(Westland) Whirlwind @·AIRCRAFTUBE

  • Whirlwinds of 137 Squadron (March 1943) Whirlwinds of 137 Squadron (March 1943)
    Whirlwinds of 137 Squadron (March 1943)
  • Westland Whirlwind Westland Whirlwind
    Westland Whirlwind
  • The 2nd prototype - Martlesham Heath, July 1939 The 2nd prototype - Martlesham Heath, July 1939
    The 2nd prototype - Martlesham Heath, July 1939
  • Whirlwind Mark I of 263 Squadron during the 1941-1942 winter Whirlwind Mark I of 263 Squadron during the 1941-1942 winter
    Whirlwind Mark I of 263 Squadron during the 1941-1942 winter
  • The four<br>Hispano<br>20 mm<br>cannons The four<br>Hispano<br>20 mm<br>cannons
    The four
    Hispano
    20 mm
    cannons
  • Whirlwind of 137 Squadron at RAF Manston Whirlwind of 137 Squadron at RAF Manston
    Whirlwind of 137 Squadron at RAF Manston
  • Whirlwind pilots (March 1942) Whirlwind pilots (March 1942)
    Whirlwind pilots (March 1942)
  • 137 Squadron pilots (1943) 137 Squadron pilots (1943)
    137 Squadron pilots (1943)
  • Whirlwind of 263 Sqn (Exeter)<br>with Type B paint scheme<br>(November 1940) Whirlwind of 263 Sqn (Exeter)<br>with Type B paint scheme<br>(November 1940)
    Whirlwind of 263 Sqn (Exeter)
    with Type B paint scheme
    (November 1940)
  • The four<br>Hispano<br>20 mm<br>cannons The four<br>Hispano<br>20 mm<br>cannons
    The four
    Hispano
    20 mm
    cannons
  • Whirlwind Mk.I of 263 Sqn Whirlwind Mk.I of 263 Sqn
    Whirlwind Mk.I of 263 Sqn

Westland Whirlwind

The Westland Whirlwind was a British twin-engined heavy fighter developed by Westland Aircraft. A contemporary of the Supermarine Spitfire and Hawker Hurricane, it was the first single-seat, twin-engined, cannon-armed fighter of the Royal Air Force.

When it first flew in 1938, the Whirlwind was one of the fastest combat aircraft in the world and with four Hispano-Suiza HS.404 20 mm autocannon in its nose, the most heavily armed. Protracted development problems with its Rolls-Royce Peregrine engines delayed the project and few Whirlwinds were built. During the Second World War, only three RAF squadrons were equipped with the aircraft but despite its success as a fighter and ground attack aircraft, it was withdrawn from service in 1943.

Design and development

By the mid-1930s, aircraft designers around the world perceived that increased attack speeds were imposing shorter firing times on fighter pilots. This implied less ammunition hitting the target and ensuring destruction. Instead of two rifle-calibre machine guns, six or eight were required; studies had shown that eight machine guns could deliver 256 rounds per second. The eight machine guns installed in the Hurricane fired rifle-calibre rounds, which did not deliver enough damage to quickly knock out an opponent, and were dispersed at ranges other that at which they were harmonised. Cannon, such as the French 20 mm Hispano-Suiza HS.404, which could fire explosive ammunition, offered more firepower and attention turned to aircraft designs which could carry four cannon. While the most agile fighter aircraft were generally small and light, their meagre fuel capacity limited their range and tended to restrict them to defensive and interception roles. The larger airframes and bigger fuel loads of twin-engined designs were favoured for long-range, offensive roles.

The first British specification for a high-performance machine-gun monoplane was F.5/34 but the aircraft produced were overtaken by the development of the new Hawker and Supermarine fighters. The RAF Air Staff thought that an experimental aircraft armed with the 20 mm cannon was needed urgently and Air Ministry specification F.37/35 was issued in 1935. The specification called for a single-seat day and night fighter armed with four cannon. The top speed had to be at least 40 mph (64 km/h) greater than that of contemporary bombers – at least 330 mph (530 km/h) at 15,000 ft (4,600 m).

Eight aircraft designs from five companies were submitted in response to the specification. Boulton Paul offered the P.88A and P.88B (two related single engine designs differing in engine: hercules radial or Vulture in-line), Bristol the single-engined Type 153 with cannon in wings and the twin-engined Type 153A with cannon in nose. Hawker offered a variant of the Hurricane, the Supermarine Type 312 was a variant of Spitfire and the Supermarine Type 313 a twin-engined (RR Goshawk or Hispano 12Y) design with four guns in the nose and potentially a further two firing through the propeller hubs if the 12T was used, the Westland P.9 had two Rolls-Royce Kestrel K.26 engines and a twin tail.

When the designs were considered in May 1936, there was concern that on the one hand a two engine design would be less manoeuvrable than a single-engined design and on the other that uneven recoil from cannon set in the wings would give less accurate fire. The conference favoured two engines with the cannon set in the nose and recommended the Supermarine 313. Although Supermarine's efforts were favoured due to their success with fast aircraft and the promise of the Spitfire which was undergoing trials, neither they nor Hawker were in a position to deliver a modified version of their single-engined designs quickly enough - over two years for Supermarine. Westland, which had less work and was further advanced in their project, was chosen along with the P.88 and the Type 313 for construction. A contract for two P.9s was placed in February 1937 which were expected to be flying in mid-1938. The P.88s were ordered in December along with a Supermarine design to F37/35 but both were cancelled in January.

The Westland design team, under the new leadership of W. E. W. "Teddy" Petter designed an aircraft that employed state-of-the-art technology. The monocoque fuselage was tubular, with a T-tail at the end, although as originally conceived, the design featured a twin tail, which was discarded when large Fowler flaps were added that caused large areas of turbulence over the tail unit. By the employment of the T-tail, the elevator was moved up out of the way of the disturbed airflow caused when the flaps were down. Handley Page slats were fitted to the outer wings and to the leading edge of the radiator openings; these were interconnected by duraluminium torque tubes. In June 1941, the slats were wired shut on the recommendation of the Chief Investigator of the Accident Investigation Branch, after two Whirlwinds crashed when the outer slats failed during vigorous manœuvres; tests by the Aeroplane and Armament Experimental Establishment (A&AEE) confirmed that the Whirlwind's take-off and landing was largely unaffected with the slats locked shut, while the flight characteristics improved under the conditions in which the slats normally deployed.

The engines were developments of the Rolls-Royce Kestrel K.26, later renamed Peregrine. The first prototype, L6844, used long exhaust ducts that were channelled through the wings and fuel tanks, exiting at the wing's trailing edge. This configuration was quickly changed to more conventional, external exhausts after Westland's Chief test pilot Harald Penrose nearly lost control when an exhaust duct broke and heat-fractured an aileron control rod. The engines were cooled by ducted radiators, which were set into the leading edges of the wing centre-sections to reduce drag. The airframe was built mainly of stressed-skin duralumin, with the exception of the rear-fuselage, which used a magnesium alloy stressed skin. With the pilot sitting high under one of the world's first full bubble canopies and the low and forward location of the wing, all round visibility was good (except for directly over the nose). Four 20 mm cannon were mounted in the nose; the 600 lb/minute fire rate made it the most heavily armed fighter aircraft of its era. The clustering of the weapons also meant that there were no convergence problems as with wing-mounted guns. Hopes were so high for the design that it remained top secret for much of its development, although it had already been mentioned in the French press.

L6844 first flew on 11 October 1938, construction having been delayed chiefly due to the new features and also because of the late delivery of the engines and undercarriage. L6844 was passed to RAE Farnborough at the end of the year, while further service trials were later carried out at Martlesham Heath. The Whirlwind exhibited excellent handling characteristics and proved to be very easy to fly at all speeds. The only exception was the inadequate directional control during take-off which necessitated an increased rudder area above the tailplane.

The Whirlwind was quite small, only slightly larger than the Hurricane but with a smaller frontal area. The landing gear was fully retractable and the entire aircraft had a very clean finish with few openings or protuberances. Radiators were in the leading edge on the inner wings rather than below the engines. This careful attention to streamlining and two 885 hp Peregrine engines powered it to over 360 mph (580 km/h), the same speed as the latest single-engine fighters. The aircraft had short range, under 300 mi (480 km) combat radius, which made it marginal as an escort. The first deliveries of Peregrine engines did not reach Westland until January 1940.

By late 1940, the Supermarine Spitfire was scheduled to mount 20 mm cannon so the "cannon-armed" requirement was being met and by this time, the role of escort fighters was becoming less important as RAF Bomber Command turned to night flying. The main qualities the RAF were looking for in a twin-engine fighter were range and carrying capacity (to allow the large radar apparatus of the time to be carried), in which requirements the Bristol Beaufighter could perform just as well as or even better than the Whirlwind.

Production orders were contingent on the success of the test programme; although ACAS was impressed by the design the highly experimental design needed careful examination Delays caused by over 250 modifications to the two prototypes led to an initial production order for 200 aircraft being held up until January 1939, followed by a second order for a similar number, deliveries to fighter squadrons being scheduled to begin in September 1940. Earlier, due to the lower expected production at Westland, there had been suggestions that production should be by other firms (Fairey or Hawker) and an early 1939 plan to build 800 of them at the Castle Bromwich factory was dropped in favour of Spitfire production; instead a further 200 would be built by Westland.

Despite the Whirlwind's promise, production ended in January 1942, after the completion of just two prototypes and 112 production aircraft. Rolls-Royce needed to concentrate on the development and production of the Merlin, and the troubled Vulture, rather than the Peregrine. Westland was aware that its design – which had been built around the Peregrine – was incapable of using anything larger without an extensive redesign. After the cancellation of the Whirlwind, Petter campaigned for the development of a Whirlwind Mk II, which was to have been powered by an improved 1,010 hp Peregrine, with a better, higher-altitude supercharger, also using 100 octane fuel, with an increased boost rating. This proposal was aborted when Rolls-Royce cancelled work on the Peregrine. Building a Whirlwind consumed three times as much alloy as a Spitfire.

Operational history

Many pilots who flew the Whirlwind praised its performance. Sergeant G. L. Buckwell of 263 Squadron, who was shot down in a Whirlwind over Cherbourg, later commented that the Whirlwind was "great to fly – we were a privileged few... In retrospect the lesson of the Whirlwind is clear... A radical aircraft requires either prolonged development or widespread service to exploit its concept and eliminate its weaknesses. Too often in World War II, such aircraft suffered accelerated development or limited service, with the result that teething difficulties came to be regarded as permanent limitations". Another 263 Squadron pilot said "It was regarded with absolute confidence and affection". By comparison the test pilot Eric Brown described the aircraft as "under-powered" and "a great disappointment".

An aspect of the type often criticised was the high landing speed imposed by the wing design. Because of the low production level, based on the number of Peregrines available, no redesign of the wing was contemplated, although Westland did test the effectiveness of leading-edge slats to reduce speeds. When the slats were activated with such force that they were ripped off the wings, the slats were wired shut.

As the performance of the Peregrine engines fell off at altitude, the Whirlwind was most often used in ground-attack missions over France, attacking German airfields, marshalling yards, and railway traffic. The Whirlwind was used to particularly good effect as a gun platform for destroying locomotives. Some pilots were credited with several trains damaged or destroyed in a mission. The aircraft was also successful in hunting and destroying German E-boats which operated in the English Channel. At lower altitudes, it could hold its own against the Bf 109. Though the Peregrine was a much-maligned powerplant, it was more reliable than the troublesome Napier Sabre engine used in the Hawker Typhoon, the Whirlwind's successor. The twin engines meant that seriously damaged aircraft were able to return with one engine knocked out. The placement of the wings and engines ahead of the cockpit allowed the aircraft to absorb a great deal of damage, while the cockpit area remained largely intact. The rugged frame of the Whirlwind gave pilots greater protection than contemporary aircraft during crash landings and ground accidents. According to P. J. R. Moyes:

The basic feature of the Whirlwind was its concentration of firepower: its four closely-grouped heavy cannon in the nose had a rate of fire of 600 lb./minute – which, until the introduction of the Beaufighter, placed it ahead of any fighter in the world. Hand in hand with this dense firepower went a first-rate speed and climb performance, excellent manoeuvrability, and a fighting view hitherto unsurpassed. The Whirlwind was, in its day, faster than the Spitfire down low and, with lighter lateral control, was considered to be one of the nicest "twins" ever built… From the flying viewpoint, the Whirlwind was considered magnificent.

The first Whirlwinds went to 25 Squadron based at North Weald. The squadron was fully equipped with radar-equipped Bristol Blenheim IF night fighters when Squadron Leader K. A. K. MacEwen flew prototype Whirlwind L6845 from Boscombe Down to North Weald on 30 May 1940. The following day it was flown and inspected by four of the squadron's pilots and the next day was inspected by the Secretary of State for Air, Sir Archibald Sinclair and Lord Trenchard. The first two production Whirlwinds were delivered in June to 25 Squadron for night-flying trials. It was then decided to re-equip 25 Squadron with the two-seat Bristol Beaufighter night fighter, as it was already an operational night fighter squadron.

The first Whirlwind squadron would be 263 Squadron, which was reforming at Grangemouth, after disastrous losses in the Norwegian Campaign. The first production Whirlwind was delivered to 263 Squadron by its commander, Squadron Leader H. Eeles on 6 July. Deliveries were slow, with only five on strength with 263 Squadron on 17 August 1940 and none serviceable. (The squadron supplemented its strength with Hawker Hurricanes to allow the squadron's pilots to fly in the meantime.) Despite the Battle of Britain and the consequent urgent need for fighters, 263 Squadron remained in Scotland, Air Chief Marshal Hugh Dowding, in charge of RAF Fighter Command, stated on 17 October that 263 could not be deployed to the south because "there was no room for 'passengers' in that part of the world".

The first Whirlwind was written off on 7 August when Pilot Officer McDermott had a tyre blow out while taking off in P6966. In spite of this he managed to get the aircraft airborne. Flying Control advised him of the dangerous condition of his undercarriage. PO McDermott bailed out of the aircraft between Grangemouth and Stirling. The aircraft dived in and buried itself eight feet into the ground. On recent inspection of the salvaged wreck of P6966, it was noticed that the defective tyre fitted was not of the correct size for a Whirlwind. Instead, it was the correct size for a Hurricane which 263 Squadron was also flying.

No. 263 Squadron moved south to RAF Exeter and was declared operational with the Whirlwind on 7 December 1940. Initial operations consisted of convoy patrols and anti E-boat missions. The Whirlwind's first confirmed kill occurred on 8 February 1941, when an Arado Ar 196 floatplane was shot down; the Whirlwind responsible also crashed into the sea and the pilot was killed. From then on the squadron was to have considerable success with the Whirlwind while flying against enemy Junkers Ju 88s, Dornier Do 217s, Messerschmitt Bf 109s and Focke-Wulf Fw 190s.

263 Squadron also occasionally carried out day bomber escort missions with the Whirlwinds. One example was when they formed part of the escort of 54 Blenheims on a low-level raid against power stations near Cologne on 12 August 1941; owing to the relatively short range of the escorts, including the Whirlwinds, the fighters turned back near Antwerp, with the bombers continuing on without escort. Ten Blenheims were lost.

The squadron mostly flew low-level attack sorties across the channel ("Rhubarbs" against ground targets and "Roadstead" attacks against shipping). The Whirlwind proved a match for German fighters at low level, as demonstrated on 6 August 1941, when four Whirlwinds on an anti-shipping strike were intercepted by a large formation of Messerschmitt Bf 109s and claimed three Bf 109s destroyed for no losses. A second Whirlwind squadron, 137, formed in September 1941, specialising in attacks against railway targets. In the summer of 1942, both squadrons were fitted with racks to carry two 250 or 500 lb (110 or 230 kg) bombs, and nicknamed Whirlibombers. These undertook low-level cross-channel "Rhubarb" sweeps, attacking locomotives, bridges, shipping and other targets.

The worst losses of 137 Squadron occurred on 12 February 1942 during the Channel Dash, when they were sent to escort five British destroyers, unaware of the escaping German warships Scharnhorst and Gneisenau. Four Whirlwinds took off at 13:10 hours and soon sighted warships through the clouds about 20 mi (32 km) from the Belgian coast. They descended to investigate and were immediately jumped by about 20 Bf 109s of Jagdgeschwader 2. The Whirlwinds shot at anything in their sights but were heavily outnumbered. While this was happening, at 13:40, two more Whirlwinds were sent up to relieve the first four and two more Whirlwinds took off at 14:25; four of the eight Whirlwinds failed to return.

From 24 October until 26 November 1943, Whirlwinds of 263 Squadron made several heavy attacks against the German blockade runner Münsterland, in dry dock at Cherbourg. As many as 12 Whirlwinds participated at a time in dive bombing attacks carried out from 12,000–5,000 ft (3,700–1,500 m) using 250 lb (110 kg) bombs. The attacks were met by very heavy anti-aircraft fire but virtually all bombs fell within 500 yd (460 m) of the target; only one Whirlwind was lost during the attacks.

The last Whirlwind mission to be flown by 137 Squadron was on 21 June 1943, when five Whirlwinds took off on a "Rhubarb" attack against the German airfield at Poix. P6993 was unable to locate the target and instead bombed a supply train north of Rue. While returning, the starboard throttle jammed in the fully open position and the engine eventually lost power. It made a forced landing in a field next to RAF Manston but the aircraft was a write-off, although, as in many other crash landings in the type, the pilot walked away unhurt.

No. 263 Squadron, the first and last squadron to operate the Whirlwind, flew its last Whirlwind mission on 29 November 1943, turning in their aeroplanes and converting to the Hawker Typhoon in December that year. On 1 January 1944, the type was declared obsolete. The remaining serviceable aircraft were transferred to No. 18 Maintenance Unit, while those undergoing repairs or overhaul were allowed to be repaired only if they were in near-flyable condition. An official letter forbade aircraft needing repair to be worked on.

The aircraft was summed up by Francis Mason as follows:

"Bearing in mind the relatively small number of Whirlwinds that reached the RAF, the type remained in combat service, virtually unmodified, for a remarkably long time. The Whirlwind, once mastered, certainly shouldered extensive responsibilities and the two squadrons were called upon to attack enemy targets from one end of the Channel to the other, by day and night, moving from airfield to airfield within southern England".

Variants

  • P.9 prototype : Single-seat twin-engine fighter aircraft prototype. Two built (L6844 and L6845), can be distinguished from later production samples by the mudguards above the wheels (Though the first production sample (P6966) had them as well), the exhaust system and the so-called 'acorn' on the joint between fin and rudder. L6844 had a distinctive downward kink to the front of its pitot tube, atop the tail not seen again in following models. L6844's colour was dark grey. L6844 had opposite-rotation engines, L6845 had the same rotation engines as per production machines.
  • Whirlwind I : Single-seat twin-engine fighter aircraft, 400 ordered, 2 prototype & 114 production aircraft, total aircraft built 116.
  • Whirlwind II : Single-seat twin-engine fighter-bomber aircraft, fitted with underwing bomb racks, were nicknamed "Whirlibombers". At least 67 conversions made from the original Mk I fighter.
  • Experimental variants : A Mk I Whirlwind was tested as a night fighter in 1940 with No. 25 Squadron. The first prototype was armed with an experimental twelve 0.303 machine guns and another one 37 mm cannon.
    • Merlin variant Westland proposed fitting Merlin engines in a letter to Air Marshal Sholto Douglas. The proposal was rejected but Westland used the design work already performed in developing the Welkin high-altitude fighter.

    Operators

    United Kingdom : Royal Air Force :

    • No. 25 Squadron RAF tested three aircraft between May and July 1940. (might have carried code letters "ZK").
    • No. 263 Squadron RAF operated Whirlwinds between July 1940 and December 1943. Aircraft had applied the squadron's "HE" code letters.
    • No. 137 Squadron RAF operated Whirlwinds between September 1941 and June 1943. Aircraft had applied the squadron's "SF" code letters.

    US Navy One aircraft P6994 was sent to the US for trials in June 1942 and survived there until at least late 1944.

    Survivors

    After retirement in December 1943, all but one of the surviving Whirlwinds were sent to 18 Maintenance Unit at Dumfries, Scotland, where they were scrapped. P7048 was retained by Westland and was granted a civil certificate of airworthiness on 10 October 1946, with the registration G-AGOI. It was used as a company hack for a short time before being withdrawn in 1947 and scrapped.

    In October 1979, the remains of Whirlwind P6966, the first Whirlwind to be lost, were recovered near Grangemouth by enthusiasts in a dig group. The two Peregrine engines were recovered, as well as many pieces of the airframe.

    The Whirlwind Fighter Project began building a full-scale replica Whirlwind in 2011–2012, with the intention to have it built in approximately four years though dependent on the volunteers and funding.

    Plans for a 2/3 scale replica were marketed for home building in the late 1970s and early 1980s as the Butterworth Westland Whirlwind.

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    This text is available under the Creative Commons Attribution-ShareAlike License
    Source : Article Westland Whirlwind (fighter) of Wikipedia ( authors )

    Westland Whirlwind

    • Role : Heavy fighter.
    • National origin : United Kingdom.
    • Manufacturer : Westland Aircraft Limited.
    • First flight : 11 October 1938.
    • Introduction : June 1940.
    • Retired : December 1943.
    • Primary user : Royal Air Force.
    • Produced : 1940 – January 1942.
    • Number built : 116.

      • Specifications (Whirlwind)

    • Crew : 1.
    • Length : 32 ft 3 in (9.83 m).
    • Height : 11 ft 0 in (3.35 m).
    • Wingspan : 45 ft 0 in (13.72 m).
    • Wing area : 250 sq ft (23 m²).
    • Airfoil : root : NACA 23017; tip : NACA 23008.
    • Empty weight : 8,310 lb (3,769 kg).
    • Gross weight : 10,356 lb (4,697 kg).
    • Max takeoff weight : 11,445 lb (5,191 kg).
    • Maximum speed : 360 mph (580 km/h, 310 kts) at 15,000 ft (4,600 m).
    • Stall speed : 95 mph (153 km/h, 83 kts) flaps down.
    • Range : 800 mi (1,300 km, 700 nmi).
    • Combat range : 150 mi (240 km, 130 nmi) as low altitude fighter, with normal reserves.
    • Service ceiling : 30,300 ft (9,200 m).
    • Time to altitude : 15,000 ft (4,600 m) in 5 minutes 54 seconds, 30,000 ft (9,100 m) in 20 minutes 30 seconds.
    • Powerplant : Two Rolls-Royce Peregrine I V-12 liquid-cooled piston engines.
    • Power : 885 hp (660 kW) each at 10,000 ft (3,000 m) with 100 octane fuel.
    • Propellers : 3-bladed de Havilland-Hydromatic, 10 ft (3.0 m) diameter variable-pitch propellers.
    • Armament :
      • Guns : Four Hispano 20 mm cannon with 60 rounds per gun.
      • Bombs : optionally two 250 lb (115 kg) or 500 lb (230 kg) bombs.

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    This text is available under the Creative Commons Attribution-ShareAlike License
    Source : Article Westland Whirlwind (fighter) of Wikipedia ( authors )
    Westland Whirlwind : Your comments on this subject
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    Centralisation

    Internet is full of websites dedicated to aviation, but most are dedicated to subjects or periods that are very limited in space or time. The purpose of this site is to be as general as possible and thus treats all events as well as characters of all stripes and times while putting much emphasis on the most significant achievements.

    The same years saw birth of technologies like photography and cinema, thus permitting illustration of a large part of important aeronautical events from the start. Countless (and sometimes rare) media recently put online by enthousiasts finally give us access to these treasures, but the huge amount of information often makes things a little messy. A centralization effort is obviously most needed at this level.

    All persons who directly or indirectly contributed to the achievement or posting of such documents are here gratefully acknowledged.

    General

    Fluid website

    This site automatically fits the dimensions of your screen, whether you are on a desktop computer, a tablet or a smartphone.

    Bilingual website

    You can change the language by clicking on the flag in the upper left or via "Options" in the central menu. Of course, the videos remain in the language in which they were posted ...

    Browser compatibility

    The site is not optimized, or even designed to run on older browsers or those deliberately deviating from standards. You will most probably encounter display issues with Internet Explorer. In this case, it is strongly recommended installing a modern (and free!) browser that's respecting the standards, like Firefox, Opera, Chrome or Safari.

    Cookies and Javascript

    This site uses cookies and JavaScript to function properly. Please ensure that your browser is configured accordingly. Neither of these technologies, or other means shall in no case be used on the Site for the retention or disclosure of personal information about its Visitors. See the "Legal" page for more on this subject.

    Website layout

    Left menus

    Because of the lack of space on smartphones and small tablets, these menus are hidden. Everything is nevertheless accessible via the main menu option, located between the video and photo sections. This menu is placed there for compatibility reasons with some browsers, which play the videos over the menus.

    "Search" and "Latest" :
    The link "In Titles" restricts the search to the titles of different forms. Use this option if you are looking for a plane, a constructor, a pilot or a particular event that could have been treated as a subject.

    The link "In Stories" will bring you to a search in all texts (the "Story" tab) and will take more time. The search term will appear highlighted in green when opening the corresponding story.

    Would you believe, "Timeline" will show all subjects in chronological order.

    "Random" will reload the entire page with a new random topic.

    The bottom section keeps you abreast of the latest five entries. New topics are added regularly. Don't hesitate to come visit us often : add bookmark.

    Blogs and Comments central section

    Under the photos section comes the comments tabs window :

    You can enter general comments in your own language via one of the two buttons on the left (BLOG EN and BLOG FR). Note that these buttons are accessible regardless of the language to allow some participation in the other language.

    All comments are subject to moderation and will be published only if they comply with the basic rules of decorum, while remaining relevant to the purpose of this site.

    The third tab allows you to enter comments on the shown topic and is bilingual. Personal anecdotes, supplements and other information questions will take place here.

    The "Story" tab shows the explanatory texts. They are most often taken from Wikipedia, a site where we participate regularly.

    The "Data" tab is reserved for list of features and specifications.

    Right menus

    On a smartphone, the lack of space is growing and this menu is moved to the bottom of the page to give priority to videos and pictures.

    The top right icons are links to videos posted by third parties (on their own responsabilities) or by ourselves. The link below these icons will take you to the channel of the one who posted the video. Feel free to suggest other videos if you think they are of some interest (Use the BLOG button or the "Contact" link).