Амфибия, одномоторный биплан. Двигатель с толкающим винтом устанавливался в гондоле между верхним и нижним крылом. По назначению - катапультный и ближний базовый разведчик, самолет связи. Создан в КБ "Супермарин авиэйшн уоркс" под руководством Р. Митчелла на
базе проекта "тип 223". Последний, в свою очередь, являлся развитием серии лодок "Сигал". Опытный "Сигал" V ("тип 228") впервые поднялся в воздух 21 июля 1933 г. Серийное производство лодок "Сигал" V для австралийских ВВС начали в июне 1935 г., с марта 1936 г. развернули массовый выпуск усовершенствованных "уолрэсов" для флота метрополии. Их строил сначала завод "Супермарин", а затем - "Саундерс Роу" в Ист-Коув (на о. Уайт). Всего изготовили 770 экз. (включая 24 "Сигал" V), из них 309 было выпущено "Супермарин".
Экипаж - 2-4 чел. Двигатель - в зависимости от модификации. Вооружение 2x7,69, бомбы до 200 кг.
Эти машины состояли на вооружении в Австралии с 1935 г., в Великобритании - с лета 1936 г., в Турции - с 1938 г., в Аргентине - с января 1939 г., а также в Новой Зеландии, Ирландии и Португалии. Во Франции поступили на вооружение в 1945 г.
Основные серийные модификации:
- "Сигал" V с мотором "Пегасус" IIM2, смешанной конструкции (цельнометаллическая лодка и крыло с деревянными элементами), первая серия с полузакрытой пилотской кабиной;
- "Уолрэс" I с мотором "Пегасус" IIM2, дополнительными межкрыльными стойками, складной коробкой крыла, позднее часть самолетов оснастили РЛС;
- "Уолрэс" II с мотором "Пегасус" VI, смешанной конструкции (с деревянной лодкой), строился только "Саундерс Роу".
В сентябре 1935 г. первый "Сигал" V принял на борт крейсер "Австралия". Позднее такую же машину получил крейсер "Сидней". Остальные самолеты австралийского заказа оказались распределены между строевыми и учебными подразделениями.
С лета 1936 г. "уолрэсы" начали поступать в катапультные звенья на кораблях британского флота. Перед войной эта амфибия уже являлась основным типом катапультного разведчика. Такие машины базировались примерно на 30 линкорах и крейсерах, плавбазе "Альбатрос". Самолеты этого типа размещались также на берегу.
Первый случай боевого применения "Уолрэса" - обнаружение немецкого парохода "Ваикама" у берегов Бразилии 12 февраля 1940 г. Самолет был запущен с крейсера "Дорсетшир". Вражеское судно было захвачено английскими кораблями.
В начале Второй мировой войны катапультными "уолрэсами" был найден в' Южной Атлантике "карманный линкор" "Граф Шпее", вскоре потопленный. В июне 1940 г. самолеты этого типа участвовали в прикрытии эвакуации из Дюнкерка и подбирали людей с потопленных судов. Осенью того же года амфибии использовались как легкие бомбардировщики в Сомали. Они летали днем с береговых баз. Как ночные бомбардировщики применялись также самолеты с кораблей. В частности, в мае 1940 г. таким образом осуществили налет с крейсера "Саффолк" на аэродром в Ставангере, с крейсера "Шеффилд" в феврале 1941 г. - на Геную. "Уолрэс" часто применялся как противолодочный самолет. В декабре 1942 г. самолетом, вылетевшим из Бейрута, была потоплена итальянская субмарина "Ондина".
Катапультные и береговые разведчики активно участвовали в блокаде германского судоходства, выявляя прорывавшиеся в открытое море торговые суда, а также корабли снабжения подводных лодок и надводных рейдеров. Их применяли также для секретных операций - высадки разведывательных групп и доставки грузов партизанам.
В 1941 г. "уолрэсы" осуществляли противолодочное патрулирование (в том числе и ночью) на подходах к порту в Александрии. В том же году амфибии доставляли грузы и вывозили раненых из осажденного Тобрука.
"Уолрэсы" часто базировались на кораблях, входивших в состав охранения конвоев, в частности, шедших в Мурманск и Архангельск.
С конца 1943 г. в связи с успехами в развитии радиолокации катапультные самолеты начали снимать с боевых кораблей. Последние "уолрэсы" выгрузили с линкоров "Дьюк оф Йорк" и "Родней", а также крейсера "Белфаст" - в марте 1944 г.
С 1943 г. все больше амфибий стали использовать в роли спасательных самолетов - как в Европе, так и на Тихоокеанском театре военных действий.
Австралийские и новозеландские амфибии участвовали в боевых действиях на Тихом океане. Их использовали как разведчики, спасательные машины и самолеты картографической съемки.
Один "Уолрэс", брошенный англичанами в Архангельске, был отремонтирован и в 1942-1943 гг. эксплуатировался в ВВС Беломорской флотилии.
"Уолрэс" II перестали строить в январе 1944 г. В Великобритании эти самолеты сняли с вооружения в июне 1946 г., во Франции - в 1948 г., в Аргентине - в 1958 г.
Моторы, количество х мощность:||1х 775 л.с.
Взлетная масса, максимальная:||3600 кг
Максимальная скорость:||216 км/ч
Практический потолок:||4800 м
Supermarine Seagull и Walrus
Эксперименты по использованию радиального ПД Bristol Jupiter IX с толкающим винтом привели к созданию прототипа Seagull Mk V, оснащенного радиальным ПД Bristol Pegasus IIM2 мощностью 620 л. с. (462 кВт) и закрытой кабиной экипажа. Правительство Австралии заказало 24 таких самолета. После испытаний машины с металлическим корпусом на нее обратила внимание морская авиация Великобритании (Fleet Air Arm, FAA), присвоив обозначение Walrus Mk I.
Компания "Supermarine" построила 287 самолетов, a остальные из 746 машин изготовила фирма "Saunders-Roe". В это число входит и 191 самолет Walrus Mk II с деревянным корпусом постройки "Saunders-Roe" с двигателем Pegasus VI и хвостовым колесом (вместо традиционного костыля). Самолет Walrus, способный стартовать с катапульты,начал службу в морской авиации в 1 936 году. Им оснащали линкоры и крейсера австралийских, британских и новозеландских ВМС.
Walrus Mk II, принятый на вооружение британских ВВС в 1941 году, поступил в семь поисково-спасательных эскадрилий в метрополии и четыре эскадрильи на Ближнем Востоке, а также в одно подразделение по поиску мин. Большую часть Второй мировой войны самолет использовался практически на всех ТВД, где воевала Великобритания. Машина сыграла важную роль в поисково-спасательных службах ВМС и ВВС, сохранив жизни большому числу авиаторов. В военные годы самолет был более известен под именем "Shagbat".
Перед началом Второй мировой войны шесть Seagull Mk V были проданы Турции, а в послевоенные годы восемь Walrus поставили Аргентине.
Supermarine Walrus Mk I
Тип: разведывательная амфибия - биплан с экипажем из четырех человек
Силовая установка: один радиальный ПД Bristol Pegasus VI мощностью 750 л. с. (559 кВт)
Летные характеристики: макс. скорость на высоте 1450 м - 217 км/ч; потолок 5210 м; дальность полета 966 км
Масса: пустого 2223 кг; максимальная взлетная 3266 кг
Размеры: размах крыла 13,97 м; длина 11,35 м; высота 4,65 м; площадь крыла 56,67 м2
Вооружение: один 7,7-мм пулемет Vickers "K" в носовой части и один или два аналогичных пулемета в верхней стрелковой установке, под крылом до 272 кг бомб или две глубинные бомбы Mk VIII
Flight, March 1934
THE SUPERMARINE "SEAGULL" MARK V
Bristol "Pegasus" Engine
WHEN the Society of British Aircraft Constructors held its Display at Hendon in July last year, on the Monday after the R.A.F. Display, one of the machines which attracted great attention was an entirely new type produced by the Supermarine Aviation Works. The machine made its first public appearance on that occasion, having in fact been finished but a few days previously, and the flight to Hendon being its third. In spite of this, Mr. Summers, Vickers' test pilot, handled the machine remarkably well, and caused favourable comment by, his demonstration of its capabilities. The machine was known as the "Seagull" Mark V, and was fitted with a Bristol "Pegasus" engine so mounted as to drive a "pusher" airscrew.
Since last summer a great deal of development work has been done on the new machine, and it has now reached a stage when it can be considered quite ready, for production work to begin. In addition to such features as amphibian undercarriage and pusher airscrew drive with an air-cooled engine, the "Seagull" Mk. V is remarkable in that it has been strengthened to stand successfully the large stresses caused by launching the machine by catapult. We believe that many years ago an old flying boat was catapulted off experimentally, but that was a "dead" launch (i.e., with no one on board). Except for that, the "Seagull V" is the first amphibian flying boat to be designed specifically with catapult launching in view, and the machine may therefore be said to introduce a new phase in marine aviation. This is not the place to discuss the uses and advantages of an amphibian flying boat capable of being launched by catapult, but without going into details, it will be obvious that an aircraft which can take off from an aerodrome, the deck of a carrier, or from a catapult placed on a carrier or on a cruiser, and which can alight on land or on a carrier, as well as on the sea, has a field of action far in excess of the aircraft which is either pure landplane or pure seaplane. That a certain price has to be paid for these advantages in the form of a slightly smaller disposable load, and probably a very small reduction in performance, goes without saying. In the Supermarine "Seagull V," however, the retractable undercarriage has been so designed that, when raised, it adds but very little extra drag, the wheels being housed in the wing.
The "Seagull V" is the very up-to-date descendant of machines in use by the R.A.F., the R.A.A.F., the Spanish and Japanese air forces ten years ago or more. The original "Seagull," it may be remembered, differed from most of the single-engined boats of those days in being a tractor. It is interesting to observe that in the latest type, although this is fitted with a radial air-cooled engine, the "pusher" arrangement has been adopted once more, thus reversing the placing as compared with the early "Seagull," but reverting to what was almost standard practice in the early days of flying boats. In a single-engined boat there are several advantages in adopting the "pusher" arrangement, notably in that the airscrew is kept well up out of the way of spray, and secondly that in picking up moorings and manoeuvring on the sea generally, the crew can use the forward deck without risk of being struck by the propeller blades as might occur in a tractor machine.
Some weeks ago we had the privilege of witnessing catapult trials of the "Seagull V" at the Royal Aircraft Establishment, Farnborough. The large new catapult of ship's type (i.e., not the transportable type demonstrated at R.A.F. Displays) was used for the tests. The photographs at the top of this page show the stages in the launching. The machine was wheeled up the slope until the four claws of the catapult could be engaged with the fittings at the step and on the chine of the aft portion of the hull. When the four attachments had been secured, the telescopic ram of the catapult was retracted, carrying the machine with it. The Bristol "Pegasus" engine was started, and Flt. Lt. Sydney R. Ubee, of the Experimental Section, R.A.E., took his place in the machine, wedging his head firmly against the padding at the back of his head; he raised his hands in signal, the catapult crew "fired," and in the space of a few seconds the machine was in the air. In spite of the very short time in which the machine was accelerated from rest to flying speed, there was a marked absence of shock or jerk, and the impression was one of extreme smoothness. Careful watching failed to reveal any tendency of the machine to tip up or down, but whether that was due to the skill of the pilot or to the fact that two accelerating forces were at work - the catapult near the bottom of the machine and the airscrew thrust an equal distance above the centre of gravity – is difficult to say. One would expect that at the instant when the machine leaves the catapult, and the lower accelerating force is removed while the upper is increasing, there would be a tendency for the machine to dip. If such a tendency was present, it was not noticeable. Only the slow-motion film of the launch which was taken by the Vickers photographic department could reveal such details. To the eye they were imperceptible, due to the speed with which everything happened.
The great point is that the launch proved definitely that a flying boat can be launched by catapult.
In general design the Supermarine "Seagull," Mark V, is an orthodox biplane superstructure carried on an all-metal hull, with the engine mounted on struts from the top of the hull, and the top centre-section braced by four short struts from the engine mounting. The biplane wings have a single pair of struts on each side, and bracing is by streamline wires in the normal way.
The hull of the "Seagull" is of the type which is coming more and more into use in this country: flat sides and straight-vee bottom, with a flat towards the chine where formerly reverse curves used to be found on all British flying boats. It is interesting to reflect that the flat-sided straight-vee type of hull was the earliest of all, and that curves and reverse curves were introduced later as refinements in hulls named after the late Mr. Linton Hope. Lately there has been a tendency to revert to the straight-line frames, which make construction somewhat easier and avoids the need for "panel beating," now that metal plating has been universally adopted.
Aluminium alloys are used in the construction of the hull, and the wings are of composite construction, with built-up spars of stainless steel, and wooden ribs and secondary structure. The wing covering is fabric.
Although this is not intended to be a technical description of the "Seagull V," a few words about the retractable undercarriage may not be out of place. Reference has already been made to the fact that this is of very neat design. Briefly, the system consists in hingeing the telescopic leg to the side of the hull. A radius rod runs from the lower end of the telescopic leg to a point a few inches above the chine. The upper end of the telescopic leg projects diagonally into the interior of the hull, where it is attached to the rod of a hydraulic plunger. When this plunger is operated by the pilot, the end of the leg is pulled down, the outer end rises, and when the limiting position has been reached, the wheel is buried in a circular recess in the wing, leaving exposed only the telescopic leg and the radius rod. In the "down" position, the telescopic leg is locked to the chine by a plunger.
The Bristol "Pegasus" engine is, as already mentioned, mounted as a "pusher." It is carried on a monocoque nacelle, inside which is the oil tank, which at the same time acts as an oil cooler. If the machine is to be used in very hot climates, extra cooling can be obtained by fitting externally on the nacelle a Vickers-Potts oil cooler. A large manhole in the bottom of the nacelle gives access to the engine accessories, while smaller inspection holes are provided in various places to facilitate adjustments of such accessories as cannot readily be reached through the main manhole. The petrol is carried in two tanks in the upper wing, one on each side of the centre-section, and feed is by gravity to the engine. A four-bladed wooden "pusher" airscrew is fitted.
The lay-out of the interior of the hull is of orthodox arrangement, but the dimensions are such that there is plenty of room everywhere. In the extreme bows is an open cockpit fitted with Scarff gun ring. A detachable cover is provided for this cockpit, in the compartment under which is stowed the mooring equipment. Then follows the pilot's compartment, with sliding windows in sides and roof. Provision is made for a second set of controls to be fitted in front of the starboard side, so that the machine can be used for instructional work if desired.
Between the pilot's cockpit and the front spar frame is the navigator's compartment, with large table for chart box, windows for taking bearings and observations. Aft of that is the wireless operator's position, and finally behind the wings is the rear gunner's cockpit. Owing to the fact that the engine is a "pusher," the cabin is comparatively quiet; at any rate, sufficiently so to make conversation possible without telephones. This should be a valuable feature, especially if the machine is being used for training work.
In connection with the slow-motion film mentioned on a previous page, we have, since above article was written, had an opportunity to see at Vickers House, Broadway, Westminster, not only this but also a film of the catapult launching taken at normal speed. The feature to which we referred, i.e., a slight dip at the instant the aircraft leaves the catapult, could just be seen in the normal film, and the pilot could be seen correcting it with a flick of the elevator. The slow-motion picture was taken from a different viewpoint, and did not appear to show any dip, although a slight flick of the elevator was noticed. It seems certain that the tendency to dip is by no means violent.
The behaviour of the "Seagull V" on the water was also shown, in another film, and the slow-motion film of the take-off and alighting characteristics was extremely interesting. The machine appears to run very cleanly, and the undercarriage strut to the chine does not seem to cause any spray. As soon as any speed is attained the water seems to be flung out beyond the strut.
Первый прототип "Сигалла V" в порту Вулстон, ноябрь 1933г.
THE "SEAGULL V": This side view gives a good idea of the general lines of the machine. The view from the pilot's cabin is particularly good.
The prototype Seagull V (Walrus) first wore N-1, but then changed this to N-2 (illustrated) to avoid confusion with a Southampton I bound for Argentina. N-1 was also used by the Vickers Viastra VI, but this was also renumbered to avoid confusion in the Vickers ‘B’ Condition sequence as O-6.
Seagull prototype N-2 displays its lofty landborne attitude, 1934.
CLEAN FRONTS: These two views of the "Seagull V" on the sea and on land show the care taken to reduce drag.
GOING - GOING - GONE: The "Seagull V" catapulted at Farnborough. The first picture shows the machine being drawn up the slope to the catapult. Then comes a picture showing the claws which secure the machine.
Preparing to catapult a Supermarine Walrus amphibian at the R.A.E., Farnborough. This catapult is of the expanding-ram type, without sheaves and wire ropes.
GOING - GOING - GONE: In the next all is in readiness for launching by the catapult, and finally the "Seagull V" is seen just as it leaves the catapult, piloted by Flt. Lt. S. R. Ubee.
Seagull V N-2 attended RAE Farnborough for catapult trials during January 1934.
Второй опытный "Уолрэс" в полете, 1936 г.
A classic Charles E. Brown study of the prototype Walrus, the Seagull V bearing the “B conditions” marking N2, flying-off the deck of HMS Furious, probably during the 17 months of service trials which commenced from July 29, 1933, when it was delivered to the Marine Aircraft Experimental Establishment at Felixstowe. The Seagull V first flew on June 21, 1933, from Southampton Water, and made its public debut five days later at the Society of British Aircraft Constructor’s Open Day at Hendon.
Illustrations of IAAC Walruses in camouflage are very rare. This is believed to be N18 and the location is thought to be Rineanna.
The Irish Air Corps acquired three Walrus Is and used their ‘B Condition’ flight test identities as their serial numbers. N20, delivered in March 1939, was written off in September 1942.
The first production Walrus I, K5772, wades ashore after a test flight at Woolston. Test pilot George Pickering has autographed the print.
The biplane is the Supermarine Walrus, an amphibian which is operated from the catapults of warships.
Второй серийный экземпляр "Уолрэса" перед началом летных испытаний, март 1936г.
"Уолрэс" I из первой серии на испытаниях в Феликстоу
View of Walrus I K5776 visiting Seletar, Singapore, 1937. With ‘Dorsetshire’ Flight of 715 Squadron at the time, it was struck off charge while in service on another County Class cruiser ‘Cumberland’ in 1939.
View of Walrus I K5776 visiting Seletar, Singapore, 1937.
K5054 был впервые показан 300 приглашенным гостям 18 июня 1936 года на демонстрации самолетов фирмы "Vickers" в Истли, На снимке: K4049 - прототип бомбардировщика В.9/32 (позднее служившего под именем Wellington); K7556 - предсерийный бомбардировщик Wellesley и K5780 - девятая серийная амфибия Walrus. В 1938 году "Supermarine Aviation Works (Vickers) Ltd" и ее головная компания "Vickers (Aviation) Ltd of Weybridge" объединились в фирму "Vickers-Armstrong Limited".
Supermarine Spitfire prototype on view to the public in 1936 alongside a Walrus, the prototype Wellesley and prototype Wellington.
Another view of K5054 at the pre-Pageant show at Brooklands on June 30, 1936. Behind it are Supermarine Walrus I K5780, Vickers Wellesley prototype K7556 and Vickers B.9/32 prototype K4049, later to become the Wellington.
Supermarine Walrus K5781 was part of a batch of 12 machines delivered to the RAF between March and June 1936. Following a period at Mount Batten, K5781 moved first to the School of Naval Co-operation and then to 715 Squadron before being struck off charge on May 23, 1939.
Supermarine Walrus K5782 was delivered to 715 Squadron and then transferred to the Admiralty on May 24, 1939. The Walrus I was powered by a 625 h.p. Pegasus IIM2 radial engine.
Этот Walrus, рулящий по заливу Порт Филип на юге Австралии, в 1939 году был приписан к легкому крейсеру"Leander" ВМС Новой Зеландии.
The sturdy Supermarine Walrus is extensively used from naval craft, being designed for catapulting. The engine is a Pegasus VI.
K8544 mounted on its shipborne catapult in New York City. This aircraft originally served with the School of Naval Cooperation and then went to 718 Flight. It crashed on September 27, 1938.
The Supermarine Walrus 1 K8544 was taken at Hamilton, Ontario on June 20, 1937 having flown in from HMS York. Originally attached to the School of Naval Co-operation, this Walrus later served with 718 Catapult Flight until destroyed in a crash on September 27, 1938.
K8544 again, also at Vancouver in 1939.
Walrus I K8552, from the third production batch, served only with 754 Squadron from Lee-on-Solent, 1940-1941.
The Supermarine Walrus was initially operated in large numbers by the FAA, but on the outbreak of war the RAF used the type successfully in the Air-Sea Rescue role.
Evocative view of Walrus I K8556 being ‘walked’ down a slipway - perhaps at Lee-on-Solent? K8556 had a short life, being delivered in November 1939 only to hit a balloon cable near Southampton the following month.
PUSHING FORWARD: A formation of Supermarine Walrus amphibian flying boats (Bristol Pegasus VI), carried by the Second Cruiser Squadron.
A trio of Shagbats, K8564, L2170 and L2182, on the ramp at Lee-on-Solent, November 28, 1937.
The Supermarine Walrus is an amphibian flying-boat used extensively for catapult work.
L2191 taxiing up the Lee-on-Solent ramp on November 28, 1937.
Another Shagbat, this time L2191, seen with the Floatplane Training Flight at RAF Lee-on-Solent on May 12, 1939. One of the same batch of 168 Walrus is as L2244, the aircraft was originally assigned to 712 Squadron, Fleet Air Arm, a catapult unit. The engine of the Walrus I was the 775 h.p. Bristol Pegasus VI air-cooled radial, driving a four-blade pusher propeller. The large fairing over the tailwheel enabled it to double as a water rudder.
A rating pilot, taking the seaplane course, prepares for an instructional flight in a Walrus.
Walrus L2194 ‘069’ of 711 Squadron coming up the slipway at Kalafrana.
WING COMMANDER: This Fleet Air Arm officer is not, as appears to be the case, trying to emulate Mercury of the Short-Mayo combination; he is merely ready to hook the Supermarine Walrus on to the derrick tackle of H.M.S. Shropshire. Somebody seems due for a wallow in a minute!
A Fleet Air Arm officer, perched on the centre section of L2194, prepares to hook his Walrus on to HMS Shropshire’s derrick tackle, 1938.
A magnificent shot capturing Supermarine Walrus I L2244 "36” at the moment of take-off at Lee-on-Solent, 1938. Affectionately known as the "Shagbat” and originally named Seagull V, this famous amphibian was designed to meet a 1929 RAAF Specification for a machine to replace their ageing Seagull IIIs. Walruses equipped nine Royal Navy ships by the end of 1936. L2244, delivered sometime after June 1937, went to 712 Squadron, whose 40 Walruses equipped Home Fleet cruisers.
Also photographed at Fayid in 1943 was Supermarine Walrus L2249, though it is seen here at nearby HMS Phoenix, one of the largest RNARY in the Middle East. This aircraft was originally on the strength of D Flight at Ford, Sussex.
Walrus L2271 approaching takeoff, one of its most efficient phases.
A perfect landing on a choppy sea is demonstrated by Walrus I L2271 off Malta in April 1939. Following service with Nos 712, 277 and 278 Sqns, L2271 crashed at Flamborough Head on March 6, 1945.
Mk.I L2274, from the fourth production hatch, is flung from its shiphoard catapult
Supermarine Walrus L2274 at RCAF Rockcliffe on June 23, 1939, having flown in from HMS Berwick.
L2278 photographed at Vancouver, Canada, in 1939.
Walrus I L2301 at the Fleet Air Arm Museum.
Walrus I L2311 on the Woolston hard standing, exhibiting leadingedge landing lights.
Mk.I L2334 ‘A9K’ and another example formate. The nearer aircraft is wearing the markings of 710 Squadron
Pleasing study of Mk.I W2766. First issued in 1941, it survived the war to be resold to the manufacturer in October 1946.
Опытный образец "Уолрэса" II с деревянной лодкой, Ист-Коувс, лето 1940 г.
The prototype Walrus II, X1045, photographed at the premises of Saunders-Roe in East Cowes. Moored behind is Lerwick L7248 wearing temporary twin fins and rudders.
Walrus II Z1804 of the Ship’s Flight, HMS ‘Venerable’, getting ready to be craned aboard in early 1946.
Another view of Z1804, this time lumbering off the bow of ‘Venerable’, April 1946.
Walrus I HD874 ‘Snow Goose’ alongside Vought Kingfisher A48-13, both of the Australian Antarctic Flight, at Rathmines sometime between August and October, 1947.
One of many visitors to Digby during 1944-5 was this Air-Sea Rescue Supermarine Walrus, HD908 BA-D of 277 Squadron. This was one of 34 from a batch of 100 Walrus II’s built by Saunders-Roe that were transferred from the Royal Navy.
Walrus II HD925 ‘PV-S’ of 275 Squadron RAF, but note the ‘Royal Navy’ legend above its serial number
Royal Navy Walrus lacking decipherable serial or coding, at Gambut during 1942. The usual water-rudder has been replaced by a tailskid.
A Supermarine Walrus and a Fairey Sea Fox glimpsed from one of the Felixstowe hangars.
OUT OF THE SUN: A Lockheed Twelve dives past the machine park during a recent display at Vancouver. In the foreground is a visiting Supermarine Walrus, which startled everyone by its agility.
An early production Walrus I returns to Woolston following a short trip to Eastleigh, 1936.
A Walrus in wartime camouflage with a couple of bombs on its underwing racks.
Walrus ‘ZE-L’ of 293 Squadron provided ASR for the Italian coasts until 1946.
A Seagull V thrashes through the water on take-off.
"Уолрэс" постройки фирмы "Сондерс Ро" с антеннами противолодочного радара Yagi на стойках крыльев. Машина испытывалась в 1941 году, но не была запущена в серию.
The Supermarine Walrus Amphibian Flying-boat (775 h.p. Bristol Pegasus VI engine).
A Walrus overflies Flight’s photographer at Southampton on April 14, 1937. Note the uncovered wheel housings in the lower wing.
Underside of a Mk.II showing bomb racks and the undercarriage location.
The Vickers-Supermarine "Seagull V" pusher amphibian flying boat, with Bristol "Pegasus" engine.
A gaggle of “Walri”, probably from No 700 Squadron, Fleet Air Arm, the headquarters unit which operated the type from January 1940 to March 1944. By April 1940 700 Squadron, based at RN Air station Hatston, were flying eight four-hour sorties per day around the Orkneys. Following the Norwegian campaign, the strength of 700 (Hatston) was established at eight Walrus for anti-submarine patrol. In August the strength was reduced to six aircraft when a new Flight was established at Sullom Voe, in the Shetlands. Just visible in this picture are the radar aerials on the outer interplane struts and protruding forward of the top wing root leading edges.
Another nice shot of the 700 Squadron quintet, with their retracted undercarriages in plain view. Though the wheel was housed in the lower main-plane, it had no doors and its legs remained in the slipstream. All 12 of the unit’s aircraft were from ships’ flights, their service on the island bases being broken by spells embarked on ships in the Arctic and North Atlantic. 700 Squadron recorded its first U-boat attack on April 10, 1940, and the Sullom Voe unit was withdrawn in June 1941, when Coastal Command reached sufficient strength to carry out anti-submarine patrols unaided. Based at Twatt in its later life, 700 Squadron maintained its close-cover patrols of the Orkneys until March 24, 1944, when catapult flights were discontinued and the unit was disbanded.
MEDITERRANEAN MEDLEY. Two Supermarine Seagull Vs, three Fairey III Fs, and four Hawker Ospreys, all catapulted from ships of the Mediterranean Fleet, in the act of assuming a line abreast formation over Alexandria. The official name of the Seagull V, when used by the Fleet Air Arm, is Walrus; the original title for it is retained by Australia.
Three Vickers-Supermarine Flying Boats in Formation: In the lead is the Walrus, on the right is the Stranraer, and on the left the Scapa.
Посадка "Уолрэса" на палубу авианосца "Викториес", 1942г.
Наряду с самолетами Skua и Swordfish в военно-морской авиации Британии служили и такие разведчики, как показанная здесь летающая лодка Supermarine Walrus и поплавковый гидросамолет Fairey Seafox.
FAIREYS AT THE BOTTOM OF THE GARDEN: This photograph, taken on board the aircraft carrier Courageous during the Spring Cruise in the Mediterranean, is of interest not only on account of the large number of Fairey machines ranged on the flying deck, but also because at the back, over the extreme stern, may be seen the Supermarine "Seagull Mark V" with Bristol "Pegasus" engine. The presence of the latest type of amphibian flying boat on board the carrier may be significant.
Запуск мотора "Пегасус VI" на "Уолрэсе" осуществлялся с помощью заводной рукоятки.
An ASR Walrus taxies up to rescue a pilot from a dinghy dropped to him by a Spitfire.
Поисково-спасательный "Уолрэс" из 276-й эскадрильи RAF приходит на помощь приводнившемуся в Ла-Манше английскому летчику, июль 1943г.
A Walrus of 276 Squadron, RAF, effects a rescue, its mainwheels lowered into the water to improve handling.
An anonymous Walrus takes off after being lowered from its parent ship off Hvalfjord, Iceland. The cruiser HMS Belfast, now a floating museum on the Thames not far from Aeroplane Monthly’s editorial offices, is seen in the middle distance.
"Уолрэс" с линкора "Уорспайт", на заднем плане - авианосец "Викториес", индийский океан, лето 1942г.
Гидросамолет "Валрус" был среди британских потерь, понесенных 5 апреля 1942г.
A "towed net" recovery, in which the Walrus taxied on to a towed net, was hooked on and hoisted aboard its parent ship. A picture taken during FAA pilot training in 1945.
IN THE MEDITERRANEAN: The Supermarine "Seagull V" being hoisted on board the aircraft carrier Courageous.
A WALRUS HOOKED: Hoisting a Supermarine Walrus on board H.M.S. Devonshire in the Mediterranean. This ubiquitous amphibian - the engine of which is a Bristol Pegasus - can accommodate itself to a catapult, to an aircraft carrier's deck, to the surface of the sea, or to dry land. Incidentally, there is no truth in rumours - which this rather sinister picture might suggest - of new punishments for Fleet Air Arm pilots.
FOR STOWAGE: The "Seagull V" with wings folded. Note the small folded width.
"Уолрэс" I закатывают в ангар на крейсере "Шеффилд"
A Supermarine Walrus amphibian - one of two such machines carried on H.M.S. Sheffield - being tucked away in one of the special hangars. The mass of mechanism on the roof is a multiple pom-pom.
LOCK-UP ACCOMMODATION: H.M.S. Sheffield, a cruiser of the new City class, carries two Supermarine Walrus amphibian flying boats, which are housed as shown above. Of 9,000 tons displacement, the Sheffield has twelve 6in. guns and eight 4m. on twin high-angle mountings. Provision is made for a third aircraft. A multiple pom-pom, bug-bear of dive bombers, will be observed above the starboard hangar.
A pair of Walruses, L2180 on the right, in their hangars aboard the New City Class Cruiser HMS Sheffield in 1938. There was also provision for a third aircraft. Note the multiple pom pom above the starboard hangar.
H.M.S. NELSON'S Vickers-Supermarine "Seagull" appears to float on a sea of humanity during the ship's visit to the Thames Estuary for public inspection. The crane for hoisting out the flying boat will be noticed.
ANOTHER WELCOME MAMMAL: According to the dictionary the walrus is allied to the seals but forms a distinct family. In the Fleet Air Arm the Supermarine Walrus amphibian has been adopted for catapult duty a function hitherto fulfilled largely by the Fairey Seal floatplane. The Hawker Osprey is also widely used. This particular Walrus is shown leaving H.M.A.S. "Sydney" which, like the "Australia" and "Nelson" now carries one of these versatile machines as standard equipment.
Catapult launching trials from H.M.S. "Devonshire" of the Vickers Supermarine "Walrus" fleet spotting and reconnaissance flying boat (Pegasus engine)
A visiting Supermarine Walrus is refuelled in June 1942. Mr Sparkes recalls that the amphibian's inertia cranked starting was "rather heavy going" in the tropical heat.
A stern view of the factory ship Balaena, showing the hangar and crane provided for the aircraft. Boojum is suspended from the crane.
Walrus I ‘Boojum’, G-AHFL (formerly L2246) aboard the factory ship ‘Balaena’, 1946. Its undercarriage was later removed to improve endurance.
Boojum departs by cordite catapult.
Walrus G-AHFL Boojum accompanied Snark to Antarctica, where their Pegasus engines performed faultlessly.
As a Walrus taxies up to Balaena’s stern after a flight, the wireless operator climbs on to the top wing. Several whale carcasses are visible at bottom right.
Boojum is hoisted on to Balaena’s stern following a flight. It is evident from this picture that, like Snark, Boojum also had its amphibian undercarriage removed during the Antarctic operations.
Boojum is recovered after a reconnaissance flight in the Antarctic. Seated on the upper centre section is the wireless operator, whose duty it was to attach the crane hook.
G-AHFM Moby Dick demonstrates the towed mat retrieval. This Walrus never reached Antarctica, being left at Cape Town as a reserve aircraft and collected on the way back to England.
John Grierson and Geoffrey Collyer winning the Folkestone Trophy Race at Lympne on August 31, 1946. Their mount was the unnamed Walrus G-AHFN, seen landing after winning its heat on August 30. Despite recent statements to the contrary, this Walrus remained in England. It languished at Prestwick for years before it was wrecked on July 3, 1955.
John Grierson, right, and Geoffrey Collyer wreathed in smiles after fooling the handicappers and winning the Folkestone Trophy Race at Lympne on August 31, 1946. Their mount was the unnamed Walrus G-AHFN.
The three principal Walruses on the slipway at Cowes. G-AHFO Snark is nearest, with G-AHFM Moby Dick and G-AHFL Boojum behind.
A fine Walrus-to-Walrus study of G-AHFO Snark off the Isle of Wight during the working-up period in 1916. Saunders-Roe at Cones refurbished the aircraft.
Pristine-looking Walrus G-AIEJ at Weston-super-Mare.
Unconverted and stored G-AIKL (still wearing HD915) at Weston-super-Mare, 1946.
Well-known view of bathers helping 615 Squadron’s G-AIZG get underway, during one of the unit’s occasional ‘paddling’ trips
Before, X9467 (the erstwhile G-AIIB) tethered at Weston-super-Mare, 1946.
View of work underway on the mated-up fuselage of G-RNLI at the Winchester workshop, February 1995.
The Supermarine "Walrus" Amphibian Flying-boat (Bristol "Pegasus" engine).
A pair of Supermarine Walrus naval amphibians with Pegasus engines operating as pushers.
SUPERMARINE WALRUS: General purpose, amphibian flying boat (Pegasus VI engine - 750 h.p. at 3,500ft.); span, 45ft. 10in.; gross weight, 7,200 lb. ; max. speed, 135 m.p.h. at 4,750ft.
Seagulls A2-2 and A2-6 escort the ageing wooden-hulled Southampton A11-2, flying from Point Cook before the war. A11-2 was purchased in 1928.
Seagull Vs A2-16 and A2-17 photographed from a third example. The two aircraft were based at Point Cook for much of their lives. A2-17 is unarmed; the year is 1938.
DOWN TO THE SEA. A Supermarine "Seagull V" with Bristol "Pegasus II M" engine, one of a batch tor the Royal Australian Air Force, heads for the open water while the new Orient liner Orion leaves Southampton on her maiden voyage. In the British Fleet Air Arm, incidentally, the "Seagull" will be known as the "Walrus."
CHARLES E. BROWN classic photograph, depicting a Royal Australian Air Force Seagull V flying over the liner Orion as it leaves Southampton Water on its maiden voyage in August 1935.
A view of the first Seagull V for the RAAF, A2-1, wearing the Hendon display number ‘11’ under the cockpit. First flown on June 25, 1935 with George Pickering at the controls, A2-1 flew to Hendon on July 1 and took part in both the static and flying display. Following trials it was flown to Spithead for despetach via HMAS ‘Australia’ on September 9.
The Supermarine Seagull V comes into the 1935 pageant, bearing a Royal Australian Air Force service number.
A contract for a number of "Walrus" fleet spotter reconnaissance amphibians has been placed with the Supermarine Aviation works.
A Supermarine Seagull of the R.A.A.F. It is essentially similar to our Walrus, and is shown here with wheels down.
A fine portrait of Seagull V A2-4 in service with the RAAF, wearing its pre-war overall aluminium colour scheme. Note the Handley Page slats fitted only to the Australian Seagull Vs and not to the later Walrus. The jury struts on the forward spars at the wing roots were also removable on the Seagull, but are absent in this photograph.
A2-8 is towed out for take-off by a motor launch. The RAAF had a total of 24 Seagull Vs, serialled A2-1 to A2-24.
The Supermarine Seagull V uses a Pegasus as a pusher installation.
Seagull V A2-7 in one piece, shortly before engine failure
Seagull V A2-7 shortly before being written off on October 20, 1939 - ironically it crashed while the pilot was beating up Warbuton Hospital, where his girlfriend worked as a nurse!
Supermarine "Seagull V" Amphibians (Bristol "Pegasus") of the Royal Australian Air Force, Fleet Co-operation Squadron on Parade at the Richmond Air Station.
Laverton aerodrome circa 1939. Behind the Avro Ansons can be seen Supermarine Seagull V amphibians, the sole Miles Magister purchased for the RAAF, Bulldogs, a Moth and Demon.
Seagull V A2-4 on display at the RAF Museum, Hendon.
Newly-restored Supermarine Seagull A2-4 of the Royal Australian Air Force, is displayed alongside Sunderland V ML824, which has come indoors at last.
At Camden on February 2, 1965, with light blue fuselage and silver wings.
VH-ALB showing off the ‘flying walrus’ logo of Amphair, 1960.
Flying on November 30, 1969.
The first of the AN’s Walruses was M-O-9, which made its first flight at Eastleigh with the B Conditions marking N-15 in April 1938. The first two Argentinian Walruses were built specifically for the AN and both were transported to Buenos Aires aboard the Vickers-Armstrongs-built cruiser ABA La Argentina during early 1939.
Pristine Walrus 'M-O-9' at Eastleigh aerodrome prior to delivery to Argentine.
Walruses M-O-9 and M-O-10 on public display at Puerto Belgrano, 435 miles (700km) south of Buenos Aires. The markings incorporated the AN’s anchor motif on the upper wing surfaces and on the undersurfaces of the lower wing, with the individual code number painted on the upper surface of the upper wing centre section.
Underside of view of Walrus 'M-O-10' being hoisted, showing its bomb racks and retracted main undercarriage.
Walrus M-O-10 aboard the cruiser ARA 'La Argentina'. The Ransome & Rapier slider-type catapult could launch a Walrus at 57mph.
Walrus 'M-O-10' aboard the cruiser ARA 'La Argentina'. The code appears to have been repainted with heavier characters.
Walrus '2-O-30' on the catapult of ARA 'La Argentina'.
Built by Vickers-Armstrongs at Barrow-in-Furness, ARA La Argentina was a light cruiser designed for training naval cadets. It was launched on March 16, 1937, although it was not completed until January 1939, owing to the pressing demands of Britain’s rearmament programme. Note the Walrus on its catapult.
Walrus '2-O-13' ground-running at BA Comandante Espora.
In January 1947 Walrus 2-O-24 was loaded aboard the transport ship ARA Patagonia, which then set sail southwards towards the Antarctic to undertake the Primera Gran Expedicion Antartica. The Walrus was offloaded at Deception Island, where it is seen here, and from where it made its first survey flight on January 31.
In January 1947 Walrus 2-O-24 was loaded aboard the transport ship ARA Patagonia, which then set sail southwards towards the Antarctic to undertake the Primera Gran Expedicion Antartica.
With the low Antarctic sun casting shadows in the cockpit, Walrus M-O-4 is hoisted on to its cradle aboard ARA Pampa during the 1947-48 Naval Antarctic Campaign. The Walrus I was built with a metal hull, but the Mk II, built by Saunders-Roe, incorporated a wooden hull to free up wartime stocks of priority light-alloy materials.
A crewman places himself on the upper wing of Walrus M-O-4 either before attaching the ship’s crane hook to the aircraft or having just released it. This aircraft made its second expedition to the Antarctic in February 1948 when it was sent back to Deception Island as part of a task force despatched to assert Argentinian sovereignty.
In 1943 Argentina defined its Antarctic territory as between 25°W and 74°W, south of 60°S, which included Deception Island, the safest natural harbour in Antarctica, located at 60°W, 63°S - and thus much disputed by the various nations that had visited. Here M-O-4 is seen on the shore of the island’s volcano caldera during the 1947-48 Argentinian expedition.
The second batch of former RAF Walruses were initially finished in a two-tone primer scheme, with their B Conditions markings applied to the bow of each. Here Walrus 2-O-29, still bearing its B Conditions marking N-39, is prepared for delivery at Eastleigh. The rudder had pale blue and white stripes applied, along with the Sol de Mayo national emblem.
Walrus Mk 12-O-23 was the first of the second batch to be acquired by the Aviacion Naval, all eight of these having been former RAF examples bought back by Supermarine for refurbishment and sale. It is seen here at Hamble with Argentinian crew members during acceptance flights.
THE AMPHIBIAN GEAR: Note that when in the raised position the wheel is completely housed in a recess in the wing.
Despite being a Seagull, VH-ALB was initially given a flying walrus motif on the forward fuselage. The stylised amphibian’s body was brown, with a red flying helmet, black goggles and a white scarf with yellow polka-dots. The winged arrow on which the walrus perched was white. Not entirely appropriate, the walrus was eventually replaced with lettering.
A place for everything and everything in its place - a dismantled Walrus packed away in its crate for shipping. Other military operators of the Walrus/Seagull V included Turkey, Australia, the Irish Air Corps, Canada, New Zealand and one aircraft to Egypt.
The wings of Australian Supermarine Seagull V (Walrus) A2-4/VH-ALB safely racked until the time arrives for their renewal.
A metal-hulled Walrus under construction by Saro at East Cowes
Restoration work underway on VH-ALB at Wyton, 1976.
At Micheldever, restorer Dick Melton is in the process of realising a 30yr dream: to restore a Supermarine Walrus to flying condition. He acquired the remains of W2718, shown, in 1989 - its forward fuselage had been converted into a caravan in the late Fifties, and its rear fuselage into a car to tow it.