The Spearfish was designed by Fairey Aviation to Admiralty Specification O.5/43 as a replacement for the Fairey Barracuda in the carrier-based torpedo/dive bomber role. In comparison to the Barracuda, the Spearfish had a much more powerful engine, an internal weapons bay and a retractable ASV Mk.XV surface-search radar mounted behind the bomb bay. The Spearfish was half as large again as the Barracuda, as it was designed to be operated from the 45,000-long-ton (46,000 t) Malta-class aircraft carriers then under development.
The Spearfish was a cantilever, mid-wing monoplane, with an all-metal, monocoque fuselage. The centre wing section was built integral with the fuselage and the outer wing panels could be hydraulically folded for carrier operations. A distinguishing feature of the wing was the large Fairey-Youngman flaps that spanned 73.5% of the wing’s trailing edge. The Spearfish had an outward-retracting conventional landing gear with a tailwheel. The wings housed a pair of 183-imperial-gallon (830 l; 220 US gal) fuel tanks, plus a 43-imperial-gallon (200 l; 52 US gal) tank in the leading edge of the starboard wing for a total of 409 imperial gallons (1,860 l; 491 US gal) of fuel. The two-man tandem cockpit had a hydraulically operated canopy.
The large internal weapons bay could alternatively carry up to four 500-pound (230 kg) bombs, four depth charges, a torpedo, or a 180-imperial-gallon (820 l; 220 US gal) auxiliary fuel tank. The Spearfish was intended to carry four 0.5-inch (12.7 mm) M2 Browning machine guns, two in a remote-controlled Fraser-Nash FN 95 barbette behind the cockpit and two in the wings. The only external offensive armament was 16 RP-3 rockets that could be carried underneath the outer wing panels.
In August 1943, the company received an order for three prototypes to be built against Specification O.5/43 and the first prototype, serial number RA356, was constructed at Fairey’s Hayes factory and first flew on 5 July 1945 from Heston Aerodrome; the other two did not fly until 1947. In November 1943 the company was ordered to build a dual-control dive-bombing trainer variant against Specification T.21/43 and this was built at the Heaton Chapel factory and assembled and flown at Ringway on 20 June 1946. Three further development aircraft were ordered in May 1944 to be built at Heaton Chapel, with the last two to be fitted with a Rolls-Royce Pennine engine; only the first Centarus-engined aircraft was built but never flew.
Production orders for 150 aircraft were placed to be built at Heaton Chapel; the first ten aircraft were intended to use 2,600-horsepower (1,900 kW) Bristol Centaurus radial engine, Centaurus 59 engines on the next 22, and Centaurus 60s of the remainder. In addition, the flaps were to be enlarged and lateral control was to be provided by spoilers with small “feeler” ailerons. With the cancellation of the Malta-class carriers, the Fleet Air Arm no longer had a requirement for new torpedo bombers and the programme was cancelled. Work continued on the two other prototypes built at Hayes after the cancellation of the contract, albeit very slowly.
Test pilot Eric Brown evaluated the first prototype and found “the controls in cruising flight were very heavy and, in fact, lateral control was so solid that I could barely move the ailerons with one hand at 130 knots (240 km/h; 150 mph).” In bad weather a pilot circling a carrier while waiting to land would have been forced to fly such a wide circuit that he could not always keep the carrier in sight. The later prototypes had ailerons boosted by hydraulic power and artificial feel to the stick from a spring, as an interim measure but Brown found “the second prototype was much less the pleasant aircraft to fly as the stick continually hunted either side of neutral and there was no build-up of stick force with increase in speed.” The Spearfish lacked any sort of stall warning, which would have been a problem in operational use as the stall and approach speeds were fairly close. For the landing, the aircraft proved quite docile.
The first prototype was later used by Napier & Son at Luton for trials of the firm’s inflight de-icing systems. It was then briefly used for ground-training purposes beginning on 30 April 1952, until it was scrapped shortly afterwards. The second prototype was used by the Royal Navy Carrier Trials Unit at RNAS Ford, Sussex, until it was sold for scrap on 15 September. The third prototype conducted ASV Mk.XV radar trials, but was damaged in a heavy landing on 1 September 1949 and sold for scrap on 22 August 1950 as uneconomical to repair. The fourth prototype never flew and was used as a source of spares. The sole Heaton Chapel-built aircraft was the closest to the planned production configuration and it was used for engine-cooling and power-assisted flying-control trials, until it was struck off charge on 24 July 1951.
In a follow-up, to meet Specification O.21/44 for a two-seat strike fighter, the Spearfish was redesigned to accommodate a twin-coupled Rolls-Royce Merlin engine and contra-rotating propellers. A variety of other engines were considered and although a production order was placed for three examples in 1944, the programme was eventually shelved, remaining as an unfulfilled paper project.
Engine: 1 x Bristol Centaurus 57, 2,825 hp (2,107 kW) Propeller: 5-bladed Rotol VH 65, 14 ft (4.3 m) diameter Wingspan: 18.36 m / 60 ft 3 in Wing area: 49.24 sq.m / 530.01 sq ft Length: 13.59 m / 44 ft 7 in Height: 4.11 m / 13 ft 6 in Max take-off weight: 10026 kg / 22104 lb Empty weight: 6901 kg / 15214 lb Fuel capacity: 409 imperial gallons (1,860 l; 491 US gal) Max. speed: 470 km/h / 292 mph / 254 kn Cruise speed: 196 mph (315 km/h, 170 kn) Service ceiling: 7620 m / 25000 ft Time to 10,000 ft / 3,048 m: 7.75 min Range: 1,036 mi / 1,667 km / 900 nmi Combat range: 349 mi (562 km, 303 nmi) Armament: 4 x 12.7mm M2 Browning machine guns Bombload: 1 × torpedo or 2,000 lb (907 kg) Crew: 2
The original S.24/37 Barracuda was designed around the Rolls-Royce Exe 24-cylinder X-type engine but early in the construction stage the power plant was changed to the Rolls-Royce Merlin 30. This Merlin-engined prototype first flew on 7 December 1940. The first prototype Barracuda had an unbraced tailplane in line with the top of the fuselage but during the early trials it was found that when the flaps were in the diving position the disturbed air caused serious tail flutter. To overcome this the tailplane of the second prototype was raised 1.22m to clear the wake from the flaps and also to clear the folding wings. The first trials with the repositioned tail unit were made in July 1941 and eliminated the problem. The Barracuda was first used operationally in September 1941 in raids from HMS Victorious on Kirkenes in northern Norway and on Petsamo in Finland. The first monoplane torpedo bomber to go into service with the FAA. In 1942 Barracudas took part in sweeps over French ports and in the invasion of Madagascar. The first major action in which Barracuda squadrons took part was the successful bombing attack on the German battleship Tirpitz in Alten Fiord, north Norway on 3 April 1944. It was in action against the Japanese for the first time in an attack on enemy installations at Sabang, on the island of Sumatra on 19 April 1944. Production of the Barracuda ended in 1946, by which time 2582 had been built: as the Barracuda I with a Merlin 30 engine; Barracuda II with a 1,222kW Merlin 32 engine; Barracuda III, similar to the Mk II but with ASV 10 radar equipment in a bulge under the fuselage; and Barracuda V (first flown in June 1945) with a Rolls-Royce Griffon VII engine driving a Rotol four-bladed propeller, increased wing span, larger rudder and fin, generally strengthened structure, no rear armament but one 12.7mm forward-firing machine-gun.
Fairey Barracuda Mk II Length: 39 ft 9 in / 12.12 m Height: 15 ft 1 in / 4.6 m Wingspan : 49 ft 2 in / 14.99 m Wing area : 413.983 sqft / 38.46 sq.m Max take off weight : 14253.1 lb / 6464.0 kg Weight empty : 10819.9 lb / 4907.0 kg Max. speed : 208 kts / 386 km/h Cruising speed : 178 kts / 330 km/h Service ceiling : 16601 ft / 5060 m Wing load : 34.44 lbs/sq.ft / 168.0 kg/sq.m Maximum range : 999 nm / 1851 km Engine : Rolls Royce Merlin 32, 1618 hp / 1223kW Crew : 3 Armament : 2x cal.303 MG (7,7mm), Torpedo 735kg / 726kg Bomb
In September 1934 Fairey produced a brochure which described and illustrated the Fairey P27/32 as a universal design, being able to take on a number of different shapes each suited to a particular operational role.
Their first venture into the all-metal monoplane field, in which light-alloy stressed-skin construction was employed, the oval-section monocoque portion was of light-alloy hoop frames, pressed out in single pieces, each being notched to receive four special section longerons and the pre-formed skin plating. The skin plating was cut to form strips of clinker construction with the upper edge rolled to form an integral U-section stringer. After the first strip of fuselage skin had been attached to the frames, the next strip was applied with a small overlap on the previous skin, along which a closing rivet line was centred. This “stringerless” method of construction thus saved the weight of numerous long rivet lines which would have attached the separate stringers had they been employed.
The four TT-sectioned longerons, arranged as upper and lower pairs, ran three-quarters the length of the fuselage, with the inner flanges of each longeron connecting to each frame by of small brackets. A butted flat skin joint was arranged above each longeron, closure being made by a double rivet line through each skin and the outer flange on each side of the longeron.
The fuselage forward of the pilot’s bulkhead comprised the steel tube structure supporting the pilot’s cockpit flooring and the fireproof bulkhead. Light alloy subframes and sections formed the fuselage profile and sections to which fixed and detachable light-alloy panels were fitted. The power plant picked up with fittings on the firewall together with a light tubular structure which carried the detachable cowling panels.
The small centre section to the wing comprised two short lengths of spar, built up from light-alloy box sections into a girder structure, joining four heavy wing ribs. The spaces formed by the two pairs of ribs at the outboard ends each housed a large fuel tank, whilst the larger space between the inner ribs formed the bomb aimer’s compartment which was entered from the cockpit interior by means of a large aperture in the top skinning of the centre section.
Battle production in Fairey’s Stockport factory
The outer wing panels were of two-spar construction, the inner ends of girder form, changing in section to flanged beams on the outboard sections. Wing ribs containing large circular flanged lightening holes and further strengthened by deep edge flanges were pressed from light-alloy and were attached to the spars by means of angle brackets. Notched in a similar way to the fuselage frames, the wing ribs supported continuous Z section spanwise stringers, this time separate from the wing skinning. The lightalloy wing skin was applied in long flat strips, overlapped as on the fuselage skins, with single rows of rivets through the overlap and the Z stringer flange below. The underside skinning was fitted with screwed panels running spanwise, adjacent to the flying control runs and bomb release gear.
All of the movable control surfaces were of metal framing with fabric covering. The split trailing edge flaps were of metal throughout and were interconnected at their inner ends via universal joints. A simple hydraulic system was provided which powered the flaps, main undercarriage legs, and the bomb mounting crutches. The latter permitted the bombs to be lowered clear of the wings during dive bombing. The undercarriage jack bodies were fixed attachments, whilst the ram was free to run within guides to which the leg radius rod was attached. From the fully retracted position, the first half-inch of movement of the ram unlocked the holding-up latch allowing the leg to drop down. When fully extended, self-locking was provided by the angular position of the radius rod. The separate cockpit hoodings as on the mock-up were dispensed with on the prototype P27/32, and a single long glazed hooding was fitted which joined the two positions. Although this subsequently was found to have spoiled the pilot’s rearward view, it did much to improve the air flow and lessen wind noise around the cockpit area as discovered on wind tunnel model tests. However before the prototype machine had reached the flying stage, a contract was received for an updated airframe with the specific requirement that a third crew member must be carried so that the rear gun could be manned at all times. This was regarded with complete horror at Hayes, and brought forth further demands from C. R. Fairey that the single-engined design be replaced with the twin-engined design. In subsequent meetings it soon became clear that a production contract was being offered provided a minimum performance could be guaranteed by the company. When Mr Fairey asked what that would be in terms of speed, the answer was not less than 195mph at 15,000 feet with full load and a crew of three. Because Mr Fairey was expecting nothing less than 270mph at that altitude with a crew of two, the guarantee was given and the production contract to Specification P23/35 was issued for no less than 155 machines. However further slippage in the delivery date of the first Merlin ‘C’ engine to Hayes, coupled with less satisfactory power output figures, did much to cause frustration in the experimental flight shed at Heathrow and greater concern at the Hayes Design Office end that the performance of the P27/32 would not reach the expected 270mph figure. In the meantime everything possible was being done to make the prototype as aerodynamically clean as possible and a further weight saving campaign was initiated. The prototype made its first flight from the Great West Aerodrome, in the hands of Flt Lt Chris Staniland, on March 10, 1936. Then fitted with a fixed-pitch three-bladed Fairey metal propeller it soon brought praise from an enthusiastic Staniland, although he was later to report that during high speed flight with the hood open the entire canopy was in danger of being ripped off. This matter was put to right when the final mock-up of the rear gun installation was approved, which enabled the final form of the hooding to be settled. The single Vickers ‘K’ gun was mounted on the familiar Fairey high-speed gun mounting, only this time with the difference that the mounting could be collapsed into a rotating cone which enabled the retracted gun to be rotated beneath the fuselage skin leaving a completely unbroken and smooth line to the rear fuselage. When finally flying in this form, and with the de Havilland two-position, three-bladed propeller, and the new letter-box exhaust manifolds as fitted to the RollsRoyce F25 engine, the Battle probably reached the peak of its perfection. Shallow dive bombing with the pilot aiming and releasing the bomb load was thought to be the P27/32’s most suited role, and was one it was thought possible to operate with a two-man crew; but at this stage the fate of the machine was more or less sealed as an underpowered, three-seat, light, day reconnaissance/bomber. On paper at any rate the Martlesham Heath trials showed that even under these limitations the Battle could almost make 260mph and could nearly cover 1,100 miles when flying at 200mph, and during the late summer of 1937 the Hayes Design Office concentrated on a weight saving version under the official classification of, the Battle Mk II in an effort to make the best of what had been conditioned by the Air Ministry. The first production Battle Mk I had flown from Ringway at some time during April 1937 and first arrived at the Great West Aerodrome on May 10, 1937, and subsequently went to Martlesham Heath on July 6 for its acceptance trials. Here some grim revelations were recorded, for at the new increased all-up weight the Battle Mk I K7558 could only reach 238mph at 15,000 feet. On this basis comparative figures for the light, long-range Mk II project appeared more promising indicating a restoration of the maximum speed to 255mph at 15,000 feet, with a range in excess of 1,400 miles. But in August 1937 all such hopes of performance improvement came to a halt.
No.88 Sqn RAF
Already hundreds of Battles were beginning to take shape under the Shadow Factory Scheme and interest from Dominion and several other governments was strong. Starting in late 1935 with the company’s desire to fit a super power unit in place of the thwarted P16, designs soon evolved using first the Vulture and then the P24. When the virtual failure of the Vulture led to its replacement by the Exe and the Sabre, it was soon established that the Battle was capable of easily being converted to any suitable power unit, and the idea of a flying engine test bed was soon established. In response to demands for dual-control trainers and bombing and gunnery training conversions, detailed project drawings soon established that the changes could easily be effected at minimum cost in time, money, materials and manhours. When these facts were realised and that ex operational airframes could be retrospectively converted, the Battle appeared to have the chance of an extremely long and active life, thus in a short time hundreds more Battle orders were rushed through. Fairey production and technical resources were stretched to the limit with these undertakings in spite of having the separate Stockport factories to undertake most of the development work. The 10 squadrons of Battle bombers of the Advanced Air Striking Force found themselves in France on September 1, 1939. With no visible signs of war taking place and prevented from aggressive action by the British Government ruling that bombing could not be directed against land targets, the Battles were employed on high altitude – photo-reconnaissance work across the German frontier, and later still to leaflet dropping sorties. These missions were undertaken in daylight without fighter protection and losses were severe, but these actions were nothing in comparison with the odds faced some six hours after the German attack had been launched on May 10, 1940, when the remains of the Battle squadrons were released to carry out their first bombing attacks on the enemy. The rear gunner of a Battle of No 88 Squadron Advanced Air Striking Force shot down a Messerschmitt Bf 109E over France on 20 September 1939: the first RAF aircraft to shoot down a German aircraft during World War II. All told, the Air Ministry ordered some 2,419 Battles for the RAF, Dominion and foreign air forces. Of this total only 2,185 were built (1 by Hayes; 1,155 by Stockport and 1,029 by Austin). Sixteen were ordered by Belgium, which were built separately by Stockport, thus the total number of Battles constructed was 2,201.
Battle T66
The type also served with the air forces of Australia, South Africa and Turkey.
One Battle, serial K9370, was fitted with the Fairey P.24 engine and Fairey electrically operated contra-rotating constant-speed propellers – the first propellers of this type to be flight tested in the UK. First flying on 30 June 1939, to 5 December 1941 the aircraft accumulated about 86 flying hours at the hands of Flt Lieut Christopher Staniland, Mr F. H. Dixon (the company’s subsequent chief test pilot) and a number of RAF pilots.
Fairey Battle with Fairy P24 Monarch engine and coaxial propellers
It was then shipped to the USA.
Fairey Battle with Fairy P24 Monarch engine and coaxial propellers
Prototype Battle Mk I Engine: Rolls-Royce Merlin F, 12-cylinder 60 deg Vee, liquid cooled, 890bhp for take-off, 1,035bhp at 12,000ft. Wing span 54ft. Length 42ft 7in (tail up). Height 15ft (tail up). Root chord 11ft 4 in. Tip chord 5ft. Propeller dia: 11 ft 6in (or 12ft). Wing area: 422 sq ft. Track 9ft 8in. Empty wt: 6,647 lb. Loaded wt: 10,792 lb. Wing loading: 25.6 lb/sq ft. Power loading: 10.4 lb/hp (take-off), Power loading: 10.9 lb/hp (supercharged). Max speed, level: at SL: 210mph Max speed, level: at 5,000ft: 226mph Max speed, level: at 10,000ft: 240mph Max speed, level: at 15,000ft: 257mph Max speed, level: at 20,000ft: 245mph Max speed, level: at 25,000ft: 215mph. Cruise at 16,000ft: 200mph. Landing speed: SL 60mph. Climb to 5,000ft: 4 min 6 sec Climb to to 10,000ft: 8min 24sec Climb to to 15,000ft: 13min 36sec Range at 16,000ft at 200mph: 1,100 mile Range at 16,000ft at 257mph: 650 mile.
Fairey Battle Mk.I Engine : Rolls Royce Merlin Mk.I, 1016 hp Length: 52.067 ft / 15.87 m Height: 15.486 ft / 4.72 m Wingspan : 54.003 ft / 16.46 m Max take off weight : 10793.5 lb / 4895.0 kg Max. speed : 210 kts / 388 km/h Service ceiling : 23491 ft / 7160 m Range : 913 nm / 1690 km Crew : 3 Armament : 2 MG 455 kg Bomb
Mk.III Engine: Rolls-Royce Merlin III, 1440 hp / 755kW Wingspan: 16.5 m / 54 ft 2 in Length: 15.9 m / 52 ft 2 in Height: 4.7 m / 15 ft 5 in Wing area: 39.2 sq.m / 421.94 sq ft Max take-off weight: 4900 kg / 10803 lb Empty weight: 3000 kg / 6614 lb Max speed: 257 mph @ 15,000 ft Cruise speed: 338 km/h / 210 mph Ceiling: 7000 m / 22950 ft Range w/max.fuel: 1600 km / 994 miles Armament: 2 x .303 machine-guns, 500kg of bombs Crew: 3
Air Ministry Specification G.4/31 called for a General Purpose aircraft, capable of level bombing, army co-operation, dive bombing, reconnaissance, casualty evacuation and torpedo bombing. The Vickers Type 253 won against the Fairey G.4/31, Westland PV-7, Handley Page HP.47, Armstrong Whitworth AW.19, Blackburn B-7, Hawker PV-4 and the Parnell G.4/31. One prototype Fairey G.4/31 was built, first flown on 29 March 1934.
Engine; 1 x 750hp Armstrong Siddeley Tiger IV Take-off weight; 3991 kg / 8799 lb Empty weight; 3172 kg / 6993 lb Wingspan; 16.15 m / 52 ft 12 in Length; 12.45 m / 40 ft 10 in Height; 4.78 m / 15 ft 8 in Wing area; 61.13 sq.m / 658.00 sq ft Max. Speed; 253 km/h / 157 mph Ceiling; 7071 m / 23200 ft Crew; 2-3 Armament; 2 x 7.7mm machine-guns, 1 x 450kg or 3 x 227kg bombs or 1 torpedo
Two prototypes, first flown on 13 June 1937. No production.
Engine; 1 x 1030hp Rolls-Royce Merlin I (later II) Take-off weight; 3989 kg / 8794 lb Empty weight; 2908 kg / 6411 lb Wingspan; 14.43 m / 47 ft 4 in Length; 12.19 m / 39 ft 12 in Height; 4.29 m / 14 ft 1 in Max. Speed; 456 km/h / 283 mph Ceiling; 8108 m / 26600 ft Range; 1481 km / 920 miles Crew; 2
In 1933 the Fairey Aviation Company privately financed and built the TSR.1, a biplane torpedo spotter reconnaissance aircraft, from which the Swordfish evolved. Although the first TSR.I crashed, it had undergone sufficient tests to prove the feasibility of the design, and Fairey built the TSR.II, a slightly larger aircraft. It was designed by Marcelle Lobelle to meet the Naval Spec S.15/33.
First flying from Harmondsworth on 17 April 1934, and after numerous modifications a specification (S.38/34) was written around the aircraft. Official testing proved it to be a stable and reliable aircraft. The fuselage, 36ft 4in long, was rectangular in section and featured a bolted steel tube frame. The aft portion was fabric covered, but detachable metal panels, for easy access, were fitted from the cockpit forward. The crew consisted of a pilot, navigator and bomb-aimer. The equal span biplane wings were of fabric covered metal construction, and the upper wing centre section was attached to the fuselage by a pyramid structure and carried the hoisting sling. The lower wings were braced to the fuselage by an inverted V strut. The wing cellules could be manually folded for compact storage. The leading edge of the upper wing was fitted with Handley Page slots, and ailerons were fitted to both upper and lower wings. The undercarriage used medium pressure tyres and pneumatic brakes. Each of the main units consisted of an oleo shock absorber leg connected to the lower centre section front spar, and two inner struts hinged to the fuselage. The design was strengthened to withstand catapult launches and arrester hook landings. Early production Swordfish, built to Air Ministry Specification S.33/34, were powered by an air cooled 690 hp Bristol Pegasus IIIM3 radial engine. Blessed with superb handling characteristics, the Swordfish performed extremely well on carrier borne operations, being able to operate from pitching decks in stormy conditions. It had a range of 546 miles and a maximum speed of 138 mph at 5,000ft.
The propeller was a three-blade Fairey-Reed metal.
The Swordfish carried 155 Imp.Gal / 705 lt of fuel in its min tank and 12.5 Imp.Gal / 57 lt in a gravity tank, both behind the Pegasus IIIM3 or Mk.30 engine.
The first batch of production Fairey Swordfish rolled off the assembly line during December 1935, and were operating with the Royal Navy’s Fleet Air Arm (FAA) within two months. By 1939, on the eve of the Second World War, there were 13 operational squadrons of the type. A total of 689 aircraft had been delivered or were on order. The Swordfish Mk I’s defensive armament comprised a fixed forward firing synchronised Vickers machine gun and a movable Vickers K gun on a Fairey high speed mounting in the rear cockpit. The offensive load could be a single 18in 1,610 lb torpedo, or one 1,500 lb mine, or 1,500 lb of bombs. The Mk II, which appeared in 1943, had a strengthened lower wing capable of carrying eight 601b rocket projectiles. The final production version, the Mk III, had an ASV Mk X radar scanner in a radome under the fuselage. In Canada, canopy equipped Mk.IIs and IIIs were designated Mk IVs. The No 1 Naval Air Gunners School at Yarmouth, Nova Scotia, operated 105 Swordfish. Considered obsolete at the beginning of the war, the Swordfish outlived its successors and survived the war with an impressive battle record; the type is credited with sinking a greater tonnage of Axis shipping than any other torpedo bomber.
The Swordfish first made big news in the seaplane form, when a Swordfish catapulted from HMS Warspite not only spotted for the British naval force during the battle in Ofot Fiord, Norway, on April 13, 1940, but itself bombed and sank a submarine and fin¬ished off an enemy destroyer that had been dam¬aged by the ships. Seven months later, Swordfish from the carrier Illustrious achieved one of the most spectacular successes in naval air warfare. In two waves or twelve and nine aircraft, they dived into Taranto Harbour under cover of darkness and launched their bombs and torpedoes to such effect that three Italian battleships, a cruiser and two destroyers were seriously damaged, two naval auxiliaries sunk and shore installations heavily damaged all for a loss of two Swordfish. Another major success was achieved on May 26, 1941, when Swordfish of 818 Squadron so crippled the battleship Bismarck that the Navy was able to intercept and sink it. The well remembered attack on the Scharnhorst and Gneisenau in the Channel cost the lives of 13 of the 18 men who took part. Outliving its intended replacements, the Fairey Albacore and Barracuda, the Swordfish served until the war’s end. Production ended on 18 August 1944, by which time a total of 2,396 Swordfish were built.
Engine: Bristol Pegasus, 690 hp Wingspan: 45 ft 6 in Length: 36 ft 4 in Takeoff weight: 9250 lb Max speed: 139 mph Seats: 2-3
Swordfish Mk II Engine: 1 x Bristol Pegasus XXX, 559kW / 740 hp Max take-off weight: 3406 kg / 7509 lb Empty weight: 2132 kg / 4700 lb Wing loading: 12.3 lb/sq.ft / 60.0 kg/sq.m Wingspan: 13.87 m / 45 ft 6 in Length: 10.87 m / 35 ft 8 in Height: 3.76 m / 12 ft 4 in Wing area: 56.39 sq.m / 606.98 sq ft Max. speed: 120 kt / 222 km/h / 138 mph Cruise speed: 104 kt / 193 km/h / 120 mph Service ceiling: 3260 m / 10700 ft Range: 1658 km / 1030 miles Armament: 2 x 7.7mm machine-guns, 1 x 730kg torpedo or 680kg of bombs Crew: 2-3
In 1933 the Fairey Aviation Company privately financed and built the TSR.1, a biplane torpedo spotter reconnaissance aircraft, from which the Swordfish evolved. Although the first TSR.I crashed, it had undergone sufficient tests to prove the feasibility of the design, and Fairey built the TSR.II, a slightly larger aircraft.
One S.9/30 prototype, first flown on 22 February 1934. One TSR.1 prototype, first flown on 21 March 1933. No production.
S.9/30 (landplane) Engine; 1 x 525hp Rolls-Royce Kestrel IIMS Max take-off weight; 2606 kg / 5745 lb Wingspan; 14.02 m / 45 ft 12 in Length: 10.39 m / 34 ft 1 in Height: 4.27 m / 14 ft 0 in Wing area: 41.06 sq.m / 441.97 sq ft Max. speed: 237 km/h / 147 mph Armament; 1 x 7.7mm machine-gun, 540kg of bombs Crew; 3
A twin 447kW Rolls-Royce Kestrel Vl-engined cantilever low-wing monoplane heavy night bomber, 14 of which were operated by the RAF from 1937 until just before the outbreak of World War II.
Engines: 2 x Rolls-Royce Kestrel IV, 440kW Max take-off weight; 9072 kg / 20000 lb Empty weight; 5774 kg/ 12730 lb Wingspan; 31.0 m / 101 ft 8 in Length; 18.5 m / 60 ft 8 in Height; 5.6 m / 18 ft 4 in Wing area; 110.0 sq.m / 1184.03 sq ft Max. speed; 249 km/h / 155 mph Cruise speed; 215 km/h / 134 mph Ceiling; 6500 m / 21350 ft Range w/max.fuel; 2200 km / 1367 miles Range w/max.payload; 1900 km / 1181 miles Armament; 3 machine-guns, 1100kg of bombs Crew; 5
Fairey Hendon Mk. II Engines: 2 x Rolls Royce Kestrel VI, 600 hp Length: 60.761 ft / 18.52 m Wing span: 101.739 ft / 31.01 m Max take off weight: 20003.8 lb / 9072.0 kg Max. speed: 135 kts / 250 kph Range: 1180 nm / 2185 km Armament: 3x 7,7mm MG, 753kg Bomb. int.
In 1926 a proposal was made that the RAF should attempt a non-stop flight to India. The chosen vehicle for this attempt was the Hawker Horsley, then entering RAF service as a day and torpedo-bomber. Three unsuccessful attempts were made with the Horsley and the Air Ministry decided to obtain a purpose-built long-range aircraft to make a new attempt. The Fairey Long-Range Monoplane was the result. A clean, high-wing cantilever monoplane of low wing loading, it was of composite construction and fabric-covered. The high-efficiency wing, incorporating a triangulated-tube internal bracing system devised by Hollis Williams, also contained tanks for more than 4,546 litres of fuel. In this aircraft (J9479) Sqd Ldr A. G.Jones-Williams and Flt Lieut N. H. Jenkins flew from Cranwell, Lincolnshire to Karachi, recording the first non-stop flight between Britain and India, but failing to beat the world long-distance record. This aircraft was lost in a second long-range attempt, resulting in the construction of a new aircraft which differed only in detail and by the addition of an autopilot.
In this, during the period 6-8 February 1933, Sqd Ldr Gayford (with Flt Lieut G. E. Nicholetts as navigator) flew non-stop from Cranwell to Walvis Bay, South West Africa, creating a world long-distance record of 8,544km. Only six months later this record was captured by France.
A further development of the IIIF Mk VI went under the designation Seal. The Seal was the Fleet Air Arm version of the Gordon and was operated as a three-seat spotter-reconnaissance biplane. Equipment unique to the Seal were a tailwheel, wheel brakes, catapult points, flotation gear, slinging gear and an arrester hook, enabling it to be used from aircraft carriers and as a seaplane from warships. 90 were delivered to the FAA between 1933 and 1935 (the 91st Seal ordered but thought not to have been delivered.
Seals were also sold to Peru, Latvia, Argentina and Chile. Late in their career a number of Seals passed into RAF service, remaining operational in Ceylon during the early years of World War II.
Engine; 1 x 525hp Armstrong Siddeley Panther IIA Max take-off weight; 2724 kg / 6005 lb Wingspan; 13.94 m / 45 ft 9 in Length; 10.26 m / 33 ft 8 in Height; 3.89 m / 12 ft 9 in Wing area; 41.20 sq.m / 443.47 sq ft Max. speed; 222 km/h / 138 mph Ceiling; 5182 m / 17000 ft Range; 773 km / 480 miles Armament; 2 x 7.7mm machine-guns, 2 x 110kg bombs Crew; 3
