CHAPTER TWENTY-EIGHT
The Road to War by S.A. Chung
St. Stephen's Press, 1972
After the highlights of the summer months of 1938, the autumn months began just as busily. Specifically, the Air Ministry was able to announce to the air crews flying the obsolete but still beloved Handley Page HP.52 Hampden, that they would soon be flying new aircraft.
The aircraft had begun it’s initial development in response to Air Ministry Operational Requirement OR.5 and conforming to Specification B.9/32 for a twin-engined bomber, and was designed at Brooklands in Weybridge, Surrey, by Vickers-Armstrong’s' Chief Designer, Rex K. Pierson and Barnes Wallis. Using the unique geodetic construction designed made famous by Wallis in airships and proven with Vickers’ single-engined Wellesley bomber of the early 1930s, the fuselage was built around a large arrangement of steel channel-beams that took the look of large honey-combs. The design provided remarkable for the aircraft as any of the channel-beams could support a portion of the plane’s weight even from the opposite side of the fuselage. During a flight test of a prototype, this was proven true when the port side of the prototype’s side beams were destroyed and the aircraft not only remained intact, but was able to return to its airfield safely, a feat that many other planes would not have been able to survive.
The design did have a distinct disadvantage, however, and that was that it took significantly longer to complete the fuselage than for other designs using monocoque construction techniques, nevertheless, Vickers guaranteed that it would be able to build an aircraft a day at its Weybridge factory.
Initially, Pierson designed the aircraft with the Rolls-Royce Goshawk or Bristol Perseus engines in mind for its power-plant, but also allowed for the fitting of the 980 hp Bristol Pegasus X engines. The first prototype, with its geodetic construction, reached a gross weight of 21,000 lbs, which included the aircraft’s defensive armament of single 0.303-in machine guns in nose, tail and dorsal positions, and flew at Weybridge on June 15, 1936. Impressed with the aircraft, provisionally known as Crecy, the Air Ministry turned several prototypes over the aircrews of Tactical Command for testing and evaluation. The aircrews returned after only a few days at RAF Martlesham Heath and requested several changes, namely changing the high-wing design to a mid-wing design to provide the aircraft’s pilots with a greater range of view, increasing the number of defensive guns and providing them in power-operated turrets, and a number of slight aerodynamic modifications to better the handling of the aircraft.
Taticital Command's possible new aircraft
Making the modifications increased the size and weight of the plane and thus forced Vickers to change the engines used, but also provided a benefit of increasing the aircraft’s fuel and bomb loads, something which greatly pleased the Air Ministry. The newly designed aircraft, stood seventeen and a half feet tall, was sixty-four and a half feet long and had a wingspan of eighty-six feet two inches and weighed in empty at 21,118 pounds. The new engines, Bristol Hercules XI engines of 1,370 horsepower, drove three-bladed variable-pitch propellers which allowed the aircraft, now officially known as the Wellington, to speeds in excess of 235 mph.,
The Wellington prototype’s forward single gun turret had been replaced with a power-operated Frazer-Nash twin gun turret while the tail single gun turret was replaced with a Frazer-Nash quad gun turret. Additionally, two single .303 caliber machine guns were located in firing positions just aft of the wings to provide additional protection to the aircraft. The six man crew (pilot, radio operator/waist gunner, navigator/bombardier, nose gunner and tail gunner) would be able to fly up to altitudes of 22,000 feet for 2,200 miles and drop their 4,500 pounds in bombs on enemy targets.
The completed aircraft, designated the Vickers Wellington MK IIIC, completed trials on September 26 and Vickers’ Weybridge factory began producing them, as promised, at a rate of one aircraft a day to start replacing Tactical Commands squadrons.
The Wellington as approved by Tactical Command aircrews and the Air Ministry
The same day that Vickers began producing the Wellington for service with Tactical Command, the British Army’s armoured regiments began receiving replacements for their A13 Covenanter cruiser tanks currently in their stables, the new MK VI A15 Crusader.
Several months after the delivery of the A13 Covenanter to the regiments, the Imperial General Staff determined that the Covenanter would be a liability in any of the Empire’s overseas positions (namely North Africa and the arid regions of India). Approaching Lord William Norris, 1st Viscount of Nuffield, and his Nuffield Mechanisation and Aero, the War Ministry requested a design for a new tank superior to the Covenanter and suitable to be deployed to any climate in which the British Army may find itself engaged in battle. Taking the general design for the Covenanter, Nuffield was able to produce a prototype, designated by the IGS as the Cruiser Tank VI A15 Crusader, just as the first regiments of Covenanters were becoming operational.
The Crusader MK I, as the prototype was known, was faster than any tanks operational in any army, however, it use was limited by the relatively light 2-pounder gun Nuffield installed as well as the thin armour carried over from the Covenanter, and mechanical issues with the engine and drive train initially chosen. Quickly going back to the drawing board after the prototypes were shown to be on par with the tank it was designed to actually replace, Nuffield produced several new prototypes, christened the MK II. The MK II’s were an improvement with heavier armour, a QF 6 pdr (57 mm) main gun, and Nuffield’s Liberty L-11 engine, however, in the hands of some of the Imperial Armoured Army’s most experienced crews and based upon information provided on tanks being designed in other possible adversaries, Nuffield went back to the design phase for a third time.
A15 MKII
Nuffield’s third attempt was considered a success by both Nuffield as well as the troopers destined to fight in the MK III. Having Nuffield’s new Liberty L-12 engine, which was a 27 liter water-cooled 45 degree V-12 aircraft engine of 400 horsepower, linked to the newest Christie suspension system, the MK III’s twenty ton, nineteen and a half foot long, ten foot wide, and nine foot tall hull was propelled to speeds of twenty-six miles an hour while traveling on road and speeds of fifteen miles an hour off road. The MK III’s armour had been increased to a thickness of 32 mm, providing adequate protection for the three man crew. The crew number had been reduced to three due to up-gunning the MK III and replacing the QF 6 pdr with a ROQF (Royal Ordnance Quick Firing) 75 mm cannon, and forced the tank commander to double as loader. While not the best solution possible, the troopers of the Army’s armoured regiments were more than happy to make the trade off in order to keep the ROQF.
When fully loaded and fueled, the MK III was able to range out up to two hundred miles, a capability that delighted the old horse cavalry soldiers with dreams of make deep strikes behind enemy lines, and allowed the War Ministry to provide a contract to Nuffield to produce enough Crusader MK IIIs to completely replace all of the Empire’s armoured regiments. Fully anticipating the order, Nuffield had already tooled its military factory for production, and the first Crusaders were delivered to the Royal Hussars and First Dragoons on September 26, 1938.
The Crusader (A15 MK III) - The British Army's new war horse
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