance
with
Londons
in
July
1939
and
was sta-
tioned
at
Invergordon. These flying-
boats
carried
out
sea
patrols over the
North
Sea
and
the
Mediterranean,
some aircraft
being fitted with
a
largre
dorsal
fuel tank
to
increase their
range.
Bombs,
depth
charges
and
(occa-
sionally) mines
up
to a total werght
of
the
old biplanes undenook
a
consider-
able share
of
the patrol
work
over the
North
Sea,
keeping watch
for the 1ikely
762
flying-boat
Powerplant:
tvuo
920-hp
(686-kW)
Bristol
Pegasus
X
nine-cylinder
air-
cooled radials
Performance:
maxrmum
speed
228
Wn/h (142 mph)
at
sea
level;
initial
ciimb
rate
360 m
(1, 180
ft)
per minute;
service
ceiling
6065 m (19,900
m);
maximum
rangTe
2800
km
(
1,740
miles)
Weights: empty
5035
kg
(1
I,
100 1b);
maximuin take-off9979 kg
(22,000
lb)
2,000
}b
(9O7kg)
could
be
carried
under
the
lower wing
roots,
Indeed,
ffi
H,rp"r*arine
Walrus
The
War
II,
the
Supermarine Walrus
One
of the
unsung heroes
of
World
with
the
Royal
Air
Force
principally
in the air-sea
rescue
role, mainly
in
the UK
butalso abroad; although
frequently
required
to
fly close
to
enemy shores,
theywere not
a
S
uperm arine
W
alru
s
s
e
rved
amphibian
was a
private venture
de-
velopment of
the
i922
Seagnrll
1,
and
indeed
first flew
as
the Seagull
V
on
2I
June
1933.
A
production order by
the
Australian govemment prompted eva-
providedwith
gunwithwhich
to
luation
by
the
Royal Navy's
No,
702
Catapult Flight,
which
in turn
led
to an
initial
contract
for
12
Walnrs Mk I
air-
craft berng
placed by
the
Au Mimstry
in
1935,
Following further trials,
during
which a Walrus was
catapulted fully-
loaded from
HMS
ly'eison,
production
orders
for
204
atrcraft
wlth
the
635-hp
(474-kW) Pegasus
II
M2 radial were
placed, and
the little
flying-boat
en-
tered
Fleet
Air
Arm
service
in
1936.
Early in World War
II
Walrus
amphi-
bians
were sewing
aboard battleships
and cruisers
ofthe
Royal
Navy all
over
the
world
as
components
of
No.
700
Squadron,
as
well
as
with
Nos
701,
711,
712
and
714
Squadrons,
their principal
duties
being
over-the-horizon search
for
enemy shipplng;
they were
also
employed
for
gnrnnery
spottinq,
anti-
offer defence.
An
example
of
a
W
alrus in
F
leet
Air
Arm markings. Although ostensibly
supplied
to
the
largervessels
of
the
Royal
Navy for
gunnery spotting
duties, they were more
frequently
used to
ttansport
officers
and
despa
lcfi
es
be
tween
s
hips
and
shore.
submarine
and
convoy protectlon
duties,
A
Walrus was even catapulted
from
the
crurser
HMS
Dorsetshire
to
bomb
a
target in ltalian Somaliland
on
18
November
1940,
Undoubtedly
the
work
for
which the
Walrus
(affectionately known as
the
was
airlsea rescue, serving in
this
role
wrth
Nos
269, 275,
276,277,278,28 I
and
282
Squadrons
at
stations
in the United
Kingdom, and
with
Nos 283,
284,
292
and
294
Squadrons
in the
Middle
East,
Calied
out in
any
weather,
day
or
night,
Shagbat)
will
be
best
remembered
Walrus airlsea rescue
aircraft
fre-
quently aliqhted in enemy
coastal
wa-
ters
to
pick
up ditched
Allied
airmen
lrom therr dinghies, sometimes
putting
down
in
mineflelds where rescue laun-
ches
could
not
venture, With therr cur-
ious
pusher engine nacelle located be-
tlveen
the
wings
(and
angled
off cen-
year with
Walrus
aircraft
for
mine-
Grottaglie
in
Italy
in
December
that
spotting duties.
A
total of
740
Walrus
aircraft was built,
productton
of
the
Walrus Mk
I
with metal-clad hull
beingt
terminated
at
Supermarine after
287
had been completed; thereafter
pro-
duction
was
switched
to Saunders-Roe
who built
453
Walrus Mk
II arrcraft
with
wooden
hulls
before flnally ending in
January
1944.
tre), the
sight of
a
Walrus
to a
shot-
down airman
meant the
difference be-
fu\reen
rescue
and
years
in
a
pnson
camp,
The
Walrus was slowly
re-
placed
in
service
from
1944
onwards
by
the tractor Mercury-powered
Sea
Otter from the
same
stable,
although
No.
624
Squadron
was
re-formed
at
Specification
Supermarine Walrus Mk
II
Type: three/four-crew
shipboard
observation
and atrlsea
rescue
amphibian
flying-boat
Powerplant:
one 775-hp
(578-kW)
Bristol
Pegasr.rs
VI nrne-cylinder air-
cooled
radial
Performance: maximum speed
200
km/h
(124
mph)
at
sea
level; rnitial
climb
rate
320
m
(
1,050
ft)
per minute;
sewrce
ceiling
5640 m (18,500 ft);
range
965
lcn
(600
miles)
Weights: empty
2223
kq
(4,500
]b);
maxrmum
take-off
3266
kg
(7,
200
lb)
Dimensions:span
13.97
m
(45
ft
10
rn);
lenglh
I
I
45 m (37
ft7
in);
herght4.65 m
(15
ft3
in);
wingarea56.67
m2
(610
sq
ft)
Armament:
one
7.
7-mm
(0.
303-rn)
machine-gmn
on
open
bow
positic:
plus up
to 227
kg
(500
lb)
of
bombs
cr
depth charqes
on
underwmgrracks
(shipboard version only)
AWaIrus
taxis
in
to
be hoisted
aboard
its
parent cruiser;
the
crew
m
em
ber perched
beside
the
enEnn
e
nacelle
will
attach
the
lifting gear
to
a
Iug
in
the
topwingfor
hoisting.

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