Percival Gull

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Percival Gull
Jean Batten's Percival Gull.jpg
Jean Batten's Percival D.3 Gull Six on display at Auckland Airport
RoleThree-seat touring and racing aircraft
National originUnited Kingdom
Manufacturer Percival Aircraft Company
Designer Edgar Percival
First flightc. March 1932
Produced1932-1938
Number built48
Variants Percival Vega Gull

The Percival Gull was a British single-engined monoplane, first flown in 1932. It was successful as a fast company transport, racing aircraft and long-range record breaker. It was developed into the Vega Gull and the Proctor.

Contents

Design and development

The Percival Gull was the first aircraft of the Percival Aircraft Company, formed in 1932 by Edgar Percival and Lt. Cdr E.B.W. Leake. It was designed by Percival himself, and was strongly influenced by the Hendy 302, designed by Basil "Hendy" Henderson, which he had owned and raced. The new company did not have the facilities to build the Gull, so the prototype was produced by the British Aircraft Company of Maidstone, Kent, and the first 24 production machines were manufactured by Parnall Aircraft of Yate, Gloucestershire. In 1934 the Percival Aircraft Company moved to Gravesend Airport, Kent, where it built its own Gulls, [1] [2] with the last Gull built at Percival's new Luton works. [3]

The Gull was a low-wing cantilever monoplane, constructed of wood with fabric covering. The wings tapered in both thickness and chord, with dihedral outboard of the centre section. They were constructed according to Basil Henderson's patent, and folded rearwards at the rear spar for storage. There were split flaps inboard. The fin and rudder were initially very similar to those of the Hendy 302, with a horn balance and a notable nick on the leading edge where that balance met the fin, but this was soon replaced by the final symmetrialc elliptical and unbalanced design. The horizontal surfaces were also rounded, and tailplane incidence was adjustable in flight for trim; the elevators were mounted on a common shaft. [1] [4] [5] [6]

Although Gull variants were powered by five different engines, these were all inverted inline air-cooled types driving two-bladed propellers, making for a neatly faired installation. The rear fuselage was of square cross section with a rounded top. The glazed cabin joined smoothly into a raised dorsal fairing, and placed the pilot in front and two passenger seats, slightly staggered behind. Entry into the early models was via the sliding canopy. The main undercarriage was fixed and spatted, each wheel mounted on three struts in the early models; there was a small steerable tail wheel. [1]

The early models could be fitted with one of two 130 hp (97 kW) 4-cylinder engines, the Cirrus Hermes IV, or the de Havilland Gipsy Major. Alternatively, for racing or for pilots desiring more power, the 160 hp (119 kW) Napier Javelin III 6-cylinder engine was an option. The D.2 variants are known generically as the "Gull Four" (not "Gull IV"). That was despite the Javelin 6-cylinder engine in the Gull Four Mk IIA, and that before the war the Gipsy Major-powered variant was known as the "Gull Major". In 1934, one Gull was modified with cabin doors, revised and shorter glazing, and a faired, single-strut main undercarriage. This version was known as the Gull Four Mk III, (retrospectively P.1D), and those refinements were incorporated in all later Gulls. [1] [2]

The final variant was the D.3 "Gull Six", similar to the D.2 "Gull Four Mk III" with the revised canopy and undercarriage, but with the much more powerful 200 hp (149 kW) de Havilland Gipsy Six 6-cylinder engine. This had the same length and span as the Gull Major variants, but was 195 lb (88 kg) heavier and much faster at 178 mph (286 km/h). One Gull Six (VT-AGV) had the cabin replaced with a tandem pair of open cockpits. It was sometimes known as the P.7 "Touring Gull". [1] [7]

Operational history

Gulls sold well to private owners, offering speed and comfort. Others were bought by charter companies, and were used for photographic and newspaper work. Gulls were used, for example, to cover distant but important events such as the Italo-Abyssinian war of 1935. Some were used for company communications, for example by Avro Aircraft and Shell. The sole Gull Four Mk III (G-ADOE) was used by Blackburn Aircraft as a testbed for both the Cirrus Major Mks 1 and 2 engines. Gulls were sold abroad, to France, Australia, Japan, Brazil and elsewhere. Two Gulls worked the Karachi-Lahore mail run for Indian National Airways. [2] [8]

Racing and record-breaking

D.2 Gull Four (G-ACGR) displayed in the Brussels War Museum in prewar colours and racing number as it was flown by Sir Philip Sassoon in the 1933 King's Cup Race. It has the early long canopy. Gull 2 G-ACGR Brussels.jpg
D.2 Gull Four (G-ACGR) displayed in the Brussels War Museum in prewar colours and racing number as it was flown by Sir Philip Sassoon in the 1933 King's Cup Race. It has the early long canopy.

On 9 July 1932, E.W. Percival flew the prototype Gull (G-ABUR) in the round Britain King's Cup Race, averaging almost 143 mph (230 km/h), although a D-series Gull never won the trophy. The speed of Gulls also made them attractive for the long distance flights popular in the 1930s and the Gull, fitted with extra tanks offered a range of 2,000 miles (3,220 km). [9] [10]

On 4 October 1933 Charles Kingsford Smith started a flight in a Gull Four (G-ACJV), from Lympne Aerodrome to Darwin, Australia, arriving on 10 December 1933, in a record 7 days, 4 hrs, 44 min. [10]

On 17 June 1935 E.W. Percival piloted a Gull Six (G-ADEP) from Gravesend to Oran (Algeria), returning to Croydon Airport on the same day, and was later awarded the Oswald Watt Gold Medal in recognition of this flight. [10]

Jean Batten's record-breaking D.3 Gull Six in 1954, named Jean on its cowling Percival P.3 Gull Six G-ADPR Baginton 19.06.54 edited-2.jpg
Jean Batten's record-breaking D.3 Gull Six in 1954, named Jean on its cowling

New Zealander Jean Batten made at least two noteworthy flights in her Gull Six (G-ADPR). On 11 November 1935, she departed from Lympne and flew in two legs to Thiès, Senegal. After a 12 hr, 30 min crossing of the Atlantic on 13 November, she arrived at Port Natal, Brazil, and was later awarded the Britannia Trophy. On 5 October 1936, Batten flew from Lympne to Darwin in the record time of 5 days, 21 hr, 3 min, and then flyewon across the Tasman Sea to Auckland to set another total record time of 11 days, 45 min. [10] [11]

On 4 May 1936 Amy Johnson, flying a Gull Six (G-ADZO), flew from Gravesend to Wingfield aerodrome, Cape Town and back to Croydon Airport in a record 7 days 22 hr 43min. [10]

Military service

One Gull Six (G-ADEU) was evaluated by the RAE, resulting in an RAF order for the Percival Proctor, a variant of the Percival Vega Gull. About six Gull Sixes were impressed into the RAF and Fleet Air Arm during the Second World War, in the UK, Egypt and India; one of them was Jean Batten's (G-ADPR), as AX866. Blackburn Aircraft continued to use its Gull Four Mk III (G-ADOE), later re-engined with a Gipsy Major engine in private ownership. Similarly, Vickers Armstrongs retained its Gull Six (G-ADFA) throughout the war. [2] [12]

Variants

The P. designations were applied retrospectively in 1947, after the company had become Hunting Percival. [2]

Variants
ModelMarkEngineQuantity
D.1 GullMk I (P.1)(Prototype) 130 hp (97 kW) Cirrus Hermes IV1
D.2 Gull FourMk II (P.1A)130 hp (97 kW) Cirrus Hermes IV3
Mk IIA (P.1B)160 hp (119 kW) Napier Javelin III8
Mk IIB (P.1C)130 hp (97 kW) de Havilland Gipsy Major 11
Mk III (P.1D)130 hp (97 kW) de Havilland Gipsy Major 3
Mk III (P.1E)135 hp (101 kW) Blackburn Cirrus Major I or II1
unknownunknown2
D.3 Gull Six(P.3)200 hp (149 kW) de Havilland Gipsy Six 19, plus 4 converted Gull Fours

Operators

Surviving aircraft

Specifications (D.2 Gull Four, Hermes engine)

Percival Gull 3-view drawing from L'Aerophile Salon 1932 Percival Gull 3-view L'Aerophile Salon 1932.jpg
Percival Gull 3-view drawing from L'Aerophile Salon 1932

Data from Jackson 1974, p. 96.

General characteristics

Performance

See also

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References

  1. 1 2 3 4 5 Grey 1972, pp. 64c–65c.
  2. 1 2 3 4 5 Jackson 1974, pp. 93–96, 511–512.
  3. ↑ Air-Britain Archive Spring 1991, p. 13
  4. ↑ Ellison 1997, p. 9.
  5. ↑ Harwood 1994, pp. 68–69.
  6. ↑ Silvester 1983, p. 5.
  7. ↑ Ellison 1997, p. 24.
  8. ↑ Grey 1972, pp. 24a, 26a.
  9. ↑ Percival 1984, pp. 463–464.
  10. 1 2 3 4 5 Lewis 1970
  11. ↑ Ellison 1997, p. 16.
  12. ↑ Moss 1962
  13. ↑ Air-Britain Archive Spring 1991, p. 14
  14. 1 2 Air-Britain Archive Summer 1991, p. 42
  15. ↑ Air-Britain Archive Autumn 1991, p. 71
  16. ↑ Air-Britain Archive Summer 1991, p. 44
  17. 1 2 3 4 Goodall, Geoff (10 February 2020). "PERCIVAL GULLS IN AUSTRALIA". Geoff Goodall's Aviation History Site. Retrieved 26 July 2020.
  18. ↑ "Aircraft register search [VH-UTP]". Civil Aviation Safety Authority. Australian Government. Retrieved 26 July 2020.
  19. ↑ "Aircraft register search [VH-CCM]". Civil Aviation Safety Authority. Australian Government. Retrieved 26 July 2020.
  20. ↑ "Percival Gull plane". National Museum Australia. Retrieved 26 July 2020.
  21. ↑ "percival "gull"". Brussels Air Museum Restoration Society. Retrieved 26 July 2020.
  22. ↑ "Airframe Dossier - Percival Gull Four II, c/n D.29, c/r G-ACGR". Aerial Visuals. Retrieved 26 July 2020.
  23. ↑ "Batten plane on the move". Auckland Airport. 3 May 2010. Retrieved 26 July 2020.
  24. ↑ "Batten plane back up". Auckland Airport. 2 August 2010. Retrieved 26 July 2020.

Bibliography

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