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{{Short description|Advanced trainer aircraft in Britain}} |
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{{Use dmy dates|date=September 2017}} |
{{Use dmy dates|date=September 2017}} |
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{{Use British English|date=September 2017}} |
{{Use British English|date=September 2017}} |
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{{Infobox aircraft |
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|name = Master |
|name = Master |
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|image = File:IWM-COL198 |
|image = File:Miles M.27 Master MkIII W8667, No.5 SFTS. IWM-COL198.jpg |
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|caption = |
|caption = Master III (serial W8667) of No.5 SFTS |
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}}{{Infobox Aircraft Type |
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|type = [[trainer aircraft|Advanced trainer]] |
|type = [[trainer aircraft|Advanced trainer]] |
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|manufacturer = [[Miles Aircraft Ltd|Phillips and Powis Aircraft Ltd]] |
|manufacturer = [[Miles Aircraft Ltd|Phillips and Powis Aircraft Ltd]] |
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|designer = [[Frederick George Miles|F. G. Miles]] |
|designer = [[Frederick George Miles|F. G. Miles]] |
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|first_flight = 31 March 1939 |
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|introduction = 1939 |
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|retired = |
|retired = |
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|status = Out of production, retired |
|status = Out of production, retired |
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|primary_user = [[Royal Air Force]] |
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|more_users = {{ubli|[[Egypt]] | [[South African Air Force]] | [[Turkey]]}} |
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|number_built = 3,249<ref name="Amos aeroSep80 p462,4" /> |
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|developed_from= [[Miles Kestrel]] |
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|variants= [[Miles Martinet]] |
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}} |
}} |
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The '''Miles M.9 Master''' was a |
The '''Miles M.9 Master''' was a British two-seat [[monoplane]] advanced trainer designed and built by aviation company [[Miles Aircraft|Miles Aircraft Ltd]]. It was inducted in large numbers into both the [[Royal Air Force]] (RAF) and [[Fleet Air Arm]] (FAA) during the Second World War. |
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The Master can trace its origins back to the earlier [[Miles Kestrel|M.9 Kestrel]] demonstrator aircraft. Following the failure of the rival [[de Havilland Don]] as a satisfactory trainer aircraft, the RAF ordered 500 ''M9A Master'' |
The Master can trace its origins back to the earlier [[Miles Kestrel|M.9 Kestrel]] demonstrator aircraft. Following the failure of the rival [[de Havilland Don]] as a satisfactory trainer aircraft, the RAF ordered 500 ''M9A Master'' advanced trainers to meet its needs. Once in service, it provided a fast, strong and fully [[aerobatic]] aircraft that functioned as an excellent introduction to the high performance British [[fighter aircraft]] of the day: the [[Supermarine Spitfire]] and [[Hawker Hurricane]]. Throughout its production life, thousands of aircraft and various variants of the Master were produced, the latter being largely influenced by engine availability. Numerous Masters were modified to enable their use as [[Gliding#Aerotowing|glider tows]]. The Master also served as the basis for the [[Miles Martinet]], a dedicated [[target tug]] adopted by the RAF. |
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Perhaps the most radical use of the aircraft was the ''M.24 Master Fighter''. Armed with six [[.303 |
Perhaps the most radical use of the aircraft was the '''M.24 Master Fighter'''. Armed with six [[.303 British|0.303 inch (7.7 mm)]] machine guns, it was intended for mass production as an [[emergency fighter]] during the [[Battle of Britain]]; this model did not ultimately see combat. Ordinary trainer models could also be fitted with armaments, including a single .303 in [[Vickers machine gun]] and eight bombs, for training purposes only. Beyond the British air services, other nations also chose to adopt the Master, including the [[South African Air Force]], [[United States Army Air Force]], [[Irish Air Corps]], [[Royal Egyptian Air Force]], [[Turkish Air Force]], and the [[Portuguese Air Force]]. While thousands of Masters were manufactured, no complete examples have been preserved. |
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==Development== |
==Development== |
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===Background=== |
===Background=== |
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The ''M.9A Master I'' was based on the [[Miles Kestrel|M.9 Kestrel]] trainer that was first demonstrated at the [[Hendon |
The ''M.9A Master I'' was based on the privately developed [[Miles Kestrel|M.9 Kestrel]] trainer that was first demonstrated at the [[Hendon Aerodrome|Hendon Air show]] in July 1937, although this aircraft never entered production. The M.9 Kestrel, powered by a single [[Rolls-Royce Kestrel|Rolls-Royce Kestrel XVI]] V-12 engine, capable of generating up to 745 [[Horsepower|hp]] (555 kW), could attain a maximum speed of 296 mph (477 km/h).<ref name="Amos aeroAug80 p413-4">Amos ''Aeroplane Monthly'' August 1980, pp. 413–414.</ref><ref name = "flight 77"/> The British [[Air Ministry]] had previously selected the [[de Havilland Don]] multi-role trainer{{Efn|training pilots, radio operators and air gunners (the Don as designed had a dorsal turret)}} to meet [[List of Air Ministry specifications#1930–1939|Specification T.6/36]], which called for an advanced [[trainer aircraft]]; however, this aircraft would prove to be a failure. Still requiring an aircraft to perform the duties intended for the Don, following the prototype Master (serial N3300) the RAF placed a large order on 11 June 1938 for 500 examples of a modified version of the Kestrel (to specification 16/38), designated M.9A with the [[British military aircraft designation systems|service name]] Master, at a cost of £2 million.{{Citation needed|date=July 2019}} This was claimed to be Britain's largest ever contract for a training aircraft at the time. |
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Upon receipt of this order, Miles had the prototype M.9 rebuilt into a representative prototype for the Master. Alterations included the installation of a lower-powered (715 hp (535 kW)) |
Upon receipt of this order, Miles had the prototype M.9 rebuilt into a representative prototype for the Master. Alterations included the installation of a lower-powered (715 hp (535 kW)) Kestrel XXX engine, of which there were large surplus stocks available, along with extensive revisions to the airframe, which involved the adoption of a new cockpit [[canopy (aircraft)|canopy]], a modified rear fuselage and tail, along with the repositioning of the [[radiator]] from underneath the nose to the underside of the wing's centre-section. These modifications came at the cost of a significantly reduced maximum speed over the M.9; despite this, the Master was a relatively fast and manoeuvrable trainer.<ref name = "flight 77"/> Miles had designed the Master to fulfil their vision of an effective trainer aircraft, being one that could match the performance of, and possess similar characteristics to, the frontline RAF [[monoplane]] fighters of the day, these being the [[Supermarine Spitfire]] and the [[Hawker Hurricane]].<ref name = "flight milestones">[https://www.flightglobal.com/pdfarchive/view/1942/1942%20-%200292.html "Milestones...1939."] ''Flight'', 5 February 1942. p. vi.</ref> |
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===Into flight=== |
===Into flight=== |
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On 31 March 1939, the first true production Master I conducted its [[maiden flight]].<ref name="Amos aeroAug80 p414-6">Amos ''Aeroplane Monthly'' August 1980, pp. 414–416.</ref><ref name="March p177">March 1998, p. 177.</ref> |
On 31 March 1939, the first true production Master I conducted its [[maiden flight]].<ref name="Amos aeroAug80 p414-6">Amos ''Aeroplane Monthly'' August 1980, pp. 414–416.</ref><ref name="March p177">March 1998, p. 177.</ref> The first production examples were delivered during late July of that year.<ref name = "flight 77">''Flight'', 27 July 1939. p. 77.</ref> The Master had entered RAF service just prior to the start of the Second World War. Eventually, 900 Mk. I and Mk. IA Masters were constructed. This total included 26 built as the M.24 Master Fighter which were modified to a single-seat configuration, and armed with six [[.303 in]] [[machine gun]]s for use as an [[emergency fighter]]; this model never saw combat use.{{Citation needed|date=July 2019}} |
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When production of the Kestrel engine ceased, a new variant of the Master was designed that used an air-cooled [[Bristol Mercury|Bristol Mercury XX]] [[radial engine]], capable of producing 870 hp (650 kW), instead.<ref>[https://www.flightglobal.com/pdfarchive/view/1941/1941%20-%201430.html "The Mercurial Master."] ''Flight'', 26 June 1941. p. 434.</ref> Thus configured, on 30 October 1939, the first ''M.19 Master II'' prototype made its first flight; 1,748 aircraft were eventually built. After the [[Lend-Lease]] programme provided a supply of engines from the |
When production of the Kestrel engine ceased, a new variant of the Master was designed that used an air-cooled [[Bristol Mercury|Bristol Mercury XX]] [[radial engine]], capable of producing 870 hp (650 kW), instead.<ref>[https://www.flightglobal.com/pdfarchive/view/1941/1941%20-%201430.html "The Mercurial Master."] ''Flight'', 26 June 1941. p. 434.</ref> Thus configured, on 30 October 1939, the first ''M.19 Master II'' prototype made its first flight; 1,748 aircraft were eventually built. After the [[Lend-Lease]] programme provided a supply of engines from the United States to Britain, a third variant of the Master, designated ''M.27 Master III'', was designed, which was powered by the American-built [[Pratt & Whitney Twin Wasp Junior]], a two-row radial engine that could generate 825 hp (615 kW). A total of 602 Master IIIs were constructed.<ref name="Amos aeroSep80 p462">Amos ''Aeroplane Monthly'' September 1980, p. 462.</ref> |
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In a typical trainer configuration, the Master was equipped to carry eight practice |
In a typical trainer configuration, the Master was equipped to carry eight practice bombs, plus a single .303 in [[Vickers machine gun]] that was mounted in the front fuselage. During 1942, it was decided to have the wings of all variants clipped by three feet (c. one metre); this modification reduced the stress imposed upon the wings while also increasing the aircraft's manoeuvrability.{{Citation needed|date=July 2019}} |
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===Production=== |
===Production=== |
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[[File:Miles Master.jpg|thumb|Miles M.9A Master I]] |
[[File:Miles Master.jpg|thumb|Miles M.9A Master I]] |
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A total of 3,249 Masters were built by Phillips and Powis Aircraft Limited at [[Woodley Aerodrome|Woodley]], Berkshire; [[South Marston]], [[ |
A total of 3,249 Masters were built by Phillips and Powis Aircraft Limited (as Miles was known until 1943) at [[Woodley Aerodrome|Woodley]], Berkshire; [[South Marston]], near [[Swindon]], Wiltshire; and [[Doncaster]]. This was the largest number produced of any Miles aircraft type prior to production of the newer [[Miles Martinet]] taking precedence during 1942.<ref name="Amos aeroSep80 p462,4">Amos ''Aeroplane Monthly'' September 1980, pp. 432, 464.</ref> |
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The mass production of this aeroplane at Woodley required a major expansion of the original |
The mass production of this aeroplane at Woodley required a major expansion of the original Phillips & Powis factory, which was officially opened on 27 January 1939 by the [[Secretary of State for Air]], [[Kingsley Wood|Sir Kingsley Wood]]. This facility was outfitted with a pioneering [[assembly line|moving track assembly line]], which is believed to be the first such facility in a British aircraft factory. A similar facility was also installed in the company's shadow factory at South Marston by the end of 1940.{{Citation needed|date=July 2019}} |
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==Design== |
==Design== |
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The Miles Master was a [[tandem]]-seat low-wing [[cantilever]] [[monoplane]], powered by a single [[reciprocating engine]].<ref name = "flight milestones"/> Initial models used the [[Rolls-Royce Kestrel|Kestrel XXX]] engine; capable of providing up to 745 [[Horsepower|hp]] (555 kW), this powerplant enabled the aircraft to achieve a maximum speed of 296 mph (477 km/h),<ref name="Amos aeroAug80 p413-4"/> which reportedly made the Master as fast as the single-seat [[biplane]] fighters of 1935.<ref name = "flight milestones"/> The |
The Miles Master was a [[tandem]]-seat low-wing [[cantilever]] [[monoplane]], powered by a single [[reciprocating engine]].<ref name = "flight milestones"/> Initial models used the [[Rolls-Royce Kestrel|Kestrel XXX]] engine; capable of providing up to 745 [[Horsepower|hp]] (555 kW), this powerplant enabled the aircraft to achieve a maximum speed of 296 mph (477 km/h),<ref name="Amos aeroAug80 p413-4"/> which reportedly made the Master as fast as the single-seat [[biplane]] fighters of 1935.<ref name = "flight milestones"/> The inverted [[gull wing]] of the Master was a major distinguishing factor of the aircraft and was adopted – despite higher production costs – for its performance benefits, permitting the stowage of both the retractable [[landing gear|undercarriage]] and fuel tanks; aside from this shaping, the wing's design largely conformed with traditional approaches.<ref name = "flight 778">''Flight'', 27 July 1939. pp. 77-78.</ref><ref>[https://www.flightglobal.com/pdfarchive/view/1942/1942%20-%202212.html "Aircraft Types and their Characteristics: Miles Master III."] ''Flight'', 22 October 1942. p. a.</ref> It featured [[hydraulics|hydraulically]]-actuated [[Flap (aeronautics)#Split flap|split flaps]] along its [[trailing edge]], their position being indicated electronically on the cockpit's instrumentation panel. The wing's centre-section also accommodated a single [[machine gun]].<ref name = "flight 78">''Flight'', 27 July 1939. p. 78.</ref> |
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While the Master had incorporated relatively advanced aerodynamic characteristics (intended to mimic frontline fighters) for a contemporary trainer aircraft, it used a conventional structure, comprising an oval-section fuselage covered by a [[plywood]] skin, featuring a semi-[[monocoque]] approach.<ref name = "flight 77"/> Forward of the tandem cockpits, the nose is strengthened by a metal former that provides protection against nose-overs, a common occurrence amongst trainee pilots when flying aircraft |
While the Master had incorporated relatively advanced aerodynamic characteristics (intended to mimic frontline fighters) for a contemporary trainer aircraft, it used a conventional structure, comprising an oval-section fuselage covered by a [[plywood]] skin, featuring a semi-[[monocoque]] approach.<ref name = "flight 77"/> Forward of the tandem cockpits, the nose is strengthened by a metal former that provides protection against nose-overs, a common occurrence amongst trainee pilots when flying aircraft with 'tail dragger' [[Tricycle landing gear|conventional undercarriage]]. The tail section had an orthodox [[cantilever]] structure, the tailplane being mounted directly on top of the fuselage; the tailplane's aerodynamics were designed to facilitate easy [[Spin (aerodynamics)|spin]] recovery.<ref name = "flight 77"/> The Kestrel engine is mounted on tubular steel bearings, to facilitate engine removal for ease of maintenance through four main bolts along with the connecting leads. Further maintenance savings were made by de-rating the engine power, giving a longer interval between overhauls.<ref name = "flight 78"/> |
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The Master was furnished with a [[constant-speed propeller]], which was interchangeable between [[Rotol]] and [[de Havilland]] units.<ref name = "flight 78"/> The Kestrel engine of early-built aircraft incorporated various auxiliary drives to power both [[vacuum]] and hydraulic pumps, along with an [[air compressor]] and a 500-watt electrical [[Electric generator|generator]]. Cooling for the water and |
The Master was furnished with a [[constant-speed propeller]], which was interchangeable between [[Rotol]] and [[de Havilland]] units.<ref name = "flight 78"/> The Kestrel engine of early-built aircraft incorporated various auxiliary drives to power both [[vacuum]] and hydraulic pumps, along with an [[air compressor]] and a 500-watt electrical [[Electric generator|generator]]. Cooling for the water and oil systems was provided via a duct running underneath the fuselage.<ref name = "flight 78"/> Fuel was housed in a pair of tanks, each containing up to {{Convert|36|impgal|L|abbr=on}}, accommodated within the wings; the oil tank is mounted behind a [[Firewall (engine)|fireproof bulkhead]] while the water tank is mounted in front of the engine. The retractable undercarriage is operated via two separate hydraulic systems along with a hand-pump as backup; the [[brake]]s are also hydraulically-actuated.<ref name = "flight 789">''Flight'', 27 July 1939. pp. 78-79.</ref> |
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The cockpit of the Master was designed |
The cockpit of the Master was designed with considerable attention to best facilitate its use as a trainer aircraft, including for ease of use and comfort.<ref name = "flight 79"/> The positions of the two flying crew, the student in front and the instructor behind, was staggered; the rear position was 12 inches higher to provide the instructor with greater visibility.<ref name = "flight 7980">''Flight'', 27 July 1939. pp. 79-80.</ref> Mid-flight, an instructor could disconnect several of the student pilot's controls, such as the brakes, using various cut-outs. The forward windscreen is composed of moulded [[Perspex]] and furnished with a [[Reflector sight|reflector-type gun sight]], providing an optically-perfect view of a target.<ref name = "flight 79"/> Two small panels can be opened to aid visibility while flying in poor weather conditions, [[Window blind|sun blinds]] are also incorporated. Catches on either side of the sliding canopy allow for the panels to be rapidly detached, facilitating faster bailing-out during an emergency.<ref name = "flight 79">''Flight'', 27 July 1939. p. 79.</ref> Other emergency equipment included a [[Graviner]] [[fire extinguisher]] mounted behind the rear seat and emergency hydraulic controls set into the floor of the cockpit.<ref name = "flight 80">''Flight'', 27 July 1939. p. 80.</ref> |
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==Operational history== |
==Operational history== |
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Typical service use of the Master primarily revolved around ''(Pilot) Advanced Flying Units'', where they were used for training aircrew in preparation for service with frontline squadrons. Amongst other parts of the training syllabus, pilots would often be first exposed to fighter tactics while flying the aircraft. By 1942, advertisements claimed that the Master was being flown by every RAF fighter pilot-in-training.<ref name = "flight milestones"/> |
Typical service use of the Master primarily revolved around ''(Pilot) Advanced Flying Units'', where they were used for training aircrew in preparation for service with frontline squadrons. Amongst other parts of the training syllabus, pilots would often be first exposed to fighter tactics while flying the aircraft. By 1942, advertisements claimed that the Master was being flown by every RAF fighter pilot-in-training.<ref name = "flight milestones"/> |
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Several hundred Master IIs were either delivered in, or subsequently converted to, a configuration that allowed their use in the [[Gliding#Aerotowing|glider-tow]]ing role. Such aircraft would have the lower portion of their [[rudder]] cut away to allow fitting of a towing hook. Starting in 1942, Miles Masters were extensively used as tugs for [[General Aircraft Hotspur]] gliders at various Glider Training Schools. Examples were also operated by multiple [[ |
Several hundred Master IIs were either delivered in, or subsequently converted to, a configuration that allowed their use in the [[Gliding#Aerotowing|glider-tow]]ing role. Such aircraft would have the lower portion of their [[rudder]] cut away to allow fitting of a towing hook. Starting in 1942, Miles Masters were extensively used as tugs for [[General Aircraft Hotspur]] gliders at various Glider Training Schools. Examples were also operated by multiple [[List of Royal Air Force units & establishments#Anti-aircraft units|Anti-aircraft Co-operation Units]] of the RAF as a [[liaison aircraft]] with [[British Army]] units.{{Citation needed|date=July 2019}} |
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Initially, the type was mainly used for training, thus few aircraft entered squadron service. Known deployments were to [[No. 287 Squadron RAF|No. 287 Squadron]] between February and August 1942, to [[No. 286 Squadron RAF|No. 286 Squadron]] from November 1944 to February 1945,<ref>Jefford 2001, p. 85.</ref> and to [[No. 613 Squadron RAF|No. 613 Squadron]] between August 1941 and October 1943.{{ |
Initially, the type was mainly used for training, thus few aircraft entered squadron service. Known deployments were to [[No. 287 Squadron RAF|No. 287 Squadron]] between February and August 1942, to [[No. 286 Squadron RAF|No. 286 Squadron]] from November 1944 to February 1945,<ref>Jefford 2001, p. 85.</ref> and to [[No. 613 Squadron RAF|No. 613 Squadron]] between August 1941 and October 1943.{{Citation needed|date=July 2019}} |
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The Master II was also used for [[target tug]] purposes at the [[ |
The Master II was also used for [[target tug]] purposes at the [[RAF Sutton Bridge#Central Gunnery School|Central Gunnery School]] whilst the School was based at [[RAF Sutton Bridge]] from April 1942 to March 1944. In this role, they pulled the drogue targets required for aerial gunnery training by pupils at the Pilot Gunnery Instructors' Training Wing. The [[Miles Martinet]], a derivative of the Master, was a developed specifically to be a target tug and would see widespread use in this capacity.{{Citation needed|date=July 2019}} |
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RAF stocks were frequently diverted to support several of the air services of the [[Allies]]. Such diversions included 426 aircraft to the [[South African Air Force]], 52 to the [[Fleet Air Arm]], nine to the [[United States Army Air Force]] |
RAF stocks were frequently diverted to support several of the air services of the [[Allies of World War II|Allies]] and other non-hostile nations. Such diversions included 426 aircraft to the [[South African Air Force]], 52 to the [[Fleet Air Arm]], nine to the [[United States Army Air Force]] units based in Britain, 23 to the [[Royal Egyptian Air Force]], 23 to [[Turkish Air Force]], two to [[Portuguese Air Force]], and fourteen to the [[Irish Air Corps]].{{Citation needed|date=July 2019}} |
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Despite having been produced in the thousands, there are no known surviving aircraft of the type today, although a few outer wings and other parts are held by several aviation museums in Britain.{{ |
Despite having been produced in the thousands, there are no known surviving aircraft of the type today, although a few outer wings and other parts are held by several aviation museums in Britain.{{Citation needed|date=July 2019}} |
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==Variants== |
==Variants== |
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[[File:HKestrelA.jpg|thumb|right|Miles M.9A Master prototype, ''N3300'', February 1939]] |
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;Miles M.9A Master |
;Miles M.9A Master |
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:The prototype Master (serial number N3300) was modified from the private venture [[Miles Kestrel|M.9 Kestrel]] trainer prototype.<ref name="amosa95" />{{sfn|Thetford|1979|p=410}} |
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;Miles M.9B Master I |
;Miles M.9B Master I |
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:Initial production of variant of the Master, it was powered by the {{cvt|720|hp|kW}} [[Rolls-Royce Kestrel|Rolls-Royce Kestrel XXX]] engine. Maximum speed was {{cvt|226|mph|kn km/h}}, ceiling was {{cvt|27000|ft|m}} and maximum range was {{cvt|484|mi|nmi km}}. The '''Miles M.9C Master IA''' was an improved design with more angular windscreen and a wingspan reduced from {{cvt|39|ft|m|2}} to {{cvt|37|ft|7|in|m}} with squared wingtips, all M.9B Master Is were converted to this standard. Production totalled 900 aircraft built at Woodley.<ref name="amosa95" />{{sfn|Gunston|1990|p=111}}{{sfn|Hancock|2008|pp=183-185}}[[File:Aircraft of the Royal Air Force 1939-1945- Miles M.9b-m.19 Master. H31737.jpg|thumb|right|Miles M.19 Master II]] |
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:Initial production of the Master with Kestrel engine, 900 built at Woodley.<ref name="amosa95" /> |
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;Miles M.9C Master IA |
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:Improved design with a sliding hood and wider span tailplane, 400 built at Woodley.<ref name="amosa95" /> |
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;Miles M.19 Master II |
;Miles M.19 Master II |
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: |
:With supplies of the Kestrel engine dwindling, the Master was re-engined with the {{cvt|870|hp|kW}} [[Bristol Mercury XX]], creating the M.19 Master II. Earlier versions had the longer wing while later versions adopted the reduced wingspan. Maximum speed was increased to {{cvt|242|mph|kn km/h}}, ceiling was {{cvt|25100|ft|m}} and maximum range was {{cvt|393|mi|nmi km}}. The '''Miles M.19 Master GT.II''' was a version modified as a glider tug, at least 133 conversions were made and 290 Master IIs were built as GT.IIs. Production totalled 1,748 aircraft built at Woodley and South Marston.{{efn|At least one and possibly nine aircraft were assembled at Doncaster Airport.}}<ref name="amosa95" /><ref name="amosa182">Amos 2012, p. A182</ref>{{sfn|Gunston|1990|p=111}}{{sfn|Hancock|2008|pp=183-185}} |
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;Miles M.19 Master GT.II |
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:Modified Master II as a glider tug, at least 133 conversions and 290 Master IIs were built as GT.IIs at Woodley and South Marston.<ref name="amosa182">Amos 2012, p. A182</ref> |
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;Miles M.24 Master Fighter |
;Miles M.24 Master Fighter |
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:Stop-gap fighter version of Master I with rear seat removed and six 0.303 Browning machine-guns in the wings |
:Stop-gap fighter version of Master I with rear seat removed and six 0.303 Browning machine-guns in the wings. 25 conversions of Master Is on the production line.<ref name="amosa235">Amos 2012, pp. 135-136</ref>[[File:Aircraft of the Royal Air Force 1939-1945- Miles M.9b-m.19 Master. CH6473.jpg|thumb|right|Miles M.27 Master III]] |
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;Miles M.27 Master III |
;Miles M.27 Master III |
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:To overcome shortages of Mercury engines, the {{cvt|825|hp|kW}} [[Pratt & Whitney R-1535 Twin Wasp Junior]] was fitted to a modified airframe, creating the M.27 Master III. Maximum speed was {{cvt|232|mph|kn km/h}}, ceiling was {{cvt|27300|ft|m}} and maximum range was {{cvt|320|mi|nmi km}}.Production totalled 602 aircraft, all built at South Marston.<ref name="amosa95" />{{sfn|Gunston|1990|p=111}}{{sfn|Hancock|2008|pp=183-185}} |
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:Improved Master II. 602 built at South Marston.<ref name="amosa95" /> |
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;Miles M.31 Master IV |
;Miles M.31 Master IV |
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:Proposed improved design to give the instructor a better field of view, none built.{{efn|The fuselage of Master IV was built but then abandoned.}}<ref name="amosa95">Amos 2012, pp. 95-112</ref> |
:Proposed improved design to give the instructor a better field of view, none built.{{efn|The fuselage of Master IV was built but then abandoned.}}<ref name="amosa95">Amos 2012, pp. 95-112</ref> |
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==Military operators== |
==Military operators== |
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{{BEL}} |
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*[[Belgian Air Force]] |
* [[Belgian Air Force]] |
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{{flag|Egypt|1922}} |
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*[[Royal Egyptian Air Force]] – 26 aircraft supplied in 1944 from RAF stocks<ref name="amosa19">Amos 2012, pp. A226-A227</ref><ref name="amosa14">Amos 2012, pp. A146 – A181</ref> |
* [[Royal Egyptian Air Force]] – 26 aircraft supplied in 1944 from RAF stocks<ref name="amosa19">Amos 2012, pp. A226-A227</ref><ref name="amosa14">Amos 2012, pp. A146 – A181</ref> |
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{{FRA}} |
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*[[French Air Force]]<ref name="amosa14" /> |
* [[French Air Force]]<ref name="amosa14" /> |
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{{IRL}} |
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*[[Irish Air Corps]] – 12 former RAF Master IIs were purchased (six in 1943 and six in 1945),<ref name="amosa20">Amos 2012, p. A228</ref> |
* [[Irish Air Corps]] – 12 former RAF Master IIs were purchased (six in 1943 and six in 1945),<ref name="amosa20">Amos 2012, p. A228</ref> |
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{{PRT}} |
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*[[Portuguese Air Force]] |
* [[Portuguese Air Force]] – 4 former RAF Master IIs were delivered in 1943 and ten Master IIIs delivered from 1941.<ref name="amosa224">Amos 2012, pp. A224-A226</ref> |
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{{flag|South Africa|1928}} |
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*[[South African Air Force]] – 453 Master IIs were supplied to South Africa (including 25 which were lost at sea and did not arrive).<ref name="amosa17">Amos 2012, pp. A212-A223</ref> |
* [[South African Air Force]] – 453 Master IIs were supplied to South Africa (including 25 which were lost at sea and did not arrive).<ref name="amosa17">Amos 2012, pp. A212-A223</ref> |
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{{TUR}} |
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*[[Turkish Air Force]] |
* [[Turkish Air Force]] |
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{{UK}} |
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[[Royal Air Force]] operational units |
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{{ |
{{div col}} |
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*[[No. 4 Squadron RAF]] |
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*[[No. 16 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 25 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 26 Squadron RAF]] |
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*[[No. 73 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 85 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 87 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 105 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 140 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 152 Squadron RAF]] |
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*[[No. 168 Squadron RAF]] |
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*[[No. 219 Squadron RAF]] |
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*[[No. 222 Squadron RAF]] |
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*[[No. 225 Squadron RAF]] |
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*[[No. 238 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 239 Squadron RAF]] |
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*[[No. 242 Squadron RAF]] |
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*[[No. 245 Squadron RAF]] |
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*[[No. 249 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 253 Squadron RAF]] |
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*[[No. 257 Squadron RAF]]<ref name="amosa8" /> |
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*[[No. 264 Squadron RAF]] |
|||
*[[No. 266 Squadron RAF]] |
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*[[No. 286 Squadron RAF]] |
|||
*[[No. 287 Squadron RAF]] |
|||
*[[No. 302 Polish Fighter Squadron]]<ref name="amosa8" /> |
|||
*[[No. 306 Polish Fighter Squadron]]<ref name="amosa8" /> |
|||
*[[No. 307 Polish Night Fighter Squadron]]<ref name="amosa8" /> |
|||
*[[No. 308 Polish Fighter Squadron]]<ref name="amosa8" /> |
|||
*[[No. 414 Squadron RCAF]] |
|||
*[[No. 460 Squadron RAAF]] |
|||
*[[No. 504 Squadron RAF]]<ref name="amosa8" /> |
|||
*[[No. 521 Squadron RAF]] |
|||
*[[No. 600 Squadron RAF]]<ref name="amosa8" /> |
|||
*[[No. 607 Squadron RAF]]<ref name="amosa8" /> |
|||
*[[No. 610 Squadron RAF]] |
|||
*[[No. 613 Squadron RAF]] |
|||
*[[No. 615 Squadron RAF]] |
|||
*[[No. 616 Squadron RAF]] |
|||
{{ |
{{div col end}} |
||
RAF training units |
|||
{{colbegin}} |
|||
{{div col}} |
|||
| ⚫ | |||
*[[No. 5 Flying Training School RAF]]<ref name="amosa8" /> |
|||
*[[No. 8 Flying Training School RAF]]<ref name="amosa8" /> |
|||
*[[No. 9 Flying Training School RAF]]<ref name="amosa8" /> |
|||
*[[No. 14 Flying Training School RAF]]<ref name="amosa8" /> |
|||
*[[No. 15 Flying Training School RAF]]<ref name="amosa8" /> |
|||
*[[No. 6 OTU|No. 6 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 41 OTU|No. 41 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 52 OTU|No. 52 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 53 OTU|No. 53 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 55 OTU|No. 55 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 56 OTU|No. 56 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 57 OTU|No. 57 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 58 OTU|No. 58 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 60 OTU|No. 60 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
*[[No. 61 OTU|No. 61 Operational Training Unit RAF]]<ref name="amosa8" /> |
|||
| ⚫ | |||
{{colend}} |
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{{div col end}} |
|||
[[Fleet Air Arm]], Royal Navy – about 200 Master Is transferred from the Royal Air Force. |
|||
{{colbegin}} |
|||
{{div col}} |
|||
:*[[748 Naval Air Squadron]]<ref name="amosa8" /> |
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*[[748 Naval Air Squadron]]<ref name="amosa8" /> |
|||
*[[759 Naval Air Squadron]]<ref name="amosa8">Amos 2012, pp. A28-A69</ref> |
|||
*[[760 Naval Air Squadron]]<ref name="amosa8" /> |
|||
*[[761 Naval Air Squadron]]<ref name="amosa8" /> |
|||
*[[762 Naval Air Squadron]]<ref name="amosa8" /> |
|||
*[[780 Naval Air Squadron]]<ref name="amosa8" /> |
|||
*[[781 Naval Air Squadron]]<ref name="amosa8" /> |
|||
*[[785 Naval Air Squadron]]<ref name="amosa8" /> |
|||
*[[798 Naval Air Squadron]]<ref name="amosa8" /> |
|||
{{ |
{{div col end}} |
||
{{USA}} |
|||
*[[United States Army Air Forces]] – |
* [[United States Army Air Forces]] – 44 Masters were loaned to the USAAF for communications duties and target tugs for use in the United Kingdom.<ref name="amosa22">Amos 2012, p. A231-A233</ref> |
||
==Specifications (M.19 Master Mk.II)== |
==Specifications (M.19 Master Mk.II)== |
||
{{Aircraft specs |
{{Aircraft specs |
||
|ref=Miles Aircraft since 1925<ref name=Brown>{{cite book |last=Brown |first=Don L. |title=Miles Aircraft since 1925 |
|ref=''Miles Aircraft since 1925''<ref name=Brown>{{cite book |last=Brown |first=Don L. |title=Miles Aircraft since 1925 |publisher=Putnam & Company Ltd. |location=London |year=1970 |edition=1st |isbn=0-370-00127-3 |pages= 163–172}}</ref> ''and Aircraft of the Royal Air Force since 1918''{{sfn|Thetford|1979|p=410}} |
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|prime units?=imp |
|prime units?=imp |
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<!-- |
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| Line 190: | Line 188: | ||
|span ft=39 |
|span ft=39 |
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|span in=0 |
|span in=0 |
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|span note= |
|span note=initially; {{cvt|35|ft|7|in|m}} later |
||
|height ft=9 |
|height ft=9 |
||
|height in=3 |
|height in=3 |
||
|height note= |
|height note= |
||
|wing area sqft=235 |
|wing area sqft=235 |
||
|wing area note= |
|wing area note=initially; {{cvt|209|sqft|sqm}} later |
||
|aspect ratio=6.5 |
|aspect ratio=6.5 |
||
|airfoil='''root:''' [[NACA airfoil|NACA 23024]]; '''tip:''' [[NACA airfoil|NACA 23006]] |
|airfoil='''root:''' [[NACA airfoil|NACA 23024]]; '''tip:''' [[NACA airfoil|NACA 23006]] |
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| Line 204: | Line 202: | ||
|max takeoff weight lb= |
|max takeoff weight lb= |
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|max takeoff weight note= |
|max takeoff weight note= |
||
|fuel capacity={{cvt|68|impgal|USgal l|0}} fuel |
|fuel capacity={{cvt|68|impgal|USgal l|0}} fuel; {{cvt|7|impgal|USgal l|0}} oil |
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|more general= |
|more general= |
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<!-- |
<!-- |
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| Line 223: | Line 221: | ||
Performance |
Performance |
||
--> |
--> |
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|max speed mph= |
|max speed mph=242 |
||
|max speed note=at |
|max speed note=at {{cvt|6000|ft|0}} |
||
::::{{cvt|242|mph|kn km/h|0}} at {{cvt|6000|ft|0}} |
|||
|cruise speed mph= |
|cruise speed mph= |
||
|cruise speed note= |
|cruise speed note= |
||
|stall speed mph=63 |
|stall speed mph=63 |
||
|stall speed note=IAS flaps down |
|stall speed note=IAS flaps down |
||
::::{{cvt|78|mph|kn km/h|0}} IAS flaps up |
|||
|never exceed speed mph=330 |
|never exceed speed mph=330 |
||
|never exceed speed note=IAS |
|never exceed speed note=IAS |
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| Line 244: | Line 240: | ||
|ceiling ft=25100 |
|ceiling ft=25100 |
||
|ceiling note=<br> |
|ceiling note=<br> |
||
*'''Absolute ceiling:''' {{cvt|26000|ft |
* '''Absolute ceiling:''' {{cvt|26000|ft}} |
||
|g limits=<!-- aerobatic --> |
|||
|roll rate=<!-- aerobatic --> |
|||
|glide ratio=<!-- sailplanes --> |
|||
|climb rate ftmin=2120 |
|climb rate ftmin=2120 |
||
|climb rate note= |
|climb rate note= |
||
|time to altitude=<br> |
|time to altitude=<br> |
||
**{{cvt|15000|ft}} in 9 minutes 48 seconds |
|||
**{{cvt|20000|ft}} in 17 minutes |
|||
|sink rate ftmin=<!-- sailplanes --> |
|||
|sink rate note= |
|sink rate note= |
||
|lift to drag= |
|lift to drag= |
||
| Line 264: | Line 256: | ||
|thrust/weight= |
|thrust/weight= |
||
|more performance= |
|more performance= |
||
*'''Take-off run:''' {{cvt|645|ft |
* '''Take-off run:''' {{cvt|645|ft}} |
||
*'''Take-off distance to {{cvt|50|ft|0}}:''' {{cvt|1155|ft |
* '''Take-off distance to {{cvt|50|ft|0}}:''' {{cvt|1155|ft}} |
||
*'''Landing run:''' {{cvt|1110|ft |
* '''Landing run:''' {{cvt|1110|ft}} |
||
*'''Landing distance from {{cvt|50|ft|0}}:''' {{cvt|1776|ft |
* '''Landing distance from {{cvt|50|ft|0}}:''' {{cvt|1776|ft}} |
||
|avionics= |
|avionics= |
||
}} |
}} |
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| Line 298: | Line 290: | ||
===Bibliography=== |
===Bibliography=== |
||
{{Refbegin}} |
|||
* Amos, Peter. "RAF Piston Trainer No. 10: Miles M.9A Master I". ''[[Aeroplane Monthly]]'', August 1980, Vol. 8, No. 8. pp. 412–418. |
* Amos, Peter. "RAF Piston Trainer No. 10: Miles M.9A Master I". ''[[Aeroplane Monthly]]'', August 1980, Vol. 8, No. 8. pp. 412–418. |
||
* Amos, Peter. "RAF Piston Trainer No. 10: Miles M.19 and M.27 Master II and III". ''[[Aeroplane Monthly]]'', September 1980, Vol. 8, No. 9. pp. 460–464. |
* Amos, Peter. "RAF Piston Trainer No. 10: Miles M.19 and M.27 Master II and III". ''[[Aeroplane Monthly]]'', September 1980, Vol. 8, No. 9. pp. 460–464. |
||
* Amos, Peter and Don Lambert Brown. ''Miles Aircraft Since 1925, Volume 1''. London: Putnam Aeronautical, 2000. {{ISBN|0-85177-787-2}}. |
* Amos, Peter and Don Lambert Brown. ''Miles Aircraft Since 1925, Volume 1''. London: Putnam Aeronautical, 2000. {{ISBN|0-85177-787-2}}. |
||
* Amos |
*{{cite book |last=Amos |first= Peter |title=Miles Aircraft – The Wartime Years |location= Tonbridge, Kent, England |publisher=[[Air-Britain|Air-Britain Historians Ltd]] |date= 2012 |isbn=978-0-85130-430-4}} |
||
* Brown, Don Lambert. ''Miles Aircraft Since 1925''. London: Putnam & Company Ltd., 1970. {{ISBN|0-370-00127-3}}. |
* Brown, Don Lambert. ''Miles Aircraft Since 1925''. London: Putnam & Company Ltd., 1970. {{ISBN|0-370-00127-3}}. |
||
* Jane |
*{{cite book|last= Jane |first= Fred T. |title=Jane's All the World's Aircraft 1945/6 |location= London |publisher= Sampson Low Marston |date=1946 |isbn=0-7153-5019-6 |edition=1970 David & Charles reprint}} |
||
*{{cite book |last=Gunston |first=Bill |author-link=Bill Gunston |date=1990 |title=The Illustrated Encyclopedia of Combat Aircraft of World War II |location=London |publisher=Tiger Books International |isbn=1-85501-096-8}} |
|||
*{{cite book |last=Hancock |first=Terry |date=2008 |title=Directory of Britain's Military Aircraft : Fighters, Bombers, Ground Attack, Strike and Overland Reconnaissance |location=Stroud |publisher=The History Press Ltd |isbn=978-0-7524-4525-0}} |
|||
* Jefford, C.G. ''RAF Squadrons, a Comprehensive Record of the Movement and Equipment of all RAF Squadrons and their Antecedents since 1912''. Shrewsbury, Shropshire, UK: Airlife Publishing, 2001. {{ISBN|1-84037-141-2}}. |
* Jefford, C.G. ''RAF Squadrons, a Comprehensive Record of the Movement and Equipment of all RAF Squadrons and their Antecedents since 1912''. Shrewsbury, Shropshire, UK: Airlife Publishing, 2001. {{ISBN|1-84037-141-2}}. |
||
* {{cite book |last = Lawrence |first = Joseph |title = The Observer's Book Of Airplanes |location = London and New York |publisher = Frederick Warne & Co |year = 1945}} |
|||
* Lukins, A.H. and D.A. Russell. ''The Book of Miles Aircraft''. Leicester, UK: The Harborough Publishing Company Ltd., 1946. |
* Lukins, A.H. and D.A. Russell. ''The Book of Miles Aircraft''. Leicester, UK: The Harborough Publishing Company Ltd., 1946. |
||
* March, Daniel M. ''British Warplanes of World War II''. London: Aerospace Publishing, 1998. {{ISBN|1-874023-92-1}}. |
* March, Daniel M. ''British Warplanes of World War II''. London: Aerospace Publishing, 1998. {{ISBN|1-874023-92-1}}. |
||
* Mondey, David. ''The Hamlyn Concise Guide to British Aircraft of World War II''. London: Chancellor Press, 1994. {{ISBN|1-85152-668-4}}. |
* Mondey, David. ''The Hamlyn Concise Guide to British Aircraft of World War II''. London: Chancellor Press, 1994. {{ISBN|1-85152-668-4}}. |
||
* Temple, Julian C. ''Wings Over Woodley – The Story of Miles Aircraft and the Adwest Group''. Bourne End, Bucks, UK: Aston Publications, 1987. {{ISBN|0-946627-12-6}}. |
* Temple, Julian C. ''Wings Over Woodley – The Story of Miles Aircraft and the Adwest Group''. Bourne End, Bucks, UK: Aston Publications, 1987. {{ISBN|0-946627-12-6}}. |
||
* {{cite book |last=Thetford |first=Owen |date=1979 |title=Aircraft of the Royal Air Force since 1918 |edition=7th |location=London |publisher=Putnam & Company |isbn=0-370-30186-2}} |
|||
* |
*{{cite magazine |url=https://www.flightglobal.com/pdfarchive/view/1939/1939-1-%20-%200265.html |title=Trainer De Luxe |magazine= Flight |date=27 July 1939 |pages= 77–80 }}{{deadlink|date=March 2024}}<!-- not at archive.org --> |
||
{{Refend}} |
|||
==External links== |
==External links== |
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| Line 328: | Line 323: | ||
[[Category:Low-wing aircraft]] |
[[Category:Low-wing aircraft]] |
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[[Category:Aircraft first flown in 1939]] |
[[Category:Aircraft first flown in 1939]] |
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[[Category:Inverted gull-wing aircraft]] |
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[[Category:Aircraft with retractable conventional landing gear]] |
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[[Category:Single-engined piston aircraft]] |
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Latest revision as of 15:54, 9 December 2024
| Master | |
|---|---|
 Master III (serial W8667) of No.5 SFTS | |
| General information | |
| Type | Advanced trainer |
| Manufacturer | Phillips and Powis Aircraft Ltd |
| Designer | |
| Status | Out of production, retired |
| Primary users | Royal Air Force |
| Number built | 3,249[1] |
| History | |
| Introduction date | 1939 |
| First flight | 31 March 1939 |
| Developed from | Miles Kestrel |
| Variants | Miles Martinet |
The Miles M.9 Master was a British two-seat monoplane advanced trainer designed and built by aviation company Miles Aircraft Ltd. It was inducted in large numbers into both the Royal Air Force (RAF) and Fleet Air Arm (FAA) during the Second World War.
The Master can trace its origins back to the earlier M.9 Kestrel demonstrator aircraft. Following the failure of the rival de Havilland Don as a satisfactory trainer aircraft, the RAF ordered 500 M9A Master advanced trainers to meet its needs. Once in service, it provided a fast, strong and fully aerobatic aircraft that functioned as an excellent introduction to the high performance British fighter aircraft of the day: the Supermarine Spitfire and Hawker Hurricane. Throughout its production life, thousands of aircraft and various variants of the Master were produced, the latter being largely influenced by engine availability. Numerous Masters were modified to enable their use as glider tows. The Master also served as the basis for the Miles Martinet, a dedicated target tug adopted by the RAF.
Perhaps the most radical use of the aircraft was the M.24 Master Fighter. Armed with six 0.303 inch (7.7 mm) machine guns, it was intended for mass production as an emergency fighter during the Battle of Britain; this model did not ultimately see combat. Ordinary trainer models could also be fitted with armaments, including a single .303 in Vickers machine gun and eight bombs, for training purposes only. Beyond the British air services, other nations also chose to adopt the Master, including the South African Air Force, United States Army Air Force, Irish Air Corps, Royal Egyptian Air Force, Turkish Air Force, and the Portuguese Air Force. While thousands of Masters were manufactured, no complete examples have been preserved.
Development
[edit]Background
[edit]The M.9A Master I was based on the privately developed M.9 Kestrel trainer that was first demonstrated at the Hendon Air show in July 1937, although this aircraft never entered production. The M.9 Kestrel, powered by a single Rolls-Royce Kestrel XVI V-12 engine, capable of generating up to 745 hp (555 kW), could attain a maximum speed of 296 mph (477 km/h).[2][3] The British Air Ministry had previously selected the de Havilland Don multi-role trainer[a] to meet Specification T.6/36, which called for an advanced trainer aircraft; however, this aircraft would prove to be a failure. Still requiring an aircraft to perform the duties intended for the Don, following the prototype Master (serial N3300) the RAF placed a large order on 11 June 1938 for 500 examples of a modified version of the Kestrel (to specification 16/38), designated M.9A with the service name Master, at a cost of £2 million.[citation needed] This was claimed to be Britain's largest ever contract for a training aircraft at the time.
Upon receipt of this order, Miles had the prototype M.9 rebuilt into a representative prototype for the Master. Alterations included the installation of a lower-powered (715 hp (535 kW)) Kestrel XXX engine, of which there were large surplus stocks available, along with extensive revisions to the airframe, which involved the adoption of a new cockpit canopy, a modified rear fuselage and tail, along with the repositioning of the radiator from underneath the nose to the underside of the wing's centre-section. These modifications came at the cost of a significantly reduced maximum speed over the M.9; despite this, the Master was a relatively fast and manoeuvrable trainer.[3] Miles had designed the Master to fulfil their vision of an effective trainer aircraft, being one that could match the performance of, and possess similar characteristics to, the frontline RAF monoplane fighters of the day, these being the Supermarine Spitfire and the Hawker Hurricane.[4]
Into flight
[edit]On 31 March 1939, the first true production Master I conducted its maiden flight.[5][6] The first production examples were delivered during late July of that year.[3] The Master had entered RAF service just prior to the start of the Second World War. Eventually, 900 Mk. I and Mk. IA Masters were constructed. This total included 26 built as the M.24 Master Fighter which were modified to a single-seat configuration, and armed with six .303 in machine guns for use as an emergency fighter; this model never saw combat use.[citation needed]
When production of the Kestrel engine ceased, a new variant of the Master was designed that used an air-cooled Bristol Mercury XX radial engine, capable of producing 870 hp (650 kW), instead.[7] Thus configured, on 30 October 1939, the first M.19 Master II prototype made its first flight; 1,748 aircraft were eventually built. After the Lend-Lease programme provided a supply of engines from the United States to Britain, a third variant of the Master, designated M.27 Master III, was designed, which was powered by the American-built Pratt & Whitney Twin Wasp Junior, a two-row radial engine that could generate 825 hp (615 kW). A total of 602 Master IIIs were constructed.[8]
In a typical trainer configuration, the Master was equipped to carry eight practice bombs, plus a single .303 in Vickers machine gun that was mounted in the front fuselage. During 1942, it was decided to have the wings of all variants clipped by three feet (c. one metre); this modification reduced the stress imposed upon the wings while also increasing the aircraft's manoeuvrability.[citation needed]
Production
[edit]
A total of 3,249 Masters were built by Phillips and Powis Aircraft Limited (as Miles was known until 1943) at Woodley, Berkshire; South Marston, near Swindon, Wiltshire; and Doncaster. This was the largest number produced of any Miles aircraft type prior to production of the newer Miles Martinet taking precedence during 1942.[1]
The mass production of this aeroplane at Woodley required a major expansion of the original Phillips & Powis factory, which was officially opened on 27 January 1939 by the Secretary of State for Air, Sir Kingsley Wood. This facility was outfitted with a pioneering moving track assembly line, which is believed to be the first such facility in a British aircraft factory. A similar facility was also installed in the company's shadow factory at South Marston by the end of 1940.[citation needed]
Design
[edit]The Miles Master was a tandem-seat low-wing cantilever monoplane, powered by a single reciprocating engine.[4] Initial models used the Kestrel XXX engine; capable of providing up to 745 hp (555 kW), this powerplant enabled the aircraft to achieve a maximum speed of 296 mph (477 km/h),[2] which reportedly made the Master as fast as the single-seat biplane fighters of 1935.[4] The inverted gull wing of the Master was a major distinguishing factor of the aircraft and was adopted – despite higher production costs – for its performance benefits, permitting the stowage of both the retractable undercarriage and fuel tanks; aside from this shaping, the wing's design largely conformed with traditional approaches.[9][10] It featured hydraulically-actuated split flaps along its trailing edge, their position being indicated electronically on the cockpit's instrumentation panel. The wing's centre-section also accommodated a single machine gun.[11]
While the Master had incorporated relatively advanced aerodynamic characteristics (intended to mimic frontline fighters) for a contemporary trainer aircraft, it used a conventional structure, comprising an oval-section fuselage covered by a plywood skin, featuring a semi-monocoque approach.[3] Forward of the tandem cockpits, the nose is strengthened by a metal former that provides protection against nose-overs, a common occurrence amongst trainee pilots when flying aircraft with 'tail dragger' conventional undercarriage. The tail section had an orthodox cantilever structure, the tailplane being mounted directly on top of the fuselage; the tailplane's aerodynamics were designed to facilitate easy spin recovery.[3] The Kestrel engine is mounted on tubular steel bearings, to facilitate engine removal for ease of maintenance through four main bolts along with the connecting leads. Further maintenance savings were made by de-rating the engine power, giving a longer interval between overhauls.[11]
The Master was furnished with a constant-speed propeller, which was interchangeable between Rotol and de Havilland units.[11] The Kestrel engine of early-built aircraft incorporated various auxiliary drives to power both vacuum and hydraulic pumps, along with an air compressor and a 500-watt electrical generator. Cooling for the water and oil systems was provided via a duct running underneath the fuselage.[11] Fuel was housed in a pair of tanks, each containing up to 36 imp gal (160 L), accommodated within the wings; the oil tank is mounted behind a fireproof bulkhead while the water tank is mounted in front of the engine. The retractable undercarriage is operated via two separate hydraulic systems along with a hand-pump as backup; the brakes are also hydraulically-actuated.[12]
The cockpit of the Master was designed with considerable attention to best facilitate its use as a trainer aircraft, including for ease of use and comfort.[13] The positions of the two flying crew, the student in front and the instructor behind, was staggered; the rear position was 12 inches higher to provide the instructor with greater visibility.[14] Mid-flight, an instructor could disconnect several of the student pilot's controls, such as the brakes, using various cut-outs. The forward windscreen is composed of moulded Perspex and furnished with a reflector-type gun sight, providing an optically-perfect view of a target.[13] Two small panels can be opened to aid visibility while flying in poor weather conditions, sun blinds are also incorporated. Catches on either side of the sliding canopy allow for the panels to be rapidly detached, facilitating faster bailing-out during an emergency.[13] Other emergency equipment included a Graviner fire extinguisher mounted behind the rear seat and emergency hydraulic controls set into the floor of the cockpit.[15]
Operational history
[edit]Typical service use of the Master primarily revolved around (Pilot) Advanced Flying Units, where they were used for training aircrew in preparation for service with frontline squadrons. Amongst other parts of the training syllabus, pilots would often be first exposed to fighter tactics while flying the aircraft. By 1942, advertisements claimed that the Master was being flown by every RAF fighter pilot-in-training.[4]
Several hundred Master IIs were either delivered in, or subsequently converted to, a configuration that allowed their use in the glider-towing role. Such aircraft would have the lower portion of their rudder cut away to allow fitting of a towing hook. Starting in 1942, Miles Masters were extensively used as tugs for General Aircraft Hotspur gliders at various Glider Training Schools. Examples were also operated by multiple Anti-aircraft Co-operation Units of the RAF as a liaison aircraft with British Army units.[citation needed]
Initially, the type was mainly used for training, thus few aircraft entered squadron service. Known deployments were to No. 287 Squadron between February and August 1942, to No. 286 Squadron from November 1944 to February 1945,[16] and to No. 613 Squadron between August 1941 and October 1943.[citation needed]
The Master II was also used for target tug purposes at the Central Gunnery School whilst the School was based at RAF Sutton Bridge from April 1942 to March 1944. In this role, they pulled the drogue targets required for aerial gunnery training by pupils at the Pilot Gunnery Instructors' Training Wing. The Miles Martinet, a derivative of the Master, was a developed specifically to be a target tug and would see widespread use in this capacity.[citation needed]
RAF stocks were frequently diverted to support several of the air services of the Allies and other non-hostile nations. Such diversions included 426 aircraft to the South African Air Force, 52 to the Fleet Air Arm, nine to the United States Army Air Force units based in Britain, 23 to the Royal Egyptian Air Force, 23 to Turkish Air Force, two to Portuguese Air Force, and fourteen to the Irish Air Corps.[citation needed]
Despite having been produced in the thousands, there are no known surviving aircraft of the type today, although a few outer wings and other parts are held by several aviation museums in Britain.[citation needed]
Variants
[edit]
- Miles M.9A Master
- The prototype Master (serial number N3300) was modified from the private venture M.9 Kestrel trainer prototype.[17][18]
- Miles M.9B Master I
- Initial production of variant of the Master, it was powered by the 720 hp (540 kW) Rolls-Royce Kestrel XXX engine. Maximum speed was 226 mph (196 kn; 364 km/h), ceiling was 27,000 ft (8,200 m) and maximum range was 484 mi (421 nmi; 779 km). The Miles M.9C Master IA was an improved design with more angular windscreen and a wingspan reduced from 39 ft (11.89 m) to 37 ft 7 in (11.46 m) with squared wingtips, all M.9B Master Is were converted to this standard. Production totalled 900 aircraft built at Woodley.[17][19][20]
Miles M.19 Master II - Miles M.19 Master II
- With supplies of the Kestrel engine dwindling, the Master was re-engined with the 870 hp (650 kW) Bristol Mercury XX, creating the M.19 Master II. Earlier versions had the longer wing while later versions adopted the reduced wingspan. Maximum speed was increased to 242 mph (210 kn; 389 km/h), ceiling was 25,100 ft (7,700 m) and maximum range was 393 mi (342 nmi; 632 km). The Miles M.19 Master GT.II was a version modified as a glider tug, at least 133 conversions were made and 290 Master IIs were built as GT.IIs. Production totalled 1,748 aircraft built at Woodley and South Marston.[b][17][21][19][20]
- Miles M.24 Master Fighter
- Stop-gap fighter version of Master I with rear seat removed and six 0.303 Browning machine-guns in the wings. 25 conversions of Master Is on the production line.[22]
Miles M.27 Master III - Miles M.27 Master III
- To overcome shortages of Mercury engines, the 825 hp (615 kW) Pratt & Whitney R-1535 Twin Wasp Junior was fitted to a modified airframe, creating the M.27 Master III. Maximum speed was 232 mph (202 kn; 373 km/h), ceiling was 27,300 ft (8,300 m) and maximum range was 320 mi (280 nmi; 510 km).Production totalled 602 aircraft, all built at South Marston.[17][19][20]
- Miles M.31 Master IV
- Proposed improved design to give the instructor a better field of view, none built.[c][17]
Military operators
[edit]
- Royal Egyptian Air Force – 26 aircraft supplied in 1944 from RAF stocks[23][24]
- Irish Air Corps – 12 former RAF Master IIs were purchased (six in 1943 and six in 1945),[25]
- Portuguese Air Force – 4 former RAF Master IIs were delivered in 1943 and ten Master IIIs delivered from 1941.[26]
- South African Air Force – 453 Master IIs were supplied to South Africa (including 25 which were lost at sea and did not arrive).[27]
United Kingdom
Royal Air Force operational units
- No. 4 Squadron RAF
- No. 16 Squadron RAF[28]
- No. 25 Squadron RAF[28]
- No. 26 Squadron RAF
- No. 73 Squadron RAF[28]
- No. 85 Squadron RAF[28]
- No. 87 Squadron RAF[28]
- No. 105 Squadron RAF[28]
- No. 140 Squadron RAF[28]
- No. 152 Squadron RAF
- No. 168 Squadron RAF
- No. 219 Squadron RAF
- No. 222 Squadron RAF
- No. 225 Squadron RAF
- No. 238 Squadron RAF[28]
- No. 239 Squadron RAF
- No. 242 Squadron RAF
- No. 245 Squadron RAF
- No. 249 Squadron RAF[28]
- No. 253 Squadron RAF
- No. 257 Squadron RAF[28]
- No. 264 Squadron RAF
- No. 266 Squadron RAF
- No. 286 Squadron RAF
- No. 287 Squadron RAF
- No. 302 Polish Fighter Squadron[28]
- No. 306 Polish Fighter Squadron[28]
- No. 307 Polish Night Fighter Squadron[28]
- No. 308 Polish Fighter Squadron[28]
- No. 414 Squadron RCAF
- No. 460 Squadron RAAF
- No. 504 Squadron RAF[28]
- No. 521 Squadron RAF
- No. 600 Squadron RAF[28]
- No. 607 Squadron RAF[28]
- No. 610 Squadron RAF
- No. 613 Squadron RAF
- No. 615 Squadron RAF
- No. 616 Squadron RAF
RAF training units
- No. 5 Flying Training School RAF[28]
- No. 8 Flying Training School RAF[28]
- No. 9 Flying Training School RAF[28]
- No. 14 Flying Training School RAF[28]
- No. 15 Flying Training School RAF[28]
- No. 6 Operational Training Unit RAF[28]
- No. 41 Operational Training Unit RAF[28]
- No. 52 Operational Training Unit RAF[28]
- No. 53 Operational Training Unit RAF[28]
- No. 55 Operational Training Unit RAF[28]
- No. 56 Operational Training Unit RAF[28]
- No. 57 Operational Training Unit RAF[28]
- No. 58 Operational Training Unit RAF[28]
- No. 60 Operational Training Unit RAF[28]
- No. 61 Operational Training Unit RAF[28]
- Central Flying School[28]
Fleet Air Arm, Royal Navy – about 200 Master Is transferred from the Royal Air Force.
- United States Army Air Forces – 44 Masters were loaned to the USAAF for communications duties and target tugs for use in the United Kingdom.[29]
Specifications (M.19 Master Mk.II)
[edit]Data from Miles Aircraft since 1925[30] and Aircraft of the Royal Air Force since 1918[18]
General characteristics
- Crew: 2
- Length: 29 ft 6 in (8.99 m)
- Wingspan: 39 ft 0 in (11.89 m) initially; 35 ft 7 in (10.85 m) later
- Height: 9 ft 3 in (2.82 m)
- Wing area: 235 sq ft (21.8 m2) initially; 209 sq ft (19.4 m2) later
- Aspect ratio: 6.5
- Airfoil: root: NACA 23024; tip: NACA 23006
- Empty weight: 4,293 lb (1,947 kg)
- Gross weight: 5,573 lb (2,528 kg)
- Fuel capacity: 68 imp gal (82 US gal; 309 L) fuel; 7 imp gal (8 US gal; 32 L) oil
- Powerplant: 1 × Bristol Mercury XX 9-cylinder air-cooled radial piston engine, 870 hp (650 kW)
- Propellers: 3-bladed constant-speed propeller
Performance
- Maximum speed: 242 mph (389 km/h, 210 kn) at 6,000 ft (1,829 m)
- Stall speed: 63 mph (101 km/h, 55 kn) IAS flaps down
- Never exceed speed: 330 mph (530 km/h, 290 kn) IAS
- Range: 393 mi (632 km, 342 nmi)
- Endurance: 1.8 hours
- Service ceiling: 25,100 ft (7,700 m)
- Absolute ceiling: 26,000 ft (7,900 m)
- Rate of climb: 2,120 ft/min (10.8 m/s)
- Time to altitude:
- 15,000 ft (4,600 m) in 9 minutes 48 seconds
- 20,000 ft (6,100 m) in 17 minutes
- Wing loading: 23.7 lb/sq ft (116 kg/m2)
- Take-off run: 645 ft (197 m)
- Take-off distance to 50 ft (15 m): 1,155 ft (352 m)
- Landing run: 1,110 ft (340 m)
- Landing distance from 50 ft (15 m): 1,776 ft (541 m)
See also
[edit]Related development
Aircraft of comparable role, configuration, and era
Related lists
Notes
[edit]References
[edit]Citations
[edit]- ^ a b Amos Aeroplane Monthly September 1980, pp. 432, 464.
- ^ a b Amos Aeroplane Monthly August 1980, pp. 413–414.
- ^ a b c d e Flight, 27 July 1939. p. 77.
- ^ a b c d "Milestones...1939." Flight, 5 February 1942. p. vi.
- ^ Amos Aeroplane Monthly August 1980, pp. 414–416.
- ^ March 1998, p. 177.
- ^ "The Mercurial Master." Flight, 26 June 1941. p. 434.
- ^ Amos Aeroplane Monthly September 1980, p. 462.
- ^ Flight, 27 July 1939. pp. 77-78.
- ^ "Aircraft Types and their Characteristics: Miles Master III." Flight, 22 October 1942. p. a.
- ^ a b c d Flight, 27 July 1939. p. 78.
- ^ Flight, 27 July 1939. pp. 78-79.
- ^ a b c Flight, 27 July 1939. p. 79.
- ^ Flight, 27 July 1939. pp. 79-80.
- ^ Flight, 27 July 1939. p. 80.
- ^ Jefford 2001, p. 85.
- ^ a b c d e Amos 2012, pp. 95-112
- ^ a b Thetford 1979, p. 410.
- ^ a b c Gunston 1990, p. 111.
- ^ a b c Hancock 2008, pp. 183–185.
- ^ Amos 2012, p. A182
- ^ Amos 2012, pp. 135-136
- ^ Amos 2012, pp. A226-A227
- ^ a b Amos 2012, pp. A146 – A181
- ^ Amos 2012, p. A228
- ^ Amos 2012, pp. A224-A226
- ^ Amos 2012, pp. A212-A223
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap Amos 2012, pp. A28-A69
- ^ Amos 2012, p. A231-A233
- ^ Brown, Don L. (1970). Miles Aircraft since 1925 (1st ed.). London: Putnam & Company Ltd. pp. 163–172. ISBN 0-370-00127-3.
Bibliography
[edit]- Amos, Peter. "RAF Piston Trainer No. 10: Miles M.9A Master I". Aeroplane Monthly, August 1980, Vol. 8, No. 8. pp. 412–418.
- Amos, Peter. "RAF Piston Trainer No. 10: Miles M.19 and M.27 Master II and III". Aeroplane Monthly, September 1980, Vol. 8, No. 9. pp. 460–464.
- Amos, Peter and Don Lambert Brown. Miles Aircraft Since 1925, Volume 1. London: Putnam Aeronautical, 2000. ISBN 0-85177-787-2.
- Amos, Peter (2012). Miles Aircraft – The Wartime Years. Tonbridge, Kent, England: Air-Britain Historians Ltd. ISBN 978-0-85130-430-4.
- Brown, Don Lambert. Miles Aircraft Since 1925. London: Putnam & Company Ltd., 1970. ISBN 0-370-00127-3.
- Jane, Fred T. (1946). Jane's All the World's Aircraft 1945/6 (1970 David & Charles reprint ed.). London: Sampson Low Marston. ISBN 0-7153-5019-6.
- Gunston, Bill (1990). The Illustrated Encyclopedia of Combat Aircraft of World War II. London: Tiger Books International. ISBN 1-85501-096-8.
- Hancock, Terry (2008). Directory of Britain's Military Aircraft : Fighters, Bombers, Ground Attack, Strike and Overland Reconnaissance. Stroud: The History Press Ltd. ISBN 978-0-7524-4525-0.
- Jefford, C.G. RAF Squadrons, a Comprehensive Record of the Movement and Equipment of all RAF Squadrons and their Antecedents since 1912. Shrewsbury, Shropshire, UK: Airlife Publishing, 2001. ISBN 1-84037-141-2.
- Lawrence, Joseph (1945). The Observer's Book Of Airplanes. London and New York: Frederick Warne & Co.
- Lukins, A.H. and D.A. Russell. The Book of Miles Aircraft. Leicester, UK: The Harborough Publishing Company Ltd., 1946.
- March, Daniel M. British Warplanes of World War II. London: Aerospace Publishing, 1998. ISBN 1-874023-92-1.
- Mondey, David. The Hamlyn Concise Guide to British Aircraft of World War II. London: Chancellor Press, 1994. ISBN 1-85152-668-4.
- Temple, Julian C. Wings Over Woodley – The Story of Miles Aircraft and the Adwest Group. Bourne End, Bucks, UK: Aston Publications, 1987. ISBN 0-946627-12-6.
- Thetford, Owen (1979). Aircraft of the Royal Air Force since 1918 (7th ed.). London: Putnam & Company. ISBN 0-370-30186-2.
- "Trainer De Luxe". Flight. 27 July 1939. pp. 77–80.[dead link]
External links
[edit]
Wikimedia Commons has media related to Miles Master.