| Type 685 York | |
|---|---|
 LV633Ascalon, Churchill's personal aircraft | |
| General information | |
| Type | Transport |
| Manufacturer | Avro |
| Designer | |
| Status | Two examples on display |
| Primary users | Royal Air Force |
| Number built | 258 (including 4 prototypes) |
| History | |
| Manufactured | 1943–1948 |
| Introduction date | 1944 |
| First flight | 5 July 1942 |
| Retired | 1964 |
| Developed from | Avro Lancaster |
TheAvro York was a British transport aircraft developed byAvro during theSecond World War. The design was derived from theAvro Lancasterheavy bomber, several sections of the York and Lancaster being identical. Due to the importance of Lancaster production, York output proceeded slowly until 1944, after which a higher priority was placed upon transport aircraft.
The York saw service in military and civilian roles with various operators between 1943 and 1964. In civilian service,British South American Airways (BSAA) andBritish Overseas Airways Corporation (BOAC) were the largest users of the type. In military service, large numbers of Yorks were used for air-supply missions during theBerlin Blockade 1948–49. A number of the type were used asair transports of heads of state and government;VIPs who flew on Yorks included British Prime MinisterWinston Churchill, French GeneralCharles de Gaulle,Governor-General of IndiaLord Mountbatten and South AfricanPrime MinisterJan Smuts.
During 1941,Avro elected to begin development of a new civil-orientated transport aircraft.[1] In the midst of an uncertain stage of the Second World War, Britain's aircraft industry was preoccupied by urgent wartime demands, not only to produce military aircraft, but to design increasingly capable models as well. The company's decision to embark on this venture was considered to be ambitious, especially as the development project operated with no official backing early on.[1] The project may well have been influenced by a shortage of transport aircraft, as well as by the formation of theBritish Overseas Airways Corporation (BOAC), in 1940, to run all of the nation's overseas civil air routes. However, according to aviation author Donald Hannah, there was little incentive and few materials available for the construction of transport aircraft, it was impossible to predict when the war would end and, thus, when large-scale demand for civil aircraft would return.[1]
Roy Chadwick, Avro's chief designer, had foreseen a need for a transport aircraft that was powered by four engines and would be capable of flying for long distances. The design, which was designated as theType 685, had its origins in the company's then-newly developed four-engined bomber, theAvro Lancaster, which had made its first flight only earlier that year.[1] TheType 685 paired various elements of the Lancaster, such as its wings, tail assembly andundercarriage andRolls-Royce Merlin engines, with a new square-section fuselage that provided double the internal capacity of the Lancaster. The two aircraft also substantially differed in external appearance.[1]
In February 1942, Chadwick submitted his drawings to Avro's experimental department. Within five months, the company refined the design and had quickly assembled an initial prototype. On 5 July 1942, the York prototype,LV626, conducted itsmaiden flight fromRingway Airport,Manchester.[1] It had initially been fitted with the twin fins andrudders of the Lancaster but the increased fuselage side area forward of the wing compared to the Lancaster necessitated fitting a third central fin to retain adequate control and directional stability; the third fin was fitted as standard on subsequent production aircraft.[2][3] Flight trials ofLV626 were quickly transferred toRAF Boscombe Down. In response to the prototype's favourable performance during trials, theAir Ministry issued an order for three more prototypes of various configurations to be built along with an initial production batch underSpecification C.1/42, part of Operational Requirement OR.113 for a new transport aircraft.[1]
The prototypes were used to test various adaptions and potential roles for the aircraft.LV626, the first prototype, was rebuilt to theC.II standard, the principal modification of which was the installation ofBristol Hercules VIradial engines in place of the Merlins; it was later decided to standardise on the Merlin engine, leaving this as the sole Hercules-powered York.[3] The fourth prototype,LV639, was furnished as aparatroop transport, complete with ventral dropping doors. However, flight testing found that the York was unsuited to this role, due to theslipstream wash drawing the parachutes towards the fixedtailwheel, posing an entanglement risk.[3]
Production of the York proved difficult to speed up, due to shortages of key materials. Moreover, Avro was also obliged to place a high priority on the manufacturing and refinement of the Lancaster.[1] Officials had also judged that there was no requirement for large numbers of Yorks at that time.[4] By the end of 1943, only the four prototypes and three production aircraft had been manufactured, but production was scheduled to rise to three aircraft per month throughout 1944.[5] Early production Yorks were principally used as a VIP transport aircraft; notably, the third prototype,LV633 being luxuriously fitted out and becoming the personal transport of Winston Churchill.[3]
On 25 March 1943,RAF Transport Command had been formed, which soon established a clear requirement for the strengthening of Britain's air transport forces; the York became the first British aircraft to be used in quantity by Transport Command. The firstRoyal Air Force (RAF) production order consisted of 200 aircraft; while a further 100 were ordered under a second order placed shortly after.[5] Throughout 1944, the majority of Yorks produced were passenger transport aircraft, a batch of both purefreighters andcombined passenger/freighter-configured Yorks were also manufactured.[5] Several early production aircraft intended for RAF service were instead diverted to BOAC, who had otherwise received little in the way of similar aircraft prior to delivery of the first York in April 1944.[5]
Initial assembly and testing of production Yorks, which were principally destined for service with the RAF at that time, was performed at Ringway, reaching its peak in 1945; these activities later being transferred to facilities inYeadon,Leeds andWoodford,Cheshire, where work was undertaken at a slower pace.[2][5] Only eight aircraft of the second order for 100 aircraft were produced; in April 1948, the final York,PE108, was completed.[5]
Abroad, a single pattern aircraft was completed byVictory Aircraft in Canada; however, no further orders were received. Victory had tooled up for the manufacture of 30 aircraft and had built parts for five aircraft, but, ultimately, only one would be completed around the time that the war came to an end.[6] This aircraft would later be purchased by Skyways Ltd.[7]
The Avro York was a high-wing cantilever monoplane, using an all-metal construction, with many similarities to the Lancaster from which it was derived. The wings used a two-spar structure, which housed seven internal fuel tanks between the spars, containing 2,478 imperial gallons (11,270 L; 2,976 US gal).[8] The outboard panels of the wings were tapered on both edges and were furnished with detachable tips. The wings featured all-metalhydraulically-actuated splittrailing edgeflaps and carried the four Rolls-Royce Merlin engines in four underslung nacelles attached to the front wing spar.[8] Each engine drove a three-bladed constant-speed fullyfeathering metalpropeller, manufactured byde Havilland Hydromatic. The fuselage was of a semi-monocoque construction, complete with a flush-rivetted skin, and was built in five separate sections.[8] Theempennage featured a triple tail arrangement.[9]
In a typical passenger configuration, the York could accommodate a 21-seat three-abreast arrangement split between the fore and aft cabins. The main entrance door was set between the two cabins, along withcloakrooms andlavatory and a kitchen andbaggage hold was located at the rear of the cabin.[10] Emergency exits were present in the ceiling of each cabin. Passengers were subjected to very noisy conditions due to the aircraft's engines,[11] but from a pilot's perspective, the York was reasonably pleasant to fly.[12]
In 1945,No. 511 Squadron became the first squadron to be fully equipped with Yorks; eventually a total of ten squadrons of RAF Transport Command were wholly or partially equipped with the York.[5] In military service, the York was used on all of thetrunk routes operated by Transport Command, such as the criticalEngland–India route. Overall, 208 Yorks were manufactured for the RAF.[5]
During theBerlin Airlift, RAF Yorks from seven different squadrons flew over 58,000 sorties to provide the city with vital supplies between 1948 and 1949.[5] In total, in excess of 230,000 tons was carried by the York fleet;[13] the type had borne 43% of the British contribution, alongside other aircraft such as theDouglas Dakota andHandley Page Hastings. Following the end of the Airlift, the RAF retired much of its York fleet; around 40 of these were sold onto civilian operators while many others were scrapped due to the onset ofcorrosion.[14] During the 1950s, numerous military contracts were issued to civilian York operators.[15]
In 1954, the FrenchAéronavale procured five Yorks from the British Air Ministry and operated the type atLe Bourget for around a year.[11]
On 21 February 1944, the first civilian York (G-AGJA), initially built for the RAF asMW103, received itsairworthiness certificate, thus clearing its delivery shortly thereafter to BOAC.[5] On 22 April 1944, the York inaugurated an initial UK-Morocco-Cairo route. Following the diversion of the first five RAF production Yorks to BOAC, it was decided to allocate a further 60 to the airline[5] but in fact only 25 more were delivered to BOAC.[16] Early BOAC operations were conducted in close collaboration withNo. 216 Group RAF; this led to some early Yorks bearing a confusing combination of both civilian registrations and military external markings.[5]
Flights were soon established toJohannesburg,South Africa, in conjunction withSouth African Airways; Yorks assigned to this route fitted with a total of 12 sleeping berths in addition to passenger seating due to the journey time.[17] The majority of BOAC's York fleet were fully furnished passenger airliners or as combi passenger-cargo aircraft.[5]
In the post-war years, BOAC expanded its use of the York considerably, such as on its Cairo toDurban service, which had previously been operated byShortsflying boats.[18] Other airlines also adopted the type, such as its use byBritish South American Airways (BSAAC) on their routes to the Caribbean and South America, prior to their merger into BOAC in September 1949.[19]
On 7 October 1952, BOAC withdrew its Yorks from passenger services, retaining the type for freight operations.[7] BOAC's Yorks continued to operate freight schedules until November 1957 when the last example was withdrawn.[19] After disposal by BOAC and BSAAC, their York fleets were purchased by several UK independent airlines and operated on both passenger and freight flights; these service often included long-distance trooping flights toJamaica and other UK garrisons.[20] The largest York operator out of the independents was Skyways.[21] In 1964, the last Yorks were retired from service by Skyways andDan Air.
When theDistant Early Warning Line (Dew Line) was being constructed in Canada in the late 1950s, the York was introduced as a freighter by Associated Airways to support the initiative, these being used later in ordinary airline service.[11] At least one of the Yorks,CF-HAS, was retained, and was in service withTransair as late as 1961.
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The Avro York was, like its Lancaster and Lincoln stablemates, a versatile aircraft. One of the prototypes,LV633,Ascalon, was custom-built as the personal transport and flying conference room for KingGeorge VI and Prime MinisterWinston Churchill.[22]Ascalon was to be fitted with a special pressurised "egg" so that VIP passengers could be carried without their having to use anoxygen mask. Made of aluminium alloy, the enclosure had eight perspex windows to reduceclaustrophobia. It also had a telephone, an instrument panel, drinking facilities and an ashtray with room for cigars, athermos flask, newspapers and books. Testing atRAE Farnborough found the "egg" to work satisfactorily. Avro said it was too busy with the new Lancaster IV (Avro Lincoln) work so it was never installed inAscalon. It was considered for installation in the successor aircraft, aDouglas C-54B but the contractorArmstrong Whitworth decided it was impractical and the project was shelved. The whereabouts of "Churchill's Egg" are not known.[23]
MW140,Endeavour, flew toAustralia in 1945 to become the personal aircraft ofthe Duke of Gloucester, Australia's Governor-General.[24] It was operated by theGovernor-General's Flight from 1945 to 1947; it was theRoyal Australian Air Force's only York.[24] Another York,MW102 was fitted out as a "flying office" for the use of theViceroy of India and C-in-CSouth East Asia Command,Lord Mountbatten. During its first major overhaul by Avro at Manchester (Ringway) in 1945, the aircraft was repainted a light duck egg green, a shade intended to cool down the aeroplane, instead of its former normal camouflage colour scheme. South African leaderJan Smuts also used a York as his personal transport.Air Chief Marshal SirTrafford Leigh-Mallory was killed on 14 November 1944, while flying to his new posting inCeylon to take command of Allied air operations in the Pacific, when YorkMW126 struck a ridge in theFrench Alps in a blizzard, 30 miles (48 km) south ofGrenoble, France. His wife Dora and eight aircrew also died. The wreckage was found by a villager in June 1945.
While there are no flying examples of the Avro York, there are two complete examples on display in the United Kingdom. Both aircraft were initially allocated to the RAF, but were used by civil operators for most of their flying careers; both aircraft were issued with military and civil registrations.
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Avro 685 York C1,TS798 (cn1223), now part of the collection of theRoyal Air Force Museum Midlands, Cosford. This aircraft was completed in October 1945 and intended for the RAF asTS798, but quickly passed to BOAC and given the civil registrationG-AGNV. In BOAC service it flew routes in South Asia and Africa until 1950. In 1955 it was acquired by Skyways, who operated it until 1964.[35]
It was sold to the Skyways airframe collection for preservation and made the last ever flight by a York when it flew from Heathrow toGloucestershire Airport to join the collection. It was sold to the RAF Museum in 1972. In 1973 it was restored and painted in RAF markings to represent another aircraft,MW100; it was moved to the RAF Museum's Cosford site in 1976, where it is currently displayed.[35]
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Displayed at theImperial War Museum Duxford: Avro 685 York C1,G-ANTK is an ex-Dan Air London aircraft. This airframe was built at Yeadon, near Leeds, in January 1946 and entered RAF service with 242 Squadron asMW232 that August. It joined the fleet of Allied aircraft engaged in the Berlin Airlift and in May 1947, the York moved to 511 Squadron at Lyneham, where it served until May 1950 when it was used byFairey Aviation for flight refuelling research. It then retired to 12 Maintenance Unit at Kirkbride for storage prior to disposal. In July 1954,MW232 becameG-ANTK with Dan Air and it was used for freight work until its retirement in May 1964.
It was ferried toLasham Airfield and used as a bunk house by the Air Scouts until 1974. The Dan Air preservation group took it over and began to restore the aircraft in their spare time. In the mid-1980s, Dan Air realised the impracticality of the restoration work being undertaken and began negotiations with the Duxford Aviation Society. In May 1986, the aircraft was dismantled and on 23 May made its journey toDuxford on seven low-loaders.
The Avro York had 87 hull-loss accidents or incidents with the following list of accidents involving fatalities and major hull-losses. This information is primarily derived from:Piston Engine Airliner Production List (1991)[36] andAviation Safety Network.:[37]
Data from Jane's Fighting Aircraft of World War II,[45] The Avro York[46] & Berlin Airlift[47]
General characteristics
Performance
| External videos | |
|---|---|
 Images of Yorks in service | |
| Footage of Yorks during Operation Vittles, 1948 | |
| News report on the crash of a York, 1956 |
Related development
Aircraft of comparable role, configuration, and era
Related lists
| National | |
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| Other | |
