Editing Westland Whirlwind (fighter) (section)

==Operational history==

[[File:Whirlwind 263 Squadron Winter 1941-1942.jpg|thumb|Whirlwind Mark I, P7116 ''HE-F'' ''Bellows Argentina No. 2'', flown by the Officer Commanding 263 Squadron RAF based at Colerne, Wiltshire, on the snow-covered airfield at Charmy Down, Somerset.]]
Many pilots who flew the Whirlwind praised its performance. Sergeant G. L. Buckwell of 263 Squadron, who was shot down in a Whirlwind over [[Cherbourg]], later commented that the Whirlwind was "great to fly – we were a privileged few... In retrospect the lesson of the Whirlwind is clear... A radical aircraft requires either prolonged development or widespread service to exploit its concept and eliminate its weaknesses. Too often in World War II, such aircraft suffered accelerated development or limited service, with the result that teething difficulties came to be regarded as permanent limitations".<ref>Mason 1969</ref> Another 263 Squadron pilot said "It was regarded with absolute confidence and affection".<ref name="Robertson p. 16."/> In contrast, the test pilot [[Eric Brown (pilot)|Eric Brown]] described the aircraft as "under-powered" and "a great disappointment".<ref>{{citation |archive-url=https://web.archive.org/web/20130330111728/http://www.youtube.com/watch?v=PkicKdqxPSc&gl=US&hl=en |archive-date=2013-03-30 |publisher=Royal Aeronautical Society |date=27 Sep 2010 |title=Captain Eric 'Winkle' Brown - test pilot legend (Part2)  |url=https://www.youtube.com/watch?v=PkicKdqxPSc|via=Youtube |url-status=live}}</ref>

An aspect of the type often criticised was the high landing speed imposed by the wing design.{{citation needed|date=February 2016}} Because of the low production level, based on the number of Peregrines available, no redesign of the wing was contemplated, although Westland did test the effectiveness of leading-edge slats to reduce speeds. When the slats were activated with such force that they were ripped off the wings, the slats were wired shut.<ref>James 2006, p. 65.</ref>

As the performance of the Peregrine engines fell off at altitude, perhaps a function of the propeller profile and the constant speed prop controller,<ref>{{cite web |last1=Bearman |first1=Matt |title=It Wasn't the Engine That Did in the Westland Whirlwind — What Was It? |url=https://www.historynet.com/it-wasnt-the-engine-that-did-in-the-westland-whirlwind-what-was-it/ |website=HistoryNet |date=2 August 2023 |access-date=24 August 2023}}</ref> the Whirlwind was most often used in ground-attack missions over France, attacking German airfields, [[marshalling yard]]s, and railway traffic. The Whirlwind was used to particularly good effect as a gun platform for destroying locomotives. Some pilots were credited with several trains damaged or destroyed in a mission. The aircraft was also successful in hunting and destroying German [[E-boats]] which operated in the [[English Channel]]. At lower altitudes, it could hold its own against the [[Messerschmitt Bf 109]]. Though the Peregrine was a much-maligned engine, it was more reliable than the troubled [[Napier Sabre]] engine used in the [[Hawker Typhoon]], the Whirlwind's successor.{{citation needed|date=December 2010}} The twin engines meant that seriously damaged aircraft were able to return with one engine knocked out.<ref>Bingham 1987, p. 45</ref> The placement of the wings and engines ahead of the cockpit allowed the aircraft to absorb a great deal of damage, while the cockpit area remained largely intact. The rugged frame of the Whirlwind gave pilots greater protection than contemporary aircraft during crash landings and ground accidents.{{citation needed|date=December 2010}} According to P. J. R. Moyes

{{Blockquote|The basic feature of the Whirlwind was its concentration of firepower: its four {{sic|hide=y|closely|-}}grouped heavy cannon in the nose had a rate of fire of 600 lb./minute – which, until the introduction of the Beaufighter, placed it ahead of any fighter in the world. Hand in hand with this dense firepower went a first-rate speed and climb performance, excellent manoeuvrability, and a fighting view hitherto unsurpassed. The Whirlwind was, in its day, faster than the Spitfire down low and, with lighter lateral control, was considered to be one of the nicest "twins" ever built… From the flying viewpoint, the Whirlwind was considered magnificent.<ref name="Moyes 1967, pp. 278–279"/>}}

The first Whirlwinds went to [[No. 25 Squadron RAF|25 Squadron]] based at North Weald. The squadron was fully equipped with [[radar]]-equipped [[Bristol Blenheim|Bristol Blenheim IF]] night fighters when [[Squadron Leader]] K. A. K. MacEwen flew prototype Whirlwind ''L6845'' from [[RAF Boscombe Down]] to [[RAF North Weald]] on 30 May 1940.<ref name="James west p268">James 1991, p. 268.</ref> The following day it was flown and inspected by four of the squadron's pilots and the next day was inspected by the [[Secretary of State for Air]], Sir [[Archibald Sinclair]] and [[Hugh Trenchard, 1st Viscount Trenchard|Lord Trenchard]].{{citation needed|date=May 2012}} The first two production Whirlwinds were delivered in June to 25 Squadron for night-flying trials.<ref name="James west p268-9">James 1991, pp. 268–269.</ref><ref name="ae99 p11">Buttler 2002, p. 11.</ref> It was then decided to re-equip 25 Squadron with the two-seat Bristol Beaufighter night fighter, as it was already an operational night fighter squadron.<ref name="James west p269">James 1991, p. 269.</ref>

The first Whirlwind squadron would be [[No. 263 Squadron RAF|263 Squadron]], which was reforming at [[RAF Grangemouth]], after disastrous losses in the Norwegian Campaign. The first production Whirlwind was delivered to 263 Squadron by its commander, Squadron Leader H. Eeles on 6 July.<ref name="Aerofeb85 p62">Heffernan 1985, p. 62.</ref> Deliveries were slow, with only five on strength with 263 Squadron on 17 August 1940 and none serviceable.<ref name="aiMar95 p162">Price 1995, p. 162.</ref> (The squadron supplemented its strength with Hawker Hurricanes to allow the squadron's pilots to fly in the meantime.)<ref name="James west p269"/> Despite the [[Battle of Britain]] and the consequent urgent need for fighters, 263 Squadron remained in Scotland, [[Air Chief Marshal]] [[Hugh Dowding]], in charge of [[RAF Fighter Command]], stated on 17 October that 263 could not be deployed to the south because "there was no room for 'passengers' in that part of the world".<ref name="ae99 p11"/>

[[File:Westland Whirlwind 263 Sqn Exeter, banking awf cam, fighter paint 1940nov27-crop.jpg|thumb|Whirlwind showing the new "Type B" paint scheme introduced in November 1940: while the black underside to the port wing was temporary, the sky fuselage band was a longer-lasting change.]]
The first Whirlwind was written off on 7 August when [[Pilot Officer]] McDermott had a tyre blow out while taking off in ''P6966''. In spite of this he managed to get the aircraft airborne. Flying Control advised him of the dangerous condition of his undercarriage. PO McDermott bailed out of the aircraft between Grangemouth and Stirling. The aircraft dived in and buried itself eight feet into the ground.<ref name="RAF Westland Whirlwind / P6966.">{{citation |url=http://www.aircrashsites-scotland.co.uk/whirlwind_lanton.htm |archive-url=https://web.archive.org/web/20181026000045/http://www.aircrashsites-scotland.co.uk/whirlwind_lanton.htm |archive-date=2018-10-26 |title= RAF Westland Whirlwind / P6966. |website=Air Crash Sites Scotland |date=2011 |access-date=20 September 2013}}</ref> On recent inspection of the salvaged wreck of P6966, it was noticed that the defective tyre fitted was not of the correct size for a Whirlwind. Instead, it was the correct size for a Hurricane which 263 Squadron was also flying.

No. 263 Squadron moved south to [[Exeter International Airport|RAF Exeter]] and was declared operational with the Whirlwind on 7 December 1940.<ref name="Aerofeb85 p62"/> Initial operations consisted of convoy patrols and anti [[E-boat]] missions.<ref name="Aerofeb85 p62"/><ref name="High p70-1">James 2006, pp. 70–71.</ref> The Whirlwind's first confirmed kill occurred on 8 February 1941, when an [[Arado Ar 196]] floatplane was shot down; the Whirlwind responsible also crashed into the sea and the pilot was killed.<ref name="High p71">James 2006, p. 71.</ref> From then on the squadron was to have considerable success with the Whirlwind while flying against enemy [[Junkers Ju 88]], [[Dornier Do 217]], Messerschmitt Bf 109s and [[Focke-Wulf Fw 190]]s.

263 Squadron also occasionally carried out day bomber escort missions with the Whirlwinds. One example was when they formed part of the escort of 54 Blenheims on a low-level raid against power stations near [[Cologne]] on 12 August 1941; owing to the relatively short range of the escorts, including the Whirlwinds, the fighters turned back near [[Antwerp]], with the bombers continuing on without escort. Ten Blenheims were lost.<ref name="aimar95 p163">Price 1995, p. 163.</ref><ref name="hardest p118-9">Richards 1995, pp. 118–119.</ref>

The squadron mostly flew low-level attack sorties across the channel ("[[Glossary of RAF code names#rhubarb|Rhubarbs]]" against ground targets and "[[Glossary of RAF code names#roadstead|Roadstead]]" attacks against shipping).<ref name="High p71"/> The Whirlwind proved a match for German fighters at low level, as demonstrated on 6 August 1941, when four Whirlwinds on an anti-shipping strike were intercepted by a large formation of Messerschmitt Bf 109s and claimed three Bf 109s destroyed for no losses.<ref name="aimar95 p163"/> A second Whirlwind squadron, [[No. 137 Squadron RAF|137]], formed in September 1941, specialising in attacks against railway targets.<ref name="High p71"/><ref name="ae99 p15">Buttler 2002, p. 15.</ref> In the summer of 1942, both squadrons were fitted with racks to carry two {{convert|250|or|500|lb|kg|abbr=on}} bombs, and nicknamed 'Whirlibombers'.<ref>Buttler 2002, pp. 14–15.</ref><ref name="James west p270">James 1991, p. 270.</ref> These undertook low-level cross-channel "Rhubarb" sweeps, attacking locomotives, bridges, shipping and other targets.

[[File:3 Westland Whirlwinds of 263 Sqn Exeter(Devon), flying in stepped line-astern formation over West Country.jpg|thumb|Three Westland Whirlwinds of 263 Squadron in stepped line-astern formation]]
The last Whirlwind mission to be flown by 137 Squadron was on 21 June 1943, when five Whirlwinds took off on a "Rhubarb" attack against the German airfield at Poix.<ref name="ae99 p15"/> P6993 was unable to locate the target and instead bombed a supply train north of [[Rue, Somme|Rue]]. While returning, the starboard throttle jammed in the fully open position and the engine eventually lost power. It made a forced landing in a field next to [[RAF Manston]] but the aircraft was a write-off, although, as in many other crash landings in the type, the pilot walked away unhurt.

No. 263 Squadron, the first and last squadron to operate the Whirlwind, flew its last Whirlwind mission on 29 November 1943, turning in their aeroplanes and converting to the [[Hawker Typhoon]] in December that year.<ref name="High p71-2">James 2006, pp. 71–72.</ref> On 1 January 1944, the type was declared obsolete.<ref name="High p73">James 2006, p. 73.</ref> The remaining serviceable aircraft were transferred to No. 18 Maintenance Unit, while those undergoing repairs or overhaul were allowed to be repaired only if they were in near-flyable condition. An official letter forbade aircraft needing repair to be worked on.

[[File:Whirlwind Mk I, 263 Sqn Exeter, in flight over West Country.jpg|thumb|''P6969 'HE-V''' of 263 in flight over the West Country]]
The aircraft was summed up by Francis Mason as follows:

{{Blockquote|Bearing in mind the relatively small number of Whirlwinds that reached the RAF, the type remained in combat service, virtually unmodified, for a remarkably long time…The Whirlwind, once mastered, certainly shouldered extensive responsibilities and the two squadrons were called upon to attack enemy targets from one end of the Channel to the other, by day and night, moving from airfield to airfield within southern England.<ref>Mason 1969, p. 64.</ref>}}