Westland Whirlwind Fighter
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This via a friend who knows George and asked for information.
Hope it helps,
Chris
Royle
HOW TO OPEN THE WW HOOD
I am not a gentleman, but a clergyman (retired) ………
To the best of my knowledge it was ratchet driven, and I used it fully open for take-off, then closing it for flight and opening it fully for landing. I cannot ever remember requiring to lock it in certain positions; it was simply a case of fully open for take-off and landing, and you did this simply winding back and forth, and no spring loading; it needed little effort, and worked every time, hence no need for a jettison mechanism (but see below).
I first flew the WW in March 1943, aircraft P 7092, and straight away fell in love with this wonderful flying machine with no vices. Sadly, I had to fly the very last WW out of Warmwell back to where it was born – P 7099 – to Westlands, Yeovil, in January 1944. In between time I clocked 104 hours, and only after 103 hours did I experience any hood problems. On 23 September 1943, flying the C.O’s aircraft P 7113 (as he was on leave) flak destroyed the aircraft over Morlaix, Brittany. Capt. Marzin of the Maquis (French Resistance) looking through “banned” binoculars, thought two aircraft had collided, there was so much debris floating down, and out of one section of this debris there fell another piece, which opened out into a parachute.
Back to the largish debris “floating like a falling leaf”, Capt. Marzin remarked, it was the cockpit, where F/Sgt. George Wood was struggling to open the hood. I had previously flown Spitfires in 1942, and from the very first MKs. I and II you could jettison the hood if it malfunctioned. Not so the poor WW. Yet it was so far advanced in every other respect, with Fowler flaps, slats, and every other mod con that is taken for granted today in modern aircraft, and not found in WWII fighters except the WW.
It appears those responsible for the life of the WW in the RAF took an instant dislike: rejected the good results of those who flew the aircraft, and decided it was not fit for purpose – yet they hadn’t flown it themselves. Hence only 114 were produced, and no improvements were sanctioned, which included the important safety factor of being able to jettison the hood, and especially failing to see the benefit of more powerful engines, as with the Spitfire. The 100+ that went into service soon proved to the “authorities” they had made a grave misjudgement in giving this superb aircraft the thumbs down without engaging in a thorough examination.
October 1943, making several attacks on the blockade runner “Munsterland” in Cherbourg Harbour saw the sad demise of the WW – for those not shot down, the rest who managed to RTB, some crash-landed, and others after landing found their aircraft U/S. Speaks well for the aircraft that all these pilots survived unhurt. It soon reached the sorry stage there weren’t sufficient airworthy aircraft to make a raid, and so the Typhoon came and took over.
I am 88 in January, and my eyesight, even with a magnifying glass, is not good enough to refresh my mind of the cockpit setup in the pictures displayed. However, I believe that the reason why I was not able to open the hood was due to centrifugal force as I spun earthwards, pinning me down in my seat, and not having strength enough to wind back the hood. I eventually cried “Oh God, help me” – and He did – how, I don’t know to this day, but I do know it wasn’t thanks to those who were not prepared to improve and modify this excellent fighter aircraft.
George Wood
November 2009
Hope it helps,
Chris
Royle
HOW TO OPEN THE WW HOOD
I am not a gentleman, but a clergyman (retired) ………
To the best of my knowledge it was ratchet driven, and I used it fully open for take-off, then closing it for flight and opening it fully for landing. I cannot ever remember requiring to lock it in certain positions; it was simply a case of fully open for take-off and landing, and you did this simply winding back and forth, and no spring loading; it needed little effort, and worked every time, hence no need for a jettison mechanism (but see below).
I first flew the WW in March 1943, aircraft P 7092, and straight away fell in love with this wonderful flying machine with no vices. Sadly, I had to fly the very last WW out of Warmwell back to where it was born – P 7099 – to Westlands, Yeovil, in January 1944. In between time I clocked 104 hours, and only after 103 hours did I experience any hood problems. On 23 September 1943, flying the C.O’s aircraft P 7113 (as he was on leave) flak destroyed the aircraft over Morlaix, Brittany. Capt. Marzin of the Maquis (French Resistance) looking through “banned” binoculars, thought two aircraft had collided, there was so much debris floating down, and out of one section of this debris there fell another piece, which opened out into a parachute.
Back to the largish debris “floating like a falling leaf”, Capt. Marzin remarked, it was the cockpit, where F/Sgt. George Wood was struggling to open the hood. I had previously flown Spitfires in 1942, and from the very first MKs. I and II you could jettison the hood if it malfunctioned. Not so the poor WW. Yet it was so far advanced in every other respect, with Fowler flaps, slats, and every other mod con that is taken for granted today in modern aircraft, and not found in WWII fighters except the WW.
It appears those responsible for the life of the WW in the RAF took an instant dislike: rejected the good results of those who flew the aircraft, and decided it was not fit for purpose – yet they hadn’t flown it themselves. Hence only 114 were produced, and no improvements were sanctioned, which included the important safety factor of being able to jettison the hood, and especially failing to see the benefit of more powerful engines, as with the Spitfire. The 100+ that went into service soon proved to the “authorities” they had made a grave misjudgement in giving this superb aircraft the thumbs down without engaging in a thorough examination.
October 1943, making several attacks on the blockade runner “Munsterland” in Cherbourg Harbour saw the sad demise of the WW – for those not shot down, the rest who managed to RTB, some crash-landed, and others after landing found their aircraft U/S. Speaks well for the aircraft that all these pilots survived unhurt. It soon reached the sorry stage there weren’t sufficient airworthy aircraft to make a raid, and so the Typhoon came and took over.
I am 88 in January, and my eyesight, even with a magnifying glass, is not good enough to refresh my mind of the cockpit setup in the pictures displayed. However, I believe that the reason why I was not able to open the hood was due to centrifugal force as I spun earthwards, pinning me down in my seat, and not having strength enough to wind back the hood. I eventually cried “Oh God, help me” – and He did – how, I don’t know to this day, but I do know it wasn’t thanks to those who were not prepared to improve and modify this excellent fighter aircraft.
George Wood
November 2009
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Westland Whirlwind (twin engined fighter) in the USA
On behalf of a chum who is researching the Whirlwind history.
A Westland Whirlwind (the twin engined fighter, not the helicopter) serial number P6994 was shipped to the USA in 1942. The exact reason for sending the Whirlwind is unknown.
It is believed that the aircraft was flown by Peter Twiss whilst it was in the USA and that it was flown to Paxutent River for evaluation and was also flown to the Grumman plant. It is said that one or perhaps both of the RR Peregrine engines ended up as the motive power for a US Navy person's powerboat, indicating that the aircraft was dismantled or had met with an accident.
Anyone out there have any more information about any of this? Are there any Whirlwind artefacts over there in the US of A?
All information gratefully received.
Best wishes,
Chris Royle
A Westland Whirlwind (the twin engined fighter, not the helicopter) serial number P6994 was shipped to the USA in 1942. The exact reason for sending the Whirlwind is unknown.
It is believed that the aircraft was flown by Peter Twiss whilst it was in the USA and that it was flown to Paxutent River for evaluation and was also flown to the Grumman plant. It is said that one or perhaps both of the RR Peregrine engines ended up as the motive power for a US Navy person's powerboat, indicating that the aircraft was dismantled or had met with an accident.
Anyone out there have any more information about any of this? Are there any Whirlwind artefacts over there in the US of A?
All information gratefully received.
Best wishes,
Chris Royle
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I googled P6994 Whirlwind and got a few hits, this seemed most interesting :-
Westland Whirlwind Shipped To The USA 1942 - Key Publishing Ltd Aviation Forums
Westland Whirlwind Shipped To The USA 1942 - Key Publishing Ltd Aviation Forums
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Westland Whirlwind fighter
Are there any bits of a whilwind knocking around.I know the aircraft is extinct but was wondering if there are anny bits of one in a museum anywhere......Neil
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It would be nice to know if it had ever flown (in a Whirlwind, nothing else used Peregrines did they?)
Didn't know Cosford had one, is it one of Steve Vizards pair? One is or was at the R-R Museum Derby... If Cosford does have one it was from a Whirly, Westlands had the lot, apart from the ones used for the R-R Vulture's in the Manchester's and Gloster's F9/37 second prototype L8002...
Oh and one was use in Rolls-Royce's test aircraft He 70G flying with a Peregrine engine...
Didn't know Cosford had one, is it one of Steve Vizards pair? One is or was at the R-R Museum Derby... If Cosford does have one it was from a Whirly, Westlands had the lot, apart from the ones used for the R-R Vulture's in the Manchester's and Gloster's F9/37 second prototype L8002...
Oh and one was use in Rolls-Royce's test aircraft He 70G flying with a Peregrine engine...
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Whirlwind enthusiasts may not have seen the following photo (have I done this right? Not v. technical) of 263 Sqdn at I would think Warmwell. Note Ranee the great dane front r. with my uncle who flew Whirlwinds from December 1941 until April 1943 when he got bored and crossed the airfield to join the Typhoons of 257 Sqdn. (He was also passed over for the command of his flight which probably rankled, but then he was older than the others - 27 - and short-sighted too). The photo includes Tommy Pugh and Geoff Warnes (also short-sighted, wore contact lenses).
http://i870.photobucket.com/albums/a...g?t=1271450073
There was no OTU for Whirlwinds, although 137 Sqdn had an Oxford for instruction in asymmetric flying. 263 Sqdn didn't for some time, and Jim Coyne - seen here front left - told me that as a newcomer you were just attached to an experienced pilot for a day or two and picked his brains. Then the flight commander would tell you to get a parachute and climb into a particular aircraft; he then simply stood on your wing for about 10 minutes going through the drill and asking a lot of questions, and then you were on your own. Coyne said his first take-off was a bit of a hairy do.
As an aircraft he said it was the rattliest aircraft in the RAF, and would rattle its paint off, but he looked on it as v reliable. V stable also, and an excellent gun platform; the 60 rounds per cannon gave you about 10 seconds, with a lot of semi AP and every fifth round an incendiary.
John Wray, CO of 137 Sqdn, thought that the Whirlwind was very easy to fly, and I remember him saying that it could pick up speed like nobody's business but bombs and bomb racks took 20mph off you.
This may be of interest to Mr Wood, who may recognise some faces in the photo.
http://i870.photobucket.com/albums/a...g?t=1271450073
There was no OTU for Whirlwinds, although 137 Sqdn had an Oxford for instruction in asymmetric flying. 263 Sqdn didn't for some time, and Jim Coyne - seen here front left - told me that as a newcomer you were just attached to an experienced pilot for a day or two and picked his brains. Then the flight commander would tell you to get a parachute and climb into a particular aircraft; he then simply stood on your wing for about 10 minutes going through the drill and asking a lot of questions, and then you were on your own. Coyne said his first take-off was a bit of a hairy do.
As an aircraft he said it was the rattliest aircraft in the RAF, and would rattle its paint off, but he looked on it as v reliable. V stable also, and an excellent gun platform; the 60 rounds per cannon gave you about 10 seconds, with a lot of semi AP and every fifth round an incendiary.
John Wray, CO of 137 Sqdn, thought that the Whirlwind was very easy to fly, and I remember him saying that it could pick up speed like nobody's business but bombs and bomb racks took 20mph off you.
This may be of interest to Mr Wood, who may recognise some faces in the photo.
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Giglamps,
Please contact Jim Munro at
He is keen to make contact with you, and to ascertain who your Uncle was.
Jim has amassed an incredible amount of information about the Whirlwind with the intention of putting it together for a TV documentary.
Jim is in touch with at least 10 ex Whirlwind pilots, now scattered across the globe.
If anyone out there has information, photos, documents (perhaps knows where a complete Whirlwind is hiding in some remote hangar...
please post here and please do contact Jim who will be delighted to correspond with you on the subject of this maligned and little known fighter aircraft.
Thanks,
Chris
Please contact Jim Munro at
rjamesmunroATgooglemail.com
Jim has amassed an incredible amount of information about the Whirlwind with the intention of putting it together for a TV documentary.
Jim is in touch with at least 10 ex Whirlwind pilots, now scattered across the globe.
If anyone out there has information, photos, documents (perhaps knows where a complete Whirlwind is hiding in some remote hangar...
please post here and please do contact Jim who will be delighted to correspond with you on the subject of this maligned and little known fighter aircraft.Thanks,
Chris
Late viewing of this thread, but glad to see George is still around to give some excellent information re the WW. Although I only saw him under less than ideal situations the stories of both Whirlwind and Typhoon ops were remarkable.
