Supermarine Walrus, part six

After being phased out due to the radar development, the Walrus found a new role in the air-sea rescue in both the Royal Navy and the Royal Air Force. The specialized RAF Air Sea Rescue Service squadrons flew a mixed variety of aircraft, like Spitfires and Boulton Paul Defiants to patrol areas for downed pilots, Avro Ansons to drop supplies and dinghy boats and Walruses to pick up aircrew from the water. Air-Sea Rescue squadrons were deployed to cover the waters around the United Kingdom, the Mediterranean sea and the Bay of Bengal. It's stimated that over a thousand aircrew were rescued during those operations, with No.277 Squadron being responsible for, at least 598 of those.
The Walrus was also used briefly with experimental purposes. In 1939, two Walruses were used at Lee-on-Soilent, Hampshire, for trials on ASV (Air to Surface Vessel) radar, with the dipole aerials being mounted on the forward interplane struts. In 1940 another Walrus was fitted with a forward-firing Oerlikon 20mm cannon, intended to use it against German E-Boats. The Walrus proved to be a stable gun-platform, but the muzzle flash blinded the pilot, so the idea was discarded.

Sources:
1. https://en.wikipedia.org/wiki/Supermarine_Walrus
2. https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=588
3. Hall Park Books - Warpaint 39 - Supermarine Walrus

Supermarine Walrus, part five

We would like to start this post honouring the 75th anniversary of D-Day. 
The first Seagull V was delivered to the Royal Australian Air Force in 1935 and the last one in 1937. They served on board the HMAS Australia (D84), HMAS Canberra (D33), HMAS Sydney (D48), HMAS Perth (D29) and HMAS Hobart (D63), some of which were drawn and posted in the previous post.
The Walrus was started to be delivered to the RAF in 1936 with the first example being assigned to the Royal Navy's New Zealand division, on board the HMS Achilles. The Town-class light-cruisers carried two Walruses each during the early part of the war. The Walruses were also present on board of York and County-class heavy cruisers as well as on board some battleships such as HMS Warspite (03) and HMS Rodney (29). They were also present in other type of ships like the monitor HMS Terror (I03) and the seaplane tender HMS Albatross.
When the World War II started, the Walrus was in widespread use. Even if its main role was gunnery spotter for ship's guns, they only acted twice in this role: When Walruses from HMS Renown (72) and HMS Manchester (15) were launched in the Battle of Cape Spartivento on 27th November 1940, and when a Walrus from HMS Gloucester (62) was launched in the Battle of Cape Matapan on 27-29th March 1941. In this last case, the main purpose of the ship-based aircrafts was to patrol for axis submarines and surface-raiders and, by March 1941, some Walruses were being deployed with Air-to-Surface-Vessel radars (ASV) to assist in this. Earlier, during the Norwegian campaing in April 1940 and East African Campaign from June 1940 to November 1941 the Walruses were also employed in a very limited use bombing and strafing shore targets. In August 1940 a Walrus launched from HMAS Hobart bombed and machine-gunned an Italian headquarters at Zeila, in Somalia. By 1943 catapult-launched aircrafts were being deemed as obsolete, as their role at sea was taken-over by improved radar and a hangar and catapult took much valuable space on a warship. Anyway, Walruses kept flying from Royal Navy carriers for air-to-sea rescue and general communications tasks, as their low landing speeds meant that they could make a carrier landing in spite of not having flaps or tailhook.

Sources:
1. https://en.wikipedia.org/wiki/Supermarine_Walrus
2. https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=588
3. Hall Park Books - Warpaint 39 - Supermarine Walrus

Supermarine Walrus, part four

The prototype of the Supermarine Walrus, was flown on 21st June 1933 at the hands of "Mutt" Summers, who was test pilot both for Supermarine and Vickers. Five days later, on 26th June, it made an appearance at the SBAC (Society of British Aircraft Constructors) show, at Hendon, in London, where Summers startled the spectators by looping the Walrus. Those acrobatics were possible because the aircraft was stressed for catapult launching. Later, on 29th July, Supermarine handed over the aircraft to the Marine Aircraft Experimental Establishment, located in Felixstowe, in Suffolk. During the next months extensive trials were performed, including some seaborne ones aboard the HMS Repulse (34) battlecruiser or HMS Valiant (02) battleship, carried out on behalf of the Royal Australian Navy and catapult trials were also carried out by the Royal Aircraft Establishment in Farnborough, located also, in London. That way the Walrus became the first amphibious aircraft in the world to be launched by catapult with a full military load, piloted by Flight Lieutenant Sydney R. Ubee.
The strength of the Walrus was shown in 1935 when the prototype was assigned to the HMS Nelson (28) battleship, at Portland Harbour, in Dorset. With the commander-in-chief of the Home Fleet on board, Admiral Roger Backhouse, the pilot tried to perform a water touch-down, forgetting that the undercarriage was deployed. Therefore, the Walrus was flipped over but the occupants had just minor injuries and the aircraft was later repaired and returned to active service. Afterwards, every production model (and the prototype too) was fitted with an undercarriage position indicator in the pannel, becoming one of the first aircraft in history to have one. Later was stated by test pilot Alexander Henshaw that the Walrus was strong enough to make a wheels-up landing on grass without sustaining too much damage.
When it was flying from a warship, it could be recovered by touching-down alongside, then lifted from the sea by a ship's crane. Its lifting-gear was kept in a compartment in a section of wing directly above the engine. A crew member would climb-up to the upper wing and attach this to the crane hook. Landing and recovery were easy tasks in calm water, but it could be very difficult in rough conditions. The usual procedure was for the ship to turn through around 20º just before the aircraft touched down, creating a 'slick' to the lee side of the ship, where the Walrus could alight, being followed by a quick taxi up to the ship before the 'slick' dissipated.
The Royal Australian Air Force ordered 24 examples of the Seagull V in 1933, with deliveries starting in 1935. Production aircrafts differed from the prototype in having Handley-Page slots fitted to the upper wings. The first order for the Royal Air Force of 12 aircraft was placed in May 1935, and the first production aircraft flew on 16th March 1936. Serving with the RAF the type was called Walrus. Initial production aircrafts were powered by a Bristol Pegasus II M2, but from 1937 onwards a Bristol Pegasus VI was fitted which yielded a power of 750hp. Production aircraft differed from the prototype in minor details only. The transition between upper decking and the aircraft sides was rounded off, the three struts bracing the tailplane were reduced to just two, the trailind edges of the lower wing were hinged to fold 90º upwards rather than 180º downwards and the external oil cooler was skipped.
In total 743 examples were built in three variants, Seagull V, Walrus Mk.I and Walrus Mk.II.
Of the Mk.Is, 283 machines were manufactured by Supermarine Aviation Works (Vickers) at their plant in Woolston and 270 of them were manufactured by Saunders-Roe at their plant in East Cowes.
Of the Mk.II variant which were manufactured all of them by Saunders-Roe, a total of 190 machines were built from May 1940 until January 1944 when production ceased as the aircraft was already showing its age. The Mk.II variant had a heavier wooden hull, but made with more economic materials nonetheless as it didn't employ light alloys.

Sources:
1. https://en.wikipedia.org/wiki/Supermarine_Walrus
2. https://www.valka.cz/Supermarine-Walrus-t60340

Supermarine Walrus, part three

The Supermarine Walrus was initially designed as a private venture for a Royal Australian Air Force requirement for an aircraft capable of being catapult-launched from cruisers. It was originally called Seagull V. Although it only loosely resembled the Seagull III in general layout. Its construction started in 1930 but due to various delays, it wasn't completed until 1933.
The single-step hull was made out of aluminium alloy, with stainless-steel forgings for the catapult spools and mountings. Metal construction was chosen because experience had taught that wooden constructions deteriorated quickly in tropical conditions. The wings were slightly set back and had stainless-steel spars and fabric covered wooden ribs. The lower wings were shoulder-mounted with a stabilising float mounted under each. The elevators were high on the tail-fin and braced on either side by N-struts. The wings could be folded so a stowage width of 17ft 6in (5.33m) was given. It was powered by a single Bristol Pegasus II M2 radial engine which yielded 620hp of power and was house at the rear of a nacelle mounted on four struts above the lower wing and braced by four shorter struts to the centre-section of the upper wing. The engine powered a four-bladed propeller. The nacelle contained also the fuel tank, which was arranged at the front as an oil cooler, electrical equipment and had also a number of access panels for maintenance. A supplementary oil cooler was also mounted on the starboard side.
Fuel was carried in two tanks in the upper wings. Thanks to the pusher configuration, the engine and propellers were kept out of the way of spray when the type operated on water and reducing the noise levels inside the aircraft. The propeller was safely away from any crew member who stood on the front deck, when picking up a mooring line. The engine was offset by three degrees to starboard to counter any tendency of the aircraft to yaw, due to unequal forces on the rudder caused by the vortex from the propeller. A solid alluminum tailwheel was also enclosed by a small water-rudder which could also be coupled to the main rudder for taxiing or also disengaged for takeoff and crawl-away. Unusually, the control column inside the cockpit wasn't fixed and it could be unplugged from either two of the sockets in the floor of the cockpit. The only column to be in use was the most usual habit, when control was passed from pilot to co-pilot or vice versa simply by unplugging it and handing it over. Behind the cockpit there were also cabins with work stations for both navigator and radio operator.
It was armed with two 0.303in (7.7mm) Vickers K machine guns, one each in the open positions on the nose and rear fuselage with provisions for either bombs or depth charges (up to 6100lb - 45Kg, 2250lb - 110kg or 2250lb - 110kg Mk.VIII depth charges) mounted beneath the lower wings. Like any other flying boat, it carried marine equipment to be used on water like anchors, towing and mooring cables, drogues and a boat-hook.

Sources:
1. https://en.wikipedia.org/wiki/Supermarine_Walrus
2. Hall Park Books - Warpaint 39 - Supermarine Walrus

Supermarine Walrus, part two, foreign users

The Supermarine Walrus was also used by many foreign countries, the ones covered in this post are:

• France: In September 1943, after the liberation of Corsica, the French Navy's Escadrille 4.S was formed equipped with 12 Walrus Mk.I and Mk.II. They were based at a naval base called "Campo dell'Oro" close to the city of Ajaccio. They served with the Free French Air Force, acting mostly on the Mediterranean Theatre, and attacking even some submarines. They were rebased in 1944 to Bastia, at the Northern part of Corsica to take part in the Operation Dragoon, the invasion of the Southern part of France, after which they were rebased to B.A.N. de Cuers, to operate from French mainland. The French Walruses served there until January 1946 when they were replaced by captured Dornier Do.24s.
  The remaining Walruses were reassigned to the Flotille 2.F, based at Hourtin, close to Bourdeaux. This unit was transformed in April 1946 into a hydroplane piloting school and renamed Escadrille 53.S. They were flown until 1951 when they were withdrawn from active service.
  Other squadrons which flew the Walrus were the 50.S, which was the squadron of the school of the flying staff and the 52.S which was the training squadron of the Naval School of Lanvéoc, in Bretagne. 
• Ireland: The Irish Air Corps bought three Walruses in 1939. They were to be delivered on 3rd March to be used as a maritime patrol aircraft during the Irish Emergency. They were scheduled to fly from Southampton to Baldonnel Aerodrome, in Ireland. Only one of them made it successfully to Ireland. One had to be rerouted to Milford Haven, in Wales and the remaining one had to ditch the aircraft, damaging the hull, close to the Irish city of Ballytrent, south of the former United States Naval Air Station Wexford, off the south-eastern coast of Ireland. This machine was transported to Baldonnel where it was repaired and served with the Irish Air Corps.
  This last machine was stolen on 9th January 1942 by Irish nationals who intended to fly the machine to France to join the Luftwaffe. They were intercepted by Supermarine Spitfires and escorted to RAF St. Eval, in Cornwall. The aircraft and its occupants were returned to Ireland. After the war the aircraft was given over to Aer Lingus which never flew it and sold in 1946 to a private owner. It was flown for recreation purposes until 1949 and abandoned in a dump until 1963 when it was recovered and restored and has been displayed at the Fleet Air Arm's museum since 1966.
• USSR: One Walrus Mk.I was shipped to Arkhangelsk, in Russia, on the British Convoy PQ 17. After having sustained damage, it was repaired and assigned to the 16th Air Transport Detachment of the Soviet Air Force (VVS). It flew until the end of 1943 and its fate is unknown but it was, most probably, destroyed. 
• Turkey: Five Walruses were sold to Turkey in early 1938. They served with the Turkish Air Force through the World War II and most probably late 1940s. However their fate is uncertain.

Sources:

1. https://en.wikipedia.org/wiki/Supermarine_Walrus

2. http://avions-de-la-guerre-d-algerie.over-blog.com/article-supermarine-walrus-francais-116117945.html (translated)

3. https://defenceoftherealm.wordpress.com/2015/05/07/the-irish-walrus-defection-attempt/

4. http://www.hampshireairfields.co.uk/ah1900/suprod.html

Supermarine Walrus, part one, foreign and civilian users

The Supermarine Walrus was a British single-engined amphibious biplane reconnaissance aircraft that was designed by Reginald J. Mitchell, the same one who designed the Supermarine Spitfire and flew for the first time in 1933. It was designed to be used as a fleet spotter on board of cruisers and battleships. It was used by many foreign countries:

• Argentina: After the end of the war, the United Kingdom sold eight Walrus and two of them to operate on board the ARA La Argentina (C-3) cruiser until as late as 1958. The remaining six operated with the Argentinean Navy from shore bases.
• Australia (Civilian): As the Royal Australian Navy had a surplus of Walruses after the war, a single aircraft that was in storage was issued to the Royal Australian Air Force's Antarctic Flight in 1947, to operate from Heard Island. It flew just one time and was badly damaged by a storm. It was recovered in 1980, restored between 1993 and 2002 and nowadays is at display at the Royal Australian Air Force Museum.
• Egypt: Apparently the Royal Egyptian Air Force had some Walruses in inventory that served through the World War II. However, as we couldn't find graphical evidence about them, the drawing should be considered as completely speculative.
• United Kingdom (Civilian): The most famous case of a British civilian Walrus was the brief use that United Whalers, a whaling company, gave. They operated from the factory ship MV Balaena which operated in Antarctic waters and was equipped with surplus navy aircraft catapult. Those aircraft were slightly modified as they were equipped with electrical sockets to power the electrically heated suits worn by the crew under their inmersion suits. A small petrol-burning cabin heater was also installed to maintain crew confort during flights that could take up to five hours. 

Sources:

1. https://en.wikipedia.org/wiki/Supermarine_Walrus

2. https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=588