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The Westland Whirlwind became a capable twin-engined, heavy fighter design that might have seen even better service numbers were it not for its selection of Rolls-Royce Peregrine engines. Originally slated to utilize the Rolls-Royce Merlin, the Whirlwind platform was instead relegated to using the underpowered Peregrine for nearly all Merlin stocks were directed to Supermarine Spitfire and Hawker Hurricane fighter production. As a result, the Whirlwind would break into military aviation with much promise but become an obsolete design as soon as June 1944 - replaced by the more capable Hawker Typhoon types in service. Total production of Whirlwinds netted just 116 units.

The Whirlwind was given an identifiable design with two underslung engine nacelles mounted under low-wing monoplane assemblies. While this elevated cockpit viewing for improved situational awareness, the pilot's vision was still obstructed by the wings and engine housings while also seated aft of a long nose assembly. The fuselage was tubular in its general shape with the tail unit of a T-style arrangement fitting a pair of horizontal planes to either side of a single rudder. Space in the nose section was reserved for a battery of 4 x 20mm cannons. The undercarriage continued the accepted "tail-dragger" three-point form featuring two main landing gear legs and a tail wheel. All were retractable into the airframe.

Tested as early as 1938 through the P.9 prototype (two completed), the Whirlwind did not see frontline service until 1940 to which it entered the war with some revolutionary design features. Chief among these became use of a "bubble" canopy which promised excellent all-around visibility for the pilot and became a fixture by war's end on several other fighter designs. Leading edge-mounted wing radiators were instituted as well.

Initial performance of the aircraft type proved only adequate though far below what was anticipated. The Peregrine powerplants did not offer huge gains though the airframe itself was reportedly extremely stable and fast at low altitudes. Whirlwinds were eventually given bomber escort roles during critical daylight bombing raids designed to disrupt and destroy Axis infrastructure and war-making capabilities. A dedicated fighter-bomber form, with underwing bomb racks (2 x 250lb or 500lb bombs), then appeared as the Whirlwind FB.Mk II. These were 67 Mk I fighter models converted to the role.

Stated performance figures for the Whirlwind included a maximum speed of 360 miles per hour, a range of 800 miles and a service ceiling of 30,300 feet. The engines of choice were Rolls-Royce Peregrine V12 liquid-cooled types which outputted at 885 horsepower each. These drove a pair of three-bladed propellers from de Havilland.

Engine development issues continued and this was coupled to a fast landing speed that did not endear the machine to warplanners who were already looking for a replacement. As such, the Whirlwind would lead a very short wartime service life and was retired in 1943. In fact, the final flight of a Whirlwind was recorded in June of 1943 after an attack on a German airfield at Poix, France (northeast). It only ever stocked two Royal Air Force squadrons from June 1940 to October 1943 (No. 137 and No. 263 squadrons). Production spanned from 1940 to January 1942.

An impressive initial design, history would force the Whirlwind to play second fiddle to the United Kingdom's more notable fighter and fighter-bomber designs.

The Westland Whirlwind emanated from an Air Ministry Specification of 1935 calling for a single-seat day/night fighter armed with 4 cannon. Of the six companies that responded, Supermarine, Boulton Paul and Westland were initially chosen to produce prototypes. A contract for two Westland prototypes was placed in February 1937 and associated work began, but neither Supermarine nor Boulton-Paul were able to proceed at that time. An order was finally placed with these 2 companies in December 1937 but cancelled the following month in recognition of Westland being well advanced.

The first prototype Whirlwind took to the air on 11 October 1938. Powered by two Peregrine 885 hp engines, it exhibited very good handling characteristics. However, modifications were required that delayed development and it was not until January 1939 that a production order was placed for 200 machines.

No 25 Squadron at RAF North Weald was destined to be the first Whirlwind unit and received three machines in May/June 1940. However, with very slow aircraft delivery in prospect, it was decided to re-equip 25 Squadron with the Bristol Beaufighter and that No 263 should now become the first operational unit. Problems in production resulted in this squadron not becoming operational with the Whirlwind until December 1940. In September 1941, No 137 Squadron became the second Whirlwind unit and it was shortly thereafter in January 1942 that, with the realisation that the Beaufighter was just as good as if not better as a night fighter, production ceased. The two squadrons continued to conduct bomber escort missions until the summer of 1942 when, the aircraft’s role was changed. Racks to carry 2 x 250 lb or 500 lb bombs were fitted to supplement the 4 x 20 mm cannon and the Whirlwind was thereafter employed on Rhubarb missions and anti-shipping sorties.

The final Whirlwind mission to be flown by 137 Squadron took place in June1943 and that by 263 Squadron in December of that year - the units re-equipping with Hurricane Mk IVs and Typhoons respectively. On 1st January 1944 the Whirlwind was officially declared obsolete.
A total of only 116 Whirlwinds were built and there are no known survivors.