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Bristol Blenheim IV (Type 149)
Development
In 1937, with Type 142M Mark I production well in hand, Bristol put forward a tender to Air Ministry Spec G.24/35 (general reconnaissance), entitled Type 149 and eventually leading by a rather tortuous specification and tender path to the Type 152 Bristol Beaufort torpedo bomber. Meanwhile, with initial encouragement from the Air Ministry, the Bristol design team put forward a much simpler development of the Type 142M, transferring the Type 149 designation to this new project.
Bristol Type 149 Blenheim Mark IV
Q-Queenie of 211 Squadron en route FE 1942 (Bill Baird)
As suggested above, the pressure of the various Expansion Schemes saw mixed success in military aviation development, which the Air Ministry struggled to address. Perhaps prodded by acceptance of the Type 149 design for production in Canada as the Bolingbroke, after some hesitation the tender gained Air Ministry acceptance in the general reconnaissance role (suggesting that the Air Staff had some inkling of the deficiencies they were accepting in order to secure rapid re-equipment). For ease of production, the “new” type design saw only those modifications needed for the greater endurance required in reconnaissance: additional wing fuel tanks and (with several design attempts between mid 1937 and mid 1938) extension of the observer’s accommodation.
Into service
With production in hand from mid-1938, the first Mark IVs entered service in January 1939 having gathered some additional improvements along the way, including up-rated Mercuries and some rethinking of defensive armament.
Compared with the Blenheim I Mercury VIII of 840hp at +5lb supercharging, the Mercury XVs of the Mark IV could deliver 920hp at +9lb boost (but only with 100 octane petrol and only for an emergency limit of 30 minutes or for just 3 minutes at take-off). The engines would then be consuming 190-plus gallons per hour. The practice was to fuel up with 100 octane in the outer tanks only (maximum 188 gallons), leaving the inners for 280 gallons of 87 octane. To the peril of the crews, this invited re-fuelling (or worse, tank selection) mistakes. The Mercury XVs were liable to suffer damage and potentially serious loss of take-off power if abused with high boost on 87 octane inadvertently filled in the outer tanks.
The main visible differences from the Mark I were the extended navigator's compartment (with its complex glazing for the pilot's benefit), and the improved rear armament. Introduced in various forms, these eventually settled as a twin-gun dorsal turret and a rear-firing twin-gun chin cupola (where fitted). The airframe and fuselage interior were otherwise very little changed. Whatever the original official thinking, the Mark IV for the most part entered service with home and overseas commands in the same role as the Mark I: medium day bomber.
At home for example, No 2 Group's Blenheim IVs (including 82 Squadron under the Earl of Bandon and Basil Embry’s 107 Squadron) were to suffer during the appalling period of attempted daylight operations in May-June 1940 against the German advance through Belgium and France. Throughout this period, Battles and Blenheims of the AASF in France and the Blenheims of 2 Group Squadrons operating from England were tasked with sorties that even at the time were seen as ill-advised. On 8 May (just before the Battle of France began), Portal (CinC Bomber Cmd) signalled “I am convinced that the proposed use of these units is fundamentally unsound...we shall be lucky if we see again as many as half the aircraft we send out each time”. He was right, as was the CAS less than a week later, observing “we cannot continue indefinitely at this rate of intensity”.
The “well”
In the Blenheim IV cutaway below, the well in the wing centre-section carry-through is clearly shown. It is the oval cut-out in the space between the main and rear spars, immediately behind the pilot's seat and the navigator's fold-down seat. Used for the carriage of authorised stores, freight, a passenger in Spartan comfort and, occasionally, for the carriage of refreshments. The chin mount is the early single-Browning blister type.
Mark IV cutaway (Aviagraphica)
The normal crew was 3. Accounts of the number of additional personnel that might be carried in extremis vary. Whatever the apparent disposable weights, space was the limiting factor. Whether any more than the 6 quoted in various sources might be carried (in addition to the crew) is debatable. Much larger numbers have sometimes been reported (although whether by an eyewitness is unclear).
Specifications
Compared to the Mark I, the principal differences were as follows:
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Engines:
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2x Bristol Mercury XV 9-cylinder radial. Single-stage supercharging to maximum 920hp using 100 octane fuel at +9lb boost (take-off limit 3 minutes, emergency limit 30 minutes). Using 87 octane fuel +5lb boost (take-off limit 3 minutes, emergency limit 5 minutes).
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Armament:
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Rear turret initially 1xVGO, then 2xVGO, later 2xBrowning .303in MG.
Rear-firing chin mount initially 1xBrowning, later in various forms 2xBrowning .303in MG, eg the Fraser-Nash FN54 mounting.
Mark IVF: about 60 aircraft converted, as for the Mark I, with a 4-gun belly pack.
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Range:
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1,460 miles with 1,000lb bomb load. Maximum endurance: over 7 hours.
2x94 gallon outer wing tanks in addition to the 2x140 gallon inner tanks of the Mark I. Commonly, the outer tanks were used for the 100 octane fuel.
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Weights
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Empty 9,800lb
All-up 14,500lb (Mk I: 12,200lb)
Overload (maximum take-off) variously quoted: 15,000lb or 15,800lb (Pilot’s Notes) (Mark I 12,500lb)
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Speeds
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Stalling speed, flaps and undercarriage down at 12,500lb: 60mph
Engine-assisted approach 75-80mph
Economical cruising (greatest range) 130mph
Endurance (greatest flight time) 100mph
Maximum cruising 220mph
Maximum loaded speed 266mph at 11,800ft
Maximum diving speed (Vne) 285mph
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211 Squadron Blenheim IVs
211 briefly enjoyed the possession of some Mark IVs in Middle East operations. They were to receive more while operating as 72 OTU in the second half of 1941, and were fully re-equipped with 24 Mark IVs on transfer to the Far East in January 1942.
May–June 1941, Palestine and Syria
At this period, my late father’s Log Book recording of aircraft numbers is incomplete (see CFR Clark Operations in Palestine) but included V5585 and V5946. Bill Stack’s Log provides a fuller account, having completed 6 operations in N6197, V5445, Z6064 and a Mark I. Also known to have been in action in Syria: N6178 UQ-V.
July–December 1941 72 OTU operations, Wadi Gazouza
A mixture of Mark Is and IVs are known to have been on 211 Squadron charge. A few details of the Mark IVs are starting to emerge, from published and Logbook sources.
V6296, V6462, Z6243, Z6364, Z7577*, Z7695**, Z7763, Z7781, Z7892, Z9612***
* lost in training accident 29 December 1941
** lost in training accident with Mark I L1492 17 January 1942
*** failed to return from a low level bombing exercise Wadi Gazouza 25 November 1941. The burnt-out wreckage was found, not far away near Erkowit, on New Year’s Eve. The RAAF crew did not survive: Sgt John Skinner (pilot), Sgt Colin Dunstone (observer) and Sgt James Thompson (WOp/AG).
January 1942, Helwan
Re-formed as 211 Squadron in December 1941 for the FE posting
Z7699, Z7892, Z9829 for example.
In recent developments (July 2005), the number of identified Mark IVs taken by 211 Squadron to the Far East has risen to 18 of the 24 aircraft initially dispatched from the Middle East. Sources include personal logbooks of Cuttiford and Joerin, and Jefford’s The Flying Camels: The History of No 45 Squadron RAF.
January 1942
L9336, Z3733, Z7521*, Z7586**, Z7589, Z7622, Z7643***, Z7699†, Z7795, Z7855, Z7892, Z7974, Z9649*, Z9659††, Z9660, Z9713**, Z9815, Z9829.
* Lost on operations in take-off accident 11/12 February 1942:
Z7521 with loss of Clutterbuck and Newstead, Joerin surviving
Z9649 without loss, F/O Bev West RAAF and Greece veterans Sgt Gordon Chignall RAF and
Sergeant Jimmy Riddle RAF surviving
**Lost on operations 6 February 1942, intercepted while escorting Singapore-bound convoy, all
crew missing believed killed:
Z7586 RAAF crew: Sgt G Steele 407810, Sgt S Menzies 400417, Sgt G Gornall 402003.
Z9713 RAAF crew: Sgt AT Bott 400823, Sgt N Lynas 406200, Sgt H Lamond 404212.
*** Destroyed on the ground Pakenbaroe by 10 February 1942
†Lost on operations 6 February 1942, Kluang, S/Ldr KCVD Dundas DFC RAF, P/O GR Ritchie 400543 RAAF Observer, 404294 Sgt JB Keeping WOp/AG RAAF
††Lost on operations?
- Z3733 was one of the three Blenheims to fly the Squadron’s last operation from Java on 21 February 1942
- Z7622, crewed by the Australian F/O Cuttiford with Sgts Penry and Kendrick, left Helwan on 25 January 1942, took part in the first 211 Squadron reconnaissance sortie, while en route at Llhobingwan on 2 February 1942. Later recovered Riddle, Chignall and West from Pakenbaroe on 10/11 February 1942
- Z7643 started out for the FE with S/L KCVD Dundas DFC at the controls but was later lost on the ground at Pakenbaroe as recounted below
- Z7855 was flown by Squadron CO W/C RN Bateson DFC, Peter Dennis (Observer) and Sgt W Baird (WOp/AG) in Sumatra on 13 February 1942
- Z7892 RAAF Crew Sgt JC McNamara 406459, Sgt DW Penn 407274, Sgt NA Bruce 400668 left Helwan in the third flight of six on 27 January 1942. Suffering engine failure in a sand-storm they forced-landed at H4 on the oil-pipeline but an undercart leg collapsed on landing. Repaired, they reached Habbaniya on 4 February. After further delay at Shaibah, they travelled in company with 45 Squadron aircraft to finally arrive at Magwe in Burma on 14 February. The next day McNamara and co flew on to Mingaladon and were attached to 45 Squadron that day. In Sumatra, with the end near, 211 Squadron were about to withdraw to Kalidjati. McNamara was killed and Penn wounded at Mingaladon on 25 February as recounted on the RAAF page. Their aircraft, carrying considerable defects and damage, was ultimately withdrawn to Dum Dum. After repair, the aircraft went to 113 Squadron only to be lost over Myitkina on 16 April 1942 with S/Ldr Clifton Harper (Pilot) and P/O Leonard Beauchamp (Observer).
- Z9659 P/O DA Mayger, P/O EF French, Sgt Davies. Posted to 211 Squadron in January 1942, they left Helwan on 27 January. Delayed for a week at Habbaniya, the fate of their aircraft is not recorded. They proceeded to Magwe in V6328 and attachment to 45 Squadron.
- Z9649 departed for the Far East flown by W/C Bateson, with Peter Dennis (Observer) and Bill Baird), leaving Helwan with the first flight of six aircraft on 25 January 1942
- Z9660, crewed by F/O Cuttiford and co, was also on the last 211 Squadron operation from Kalidjati on 21 February 1942 to raid Japanese shipping in the Moesi River at Palembang: 4x250lb dropped from 4,500ft.
Z7643
On 4 February 1942, S/L Ken Dundas DFC, “Jimmy” Riddle and Gordon “Chig” Chignall departed Lhonga on the northern tip of Sumatra for Pakenbaroe, a leg of some 550 miles and 3hr 50m flying time, in Z7643. All were old hands from the Greek campaign.
Having refuelled at Pakenbaroe, during take-off for Palembang an oil leak developed in one engine, spotted in the nick of time by “Chig” in the turret. As commander of the flight about to depart, Ken Dundas there-upon took over Z7699, the aircraft of Bev West and co, to proceed to Palembang (as also recounted by W Op/AG JB Keeping).
Best, Riddle and Chignall remained at Pakenbaroe, Riddle arranging for repairs to Z7643. Attempting take-off a second time with West as pilot, they ran into an unconsolidated bomb crater, bending the propellers. Despite strenuous efforts at recovery and further repair, Z7643 was subsequently shot up and set afire, damaged beyond repair. Eventually F/O Cuttiford was sent back from P2 in Z7622 to rescue them early on 11 February. Jimmy recounted these adventures in So Long Singapore (see page 75).
Blenheim Mark IV Z7643 is an aircraft previously unrecorded in accounts of 211 Squadron’s Blenheim IV strength in the 1942 Far East operations. Aircraft records for both the Middle East and the Far East at this difficult period are known to be sparse and incomplete, as the mostly reliable Air Britain RAF Aircraft volumes carefully note. In this case, the volume for serials Z1000-Z9999 is in error regarding the fate of Z7643, recording it as lost in service with another Squadron altogether. The late Gordon Chignall’s log, however, confirms the identity of the aircraft. Other details of the adventure were confirmed thanks to Ian Carter and the log of the late Jimmy Riddle.
Not surprisingly, photographs of this period are also scarce. Those that do survive include many damaged by heat-affected processing. The shots of Z7643, below, show just this sort of damage. All in all, we are very lucky to be able to see them at all, thanks to Gordon Chignall who long kept them safe. His two photographs, previously unpublished, were major additions to the known collection of shots of 211 Squadron aircraft in the Far East in 1942. The few others are of aircraft in transit: Bill Baird’s Q-Queenie (above), Fred Joerin’s turret shot, and Mike Sainsbury’s Bahrein shot.
Sadly, I have to report that Jimmy Riddle of Mold, Flintshire died on 12 January 2004 and that Gordon Chignall of Midhurst, Sussex, died on 11 July 2004.
Z7643 Pakenbaroe February 1942 (Gordon Chignall)
In the filled but unconsolidated bomb crater.
Z7643 Pakenbaroe February 1942 (Gordon Chignall)
Little damage evident other than the props.
Bristol Type 160 Bisley (Blenheim Mark V)
Re-forming in India from August 1943 as a Beaufighter strike fighter unit, the Squadron gathered aircrew and groundcrew apace. There was a difficult period in which aircraft were hard to come by, and the Squadron found that some aircrew posted-in had languished for up to 6 months in India with little or no flying time. Quite a number of aircrew were accordingly detached for short periods with 308 Maintenance Unit or with the Aircrew Transit Pool, RAF Poona, in order to maintain flying currency, while parties of groundcrew were likewise detached to look after aircraft ultimately intended for issue to the Squadron.
Receiving its Beaufighters at Phaphamau in mid October, the Squadron had also been given charge of two of the unlamented Blenheim Mark Vs: BA990 and one of the last batch to be built, EH507. These they used briefly for flying training and later as Squadron “hacks”, for collecting aircrew, spares and other bods as they worked up. The Mark Vs were still on charge when the Squadron moved to Ranchi in November 1943, and forward to Silchar for operations in January 1944. BA990 was struck off charge on 7 October 1944 and EH507 one week later, though whether with 211 Squadron is unclear. No photographs are currently known.
Regrettably, the loss of F/Sgt Philip James Russ 656508 on 5 November at Poona in a Mark V was not mentioned in 211 Squadron records. At the Aircrew Transit Pool, RAF Poona, Russ was flying Bristol Blenheim V AZ887 on the crosswind leg of his approach to the airfield when he crashed one mile west of Poona with the flaps jammed, one up and the other down. He was alone in the aircraft, but 37 Indians in the camp village were killed in the accident. On investigation, a 6in hand-file was found jammed in the actuating mechanism. Russ is recorded in the RAF Poona ORB, rather than the ATP ORB (which was kept only for a short period in 1943), and lies in Kirkee War Cemetery.
At the end of January 1944 they were also allotted a North American Harvard, FE966.
www.211squadron.org © DR Clark & others 1998–2008
Site created 15 Apr 2001, last updated 13 Apr 2008. Page created 1 Jun 2001, last updated 16 Jul 2006
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