Ae publication¢\® publication Westland Lysander Ni J, 10, LANE, ESB TASIG, FMD, 1, archive Plans and drawings - Michal Ovcacik, Kare] Susa, MARK I archive Camouflage drawings - JaPo © J. Farkas, MARK I archive Litho - Art-D, Graficky atelier Cerny Ltd., Prague 10, Czech Republic Printed by TRICO Ltd., Prague 7, Czech Republic 4+ isa @ registered trademark Published by MARK | Ltd., PO Box 10, 100 31 Prague 10-Strasnice, CZECH REPUBLIC © MARK I Ltd., lst edition, Prague 1999 ISBN 80-902559-1-4 Westland Lysander publication Authors of the text - Michal Ovcacik, Karel Susa Photos (unless otherwise stated) - Michal Ovcacik, Bruce Robertson, Karel Susa, MARK I ACKNOWLEDGEMENTS The publishers gratefully acknowledge the co-operation of: Fred N.R. Ballam, Bruce Robertson, Chris Charland and Bob Hunt. A sincere word of thanks is also extended to: Miroslav Balous, Keith Dexter, Andy Robinson, Milosz Rusiecki, Jerry Shore, Jaroslav Spacek and Daniel Dryden - British Academy, Aracena. The appropriately credited photographs are used with the permission of The Trustees of the Imperial War Museum, London. CONTRIBUTORS AND SOURCES Fred N. R. Ballam, Miroslav Balous, late Charles E. Brown, Chris Charland, Bob Hunt, R.T. Jackson, Wojtek Matu- siak, Joio Regueiras, Bruce Robertson, Milosz Rusiecki, Martin Salajka, Jaroslav Spacek, Hannu Valtonen, Simon Watson GKN Westland Helicopters, FAA Museum Yeovilton - Records and Research Centre, IWM Duxford - Conserva- tion Department, IWM - Department of Photographs, RAF Museum Hendon, Ministry of Defence - Negative Library, Public Archives of Canada, Canadian Forces Photographic Unit, National Aviation Museum Ottawa, Canadian Warplane Heritage Museum Hamilton, Keski Suomen Imailumuseo Tikkakoski, The A.J. Jackson Collection, IPMS Portugal, Sabena Old Timers, Roudnice Airfield during Memorial Air Show '97, the Shuttle- worth Collection at Old Warden Aerodrome COPYRIGHT © 1999 by MARK I Ltd. All rights reserved. No part of this publication may be reproduced nor copied in any form electronic, electrical, chemical, mechanical, optical, photocopying or otherwise, without prior written permission of the publishers. THE AUTHORS’ WORD Dear reader, Thank you! for your buying another publication with the 4+ trademark. We introduce this publication as the first ofthe World War II gs Line. New titles in other Aiings 1 are currently being prepared and will be announced in the near future. Once again we hope to provide you with quality photographs, plans and. previously unpublished material in a compact monograph, which we hope you will enjoy both reading and studying. 4+ publications already published: MiG-21 Fishbed Su-22 Fitter Mi-24 Hind MiG-23 Flogger fighter variants MiG-29 Fulcrum Su-25 Frogfoot MiG-15 Fagot 4+ publications published in Rotary Wings Line: Westland Wessexyeas e429 oe otf producton uth o 8 ara but by Westand duit 197-98.The machi i ed wit emovaie sh wings on each man sndereriage og and hat ‘gpecamoutoge paters spied Westland Lysander, the history and summary {omy co-operation tying hada lng raion within the RAF fn the ater war period ‘ad is source in the WH experience ofthe then Royal ying Carpe im supper ‘Found lores. Ater the Armistice the newly-etaiahed Royal Air Force oportod ‘ther speciline air lke the Bristol ight or adspied general purpose trees, fg. the Favy IF or ltr the Furey Gordon. in the socond Pal oto tention ths enol srcrat wa moceeded by standard army co-operston ‘pa, the Armatong ‘Whioword Alas. Then flowed a perio in which the army co-operation uaa came (nce agin te depend upon acnpaton designs the Hawhet Avaai tasdy ead Hector [iplates, which al were developed variants ofthe Hart bomber oft le 16203 ‘isle te Hawter designed, Wosland-buit Hactor could be segarded oaly as a3 ‘madam sera to ropace the Heer Aude ith a Geng excuse conor fo ‘my co-operation noods, Good slow fying characterise for nual abserraton (round forces, shor landing and take-off provision for mesnage picicup sera recon Sseaco, radio anda small bomb load were rived, ll eveying the "conserva the" FAP demands for uch an aeroplane, bt reepoctve of teeent advance (ges in mlilary aviation. Four companies mubmites their propossia to the Ast Mins tender Beil otlore their Fype 148 low wing moreplane Haar came WP ‘rsh Biplane and AX Roo designed the Ao 67, Aa seul of Werlandl lobbying ‘Mike At Ministry a Westland contndar wa als included i the competion event {hreasng ne Bc an eninge ria oly ter accoptd rm oeving ‘TheWestand Aer Wore, an acral branch of Pttce Lid was enable in Apel leis teow Somer! by OW and EW Peter brothers Tetris daring |W. had concentrated of the lcenoed production of Short, Arco, Sopmith and ‘ior ghiors and bores With iuget ete torte one of the war Wertinne pro faced spars for and vefutbithed many of he DEA azcrat which remained noe ‘warsevice an bul small aces af the Waren, an adapaton ofthe former, fo ho Royal Noy. Seeking nw matt and with growing cl tanaportation in ind he compa ouscestly produced «hand! ofthe Woseoxfeoder nr athe on ofthe tremor Werland’ postion ar 3 mublary supplier wae conrad in 1022, when the "Wapi goneral purpooe aera production programme stared, and ler Hy comin lng the nanatactre of succouror, the Wallace. The Wap brought Westland to the ‘sow era of albinetal alcraft constucton Al the tine he Specicaton A8/3 was [Sued the company Rad been bury with he sub-contract production of Ande for weer Ara ied ‘ys lounder backed by Chel Designer A. Davenport and Chie Technician f). Wing. ‘bia ighy Below subming thir desir the tom races the operation) peobles snlhanding and maintenance suggestions wit the Schoc of Army Co-operation st {idSarum. iter the oder fr to prototypes was recelved hom the lr Misty wos fn conmucion begun in June 1805, The tours decided fo adopt high-wing sat Dred monoplane witha grenhouse cockpit canopy for ander-seted exer, ih {plot loosed ahead ofthe ming. Ate rot ofthe deep fuselage Batl Mesoury {adil engine wes mused ard encloned fx en woodytardc cowting. Aconvenionl sd sndenriage as usel with tecmlined whee! spat. is tarying tale othe G12 prototype wove undoraen st'Yowl on 10 Jue, 1936, olimed by tis men {ight at FAP Boscombe Down os the 15th wh H enwono ate conc Ine inl ‘contgurauon the azcraft war Sed sth Sand pitch wooden two bladed propeller, $d aplane and a Downy alwheel wile the comiog gis and spats were at lasaled Sone longitudinal tnttnity and unaseeptabie now-down tendency wih {aps down and slats open were encountered, The futner was Cued ert by chang. lag he iplane sie and shape but the lator problem accentuated. A olution was {and by way of acing the elevate tre, Du eventualy vias cadence fal! lane ws adopted. {Te RG127 made ts public debut at the RAF Aix Display a Hendon on 27 June wosting ‘to Now Typos Pa number 8 the aselage. as equipped wth ar 825 ip (619 Jat) Penal Mercury IX turning the do Haviland tive baded variable pitch prope: Jor Two days ner to protorpe was exhibited ste SBAC Gomer of etish Aiea (Consrastors) Daplay a tela Then i wasbroaght to production andar by Sting Ibe coming al, arument na rao equipment ana in thi form it as tested st he [SAAEE (Reroplano and Armamont Exporumenal Poablshiment) at Maresh Heath and the RAE Royal Azer Establiahmen!) a Faraborough. iil performance and “indling tals wore condicied nthe AUAEE tn November Messe snot ath ‘ox the A Ministry had decided otto support frther developmen ofthe Bratal Type 146 ana ara Weatiand with th Sm order fo 169 strato Speciionon h28/96 ‘Tho name ofthe Sparan solder and polielan, Lysander yas chowen by Ae Sa fo the new area, which conformed withthe rule of ving army co-operation sieral ‘lassen names, Later in service sare liar rca =the “lie” an en {ha plana. On 12 December, 196, the second prototype, K6128, joined tech and ‘wont fo ets to Mareshars Heath The icra was powered By neve Bistl Mercury Sl poppet-valve radial engine and incorperatod all tro improvoronts of he rat ro. tovype tein the giled coming toe bladed srsrew and sajusable talpane Thetear cockpit slicing rot ames wore changod and the pls stope were located {othe port spel. The Plt tube wes intlled on the port eat ft stra, Dasing ving test, the wing upper miraoe fabric wae torn away, ut ie pilot Se RW. Cling Innded sally Later, during early 1998, acral wont o No.3 Sy RAP at Marbut [nea lor topical and oneal fed ale Then i was used for navigation tos x Doh andi ended ts daye as an instructional artrame a 1990. “Lysander Mik ascrst, ot wien the Set series prodacton machine was walle on 25 March, 1958, were but in thaws production butcher. The fet aeroplane LA87S tne, 4875, was converted to = dual contel trainer imended for the CFS (Cental ying Schoo) at Upavon, but eventually it was delved to No 16 $4. and ansthr ‘The sndard Mic azraf wore powered by a Morcury XII nne-cyindr ait cooled ‘ada engine, producing 090 Bp (604 WY) at 6000 f (1,80 m). twas 2 geared, od tum supercharged powerplant giving a good rating a low alitides and ths ares ted to emmy co-operation roles When s smoderasly move poweril Mereary RV Sly ‘seporcharged radial became availabe in 1088, sic of ater production series ct Stor ovorbauls were fed with Us type of 825 hp (615 2W) engine. Some aera se ‘duction machines also had shorter Year part of the undercariage whoa asnng. The fst squadron ts eesive the new era a No 6 (AC) Sm Ole Sarar in May 1839, ‘Seuipped wath the type between Septem 1990 and Apri 1999 - Nor 4 and 13 a ‘Gastar, Noa at Hawtings, Nos at Carerick ana No.20e at Qasabe, Egypt By the {Se the war broke out, tro former Aeaskary Air Force squadrons (Wo H Rangrny {and Nol at Gad) anc No® Sq at Ramleh, Palewino, hoa the Lysanders on het ‘et in ton 187 mactinas woes prednced in thaws etches at he Yoel plant of which Some wote also eatmared for foreign eastamtrs 10 for Estonia, « dozen fr Lava {2 18 tor Egypt Only the last onder materialise, wile th former tere cancelled ‘wing tothe Soviet occupation of the Baie states. Apart ofthe Eorin acra order ‘was dvertod to Filand. we Lysaners wore ordered by Porto, bit venti ot {TT Mul versions, wi the instalation ofan electrically poreted winch for drogve Trysander Mic IE stforod from the Me sigiicanty withthe veo of 3908p (675 JA Bristol Perseus XI sleevevalve engine. Although no! of great peormanse rors nett peor pes etna beter er Reid eon Toe Pao Powered sitet could be datinguished by the absence of ster faiings above the Eplndors a bythe narrower chord engine conng This ntalinion wae Stoned im the protorpen KBI28 and KSI27 tn April and September 1897, expectvely. and ler also eM, 1487 Mow fe Lyzendere Mes non line service had eon replaced by tho new vorson by Soptombar 1089, the Rist being Nos 13 ana 2854 {lowed by aio 2 ana 18 4 soon alorwards With the excepion of N16 Sq thoes Sits ware sent to France in Soptomber/October within the SOM and ist Wings a3 {part of the Ar Component ofthe Bnitah Expeditionary Force (BEF. The emainng ‘Squadron moved fo tho continont ary in 1040. Alert "Phoney War period the ux ‘Milabisty of te acral fr the modern wa acs portormed by the aevancing Gar ‘nan toope was encountered, rooultng ia heat lowes of abou 10 era ring the Bate of Pance, Aer theptsieval fom Dank, now roles of patolng contl areas thd aivaen roscoe mere given lo Lysanders, Mote aquadsons becune operational oo ‘he ype by te end of 1810 Na239 at Hata NaZtl at vernon, No-263 Bary St mids, No 309 Pola) at Asboainch No.2 in Northern sand and No lO REAEDND (PL869) via Chris Charland A pair of Lysander Mk Ils, Nos.425 and 428, of No.111 (AC) Sq. RCAE Patricia Bay, British Columbia in 1941. (in March 1941 renumbered to No.400 Sq. RCAF), with others to come during 1941.22 Lysanders were used by No.116 Sq. for the special task of radar calibration. Mk.IIs also served in the Middle East and in South East Asia within Nos.20 and 28 (AC) Sq. against Japanese forces. Of the 442 Mk.II aircraft built in Britain a single machine, coded 01, ‘was obtained by the French Armée de 1 Air in July 1939, three dozen went to Turkey between February and April 1940, six machines were delivered te the Irish Air Corps in June/July 1940 and 23 were transferred to the Free French Forces in Northern Africa later that year. A number of ex-RAF aircraft successively equipped four Indian Air Force squadrons, Nos.1 to 4, operating in the North West Frontier and in Burma. A total of 21 aircraft were converted to TT Mk.Is and TT Mk.IIs. Yugoslav representatives nego- tiated an order for two aircraft, but eventually they were not delivered, presumably because of the German invasion in the Balkans. In 1936 the licence rights were acqui- red by the National Steel Car Corporation of Canada to built Mk.II aircraft for the Royal Canadian Air Force. 75 aircraft came off the production line at Malton, Ontario, while one machine, R2047, was sent from the UK as a pattern aeroplane. Because of the rough winter climate, these aircraft accommodated a redesigned canopy and cockpit heating system. The first deliveries were made to No.110 (AC) Sq. RCAF. Three machi- nes from Canadian production entered service with the RAF as compensation for Lysanders used by Canadian crews in Britain, of which at least two aircraft served in India with No.20 Sq. Lysander Mk.II production aircraft became available in August 1940. The Mercu- ry engine was reintroduced in the form of the Mk.XX and, in 1941, the Mk.30 versions, being recognisable again by the bulges on the engine cowling. Although they gave a maximum of 870 hp (649 kW) at 2,750 rpm, these engines produced the lowest power of all the Mercury equipped Lysanders. In other respects, the Mk.II differed little from the Mk.Is and Ils. It retained the rear fuselage attachment points for a Light Series bomb carrier and the provision for the message hook, but with changing tasks in 1940-41 many service aircraft had the pole removed. During production a slightly enlarged rear cockpit canopy hood was introduced. The first newly-completed Mk.II] aircraft off the RAF contracts were earmarked for Finland, nine of which were delive- red. No.110 (RCAF) Sq. was also equipped with this type in late August 1940 as the first unit in the UK. Other aircraft went to Nos.784 and 755 NAS, where they operated in the role of target-tugs and were used for the training of telegraphists and air gunners. At least eight Mk IIIs (later supplemented by Mk.IILA aircraft) were transferred to Britain- based Gunnery Flights and Schools of the USAAF. A large second production order for §00 machines was planned for a new Doncaster plant, but it was cancelled because of production priority change and eventually only 17 aircraft were built there. Another 21 Mk.II aircraft were conversions from the existing Mk.II version. A Canadian contribution to the Empire Air Training Scheme was the production of 150 Lysander Mk_IIls in 1942 by the Victory Aircraft Co. Fitted with Bristol] Mercury XX engines the aircraft were completed as TT Mk.IILAs (RCAF designation Mk.IILA TT) and. a handful of these were converted to glider tugs. Except for the minor details and equipment the aircraft were identical to the Westland-built models. Lysander Mk.IIIA. After the completion of the 367 Mk.II aircraft by the Westland company, the production run switched to an improved Mk.IILA version. It differed in the incorporation of floor and side armour in the rear cockpit, the introduction of a strengthened rear fuselage and the fitting of a Lockheed tailwheel unit. The sliding door below the fuselage and the rear fuselage bomb rack were removed, as was the message hook. Also twin Browning free guns were fitted, but this installation was pos- sible on the Mk.III as well. Many Mk.llls were upgraded to the A standard, retaining the older type of rear cockpit canopy. A new set of radio equipment was provided, resulting in a different arrangement of aerials; but this installation was also made retrospectively to other marks. In total 347 Lysander Mk-IIIAs were built as such, of which 87 aircraft were shipped to Canada and converted to TT Mk.IIIAs, while some were modified to glider tugs for RAF use. Substantial numbers were supplied for USAAF service in Britain in 1942-45, but almost all of them were returned to the RAF. Eight ex- RAF aircraft were delivered to the Portuguese Military Aviation in September 1943. Fleet Air Arm squadrons already mentioned also took delivery of a handful of Mk.IILA aircraft. Lysander Mk.II versions equipped two dozen squadrons serving in the UK, the Mediterranean, East Africa and South East Asia and besides army co-operation, reconnaissance and air-sea rescue roles they also performed in Meteorological Flights and in one Anti-Malarial Control Unit. Lysander TT Mk.IIIA was built in the last series of 100 aircraft, production of these coming to an end in January 1942. Numbers of other Lysander marks were con- verted in 1941-42 to meet the requirements of Target Towing Flights (later Nos.285, 287, 288 and 289 Sq. within the Fighter Command). Reportedly 20 TT Mk.Is, 19 TT Mk.IIs and 364 TT Mk.IIIs increased the total sum (they were conversions from respec- tive marks) and other Mk.Is and Mk.lls were upgraded to the TT Mk.II standard. The target-tug aircraft had their rear cockpit arrangement changed and free guns re- moved, the rear seat moved aft and a winch and swivelling pulley was fitted. Longer endurance in the air, needed for target sleeves towing, necessitated the installation of an auxiliary fuel tank under the fuselage. Lysander Mk.ITI(SD)/TIIA(SD)s were conversions which enabled work for the Special Operations Executive (SOE), responsible for the delivery and pick up of agents inside enemy territory. The rear cockpit armament was removed, equipment reduced and internal and/or external long-range tanks were fitted, thus increasing their endurance to more than 8 hours. The Mk.IIIA(SD)s had, in a few cases, their armour and armament retained. Improved radio equipment and a port-side ladder 2 were fitted. These modifications were made at the Ilchester plant under the Special Contract Westland guise. The first SD Lysanders were on the fleet of No.419 Flight in August 1940, later becoming No.138 (SD) Sq. In March 1942 No.161 (SD) Sq. was formed at Tempsford, supplemented by similar special duty units in the Mediterranean area (No.148) and in the Far East (No.357). At least 25 aircraft were converted, with the last still in service in October 1945. Ashort note about trials aircraft and armament installations should be made to comple- te this account. While the second prototype continued flying tests in India in 1838-39, the first prototype K6127 was used to prove a scheme of an anti-invasion aircraft which was devised late in 1939. A drum-fed Oerlikon gun was fitted to each main undercar- riage leg to enable firing outside the propeller plane of rotation. In the summer of 1940 the aircraft underwent tests at Odiham. Another two machines were used as test- beds for this installation - P1687/UG-A of No.16 Sq. and 14673, both being Mk.Is. The latter was then modified to accommodate a ventral gun position just aft of the rear cockpit. Nicknamed the "Pregnant Perch" it ended its days severely damaged after a crash caused by engine failure. The third proposed self-defence design, with the in- stallation of a Boulton Paul Type A four-gun dorsal turret, did not progress beyond the mock-up stage; an airframe of a Mk.II, P1723, was used for this purpose. The most successful project, identified as the P.12 by Westland, was a four-qun modification pro- posed for rear defence. Because of the additional weight of the turret causing longi- tudinal instability, a tamdem-wing layout was chosen to solve the problem. A result of the research done by Frenchman M. Delanne was utilised and a second wing, with tip- mounted fins and rudders, was attached to the shortened fuselage of K6127. A Frazer- Nash or Boulton Paul turret was to be fitted, but only a mock-up was arranged for the tests, which were carried out during 1941. In another series of tests bench-type air- brakes under each wing were added and were intended to enhance the aircraft's use as a dive-bomber. For research purposes a Mk.II, P9108, was fitted with a special high- lift wing designed by H_J. Stieger and built by the Blackburn Aircraft company. The wing was swept 9° forward, spanned only 38 ft (11,580 mm) and was equipped with full-span flaps and slats. Lateral control was achieved using wingtip spoilers. The service career of the Lysander within the RAF came to an end in January 1946, when all aircraft of this type were brought together in Maintenance Units for scrap- ping. The last operational action was fulfilled by Lysanders of No.3 Sq. REAF during war with Israel in 1948. It was the brave fight in France, rescue work around Britain's coasts, endless gun train- ing flights and secret night missions, that contributed to the well-known fame of an unusual aeroplane, the Westland Lysander. I List of abbreviations AC Army Co-operation AS Anti-Submarine CAG Coast Artillery Co-operation GP General Purpose HE High Explosive, former attribution ME NAS Naval Air Squadron OTU Operational Training Unit RL Royal Laboratory R/T Radio Telephony SAP Semi-Armour-Piercing SAR Search And Rescue SBC Small Bomb Container SCI Smoke Curtain Installation et Target-Tug W/T Wireless Telegraphy Technical description of Westland Lysander Mks.I, I, II1/IMA The Lysander was a two-seater single-engine high-wing monoplane. It was designed for army co-operation duties with short take-off and landing capabilities. It could be equipped for ground or surface-vessel attack, SAR and target-towing. It was also used to fulfil special duties requirements. The fuselage is a conventional metal box girder structure made in two portions. The front section, from the firewall to behind the observer, is of square-section duralumin tubes joined by gusset plates or U-section extrusions. The rear section is of welded steel tubing. The whole thing is faired with fabric covering over the wooden stringers on wooden formers and with detachable metal panels giving it the rounded fuselage shape. Almost all of the starboard side below the cockpit can be removed in detach- able panels for inspection and access to equipment. The crew was seated in tandem in a long glasshouse, which gave a good all-round view. The pilot's cockpit is located high in front of the wing leading edge. The cockpit has an aift-sliding roof and vertical- ly-sliding side windows. The cockpit canopy extends ait of the wing trailing edge and encloses the observer/gunner/bomb-aimer's position, which also has a sliding roof. Hinged fleor panels in the rear cockpit give access to the bombsight, bomb switches, tail drift sight and message hook, The entrance to the rear cockpit is by means of two enclosed footsteps on the starboard side. The fuselage superstructure between the front and rear cockpits is in the form of a pylon, to which the wing spars are joined. There is an armour-plated bulkhead behind the pilot's seat and at the back of the rear cockpit. In the Mk.IILA aircraft additional armouring and side deflector plates in the rear cockpit are incorporated. The tailplane is cantilevered out from the rear fuselage structure. Its incidence is adjustable from the pilot's cockpit. It consists of a main and rear spars, an alloy pres- sed nose, main ribs and channel stiffeners. It has light alloy skin and welded remov- able aluminium tips. The elevators are of a metal construction with fabric covering and they are mass balanced. The tailfin is attached to the fuselage at three points - in the front to the two upper longerons, and at the rear it is bolted to a bridge across the fuselage. The two spars, nose and main ribs are light alloy sheet pressings while the skin is metal. The fin tip is also removable. The rudder has a similar structure to the elevator with a fabric cover and it is mass balanced inside the nose, at the top. The wings, with an unusual plan form, are attached by pin-joints to a cabane struc- ture integral with the fuselage. The inboard sections have reversed taper leading edges and straight trailing edges while outboard sections have the former straight and the latter tapered. The main spar is built up from machined Hiduminium extruded sections as flanges joined by a flat plate web stiffened by riveted-on sections. The pressed nose ribs are fastened to them and covered with sheet metal thus producing a D-section torsion box leading edge. The main rib sections are of a light alloy tubular construction and are fabric-cavered. Behind the main spar is a triangulated drag bra- cing, of square section light alloy and steel tubes, which are attached to a false spar carrying the flaps and ailerons. The leading edge to the main spar is metal-covered while the rest of the aft is fabric-covered. The wings are supported by Y-shaped wing bracing struts attached at the maximum chord and thickness point of the wing. Theirlower ends are shackled to the main undercarriage legs. They are I-section extrusions with duralumin front and rear fairings. The entire wing leading edge is occupied by three-section slats operating on rollers in three runners in the main spar, They are mounted on adjustable fittings to enable the required setting of the gap between the slat and wing, and have pneumatic dampers to eliminate oscillations. The two out- board flap sections work independently of the inboard ones. The Handley Page flaps, located on the inboard wing trailing edges, are coupled with the inboard slats and pul- led up or down automatically. The ailerons, statically and dynamically balanced, are of an all-metal construction with fabric covering. The undercarriage is a one-piece cantilever hollow aluminium alloy extrusion machined to a tapered section and bent into a horseshoe shape. It carries Dowty inter- nally-sprung wheels, mounted on stub axles, carried in clamps. The undercarriage leq is attached to the front fuselage structure by A-shaped fittings and bolts. Dowty A3951A wheels with 38" x 8.5" (965 x 216 mm) Dunlop tyres and mudscrapers are fit- ted and faired over with streamlined spats carrying the gun mounting. The legs have aerodynamic fairings hiding the ammunition chutes, pipe lines and cables. The Harley Janding lamps are installed in the nose of each wheel spat. Footsteps in the fairings permit access to the cockpit from the port side. The wheel brake system is Dunlop. The tailwheel is a 9.9" x 3.5" (252 x 89 mm) Dunlop Ecta in a Dowty oleo-pneumatic shock absorber; it is fully castoring and self-centring. In Mk.IIIAs it is replaced by a Lock- heed tailwheel unit with a 12" x 3° (308 x 76 mm) tyre. The power plant is mounted on front welded-up tubular members attached to the front of the four fuselage longerons. The engines used in particular aircraft marks are described in the main text. The Bristol Mercury and Pegasus engines are not inter- changeable. A long-chord NACA type cowling, incorporating a leading edge exhaust ring and controllable gills, are made by Bristol. A Rotax electric starter is used. The propeller is a de Havilland three-bladed two-pitch airscrew with a diameter of 11' (3,353 mm). The fuel is carried in a main 95-gal (432 1) De Bergue bullet-proof tank located between the cockpits, supplied by the engine-driven pump. The 9-gal (41 1) capacity oil tank is mounted in front of the instrument panel. Oil coolers are installed on each side of the front cockpit and provide warm air to heat the cockpits. The flying controls are by means of one-piece continueus push-rods of light gauge, which link the control column and foot pedals with the elevator and rudder. The tubes are constrained to follow the curve of the fuselage by Tufnol rollers placed at intervals, The control column is built as a complete unit on aluminium casting and has a spade grip. The rudder bar and foot plates, cast in one piece, are a sliding fitting on mounting tube and can be adjusted to any of six positions to suit leg length. The incidence of the tailplane is controlled by a wheel and wires. Provision is made for the installation of dual control in the rear cockpit. Westland Lysander Mks.I, If, Ill technical data Length 306" (9,300 mm) Wing span/wing chord, max. 8010"/6'8.2" (18,240/2,040 mm) Tailplane sparvtailplane chord, max. 12'6"/3'3.8" (3,810/1,010 mm) Stub wing span/stub wing chord, max. 178"/1'10.4" (8,480/870 mm) Height 14'6" (4,420 mm) Wheel track 9'0" (2,740 mm) Wing dihedral/wing incidence 3° 230/27 415° Aileron dell. angle/flap, fully down £18°/-39° 33° Elevator defi angle/rudder defl. angle £22.8°/425° Wing area, total 260 eq ft (24.150 m‘) Horizontal/vertical tailplane area, total 49.6/25.5 eq ft (4.610/2.370 m’) Weight, empty - MkII 4,044/4,160/4,385 Ib (1,840/1,890/1,980 leq) max. take-off ~MK.LAAILTIAGD) 5,920/6,030/6,330/10,000 Ib- (2,690/2,740/2,870/4,540 kg) Max. speed, at sea level -MkK.IMV/ 211/206/209 mph (340/332/336 km h*) at 10,000 ft - Mk. 219/230/207 mph (952/370/333 km h") diving 300 mph (483 km hr") Min. speed. - Mk.II 94/84/58 mph (87/87/90 km h") Rate of climb, initial 1,650 ft/min (8.4 m s*) Climb to 10,000 ft - MkII 6.9/6.8/8.0 min. Service ceiling -Mk.I/A/ 26,000/26,000/21,500 ft (7,920/T,920/6,550 m) Take-off run to 80 ft (15m) - MK 250/245/205 yd (230/225/280 m) Landing run from $0 (18m) - Mk.II 310/330/340 yd (288/300/310 m) Range, internal fuel Bristol Mercury and Perseus XII engines Diameter/length - Mercury; Perseus, all marks at 180 mph (241 kmh‘) 600 miles (865 lan) §1,5°/47"; 55.3'/49" (1,310/1,190; 1,400/1,240 mm) Continuous power - Mercury XII/XV/XX/30; Perseus XII 820/825/810/810; 905 hp (612/618/604/604; 675 kW) 2,780/2,650 rpm 940 - 1,065 Ib (430 - 480 kg) 87 octane (DTD 230) - Mercury & Perseus; 100 octane - Mercury 30 Rev. per min, take-off - Mercury/Perseus, all marks Dry weight, depended on accessories fitted Fuel grade (Directorate of Tech, Development Spec.) Designation Production | Serlalnumber {ain} Firstflight (7 |No. |No. | User Note and quantity (in parentheses) | delivery (d) / built (b), built_|conv.|_ S PS prototype: K6127 | ff 151636 1 RAF. RCAF | 40.710 ‘tals alc, ABAEE, RAE; became P12 6128 () [ff 412R6 1 RAF, 5 trials alc, ASAE, RAE; tropical and field trials 1938-40 Paz prototype K6127 1) [or enri4t 1 ‘Sconverled from P.8, Dellane-type tandem wing and mock-up turret, ABAEE Lysander Mit Ist prod. batch | L4673-L4738 (66) | 14673 11 25/3/38 6 2, 4,6, 13, 16,286,173, | 4673 A&AEE, ventral gun inst, L4674 later —» Mk.II Ast prod. order 208,237,287,613,614, | 4875 to dual-control alc L4687 to USAAF: L4731-L4733 originally for Portugal, cancelled 14676, 14081, 4662. 14703 (4) | d 240 to Finland as LY12a - LY 126, part of former Estonian order 2nd prod. baich | P166s - Pi6gs cc) 35 RAF, RCAF.|2. 4, 6, 13, 16.20,208, | P1666, P1668, P1680, P1681, P1683 > TT Mk III rd pred. order 173,237 287,613,614, | P1680 lo USAAF ed pred, batch | R2572 io) 68 R2572, R2575, R2578, R2581, R287 - 89, R2601, R2593, R2504, Sth prod, order | R2575 - R2600 (26) R2697, R2598, R2632, R2638 + TT Mk.|; R2651, R2G52 > TT Mk.IIt R2612 - R2652 (41) R2626 —+ Mk.|iKSD}; R2650 to EAAF as Y518 Y500 if Gorse Lapeer ee gypt as 500 - Y517, some alc — TT Mkt [susToTat E am SS oF derma to Armée de TAir st prod. batch | L47a0- 4816 b 1997-38 78 RAF; Z, 4, 5, 6, 15,16,20,26,] L4798, L4807 to Free French Forces (FFF), L4740, L4748, L4765, L4767, 2nd prod. order 28, 81, 116, 135, 139, | L470, L4786, L4794, 4901, 4816 later to Indian AF (IAF) 2nd prod. batch | L6847 - L6888 (2) |b 1997-38. 174 208,225,231,237,239, | L6969, N1208, N1245, N1300, P1713, P1735, P1736, P1738 to FFF 4th prod. order | N1200 -N1227 (28) 241,268,285,286,287, | 6867, N1280, N1320 — TT Mk.II N1240 - N1276 (37) 288, 516,614,685: | N1209, N1289, N1920, P1715 — TT Mk.lll N1289 -N1320 (32) 110 (400); 451; P1723 vial installation of & P Type A Mik.tIl dorsal turret A741 - P1745 1.2.3.4 61-66 (CG 6 1, 66 Fit 81, 86 > TT Mk.) ‘3rd prod. batch | Padsi - P9080 (GO) [d 1940 100 ‘a8 previous batches | P9059, P9078, P9102, P9103, P9134, P9181, PaTB4 to FFF 6th prod. order | Paggs - P9140 (48) P9009 -> TT Mk.li; P9109 - 14, P9113 - 18, P9117, P9123, P9125, P9126, P9176 - P9199 (2a) P9128, P9130, P9133 > TT Mk.Ill P9122 to USAAF; P9105 Stieger wing, RAE 3107 - 9196 ‘S107 8/140, 36, Turkish AF 490d 1942 4th prod, batch | R1987 - R2010 ‘R2047 6 1/40 a7 RAF, RCAF, | as previous batches | R2036, R2038, R2040, R2043, R2045, R2046 to FFF; R1987 to |AF Tih prod. order | R2025 - R2047 (23) RAAF, IAF R2047 to Canada, RCAF sin 700, as CF-GFJ post-war 21 alc from 2-4th batch > Mk.II! 1998 -» TT Mk.II Canadian 416 - 490 (75) | 416 16/8/39 75 RCAF; RAF [2, 110, 111, 112, 118, [2 of first 6 to dual control; 459 ski trials; 460 — Mk lll TT as.a pattem alc 123 RCAF, 1-10, 31 BGS; 253, 505 ATC, 434, 436 - 440 became DG442 - DG447, to RAF; only 438, 439, 440 delivered 8th prod. order | R90SS - ROOTS 9100 - ROT3S 6) T1422 - T1470 (49) T1801 - T1535 (35) T1548 - T1590 43) T1610 - T1655 (46) ‘T1670 - T1709 (40) 19736 - T1771 20 RAF 433 and 451—» crop sprayer as CF-DRL and CF-OGI-X post-war SUBTOTAL Lth including French afc 01 RB9S1 - RIO3O Finnish AF; | LeLv 14, 16, RS981 - RB899 to Finland as LY114 - LY122 TleLw 14, 16, HieLy 21; 4, 13,16,116, 138, 148, 161,225,231,237.239, 241,285,287 288,289, 309,357,516,613,614; 754, 755 NAS; 110 (400), 414 9000 to Egypt T1570 — TT Mk.lll, 71576, both to FAA 71739 to BOAC for crew training T1446. T1450, T1453, T1456, T1458, T1461, T1532, T1534, T1571, 71583, T1616, T1623, T1626, T1633, T1642, T1674 - 79, 11688, T1692, T1698, T1746, T1750, T1752, 11763 + TT Mk 9011, T1469, T1517, T1524, T1952, T1574, T1615, T1682 to USAAF R9009, RI106. 11456, T1508, T1583, 11750, T1770, 11771-> Mk.MSD) ‘enginally 500 a/c ordered. but later cancelled built at Doncaster p’ 2 VO751 - VO753 V8775 - VO824 VBE44 - VO8EB 9885 - V9906 Lysander TT MicINIA] 1st prod, batch TOTAL ese Sars (erie ea ge ae Pe Se [oats oe eee erO [ie Jes ef | 121,122,123; 1-10, 31 BGS; 1, 3,32 OTU 4, 13, 16,136,148, 161, ', | 225.275.276.277, 278, 280,28 1,285,289,309, 357, 516, 598; 745, 755 NAS; 414 ‘built as TTMk Ills, RCAF ealgniation, MIA TT 2425 ski tials: 2382 as CF-FOA pos Va340, V9960, 9372, VO410, VO574, VOE52, VOSES [a FAA 9477 became 1536 of RCAF, another 56 afc —» TT Mk.IIIA, to RCAF 9514 lo FFF; 8317, V9506, VO583, VO741, V9743. v9299, V9302, 9356. 9495, V9512, VBEGS lo USAAF, 9309, VB321, ¥9963, V9439, \VO555, V9504, 0705, V9729 to Portugal as 361 - 368 9372, V9579, V9679. V9726 + glider tugs: other afc —» TT Mkt, 1 & Ills \v9287, V9289. V9353, V9367, V9495, V9512, V9615, VOSGES, VOE74 + Mi.iltA(SD) VO776, V9776, VOBIT, VOeET, VOBBS lo USAAF 9808, 9618, V9622, V9823, V9887, V95B5, VIBES + Mk.INA(SD) *Iotal number of converted a/c unavailable, see noles above and textThe first Lysander prototype, K6127, flying high above the clouds (above lef). The same aircraft carrying the New ‘Types Park number 6 on the fuselage for the RAF Air Display at Hendon on 27 Jone, 1936. Early Aying was with a fixed tailplane and without cowling gilis. Elegant lines of the “Lizzie, a nickname well-suited, are displayed in this photograph of the P8 prototype. Another view of 6127, but this time the aeroplane has the variable incidence tailplane and cowling gills fitted. The observer's cockpit canopy hood is of the original shape and was later brought up to production standard (below). 6128, the second Lysander prototype, loaded up with four "Flying Pig" 112Ib Royal Laboratory HE bombs-on the stub-winglets. 4 P8GEN Westland Helicopters via Fred Ballam Egypt, in January 1939. Here, three Mk.! aircraft of that unit, L4715, L472] and 14728, fly over the The first to receive the Lysanders in the Middle East was No.208 (AC) Sq. RAF based at Qasaba, — am great pyramids near Cairo. | ei ae es a Sasi a) eee ety — a pT eae sah el ae The second production Lysander Mk.J, L4874, during Empire Air Day 1938. It displays the standard camouflage scheme and marking of that period. The machine was retained by Westland for trials to. anew Mk.l! standard (left). Lysander Mil, R2047/LX-U of No.225 Sq. RAF from Odiham, practising message pick-up with the help of the retractable ventral message hook. Note the fin flash upper alignment and yellow painted front part of the wheel spat (right) Lysander Mk J, R2649/C, of No.208 Sq, suffered a sudden Joss of tyre pressure on landing at Siwa Oasis, Egypt, one day in November 1940 (above). L4734, @ Lysander Mk.J, seen at Abu Sueir, Egypt, probably on delivery to No, 208 (AC) Sq. (right). Lysander Mk.I, L470, of the same squadron, on a message pick-up training flight shortly before the outbreak of WWII (below) Mk.1I, Mk.II 5E 3 A pair of Lysander Mx.[s of No,208 (AC) Sq. fying over the Suez Canal. Aircraft of this squadron saw extensive action in the Western Desert after the outbreak of war with Italy on 10 June, 1940 (above). Lysander Mé.ls, KJ-N, KJ-¥ and KJ-L,of No. 16 (AC) Sq. RAE near thoir Old Sarum home base during the Munich crisis in autumn 1938. The serials and wing roundels are averpainted. The PL is 4 subject of colour profile on p. 24 (below right). dl, P3139/8F-A, serving with No.28 Sq. RAF in the North West Frontier Prov was later involved in tactical reconnaissance duties and light bom! inner is red (above). of india, Ko? Burma. The aircraft $q., @ part of the former No.614 Sq, Auxiliary Air Force. Its Lysander Mk.ll, L6856/LX-V. is boing propared for a coastal reconnaissance rere frequently removed in service as mud quickly accumulated (Jett), Lysander Mk.II, R1992, in the Western Desert in The ‘LX unit code letters were at that time allocated to No.22: flight sometime in the summor of 1940. The side panels of the whee! spats craft, stripped of its fuselage panels and fabric covering during an overhaul or in. Judging by the fin ash type, the phote dates back te post-May 1942 6 Mk.I, Mk.IIPublic Archives of Canada via Chris a & i = 5 & IWM, CH1202 Lysanders serving in an air-sea rescue role were nicknamed the "Salvation Navy”. Here a Mk.il aircraft carries dinghy containers on the stub wings and four smoke markers beneath the fuselage bomb rack. Type Cl roundels below the wings (left).A clear in-flight picture of the Mk.H, N1294/L4-T, of No.225 Sq. RAE mid-1940. Note the undercarriage details and stowed Vickers K gun (above) CANES WM. Aluminium painted Canadian Lysander Mk lls. Nos.421 and 419 are from No.2 (AC) Sq. RCAF at Rockciiffe, Ontario, seen there on 17 November 1939 (left). Nos.418, 419 and 416 were among the first produced. These aircraft served with No.110 (AC) Sq. at Rockcliffe in January 1940. Note the oil cooler extractor air scoop and external power supply cart (above). Lysander Mk.Ils, the nearest machine is No.461/GV-C, Patricia Bay, British Columbia, 20 January, 1942, where Nos.3 and 32 Operational Training Units had the Lysanders on their fleet. In total 75 Mk.il aircralt were built by the National Stee! Car Corporation in 1938-39. Note the single Vickers gun in the rear cockpit and missing sliding hood (above). Fresh new Lysander Mk.lls lined up at Yeovil awaiting delivery to the unit. Right to left, L4791, A788 and L4789. The aircraft in the foreground has an ‘A’ camoutlage pattern, while the other behind it wears a B-type scheme (below right). A rare photo depicting the Royal Navy Lysander Mk, IIIA, V9618/E, of No.75¢ NAS at Arbroath, Tayside, Scotland, in September 1941. Note the narrow dark band around the spinner and missing armament in the observer's cockpit (above). ME.II, Mk.ITIA 7ig d-1942. 9606, V9499, V93S0 and V9726/8 aircraft 4 'KO-D, of No.2 (AC) Sq. RAF Sawbridgeworth, 194 IWM, CHTS72 lor Mk INA(SD), V9289, serving with the ‘C’ Flight of No.357 (SD) Sq. in Sout. o jast operational RAF unit u WWII. Note kings (abo ie — a ysander Long-Range” to preserve secrecy (top). ith an additional tank under the | The prototype of the Special Duties Lysander, T1771, was the last machine of the first production batch of Lysander Mk-Ils. Initially it was called "! The lichester plant hangar accommodating aircraft undergoing modification to the SD standard. So called Lysander SCWs (Special Contract Westland) were fitied fasolage and lightened by stripping of armament and various equipment (above). 8 Mk.II, Mk.IIIA, Mk.ITI(SD), Mk.ITIA(SD)Lysander TT Mk.[iIA, V9815, No.357 Sq. RAF, 1944-45, Target-towing installation and a smailer type of auxiliary fuel tank are visible (above). Late production Mk.I1A, V9602, photographed in December 1941. Note the aerial between the fuselage and lower wing (right). Built a5 a Mk.ULA, this Lysander V9502/K was shipped with another 56 aircraft to Canada during 1942. It was converted to turget-tug and wore the distinctive anti-camouflage consisting of black and yellow stripes (left). The last but one Lysander TT Mk INA, V99085, finished in December 1941.A tripod was installed under the fuselage to carry the pulley for the droque cable. The armament was removed, but the stub wings with a Light Series carrier were retained (right). Lysander Mk.lIIA, 2424, built by Victory Aircraft of Canada. It was with No.] OTU at Bagotville, Quebec Province, on 12 April, 1943. Note the broad fin flash stripes and rear fuselage band, probably coloured grey (below) opters vie Fred Balla Lysander Mk.l, P9105, used for test-flying a special high-lift wing designed by H.J. Stieger (above). Dellane-type tandem wing Lysander, converted from K6127 prototype and designated P12, with a mock-up Boulton Pau! tail turret, July 1941 (right) P.12, Stieger wing Mk.II, Mk.IIIA, TT Mk.IIIA 9 IWM, MHS529 15535 IWM, MH:icopters via Fre “arse Fight ex-RAF Lysander Mk.lllAs were transferred to Portugal in the autumn of 1943 as partial compensation for the use of the facilities in the Azores by the RAF They served in the Military Aviation, renamed Portuguese Air Force in 1952, equipping the Reconnaissance and Liaison Squadron al Tancos (above left). A mix of lysander Mk. and Mk.lls was sold to Finland in 1940, where they were nicknamed the “Aly”. Mk.il1, R8995/LY-118 of 2/LeLw.16 was fitted with locally designed skis (above right), Lysander Mk. Y517, the last but one from a batch of 19 machines purchased by the Egyptian government for their Army Air Force (EAAF) in the summer of 1938 (below), Lysander Mk.li, 3112, one of a total of 36 machines delivered to the Turkish Air Force (Tiirk Hava Kuvvetleri) in 1940. Note the Lewis Mk.lll machine gun (left). The Irish Air Corps took delivery af six Mk lis, sérialled 61-66, all of them being partrayed in this picture (above). About two dozen of Lysanders were supplied to the Free French Forces during 1940. This Mk.ll, P9134, with RAF insignia and the red crosses of Lorraine, served within the Groupe Bretagne in Tunisia in 1941-42 (above). The same aircraft parked in front of the damaged hangar at Le Bourget in 1946. Of note is the auxiliary fuel tank taken from a Lightning fighter (left), 10 Mk.I, Mk.II, Mk.I0I, Mk.ITIA innu Valtonen, 47634 jcopters vis Fred BalMkII port nose shows the Bristol Perseus XII radial engine c and Vokes carburettor filter used in the African, Middle East and Far compared ta Mk III/NIA aircraft. Other useful details, especially of armament and undercarriage, are clearly visible on this Lysander of No.4 Sq. Indian AF Mck.iIIA long-chord cowling and exhaust pipe, looking from below. Bristol controllable cooling gills in open position. The bulges above the cylinder valves were significant features of Bristol Mercury engines fitted to Lysander Mk. and Mk.Ills (below) \ Engine cowling panels detached from the Mk.JILA aircraft. Note the enclosed valve gears, cylinder baffles and cowling panels support ring with gills Mk.II, Mk.II, Mk.IIIA llDe Havilland controilable-pitch bracket-type metal propeller. Each blade has the rotating weight balance for fine pitch adjustment. A spinner was used to cover the hub and pitch mechanism. Is. Detail of epicyclic reduction gearbox and port oil cooler air duct ble. 12 Mk.II, Mk.ITIA, Mk.IILA(SD)and marking raft. At the end of aircraft was bought by Ame collector Kermit Weeks right) IWM's Lysander Mt. V9673, MA-J, carrentl exhibited af Duxtor inally a V9600 airframe ie UK to Canada in 1942 it was converted to TT MK.IA and allocated the sen ibena Old Timers from felgium, wears the camouflage scheme of SD Lysander of No.161 Sq. RAF itis a frequent vi ny continental airshows, Zaventem, iy sixties ysander Mk MIA, V9441/AR-A, is another restorect RCH ours of No.309 (Polish) Sq. and this photo was taken on 6 ed to represent raft Its original serial was 2. ly, 1998 (below), the MKk.TIA, Mk.TI(SD) 17Pilot's cockpit canopy starboard side. Thi used in Special Duty aircraft. Restored Canadian Mk.lil fuselage undersuriace with extended exhaust silencer and carburetfor air intake. Ventral fuselage access doors are open. 18 Mk.II, Mk.IIIA, Mk.III(SD)in the left (above). A P-4 compass, control column assembly and pilot for seat-type parachute (below), and rear view of pilot's cockpit (right). Rear cockpit looking forward. The centre section cabane struts, reof glazing and armour plating behind the pilot's seat are clearly visible. Note the oblique Véry signal pistol blast tube (above). Observer's cockpit, starboard side, with electrical instrument panel, Fuseboxes are in the centre, the lower panel comprises the battery ammeters, ger voltmeter and charge switch while at the (op are two battery cut-out boxes (left) erator Steel tube construction of the fuselage rear tor of Mik, as located here, whilst MK.II/IILAS had the R.3002 receiver unit installed instead. Note the be slid forward toe inal push-rod rollers for elevators and rudder, ray in the rear part of the observer's cockpit. The R/T unit ase operation. Behind itis an armour plate of 6 mm thickness. ounting could Mk.I1A 19board tailp 20 Mk.II, Mk.II1AType A1 roundel is dull red, white and dull blue outlined in yellow 4 . y A-scheme camouflage Lysander Mk.I, L4723 pater with Tyaa) Aa No.208 (AC) Sq. RAF, Qasaba, Egypt, c roundel on port and B- summer 193! type on starboard side Dark green and dark earth finish to Type A ‘ pattern on the upper surfaces. Lower wings and tailplane silver. Type A1 roundels an fuselage and above the wings, Type A beneath thewings. Type 8 roundel is dull red and blue Lysander Mk.I, KJ-L No.16 (AC) Sq. RAF, Old Sarum, Wiltshire, autumn 1938/early 1939 Upper surfaces are dark green and dark earth finish to Type B scheme. Port wing undersurface night (black), starboard white, Both ailerons and surfaces in silver. Codes in lig’ side reads KJ-L), serial overpainted. B- type roundels on fuselage, {hase on upper surfaces being repainted by camouflage coloursofdifferentshade Type Ct roundel is dull red, white, dull blue and yellow Black and yellow underside ae ’ stripes on stbd wing. Black stripes are 36° wide spaced 72” apart. Tallplane lower surfaces painted in black, alevators yellow Night (black) White Dull red Dull blue Yellow Lysander TT Mk.II, T1445, K-W6-K Dark green y . No.755 NAS, FAA, Worthy Down, Hants., } 1941-42 Dark earth , Dark green/dark earth to B finish with black and yellow stripes on wing lower surfaces, wing struts and below the fuselage. Codes in grey, starboard side K-6 W with K next to the roundel and another letter K on engine Sky cowling. Type Cand C1 roundels on lower wings and fuselage, respectively, B-type roundels on wing tops. Serial and ROYAL | Aluminium dopeisilver poem Medium sea grey Bronze Type C roundel is dull red, white, dull blue and yellow Lysander Mk.IIIA (SD), V9287 No.164 (SD) Sq. RAF, Tempsford, 1942 Dark green, medium sea grey and night (black) finish with white spinner and red fuselage serial number. Type B and Ci roundels JaPo onupper wings and fuselage, respectively, TypeC fin flash. © J Farkai 99 21eee vee L-= Mk.0I, Mk.IA, Mk.II(SD), TT Mk.IIFuselage underneath comparison (Ieft to right): Mk.II, Mk.JU(SD) and Canadian Mk.ill. Note the ventral sliding panel, angular-type carburettor air intake and bigger oil cooler air intakes of the Mk.il The Mk.IU(SD) has a rounded-(ype air intake and sliding cover for a Mk.lA. camera sight immediately behind the cowling gills, while the Mk.II has a controllable air intake, panels and ventral two-piece access door. Access cover ta the stowage of the canvas bag with locking tubes for the contro! column and rudder bar. Also located here were the two flare release doors in the Mk.l, Mi.il and Mi. 1A aircraft. In the fuselage side is an access door to the tail lifting bar. (above) A two-piece door with a central slot for swivelling pulley installation of the former target-tug aircraft (right). Open veniral fuselage doors showing the diagonal tubing and bomb-aimer's hinged sliding floor panel (far righi). ain lower fuselage Lower fuselage with metal panels detached discloses the one-piece main undercarriage leg attachment, contre] column and rudder pedal assembly and fuel tank bottom part. The air cylinder attached to the leg extrusion is a part of the Dunlop pneumatic wheel-brake system. There are hinges for fixed gun ammunition boxes located on the fuselage tubular members. The fuel tank has a drain and outlet cock on the bottom side: ME.II, Mk.ITI, Mk.ITLA, Mk.ITI(SD)port side Polish ingigole is red and white. fwd Note the different appearance on fuselagesides. Lysander Mk.IIIA, V9437, AR-V (formerly AR-P) No.309 (AC) “Ziemia Czerwienska” (Polish) Sq. RAF, Dunino Aerodrome, Fife, 1942-43 A-schome camouflage pattern of dark green/dark earth and sky. Codes are grey, serial number in black. Codes on the starboard side mopeaced e be AR-V Bees pose pane envoys abi roundel, enal number painte over the letter V; former letter P partially ss visible through the paint. Type At roundeis on fuselage, fin flash of Seema comnene A-type and Type B roundels above the wings. No roundels carried A Pats yp onthe undarsurfaces, LysanderMk.ll (Canadian ticence-built), 419 Night (black) nere (AC) Sq. RCAF, Rockcliffe, Ontario, January White Overall aluminium/silver finish with black spinner and serial numbers. 419 reads from the front under the Type A roundel is dull red, ‘starboard wing and opposite way under the port. Type white and dull blue Aroundels in six positions. Dull blue/mid blue Dull redired Yellow Dark green Dark earth Medium sea grey Sky Aluminium dope/silver Bronze Lysander Mk.II, 63 IAG No.1 Fighter Squadron No.1 (F) Sq., Irish AirCorps, 1942 badge is orange and black Standard RAF dark green, darkearthandskyfinishtop. “th fod andwhitedetails scheme patiern. Fuselage number in black. Orange and green Celtic boss in six positions. Tricoiour stripes under wing tips with green always inwards. Squadron badge below tho windshield on port side Irish Celtic boss is orange and green Its appearance is always the same in all positions Lysandor Mk.II Escadrille “Rennes”, Groups “Bretagne” CRB1, Free French Air Force, Fort-Lanny, Chad, 1941-42 A-scheme camouflage pattem of dark green, dark earth and sky with red 3 spinner. Crosses of Lorraine in blue superimposed on white circles carried on I French roundel is red fusolage and below wings. Serial number overpainted. Fin flash is mid blue (outer ring), white and blue (leading), white andrea.