Miles Kestrel M.9 / Master I M.9A

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Miles - Hobby / M.13 - 1937 - Великобритания Miles - Magister / M.14 - 1937 - Великобритания

Страна Country: ВеликобританияUnited Kingdom

Год Year: 1937

Two-seat fighter-trainer monoplane

Варианты Variants

Miles - Kestrel M.9 / Master I M.9A - 1937 - ВеликобританияUnited Kingdom
Miles - Master II M.19 / Master III M.27 - 1939 - ВеликобританияUnited Kingdom

M.9 Kestrel / Master

Miles M.9, M.19, M.24 и M.27 Master

Из-за быстрого совершенствования монопланов в конце 1930-х годов британским ВВС потребовался учебно-тренировочный самолет с характеристиками, близкими к истребительным. Компания "Miles" разработала учебный низкоплан с мотором Rolls-Royce Kestrel XVI мощностью 745 л. с. Когда Министерство авиации прекратило финансирование работ, фирма продолжила проектирование на собственные средства. Прототип, названный Kestrel, выполнил первый полет 3 июня 1937 года. Вскоре прототип продемонстрировал скорость всего на 15 км/ч меньшую, чем у Hurricane. По управляемости самолет мало отличался от Hurricane и Spitfire. Не имея других вариантов, Министерство авиации было вынуждено заказать 11 июня 1939 года у компании "Miles" учебные самолеты под обозначением M.9 Master. В конструкцию потребовали внести ряд изменений, а также установить 715-сильный мотор Kestrel XXX, из-за чего максимальная скорость в сравнении с прототипом упала на 113 км/ч. Тем не менее Master все равно оставался лучшим в мире учебно-тренировочным самолетом. Первый из 900 построенных M.9A Master Mk I выполнил первый полет 31 марта 1939 года.
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Flight, July 1939

TRAINER DE LUXE
The Miles Master I Described : High Performance with Comparatively Low Power : All-wooden Construction

   FIRST deliveries are now being made to the R.A.F. of the Miles Master I two-seater advanced training monoplanes built by Phillips and Powis Aircraft, Ltd., at their Reading works. Fitted with the specially developed Rolls-Royce Kestrel XXX "training" engine, the Master has a top speed of 264 m.p.h., and will enable pupils to "get on a few 'G,’" and generally to accustom themselves to the handling characteristics of contemporary monoplane fighting aircraft, apart from providing for front-gun practice and other branches of instructional flying.
   The Master I may he considered as a development of the original Miles Kestrel Trainer, which was capable of 295 m.p.h. or more with a Rolls-Royce Kestrel XVI engine of 745 maximum h.p. Technically, the machine is interesting more for its aerodynamic features than for its structure, which is, in fact, quite orthodox.
   The oval-section plywood-covered fuselage is of fine aerodynamic form and of semi-monocoque construction with a large cut-out for the cockpits. The tail unit is of conventional cantilever design, the tailplane being mounted on top of the rear portion of the fuselage, in which position it has a wide attachment base and facilitates recovery from a spin.
   Between the tandem cockpits (the pupil occupies the front seat) is a sturdy metal former which, while not projecting beyond the fuselage, offers protection for the crew in the event of a nose-over.
   The plywood-covered wing is of N.A.C.A. 230 section and is very deep at the root, though the top spar boom is continued across the fuselage without interfering with the pilot’s use of the rudder bar. The two spars are of normal box construction, but are specially shaped to give the "inverted gull" centre section which is characteristic of the Master. This feature, of course, makes for higher production costs, but it is felt that it is justified on the grounds of performance. The depth of the centre section permits stowage of the fuel tanks and the undercarriage in its retracted position The centre section houses a free-firing machine gun and parachute flares are carried in the outer panels.
   Hydraulically operated split trailing-edge flaps extend under the fuselage. These may be depressed to an angle of about 25 deg. for take-off and 90 deg. for landing. Their position is recorded by an electrical indicator on the instrument panel. All electrical leads are housed in ducts.
   High-tensile steel, backed up with forgings and magnesium-alloy castings, is used for the engine mounting attachment plates. The Rolls-Royce Kestrel XXX is mounted with Ferodo packings under the bearer feet, and the steel tubular mounting is designed to facilitate engine removal. The complete installation (power unit, vacuum pump and relief valve, hydraulic pump and constant-speed unit) may be taken out of the airframe by removing four main bolts and disconnecting the various leads through the bulkhead.
   The Kestrel XXX engine is essentially similar to the Kestrel V, but in comparison is derated for climbing and level flight to provide the longer overhaul life required by a training aircraft, the rated boost being reduced to +1/2 Ib./sq. in. A high take-off power is, however, retained. The actual figures are: rated power, 550 h.p. at 2,400 r.p.m. at 11,750ft.; maximum power, 600 h.p. at 2,750 r.p.m. at 14,500ft.; take-off power, 720 h.p. at +5 lb. boost at 2,750 r.p.m. An ejector-type exhaust system is used.
   Hand-starting gear is fitted as standard, and auxiliary drives are provided for a vacuum pump for driving the gyroscopic instruments; a constant speed unit driven from a dual-drive unit at the front of the reduction gear casing; a Lockheed hydraulic pump for undercarriage and flaps; a high-pressure air compressor; and a 500-watt Rotax electric generator.
   The airscrew shaft of the Kestrel XXX will accommodate either a Rotol or De Havilland constant-speed airscrew. For the Rotol, which is standardised on the Master, the oil supply passes through an external muff type of feed located in the housing at the front of the reduction gear casing.
   Under the fuselage, between the spars, is a low-drag cooling duct for the water and oil systems. This has a variable outlet controlled from the front cockpit.
   The main fuel tanks - which, as already stated, are carried in the wing roots - are two in number and hold 36 gallons each. They are readily removable through doors in the lower surfaces of the wing. The oil tank is mounted behind the fireproof bulkhead and has a partial circulator, the shell of which may be replaced to give a different rate of warming-up to suit local conditions. The water leader tank is mounted at the front of the engine above the reduction gear housing.
   The retractable undercarriage is of particular interest in that the wheels twist through 90 deg. during retraction into the centre section. There are two independent units which are operated by the Lockheed hydraulic circuit. though emergency pipe lines and a hand pump arc fitted in case of failure of the main pump. A position indicator is interconnected with the ignition switch and the throttle control. Notwithstanding the fact that the electrical indicator is fitted with duplicate bulbs a mechanical indicator is also fitted. The brakes are hydraulically operated, and the wheels and tyres can be Palmers or Dunlops. A cut-out is provided in the instructor's cockpit to render the pupil's brake controls inoperative.
   As the Master is an advanced Service trainer, much of the interest centres on the cockpits which are both commodious and comfortable. The front windows of the enclosure slide upwards on channels round the port side, there being a fixed hinge on the starboard side. For use in the air there are emergency catches on both sides, while very large quickly detachable panels are also fitted to permit rapid exit from either cockpit on either side should the machine nose-over on landing. The front windscreen is of moulded Perspex, and is fitted with a Triplex panel in the region of the reflector gun sight to give an optically perfect view of the target. For bad-weather flying two small panels in the screen may be opened. The remarks concerning the emergency exits and the opening of the front windows apply equally to the rear windows. Provision is made for sunblinds under the top portion of the cabin roof.
   Of special interest are the arrangements made to ensure that the landing view from the rear seat is comparable with that from the front. A vertical adjustment of the seat of 12in. is allowed instead of the normal 4in., bringing the occupant's head outside the normal fairing line of the cabin roof and giving him a good view over the leading edge. Whilst in this position he is protected by a windscreen which is automatically raised out of the cabin. The adjustment of the rudder bar may be made simultaneously with the change in position of the seats.
   The great majority of the instruments and equipment in the cockpits are visible in the drawing on p. 79, though special reference may be made to the Miles control unit, which incorporates Hobson patents and embodies a throttle, mixture and pitch control, levers for the undercarriage flaps and landing lights, elevator trim wheel and indicator, boost cut-out lever and rudder trim control wheel and indicator. Another feature of special interest is the Craviner fire-extinguisher installation. The extinguisher itself is mounted behind the rear scat, a tube leading forward into the engine bay. This tube is detachable in the front cockpit, and may be used to play on any fire which might occur in that region.
   On the floor are the emergency hydraulic valve for working the undercarriage and the emergency hydraulic hand pump. The rest of the hydraulic gear is situated beneath the floor, and is accessible through a removable panel on the underside of the fuselage.
   Particularly commendable is the grouping in a single unit in each cockpit of an adjustable rudder bar and control column and the gun-firing gear. Push-pull tubes stabilised by ball-races covered with rubber tyres are used throughout the entire control system. Damped trimming tabs operated by irreversible mechanisms fitted as close to the tabs as possible are fitted to the elevator and rudder. Each has its own indicating system and may be operated from either cockpit.

MILES MASTER I
Rolls Royce Kestrel XXX Engine

Dimensions and Areas
   Length 30ft. 8in.
   Minimum height (tail down) 10ft.
   Span 39ft.
   Track 12ft. 3 1/2 in.
   Airscrew diameter 10ft.
   Wing area 217 sq. ft.
   Aileron area 16.72 sq. ft.
Weights
   Tare weight 4,160 lb.
   Fuel (70 gal.) 525 lb.
   Oil (5 gal.) 45 lb.
   Pilot, pupil and parachutes 400 lb.
   Equipment 145 lb.
   Max. permissible weight 5,500 lb.
Performance
   Top speed at sea level 209 m.p.h.
   Top speed at 10,000ft 244 m.p.h.
   Top speed at 15,000ft. 264 m.p.h.
   Cruising speed (two-thirds power at 15,000ft.) 230 m.p.h.
   Range at 216 m.p.h. (allowing 20 gal. at petrol for ground running, climb and descent) 440 miles
   Climb to 15,000ft. 10 min.
   Service ceiling 28,000ft.
   Take-off run (still air) 293 yd.
   landing run (still air, using flaps and brakes) 320 yd.
   Landing speed 67 m.p.h.

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Описание:Description:

M.9 Kestrel / Master
Flight, July 1939
TRAINER DE LUXE
Flight, November 1939
Britain's Military Aircraft

Мировая Авиация 194
Регистрационный номерRegistry number: N7408 [7]
M.9A Master Mk I из авиационного училища ВВС Великобритании, 1940 год. В этот период Master был лучшим учебным самолетом в мире.

Jane's All the World Aircraft 1938 / 03 - All the world's aeroplanes

The Miles R.R. Trainer (Rolls-Royce "Kestrel" engine).
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)

A "private-venture" machine, the new Miles advanced fighter-trainer is powered with a Kestrel XVI which gives it a top speed of 290 m.p.h.
The private-venture Miles Kestrel, later registered U-5, was well ahead of its time.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)

A close-up of the installation of the Rolls-Royce Kestrel XVI and the Kestrel's well-streamlined nose.
Flight 1937-09 / Flight

An advanced Kestrel XVI installation in the new Miles trainer/general-purpose military monoplane. The coolant is ethylene glycol.
Flight 1937-07 / Flight
Flight 1937-12 / Flight

NOT SO PRIVATE: Child of a designer who, until comparatively recently, has concentrated on the production of private-owner types, the new Miles high-speed Service trainer has a number of features which would make it, in 200 h.p. form, an attractive device for the sporting pilot with (very) ample means. Capable of 295 m.p.h., the Miles Kestrel Trainer has great potentialities as a first-line military type. The engine is a Rolls-Royce Kestrel XVI.
Jane's All the World Aircraft 1938 / 03 - All the world's aeroplanes

The Miles R.R. Two-seat Fighter Training Monoplane (Rolls-Royce "Kestrel XVI" engine).
Flight 1937-07 / Flight

The Miles-Rolls-Royce advanced trainer-general-purpose-fighter-bomber-reconnaissance monoplane does about 290 m.p.h. with a 690/750 h.p. fully supercharged Kestrel XVI.
Flight 1938-02 / Flight

The Miles Kestrel Trainer which would make a very good first-line two-seater fighter, having a speed of 295 m.p.h.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)

The Kestrel as U 5, with deepened radiator but before modification of the canopy.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)

The Kestrel with the deeper and more bulbous radiator fairing. It originally had a much sleeker but less accessible installation, with which it made its debut at the 1937 RAF Display at Hendon. Powered by a supercharged 745 h.p. Rolls-Royce Kestrel engine, U 5 had a maximum speed of 296 m.p.h. at 14,500ft - only 15 m.p.h. slower than the front-line Hawker Hurricane.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)

Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)
Регистрационный номерRegistry number: N3300 [5]
The Kestrel after it became the Master prototype. Comparison with the picture of the Kestrel reveals the Master's deeper aft fuselage, redesigned fin and rudder, taller windscreen and modified rear canopy.
Flight 1939-09 / Flight Advertisements

Mr. ‘Bill’ Skinner, Chief Test Pilot of Phillips & Powis Ltd., prepares to test a Miles Master.
Flight 1939-11 / Flight

The late Mr. Skinner about to start in a Miles Master.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)

Another view of the Kestrel after modification as the Master prototype. The inverted gull wing allowed short, sturdy undercarriage legs to be used.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)
Регистрационный номерRegistry number: N3300 [5]
In the transition from prototype to production Master, the radiator was moved from the chin installation seen on N3300 here to a new and distinctive position under the mainspar.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)

A delightful impression of the prototype Miles M.9A Master I two-seater advanced trainer (Rolls-Royce Kestrel XXX).
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)
Регистрационный номерRegistry number: N3300 [5]
View of the Master prototype N3300 in flight during 1938-39. The extended rear fuselage and production-standard tail surfaces eliminated the directional hunting encountered during early Martlesham trials.
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)
Регистрационный номерRegistry number: N3300 [5]
N3300, the first prototype Master I, converted from the private venture Kestrel prototype, was delivered to the RAE in October 1938.
Flight 1939-05 / Flight
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)
Регистрационный номерRegistry number: N3300 [5]
The Miles Kestrel after modification as the prototype Master, N3300. Initially registered U 5 and flown for the first time on June 3, 1937, the Kestrel reappeared as N3300 in 1938. The strap visible around the rear fuselage in this photograph is part of the anti-spin parachute attachment; a release cable may be seen running forward to the cockpit.
MASTERLY: The Miles Master high-speed advanced trainer as now in large-scale production for the R.A.F. Actually, the machine seen here (with Mr. Skinner taking it up to 25,000ft. for tests), is the revised prototype with Rolls-Royce Kestrel XVI engine which gives it a top speed of 295 m.p.h. The production version will have the less powerful Kestrel XXX and will do nearly 270 m.p.h.
Aeroplane Monthly 1989-11 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (2)
Регистрационный номерRegistry number: N7408 [7]
The first production Miles Master I, N7408, was the first of an initial batch of Mk Is delivered to the RAF between July 1939 and September 1940. On August 28, 1940 N7408 hit a balloon cable and crash-landed at Smethwick, Birmingham.
Flight 1939-05 / Flight
Регистрационный номерRegistry number: N7408 [7]
THE NEW MASTER: In its production form, the Miles Master two-seater advanced trainer (Rolls-Royce Kestrel XXX) has a re-arranged radiator and certain other minor improvements.
Aeroplane Monthly 1998-10 / T.Neil - A Servant of Four Masters
Регистрационный номерRegistry number: N7547 [2]
A fine study of Master I N7547, with the mouth-like radiator intake and undercarriage “knuckle” well shown.
The in-line Rolls-Royce Kestrel engine of the Master I gave its nose a far different shape from that of the radial-engined Mks II and III. Not being “overly fond” of this early variant of the breed, the author was somewhat alarmed when one was wheeled out to replace the damaged Mk III.
Мировая Авиация 194
Регистрационный номерRegistry number: N7547 [2]
С мотором жидкостного охлаждения и огромным радиатором Master Mk I смотрелся необычно. Большинство самолетов Master эксплуатировалось в Силэнде, Халлавингтоне и Монтроузе.
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)
Регистрационный номерRegistry number: N7408 [7]
Stages in the evolution of commercial aircraft. The Hampstead.
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)
Регистрационный номерRegistry number: N7408 [7]
Mr. H. W. C. Skinner, chief test pilot, does a "straight and level" above the clouds on a production Master.
The first production Miles Master I, N7408, was the first of 900 Mk Is delivered to the RAF, the first aircraft entering service in mid-1939.
Aeroplane Monthly 1989-11 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (2)
Регистрационный номерRegistry number: N7408 [7]
Another view of Master I N7408. The general similarity of the type with the Spitfire and the Hurricane is obvious: it made the pupil’s transition from Tiger Moth to front-line fighter a much less daunting step.
Aeroplane Monthly 1990-10 / J.Meadows - Flying for fun (5)
Регистрационный номерRegistry number: T8559 [2]
Following a period with the A&AEE, this clipped-wing Miles Master 1 spent time with No 9 Pilots Advanced Flying Unit (PAFU) until it crashed near the River Tay in March 1944.
Flight 1940-05 / Flight Advertisements
Регистрационный номерRegistry number: N7408 [7]
The Miles Master, an advanced single-engined machine;
Aeroplane Monthly 1998-10 / T.Neil - A Servant of Four Masters
Регистрационный номерRegistry number: T8559 [2]
Another distinctive feature of the Master I was the curvaceous radiator housing beneath the cockpit. Two successive Mk Is in which the author attempted to complete his flight developed powerplant problems and had to return to Hawarden.
Flight 1940-12 / Flight

The Miles Master (Kestrel XXX) is an advanced trainer with very distinctive features.
Flight 1940-05 / Flight

ADVANCED FORMATION: Miles Master advanced trainers (Rolls-Royce Kestrel XXX) in a commendable vic formation. The Master reproduces many of the characteristics of such machines as the Hurricane and Spitfire and with a more powerful engine would make a very useful first-line fighter.
История Авиации 39 / В.Блинов - "Дон" Джентиль /Асы мира/

Звено английских тренировочных самолетов «Майлс Мастер» из состава учебной части, дислоцировавшейся в Силэнде (Флинтшер, Великобритания), которая занималась подготовкой лётного состава для Королевских ВВС из числа американских добровольцев.
Flight 1940-10 / Flight Advertisements
Aeroplane Monthly 1990-09 / J.Meadows - Flying for fun (4)
Регистрационный номерRegistry number: N7990
Miles Master Is, possibly those of 9 FTS, with N7990 nearest the camera.
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)
Регистрационный номерRegistry number: N7420 [2]
N7420 on finals, with full flap and undercarriage down.
Flight 1939-12 / Flight
Регистрационный номерRegistry number: N7420 [2]
MASTERFUL APPROACH: A Miles Master two-seater advanced trainer (Rolls-Royce Kestrel XXX) approaches to land with flaps down. A considerable number of these machines is already in service.
Air-Britain Aeromilitaria 1983-03
Регистрационный номерRegistry number: N7410 [5]
The third production Master I, N7410, taken at the A&AEE. It was initially flown to Martlesham Heath but was flown to Boscombe Down shortly after war was declared. It eventually became instructional airframe 2551M.
Air-Britain Aeromilitaria 1983-03
Регистрационный номерRegistry number: N7410 [5]
N7410 was the third production aircraft and was delivered to the Aeroplane & Armament Experimental Establishment at Martlesham Heath in August 1939, following N7409 which was intended for general handling trials.
N7410 was equipped with, bomb racks for use as a bombing trainer, having racks for small practice bombs mounted on the rear centre-section just outboard of the fuselage.
Air-Britain Aeromilitaria 1983-03
Регистрационный номерRegistry number: N7410 [5]
Air-Britain Aeromilitaria 1983-03
Регистрационный номерRegistry number: N7410 [5]
The third production Master I, N7410, taken at the A&AEE. It was initially flown to Martlesham Heath but was flown to Boscombe Down shortly after war was declared. It eventually became instructional airframe 2551M.
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)
Регистрационный номерRegistry number: N7412
Master N7412, seen with the rear seat raised, was later converted to become the prototype M24 single-seat Master Fighter.
Aeroplane Monthly 1989-05 / G.Levett - From Penguin into Eagle (4)
Регистрационный номерRegistry number: N7410 [5]
Miles Master advanced-training monoplanes with Rolls-Royce Kestrel XXX engines. The Kestrel XXX has been specially developed to meet training requirements.
Line-up of Master Is. The prototype first flew in 1938 but by the time war broke out in September 1939 only a handful were in service. Masters of No 5 EFTS are pictured here.
Factory-fresh Masters, 1939. N7410, second from the front, was delivered to the A & AEE and became 2551M in March 1941.
Aeroplane Monthly 1989-11 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (2)
Регистрационный номерRegistry number: N7428, N8014
ADVANCED TRAINERS: Flying training schools are now receiving batches of Miles Master I advanced training monoplanes with Rolls-Royce Kestrel XXX engines. These machines are not only fast and “easy on the eye” but reproduce more nearly than any comparable type the characteristics of the modern fighter.
A line-up of newly-delivered Miles Master Is, probably at No 5 FTS, RAF Sealand, in November 1939. The one with serial number visible, N7428, later went to No 6 Anti-Aircraft Cooperation Unit and was destroyed in a collision with Miles Master N8014 near Oswestry on June 15, 1942.
Closely resembling the Miles M.9 Kestrel, the Master I was powered by a derated Rolls-Royce Kestrel XXX, making it 70 m.p.h. slower than its predecessor. Its handling characteristics made it an ideal fighter trainer.
Flight 1939-07 / Flight
Flight 1940-05 / Flight

More RAF FTS pupils undergoing training on Master Is “somewhere in Southern England" according to the original caption. Many Battle of Britain pilots were trained on the Master, and the Miles team regarded the design as the firm's major contribution to the war effort.
Flight 1940-10 / Flight
Регистрационный номерRegistry number: N7492
Pupils of the Eagle Squadron being introduced by their R.A.F. instructors to the Miles Master Trainer on which they will receive their advanced training.
Flight 1939-11 / Flight

The nose of a Miles Master advanced trainer (Rolls-Royce Kestrel XXX). It will be seen that the radiator is mounted under the fuselage behind the engine.
Flight 1939-07 / Flight

There is no doubt that, in the Master, Service trainees will have "a real aeroplane." The top speed of over 260 m.p.h. can be credited on examining this view.
Flight 1939-07 / Flight

A V.D.M. spinner on the Miles Master
Flight 1939-07 / Flight

Undercarriage and landing light installation. The wheels turn 90° during retraction.
Flight 1939-07 / Flight

The complete wing of a Master showing the formation of the centre gulled portion.
Flight 1939-02 / Flight

SIR KINGSLEY WOOD looks into a Miles Master airframe on its jig during his visit to the new Phillips and Powis factory. The fuselage appears to have been modified to accommodate the new tail unit.
Flight 1939-07 / Flight

Semi-monocoque fuselages in train for Masters.
Flight 1940-08 / Flight

To maintain an even spacing between aircraft the trolleys are linked up by rods.
Flight 1940-08 / Flight

Centre-sections ready for transfer to assembly line opposite.
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)

Production at Woodley, with centre sections ready for transfer to the advanced track assembly line opposite. This system enabled the first 500 Master Is to be delivered between July 1939 and September 1940, a production rate of 33 machines per month.
Aeroplane Monthly 1989-11 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (2)

Miles Masters being constructed on the novel (for Britain at least) track assembly system at Woodley. The whole production line moved forward as a unit every 4hr, each assembly operation taking 4hr to complete.
Installation of Rolls-Royce engines. At the far end the line goes round the corner to where wings are fitted.
Flight 1940-08 / Flight

Nearing the final stage, where Rotol airscrews are fitted to the Rolls-Royce engines.
Flight 1940-08 / Flight

The fuselages are maintained in a horizontal position by having the tail wheels running in a raised rail or trough.
Flight 1939-07 / Flight

Miles Masters (Rolls-Royce Kestrel XXX) on the production line at Reading.
Aeroplane Monthly 1979-03 / L.Curtis - Anything To Anywhere (3)

An ATA maintenance hangar "somewhere in England" in 1942. Behind the Lockheed Hudson are a Hurricane, Demon K4411, an Oxford, Master W8905, an Argus, a Tutor, a Havard and the tail of an Anson. All were used either for the training or movement of ATA pilots.

Другие самолёты на фотографии: Another planes on the photo: Airspeed Oxford / AS.10 - ВеликобританияUnited Kingdom - 1937 Avro Anson / Type 652 - ВеликобританияUnited Kingdom - 1935 Avro Tutor/Sea Tutor/Prefect / Type 621/646/626 - ВеликобританияUnited Kingdom - 1929 Fairchild C-61 Forwarder / Model 24 / Argus - СШАUSA - 1932 Hawker Demon - ВеликобританияUnited Kingdom - 1932 Hawker Hurricane - ВеликобританияUnited Kingdom - 1935 Lockheed Hudson A-28 / A-29 - СШАUSA - 1938 North American T-6 Texan / AT-6 Harvard - СШАUSA - 1935

Air International 1987-05 / Fighter A to Z

The Miles M.24 makeshift six-gun fighter developed for emergency use during the Battle of Britain.

Flight 1940-01 / Flight

THE WHOLE WORKS: The Miles Master advanced trainer is fitted with all the dials and devices to be found in the cockpits of our latest fighters and bombers.
Flight 1940-04 / Flight

INSTRUMENT BOARD. 1, Flaps Position Indicator; 2, Airspeed Indicator Correction Card; 3, Speaking Tube Connection; 4, Reflector Sight Lamp Socket; 5, Reflector Sight Dimmer Switch; 6, Cockpit Lamps Dimmer Switch (Port); 7, Undercarriage Position Indicator; 8, Instrument Flying Hood Release; 9, Engine Revolution Indicator; 10, Cockpit Lamps Dimmer Switch (Starboard); 11, Signalling Switchbox; 12, Main Magneto Switches and Undercarriage Indicator Switch; 13. Oxygen Regulator; 14, Airspeed Indicator; 15, Artificial Horizon; 16, Rate of Climb Indicator; 17, Oil Temperature Thermometer; 18, Oil Pressure Gauge; 19, Boost Pressure Gauge; 20, Fuel Pressure Gauge; 21, Cockpit Lamp; 22, Landing Lamps Switch; 23, Time of Flight Cock; 24, Altimeter; 25, Directional Gyroscope; 26, Turn and Bank Indicator; 27, Fuel Contents Indicator (Port Tank); 28, Fuel Contents Indicator (Starboard Tank); 29, Fire Extinguisher Switch (under Flap); 30, Bomb Selector Switches; 31, Radiator Flap Indicator; 32, Bomb Jettison Switch; 33, Oil Cock; 34. Starting Magneto Switch; 35, Engine Priming Pump; 36, Pneumatic System Pressure Gauge; 37, Radiator Temperature Gauge; 38, Fuel Contents Indicator Switch; 39, Brake Triple Pressure Gauge; 40, Hydraulic System Pressure Gauge; 41, Control Box; 42, Radiator Flap Control; 43. P.6 Compass.
Flight 1940-04 / Flight

STARBOARD SIDE OF COCKPIT. 1, Stowage for Gun Reflector Sight Lamps; 2, Cockpit Lamp; 3, Fire Extinguisher Bayonet Connection; 4, Fuel Cock Control; 5, Signal Pistol in Mounting; 6, Cine-camera Gun Footage Indicator Mounting; 7, Navigation Lamps Switch; 8, Cine-camera Gun Switch; 9, Pitot Head Heating Switch; 10, Fuse Boxes; 11, Fuel System Priming Lever; 12, Rudder Bar Adjustment Lever; 13, Seat-operating Handle and Locking Plunger; 14, Safety Harness Release Gear; 15, Voltmeter; 16, Charge-regulating Switch; 17, Ammeter; 18, Fuse Boxes; 19, Fuse Boxes; 20, Resistance Unit; 21, Accumulator Cut-out; 22, Relay Switch; 23, Relay Switch; 24, Stowage for Signal Pistol Cartridges; 25, Emergency Door Handle; 26, Starting Handle Stowage.
Flight 1940-04 / Flight

CONTROL BOX. 1, Undercarriage Selector Lever; 2, Flaps Selector Lever; 3, Landing Lamps Control Lever; 4, Rudder Trimming Tab Control; 4a, Rudder Trimming Tab Indicator; 5, Elevator Trimming Tabs Control; 5a, Elevator Trimming Tabs Indicator; 6, Throttle Control Lever and Bomb Firing Switch; 7, Mixture Control Lever; 8, Airscrew Pitch Control Lever; 9, Engine Controls Friction Adjuster; 10, Boost Control Cut-out; 11, Landing Lamps Control Friction Adjuster.
Flight 1939-07 / Flight Advertisements

THE MILES MASTER is fitted with an Engine Control Unit, designed and constructed jointly by H. M. Hobson (Aircraft and Motor) Components Ltd. and Phillips & Powis Ltd. under HOBSON PATENTS. It incorporates in one unit the following Controls
- THROTTLE - MIXTURE - BOOST CUT-OUT - FLAPS - C.P. AIR SCREWS
- LANDING LIGHTS - ELEVATOR - RUDDER TRIM - BOMB RELEASE
- RETRACTABLE UNDERCARRIAGE WITH THROTTLE OPERATED WARNING DEVICE
Flight 1939-07 / Flight

The “business quarters” of the Master, our latest Service trainer. A key to the instruments, which are numbered in the drawing, appears on the right.
Aeroplane Monthly 1980-08 / P.Amos - Miles M.9A Master I /RAF Piston Trainers/ (10)

A closeup of the pupil and instructor positions in the Master I.
Aeroplane Monthly 1989-10 / A.Lumsden, T.Heffernan - Probe Probare: Miles Kestrel/Master (1)

Left, the Kestrel’s rear cockpit after the first modification to raise the roof. Right, the Kestrel with the front hood and modified instructor's hood open, showing the operating handle for the hinged aft windscreen.
Flight 1939-07 / Flight

Showing how, for landing, the instructor can raise himself to obtain a good view. The raising of the windscreen is automatic.
Aeroplane Monthly 1984-01 / L.Coombs - Cockpits of the RAF (4)

The retractable windscreen of the Miles Master lifted automatically when the instructor raised his seat, giving his improved vantage point some protection from the elements.
Aeroplane Monthly 1990-09 / J.Meadows - Flying for fun (4)

Rear cockpit of the Master 1, showing the instructor's position.