WWII British Aviation Industry

Since I recently completed research on France's aviation industry (see here), I couldn't just walk away without doing the same for the U.K. It’s interesting to see what companies built WWII celebrities like the Spitfire, Hurricane, Mosquito, or the Lancaster, to name these few. Curiosity led me to investigate the origins of these manufacturers and their current status. So here we go again, to the best of my ability to make sense of it!   🙂

After WWI

       Like the French aerospace industry of the pre-World War II era, the U.K. lined up more than a dozen builders. The first round of mergers came between the end of WWI and the 1930s. During the Great Depression, two major manufacturers emerged: Vickers and Hawker. This could illustrate some ten years later the rivalry between the Spitfire built by Supermarine (a part of Vickers) and Hawker’s Hurricane as the most effective combat aircraft of the war (quality vs. quantity). So, keep calm and carry on.

Muddling Through

      One interesting story caused me to make several rounds of corrections in my flowchart until I got it right. John Davenport Siddeley, 1st Baron Kenilworth, managed Armstrong-Whitworth in 1927 before merging its heavy engineering business with Vickers to form Vickers-Armstrongs (or just “Vickers"). J. D., however, brought under his personal control Armstrong-Whitworth Aircraft, Armstrong-Whitworth’s automobile and engine maker, Armstrong-Siddeley, as well as Avro’s engine branch.

The Two Amrstrongs

      In 1934, Hawker Aircraft acquired the rest of Avro (as far as I can tell), Gloster, and Armstrong-Whitworth Aircraft to form Hawker-Siddeley. J. D. continued to operate his aircraft manufacturing business as Armstrong-Whitworth, competing with Vickers, with whom he was no longer associated. As a result, two different manufacturers simultaneously used the word “Armstrong” in their business names. Oi, steady on! Armstrong-Siddeley, the engine maker, merged in the 1960s with Bristol Aero Engines to form Bristol-Siddeley, which isn’t shown on the attached flowchart (see at the end). Rolls-Royce later acquired Bristol-Siddeley.

WWII Shadow Factories
      The British government launched a scheme to develop dozens of so-called “shadow factories” in 1935. The intent was to accelerate the production of aircraft, engines, and related equipment, along with the desire to scatter production away from industrial centers in the event of aerial bombing over Britain. It relied on technology transfer to civilian manufacturers in exchange for their factory administration expertise and trained workforce.

      Public funds covered the entire cost of building and equipping all these satellite plants. Participating businesses received government grants and substantial management fees to execute the project. Meanwhile, established manufacturers of military and civilian materials had to expand and modernize their own plants and design offices to meet the expected output once a war was underway. By 1936, the Air Ministry reorganized and focused directly on communicating with manufacturers, addressing supply bottlenecks, and procuring the right aircraft. Relying on a fast-growing network of subcontractors was key to boosting production. RAF officers, referred to as Resident Technical Officers, worked directly with manufacturers to oversee technical issues and facilitate interactions between their assigned businesses, the RAF, and the Air Ministry.

      Shadow factories used available structures such as mills, tanneries, farm barns, weaving sheds, garages, and even country mansions in Britain, Canada, Australia, New Zealand, and South Africa. Nine new factories were built from scratch. By 1939, 31 plants were at work or being constructed. Some were already producing complete aircraft, while others provided parts. By 1944, 175 firms were directly involved in the shadow factory plan. Jolly, good!

      In 1940, the London Aircraft Production Group originally oversaw the factory management of several companies building and running London buses. They shifted their focus to producing Handley Page Halifaxes, ammo, gun elements, armored vehicles, and spare parts. At its peak, the group involved 41 assembly areas around the London area, 660 subcontractors, and 51,000 workers. Eventually, women formed the majority of its workforce. By 1941, this single group covered 40% of the nation’s heavy bomber output, along with 200 Halifaxes per month. I say, rule Britannia!

      In hindsight, these efforts paid out. In the mid-30s, aircraft production topped out at about 200 per month, versus about 650 in 1939, 1,250 in 1940, and up to 2,500 monthly in 1944. Added to this came the US connection. Under the Lend-Lease Act, the US eventually delivered to the UK more than 2,000 heavy bombers, more than 3,000 medium bombers, more than 8,000 light bombers, and more than 13,000 fighters. Large-scale deliveries from the US started in 1942.

The Castle Bromwich Debacle

      As part of the shadow factory scheme, Morris Motors Ltd moved to establish the Castle Bromwich plant in 1936 to build 60 Spitfires by May 1940. Exactly zero were delivered as a result of mismanagement despite millions of Pounds Sterling spent by the government. Bromwich was supposed to be able to procure thousands of Spits eventually. Vickers (Supermarine’s owner) took over the whole thing in June 1940, but still had issues there as late as 1942, such as cracks in the building’s brickwork. The Treasury did not sign off on this project until 1944. Mind the gap! To be fair, the Castle Bromwich plant did indeed build more than 12,000 Spitfires (more than half the total UK production of these fighters) and hundreds of Avro Lancasters by 1945. Morris Motors Ltd eventually merged with the Austin Motor Company in 1952.

Back and Forth

      The owner of Avro, Crossley Motors, had sold Avro to Armstrong-Siddeley back in 1928. The following year, Avro’s founder, A. V. Roe, with S. E. Saunders, formed a new company called Saunders-Roe. It would go on to build hovercrafts as part of Westland. In 1964, Saunders-Roe’s hovercraft business merged with Vickers-Armstrongs (yes, them again) to form the British Hovercraft Corporation. I say, look here, mate! In 1971, Westland took back that business. GKN then bought out Westland and renamed it GKN Aerospace in 1994, later to be sold off to Finmeccanica.

Mergers, British Style

      Sorry, old chap. No time for tea time now. Due to the rapidly growing globalization of the aerospace industry, the British government forced most corporations to merge in the 1960s, forming three major groups: Hawker-Siddeley, BAC, and Westland. The consolidations continued in the 1970s and beyond, leaving nearly all the original 1910s companies to become part of such businesses as British Aerospace Systems, Rolls-Royce, Thomson CSF, Safran, Boeing, and Finmeccanica. I’m sure there are more. See the diagram below. Two did not survive: Handley Page and Miles Aircraft. 

      The next article will focus on the United States aircraft industry. Pip pip, cheerio for now.

Click this diagram for the full resolution image.

Click here for the previous article on WWI French Air Woes.

Click here for the US Aviation article.