The Vickers Warwick was a versatile twin-engined British aircraft that played multiple roles during World War II. It was named following the RAF tradition of naming heavy bombers after British cities or towns, with this aircraft being named after Warwick. Notably, it was the largest British twin-engined aircraft to be deployed in World War II.

Developed by Vickers-Armstrongs in the late 1930s, the Warwick was envisioned as a larger complement to the Vickers Wellington bomber, embodying similar design and construction methodologies but on a grander scale. However, its development encountered significant delays, primarily due to challenges in securing a high-powered engine suitable for its large frame.

Content

• Background
• Drawing Board
• First Flight

Its first flight was on August 13, 1939, but the intended Napier Sabre engines were delayed, prompting the exploration of alternative powerplants, including the Bristol Centaurus and Pratt & Whitney R-2800 Double Wasp radial engines. By the time these engines were integrated, the aircraft’s design had been somewhat outpaced by newer aviation technologies and the evolving capabilities of enemy fighters.

Background

Production of the Vickers Warwick ramped up in 1942, and it was introduced into RAF squadron service. However, it quickly became obsolete as a frontline bomber, with only a small number being produced in this configuration.

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The aircraft found its niche in other roles within the RAF, notably with Transport Command and Coastal Command, serving effectively in air-sea rescue missions and maritime reconnaissance.

Additionally, the Warwick was operated by Polish Air Forces in exile based in Great Britain and the South African Air Force, showcasing its adaptability to different operational needs.

The British Overseas Airways Corporation (BOAC) also utilized the Warwick, highlighting its utility beyond purely military applications. Despite its initial promise as a heavy bomber, the Warwick’s legacy is defined by its versatility and service in a variety of roles during the wartime period.

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In October 1932, Vickers-Armstrongs, a major British industrial conglomerate, entered a bid in response to the Air Ministry Specification B.9/32, which sought a twin-engined medium bomber. By late 1934, as they were progressing with their Type 271 design tailored to B.9/32, Vickers was introduced to a preliminary requirement for a more substantial bomber.

Vickers Warwick ran Concurrently

This preliminary requirement evolved into the Air Ministry Specification B.1/35, aiming for a twin-engined bomber that was heavy by the standards of that era, emphasizing the need for more potent engines, around 1,000 horsepower, to facilitate higher speed and greater bomb load capacity compared to the prior B.3/34 specification.

The new specification demanded the aircraft achieve a minimum speed of 195 mph at 15,000 feet, have a range of 1,500 miles with a 2,000-pound bomb load, and feature a wingspan under 100 feet, along with the implementation of variable-pitch propellers for the engines.

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The development of the Warwick ran concurrently with that of the smaller Wellington bomber; both designs stemmed from Vickers’ Type 271, initially created to meet the B.9/32 requirements. By July 1935, the Air Ministry had reviewed eight designs, and Vickers’ proposal, designated the 284 and powered by Bristol Hercules engines, had notably surpassed the expectations set by the specification.

On October 7, 1935, Vickers was commissioned to build a prototype, while the Air Ministry also placed orders for prototypes from Armstrong Whitworth and Handley Page, which were developing the AW.39 and HP.55 respectively, both of which were eventually shelved as the companies shifted focus to newer specifications for medium (P.13/36) and heavy (B.12/36) bombers.

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This sequence of events marked the initial steps in the journey of the Warwick, setting it on a path that would diverge significantly from its smaller sibling, the Wellington, and establishing its foundational role in the RAF’s expanding bomber fleet.

Back to the Drawing Board

Specification B.1/35 aimed to be a heavier counterpart to B.9/32, so initially, creating a mock-up seemed unnecessary. However, significant design revisions by March 14, 1936, led to the authorization of a full mock-up.

Concurrently, the project received the Vickers Warwick 284 type number, while the redesigned B.9/32 evolved into the Vickers 285. Following eased restrictions from the 1932 Geneva Disarmament Conference, both Vickers 284 and 285’s weights increased, with the 285 nearing the original B.1/35 weight spec.

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In 1936, changes to Specification B.1/34 demanded increased fuel and bomb load capacities. By January 1937, the Vickers 284 had adopted the Rolls-Royce Vulture engine, initially slated for the Avro Manchester. However, by July 1937, the Vulture’s limited availability and reliability issues prompted an order for a second prototype as a backup.

This second prototype, L9704, intended for the Napier Sabre engine, switched to the Bristol Centaurus due to the Sabre’s slow development, impacted by the urgent need for Hawker Typhoon fighters. Challenges also arose with the gun turrets and the geodetic airframe, a novel concept from designer Barnes Wallis.

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By February 1939, the project faced discontinuation due to Vulture engine problems, but this decision was reversed in January 1940. Work on the Vickers Warwick resumed in late June 1939, despite ongoing concerns about its development pace and engine suitability, raising doubts about its viability against newer designs.

First Flight

The first prototype (serial K8178), equipped with Vulture engines, completed its maiden flight from Brooklands on August 13, 1939. Test pilot Joseph “Mutt” Summers flew it briefly, ending the flight early due to a carburetor linkage defect.

The Wellington bomber, its smaller counterpart, had flown first three years prior and had already started mass production 18 months before. The prototype’s service weight reached 42,182 lb, nearly double the initial estimate provided by Vickers Warwick.

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On April 5, 1940, the second prototype, now with a Centaurus engine, took to the skies. This version featured design enhancements like a redesigned elevator for better handling. It reportedly outperformed the Hawker Hurricane at certain altitudes, as noted by aviation author Norman Barfield.

Rolls-Royce Merlin XX

Despite its promising performance, the Centaurus engine was still scarce and in early development stages. A four-engine redesign using Rolls-Royce Merlin XX or Bristol Hercules HE7SM engines was considered in October 1939 but was rejected due to its adverse impact on range and payload.

The team then considered the American Pratt & Whitney Double Wasp radial engine, which offered comparable performance to the Hercules III-powered Wellington and could carry a heavier payload. Following the French government’s contract cancellations, these engines were readily available.

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Consequently, the second prototype was outfitted with R-2800-S14A4-G engines and successfully flew in this configuration in July 1941, although the Double Wasp setup was deemed inferior to the Centaurus.

On January 3, 1941, Vickers received an order for 250 Warwicks, including 150 Double Wasp-powered Mk Is and 100 Centaurus-powered Mk IIs, with deliveries expected to start in November. The aircraft was officially named “Warwick,” adhering to the Air Ministry’s tradition of naming bombers after British towns and cities, and continuing Vickers’ pattern of using ‘W’ to denote Barnes Wallis’s designs.

Vickers Warwick Goes into Production

The large initial production contract provided the program with a sense of security, yet resolving issues with the Centaurus engine remained essential.

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The Double Wasp engine, paired with a 15-ft diameter Hamilton Standard three-bladed propeller, became standard. Delays were inevitable due to the time taken for the Double Wasps to be shipped from Pratt & Whitney in the U.S. to Vickers in Britain.

In 1941, the second prototype played a crucial role in flight trials, aiding the manufacturing effort and testing an improved tail design that enhanced the Warwick’s handling. Refitting the prototype with standard engines and propellers exposed ignition issues, later fixed by updating the booster coil.

Intensive investigations aimed to maintain the Warwick’s relevance amidst the war’s evolving demands, leading to a smooth transition to standardized production.

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Persistent engine shortages and policy shifts resulted in only 16 of the intended 150 Vickers Warwick bombers being completed. As the first bomber neared completion at Weybridge, its capabilities fell short of the Air Staff’s evolving requirements due to rapid advancements in aviation, not design flaws.

Gun Turrets

The evolving war conditions necessitated bombers with larger bombloads and longer range, prompting a shift towards four-engine bombers for RAF Bomber Command. Like the Wellington, the Warwick was repurposed for roles such as air-sea rescue, troop transport, anti-submarine patrols, reconnaissance, and training.

By January 1943, 57 Warwick Mk I aircraft were complete, and it was designated the standard for transport and air-sea rescue. Mid-1943 saw the conversion of a Warwick Mk I into the Mk II prototype, distinguished mainly by its Centaurus IV engines. Ultimately, 219 Warwick Mk I planes were built, the final 95 equipped with 2,000 horsepower R-2800-47 engines.

In 1942, BOAC ordered 14 Warwick transports for mail, freight, and passenger services between Bathurst in South Africa and Cairo, Egypt. These planes were quickly prepared by converting B.Mk.I Warwicks, stripping military gear, covering gun turrets, adding cabin windows, freight floors, long-range fuel tanks, and flame dampers for exhaust stacks.

The Warwick’s structure utilized Barnes Wallis’ geodetic design, first pioneered in the Wellesley and Wellington, featuring a duralumin framework clad in fabric, distributing load across the airframe, enhancing damage resilience but complicating construction.

Vickers Warwick Goes Operational

The RAF received the first Vickers Warwick B Mk I for testing at Boscombe Down on July 3, 1942. Fabric panels on this aircraft’s wings came loose, leading to its loss on January 28, 1942. A second Warwick replaced it for flight trials but was destroyed due to a fire in its starboard engine on February 18, 1943.

The RAF took delivery of only 16 aircraft as bombers, by which time more capable four-engined bombers like the Short Stirling and Handley Page Halifax had entered service. These Warwicks, rather than serving in combat, helped test various equipment and technical matters. By January 1943, the Air Staff had designated the Warwick for primary use in transport and air-sea rescue roles.

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Early tests indicated the Warwick was underpowered and difficult to handle, particularly on one engine. The third production Warwick underwent stability and control trials, showing improved single-engine handling with a new bulged rudder. The initial Double Wasp engines were unreliable; later models with Centaurus engines performed better but didn’t fully resolve handling issues.

100 Vickers Warwick C Mk IIIs

The Warwick transitioned to transport and air-sea rescue roles, with BV243 converted for trial transport use. An additional 13 Mk Is were modified as C Mk I transports for BOAC’s brief Middle East service before RAF Transport Command reassumed control in 1944.

The RAF built 100 Warwick C Mk IIIs for 525 Squadron and others, mainly used in the Mediterranean due to the fabric skin’s vulnerability to heat and humidity, remaining in service until 1946.

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RAF Coastal Command utilized the remaining first batch of 250 Warwicks for anti-submarine reconnaissance. Starting in 1943, Warwicks equipped with the 1,700 lb Mk IA airborne lifeboat conducted air-sea rescues, deploying the lifeboats to downed crews across the English Channel and North Sea.

A production order for 525 Vickers Warwick Mk Vs was placed, but only 235 were completed and mostly stored in 1944. In early 1945, 179 Squadron received the stored Warwicks. Four Warwick GR Mk Vs crashed during Brooklands test flights in early 1945; one crash on January 2 involved a skillful emergency landing by pilot Bob Handasyde, with no injuries. The South African Air Force also operated the Warwick Mk V with 17 and 27 Squadrons.

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