Airspeed Horsa
AS.51 and AS.58 Horsa | |
---|---|
An Airspeed Horsa under tow | |
Role | Troop and cargo military glider |
National origin | United Kingdom |
Manufacturer | Airspeed Ltd
|
First flight | 12 September 1941 |
Introduction | 1941 |
Status | retired |
Primary users | Army Air Corps United States Army Air Forces, Royal Canadian Air Force, Indian Air Force |
Number built | 3,799 |
The Airspeed AS.51 Horsa was a British troop-carrying
Having been greatly impressed by the effective use of
The Horsa was used in large numbers by the British
Development
Background
In the early stages of the
While the equipment for the airborne forces was under development, it was decided by War Office officials that
However, thinking eventually evolved into using gliders to land both troops and heavy equipment in the theatre of operations.[8] The first glider produced was the General Aircraft Hotspur, which first flew on 5 November 1940.[9] Several problems were found with the Hotspur's design, the worst being its inability to carry sufficient troops. It was believed that airborne troops should be landed in larger groups than the eight that the Hotspur could carry, and that the number of towplanes required would prove to be impractical. There were also concerns that the gliders would have to be towed in tandem, which would be extremely hazardous at night or through cloud.[10]
Accordingly, it was decided that the Hotspur would be used only as a training glider,
.. it must have been the most wooden aircraft ever built. Even the controls in the cockpit were masterpieces of the woodworker's skill.
— H. A. Taylor, Mrazek 1977, pg. 70
Airspeed assembled a team headed by aircraft designer Hessell Tiltman[13][14] whose efforts began at the de Havilland technical school at Hatfield, Hertfordshire, before relocating to Salisbury Hall, London Colney.[13] The Horsa was to have had paratroopers jumping from doors on either side of the fuselage, while the glider remained under tow, while combat landings would have been secondary. The widely set doors enabled simultaneous egress, as well as for troops to fire on nearby enemies while still in the glider. For this they were provided with several firing points in the roof and tail.[13] That idea was dropped, and it was decided that the glider would simply land troops.[15]
Production
In February 1941, an initial order was placed for 400 gliders and it was estimated that Airspeed should be able to complete the order by July 1942.
As specified in
In early 1942, production of the Horsa commenced; by May 1942, some 2,345 had been ordered by the Army for use in future airborne operations.[15] The glider was designed from the outset to be constructed using components and a series of 30 sub-assemblies required to complete the manufacturing process.[6] Manufacturing was intended primarily to use woodcrafting facilities, which were not needed for more urgent aviation production, and as a result, production was spread across separate factories, which consequently limited the likely loss in case of German attack.[10] The designer A. H. Tiltman said that the Horsa "went from the drawing board to the air in ten months, which was not too bad considering the drawings had to be made suitable for the furniture trade who were responsible for all production."[citation needed]
The initial 695 gliders were manufactured at Airspeed's factory in Christchurch, Hampshire;[17] production of the remainder was performed by an assortment of subcontractors.[15] These included Austin Motors, and a production group coordinated by the furniture manufacturers Harris Lebus.[19] These same contractors would produce an improved model of the glider, designated as the AS.53 Horsa Mk II, while none would be manufactured by Airspeed themselves. The Horsa Mk II had been specifically designed for the carriage of vehicles, featuring a reinforced floor and a hinged nose section in order to accommodate such use. Other changes included the adoption of a twin nosewheel arrangement, a modified tow attachment and an increased all-up weight of 15,750 lb (7,140 kg).
As a consequence of the majority of subcontractors not having available airfields from which to deliver the gliders, they sent the sub-assemblies to RAF Maintenance Units (MUs), who would perform final assembly themselves; this process has been attributed as being responsible for the widely varying production numbers recorded of the type.[15] Between 3,655 and 3,799 Horsas had been completed by the time production ended.[N 2]
Design
The Airspeed AS.51 Horsa was a large troop-carrying
It was considered to be sturdy and very manoeuvrable for a glider. The design of the Horsa adopted a high-wing cantilever monoplane configuration, being equipped with wooden wings and a wooden semi-monocoque fuselage. The fuselage was built in three sections bolted together, the front section held the pilot's compartment and main freight loading door, the middle section was accommodation for troops or freight, the rear section supported the tail unit.[25]
The fuselage joint at the rear end of the main section could be broken on landing to facilitate the rapid unloading of troops and equipment, for which ramps were provided.[22] Initially the tail was severed by detonating a ring of Cordtex around the rear fuselage. But this was thought to be hazardous, especially if detonated prematurely by enemy fire.[26] In early 1944, a method of detaching the tail was devised that used eight quick-release bolts, and wire-cutters to sever the control cables.[24]
The wing carried large "barn door"
The pilot's compartment had two side-by-side seats and dual controls, all of which being contained within a large
During March 1942, the Airborne Forces Experimental Establishment and 1st Airlanding Brigade commenced loading trials using several of the prototypes, but immediately ran into problems. During an attempt to load a jeep into a prototype, Airspeed personnel present informed the evaluation staff that to do so would break the glider's loading ramp, as it had been designed to hold only a single motorbike. With this lesson learnt, 1st Airlanding Brigade subsequently began sending samples of all equipment required to go into Horsas to Airspeed, and a number of weeks were spent ascertaining the methods and modifications required to fit the equipment into a Horsa.[27] Even so, the loading ramp continued to be considered to be fragile and prone to damage, which would ground the glider if sustained during loading.[24]
Operational history
Wartime use
The Horsa was first deployed operationally on the night of 19/20 November 1942 in the unsuccessful attack on the German
In preparation for further operational deployment, 30 Horsa gliders were air-towed by Halifax bombers from bases in
The Horsa was deployed in large numbers (estimated to be in excess of 250) during the
The
In British service, the Horsa was a major component during several major offensives that followed the successful Normandy landings, such as Operation Dragoon and Operation Market Garden, both in 1944, and Operation Varsity during March 1945. The latter was the final operation for the Horsa, and had involved a force of 440 gliders carrying soldiers of the 6th Airborne Division across the Rhine.[17][2]
Operationally, the Horsa was towed by various aircraft: four-engined heavy bombers displaced from operational service such as the
Postwar use
A small number of Horsa Mk IIs were obtained by the Royal Canadian Air Force (RCAF) and participated in evaluation trials which were held at CFB Gimli, Manitoba. Three of these survivors were purchased as surplus in the early 1950s and ended up in Matlock, Manitoba, where they were scrapped.[31] India also acquired a small number of Horsas for their own evaluation purposes.[29] Due to low surplus prices in the UK, many were bought and converted into trailers, sheds and even holiday cottages.[32]
On 5 June 2004, as part of the 60th anniversary commemoration of
Ten replicas were built for the 1977 film A Bridge Too Far, mainly for static display and set-dressing, although one Horsa was modified to make a brief "hop" towed behind a Dakota at Deelen, the Netherlands. During the production, seven of the replicas were damaged in a wind storm; the contingent were repaired in time for use in the film. Five of the Horsa "film models" were destroyed during filming with the survivors sold as a lot to John Hawke, aircraft collector in the UK.[33] Another mock-up for close-up work came into the possession of the Ridgeway Military & Aviation Research Group and is stored at Welford, Berkshire.[34]
Variants
- AS.51 Horsa I
- Production glider with cable attachment points at upper attachment points of main landing gear.[14]
- AS.52 Horsa
- Bomb-carrying Horsa; project cancelled prior to design/production
- AS.53 Horsa
- further development of the Horsa not taken up.
- AS.58 Horsa II
- Development of the Horsa I with hinged nose, to allow direct loading and unloading of equipment, twin nose wheel and cable attachment on nose wheel strut.[14]
Operators
- Belgian Army– One aircraft only.
- Army Air Corps
- Royal Air Force
- No. 670 Squadron RAF
Surviving aircraft
An Airspeed Horsa Mark II (KJ351) is preserved at the
A fuselage section displayed at the Traces of War museum at Wolfheze, Netherlands, was retrieved from Cholsey, Oxfordshire, where it had served as a dwelling for over 50 years. It was recovered around 2001 by the de Havilland Aircraft Museum, of London Colney, where it was stored until being bought by museum owner Paul Hendriks. The airframe is believed not to have seen active service.[citation needed] A cockpit section is on display at the Silent Wings Museum in Lubbock, Texas.
BAPC.232 Horsa I/II Composite – Nose & Fuselage sections is on display in the Walter Goldsmith Hangar at the de Havilland Aircraft Museum. A full-sized replica stands close to Pegasus Bridge, Normandy, as part of the Memorial Pegasus museum.
Specifications (AS.58 Mark II)
Data from Fighting Gliders of World War II,[39] British Warplanes of World War II,[40] BAE Systems
General characteristics
- Crew: Two
- Capacity: 28 troops / 2x M3A1 Howitzer + ¼ton truck with ammunition and crew / (20–25 troops was the "standard" Mark I load)[17]
- Length: 67 ft 0 in (20.42 m)
- Wingspan: 88 ft 0 in (26.82 m)
- Height: 19 ft 6 in (5.94 m)
- Wing area: 1,104 sq ft (102.6 m2)
- Aspect ratio: 7.2
- Airfoil: root: NACA 4419R 3.1; tip: NACA 4415R 3.1[41]
- Empty weight: 8,370 lb (3,797 kg)
- Gross weight: 15,750 lb (7,144 kg)
Performance
- Cruise speed: 100 mph (160 km/h, 87 kn) normal operational gliding speed
- Aero-tow speed: 150–160 mph (130–139 kn; 241–257 km/h)
- Stall speed: 48 mph (77 km/h, 42 kn) flaps down
- 58 mph (50 kn; 93 km/h) flaps up
- Wing loading: 14 lb/sq ft (68 kg/m2)
Notable appearances in media
See also
External videos | |
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British Pathe period footage of Horsa gliders in action | |
A pilot's account of flying the Horsa |
Aircraft of comparable role, configuration, and era
Related lists
- List of aircraft of the Army Air Corps (United Kingdom)
- List of aircraft of the Royal Air Force
- List of aircraft of World War II
References
Notes
- ^ Black and yellow diagonal bands on the underside warn "I am towing or being towed" so other aircraft would stay clear of the towline, and that the aircraft was unable to freely manoeuvre.
- ^ Precise figures for the total number of Horsas produced varies between sources. Aviation author David Mondey gives the figure of 3,799,[20] while Keith Flint and Tim Lynch give the number of 3,655,[15][21]
Citations
- ^ Flanagan 2002, p. 6.
- ^ a b c d e f Fredriksen 2001, p. 14.
- ^ Harclerode 2005, p. 197.
- ^ Harclerode 2005, p. 107.
- ^ Otway 1990, p. 21.
- ^ a b c Mondey 2002, p. 14.
- ^ Manion 2008, p.28
- ^ Flint 2006, p. 15.
- ^ Lynch 2008, p. 31.
- ^ a b c Smith 1992, p. 13.
- ^ Otway 1990, p. 23.
- ^ a b Flint 2006, p. 35.
- ^ a b c d e f Mrazek 2011, p. 331.
- ^ a b c Mrazek 1977, pg. 70.
- ^ a b c d e f Flint 2006, p. 56.
- ^ a b Smith 1992, p. 14.
- ^ a b c d e f Thetford 1968, p. 588.
- ^ a b Bowyer 1976, p. 37.
- ^ Lloyd 1982, p. 22.
- ^ a b c Mondey 2002, p. 15.
- ^ Lynch 2008, p. 203.
- ^ a b Morgan 2014, p. 59.
- ^ Smith 1992, p. 15.
- ^ a b c d e f g h Mrazek 2011, p. 336.
- ^ a b c d Munson 1972, p. 169.
- ^ Manion (2008), p.33
- ^ Otway 1990, p. 57.
- ^ a b c Morgan 2014, p. 50.
- ^ a b Swanborough 1997, p. 7.
- ^ Morrison 1999, p. 56.
- ^ Milberry 1984, p. 197.
- ^ "Glider Cottage." Popular Mechanics, October 1947, p. 134.
- ^ Hurst 1977, p. 29.
- ^ "The Ridgeway Military & Aviation Research Group." freeuk.net, Retrieved: 27 July 2009.
- ^ "The Collection." Archived 8 April 2009 at the Wayback Machine Airborne Museum, Retrieved: 20 May 2009.
- ^ Note; to enable the aircraft to be flown would require the UK CAA to issue a 'Permit to Fly' for the aircraft which would require the manufacturer (the now BAE Systems) to provide manufacturer support for the 70+ year old design. Due to age of the design and legal liability issues this is not now possible.
- ^ Jenkins, T.N. "Horsa Replica – Full Background" Archived 13 November 2007 at the Wayback Machine The Assault Glider Trust. Retrieved: 7 June 2009.
- ISSN 0143-7240.
- ISBN 978-0-312-28927-0.
- ^ March 1998, p. 8.
- ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
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- Bowyer, Michael J.F. "Enter the Horsa" (Army-air colours 1937–45). Airfix magazine, Volume 18, No. 1, September 1976.
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