SAM Publications MDF Scaled Down - The Fairey Firefly F.Mk.1 to U.Mk.9 by Paul Bradley (2015-05-04) 9781906959388, 1906959382

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The Fairey


 F.Mk.1 to U.Mk.9 By Paul Bradley

M DF 3

SCALED DOWN


 The Fairey Firefly 2

Introduction Firefly

4

Chapter I

24

Chapter II

35

Chapter III

51

Chapter IV

62

Colour Side Views

71

Modelling the Firefly

80

Appendix I

94

Appendix II

Development

Fleet Air Arm Service

Export Versions

In Combat

FR.1 (1/72); T.2 (1/72); FR.5 (1/72) FR.5 (1/48)

Walk Arounds

Kitography – Contemporary Kits, Decals and Accessories

Contents

1


 Foreword B

uilt to an outmoded concept, possessing less than sparkling performance, and obsolescent in its primary fighter role by the time it entered service, it might have been thought that the Firefly was doomed to obscurity in 1943. But this charismatic aircraft earned a stellar reputation through its tractability, manoeuvrability, rugged design and availability. From the strikes on the German battleship Tirpitz and its use against the Japanese in the Pacific War, to its prominent role in the Korean War, the Firefly proved itself to be a splendid strike aircraft, able to attack many types of target, to dogfight the nimblest of opponents with aplomb, and take on roles never envisaged by its designers. Serving around the world until the seventies, it proved to be a favourite with pilots and ground crew from many nations. In later years, it became an airshow favourite with the Royal Naval Historic Flight, and today a handful of airworthy machines and many more museum airframes keep alive the magic that is the Fairey Firefly.

2

Introduction

Acknowledgements

N

o book is the work of a single person and such is the case with this one. Without the help of many friends around the world, this book simply wouldn’t be. I just wish I could have squeezed it all in! In the first place, I extend the greatest thanks to Srecko Bradic and Mark Gauntlet for their contributions and for their extended patience. My gratitude to Mark Peapell and Nico Braas is immeasurable; their time and effort in gathering and passing along suitable materials was above and beyond. The following people and groups contributed photographs and other materials that helped make this book what it is – thanks guys! In no particular order: Prudent Staal; Andrew Hawkins; Leo Pettipas; Alan Scholefield; Clive Roper; Jim Bates; Edwin Hoogschagen; Tony O’Toole and the Shearwater Aviation Museum. This book is dedicated to my family - Danielle my wife and Robin our daughter, for their patience during the production of this work, and to my parents – thanks for everything. This book is also dedicated to my dad, who took me to my first airshow when I was just five and sparked a lifelong passion.

Introduction

3


 Development T

he Fairey Aviation Company was founded in 1915 by Charles Richard Fairey, former chief engineer of the Short Brothers aeronautical concern; initially, the company produced aircraft under licence, including the Short 827 and Sopwith 1½ Strutter for the Royal Naval Air Service (RNAS). The first original Fairey design was the then-massive twin-engined F.2 fighter; only one was built and the first Fairey design to be produced in any number was the Fairey Campania floatplane, of which 62 were produced between 1916 and 1918. Post-WWI, the company survived the long period of retrenchment in the aviation industry by building small numbers of aircraft to various contracts, many being variants and improvements of the Fairey III series. In the 1920s, Fairey was becoming something of a maritime aircraft specialist, and types such as the Fairey IIIF, Flycatcher fighter and Seal general purpose naval aircraft were common sights around the coasts of Britain, and aboard the carriers and heavy ships of the Royal Navy into the 1930s. The RAF also bought aircraft such as the ‘Hendon’ heavy bomber, the ‘Gordon’ general purpose biplane and the ‘Fox’ light bomber in small numbers, enabling a small but highly experienced workforce to be retained. With the increasing tensions in Europe in the 1930s, the restraints of the 1920s gradually fell away and more money was available for new aircraft types, both land- and sea-based, for which Fairey was ideally situated to take advantage. The origins of the Firefly can perhaps be said to lie in the convergence of two threads. On the one strand, the Firefly can trace its roots back to RAF Specification P.27/32 for a two-seat day bomber to replace the Hawker Hart and Hind family of biplane light bombers. The specification called for a two-seat, single-engined monoplane capable of flying at 200 mph for 1,000 miles with a 1,000lb payload; the Fairey Company, under the design leadership of Belgian Marcelle Lobelle, entered the fray. His design was an all-metal low-wing An unidentified F.1, interesting because of the (manually) folded wing. Note also the low canopy and unfaired cannon (Srecko Bradic Collection)

4

Chapter 1

1

Chapter

airframe, powered by a single Rolls-Royce Merlin engine, with a crew of three housed under an extensive greenhouse. Ordered into production as the ‘Battle’, the type was revolutionary when it came into service in 1936, but was obsolete by the time war broke out in 1939 and suffered from very heavy losses in the Battle of France. Building on their experience with the Battle, Fairey’s next foray into the light bomber world was the P.4/34, designed to that RAF Specification. The P.4/34 was also a low-wing all-metal monoplane, powered by a Rolls-Royce Merlin engine, but was smaller and lighter than the Battle, carrying just two crew members, yielding better performance and manoeuvrability; the type also had a wide-track fully retractable undercarriage in place of the half-exposed units of the Battle and a strengthened wing to allow for a dive-bombing capability, two features that would be important in the future. Despite this, the type lost out to the Hawker Henley, which was ordered into production for the RAF; however, the demand for a light bomber had evaporated by that time and the Henley entered service as a target tug. Two P.4/34 airframes were built, with the first (K5099) flying on 13 January 1937. However, it is the second of these, K7555, that is the more important to our story, as this airframe was later modified to act as an aerodynamic prototype for another specification, O.8/38, for a naval two-seat, long-range, carrier-based fighter for the Fleet Air Arm. This became the Fairey Fulmar, but its origins form the second thread in the Firefly development story that properly starts back in the early 1920s. With the takeover of naval aviation by the RAF in 1919, there was a profound change in the implementation of air power at sea. While aircraft carriers were being developed, albeit conversions of existing hulls, aircraft development was hampered by a lack of funding and by the indifference of the RAF, who wished to use those limited funds to concentrate on developing a firm foundation for the future by

developing infrastructure rather than the immediate development of more advanced aircraft – after all, the “War to End All Wars” had just ended; why develop combat aircraft? It was a course vindicated by the course of events, but at the time, naval airpower advocates had to concentrate what little money came their way on the most costeffective specifications – these were multi-purpose, nonrevolutionary types built in small numbers, but were the backbone of the Fleet Air Arm in the 1920’s. Consideration had to be given to the Royal Navy’s nominated role of the aircraft carrier as an auxiliary to the main battle fleet. Operating far from land, the main role of carrier-borne aircraft was seen as fleet gunnery spotting, with a secondary attack role, while fleet defence by fighters was not seen as a priority; specialist singleseat interceptors such as the Fairey Flycatcher were short-range and intended for immediate fleet defence purposes, rarely to go beyond the horizon. Any aircraft encountered by the fleet would be slow,

land-based long-range patrol bombers, types seen as being easily dispatched by multi-role aircraft. There was also the problem of overwater navigation. Electronics and navigation technology was pretty primitive in the 1920’s, with a basic radio homing system in place. The technology was also rather unreliable and in cases where the radio failed, there would have to be recourse to standard navigation techniques – something thought beyond the capabilities of a single crew member with all his other responsibilities. As a consequence, the FAA favoured the multi-role, two-seat aircraft on its carriers, with one type having a spotter-bomber role, the other being a reconfighter. In 1926, the Fleet Air Arm issued Specification O.22/26 for a two-seat spotter reconnaissance aircraft with a secondary interceptor fighter role, in line with the two-seat fighter policy outlined above. Fairey’s answer was the Fleetwing, a design reminiscent of the Fox light bomber then in production. Although the Fleetwing was well liked by the pilots who tested it, the winner of the competition was

Fulmar Prototype – N1854 seen at Farnborough during an SBAC show in the 1950s. The aircraft is now on display at the Fleet Air Arm Museum at Yeovilton (Ministry of Supply)

An interesting shot of the Firefly prototype Z1826 under construction – note the mass balance at the top of the rudder, unique to this aircraft (via Andrew Hawkins)

Development

5

A fine study of an early F.1 Z2035 prior to delivery to a squadron. Note the early pilot’s canopy and the arrangement of the aerial lines (Srecko Bradic Collection)

the Hawker Osprey, which went into service in 1931 aboard HMS Eagle. The Osprey saw frontline service until 1938 and was to be replaced by the Blackburn Roc and Skua; however, these aircraft were long in development and not very effective in the fighter role in part due to the need to accommodate a second crew member and, in the case of the Roc, a powered gun turret. By 1938, there were real concerns that the Roc and Skua would be very late getting into service and so the Navy issued a specification for an alternative two-seat fleet defence fighter, O.8/38, which called for a long-range fighter to act as a strike force escort and to drive away enemy reconnaissance aircraft with heavy armament; following

naval aviation tradition, a navigator/observer was deemed essential for the long oceanic flights. Fairey’s submission was based on their P.4/34 design for a light bomber. This had been built in response to the Air Ministry Specification of the same name, for a light closesupport bomber. The Fairey P.4/34 – it was never given a name - was a low-wing, all-metal two-seat monoplane with a Merlin engine; it first flew in January 1937 and was similar in layout, if not size, to the earlier Fairey Battle. The type was considered inferior to the Hawker entry, which was developed in an entirely different role as the Hawker Henley target tug. Interestingly, the Fairey submission was to elicit interest from Denmark, who acquired a licence to build twelve

F.1-Cockpit-diagram

Key to fig.1 1. Engine speed indicator 2. Altimeter 3. Direction indicator 4. Air speed indicator 5. Gun-sight lamp switch 6. Gun-sight 8. Artificial horizon 9. Turn and bank indicator 10. Windscreen de-icing pump 11. Engine starter push-button

6

Chapter 1

12. Starter re-loading control 13. Radiator temperature gauge 14. Cylinder priming pump 15. Floodlight switch 16. Clock 17. Oil temperature gauge 18. Oil pressure gauge 19. Air temperature gauge 20. Oxygen regulator 21. Wing tank fuel pump change-over switch

22. Carburettor air-intake heat control 23. Fuel contents gauges 24. Wing tank pumps warning light 25. Compass floodlight switch 26. Fuel pressure warning light 27. Compass 28. Cockpit heating control 29. Slow-running cut-out control 30. Fuel tank cock control 31. Undercarriage control lever 32. Arrester hook indicator

33. Arrester hook control lever 34. Brakes and supply pressure gauge 35. Undercarriage indicator 36. Floodlight switch 37. Ignition switch 38. Boost pressure gauge 54. Map case

A fine aerial view of F.1 Z2015 showing all the classic early features (via Andrew Hawkins)

examples at their Naval Workshops (Orlogsvaerftet) in Copenhagen. However, none of them was completed by the time of the German Invasion of Denmark in 1940 – the Danes would retain their interest in Fairey’s products and become a Firefly user many years later. In the meantime, Fairey’s second P.4/34 prototype (K7555) was used as the basis of Fairey’s O.8/38 submission. With a shortened wingspan and a lowered tailplane, it became the aerodynamic prototype for the Fairey Fulmar. Later, this airframe was fitted with the then-experimental Youngman flaps, used with great effect on the Firefly. First fitted with a Merlin II engine of 1,080hp, the converted P.4/34 could only manage some 230mph – very disappointing – but a switch to the Merlin VIII with supercharging raised the top speed to a more acceptable 255mph, considered adequate for actions against lumbering enemy long-range patrol bombers. Being a conversion of an existing airframe, it was hoped and expected that development of the Fulmar would be rapid and an order for 127 was placed in mid1938; the first production example, N1854, flew from Ringway on January 4th, 1940. The first of an eventual 600 Fulmars, N1854 would also be the last survivor of the type, being ‘civilianised’ by Fairey as a company hack towards the end of the War. The Fulmar entered service with the FAA in July 1940, when 806 Squadron re-equipped with the type, embarking on HMS Illustrious shortly thereafter for service in the Mediterranean. Operational service showed that the Fulmar was useful in its role as designed, but struggled in combat against modern, single-seat fighters. Despite this, the Fulmar claimed

112 aerial victories, more than any other type in FAA service during the War. By 1942, the Fulmar equipped around 20 squadrons, but was being regarded as obsolescent and the availability of stop-gap Seafires and Sea Hurricanes, as well as the advent of American types in British service, saw its rapid replacement. By 1944, the type was in service only as a night fighter, and the last of these retired from 813 Squadron in February 1945. While not an outstanding aircraft, the Fulmar did fill the gap between the poor Skua and awful Roc, and the more modern types developed in the early 1940s. Such was its relative success, Fairey decided to adopt the same basic layout for its next naval fighter design, to be entered against Naval Specification N.8/39.

Firefly Gestation The original N.8/39 specs called for a two-seat naval fighter with forward firing guns, while a complementary specification, N.9/39, called for a similar aircraft with a powered turret. Five companies made submissions, including Fairey, for whom Lobelle had designed an aircraft based on his earlier work. The design was somewhat uninspiring and soon after, Lobelle left the company to form his own company, ML Aviation, perhaps best known nowadays for its unique ML Utility Mk.1 from the 1950’s, a form of ultra-light with an inflatable wing. Lobelle was replaced by Herbert ‘Charlie’ Chaplin, who started from scratch. While his design did not fit what the Ministry had in mind, they did send out a revised specification,

Front view of an F.1 – note the unfaired cannon and short front aerial post on the cowling (via Andrew Hawkins)

Development

7

Z2118 was built as an F.1 and converted to become one of the Mk 4 prototypes. It is seen here with the original, short, carburettor intake, flying over the Thames at Hammersmith Bridge

N.5/40F to develop his idea. Eventually, this became what we know as the Firefly and all other submissions for similar specifications were dropped. 200 were ordered to start off with - including two prototypes. In order to speed up production, it was decided to bring in another contractor to build the Firefly, and General Aircraft Limited was chosen, they not having any major production responsibilities at the time. In the event, GA only built some 132 F.1 aircraft (all in the DK-series).

(Ministry of Supply)

Firefly Structure While the Firefly was a descendant of the Fulmar, it was a completely new airframe with a superficially similar configuration. The tandem two-seat fuselage with separated cockpits, the large nose-mounted radiator and inward-retracting undercarriage were all examples of convergent evolution, while the differences between the two designs were quite marked. Starting with the fuselage, this was constructed in two halves joined along the vertical centreline around a series of twenty-two U-frames and four longerons with a riveted Alclad skin, in what is termed a semi-monocoque configuration. Up front, the An NF.1 with radar pod and glare shields (via Andrew Hawkins)

8

Chapter 1

Griffon engine was part of a power-train that attached to the front bulkhead firewall and was easily interchangeable. The pilot and observer had their own compartments, separated by the 146 gallon main fuel tank, that of the rear crew member having most of the radio and navigation equipment installed, as well as later additions such as radar or sonar displays and target towing gear. The observer’s seat was mounted on a swivel to easily access the equipment shelves to the fore and aft of the compartment. A smoke float launch tube was mounted just behind the observer’s station and exited under the fuselage; smoke float stowage was on the lower rear wall of the observer’s compartment. There was just enough room for a third trainee crewman in the T.3, though this was pushing it. Located under the fuselage and just to the rear of the rear cockpit was the arrestor hook, while four retractable catapult spools could also be found on the undersides. The elliptical wings were based on two spars and were covered by a light alloy all-metal stressed skin, though with fabric-covered control surfaces. A major feature of the Firefly wing was the provision of large retractable Youngman flaps on the inboard trailing edges,

Rear view of an early Mk.1 with wings folded – note the extended jury struts and the IFF aerial on the port wing (via Andrew Hawkins)

stretching all the way from close to the fuselage centreline to the ailerons. These hydraulically-powered flaps produced more lift during the crucial take-off and landing stages of flight, enabling lower take-off and landing speeds and therefore shorter runs to be made – ideal for a carrier-based aircraft where space is at a premium and safety is always a big concern. The flaps could also be deployed in manoeuvring flight, as they enabled much tighter turns to be made than might be expected from an aircraft of its size, a factor that made the Firefly a difficult dog-fighting opponent; the aircraft was able to out-turn even much smaller and lighter Japanese fighters - during trials in the USA, a standard Firefly FR.1 could out-manoeuvre a captured Zero, a type renowned for its turning ability. Control of the flaps was with a large lever on the port side of the pilot’s cockpit, with four gated positions: Housed (0 degrees deployment, lever fully up), Cruising (three degrees, lever at first gate), Take Off (fifteen degrees,

lever at second gate), and Land (thirty-five degrees, lever fully down). Being carrier-based, the Firefly needed to be as compact as possible, so the wings were designed to be folded and were hinged close to the fuselage, just outside of the undercarriage. A clever arrangement allowed the Youngman flaps to fold with the wings, which were hinged backwards at the rear spar to lay almost parallel to the fuselage with the undersurfaces facing outwards. The folded wings were held in place with an extendable jury-strut that was built into the side of the fuselage just ahead of the tailplane and telescoped out to connect to a hold in the folded wing, which was exposed by a small hinged cover – this was located just forward of the aileron and just behind a standard wing roundel. Early versions had a manual folding system that took a team of eight and was quite a complex process; thankfully for ground crew, the Mk.5 introduced a hydraulic powered folding system. Each outer wing panel contained two 20mm

Another view of T.1 DV132, one of thirty-four such conversions. The aircraft is painted yellow overall (Courtesy of Tony O’Toole Collection)

Development

9

Fairey converted an FR.1 airframe, MB750, to become the first two-seat trainer prototype, becoming aircraft F1 in the Fairey house colours of overall aluminium with a dark blue upper fuselage (Ministry of Supply)

10

Chapter 1

Hispano cannon with sixty-rounds per gun. Very early aircraft had unfaired cannon barrels, while a full fairing was introduced on the F.1 production lines. A slightly shorter-barreled version was fitted to the Mk 4 prototypes and was introduced during FR.1 production between PP426 and PP431. Underwing hard points enabled a wide variety of stores to be carried, including forty-five or ninety gallon drop tanks, 500lb bombs, or later, 25 or 60lb Rocket Projectiles. The port wing had a single landing light fitted between the cannon barrels and the wing fold, while navigation lights were fitted to both the front and rear of each wing tip. The landing light could be fitted with a protective cover, particularly on rocket-firing machines, to prevent damage from the blast. Ailerons were fabric covered for the first few machines, but problems led to a metal covering becoming standard for production airframes. The port aileron only had a metal trim tab.

The inner wing section housed the main undercarriage bays. The hydraulically-actuated main gear legs were retracted inboard for better stability, while the tail wheel was also retractable, this time forwards into a covered bay. Each main wing stub featured a 26-gallon auxiliary fuel tank just forward of the wheel bays. The tail unit was conventional in layout, though the tailplane was set slightly forward of the fin, with horn balanced elevators and a mass balanced rudder. Once again, the elevators were fabric covered in the first four prototype machines, but changed to metal covered for production examples; each had a metal trim tab. The rudder was fabric covered throughout production and had a trim tab, as well as a formation light built into the lower rear edge.

Prototypes Four prototype airframes were ordered in order to expedite the flight test and development programs. These were Z1826-29 and were all

constructed at Hayes using production parts, with final assembly taking place at the Great West Aerodrome. Z1826 was rolled out in an unpainted state in late December 1941, less than eighteen months after the design had been approved, with the first flight on December 22nd. The pilot was Fairey’s Chief Test Pilot, Flt Lt Chris Staniland, and this first aircraft was also fitted with dummy cannon and an anti-spin parachute, but lacked the arrestor hook. The second airframe, Z1827, was first flown on June 4th, 1942 but was lost in a fatal accident on June 26th when the tail unit broke apart during lowlevel flight due to elevator failure, killing Staniland. This was traced to high-speed ballooning of the fabric covering and as a consequence, subsequent machines were fitted with metal skinned elevators. The third prototype, Z1828, flew in August 1942 and was the main trials machine; this was the first Firefly to land on a carrier during deck landing trials aboard HMS Illustrious in late 1942. Subsequently, she replaced Z1829, the fourth prototype, as the static test airframe at the Royal Aircraft Establishment (RAE) Farnborough, this fourth airframe having been transferred to the flight programme after the loss of Z1827 and which had first flown in September 1942. The flight test programme highlighted the basic soundness of the design; aside from the aforementioned change to metal skinned control surfaces, the only other major external changes were to change the rudder from a horn balance to mass balance, which changed the top of the hinge line, and a taller windscreen and re-profiled canopy to give the pilot better forward vision for deck landing.

Variants F.1 Following flight trials, the first of the initial batch of 200 Fireflies, Z1830, was delivered on March 4th, 1943 from the Hayes plant. The initial production version was little changed from the revised prototype form; even the early short windscreen/canopy remained for some time into the initial production batch. The first production aircraft were powered by the Griffon IIB, producing 1,730 hp; from the 470th aircraft, this was replaced by the 1,990 hp Griffon 12. The four 20mm wing-mounted cannon were initially unfaired, but full fairings were introduced during early production. Starting between PP426 and 431, short fairings were introduced; these were then used on all subsequent marks. The Mk 1 had manually-folding wings that hinged about the rear spar to lie along the rear fuselage; these were braced by telescoping rods that folded out from the rear fuselage just ahead of the tailplane. Some 429 F.1s were built.

FR.1 The FR.1 was essentially a radar-equipped version of the F.1, differing from the plain F.1 by the presence of an American AN/APS-4, or ASH (Air-Surface Type H), radar pod mounted on a pylon hung from the underside of the front fuselage and the radar screen in the rear cockpit. The FR.1 also introduced a gyro gunsight for the pilot, mounted above the instrument panel. 376 FR.1 airframes were built in total. The ASH pod had a front cover made from semi-transparent fibreglass and in order to prevent this from potentially collapsing in flight, the whole pod was pressurised with a foot pump operated by the observer, via a small valve in the rear cover. The pod install was first tested on F.1 Z1970. A number of F.1s were converted to FR.1 status after entering service and were designated F.1A. Beginning in mid-1945, Fireflies were fitted with the Hispano Mk V cannon which had a slightly shorter barrel. This led to the fitting of shorter fairings; this occurred in production between aircraft PP426 and 431.

One of thirtyfour airframes converted to become T.1 trainers, Z2027 was painted overall yellow. Note the early, squat, forward windscreen and canopy (Ministry of Supply)

NF.1 The story of the Firefly night fighter is a little convoluted, and, in the end unnecessarily so, as often seems to be the way. The first night fighter Firefly was actually the NF.II. After the realization that it wasn’t the solution, Fairey made small modifications to the ASHcarrying FR.1 to make it more suitable to the night fighter role. Most changes were internal and the airframes were fitted with anti-glare shields over the exhausts to improve pilot night vision, this simple expedient being the only external manifestation of the change in role. A standard F.1 airframe, DT933, was taken from the production lines for night fighter development and served as the prototype.

T.1 The Firefly dual-control trainer was initially a private venture by Fairey, who, after the pressures of war were relieved in 1946, realised The first of 16 TT.1 conversions for Svensk Flygtjanst AB, SEBRA ex-DK568, was retired from use in September 1963. Colour scheme is overall yellow (R.A. Scholefield Collection)

Development

11

MB649, the third Mk 4 prototype. Note the original carburettor intake position, changed for the production version

(Courtesy of Tony O’Toole Collection)

WB257 first flew in April 1957. She was destroyed during a missile test in May 1960 (Ministry of Supply)

Pilot Lt. Derek ‘Sharky’ Robbins, shows off his Firefly FR.IV aboard HMS Glory, when she was deployed to Korea between November 1952 and May 1953. Note the mission markings on the side of the fuselage. (US Navy)

12

Chapter 1

FR.5 VT393 seen before delivery from the Fairey works at Ringway, now Manchester International Airport

Another view of FR.5 VT393 (via Andrew Hawkins)

VT369 was one of the first batch of FR.5s and is seen here on a factory test flight. The semi-transparent nose cone of the ASH pod is seen to good effect, and note also the lack of cannon for this flight (Ministry of Supply)

Development

13

that the Royal Navy didn’t have a high-performance deck trainer. An FR.1 MB570 that was in Fairey’s Stockport repair facility was duly taken in hand for the conversion and first flew as the Firefly T.1 in June 1946 at the hands of Fairey test pilot Sam Moseley. For better visibility, the machine featured a raised seat for the instructor, set some 12 inches above the normal position, under a standard fighter canopy and windscreen. This was faired into the rear fuselage with a solid turtleback structure, the standard fairing being cut away from the decking at Frame 10, located just forward of the rear cockpit. Control runs from the engine and ancillaries were run in fairings scabbed each side of the forward, student pilot’s position. MB570, later re-registered as G-AHYA, was armed with two 20mm cannon only, but was otherwise unchanged from the standard Mk 1 airframe. In its later life, it was painted overall aluminium with a deep blue fuselage top. Later still, the airframe was converted to T.2 status and sold to Thailand. In all, 34 redundant Mk 1 airframes were converted to T.1s, the first nine featuring twin cannon but the remainder unarmed. Besides use by training units as deck landing trainers, most operational squadrons had one trainer on strength to allow for dual checks and other training; these were generally painted overall yellow, or later in overall aluminium with yellow trainer bands around the wings and rear fuselage.

TT.1 The TT.1 was a simple conversion of surplus Mk 1 airframes to meet the needs of overseas customers, the Royal Navy having not expressed any interest in such a machine, despite Admiralty meetings ºAnother view of MB757 shows the representative rear hood, the new nose and a good selection of sample stores (via Andrew Hawkins)

14

Chapter 1

that indicated the need for a considerable number of machines of this type. It was to take the interest of the Swedish civilian concern, Svensk Flygtjanst, to make the Firefly target tug a reality. Having gained a contract to provide high speed targets to the Swedish Air Force, the company expressed interest in the Firefly for the role. The RFD-developed winch and control equipment were fitted in the front of the observer’s station with a windlass arm, fitted with a fourbladed, unpainted laminated wood propeller, fitted to the port fuselage side, eliminating some of the forward glazing on that side. When not in use, the propeller was rotated to the horizontal position to lessen drag. Cable guards were fitted to the tailplane and under the rear fuselage to prevent fouling of the control surfaces and tail wheel. The initial conversion was fitted to former-F.1 Z2033, and three customers were supplied - the Royal Danish Air Force bought two, the Indian Navy took five, while the largest operator was Svensk Flygtjanst, who bought 16.

NF.II Not until the mercantile convoys that Britain heavily depended on were threatened by the long-range Focke-Wulf Fw 200 Condor was the need for a naval night fighter appreciated. The Condors had the ability to shadow a convoy by night, reporting its position to nearby U-boats. Trials had begun in 1941 with a radar-equipped Fulmar, but the aircraft was not totally satisfactory, having performance barely equal to the Condor, and hampered by the primitive equipment available at the time. As it had higher performance, Their Lordships decided that the Firefly would make an ideal night fighter, and Fairey

were contracted to build 328, using the AI (Airborne Interception) Mk X radar housed in two pods fitted to the leading edges of the wings inboard of the cannon. The second production F.I was converted as the Mk II prototype in March 1943, with production examples interspersed with Mk I production. Being a rather bulky apparatus, both in the pods and in the observer’s station, the extra weight of the radar equipment would tend to upset the centre of gravity of the airframe, causing some directional instability. In an attempt to forestall this, Fairey inserted an 18in plug between the engine and cockpit to restore the Centre of Gravity. This ended up aggravating the issue and later carrier deck landing trials were a disaster as the trials aircraft crashed on deck of HMS Avenger. The twin radar pods also caused excess drag that impaired performance to an unacceptable degree. When it was realised that the existing FR.1 with its simple (and light) ASH radar was perfectly adequate for the task, the NF.II was dropped after 37 airframes had been built; the last was completed in January 1945 and most of these were converted back to FR.1s.

Mk III

T.2

T.3

This type was very similar to the T.1 but in its role as an operational weapons trainer it was fitted with gunsights for both pupil and instructor, and all conversions were fitted with two 20mm cannon and hardpoints under the wings for light stores carriage. The first (MB543) of 54 T.2s flew in August 1949 and all were, like the T.1, conversions of surplus Mk.1 airframes.

The T.3 bears no relation to the Mk III listed above. Like the T.1 and T.2, the T.3 was a trainer based on redundant Mk 1 airframes, but the conversions were less extensive. Intended as an interim antisubmarine warfare trainer, until the specialist T.7 came in to service, the T.3 retained the standard observer’s position and glazing; indeed the only changes were some additional internal equipment for training purposes, there being no obvious external changes and

The Firefly Mk III was designed around the Griffon 61, producing some 1,540 hp and supercharged for better high altitude performance. This was a heavier engine than the IIB used in the Mk I, and Rolls-Royce suggested that radiators fitted in the wing leading edge would help compensate and reduce the effects of drag and centre of gravity movement that Fairey’s large beard radiator placed well forward would induce. However, Their Lordships at the Admiralty insisted on such a tight production schedule that there was no time to design such a system to meet the deadline for service entry they demanded, and an annular radiator similar to that used on the Griffons of the Avro Lincoln had to be used. As predicted by Rolls-Royce, this induced poor longitudinal control, higher drag and was also hampered by poor cooling. Performance suffered and the project was abandoned when the Mk IV, designed from the start with leading edge radiators, began trials. Only one Mk III was built, Z1835, and this was later converted as the second Mk IV prototype. The 50 Mk III production machines ordered were cancelled.

A rear quarter view of MB757 shows the Mk 5 tail unit that had to be replaced with a larger unit for production aircraft (via Andrew Hawkins)

MB757 was originally a Mk I airframe but was converted for various trials during its life. Here, in this retouched photo, it is seen as the Mk 7 aerodynamic prototype (via Andrew Hawkins)

Development

15

WJ216 was the second development AS.7 airframe. Note the non-standard exhaust shroud and the streamlined sonobuoy carriers (via Andrew Hawkins)

Shown in a primer coat is T.7 WM761. No markings have been applied aside from a rough stenciled serial. The aircraft was delivered to RNAS Anthorn in Cumbria on 27 January 1953, later serving with 719 Squadron FAA at RNAS Eglinton. SOC1957 (R.A. Scholefield Collection)

Lovely shot of WJ216 in the air. Note the production exhaust shroud now fitted, and the very heavy exhaust staining

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Chapter 1

(via Andrew Hawkins)

although some sources state the aircraft were unarmed, confirmed photos of T.3s appear to show the cannon fairings, at least, were retained. It is thought around fifty airframes were converted by Royal Navy Maintenance Units from 1949 to 1951, and these were used by various training units. All were replaced by the T.7 by 1953.

T.7 WM800 awaits delivery, April 1953 (R.A. Scholefield Collection)

Mk 4

Side view of the ARI 5607 pod nacelle

(via Andrew Hawkins)

The Mk 4 was the second major iteration of the Firefly and had its genesis in the abortive Mk III with the supercharged Griffon 61 engine. At 1,900 hp, it was a much more potent engine, but required greater cooling. As the Mk III’s annular radiator was inadequate for the task, and in addition had caused handling problems, Fairey, working hand-in-hand with Rolls-Royce, took the radical step of moving the radiators to the wing leading edges, with a small carburettor air intake under the nose, which was later developed into a lip intake under the spinner. This arrangement proved much more satisfactory and was adopted for production. These changes were tested in the original Mk III prototype, the hard-working Z1835, during 1944 with three more airframes later joining the test programme, these being Z2118, MB649 and PP482. All these airframes were fitted with the Griffon 72 engine, but production Mk

WP354 was the very last Firefly off the production lines and was one of only 34 completed as a U.8. Delivered in 1954, ‘354 had a short life and was shot down in September 1956 (Ministry of Supply)

Development

17

WM890 heads a line-up of U.8s awaiting delivery at Ringway. ‘890’ later served with the Royal Aircraft Establishment, RAF Llanbedr (R.A. Scholefield Collection)

4s had the 2,100hp Griffon 74. The extra power over the 1,735 of the Griffon II or XII of the Mk I not only compensated for an increase in weight, but allowed for a substantial improvement in performance. However, the added torque caused some control issues with the original Mk I tail unit and to compensate, extra area was added to the fin and rudder. Another change for the Mk 4 was to clip each wingtip by 20 inches for greater manoeuvrability. A contra-prop installation was successfully tested on TW695, but not proceeded with – the Admiralty got cold feet about the potential hazards of contra-props on a crowded carrier deck – an issue that didn’t crop up with the slightly later Seafire 47. Previously, the Firefly had carried its ASH radar unit in a pod under the fuselage. From the

Key to fig. 2 28. Hand fire-extinguisher 29. Stowage for vacuum-flask 30. A.R.I. 5664 control switches 31. Flaps control lever 32. Cockpit floodlight dimmer switch 33. Throttle lever with gyro gunsight ranging control incorporated 34. Pilot's overriding intercom pushbutton

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35. Coupled switches (skid indicator lights and G.G.S. master) 36. R.P. and bombs master switch 37. R.T. muting switch 38. Cockpit u v light 39. Undercarriage warning light 40. Cockpit floodlight 41. Cockpit emergency light 42. R.P. selector switch 43. Gyro gunsight selector dimmer

Mk 4 onwards, the pod was housed in a nacelle mounted flush under the outboard starboard wing. This was balanced by placing a 46 gallon fuel tank under the port wing. If necessary, the radar nacelle could be replaced by a second fuel tank.

FR.4 The main production version of the Mk 4 airframe was the FR.4, which first flew in production form on May 25, 1945, but with the end of the war, deliveries did not begin until September 1946 and squadron service was delayed until August 1947. Despite orders being placed for some 500 airframes, most were cancelled due to the end of the war and only five frontline squadrons operated the Mk 4 before it was

control 44. ZBX controller 45. Radiator shutters control switch 46. R.P.M. control lever 47. Engine starting pushbutton 48. Fuel cut-off pushbutton 49. Cockpit heating control 50. IFF controller 51. Supercharger change-gear control 52. Throttle friction damping control

53. ZBX mixer box 54. Radio altimeter limit switch 55. Elevator trimming tab handwheel 56. Rudder trimming tab handwheel 57. Plotting board stowage 58. Tailwheel locking control 59. R.P. auto selector 60. A.R.I. 5272 controller FR.5-port-Sidewall

An unpainted U.9, WB257, shows the lack of cannon and the sensor pods on the wingtips characteristic of the mark (via Andrew Hawkins)

Key to fig.1 1. Undercarriage postion indicator 2. Radio altimeter indicator 3. Air supply and brakes pressure gauge 4. Ignition switches 5. Boost gauge

6. R.P.M indicator 7. Skid indicator light (port) 8. Gyro gunsight 9. Skid indicator light (starboard) 10. Plotting board support (in stowed position) 11. Oil pressure gauge 12. Oil temperature gauge

13. Starter breech re-indexing control 14. Generator failure warning light 15. Outside air temperature gauge 16. Oxygen regulator 17. A.T.M. compass switch 18. A.T.M. compass repeater 19. Main tank fuel contents gauge 20. Fuel booster pump switch 21. Fuel pressure warning light

22. Main fuel cock 23. Undercarriage control lever 24. Air-intake filter switch 25. Arrester hook control 26. Arrester hook indicator light 27. Contacting altimater

Development

19

Key to fig. 3 61. Compass floodlight dimmer switch 62. Engine fire warning light 63. Auxiliary fuel tank jettison switches 64. Air intake heat control switch 65. Press-to-transmit pushbutton 66. Wheel brakes lever 67. Camera push switch 68. Guns, R.P. and bombs wobble switch 69. Coolant temperature gauge 70. Oil dilution pushbutton 71. Windscreen de-icing pump switch

72. Engine priming switch 73. Gyro gunsight filament stowage 74. Cockpit emergency light 75. Cockpit floodlight 76. A.R.I. 5664 warning light 77. Cockpit u/v light 78. Guns/R.P. switch (gyro-gunsight) 79. Radio altimeter limit indicator 80. Cockpit floodlights master switch 81. Hood jettison handle 82. Cockpit u/v lights dimmer switch 83. Bombs fuzing switch 84. Bombs selector switch 85. Bombs selector switch - port

superceded by the Mk 5. Forty-three aircraft were converted from Mk I airframes, and seventy-seven new-build machines were delivered to the FAA. A further forty new Mk 4s were delivered to the Dutch.

NF.4 The NF.4 is somewhat enigmatic, as although 123 were ordered, it does not appear that any were delivered as such and that, in any case, the modifications for the night fighter role were insignificant, as seen with the NF.1. Fairey records apparently show that all Mk 4 airframes were delivered as FR.4s, although, intriguingly, tech manuals from 1949 show diagrams for the ‘NF’ version.

TT.4 Although the Admiralty had spurned the Firefly TT.1, they still had a requirement for a fast target tug, and Fairey responded to this by offering a tug based on the FR.4. Physical changes to the aircraft were fairly minor, as the winch unit was a podded Type G Mk 3 which was attached to the underside of the fuselage in roughly the same position as the ASH radar pod of the FR/NF.1. The pod featured a 20

Chapter 1

86. Bombs selector switch - star-board 87. G.45 camera master switch 88. G.45 camera sunny/cloudy switch 89. Pressure head heater switch 90. ASH vizor stowage 91. R.A.T.O.G. master switch 92. R.A.T.O.G. jettison switch 93. Ground/flight switch 94. Wing folding and spreading selector 95. Pilot's oxygen pipe 96. Signal cartridges stowage 97. Landing light switch 98. Bomb fuzing indicator 99. Seat adjusting lever 100. Bomb carrier and drop tanks

jettisoning button 101. Torch stowage 102. Hydraulic handpump 103. Cockpit red floodlights dimmer switch 104. Cockpit emergency lights switch 105. Formation recognition and navigation light switch 106. Sonobuoy master switch 107. Sonobuoy release pushbutton 108. Signal pistol 109. F.24 camera switch (not connected) 110. Canopy winding handle 111. ASH indicator FR.5-starboard-sidewall

fully-feathering two-bladed propeller. A cable guard was fitted ahead of the tail wheel. Inside the cockpits, the crew each had a yellow handle that operated a cutter to sever the tow cable in the event of an emergency. These airframes also had their 20mm cannon removed, leaving just a stub fairing in place, while the ASH radar was removed from the starboard wing nacelle, though for aerodynamic reasons the nacelle was left in place. These changes were known as Modification 850 and were made to standard FR.4 airframes. A total of twenty-eight conversions were ordered for the Royal Navy, most serving with 700 and 771 Sqns (The Fleet Requirements Units) from 1950 until the tasks of the units were civilianized in 1957 when the Airwork Company took over the aircraft. Airframes were painted in the standard target tug colours of Aluminium dope overall with Yellow undersides broken up by angled Black strips. The rear fuselage featured a Yellow trainer band as did the upper wings. India ordered four TT.4s to supplement their TT.1 aircraft, while Fairey sold conversion sets to Australia, which modified two of their Mk 5s and four Mk 6s, and eight sets to the Netherlands.

25lb RPs on Mk VIII RP Carrier under the wing of a Mk 1 (via Andrew Hawkins)

Mk 5 The Firefly Mk 5 was a straightforward development of the Mk 4, utilizing a so-called ‘universal’ airframe capable of accepting all the various equipment necessary for the three main roles envisioned for the post-war Firefly – fighter-recon, anti-submarine and night fighter. In reality, the differences were mainly internal and related to the various ‘black boxes’ carried in the observer’s station, known as Mod 600; externally, there was no change from the Mk 4 airframe. Officially, these versions were designated FR.5, AS.5 and NF.5, though any of these could easily be converted to any of the other roles in a matter of a few hours. The first Mk 5 made its first flight on December 12th, 1947, and a total of 352 were built. During production, the long-awaited hydraulically-operated power wingfolding mechanism was added.

FR.5 The ‘standard’ version of the Mk 5 was the FR, or fighter recon version. Standard armament in this role was four 20mm cannon, and either two 500 or 1,000 lb bombs, or four 60lb rocket projectiles (RPs), although up to 16 could be carried.

AS.5 The AS Mk 5 was a dedicated anti-submarine aircraft, which carried up to 12 non-directional sonobuoys and their associated receivers,

while offensively, the AS.5 could carry two 250lb depth charges; the cannon were often deleted in service as being unnecessary.

NF.5 The NF.5 was built as such in only small numbers; 15 were acquired by the Dutch. The NF.5 was almost identical to the FR.5, carrying the same radar and radio equipment but was also fitted with a radio altimeter and a flame-damping manifold; the change of role took just a few hours.

TT.5 Australia ordered two target tug conversion sets of the same type used in the TT.4 conversion, using the Type G Mk 3 winch pod, these being used to convert two of their FR.5 airframes. One of these airframes, WB271, was brought back to the UK on HMS Hermes in 1969, where she was returned to airworthy condition. The aircraft flew with the Royal Naval Historic Flight (RNHF) until crashing in 2003.

T.5 The Royal Australian Navy was the sole operator of the T.5, which came about due to their requirement for a Firefly trainer based on the Mk 5 aircraft they had in service. Fairey supplied four trainer conversion kits, as used to modify Mk 1 airframes, to their subsidiary WB410, one of 40 Firefly U.9 drone conversions carried out at Fairey Aviation's Stockport and Ringway facilities, is seen on a piloted test flight before delivery to 728B Squadron Fleet Air Arm at Hal Far, Malta, where it was lost on August 25th, 1960 (R.A. Scholefield Collection)

Development

21

A view of the twin RATO unit, attached to the side of a Dutch FR.5 in this case (Prudent Staal Collection)

in Australia, who took in hand four airframes. Interestingly, the pilot’s canopies used were the original flat type rather than the later raised ones fitted as standard to the Mk 5.

Warplane Heritage and flown until a fatal accident in 1977. WB518 is currently flying in California in FR.5 markings.

AS.7 AS.6 Following the end of World War II, it was thought that the Firefly could no longer be considered a frontline strike aircraft, although events in Korea would lead to a revision of that idea. In addition, the return of American aircraft acquired under Lend-Lease meant that the capable Avenger was no longer in Fleet Air Arm service, leaving less-capable British designs such as the Barracuda to form the backbone of post-war British naval air forces. Nevertheless, the Firefly was thought to be an ideal candidate for conversion to an interim anti-submarine aircraft while specialized aircraft designs, such as Fairey’s Gannet, were being developed. The Mk 6 was a straightforward follow-on from the Mk 5, the same basic airframe layout being used with minor modifications for the role. Internally, the electrical system was modified for use with a wide range of British anti-submarine gear, including British directional sonobuoys, replacing the American type previously used. Externally, the airframe was virtually identical. Cannon were not required for the role and so they and their associated equipment were removed from the wings, while modified stores attachment points meant a wide range of weapons and other stores could be carried under the wings. Longrange external fuel tanks were standard to give increased endurance. A total of 121 airframes were completed, following the flight of the first production machine in March 1949, while a further 56 Mk 5 airframes were converted to Mk 6 standards. The AS.6 was issued to FAA squadrons from 1951 and remained in service, particularly with Royal Naval Volunteer Reserve (RNVR) squadrons until replaced by the Fairey Gannet in the late 1950’s.

TT.6 As with the TT.5, Australia used target tug conversion sets to modify four AS.6 airframes for the target towing role, again using the Type G Mk 3 winch pod. These airframes were WB518, WD828, WD840 and WD901. The latter aircraft was later bought by the Canadian 22

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The Mk 7 was the second major redesign of the Firefly airframe although that had not been the intention. In June 1949, the Admiralty realised that the new anti-submarine aircraft to Specification GR.17/45 – the Fairey Gannet – would not enter service on time as the complicated Double Mamba coupled powerplant required further development work and, in any case, Their Lordships hadn’t decided whether the Gannet should be a two- or three-seater. Whether the Gannet had two or three crew, it would also be too heavy to operate from the Navy’s light carriers, which made up the bulk of the carrier fleet at the time. What was needed was an interim ASW aircraft that was somewhat more sophisticated than the Firefly AS.6 then under development and light enough to operate from all carriers then in service. Fairey were asked to come up with a further modification of the Firefly airframe using the Firefly Mk 5 airframe married to a Griffon 59 power egg of 2,455 hp using water-methanol injection for increased take-off performance, as used on the Barracuda Mk 5, and carrying three crew members instead of two. This meant moving the radiators back from the wings to under the nose in an annular cowling, the wing leading edges receiving an extension that contained small fuel tanks. The wing tips reverted to the Mk 1 type rounded appearance, wing area was slightly increased and the ailerons were enlarged, these modifications made to improve take-off and landing performance. The main undercarriage oleos were lengthened by two inches, and the tail wheel was made nonretractable. The Griffon power egg also meant a slight increase in length, which affected the pilot’s view over the nose – a modified canopy was added during production in an attempt to alleviate this. A bubble canopy was to be fitted over the radar operator/observers’ position, which had been re-arranged to accommodate two crew members more comfortably. The rear crew members had all-new British anti-submarine detection equipment, the ASV 19A radar as developed for the Gannet, enabling day and night operations, and were able to deploy a variety of weapons and stores, including the

latest sonobuoys, from under the wings. As cannon were not required for the new role, they and their associated equipment were removed from the wings. The first test airframe was FR.1 MB757, which was fitted with a Mk 4 tail section as it was anticipated that this would be needed to aid directional stability. MB757 first flew in this configuration in 1950 and was immediately found to be unpleasant to fly, as the aircraft was laterally and directionally unstable. The fin and rudder were substantially increased in area to compensate, the rudder being given increased authority by being horn-balanced and given a larger trim tab as well. Two true development aircraft were built, WJ215 and 216, these being built to full AS.7 specs. Despite the increased tail area, the Mk 7 still suffered from poor stability, and it seemed that no amount of modification would help. The poor view over the nose also affected carrier landings, to the point that the aircraft was deemed unsuitable for carrier use. These problems would never be fully solved, and the fact that American Grumman Avenger anti-submarine aircraft were made available to the Royal Navy under the Mutual Defense Aid Program (MDAP) as a stop-gap until the problems with the Gannet were resolved, led to a complete rethink of the whole Mk 7 programme. Although some 337 AS.7s had been ordered, only some 30 aircraft were delivered as such, the last batch of 152 was cancelled and the remaining airframes were converted or built as anti-submarine warfare trainers, the T.7, rather than become operational in front-line service.

T.7 As mentioned above, the Firefly T.7 was an interim ASW training aircraft, used from shore bases and lacking arrestor gear, this being the only major modification from the AS.7. These aircraft were used to train observers and radar operators as a team, prior to joining Gannet squadrons. Some 151 T.7s were delivered between 1951 and 1953, initially from the Hayes plant, but later production was transferred to Heaton Chapel to make way for the Gannet. These aircraft were to see service with many second-line units until 1957, when the last were replaced by trainer versions of the Gannet.

U.8 Following the end of the war and the capture of German research data, advances in guided missile technology were swift and it became

apparent that there was a requirement for a fairly fast pilotless target drone, something with much greater performance than the Tiger Moth-derived Queen Bee that had previously served in the role. Fairey were asked to convert surplus Fireflies for the role as a temporary expedient. The Firefly U.8 was the result, being the T.7 converted from airframes that were now superfluous. Initially, six conversions were done from existing T.7s, followed by a further batch of 34 airframes that were converted directly on the production lines, beginning at the end of 1953 with the first U.8 flying on December 30th that year. There were a number of important modifications from the T.7. The water-methanol injection system was removed, and the pilot’s cockpit was fitted with a Mark 8 Type H automatic pilot and full radio control systems to allow the aircraft to be flown from the ground; full manual controls were retained for a human pilot to fly the machine if necessary, for test and ferry flights for example. The rear cockpit had all unnecessary equipment removed, as well as many other service items that were no longer deemed useful, such as the wing-fold mechanism, wing nacelles and radio equipment. Each wingtip gained a pod containing five cameras for missile tracking. The drone aircraft were painted in overall Bright Red with Deep Cream upper surfaces. U.8 WP354 had the distinction of being the very last of a grand total of 1,702 Fireflies to be built, it being shot down on September 10th, 1956.

U.9 When it became obvious that attrition of U.8 drones would soon exhaust supplies, the Fleet Air Arm asked Fairey to convert a quantity of surplus Mk 5 airframes for the target drone role. As with the U.8, all operational equipment was removed and wingtip camera pods were added, but the arrestor hook was retained for airfield arrested recovery. An automatic pilot and radio control systems were fitted around the manual controls to enable both piloted and unpiloted flight as required. A total of forty existing Mk 5 aircraft were converted, the first being WB257 which first flew (manned) in April 1956. This aircraft was used until May 1960 when it was shot down; the last operational sortie by a Firefly was flown by a U.9, in November 1961, which ended with the airframe being shot down by the destroyer HMS Duchess. As with the U.8, U.9 aircraft were painted in overall Bright Red with Deep Cream upper surfaces.

An 826 Squadron, RCN, Firefly FR.1 prepares for a mission armed with 3-inch RPs with 60Ib practice heads (DND)

Development

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An FR.1 of 767 Squadron, based at Milltown circa 1947, but undertaking deck landing practice on either HMS Illustrious or Implacable (Courtesy of Tony O’Toole Collection)


 Fleet Air Arm Service B

y late 1942, the introduction of the Firefly into operational service was a matter of great priority to the Royal Navy. The Fulmar and Sea Hurricane were obviously just stop-gaps until more effective aircraft became available, and the delivery of US aircraft had not yet reached its peak, the Wildcat being the most effective type but only available in relatively small numbers. Even so, it too was seen as obsolescent. The issues with Firefly testing were also of some concern.

Trials Units So it was with some relief that the fourth airframe, Z1829, was delivered to RNAS Arbroath, home of 778 Squadron, the FAA Service Trials Unit (STU) on February 1st, 1943.The aircraft was used to carry out Aerodrome Dummy Deck Landings (ADDLs), where a length of runway is marked out in the manner of an aircraft carrier deck so that pilots can practice deck landings without the inherent dangers of doing so at sea. One of these pilots was Lt. Eric ‘Winkle’ Brown, the famous test pilot, who was designated as the Firefly Project Officer in May 1943, following a move by 778 to Crail, also in Scotland. It was he who undertook a series of deck landing and catapult trials with Z1844 on the carrier HMS Illustrious in June 1943, where he found the forward view to be insufficient for service pilots; a matter that Fairey corrected with a redesigned canopy that was introduced after full production had started. At the conclusion of these otherwise successful trials, the Firefly was cleared for carrier service. The next unit to receive Fireflies, beginning in August 1943, was 787 Squadron, the Naval Air Fighting Development Unit, based at 24

Chapter 2

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Chapter

RAF Wittering. Following trials, they concluded that the Firefly would be at its best as ‘a close-escort fighter against enemy long-range fighters, on reconnaissance flights or…as a night fighter’ – all roles that the Firefly would end up playing.

Operational Strike Squadrons The first operational unit to receive the Firefly was 1770 Squadron, which formed on October 1st, 1943 at Yeovilton on the F.1. Delivery of airframes was slow and it wasn’t until February 1944 that the squadron had received its full complement. Unusually, 1770 was commanded by a Royal Marine, Major Vic ‘Cheese’ Cheesman, a veteran of the Pacific War already as he was serving as a Supermarine Walrus pilot on the cruiser HMS Cornwall when she was sunk by the Japanese in early 1942. In January 1944, the unit moved to Grimsetter, an aptly named remote airstrip in the Orkneys, then to Hatston, a more congenial location though still in the Orkneys, where the squadron worked up for operational deployment. This period included deck trials on board the training carriers Ravager and Pretoria Castle. On May 18th, 1944, the squadron flew out to its new home, the Navy’s latest carrier HMS Indefatigable, where the air group worked up to full operational standard prior to a series of strikes (Operation Mascot) on the German battleship Tirpitz which was hiding out in the fiords of Norway– see Chapter 4 for details of these raids. Meanwhile, Firefly production was slowly building up and a second operational squadron, 1771 Squadron formed at Yeovilton on February 1st, 1944, before moving to Burscough in March. Deck

landing practice was aboard the escort carriers Trumpeter and Ravager from June to August. By September, the squadron was deemed ready for operational duty and joined HMS Implacable for final work-up prior to the ship taking over from the Indefatigable off Norway. As detailed later, 1771 took part in their first operational missions on October 18th. The third squadron to form on Fireflies was 1772 at Burscough on May 1st, 1944. Their work-up was troubled by a series of accidents and the squadron didn’t complete their deck landing training, aboard HMS Empress, until the end of November. Following this, the squadron handed their aircraft over to 766 Squadron, exchanging them for airframes with long-range tanks fitted. The squadron then moved to Belfast prior to embarking on HMS Ruler in January 1945 to sail for Australia and service with the British Pacific Fleet, arriving in theatre on March 16th. Disembarking for Schofields air base, the squadron spent two months working up with a programme of weapons training, including some ‘dissimilar air combat training’ with the local RAAF Boomerang squadrons. Three other squadrons in the 1770-series were due to form up for service with the BPF, but 1773, 1774 and 1775 did not get the opportunity to do so before the war ended. The other FAA squadrons to use the Firefly during World War II were all associated with its use as a night fighter.

Night Fighter Units The Firefly night fighter story began on June 1st, 1942, when a dedicated naval night fighter training squadron, 784, was formed at Lee-on-Solent. Trials had taken place with a Fulmar equipped with an AI Mk IV unit and the squadron was eventually outfitted with this type, as the Firefly was still under development at the time; as noted earlier, the first Firefly night fighter was modified Mk 1 Z1831 which appeared as the prototype NF.II in March 1943. Many of the crews trained by 784 would end up in the Firefly night fighter units, or were transferred to the RAF for operational experience. Another interim unit to form was the Naval Night Fighter Interception Unit (NNFIU), also known as 746 Squadron, which was based at Ford starting in April 1943. The unit was to develop tactics and carry out trials of aircraft and equipment, initially on some Fulmars but the first Fireflies, NF.1s after the failure of the NF.II, started to arrive in May that year. As part of the squadron’s experiments into suitable tactics, a detachment was sent to RAF Coltishall in late 1944, to combat an unusual threat from the continent, as detailed in Chapter 4. 746 also helped to integrate the NF.1 into carrier operations, and pairs of aircraft were embarked on the escort carriers Premier, Ravager, Searcher and Smiter between January and April 1945, while the carriers conducted operations off the coast of Norway; however, it was found that the heavily-loaded Fireflies were not suited to the

FR.1 MB590/W 1791 Sqn 7th Sept, 1945, shortly before the squadron disbanded at Burscough (Courtesy of Tony O’Toole Collection)

FR.1 MB436 556/LP, 771 Sqn, Lee, 1950-1. The odd camouflage pattern on the rudder is in fact shadows caused by deflection of the control surfaces. Code numbers are probably black outlined in yellow, fin code in yellow (Courtesy of Tony O’Toole Collection)

Fleet Air Arm Service

25

FR.1 MB500 201/D. HMS Illustrious Ship’s Flight, 1949-51 – note the ship’s badge on the nose under the exhausts (Courtesy of Tony O’Toole Collection)

FR.1 PP405 of an unidentified unit approaching touchdown. It is thought the aircraft sports a yellow spinner (Courtesy of Tony O’Toole Collection)

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Chapter 2

short decks of the escort carriers and later operations were confined to the larger fleet carriers. Following these various trials, the first operational squadron to be equipped with the night fighter Firefly was 1790, which formed at Burscough on January 1st, 1945. Due to slow deliveries, the squadron was initially equipped with the F.1 and did not gain its full complement of NF.1s until May, and deck landing training could only commence on HMS Puncher after the war in Europe had ended. Once completed, the squadron embarked on HMS Vindex for the voyage to Australia in preparation for operations against the Japanese. Unfortunately, the squadron arrived in Sydney just as the war in the Pacific was drawing to a close, so the NF.1 never saw combat in that arena. The squadron returned to Britain in June 1946 and was promptly disbanded. There were two other naval night fighter squadrons to form on the Firefly during WWII. Both 1791 and 1792 Squadrons were formed at Lee-on-Solent and were stood up in March and May of 1945 respectively; neither was fully worked up before the end of the war. 1791 disbanded at Burscough in September, though 1792 lasted a little longer, seeing service aboard HMS Ocean for a cruise to the Mediterranean before disbanding in April 1946. With the demise of 1790 in June, the Navy was left with no dedicated Firefly night fighter squadrons; however, the importance of the night fighter did not lead

to a complete abandonment of the NF.1. It was decided that, while there was little room in most of the light fleet carriers for a dedicated night fighter squadron, each standard FR Firefly squadron would receive a night fighter flight of four NF.1s, called the ‘Black Flight’. The first of these was 816 Squadron, which had a Black Flight attached for a Med cruise aboard HMS Ocean in May 1946. Subsequently, 805, 812 and 827 all had a ‘Black Flight’ attached to them for cruises, the last named just prior to their involvement in the Korean War aboard HMS Triumph, though the Black Flight was disembarked before sailing to the Far East.

The Mk I in Post War Service Following the end of the Second World War, the terms of Lend Lease dictated that Britain either pay for or return the enormous quantities of American aircraft (and other war materials) then serving with the British Armed Forces. With the British treasury almost bankrupt from six years of war, there was very little gold or currency reserves available, so the vast majority of aircraft were either returned, scrapped or dumped at the request of the Americans, who had a vast surplus of their own to deal with. As a consequence, British designs, even those inferior to American types previously used, were kept in service after becoming obsolescent. The Firefly was a prime example,

and use by the FAA expanded greatly after the war pending the delivery of more advanced types then under development, including the Firefly Mk 4/5, the Wyvern and the Gannet. One of the first units to receive the Mk 1 in the post war era was 816 Squadron. This unit had been equipped with the Swordfish as recently as January 1945, and had be used to patrol the Channel for German E-boats and mini-subs, transitioning to the Barracuda for the last few months of the war and again to the Firefly on July 1st, 1945. Work-up took place at Machrihanish with deployments to HMS Nairana for deck landing training, which included the sinking of two former German U-boats as part of weapons training. The squadron deployed operationally to HMS Ocean in the Med, where they took part in the blockade of Palestine/Israel from 1946 to 1948, returning to Lee-on-Solent to disband in June 1948. Next to receive the Firefly was 822 Squadron at Burscough in September 1945, but the unit only survived until February 1946 as post-war cuts started to bite. Another short-lived operator was 824, which converted to the Firefly in October 1945, but disbanded only two months later. 837 Squadron had a longer existence with the Firefly, transitioning to the type in Australia in October 1945 and embarking on HMS Glory for an Indian Ocean cruise until disbanding in Australia in October 1947. A similar pattern was followed by 814 and 812 Squadrons, while perhaps the most famous of post-war Firefly FR.1 operators was the last to convert to type – that being 827 Squadron. 827 had re-formed on the Firefly at Eglinton in August 1946 and embarked on HMS Triumph on January 13th, 1947, in an association that would last well over three years. The carrier operated in the Med for the next two years, and took the place of HMS Ocean as the Palestine area patrol ship in 1948 as the British mandate forces were beginning their final withdrawal from the country prior to Israeli independence. 827’s Fireflies, as well as the air group’s Seafires, were involved in armed recon and patrol missions until the final troops embarked at the end of June 1948. Following a short spell in Britain, the carrier left for the Far East in April 1949 and it was from there that 827 was to see combat service, first in Malaya in the police action against the Communist Terrorists, then in the war in Korea; both of these actions are dealt with in greater detail in Chapter 4. Following

the end of Triumph’s cruise off Korea, she returned home with her air group and 827 disbanded at Ford in November 1950. This was not quite the end of the Firefly Mk I in service though, as 827 re-formed at Ford the following month as a single-seat strike squadron with the Blackburn Firebrand. Two Firefly FR.Is were also taken in hand as night strike leaders; the Firefly’s observer used the ASH radar to find and fix the target, allowing the Firebrands to attack with their torpedoes. The squadron embarked on both HMS Illustrious and HMS Eagle for cruises, but the air torpedo strike concept was obsolete and 827 dropped both the Firebrand and their Firefly assistants by the end of 1952.

‘I say chaps, mind if I take her out for a spin?’ – a WREN on an air experience flight in a T.2 (via Andrew Hawkins)

Enter the Mk 4 As far back as 1943, Fairey had been working on an improved Firefly, the Mk III, but this had proved unsatisfactory. A redesigned version, the Mk 4, was developed in 1944-6, the first production aircraft, TW687, flying in May 1946. The first production machines were delivered to the Royal Canadian Navy, but the first FAA squadron to receive the FR.4 was 810 which re-formed on the type at Eglinton in October 1947. Following work-up, 810 joined HMS Implacable for DLT, and then served on HMS Theseus until 1949 before re-equipping with the AS.5 in October of that year. Just two other operational squadrons used the FR.4, the first of which was 812. However, the squadron was destined to operate the type for just a few months, from March to July 1948, before re-equipping with the brand-new AS.5. The other squadron to operate the FR.4 was 814, which took delivery in April 1948 at Eglinton, before embarking on HMS Vengeance in August. The squadron made four cruises with the Vengeance before swapping their FR.4s for AS.5s in January 1949.

The Mk 5 and 6 in Service The Mk 5 was basically the Mk 4 with enhanced equipment and standardized features that enabled easy conversion from role to role. As an extension to this, the AS.6 was a dedicated anti-submarine aircraft that sacrificed the wing cannon for greater external stores carrying capability. The first Firefly Mk 5 was flown on December 12th, 1947, while the first production AS.6 flew in March 1949. The first squadron to receive the Mk 5 was 812, which, as mentioned Fleet Air Arm Service

27

A heavy landing takes this Mk 4 close to the port catwalk (via Andrew Hawkins)

28

Chapter 2

above, made the switch from the Mk 4 in July 1948. Following a spell of DLT aboard HMS Ocean, the squadron was transported to Malta to be based at Hal Far, where it exercised with Ocean and Triumph, before undertaking several Med cruises on HMS Glory, including a spell of cross-decking with USS Midway. In early 1951, the squadron began an intensive training programme prior to taking part in Korean War operations. The squadron re-embarked on Glory in March 1951, and participated in two combat tours before returning to the UK in June 1952 – see Chapter 4 for more details – and reequipping with the AS.6. 812 then spent time aboard HMS Eagle and Theseus before disbanding in October 1953. The next squadron to receive the FR.5 was 814, which replaced its Mk 4s beginning in February 1949. They operated these from HMS Vengeance over the next two years before becoming the first squadron to transition to the AS.6 in January 1951. The unit was awarded the prestigious Boyd Trophy for the finest feat of RN naval aviation in a year for its intensive night flying work. The squadron subsequently operated from HMS Theseus and Eagle before giving up its Fireflies for Avengers in May 1954. 810 Squadron re-formed on Firefly FR.5s in October 1949, and embarked on HMS Theseus for a two-month work-up cruise around Britain. After a spell ashore at Ford, the squadron re-embarked on Theseus as part of the 17th Carrier Air Group (CAG) in August 1950 for a tour to Korea to participate in operations – this is outlined in the next chapter. The 17th CAG was awarded the 1950 Boyd Trophy for its role in Korea. Subsequently, 810 embarked on HMS Ocean and Glory, and following a second Korean tour aboard Ocean, the squadron disbanded in December 1953. Re-forming in July 1951, 820 Squadron met an increasing need for more naval anti-submarine assets when it was temporarily equipped with the AS.5 variant, soon to be replaced by the AS.6 in December that year. In early 1952, the squadron embarked on HMS Indomitable, then transferred to HMS Theseus before returning to Indomitable in 1953. The squadron then had one last cruise aboard

HMS Theseus before converting to the Avenger in 1953. A new 826 Squadron was formed in May 1951, after the renumbering of the old 826 in Canada earlier in the year. The unit cruised aboard HMS Eagle and Illustrious, then Indomitable and Theseus for a period. Finally, the squadron was embarked on HMS Illustrious again before a final tour with HMS Glory in 1953 before re-equipping with the Gannet in January 1955. The final frontline squadron to use the Mks 5 and 6 was 825 Squadron, which received its nine Mk 5s in June 1951 at Eglinton. Following work up, the unit joined HMS Theseus for a Med cruise in January 1952, and transferred to HMS Ocean, bound for the Far East. On the way to Korea, the squadron participated in RP strikes against communist terrorists (CTs) in Malaya. Following their Korean tour, the squadron re-equipped with AS.5s and had two spells aboard HSM Eagle, before a period of operation as a trials unit. Back on normal duties in 1954, the unit sailed on HMS Warrior for the Far East, carrying out more strikes against Malayan CTs in May, before patrolling the Korean coast as part of the UN peacekeeping mission. On arrival back in Britain in December 1954, this distinguished squadron was disbanded. Another frontline AS.6 operator was 821, which received nine in September 1951 at Arbroath. In May 1952, a change of role led to the squadron being re-equipped with the FR.5, which the squadron took to the Far East aboard HMS Glory. A series of operations was conducted against CTs in Malaya, then the ship sailed for a war tour in Korean waters, where the squadron was involved in intense operations. Following the end of this tour, the squadron disbanded in Hong Kong in May 1953. The final frontline squadron to be equipped with the AS.6 was 824, which reformed at Eglinton in February 1952. The squadron embarked on a number of carriers during its short spell with the Firefly, but was re-equipped with Avengers starting in June 1953. Many second-line units operated the Mks 5 and 6, including some of the Royal Naval Volunteer Reserve (RNVR) units prior to their disestablishment in 1957.

FR.5 VT425 is released for take-off (via Andrew Hawkins)

FR.5 WB303/211 of an unknown squadron. An interesting photo as this aircraft should have automatic wing folding, and the presence of a civilian suggests some sort of trial is taking place (via Andrew Hawkins)

Fleet Air Arm Service

29

FLEET AIR ARM FIREFLY SQUADRONS SQUADRON

MARK

DATES

BASE(S)

700

Mk I

3/45 - 9/49

Worthy Down, Yeovilton

TT.4

8/55 - 2/57

Ford

FR.I

8/45 - 5/49

Thorney Island, Lee-on-Solent

FR.4

7/47 - 7/51

Thorney Island, Lee-on-Solent

Mk 5

11/48 - 6/54

Lee-on-Solent, Ford

AS.6

7/51 - 8/55

Ford

706

Mk I

11/45 - 1/46

Nowra

719

FR.I

6/46 - 1/47

Eglinton

AS.5

5/49 - 12/49

Eglinton

6/50 - 3/53

Eglinton

AS.6

8/51 - 6/53

Eglinton Eglinton

703

T.7

3/53 - 6/56

727

FR.4

11/48 - 1/50

Gosport

728B

U.8

10/60

Hal Far

U.9

1/58 - 11/61

Hal Far

730

Mk I

9/44 - 8/45

Ayr

731

Mk I

12/44 - 11/45

East Haven

732

NF.I

5/45 - 11/45

Drem

736

FR.I

1/46 - 2/50

St. Merryn

T.1

7/48 - 2/50

St. Merryn

737

St. Merryn

4/49 - 3/50

Eglinton

4/49 - 11/52

Eglinton

T.2

4/49 - 6/55

Eglinton

FR.4

4/49 - 8/53

Eglinton

AS.5

4/49 - 5/55

Eglinton

AS.6

5/54 - 6/55

Eglinton

741

FR.I

8/46 - 11/47

St. Merryn

744

T.1

8/52 - 2/54

Eglinton

T.2

10/53 - 2/54

Eglinton

AS.6

7/51 - 11/55

Eglinton, Culdrose, St. Mawgan

NF.I

5/43 - 1/46

Ford, Wittering

NF.II

2/44 - 1/46

Ford, Wittering

748

Mk I

6/44 - 6/45

Yeovilton, Dale

750

T.7

4/53 - 3/55

St. Merryn, Culdrose

751

AS.6

9/52 - 3/56

Watton

764

Mk I

6/45 - 9/45

Lee-on-Solent

T.1

11/53 - 11/54

Lossiemouth, Yeovilton Lossiemouth, Yeovilton

T.2

5/53 - 11/54

T.2

2/55 - 3/57

Culdrose

T.7

2/55 - 3/57

Culdrose

FR.I

10/44 - 11/54

Inskip, Lossiemouth, Culdrose

T.1

1/48 - 11/54

Lossiemouth, Culdrose

T.2

9/51 - 11/54

Lossiemouth, Culdrose

FR.I

9/45 - 3/52

East Haven, Milltown, Yeovilton, Henstridge

T.1

4/48 - 6/53

Milltown, Yeovilton, Henstridge, Stretton

FR.4

10/49 - 5/54

Yeovilton, Henstridge, Stretton

AS.6

3/51 - 12/51

Yeovilton

F.I

9/44 - 7/45

Abbotsinch

12/48 - 3/49

Eglinton

FR.1

1/50 - 7/55

Lee-on-Solent, Ford

T.1

7/50

Lee-on-Solent

T.2

7/50 - 8/51

Lee-on-Solent

TT.4

11/51 - 8/55

Lee-on-Solent, Ford

AS.6

10/50 - 12/53

Lee-on-Solent, Ford

772

Mk I

9/44 - 2/46

Ayr

778

FR.1

2/43 - 7/48

Crail, Arbroath, Gosport, Ford, Tangmere, Lee-on-Solent

T.1

7/47

Tangmere

FR.4

2/47 - 11/47

Ford, Tangmere

Mk 5

5/48

Lee-on-Solent

780

F.1

3/46 - 12/46

Hinstock

781

F.1

1/45 - 7/45

Lee-on-Solent

FR.1

9/49 - 3/54

Lee-on-Solent

T.1

1/50 - 1/54

Lee-on-Solent

765 766

767

768 771

Chapter 2

3/48

FR.I T.1

746

30

FR.4

NOTES

FAA Night Fighter Development Unit

Deck Landing Training Squdron

Fleet Requirements Unit

Communications Squadron

FLEET AIR ARM FIREFLY SQUADRONS SQUADRON

782

783

MARK

DATES

BASE(S)

T.2

10/50 - 11/56

Lee-on-Solent

FR.4

6/46 - 12/49

Lee-on-Solent

FR.1

8/45 - 5/53

Donibristle

T.1

5/50 - 9/50

Donibristle

T.2

9/50 - 5/53

Donibristle

FR.4

12/48 - 1/49

Donibristle

FR.5

5/48 - 1/49

Donibristle

AS.6

7/52 - 1/53

Donibristle

FR.1

3/45 - 12/46

Arbroath

NOTES

784

NF.1

9/44 - 9/46

Drem, Dale

787

Mk 1

8/43 - 6/45

Wittering, Tangmere

FR.4

4/47 - 1/49

West Raynham

Fleet Fighter Development Unit

792

NF.1

1/48 - 7/50

Culdrose

Night Fighter Training Unit

Eglinton

795

FR.1

8/46 - 3/47

796

FR.1

11/47 - 5/51

St. Merryn

T.3

7/50 - 1/54

St. Merryn

AS.5

7/50 - 5/52

St. Merryn

AS.6

12/51 - 6/53

St. Merryn

T.7

6/53 - 12/57

St. Merryn, Culdrose

798

Mk 1

11/44 - 11/45

Lee-on-Solent

799

FR.1

8/45 - 8/52

Lee-on-Solent, Yeovilton, Machrihanish

T.1

5/49 - 8/52

Yeovilton, Machrihanish

T.2

12/51 - 8/52

Yeovilton, Machrihanish

FR.4

11/49 - 1/52

Yeovilton, Machrihanish

The Royal Naval Volunteer Reserve (RNVR) The RNVR, or ‘Wavy Navy’ because of their wavy sleeve rank rings, was formed in the early 20th Century and an Air Branch was added in 1938. After much service in all roles during the war years, the Air Branch was restricted to anti-submarine and fighter squadrons after 1947. Initially, most squadrons were equipped with Seafire fighters and only one unit received the Firefly. The first RNVR unit to recommission was 1830 at Abbotsinch in August 1947. Initially, the squadron operated a mixed-role group of Seafire XVIIs fighters and Firefly FR.1s, but standardized on the Firefly in May 1948 to concentrate on the ASW role. In 1949, 1830 won the Boyd Trophy for completing DLT during their summer training camp aboard HMS Illustrious without a single accident – quite an achievement for any

squadron, let alone a reserve unit. While the FR.1 was not a specialized ASW aircraft, the squadron only received AS.6s in October 1951, operating these successfully until re-equipping with Avengers in November 1955. By 1951, the threat of Soviet submarines was being recognized and, in time, five more RNVR squadrons were to recommission for the ASW role, despite an initial shortage of specialized AS.6 airframes which meant the units had to make do with early models while production was built up. The first of these, 1840, reformed at Culham in April 1951, equipped with FR.4s. The unit moved to Ford in June and re-equipped with the AS.6. The squadron spent time on HMS Triumph and Illustrious, but replaced its Fireflies with Gannets in early 1956. 1841 was next to reform at Stretton in August 1952. The squadron was equipped with the FR.1, FR.4 VH127 has led an eventful life. Converted to TT.4 status in 1952, the airframe became a Fleet Air Arm Collection reserve aircraft – as seen here at RNAY Fleetlands in 1990 – and has since been restored for display at the FAA museum, Yeovilton. (Paul Bradley)

Fleet Air Arm Service

31

Another interesting aircraft, WB271 was sold to Australia as an AS.5, and then converted by the RAN to TT.5 status. Sold back to the Royal Navy in 1969 and returned to the UK for restoration to flying status, she was part of the Royal Navy Historic Flight until a fatal crash in 2003. She is seen here under moody skies at Mildenhall in 1985 (Paul Bradley)

AS.5 VT393 202/GN, 737 Sqn, Eglinton, 1950 (Courtesy of Tony O’Toole Collection)

32

Chapter 2

the AS.6 not becoming available until March 1955, by which time the squadron had been earmarked to receive American Aid Avengers, which started arriving in December that year. During its time with Fireflies, the squadron did not embark on any carriers, but did spend its summer training camps at Valkenburg in Holland alongside the Dutch navy’s Fireflies. In October 1952, two more units formed, initially as off-shoots from 1830 and 1840 Squadrons; 1830A became 1843 and 1840A was renumbered as 1842 in March 1953. Both squadrons shared aircraft with their parent units and were co-based with them, 1830 and 1843 at Abbotsinch, while 1840 and 1842 were based at Ford. The final RNVR unit to re-equip with the Firefly was 1844, which was reformed at Bramcote in February 1954. The unit spent only a short time with the Firefly, initially the FR.5, but transitioning to the AS.6 in December 1955; Avengers started arriving in March 1956. By 1957, the Government announced that it considered that the training required by RNVR aircrew to operate modern equipment was beyond their capabilities, and the Air Branch squadrons were disbanded. In reality, Gannets had already arrived at 1840 and were being successfully operated. The real reasons for these cutbacks were economic - Britain still suffering from wartime privations and a lack of economic growth - coupled with the withdrawal from Empire that was gathering pace, particularly after the Suez debacle. Like the RAFVR, the RNVR was an easy target and both organisations were disbanded in March 1957 as part of swingeing defence cuts.

A Bit of a Failure – the Mk 7 With continued delays to the Gannet programme, the Admiralty had scrambled together a hodge-podge of stop-gap measures to compensate; one of these was the AS.6, while another was the purchase of Grumman Avengers from the USA. At the same time, it decided to have Fairey develop a further Firefly variant, the AS.7. As detailed in the last chapter, this was not a great success, and none entered operational service. However, the anti-submarine trainer version, the T.7 did serve with five squadrons for a limited time. The first T.7s to enter service were those of 719 Squadron at Eglinton; these replaced the AS.5s and 6s from March 1953. This was the Naval Air Anti-Submarine School and operated the type until being fully equipped with Gannets in June 1956. The next T.7 operator was 750 at St. Merryn in April 1953. This was part of the Observers School alongside 796, which received its own T.7s in June. 796 absorbed 750 in 1955, becoming the Observer and Air Signal School, now based at Culdrose. The T.7 was phased out beginning in 1957, and fully replaced by the Gannet by December of that year. 765 Squadron, the Naval Piston Engine Pilot Pool squadron based at Culdrose, received a number of Firefly T.2s and T.7s beginning in February 1955, operating these alongside Oxfords until disbandment in March 1957. The final T.7 operator was 1840, which used a handful of the type in 1956 to ease their observers’ transition to the Gannet.

An unusual Firefly trainer – this T.1, Z1953, was operated by the Empire Test Pilots' School 19451951. A Faireybuilt Vampire FB.9 for the RAF is in the background (R.A. Scholefield Collection)

Trainers The first Firefly T.1, MB750, a converted FR.1 airframe, made its first flight in June 1946, while the first T.2 was flown on August 12th, 1949. 34 T.1s were converted from FR.1s, and were initially delivered in July 1948 to the Naval Air Fighter School (NAFS), also known as 736 Squadron, at St. Merryn. This unit used them alongside standard Fireflies until they were replaced by Sea Furies in early 1950. From 1949, 57 T.2s were also delivered to the main training units. In a more general training role, the T.1 served with two squadrons of the Naval Operational Flying School, numbers 764 and 766, starting in 1948. Based at RNAS Lossiemouth, the T.1s were used as part of a three-month course after which pilots were assigned to either fighter training or strike/ASW training. Fighter training was conducted by the NAFS mentioned above, while Strike/ASW training was provided by the Naval Air Anti-Submarine School (NAASS) based at Eglinton. Two squadrons, 737 and 744, were equipped with a number of Firefly trainers, including the T.2 for weapons training. The Fireflies were replaced in these units by Sea Vampires and Gannets in the mid-fifties. Other units that used the T.1 and 2 were 781 and 782, the Southern and Northern Fleet Communications Squadrons respectively, which

used them as high-speed communications aircraft from Lee-onSolent and Donibristle. 767 Squadron used some for Deck Landing Control Officer Training. There were also a couple used by 799 Squadron for refresher training. In addition, some front-line as well as most Royal Navy Volunteer Reserve (RNVR) units used single examples for continuation training and other miscellaneous roles. The last unit to use them in any numbers was 765 Squadron at Culdrose, also known as the Naval Piston Engine Pilot Pool Unit, where pilots not otherwise assigned to a unit were held before transfer. They gave up their Firefly trainers in March 1957. The T.3 was assigned to one unit only, that being 796 Squadron, or the Naval Observers School, at St. Merryn. Deliveries to 796 began in July 1950, but their limited capacity in the training role proved unsatisfactory. Nevertheless, the T.3 was used until replaced by the T.7 in 1953 – the T.7 was able to accommodate two trainees rather than the single student in the T.3.

Target Tugs Once the need for a faster target tug had been recognised by the Admiralty, the TT.4 was brought into service fairly swiftly, given that the 28 aircraft were converted from airframes currently held by

T.3 PP523, 264, of 796 Sqn, St Merryn, 1950-3 period (Courtesy of Tony O’Toole Collection)

Fleet Air Arm Service

33

T.7 WK373 340/GN of 719 Sqn, Eglinton. 719 started receiving the T.7 in March 1953, so this airframe had a short life with the squadron as it was SOC on June 13th that year. The aircraft made a forced landing in a cornfield during a rehearsal for the Coronation Flypast. (Courtesy of Tony O’Toole Collection)

Fairey at Ringway for reconditioning or repair. Most of these saw service with the two Fleet Requirements Units (FRU), 700 and 771 Squadrons, based at HMS Daedalus Lee-on-Solent. The role was taken over by the semi-civilian Airwork FRU in February 1957.

Target Drones Two units used the majority of Firefly drones. The first was the Royal Aircraft Establishment, which controlled the live fire range at Aberporth, north Wales, and was heavily involved in guided missile testing at the time. The aircraft were based at their airfield at Llanbedr and it was from here that the first destruction of a Firefly drone took place on September 29th, 1955, when U.8 WM886 was

downed by a Firestreak missile fired by a de Havilland Venom. The other unit to receive the drones was 728B Squadron, which took on its first Fireflies in 1957. Initially trained at Llanbedr, the unit moved to Hal Far, Malta, in February 1958, where it was involved in ‘Sea Slug’ surface-to-air missile trials being conducted by the trials ship HMS Girdleness. This programme lasted for three years, and at its conclusion, the need for the squadron was at an end. The last few remaining airframes were expended in fleet gunnery practice, with the last sortie being flown by U.9 WB391. This aircraft was shot down by the guns of the destroyer HMS Duchess on November 27th, 1961, bringing to an end the British service career of the Firefly.

T.2 MB747 205/ST of 1841 Sqn, based at Stretton in June 1955. The aircraft had been converted from an FR.1 in 1952 at Ringway (R.A. Scholefield Collection)

34

Chapter 2


 Export Versions T

he Firefly was a popular export aircraft, particularly with naval air arms that were beginning to flex their muscle by acquiring an aircraft carrier. However, the export story could have been even better were it not for interference from the Royal Navy.

Australia Although the Royal Australian Navy (RAN) had operated aircraft prior to World War II, it wasn’t until 1947 that they formed a Fleet Air Arm and set about acquiring aircraft carriers. The British Government offered two surplus carriers to Australia, an offer that was accepted by the Australian government in August 1947; these two carriers were HMS Majestic and HMS Terrible, both of which were on the stocks awaiting completion after work on them was suspended at war’s end. Due to monetary and manpower shortages, only the most advanced of the two was completed in a timely manner, this being the Terrible, which was completed and commissioned into the RAN as HMAS Sydney in December 1948. After considering a variety of British and American aircraft types, the RAN settled on the Sea Fury and Firefly as their primary operational types; in due course, 25 AS.5s were ordered. These equipped 816 Squadron and along with the Sea Fury-equipped 805 Sqn, formed the 20th Carrier Air Group (CAG) that was established at RNAS Eglinton in August 1948. Following work-up, the CAG embarked on Sydney in February 1949 and arrived in Australia in May after a shakedown cruise. The aircraft were disembarked at

3

Chapter

Royal Australian Navy FR.5 VX432, probably of 817 Sqn, about to land aboard HMAS Sydney with three others waiting their turn in the background (via Andrew Hawkins)

stationed at HMAS Albatross, Nowra, NSW, while Sydney returned to Britain to pick up the 21st CAG, forming at Eglinton in April 1950. The 21st CAG comprised 808 Sqn with Sea Furies, and 817 Sqn, which had received a further 32 Firefly AS.6 aircraft; these arrived in Australia in December, 1950. It was 817 Sqn that formed part of an enlarged air group that boarded Sydney for service in the Korean War in August 1951. 816 also saw action in theatre - more details of the type’s operational service in Korea can be found in Chapter 4. In April 1953, 817 embarked on Sydney for what was termed “The Coronation Cruise” to Britain to participate in the 1953 Coronation Fleet Review and fly-past at Spithead, off Portsmouth. Eight Fireflies from 807 took part in the fly-past on June 15th, flying in 10th spot of 17 Firefly squadrons taking part. The Sydney continued her cruise by crossing the Atlantic to the Caribbean before passing through the Panama Canal and returning to Australia in August 1953 after completing a round the world cruise. Sydney’s involvement in the Korean War left a hole in Australia’s seaborne defences, and while the second of the carriers (by now rechristened HMAS Melbourne) acquired in 1947 was being completed, the light carrier HMS Vengeance was loaned to the RAN by the British Government. She embarked a full air group, including Fireflies from both 816 and 817 Sqns, until the Melbourne was handed over to the RAN in October, 1955. Melbourne was equipped to carry jet aircraft, and her air group consisted of Sea Venoms and Gannets; no Fireflies saw operational service from her decks. Export Versions

35

AS.6 of 817 Sqn formats on the camera ship. The squadron used the AS.6 between 1950 and 1955 (AWM)

A total of 108 Fireflies were delivered to the RAN; these were all AS.5 and 6 airframes, but ten airframes were converted for secondline service as target tugs and trainers. The need for trainers was satisfied by converting four airframes (VT449, VT502, VX373 and VX375) to two-seat status in a similar manner to T.1/2 conversions to produce the T.5 version that served only with the RAN. Conversion kits were supplied by Fairey, and the airframes were converted in Australia by Fairey Aviation Company of Australia at their Bankstown, Sydney facility. These aircraft were operated by 723 and 725 Sqns until around 1959 before being scrapped. Six airframes were converted to target tugs. Two AS.5 airframes, VX 338 and WB271, were converted to TT.5 standards, while four AS.6 (WB518, WD828, WD840 and WD901) were converted as TT.6. The aircraft were fitted with an ML Type G Mk.3 winch pod under the fuselage. The target tugs were operated by 724 Sqn until 1966, the last Australian Fireflies to be retired. The anti-submarine Fireflies were replaced by the Fairey Gannet starting in 1955, and remained in service in the ASW training role with 851 Sqn until 1958. In1966, with the retirement of the target tugs, ten Fireflies were put up for disposal by the Australian Government, some of which still survive, and indeed some are airworthy, today. Australian Fireflies were painted in standard FAA colours of EDSG over Sky, or overall Aluminium with special markings for trainers and target tugs.

Canada Canadian naval aviation has its foundations in a June 1945 agreement between the Royal Canadian Navy (RCN) and the Admiralty, whereby four FAA units would be manned by Canadian personnel for service in the Pacific against the Japanese, subsequently to be transferred to Canadian control following the war. Previously, the Canadian-manned escort carrier HMS Puncher had operated the Firefly, giving the RCN some experience with the type, and many Canadian-born pilots had flown the type operationally with FAA squadrons. At the time of the The Dutch converted eight of their FR.4s to TT.4 status, 16-49 being one of them. Note the line stretching away behind the aircraft, indicating the target drogue is deployed (Srecko Bradic Collection)

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agreement, it was also envisioned that this would include the transfer of two light fleet carriers, however, the war ended before this could be put into effect. In the event, the first of these, HMCS (ex-HMS) Warrior, was not transferred until early 1946; the second, HMCS (exHMS) Magnificent, in May 1948 as a replacement for the Warrior, there no longer being a need to operate two carriers. The Warrior’s initial aircraft complement consisted of two squadrons, including 825 Sqn with twelve Firefly FR.1s from a total of twenty-nine Mk 1s; another twelve served equipped 826 Sqn. These carriers and aircraft were given to Canada by Britain as part of a war claims settlement; Sea Furies were also transferred to equip two fighter squadrons and one of these plus a Firefly squadron formed a Carrier Air Group (CAG). The Firefly FR.1 was the RCN's first strikereconnaissance fighter and formed the backbone of Canadian naval aviation during these formative years; they served until early 1950, when most were sent to storage. In early 1948, the RCN started to receive on loan some twelve FR.4 aircraft, pending availability of the definitive AS.5, and these were used to re-equip 825 Sqn; the first machine was used for cold weather testing at the Winter Experimental Establishment (WEE) based at Namao in Alberta and arrived there in February 1948. The remaining 11 were taken on charge in May. The Mk 4 had a fairly short service career in Canada, as in 1949, 18 AS.5s were acquired, along with three T.1 and three T.2 trainers, re-equipping both 825 and 826 Squadrons in the 18th CAG in that year. The remaining Mk 4s were returned to the Royal Navy. By this time, Canada had become a founder member of NATO and had agreed that its Navy would operate in the anti-submarine role as part of its commitment to the organisation. Hence, the more-specialized AS.5 was acquired rather than the FR.5. Beginning in November 1951, the Firefly was operationally replaced by the Grumman Avenger, advanced versions of which were acquired from the US Navy beginning in 1950. While the Avenger’s performance was slightly inferior to the Firefly, it could carry more,

further in the vital anti-submarine warfare role that the RCN had begun to specialise in. On being struck off charge in March 1954, the remaining Fireflies were either returned to the Royal Navy, or sold on to foreign countries. Of the FR.1s, nine were later sold to Ethiopia and four to Denmark for conversion to TT.1s, while four AS.5s were sold to the Dutch. Nine had been written off while in Canadian service.

Denmark In 1951, the Royal Danish Air Force (RDAF) had a requirement to replace its older target towing machines and placed an order with Fairey for two machines. Fairey bought back two FR.1s, Z1842 (the 13th production machine) and Z2020 and converted them at Ringway. Z1842 became 64-625 with the RDAF and was completed in September 1951, while Z2020 became 64-626 and was finished in October; both had been delivered to Esk.722 at the RDAF base Vaerlose by November. A further four FR.1s were acquired from Canada in 1952 under the Mutual Defence Assistance Program (MDAP) and these were converted at Vaerlose using kits provided by Fairey. These aircraft were: MB579/64-630, PP413/64-627, PP457/64628 and PP460/64-629. Three were lost in accidents, though all the crew survived. The remaining three airframes, 625,626 and 630, were sold in May 1959 to the Swedish civilian target-towing company, Svensk Flygtjanst (see below), but were used for spares only. Danish Fireflies were painted yellow overall, with national markings in six positions and the unique Danish pennant on the fin. The last three of the serial was painted in black on the rear fuselage aft of the roundel.

Ethiopia The Ethiopian air force was founded in 1944, three years after the country had been liberated from the Italians by the British and at first consisted of a small number of light trainers. In December 1945, a delegation from Sweden was given the task of expanding the air arm into something useful. SAAB Safirs and B17 light bombers were acquired from Sweden, but by 1948, the British were being asked to supply more potent aircraft, Spitfires and Halifax being requested. This approach was rejected by the British government, but in 1950, an

order for 35 Firefly Mk 5’s was placed. Due to the Korean War, however, the needs of the Royal Navy were more pressing and in the end, the Ethiopians settled for eight FR.1s and one T.2 trainer. These were delivered in two batches in September 1951 and January 1952 and formed part of the Attack Wing, based at Bishoftu, near Addis Ababa. The Fireflies, along with the other operational aircraft, were used in a show of force when the country of Eritrea was federated with Ethiopia in December1951 and officially annexed as a province in September 1952. Fireflies were frequently called upon to attack Eritrean dissidents in the following years, as well as disputed areas along Ethiopia’s other borders in the strife-ridden region. In March1954, a further nine FR.1s, three T.1s and two T.2s were delivered from Canada following their replacement in RCN service by later marks. Following an offer of US military assistance and the delivery of T-33 and F-86 jet aircraft in the early 1960s, the Fireflies were moved into open storage at Asmara and forgotten. In 1993, the Canadian Air Attaché to Egypt was visiting the region and noticed the Fireflies bore RCN data plates. He made arrangements for two of these, both FR.1s, to be donated to Canada and both were shipped back to Canada in an RCAF C-130. One went to the Canadian Aviation Museum in Ottawa while the other, PP462, has been restored to airworthy condition at the Shearwater Aviation Museum in Nova Scotia.

Netherlands The Royal Netherlands Naval Air Service, or Marine Luchtvaartdienst (MLD), was an early user of the Firefly following World War II. In fact, with a number of Dutch pilots serving with the Fleet Air Arm during WWII, they were able to form a Dutch-manned unit, 860 Squadron, operating Swordfish and later, Barracudas. This unit was the nucleus of the post-war MLD, many of the pilots transitioning to the Firefly when it entered Dutch service. During the latter part of 1945, it was obvious that the Netherlands East Indies (NEI) were ripe for insurrection following the surrender of the occupying Japanese forces. In an effort to build up their forces in the region, the Dutch rebuilt their Navy around a loaned ex-British aircraft carrier, the former HMS Nairana, renamed the HNMS Karel Doorman (QH1). For service on

RAN FR.4 VT489/200, 817 Sqn, takes the wire aboard HMAS Sydney. The hook has bounced back up into its housing and the aircraft is still a couple of feet above the deck – this could be a hard landing! (via Andrew Hawkins)

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Fully loaded RCN Firefly FR.1 DK560/N prepares for launch from the HMCS Warrior, December, 1946. Note the catapult cradle (DND/LAC/PA-141274)

An RCN Firefly FR.1 on board HMCS Warrior, March 31, 1946. On this day the Warrior and her aircraft arrived in Halifax, NS for the first time. (Canada Department of National Defence (DND)/Library and Archives of Canada (LAC)/PA-141233)

One of only two Fireflies operated by the Royal Canadian Air Force, TW741 is seen covered in snow at Watson Lake, while being operated by the RCAF's Winter Experimental Establishment (DND/LAC/PA-148361)

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Firefly AS.5 VH135 of 825 Sqn undergoes some equipment tests (DND/LAC/PA-141124)

the carrier, the Dutch selected the Firefly and Sea Fury, a common choice in the immediate post-war era. A total of thirty new-build Fireflies were ordered in two batches of fifteen – with many components made in Holland by Aviolanda at Papendrecht, where the reborn Dutch aviation company was surviving by refurbishing other types such at the C-47 and T-6 for service with the RNethAF – the company even license-built Crossley buses at this time. The first batch, initially serialled F-1 to F-15, was made up entirely of Firefly F.1s, while the second batch, coded F-16 to 30, consisted of five F.1 and 15 FR.1 airframes. The first six aircraft were taken into Dutch service in January 1946, and were assigned to 860 Squadron. After work-up at the Royal Navy airfield at St. Merryn in Cornwall, 860 joined the Karel Doorman, and together, they sailed for the NEI in August the same year. Unfortunately the flight deck of the first Karel Doorman was a bit too small and its speed too low for the Firefly and operations of this type were always a risky business. In spite of this, on arrival in theatre, 860’s 15 Fireflies were launched some 500 miles from the Indonesian coast at Tandjog

Priok, flying to the airfield at Kemajoran on the island of Java. F-13 crashed on landing when the undercarriage collapsed, not the last time this would happen in Dutch service. The aircraft was not repaired but written off. Moving to Morokrembangan airfield, the squadron was employed on ground support missions armed mainly with RPs and their four 20mm cannon. The fourteen remaining aircraft flew a total of around 4,000 operational sorties, during the course of which two aircraft were shot down; F-22 was lost to ground fire in July 1947, the pilot being captured and executed by the rebels, while F-27 was downed the following month. Besides the aforementioned F-12, one other Firefly was lost in an accident; this was F-24 which flew into high ground in cloud in May 1947, killing the two men on board. The remaining eleven aircraft were returned to Holland at the end of hostilities in 1951. Another frontline unit to operate the type was 861 Squadron, briefly from September 1946 until April 1947. The squadron had formed at RNAS Dale, and joined the Karel Doorman in February 1947 for a short cruise to the Netherlands. They disbanded shortly

A Firefly in very early RCN markings comes in for a landing on USS Saipan, September 1949 (DND/LAC/PA-140265)

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An RCAF-operated Firefly AS.4 TW741 during cold weather testing with the RCAF's Winter Experimental Establishment (DND/LAC/ PL-130107)

Student armourers receiving instruction at the School of Naval Aircraft Maintenance, May 1949 (DND)

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thereafter, their aircraft being then transferred to various training flights, and finally to No.1 Squadron, which formed at Curacao in the Netherlands Antilles in January 1952; many were then scrapped there in the mid-50s. However, seven Mk 1s were taken in hand in 1949 and converted to T.1 standard by Aviolanda with the aid of kits supplied by Fairey. Coded L-11 to -17 (later changed to U-11-17), these aircraft were necessary, as the Dutch had recently received more Fireflies, and a new carrier, a Colossus-Class ship also named Karel Doorman (R81), formerly HMS Venerable, replacing the older vessel after her two-year loan period expired. These new aircraft were the more advanced FR.IV and a batch of 40 new-build airframes, (serialled K-31 to K-70) were ordered from Fairey in 1946 to equip an expanding air service; the first entered service in 1947 and saw service with Nos.1, 2, 3 and 4 Squadrons from their bases in the Dutch Antilles and at Valkenburg in the homeland, while 7 Squadron based at Biak in the Netherlands East Indies was similarly equipped.

Eight of these were later converted to TT.4 status with kits supplied by Fairey. In addition, four AS.5 airframes (P-86 to 89) were bought from Canada when they phased out the Firefly in 1953. A further batch of 14 Fireflies (P-71 to 84) was bought in 1949, these being the rare NF.5 variant; handfuls of these served with 1, 2, 4, 5 and 7 Squadrons, supplementing the Mk 4s already in service by providing a dedicated night-fighter element to each unit. As they neared obsolescence, most of the remaining Mk 4 and 5 aircraft were transferred to Biak; the Fireflies were finally withdrawn from service in December1961 following the arrival of RNethAF Hawker Hunters of 332 Squadron. As an aside, the range of the Hunters was considered too short for patrol operations and in practice this role was taken over by cannon-armed Lockheed Neptunes! In spite of their size they did quite well in their new role, earning the nickname 'Nep-fighter'. Most of the remaining Fireflies were scrapped in situ in Biak; no Dutch-operated Fireflies are extant.

RCN Firefly Mk 1, possibly DK561, aboard USS Saipan for DLTs in September 1949. The AS.5 behind is possibly VX414 (via Andrew Hawkins)

An RCN AS.5, possibly VX421, takes the wire aboard the Saipan, September 1949. The aircraft later suffered a heavy landing during these trials (via Andrew Hawkins)

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About to take number ‘6’ wire aboard the Saipan is an unidentified RCN AS.5 (via Andrew Hawkins)

825 Sqn prepares for a stream takeoff from HMCS Warrior

DK565(?) after a very heavy landing (via Mark Peapell)

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This RCN FR.1 has probably taken a wire on the bounce and ended up on its nose. Note the splintered wooden prop blades (via Mark Peapell)

India India was a late recipient of the Firefly, not acquiring the type until 1955. In 1953, a requirement for a naval target-towing aircraft was recognised and the Firefly was chosen. Former FAA airframes were reconditioned and converted at Fairey’s Hamble factory; the first two Firefly TT.1 variants (INS 111 and 113) were delivered to the Indian Navy on 14 February 1955. These two were followed by three more (INS 112, 114 and 115) in May that year, while in September 1958, a further batch of five Firefly TT.4 variants were procured, serialled INS 116 to 120, these being re-furbished at the Ringway plant. While the

TT.1s were unarmed, the TT.4 airframes were equipped with 20mm cannon and could also carry bombs and rockets if required, and therefore they became the first Indian Naval aircraft that were capable of being armed. All Indian Fireflies were operated by 550 Squadron based at Cochin and remained in service for many years. Like their FAA counterparts, the Indian target tugs were finished with painted Aluminium upper surfaces with Golden Yellow ‘trainer bands’ on the rear fuselage and upper wings; the undersides were overall Golden Yellow on the undersides broken by diagonal black stripes. National markings in mid-green, white and saffron in six positions,

Firefly AS.4 TW741 during cold weather testing with the RCAF's Winter Experimental Establishment (via Mark Peapell)

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RCN FR.1 PP460 takes off from Shearwater (via Mark Peapell)

Preparing an RCN Mk 1 for flight (via Mark Peapell)

A pre-delivery line-up of Fireflies at Ringway during hand-over to Ethiopian pilots, 1951. From right: FR.1 601 exMB434; FR.1 602 ex-MB476; T.2 603 ex-MB382 (R.A. Scholefield Collection)

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Cleaning the 20mm cannon of an RCN FR.4 (via Mark Peapell)

the serial were in black letters and numbers under each wing. The title ‘INDIAN NAVY’ superimposed over the serial appeared in black letters and numerals on the rear fuselage. Just one of India’s airframes, INS 116, crashed while in service; the rest were broken up, except for INS 112 which was put into store for the Indian Naval Aviation Museum at Dabolim, Goa province and is currently on display in partly restored condition.

Sweden While the Swedish armed forces didn’t use the Firefly, examples were used by the Svensk Flygtjanst AB (Swedish Air Services Ltd.) in support of the military. Svensk Flygtjanst was formed in 1935, initially to offer civilian advertising banner-towing services, flying lessons and passenger flights, but on the outbreak of WWII they received a contract from the military to provide target-towing services, building on their banner flying experience. A variety of types were used for this, including de Havilland Moths, Fokker C.VEs

and even a Fiat CR.42, but by 1948 the need for a faster type was becoming clear. The company selected the Firefly TT.1 due to its capacity, speed and low cost. Following conversion at the Ringway factory, the first airframe to be delivered, on December 6th, 1948, was the former-DK568, bearing the Swedish registration SE-BRA. The aircraft were based at Bromma, Sweden; a total of 19 were acquired, an initial batch of eleven, followed by five more, then three were acquired from Denmark on their retirement from Danish service in 1959; these airframes were used for spares recovery only. By the midfifties, still faster aircraft were required and Gloster Meteors were bought; the last Fireflies were retired in 1964 after accumulating nearly 15,000 hours in Svensk Flygtjanst hands. Four aircraft had been lost during Swedish service, the rest being scrapped - except for SE-BRD which was returned to Britain to join the Skyframe Museum; this aircraft ha been on display at the Fleet Air Arm Museum at Yeovilton since 2000, after many years at the Imperial War Museum Collection at Duxford. The aircraft were painted overall yellow, with

64-625 was formerly Z1841 and was converted to TT.1 status for the Royal Danish Air Force and delivered from Ringway on 6 October 1951. The serial prefix '64' is marked in small numerals above the large '625'. The aircraft was retired in 1959 (R.A. Scholefield Collection)

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An early shot of Dutch F.1s; ‘4’ was lost in December 1948 (Prudent Staal Collection)

FR.1 K.20 sits close to the conical gunner training building at Valkenberg (Nico Braas Collection)

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An evocative shot as Dutch Navy FR.4 11-59 basks in the afternoon sunshine (Prudent Staal Collection)

‘SVENSK FLYGTJANST AB STOCKHOLM’ black titling in two lines under the cockpit on each side. The Swedish civil registration was carried on the rear fuselage, also in black.

Thailand The experience of the Thais with the Firefly was strained, but not through any inherent fault of the aircraft. In 1949, the Thais decided to re-establish their navy and wished to have a land-based strike aircraft for the force, a carrier being beyond their means. The Firefly was selected and 10 FR.1 and two T.2 airframes were ordered from Fairey, who, in 1951, acquired them from surplus FAA stocks for

refurbishment at Ringway. These aircraft retained standard FAA colours, and were serialled SF1 to 12, with SF6 and SF9 being the two T.2s. They were shipped to Bangkok later that year, but the political situation in Thailand was still unsettled in the immediate post-war era, and during the voyage, the Navy staged a coup in an attempt to wrest control of the country from the Army-controlled government. The coup attempt was an abject failure and in its wake, the navy was almost completely emasculated. Control of the nascent air arm was given to the Royal Thai Air Force (RTAF), and the Fireflies were transferred to No.1 Squadron of the IV Wing based at Don Muang airbase in Bangkok. Unfortunately, RTAF pilots didn’t particularly

A pair of Royal Netherlands Navy FR.4s run up prior to take off (Prudent Staal Collection)

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Dutch FR.4 11-52 takes a wire aboard Karel Doorman (Prudent Staal Collection)

care for the Firefly, saying it was too slow and it lacked the glamour of a single-seat fighter; however, the type was used sporadically in operations against back-country rebels in the north of Thailand and photos show aircraft carrying 1,000 lb bombs and rockets. Lack of spares forced their retirement by 1954, with one airframe, SF11, surviving today at the RTAF Museum. Thai Fireflies operated in standard FAA colours of EDSG over Sky. Thai roundels were painted on the fuselage and upper wings, while large black serials only were carried underwing. Small black serials were carried under the tailplane. A square pennant in alternating red, white and blue bands was painted on the mid-rudder area. While not flown by the Royal Thai Navy, at least one airframe was delivered with these markings supplemented by black anchors painted on top of the roundels, while pre-delivery photos of one aircraft also show the whole rudder painted in the national colours.

Customers Who Got Away… A beautiful springtime study of MLD FR.4 11-46 (Prudent Staal Collection)

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Following the war, a large number of countries expressed interest in the versatile Firefly to build up or re-equip their air arms – indeed; such was the interest that Fairey organized a tour of Middle Eastern

countries in 1948 using the Mk 4 prototype TW692. However, for one reason or another - mostly because the Royal Navy didn’t want production diverted from its Korean War build- up – most did not actually purchase or operate the type. Those who did not include the following nations:

Argentina In 1946, The Argentine Naval Attaché to London wrote to Fairey asking for a quote for six Firefly Mk 4 airframes, one of a number of types the Argentines were interested in purchasing. At the time, the Royal Navy was only just beginning to receive the type and did not want any diversions from the production line to hamper their build up. The Argentines eventually lost interest.

Afghanistan In the immediate post-war period, the Afghan government requested a number of modern aircraft types from Britain and the British Air Staff went so far as to recommend the supply of twenty airframes, but nothing came of this.

Nice formation of Dutch FR.5s (Nico Braas Collection)

Two of Svensk Flygtjanst AB’s TT.1 aircraft, SE-BRD and SE-BRL sit on the ramp, probably at their home base of Bromma, Sweden (Nico Braas Collection)

FR.4 11-66 of the Dutch Navy (MLD) seen here carrying rockets under the wings. Note the lowered arrestor hook (Srecko Bradic Collection)

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NF.5 16-72 Dutch Navy, somewhere in the Netherlands. Note the RATO units on the ground under the rear fuselage (Courtesy of Tony O’Toole Collection)

Finland The Finnish government was another that was interested in a Firefly purchase, in 1950. Once again, nothing came of the negotiations.

machine gun on a flexible mount, firing through a sliding hatch. Nothing came of either the rear gun or a sale of aircraft.

Lebanon France France was another Allied nation looking to rebuild its naval air arm after the war, and got so far as having the Firefly demonstrated to the authorities; however, they opted to purchase the Helldiver and Corsair to equip their naval squadrons instead.

Fairey were negotiating a sale of twenty-four Mk 5 aircraft to the Lebanon in the early 1950’s but the deal fell through.

Saudi Arabia

A customer for the Hawker Fury, Egypt was also interested in the Firefly, but again, nothing came of it.

In mid-1950, the Saudis approached Fairey for the purchase of an initial six Mk 5s with possible follow-up orders. The Royal Navy objected due to attrition of FAA aircraft over Korea and the need for constant reinforcement meaning that no airframes could be spared for export at the time.

Iraq

Syria

Iraq was another Hawker Fury operator and Fairey flew TW692 all the way to Baghdad for demonstrations in 1948. Curiously, the Iraqi Air Force wanted Fairey to modify the rear cockpit to house a .5 in

Like the Saudis, the Syrians’ 1951 possible acquisition of Fireflies was nixed by the Royal Navy on the grounds of there being no airframes to spare due to the Korean War.

Egypt

A delightful period study taken from a Dutch Firefly of FR.5 P.86 escorting a KLM Convair 340 carrying Queen Juliana of the Netherlands on an official visit to the Netherlands West Indies, somewhere over the Caribbean in the early 1950’s (Nico Brass Collection)

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PP264, 278/P, of 827 NAS takes off for a strike mission from HMS Triumph, 1950. Note the full load of eight 60lb RPs (K. Bostock via C. Roper)


 In Combat T

he Firefly entered service with the Fleet Air Arm in March 1943, but it wasn’t until July 1944 that the aircraft first saw combat with 1770 Squadron off Norway. In the following year, the Firefly distinguished itself in action with the British Pacific Fleet in the Far East, taking part in strikes on oil refineries and airfields from Indonesia to Japan itself. Following the war, the withdrawal from empires kept the Firefly active, first in Malaya during the Emergency, then with Dutch forces as the Netherlands East Indies exploded in revolt. But perhaps the Firefly’s finest hour was its involvement in the Korean War, where its strike ability was admired by friend and foe alike.

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Barracuda dive-bombers. 1770’s task was to suppress the extensive anti-aircraft (AA) defences surrounding the ship, but their job was made more difficult by the dense smokescreen put up by the defences. Two Fireflies suffered light flak damage during the operation but both made it safely back to the Indefatigable. After a short break in ops, the Indefatigable and 1770 were back in Norwegian waters on August 7th to escort Grumman Avengers on a mine-laying mission in coastal waters. One Firefly was lost after sustaining flak damage and having to ditch; the crew were killed. 1770 was in action against the Tirpitz again on August 22nd, then KOREAN WAR CARRIER TOURS OF OPERATION

WWII – Europe

DATES

CARRIER

CAG

SQUADRON

TAIL LETTER

TYPE

The first operational squadron to be equipped with the Firefly was 1770 at RNAS Yeovilton; they received their first aircraft on September 27th, 1943 and became operational early in 1944. On July 9th, they embarked HMS Indefatigable for their first operational deployment. This took them to Norway for a series of operations, known as Operation Mascot, against the German battleship Tirpitz, then in hiding in the Norwegian fiords but posing a threat to the Allied convoys to Russia. The first strike involving Fireflies was on July 17th, when they provided an escort for

2/7/50 - 20/9/50

Triumph

13

827

P

FR.1

9/10/50 - 20/4/51

Theseus

17

810

T

FR.5

27/4/51 - 26/9/51

Glory

14

812

R

FR.5

4/10/51 - 24/1/52

Sydney

21

817

K

FR.5

6/2/52 - 29/4/52

Glory

14

812

R

FR.5

4/5/52 - 30/10/52

Ocean

17

825

O

FR.5

12/11/52 - 15/5/53

Glory

14

821

R

FR.5

17/5/53 - 10/53

Ocean

17

810

O

FR.5

10/53 - 4/54

Sydney

21

816

K

FR.5v

Armistice signed 23/7/53

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Re-arming a Firefly FR.1 on board HMS Triumph, 1950. Note the ammunition feed drums on the deck and the electrical ‘pigtails’ hanging from the rear of the RPs – these would be plugged in right before take-off, arming the RPs (Len Allen via C. Roper)

again on the 24th and 29th. One Firefly was lost during these raids, which were unsuccessful in sinking the battleship. Indefatigable and her air group then retired back to Scotland to prepare for the long journey to the Pacific to join the British Pacific Fleet (BPF). Her place in northern waters was taken by HMS Implacable, onboard which was embarked 1771 Squadron, the second FAA Firefly squadron. 1771 had been formed on February 1st 1944 and worked up on the Implacable at the end of September. In October, they took part in their first operation, a reconnaissance of the Tromso area of Norway. A Ju 52 was attacked and damaged during an attack on the airfield at Bardufoss, while one Firefly sustained slight flak damage. Further coastal recons and strikes were made throughout October and through to December, the last strike taking place on December 8th, 52

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before Implacable retired to Scotland for her preparations to join the BPF. A good number of enemy ships, including a U-boat, were damaged, some beyond repair. In addition, attacks on infrastructure and installations would have damaged the capabilities of the enemy, and the series of strikes as a whole will have distracted the German High Command, who knew that an Allied invasion of Europe was imminent, but did not know where it would be targeted. These strikes by 1770 and 1771 had shown the Firefly to be a very capable and versatile aircraft able to carry out a number of roles and able to pack a punch with its built-in cannon and external rockets and bombs. These attributes would be exploited to the full in the Pacific. As mentioned in Chapter 2, there was a need for naval night fighters and a small detachment of Firefly NF.I aircraft saw operational service

FR.1 MB687, 281/P, 827 Sqn, HMS Triumph, Sept. 8th, 1950. This aircraft missed the wires on landing, ending up in the barrier. Note the badly damaged wooden propeller (via C. Roper)

in late 1944. After the Allied invasion of France in June 1944, the Germans began launching V-1 flying bombs from fixed positions in the Pas de Calais area, causing much destruction in southern England. These were heavily targeted by Allied air power, and eventually overrun by ground forces, forcing an end to the campaign, but the Germans had developed an air-launching system using old Heinkel He111 bombers. Launched during darkness from bases in the Netherlands, these early cruise missile launchers would fly at low level across the North Sea before launching their underslung V-1s towards the British coast. In order to combat this, the RAF had stationed night fighters on the east coast, but the lumbering bombers were proving an elusive target for the high-performance night fighters available. The navy was invited to participate with Fireflies from 746 Squadron. Only a few radar contacts were established by this detachment, and only one resulted in an inconclusive engagement, when an He111 was chased across the North Sea before the Firefly started to run low on fuel, but the training value was very high.

World War II – Pacific 1770 Squadron, on board HMS Indefatigable, sailed for the Far East in November 1944, arriving in Ceylon in December after a fast passage through the Mediterranean and Indian Ocean. After a short work-up in tropical conditions, the ship set sail for the Pacific in late December. On the way, the Indefatigable, in company with HMS Victorious and Indomitable, launched a series of strikes against oil processing installations in Sumatra, known as Operation Meridian. On January 4th, 1945, 1770 led the strike on the Pangkalan Brandan plant, their task to suppress the AA batteries on site. During the attack, Japanese Ki-43 Hayabusa fighters from a nearby airfield intercepted the Avenger dive bombers; the Fireflies were able to meet this threat and more than held their own against the light and nimble opponents, despite being slower and heavier, because their Youngman flaps gave them an edge in manoeuvrability and their heavy cannon armament outweighed the machine guns carried by the Hayabusa – the result was that two Ki-43s were shot down for no loss. However, MB687 being hoisted by Jumbo the Crane. Lots of interest in the damage to the undersides – the u/c was ripped off. The aircraft was written off on the spot… (Len Allen via C. Roper)

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….and unceremoniously dumped overboard to allow landings to continue (R.A. Peters via C. Roper)

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1770 did lose an aircraft on the way home when one ran out of fuel in the landing circuit; its crew was picked up by the accompanying plane guard destroyer after ditching near the carrier. A further series of strikes was made against the refinery at Pladjoe, also in Sumatra, towards the end of January. The carrier force had by this time been brought up to four with the addition of HMS Illustrious. Their combined air groups represented the most powerful Fleet Air Arm strike force to that time. Once again, the Fireflies flew close escort and flak suppression missions for the Avengers, and once again, they were attacked by defending Japanese fighters who had broken through the Corsair and Hellcat fighter top cover. Two more Hayabusas were shot down, again for no loss to the Fireflies. In fact, no FAA aircraft were lost and damage to the refinery was such that output was halved for three months, while many oil storage tanks were destroyed along with their contents. A second strike against the plant at Soengi Gerong took place on January 29th, and again, the Fireflies had to come to the rescue of the Avengers, as Ki-43s and Ki44 Shokis intercepted the strike. Two Hayabusas and one Shoki were destroyed by the Fireflies, but 1770 suffered its first combat loss as the aircraft of Lt Levitt was shot down; Levitt and his observer, Lt Webb, were killed. Levitt had been the first Firefly pilot to down an enemy aircraft in the theatre, when he shot down a Ki-43 on January 2nd while on a patrol, so his loss was badly felt by the squadron. However, the raid was considered a success, as oil production was completely halted for two months and when production resumed, it was at a fraction of the previous output. The Sumatra strikes had shown the efficacy of the Firefly as a fighter, 1770 Squadron achieving seven victories for one loss. These strikes were really a side show to the main action in the Pacific War – the island-hopping campaign to Japan, and the BPF moved on to the central Pacific to support the American landings on Okinawa, known as Operation Iceberg. The BPF became part of the US 5th Fleet as Task Force 57, with a number of fleet carriers supported by a pair of battleships and a flotilla of cruisers and destroyers. While the Americans concentrated on Okinawa itself, the BPF was assigned to interdict the airfields on the nearly Sakashima Gunto islands, to prevent interference with the landings at Okinawa. The first strike was made on the airfield at Miyako on March 26th, with the Fireflies of 1770 once again assigned to softening up the AA defences prior to dive bombing attacks by Avengers. One Firefly was

lost after a flak hit, but a similar strike the following day escaped unscathed. After a short break for replenishment, a second series of strikes was made from March 31s to April 2nd on Miyako and its sister field at Ishigaki, followed by a third series from April 5th to 7th. No Fireflies were lost, but Japanese kamikaze attacks on the BPF resulted in a hit on the Indefatigable, putting it out of action for some hours. The Japanese were becoming adept at repairing the airfields – mostly created from crushed coral – overnight, then launching kamikaze missions against their attackers. Further strikes were made on airfields in Formosa, now Taiwan, and in one incident, a pair of Fireflies on patrol intercepted a group of five Ki-51 Sonia dive-bombers – probably on a one-way kamikaze mission, and shot down four without loss or damage. The BPF returned to Sakashima Gunto for more strikes on Miyako and Ishigaki from April 16th to 19th, then again in May. Radio and radar stations were also a favourite target. The final strikes during Operation Iceberg were made on a total of six airfields in the Sakashima Gunto chain on May 24th and 25th, before the BPF retired to Australia for extended rest and refit. Indefatigable and 1770 Squadron were replaced by HMS Implacable and 1771 Squadron, fresh from Britain. Their first strike missions were on June 14th against the Japanese stronghold at Truk island in the Carolines. An attack on the airfield using rockets resulted in a claim for two aircraft destroyed on the ground, as well as hits on a radio station. Later, shipping was attacked on a number of occasions. These strikes were just a warm-up for the main event – missions targeted on the Japanese mainland itself. Rejoining the BPF for this mission was the Indefatigable, now carrying 1772 Squadron’s Fireflies, bringing the total of fleet carriers in the BPF back up to four. They formed Task Force 37 and they would concentrate on targets on the east coast of Japan, including airfields and shipping. The first strike was on July 17th, the targets were Matsushima, Masuda and Sendai airfields, which were attacked with rockets. On July 24th, 1771 flew an anti-shipping patrol near Nagoya, while 1772 was assigned to attack two Japanese bomber bases at Tokushima and Takamatsu. That day, 1771 had the unique experience, for the Fleet Air Arm, of attacking an enemy aircraft carrier. The Kaiyo, an escort carrier, was camouflaged in Shido Wan harbor, but was spotted and attacked by a small strike force from the Implacable, including a pair of 1771 Fireflies. The carrier was left burning with a broken back.

During all this action, one Firefly from 1771 Squadron was shot down, while two Fireflies had to ditch on return to their carriers due to a lack of fuel. Both squadrons followed a similar pattern for the rest of July, sinking and damaging a large number of Japanese vessels, while airfields were regularly visited. A period of replenishment was highlighted by the atomic bomb attack on Hiroshima, but while it must have seemed that the war was nearly over, there was still hard work ahead. The BPF’s final operational patrol started on August 9th, with strikes on two airfields, while the 10th saw the squadrons given free rein to attack targets of opportunity. Two Fireflies from 1772 Squadron were lost and two crew members killed, while two were taken prisoner for the few days left in the war. Implacable and 1771 left for Australia on the 12th, but 1772 continued strikes on the Tokyo area. The 15th saw the last combat missions of the war for 1772, as they attacked Kizarazu airfield; once safely back aboard Indefatigable, word came through of the cessation of hostilities, prior to the Japanese surrender. Despite

this, the Fireflies carried on with their patrols, fully armed, searching now for PoW camps and dropping supplies to the prisoners. This important task ended soon enough and by mid-September, all the BPF’s Fireflies were in Australia. With the end of the war, many hostilities-only personnel began to be discharged and many squadrons were disbanded, including 1770, 1771 and 1772. Their aircraft had proved their worth in many roles, and their combat record was outstanding. The Firefly was further developed and would prove its worth again in the years to follow.

Malaysian Emergency With the end of World War II, British colonies that had been occupied by the Japanese were looking for some form of independence or selfrule, while the British wished to regain their former primacy in the area. In Malaya, Chinese and communist guerilla forces, ironically supplied with arms by the British during the war to fight against the Japanese, started a campaign of terror against the returning British

A tragic incident aboard HMS Triumph, Aug 29th, 1950, as PP433, 281/P crashed in to the barrier, shattering the propeller. Wood splinters traveling at high speed passed through a porthole in the carrier’s island, hitting and instantly killing the CO of 800 Sqn, Lt Cdr MacLachlan. PP433 is unusual in still carrying the Temperate Sea Scheme of EDSG/DSG/Sky, complete with Korean Theatre ID bands (Len Allen via C. Roper)

A pair of 827 Sqn Fireflies lines up for take-off from HMS Triumph, Sept 1950. The lead aircraft is armed with eight 60lb RPs and carries an ASH pod under the nose (K. Bostock via C. Roper)

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PP481, 278/P, careers into the barrier after missing the wires, March 10th, 1950. The propeller is splintering and the radiator has been punctured, releasing steam (via C. Roper)

subjects and their property, particularly the isolated rubber plantations in the interior. In 1948, the British responded with Operation Firedog, a joint mission utilizing all three armed forces in cooperation. Whenever a British carrier was in the area, the opportunity was taken to utilize its air group for strikes against the Communist Terrorists (CTs), most often using Fireflies and Sea Furies, which were the standard carrier combat aircraft of the period. These strikes most often used rockets, which were more effective against targets in the jungle than iron bombs, and these would be followed up with strafing attacks with their cannon armament, the CTs having no effective anti-aircraft weaponry. These missions would provide very valuable training for carrier air groups on their way to the Korean theatre from 1950 onwards, especially for younger pilots Aircraft of the 17th Carrier Air Group ranged on the deck of HMS Ocean during a snow storm, 1952 (Ministry of Information)

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who had not flown in combat during WWII. Missions continued, even after the cessation of open hostilities in Korea, and amongst the squadrons deployed to the region, 825 was most active during 1954, flying from HMS Warrior. The Malayan Emergency – it was never dignified with the term ‘War’ – lasted until 1957, when Malaya gained independence.

Korean War Following the Second World War, Japanese-occupied Korea was divided into two at the 38th Parallel. The North gravitated to the Soviet sphere of influence, while the South was aided by Americans. The North determined to re-unite the country and, with substantial aid from the Soviet Union and communist China, built an

FR.1 PP557, 215/O has a run in with HMS Ocean’s crash barrier, July 1949 (via C. Roper)

overwhelming army, which was launched against the South on June 25th, 1950. Ignoring appeals from the United Nations Organisation to cease fire and withdraw, the Northern forces quickly swept aside the largely symbolic Southern army. The UN Security Council called upon all members of the UN to support South Korea, and many nations responded, including Britain.At the time, a substantial Royal Navy force was operating off Malaya due to the ongoing Emergency, but this force was ordered north to support the UN in Korea. This force included the carrier HMS Triumph, the cruisers Belfast and Jamaica, two destroyers and three frigates. Embarked on the Triumph was the 13th Carrier Air Group (CAG), comprised of 800 Squadron, equipped with twelve Seafire FR.47s, and 827 Squadron, which was the last FAA squadron to fly the Firefly FR.1 operationally and had twelve of these elderly machines on board. Most were painted in the

standard Extra Dark Sea Grey (EDSG) and Sky colour scheme with post-war roundels, but at least three aircraft were still camouflaged in the WWII-era Temperate Sea Scheme of EDSG and Dark Slate Grey (DSG) over Sky with late-war roundels. Triumph and her escorts joined the US Navy’s Carrier Task Force 77, and the force started operations in Korean waters on July 2nd, 1950. At dawn the following morning, Haeju airfield was attacked by an FAA mission that included nine Fireflies. Later, the Fireflies attacked various targets on the mainland during Triumph’s first war patrol, including bridges, army barracks, anti-aircraft positions and truck convoys. Some aircraft sustained flak damage; none were shot down, but some Fireflies were lost in deck landing incidents. Tragically, one of these, on August 28th, resulted in the death of 800 Squadron’s CO, Lt Cdr MacLachlan, when a Firefly missed the wires

FR.4 008 is preflighted at Biak, NEI (Prudent Staal Collection)

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Lovely shot of a trio of FR.4s at Biak (Prudent Staal Collection)

FR.4 008 is rearmed at Biak. Note the belted 20mm ammunition, and the open gun bay. The tech by the fuselage is accessing the filler for the fuselage fuel tank (Prudent Staal Collection)

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and crashed into the wire barrier on Triumph’s deck; a large wooden splinter of the shattered propeller flew through an open port in the carrier’s island, striking the unfortunate officer who was in a briefing room. He was the only aircrew casualty of Triumph’s tour. Later patrols in the tour saw the Seafires restricted to CAPs while the Fireflies flew anti-submarine warfare (ASW) patrols, in both cases due to the limited range of the aircraft. Another issue was poor aircraft identification by American fighter pilots and bomber gunners, who damaged a number of British aircraft because they appeared to look very similar to certain Russian aircraft in use by the North Koreans. This led to the adoption of prominent black and white identification stripes around the wings and rear fuselage of British aircraft, with good results, if not quite total success. The carriers themselves also had a large Union Flag painted on their decks aft of the island. Triumph’s fourth patrol saw the CAG engaged in a blockade of the west coast of the Korean Peninsula, in an effort to prevent re-supply

of Northern forces by sea. A number of small ships were attacked and sunk by gun and rocket fire from both Fireflies and Seafires. September saw the amphibious landing by UN forces at the west coast port of Inchon, and the Fireflies were involved in spotting for naval gunfire in the weeks before the landings, and then CAP and ASW missions over the landing forces, returning to gun spotting in the days following the invasion. By this time, 13 CAG was worn down to a handful of operational aircraft; indeed, it is claimed that only 2 Fireflies and one Seafire were fit for duty when the Triumph ended her tour on September 20th. Triumph was relieved by HMS Theseus, newly arrived from Britain and carrying the 17th CAG including 810 Squadron with their 12 Firefly FR.5s. Beginning her single tour in Korean waters, Theseus was mainly involved in blockading the Yellow Sea to the west of the Korean Peninsula. In addition, her aircraft sortied against inland targets in an effort to interdict the North’s supply lines, destroying numerous bridges, road and rail, and attacking convoys and troop concentrations. During Theseus’ seven

months on station her aircraft had flown almost 3,500 operational sorties in all conditions. She was relieved by HMS Glory on April 22nd, 1951. Glory carried the 14th CAG, which contained 812 Squadron with 12 FR.5s, whose aircraft continued to fly in support of UN ground troops in addition to their blockading and interdiction missions. By the end of Glory’s last patrol on September 30th, the Fireflies had flown some 1,055 sorties for the loss of six Fireflies in combat, and five crew members. Glory was relieved by HMAS Sydney, the Commonwealth’s welcome naval contribution to the war effort and the first Dominion carrier to see combat. She carried an enlarged air group with two Sea Fury squadrons in addition to 817 Squadron with its Firefly FR.5s. These had been swapped in Japan with 812 Squadron for 817’s previous AS.6s, as the AS.6 did not have cannon, which had rapidly proved themselves in the ground support role. Their first operational sorties, on October 5th through the 7th, were against rail bridges for which they were armed with 500lb bombs. Following this were attacks on troop concentrations and supply dumps, with some naval gun support for HMS Belfast thrown in for good measure. These activities were flown in increasingly bad weather and demonstrated the versatility of the Firefly. On the 14th, the Sydney encountered Typhoon Ruth, during which the carrier was subjected to towering seas up to 45 feet high and a number of aircraft were so damaged as to be written off, including one Firefly that was simply swept overboard. Another use for the Firefly was search and rescue, as on October 23rd, when Sydney flew an air search for the survivors of ditched American B-29s in Korea Bay. Towards dusk, a Firefly dropped a dinghy and supplies to a survivor who was later picked up by an Australian destroyer. On the 25th, the reverse of the coin was observed when the Firefly of Sqn Ldr MacWilliam was hit by flak during an attack on a rail tunnel. MacWilliam successfully carried out a forced landing and the

Sydney’s Sikorsky helicopter was dispatched to pick up the crew with an escort of Sea Furies. The Firefly crew had been able to keep the enemy’s heads down by using the sub-machine guns that were standard issue in theatre, but were close to being overwhelmed when the rescue party arrived. While the Sea Furies kept the North Koreans’ heads down, MacWilliam and his observer were picked up by the helicopter and flown to Kimpo airfield in the UN zone. A high tempo of operations was sustained throughout the Sydney’s tour, during which the Fireflies flew a total of 743 sorties and dropped over 1,000 500lb bombs, countless rockets and 20mm canon shells, for the loss of nine aircraft and three pilots. Sydney was replaced by Glory in February 1952 for a short, three month patrol, and she was herself replaced by HMS Ocean in May 1952. On board Ocean was 825 Squadron, part of the 17th CAG alongside 802 Squadron’s Sea Furies. It was during this period that North Korean MiG-15 jet fighters became a new threat to be reckoned with and 825 first encountered them on July 24th. Due to bad weather in her normal operating area, Ocean had been forced north, and into the area where North Korean fighters were known to operate. A section of four Fireflies was returning from a strike when it was attacked by four MiG-15s. While none of the Fireflies was shot down, all four were damaged, with one forced to ditch though the crew were picked up safely. The famous incident in which a MiG was shot down by Sea Furies of 802 Squadron occurred on August 9th. Fireflies rarely encountered the jet fighters again, though two were attacked on August 11th but were not damaged. In all, 825 flew over 1,900 sorties during this patrol, often in bad weather and always constrained by a shortage of rockets; after all the excitement, it must have been with some relief that Ocean was replaced by the Glory in November 1952. Glory’s air complement for this tour consisted of the Fireflies of 821 Squadron alongside 801’s Sea Furies. 821 had been an anti-

FR.4 009 about to be refuelled at Biak, with a fire cart at the ready in the foreground (Prudent Staal Collection)

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A well-dressed Dutch Navy pilot set for another sortie from Biak (Prudent Staal Collection)

One of eight airframes converted to TT.4 status was this aircraft, 006. It was written off after this accident in December 1960. Note the orange winch pod trapped under the fuselage (Prudent Staal Collection)

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submarine squadron equipped with the AS.6, but converted to the FR.5 in Malta on the outward journey. During the cruise east, the squadron worked up with some operational sorties over Malaya, bombing and strafing CT positions in the jungle. This was a frequent occurrence for carrier air wings bound for Korea, giving aircrew a chance to practice under real, though less intense combat conditions. This was just as well, as operations over Korea were very intensive at this stage of the war. 821 was most often involved in interdiction and troop harassment missions on the enemy’s rear, as well as some gun spotting. During one attack on a supply-carrying junk, Lt. Fogden had an explosion in his wing, apparently caused by faulty ammunition; the unfortunate pilot died in the subsequent crash. Subsequently, it was decided to end ground strafing and to use the

guns only in self-defence. The squadron concentrated on divebombing missions, especially against rail targets. By the time of Glory’s last patrol in May 1953, serious Armistice negotiations were underway, and restrictions were placed on the types of missions that could be flown. No low-level attacks were permitted, although one aircraft was lost in what must have been an unauthorized strafing attack on troops. Their last missions were conducted on May 14th, 1953, and Glory was relieved three days later by HMS Ocean for what would turn out to be the final combat tour of the War. Her air group included the Fireflies of 810 Squadron, who had already completed a tour in Korea. Their stay included close air support for UN ground troops, who faced a renewed push by the Chinese, intended to strengthen their bargaining position at the

Armistice talks. One aircraft was lost, fortunately without serious injury, before the Chinese offensive was halted. Ocean’s last war patrol began on July 15th, when three specially-equipped Fireflies were detached for night fighter duties from Kimpo airbase. The US forces in the area had been suffering night-time nuisance raids by Polikarpov Po-2 biplanes (similar to the Tiger Moth!) and as many of the USAF night fighters in-theatre were jets, they were not slow enough to deal with the pedestrian Polikarpovs, nicknamed ‘Bedcheck Charlies’ by the affected ground troops. The Fireflies were fitted with US-made APX-6 radar pods and operated under ground-control during the course of their two-hour CAPs. No special markings were carried by these aircraft. A total of 31 night patrols were carried out over ten nights without any interceptions, before the Armistice was declared on July 27th, 1953, bringing to an end three years of very sharp conflict. During the War, a total of 14 Firefly crewmen were lost in action.

Netherlands East Indies/Indonesia With the Japanese surrender in August 1945, the native proindependence groups in the Netherlands East Indies proclaimed their independence from an exhausted Holland as the Republic of Indonesia. The Netherlands sent forces to reclaim their colonies and while they were able to control the major towns and villages on the larger islands, effective control of the rest of the country remained in the hands of the Indonesians. As part of their ongoing attempts to regain control of the country, the Dutch sent their elite Marine Division. For air support, the Royal Netherlands Navy Ship Karel Doorman, the ex-British carrier HMS Nairana, was sent to the area with her 15 Fireflies belonging to 860 Squadron. These aircraft were put ashore at Kemajoran airfield near Batavia (now Djakarta), the capital, in October 1946. Over the course of the following three years, 860 would operate in the counter-insurgency role and in close

support of the Dutch Marine division in Java from the airfields at Morokrembangan and Soerabaya. Two Fireflies were downed by ground fire during that time, with the loss of three aircrew, although the aircraft were most often flown without observers. Over 4,000 operational sorties were carried out, with the loss of four aircraft in all, before hostilities were ended with the Dutch recognition of Indonesian independence on December 27th, 1949. The agreement did not, however, include the Dutch territory of Western New Guinea, which remained under Dutch control. In 1961, skirmishes with local rebels, supported by the Indonesian government, took place and, once again, Fireflies flew in anger, this time with 7 Squadron at Biak. By this time, the Fireflies were almost worn out, and they were replaced by Hawker Hunters in late 1961, the last Fireflies being scrapped on the spot in December of that year.

FR.4 005 taxis at Biak (Prudent Staal Collection)

Thailand Thai Fireflies had a very short operational life, as they were disliked by their pilots for being too unglamorous! However, they did see some minor combat service, flying counter-insurgency sorties against back-country rebels in the isolated north of the country. These missions were generally carried out using cannon only, though rare photos show Thai Fireflies carrying 500lb bombs on wing racks.

Ethiopia Ethiopia’s Fireflies were bought ostensibly for ‘self-defence’ but were operated offensively against rebels in the Ogaden region close to the Somali border and in Eritrea, the oft-troubled province on the Red Sea. They were out of service by the time of the abortive coup against Emperor Haile Selassie in 1960 and therefore took no part in the fighting.

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 Colour Side Profiles

Prototype Z1826, Great West Aerodrome (Heathrow), December 1941 Unpainted natural metal. Fabric control surfaces doped with red oxide primer. Some access panels painted with yellow/green primer. Engine cowlings appear to have been painted in Interior Green. Serial in black. Black spinner.

F.I, Z1984, 4B, 1772 Sqn, Burscough, 1944 Standard camouflage; Extra Dark Sea Grey/Dark Slate Grey (EDSG/DSG) over Sky. Code 4B in white, spinner white with Roundel Blue tip.

NF.I, MB500/U, 1791 Sqn, Lee-on-Solent, July 1945 Standard camouflage; EDSG/DSG/Sky, black spinner, black serial, white code U. Note primered upper cowling panel.

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FR.I, PP596, 211/Q, HMS Vengeance, 1946 Standard camouflage EDSG/DSG/Sky, black spinner, black serial, white codes.

FR.1, MB586, 275/T, 814 Sqn, HMS Venerable, 1946. Standard camouflage EDSG/DSG/Sky. White spinner, lightning flash, codes, black serial. Note extra large roundel presentation in Roundel Blue and white. Fin code letter sits on a freshlyoverpainted area, probably EDSG.

FR.1, PP264, 278/P, 827 Sqn, HMS Triumph, Korean waters, 1950 Standard late camouflage EDSG/Sky. EDSG spinner, black serial and codes. Note the cutout in stripes for serial – ROYAL NAVY title painted over. Note fuselage has only three stripes, while wings have full five.

T.1, MB271, 215/FD, Channel Air Division (1840/1842 Squadrons), Ford, 1953 Overall Aluminium, Trainer Yellow rear fuselage and wing bands. Black serial and codes. Note, no cannon on the T.1 Colour Side Profiles

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T.2, MB747, 205/ST, 1841 Sqn, Stretton, 1954 Overall Aluminium, Trainer Yellow rear fuselage and wing bands. Spinner Yellow with red band. Black serial and codes. Single cannon in each wing for the T.2

Mk IV prototype, Z2118 EDSG/DSG over Trainer Yellow, black spinner, black serial, yellow ‘P’ prototype marking. Note the short carburettor intake.

FR.4, VG968, 028/LP, 778 Sqn, Lee-onSolent, 1947 Standard camouflage EDSG/DSG/Sky, Black spinner, black serial, white codes.

TT.4, VG974, 501/FD, 700 Sqn, Ford, 1955 Aluminium uppers, Trainer Yellow undersides with diagonal black stripes. Trainer Yellow rear fuselage band, black spinner. Black serial and codes.

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FR.5, WB286, 235/T, 810 Sqn, HMS Theseus, January 1952 Standard late camouflage of EDSG/Sky with an EDSG spinner and black serials and codes. The black and white bands were Exercise ‘Grand Slam’ markings, with three bands on both wings and on the fuselage. Note the cut-out in fuselage bands for serial presentation.

FR.5, WB264, 204/R, 812 Sqn, HMS Glory, 1949 Standard late camouflage EDSG/Sky. EDSG spinner, black serial and codes.

FR.5, VT365/LP, 703 Sqn, Lee-on-Solent, 1949 Standard late camouflage EDSG/Sky, but with replacement engine cowlings in early camouflage EDSG/DSG/Sky. Spinner Sky, serial black, codes white.

AS.6, WD911, 225/T, 820Sqn, Hal Far, 1953 Standard late camouflage EDSG/Sky. Black spinner, serial & codes. Squadron badge white on blue background. T indicates HMS Theseus.

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T.7, WJ188, 322/GN, 719 Sqn, Eglinton, 1953 Standard late camouflage EDSG/Sky. Note natural metal panel around exhaust stacks. Spinner, serial & codes in Black.

U.8, WM810/A, RAE Llanbedr, 1955 Drone colours of Deep Cream over Post Office Red. Black serial, Deep Cream codes. Note natural metal panels around exhaust stacks.

U.9, WB257, 591, 728B Sqn, Hal Far, 1960. Drone colours of Deep Cream over Post Office Red. Black serial, white codes. Note the Red/Cream/Black demarcations on the wing fuel tanks.

FR.5, VT368, 241/K, 816, HMS Sydney, 1953 Standard late camouflage EDSG/Sky, note EDSG covers fin and most of rudder. Yellow spinner, black serials, white tail code.

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AS.6, WD884, 266, 816 Sqn, Nowra, 1955 Standard late camouflage EDSG/Sky. White spinner, black serial and code. Note unusual serial presentation.

T.5, VX373, 962/NW, 723 Sqn, Nowra, 1954 Overall Aluminium Yellow fuselage and wing trainer bands. Black serials and codes. Yellow band on aluminium spinner.

TT.5, WB271, 889/NW, 723 Sqn, Nowra, RAN, 1959 Aluminium uppers, Trainer Yellow undersides with diagonal Black stripes. Trainer Yellow rear fuselage band, black spinner. Black serial and codes.

FR.1, MB579, AB-U, 826 Sqn, RCN, HMCS Magnificent, 1948 RCN Dark Grey over Light Grey, light grey spinner. RCN roundels with the red leaf centre, fin flash. Under one wing is VG and other is ABU. All codes and serials in black. Colour Side Profiles

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T.1, DT975 TG-Y, 743 Sqn RCN, RCN Air Station Dartmouth, 1949. Overall Trainer Yellow. Notice the slightly different colour of paint where the ROYAL NAVY was painted over and replaced by ‘ROYAL CANADIAN NAVY’. Standard RN markings with fin flash, but with small black leaves in the roundels. Serials under the wings were DT975.

AS.5, VH135, BD-K, HMCS Magnificent 1950. Standard RN camouflage EDSG over Sky. Standard RCN roundels with red leaf centre and fin flash.

TT.1, 625, R Danish AF, Vaerlose, 1952 Overall Trainer Yellow, yellow spinner. Black serial – note two-layer presentation. Roundels and tail flash in red and white. Winch prop is natural wood.

FR.1, 602, IEAF, Bishoftu, Ethiopia, 1952 Camouflage is Dark Earth and Light Stone over Sky. Red spinner, black serial. Roundel is green outer, red inner with yellow between and centre shape.

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T.2, 603, IEAF, Bishoftu, Ethiopia, 1952 Camouflage is Dark Earth and Light Stone over Sky. Red spinner, black serial. Roundel is green outer, red inner with yellow between and centre shape.

TT.4, INS119, 550 Squadron, Indian Navy, Cochin, India, 1958 Aluminium uppers, Trainer Yellow undersides with diagonal black stripes. Trainer Yellow rear fuselage band, black spinner. Black serial and codes.

FR.1, 11-20, 860Sqn, RNethNAS, Soerabaya, NEI, 1949 Standard camouflage EDSG/DSG/Sky. Black spinner, white codes and serials. Dutch roundel with blue to forward, fin flash with red to top.

T.1, 12-11, RNethNAS, Valkenburg, Netherlands, 1951 Overall Trainer Yellow. Codes in black. Standard Dutch roundels and fin flash.

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FR.4, 008/B, 7Sqn RNethNAS, Biak, 1957 Standard late camouflage EDSG/Sky. Red spinner, black serial/stenciling. Fin writing reads FR-4 over 008. Standard Dutch roundels and fin flash.

FR.1, Royal Thai Navy, 1951 Standard late camouflage EDSG/Sky. EDSG spinner. Black anchor insignia. Rudder – red, white, blue, white, red. Wing roundels in red, white, blue, white, red. This scheme painted before delivery – would have been changed upon arrival due to Navy coup.

TT.1, SE-BRD, Svensk Flygtjanst AB, Bromma, 1950 Overall Trainer Yellow, black anti-glare panel. Black serial and company name, Red triangle marking on rudder.

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 Modelling the Firefly s can be seen from the kitography on pages 94 and 95, manufacturers haven’t exactly been falling over themselves to kit the Firefly, but the Czech firm ‘Special Hobby’ has, in recent years, released a very good selection of kits in both 1/48 and 1/72 and I feature a selection of these kits in this chapter. Special Hobby’s range of Fireflies is a treat for the FAA modeller, being modern,

A

accurate and well detailed. However, they are what are termed ‘limited run’ kits, that is, they are made from moulds of less-durable metal and at lower pressure than the major manufacturers, therefore there are some issues to deal with. For this project, I built four examples.

FR.1, 1/72

also demands careful trimming. With these in place, I glued up the fuselage and allowed it to dry before clean-up of the joins. The interior was tackled next. There is a fair amount of detail here, most of which will not be seen with any great clarity once the glazing has been attached, unless you are brave enough to cut up the one-piece clear parts for both front and rear cockpits! The rear cockpit has lots of little black items to paint up and looks nicely busy. Meantime, the front cockpit has a nice instrument panel set up with a film for the instrument faces sandwiched between a resin back and coaming

M

easuring up against plans this kit is very accurate in both shape and dimensions. Something that is missing from all of these kits is the port wing leading edge landing light and the wing tip and rudder formation lights. In this scale, I decided against trying to replicate them in clear plastic, but opted to simply paint them. The interior detail is made up primarily from resin parts, which are attached to a floor part to create an assembly that fits into the plastic fuselage parts. I found that this assembly could actually be left out until the fuselage halves had been joined and cleaned up. There is a fair amount of flash on the plastic, and this demands careful removal, especially around the cockpit openings. Before gluing the fuselage halves together, I inserted the resin radiator front and rear parts, the exhausts and the tailwheel bay. There is also an insert for the tailhook recess, which is plastic and

Masking the canopy with Tamiya tape

Modelling the Firefly

71

A wash is applied with a brush using heavily thinned artists' acrylics

Camouflage was Xtracrylix Extra Dark Sea Grey and Dark Slate Grey over Sky

72

Modelling the Firefly

and etched panel and bezels. The sidewalls of both cockpits have good detail with lots more fittings and little black boxes in evidence. Turning to the wings, I first glued the uppers to the fuselage - these had already been trimmed to fit. Next, I worked on the resin wheel wells; these need a lot of grinding to get the pour stubs removed and to thin down the roofs to ensure that the wings fit together properly. Take good care here also, as the resulting layer of resin is micro-thin. There are no marks or indications on the lower wing piece to show where the bays are supposed to fit, so I needed to eyeball it and mark the spot with a pencil then glue down short lengths of plastic strip to create something to butt them up against. With the bays dry, trial fit of the lower wing unit showed that the bottom of the cockpit assembly fouled the fit, so it was out with the grinding tool again to grind away excess resin from the bottom of the cockpit floor. Once that issue was solved, I was able to match up the upper and lower wings, trimming and sanding as necessary for the best fit. When I was happy with the fit, I glued the wings together and clamped them to dry overnight. Fitting the undercarriage was aided by solid locations for the main gear legs, which fix them into place with the correct angles. The bracing struts are provided in resin, but the main legs are in plastic, and a slight mismatch of the moulds meant some awkward clean-up on these and some other of the detail parts. The main wheels are moulded in resin with the later four-spoke hub, which is fine for post-war machines, but not for wartime aircraft. Not much can be done about this, unless you can come up with a pair of Typhoon/Tempest wheels, which were much the same design. I didn’t have any in the spares box, so had to make do with what came with the kit. The tail gear is not very good. The leg is far too long and needs to be cut down considerably. The ASH pod is included and is fitted to a fiddly assembly of resin and plastic parts for its mounting rack. The

struts for this are too long and will need to be trimmed to half their length to get the proper spacing from the fuselage. I wasn’t completely happy with the spinner – it is slightly too small in diameter – but a disk of 10 thou plastic glued to the back and sanded to shape helped things a bit. The canopies are a good fit, with a minimum of sanding needed to get them settled in place. Lastly, the cannon barrels were added to the leading edges. These have strange extensions cast into the back of them – cut these off, as the actual fairings were flush with the wing. The canopies are an excellent fit – just a small amount of sanding was needed to the rear of the observer’s station canopy. Both canopies were dipped in Johnson’s ‘Future’ then I created masks using Tamiya tape. Camouflage was added using Xtracrylix Extra Dark Sea Grey and Dark Slate Grey over Sky, with a coat of ‘Future’ to provide a glossier surface for the decals to adhere to. Despite having the Aeromaster decal sheet, I decided to use one of the four options from the kit, in this case, for 1791 Squadron, one of the specialist night fighter squadrons that were forming towards the end of the war. The decals were thin and very pliable and settled down very well without the need for setting solutions. An overcoat of ‘Future’ followed by a coat of matt varnish sealed everything in. The model was finished off with a dark grey wash, and this was followed by some light pigment powders and the addition of an aerial wire from Aeroclub. The Special Hobby Firefly Mk 1 is certainly not without its issues, but it is generally very accurate and, with care, makes a nice looking model.

After the excess wash had been removed

T.2, 1/72

A

nother in Special Hobby’s range of Fireflys is this T.1/2 kit, which was the first time the trainer version of the Firefly had been available as a kit rather than a conversion and so was particularly welcome. The parts are very similar to the FR.1 kit with the obvious exception of the new fuselage mouldings. These are onepiece with the new fairing already moulded in. In addition a second transparency sprue is included, which allows the two canopies needed, but also adds a bunch of extra clear parts that can be used on other Firefly projects. Details of construction were basically similar to the FR.1 with a few minor differences. In real life, the T.2 was, externally, basically the same at the T.1, with the notable exception of

its armament – while the T.1 was unarmed, the T.2 was armed with a pair of cannon, one in each wing, for operational and gunnery training. I decided to use the kit decals and I thought the T.2 colour scheme to be the more interesting of the two FAA options. Assembly was much like that of the standard FR.1 kit as described above, with the obvious exception of the fuselage. This has the fairing for the second cockpit already moulded in and includes the prominent cable run on the fuselage side below and between the cockpits. Both styles of canopies are included, the flat and blown, and reference material is recommended as this did seem to vary from machine to machine. Two sets of interior detail are included for front and rear cockpits and it is nice to see that these are not carbon copies of each other, but do reflect the differences in equipment and detail. Paintwork was easy, overall Aluminium with Yellow trainer bands. I sprayed two coats of

Removing the tape back upon itself at 180 degrees – any less risks pulling up the paint underneath

Masking the wing bands with Tamiya tape – prior to this, the area had been sprayed with white and then yellow acrylic paint

Modelling the Firefly

73

The model was finished by adding a dark grey/brown wash

The bands seen after the model is finished

I used the kit decals for this model, an aircraft of the RNAS Eglinton Station Flight

74

Modelling the Firefly

Yellow on the rear fuselage and around the outer wing panels; once thoroughly dry, I masked off the areas where the bands were and gave the model a couple of coats of Aluminium. I prefer Testors Metalizer for this as it is inexpensive, readily available and easy to use compared to ‘specialty’ metal finishes, while offering a durable finish with the right tonal effect in this scale. As mentioned, I used the kit decals for this model, an aircraft of the RNAS Eglinton Station Flight. These are excellent decals and I had no issues with them at all. The model was finished by adding a dark grey/brown wash, especially around the cowlings, as these seemed to attract quite a bit of dirt and grease on the real thing. Finally, a short whip aerial was added aft of the instructor’s canopy.

FR.5, 1/72

T

he third and last of my Special Hobby Firefly builds comes with a new set of wings and fuselage halves, but retaining just about all the same detail parts as the earlier versions. The resin is again very nicely cast and features different radio kit for the observer depending on which option you build – as both the FR.4 and Mk 5 can be made from the kit. I had already decided on a Royal Navy FR.5 in Korean War markings, so all the inappropriate parts were removed from the sprues and from the bag containing the resin. There were two issues I wanted to take care of before starting assembly. The first is the carburettor intake under the nose,

which Special Hobby has ignored. This small ‘smile’ is very obvious in photos and I opened it out using a fine drill bit then a new scalpel blade to refine the shape. The second is subtler and more difficult to correct. The lower engine cowlings should have a subtle ‘pinch in’ at their top edges, just behind the carburettor intake, making the area look as if it has slightly chubby cheeks, but the kit does not feature these. These areas are very noticeable in photos. I attempted to sand back the upper parts of the lower cowling – but looking at the end results, I don’t think I went quite far enough. Assembly was similar to the others in the series; however, I decided to fit the wings as specified by the instructions. I spent a lot of time getting the wings together, thinning the roofs of the resin wheel well inserts and sanding down the trailing edges of both

I robbed some RPs from a Trumpeter Wyvern

The wings fitted to the fuselage – after some little work

Modelling the Firefly

75

The wing stripe decals needed some attention – note the prepainted breech bulges

The kit offers an option featuring nose art – not that common to the Firefly, particularly in Korean War colours

76

Modelling the Firefly

upper and lower wings and the results were wings that fitted together very well. However, dry fitting the completed wing section to the fuselage showed that the fit was terrible, but after spending a lot of time cleaning up the mating surfaces, I had a solution I could live with, recognizing the nature of limited run castings and the need for filler in some places. I fitted the cockpit insert into place and glued it securely. However, now the wings didn’t fit properly, so I assume that in fitting the insert, the fuselage halves were spread slightly, throwing off the fit. It took a fair amount of trimming of the upper wing roots to get the fit somewhere close again, but it is worth bearing this issue in mind when you are dry fitting the parts. Once I had cleaned up the seams as best I could, the fuselage and wings were mated, and the subsequent gaps filled. With the basic airframe complete, I had to decide on my paint scheme. The kit includes three decal options, including a nice No.812 Squadron Korean War scheme that features nose art – a rare feature for a British aircraft of the era, but probably influenced by the wide variety of nose art on US and Commonwealth aircraft in theatre. I

normally would paint and mask the black and white ID stripes, but the Aeromaster decal sheet has a set of these, so I decided to try them. First, the model was given its basic paint scheme – Sky first overall, then EDSG on the uppers. I could already see that the demarcation line between these is quite stark and would probably show through the decals, so I masked the rear fuselage areas that would be most affected by this before adding the EDSG. Another potential issue is the cannon breech bulges on the wings. I got around this by cutting teardrop shaped areas from the top-side decals, measuring their position to get an accurate cut. I painted the bulges in the appropriate colours before adding the decals then did a little touching up after the decals were dry. The rest of assembly was pretty straightforward and much like that used on the FR.1. One difference with this model was my decision to include some underwing stores, to highlight the type’s use as a ground attack/ close-support machine in the Korean War. As this kit includes very little – just the bomb racks and drop tanks – I robbed some RPs from a Trumpeter Wyvern. The FR.5 used the Mk VIII RP carrier, which was a shaped flat plate with zero length launch pylons. Special Hobby includes the plates as etched parts but not the launchers; however these come with the double-stack Trumpeter RPs. Two sets on each side were used, alongside the bomb racks, though I couldn’t find any suitable British bombs in my spares box to populate them. Special Hobby includes the tiny resin braces for the pylons; a nice touch, but it is a pity they don’t include the weapons themselves… To finish off the RPs I used short lengths of thread to represent the electrical ‘pig tails’ that connect the RPs to the aircraft – these were only connected right before the aircraft launched from the carrier, so I only glued them to the back of the RPs. The rest of the decals were added and all the small bits such as the pitot and undercarriage bay doors. Some quite heavy weathering was added with an oil wash and dust powders, as these Korean War machines were heavily used. The end result is a pretty good representation of a Firefly FR.5, though the lower cowling shape is still a bit off to my eyes. Nevertheless, this is a vast improvement over the Airfix kit.

FR.5, 1/48

H

aving acquired the ‘Foreign Service’ boxing I had a tough time deciding which of the three options to finish the model in! I finally chose to ignore the kit options and model an intriguing scheme for a second-line FR.5 operated from what was my local FAA airfield, HMS Daedalus at Lee-on-Solent. This was a machine flown by 703 Squadron in 1949, and featured replacement engine cowlings that had the earlier two-tone Temperate Sea Scheme uppers that extended low down on the fuselage, set against the standard EDSG over Sky scheme with the high demarcation line. The pilot’s cockpit is well equipped with a good representation of the numerous controls, including the long ‘Youngman’ flap lever. The pilot’s seat is a bit high – so I sanded back about 2mm from the top. The gunsight offered is incorrect, so I found a reflector-type sight from my spares box that looked much better. I also added a pair of ‘blinkers’ either side of the gunsight – these, presumably, helped shade the main instrument panel. In front of those was a fold-down bar, meant to hold a chart board – and this was added with a piece of

fine wire. While the pilot’s cockpit is pretty representative of the real thing, the observer’s station is another matter entirely. There is little detail here, and what is there isn’t always applicable to an FR.5. Radio and tech aid fits varied greatly depending on mark and role, and Special Hobby appears to have used the same layout for this kit as for their Mk 1, which is totally inaccurate for an FR.5. Close attention to the technical manuals showed what was necessary, and various boxes and controls were added to give a much better impression of the actual cockpit. In particular, the lower rear bulkhead is totally fictitious; I replaced it with a resin part from a Grand Phoenix kit, along with a couple of that kit’s radio boxes. I also added the accumulators – the large boxes on the floor that are totally missed by Special Hobby; these were from the spares box. The front bulkhead had its lower part modified so that the fuel tank that sits between the pilot and observer could be seen – the part I added was, I believe, part of a car model fuel tank and was painted the red/brown colour of the resin material used to make the actual tank. There is a gap in the port side sill, meant to accommodate a compass. In the FR.5, this compass was moved to the floor by the rear bulkhead, so the gap was

I added a light panel line wash with a darkened EDSG for the topsides and a medium brown/grey for the undersides

Each wingtip has a coloured navigation light, and these are supplied as clear parts

Modelling the Firefly

77

Special Hobby supply some excellent clear parts with this kit

78

Modelling the Firefly

filled with a piece of 40 thou strip and sanded to blend. One final point – the observer’s seat was set on a swivel mount so that he could face fore or aft. So I added this from a slice of plastic tubing, and sanded off the bottom of the seat pan. In either case, the seat back is too high, so I had to remove a couple of millimetres from this seat as well. Also note you need lap straps only – the shoulder straps were mounted, port and starboard, on the rear cockpit sill. Both cockpits were painted black in real life, so I used very dark grey, with washes and highlights. The chin cowling is an area that needs quite a bit of work. On images of the real aircraft, there is a slight but noticeable ‘pinching of the cheeks’ on the Firefly, as Special Hobby has missed this. So sanding back the lower edges of the cowling panels under the exhaust ports will give this characteristic look, while also helping to make the chin cowling part fit properly. Any fastener detail lost in the sanding was added back. The underside vent louvres are also a touch shallow, but I highlighted them with a dark wash at the end of the build and they didn’t look too bad. The exhausts are nicely cast resin items, with hollow ends, and were painted with a mix of aluminium and red-brown, then highlighted with dark grey and sand weathering powders. The exhaust glare shields are provided in the kit, but these are very thick, so I decided to replace them with 10 thou plastic card cut to size and shape. With the fuselage assembled, the next step is to add the flying surfaces. The wings come with a complete one-piece lower and two uppers. Fit is pretty poor, so a lot of fine adjustments are needed to get them to fit as they should. To partly counter this, I

took a somewhat different approach to adding the wings. First, the resin wheel well part was glued firmly in place in the one-piece lower wing part, and the mating surfaces of the lower wing-to-fuselage joint were cleaned up. Next, the mating surfaces of the upper wings and fuselage were tidied up to ensure there would be little or no wing root gaps. Strips of 20 thou plastic were added under the fuselage mating surface, to ensure the upper wings would retain the same curvature as the wing root fairing – again, to ensure a clean join; the undersides of the upper wing roots were sanded back in compensation to ensure the correct height across the join. The trailing edges of both upper and lower wing parts were sanded to better scale thickness. Then the port upper wing was glued to the lower wing, ensuring that the leading and trailing edges and cannon fairings were aligned properly. Once dry, the assembly was mated to the fuselage and the upper starboard wing part added – once again, ensuring that all joins were square and true. This was mostly successful, with just small beads of filler being required at the roots, but larger amounts needed on the undersides, fore and aft. The radiator housings were added next. These needed some sanding to shape but the top surfaces needed quite a bit of sanding to blend them into the wing top surfaces. Inside, the air guide vanes are much too thick and I thinned them considerably. On the undersides of the housings, there should be a cooling flap at each trailing edge, which Special Hobby has totally missed, so I scribed these in. Each wingtip has a coloured navigation light, and these are supplied as clear parts. The rear side of each had a hole drilled with a very fine

bit and dots of red and blue/green paint for port and starboard lights respectively, were added to represent the coloured bulbs. When dry, I coated these parts with Johnson’s Future, and then superglued them into place before sanding to shape. According to measurements and the plans I have, the wing tips were about 2mm each too wide, making the span 4mm too wide, so I sanded them back whilst retaining the correct shape. Special Hobby provides a set of etched rocket blast plates, which are very nice. However, there are only two and, as shown on my reference images, I needed four, so I used them as a template to cut a further pair from 5 thou plastic card. The rockets were mounted on the ‘zero point’ pylons provided, but the detail on these is a bit soft, as the heads are wrong for what I needed and the tail fins are much too thick. I decided to replace them with just the pylons, robbed from a pair of Sea Fury kits. The final step for the wings was to add the cannon fairings. The fit of these was a bit hit and miss, and the holes in the wings were off-centre and too small, so some fine correction work was needed here and some filler was still required to get them blended in properly. The tailplanes also needed some work and their trailing edges were also thinned to a more scale appearance. Special Hobby supply some excellent clear parts with this kit – thin and clear with nicely defined framing. To represent the framing, I used a Montex masking set, and whilst intended for the Grand Phoenix Mk 1 kit, they worked well here. Some careful sanding allowed the rear canopy to fit very well; the pilot’s canopy was a little more reluctant to fit exactly. Once secured in place, the canopy areas first received a black undercoat, followed by an EDSG topcoat. With the basic airframe completed, I was able to clean up seams and lay down a coat of primer to highlight any issues. The process of painting began with some light pre-shading along some panel and hinge lines, and a coat of black across both canopies to represent the interior colour. The upper surfaces were given a coat of Xtracrylix Extra Dark Sea Grey, followed by another that had been lightened a bit and sprayed on the centre of panels and a very light random coat. The Sky undersides were treated similarly, except that the later coats were slightly darkened and used for a little post-shading. In particular, the

areas behind the rocket blast plates were so treated to represent propellant residue, while areas of exhaust staining were added along each fuselage side behind the exhausts. The propeller comes with separate blades, backplate and spinner. The blades are incorrectly shaped for the Mk 5, being too pointed instead of an even chord along their length, and with pointed tips rather than rounded ones. Some careful sanding reduced the issues, though a replacement would have been better. Fit of the blades to the backplate needs a little trimming otherwise the spinner won’t fit properly. Once dry, the ends of the blades were painted yellow, then the tips masked and the rest of the blades painted black. Once everything was dry, the spinner was secured snugly to the backplate, ready to add to the airframe at the end of the build. The landing gear was pretty straightforward, though the two-piece scissor links need careful trimming. The wheels are fine, though the hub detail is a little fuzzy – a pair of resin wheels would certainly be an improvement. The undercarriage bay doors are a little thick, nothing a little sanding won’t fix. All this fits into a one-piece resin wheel bay that features some reasonable detail and, when fitted into place, creates a good representation of the real thing. Final details added included the catapult spools, arrestor hook and various small aerials, and the main aerial wire was from Aeroclub’s thread. Decals came from a variety of sources – the kit’s roundels were used, while various Xtradecal and Modeldecal numerals and letters made up the Royal Navy title and serials. Incidentally, Firefly underwing serials seem to have been in two sizes – what appear to be 24” and 36". Lacking an underside image of my chosen subject (and suitable 36” serials in 1:48!) I elected to use 24” serials – which may or may not be correct for this aircraft! I then added a light panel line wash with a darkened EDSG on the topsides and a medium brown/grey for the undersides. Once dry, the exhaust staining was augmented with powders. This was followed with a coat of satin varnish to seal everything in – and complete the model. This is a fine addition to the Special Hobby range, and whilst the Firefly Mk 5 kit is not without issues, it makes a lovely looking replica of this underrated machine

This was a machine flown by 703 Sqn in 1949

Modelling the Firefly

79

Walkarounds Fairey Firefly FR.1 Z2033 Fleet Air Arm Museum, Yeovilton

Air intake and general view of the centre section

The roof of the rear of the radiator housing

Carburettor intake, showing the debris screen

80

Appendix 1

Starboard side view of the observer’s station

Appendix

1

Close-up of the fully-faired, long cannon barrel

Pilot’s seat and starboard sidewall

Bottom of the rudder, showing the station-keeping light and the bottom of the trim tab

Pilot’s seat and port sidewall

Instrument panel – note the compass

Overall view of the cockpit from starboard Walkaround

81

An overall view of the top of the engine and accessory compartments

An overall view of the top of the engine and accessory compartments

Starboard side view of the engine

82

Appendix 1

Rear accessory bay. To port is the hydraulic fluid tank, while to starboard is the de-icing fluid tank

The spinner

Main radiator matrix

Propeller hub and backing plate

Propeller blade Walkaround

83

Rear undercarriage bay – the doors normally stay closed except during gear cycling

The rudder

Starboard main undercarriage Underside of the port elevator showing the trim tab

84

Appendix 1

Port wing root section

Wing centre section outer face, showing wing fold actuating mechanisms. The long handle telescopes out from the wing

In this view the handle is down – the pins are disengaged and the wing can be moved

Rear face of the wing centre section

The painted surfaces are exposed when the wing is spread

Walkaround

85

Bottom left of the instrument panel – mainly engine instruments - and the throttle box to the left.

Looking down on the observer’s station. Left is forward – note the triangular windows

The radiator housing in place from the rear

The exhaust piping Exhaust piping from the rear and below

86

Appendix 1

Fairey Firefly FR.5 WB518 – Firefly AS.6 modified to resemble an FR.5 (Photos by Paul Bradley unless otherwise noted) VH124 on display at the Canadian Warplane Heritage (Photos by Mark Peapell)

The wing fold strut folded away alongside the starboard rear fuselage

The starboard tailplane – note the trim tab on the elevator

Short-length 20mm cannon fairings

Starboard 55-gallon underwing auxiliary fuel tank

Starboard main undercarriage doors Walkaround

87

Starboard wing root radiators

Just under the radiators is this catapult hook

Port side engine cowlings and exhausts, with anti-glare shield

Port wing leading edge shows the relationship between the radiator housing, landing light and cannon

88

Appendix 1

The ASH pod, fitted under the starboard wing (Photo: Mark Peapell)

Close-up of the radiators (Photo: Mark Peapell)

The underside of the nose, showing the engine cooling louvers and dump pipes The spinner and propeller (Photo: Mark Peapell)

(Photo: Mark Peapell)

Walkaround

89

Close-up of the observer’s station exterior

Overall view of the fuselage centre section

Dummy 60-lb RPs on a Mk.VIII RP Carrier with the starboard wing tank to starboard

Underside of the starboard outer wing showing the rocket and bomb rack attachment points

(Photo: Mark Peapell)

(Photo: Mark Peapell)

90

Appendix 1

FR.5 Main Components

Rear view of the port exhaust pipes and the segmented night vision shield.

Overall view of the tail section.

This housing contains the main actuator for the trailing edge Youngman flaps. Walkaround

91

Pilots Seat

Main Undercarriage

ARI 5206 schematic Flaps

92

Appendix 1

Underwing and Underfuselage Stores

Another view of the RP installation on a RCN Firefly FR. 1, showing interesting detail of the launcher plate and rails. (DND/LAC/PA-136501)

Close up of the 25lb RP and Mk. VIII RP Carrier, as well as the 90-gallon drop tank (via Andrew Hawkins)

Loading practice bombs on RCN Firefly FR. 1 PP462. (DND/LAC/PA-13650)

Tightening the crutches on a 1000 lb bomb. (DND/LAC/PA-136506) Walkaround

93


 

Appendix

2

Decals DECALS 1/48

AZ Models

1. NF.1 PP617, 792 Sqn

A4106

1/48

AZ Models

1. F.1, Z1832, 1943

A4017

1/48

AZ Models

1. FR.1, DK431, 275/N, 1771 Sqn FAA, HMS Implacable, 1945

1/48

Berna Firefly FR.1

1. Z2011, 206/VL, 767 Sqn, Yeovilton, 1950

1/48

Belcher Bits

1/48

Dutch Decals

Includes markings for FR.4, 11-59, Biak, 1959

1/48

Print Scale Fairey Firefly

1. FR.1, DK431, 275/N, 'Evelyn Tentions', 1771 Sqn FAA, HMS Implacable, 1945

48-058

1/72

AeromasterFirefly Pt.I

1. F.1 DK438, 277/N 'Lucy Quipment', 1771 Sqn, HMS Implacable, 1945

72-187

1/72

Aeromaster Firefly Pt.II

1. FR.5 WB382, 206/R, 812 Sqn, HMS Glory, 1951

72-194

1/72

Dutch Decals – MLD Set,

Includes decals for a Dutch Firefly Mk.4

1/72

Dutch Decals – Firefly Set

Mk.1 11-28, three color camouflage pattern, T.1 004, FR.IV

72018

1/72

Dutch Decals

Includes markings for FR.4, 11-59, Biak, 1959

72076

1/72

Esci – Fleet Air Arm Set

Includes decals for single examples of the Mk.1 and Mk.5

1/72

Model Art

FR.1s MB887, 215/O, 827 Sqn FAA, HMS Triumph, 1950 and Z2011, 206/VL, 767 Sqn FAA, Yeovilton, 1950

1/72

Print Scale 72-086

1. FR.5, 206/R, 812 Sqn FAA, HMS Glory, 1951

A4108 BD48-29 BD-13 48051

72004

58 7754 72-086

Accessories ACCESSORIES

94

Appendix II

1/48

Airwaves

Mk.1 Wingfold

48-106

1/48

AZ Models

F.1/FR.1 Cockpit Set

A4019

1/48

AZ Models

FR.1 Propeller and exhausts

A4020

1/48

Cooper Details

Mk.1 Main Wheels

1/48

Cooper Details

Mk.1 Propeller & Spinner

4828

1/48

Cooper Details

Mk.1 Cannon Barrels

4829

1/48

Barracudacast

Mk.1 Propeller & Spinner

1/48

Barracudacast

Barrels, long & short

48002

1/48

Barracudacast

Early Wheels (5-spoke)

48003

1/48

Barracudacast

Late Wheels (4-spoke)

48004

1/48

Barracudacast

Canopy, Vacform

48005

1/48

Scale Aircraft Conversions

Landing Gear

1/72

Airwaves

Mk.5 Interior Detail

72-164 72-182

4826

48001

48248

1/72

Airwaves

Mk.5 Wing fold

1/72

Barracuda

Mk.1 Early wheels

1/72

Magna Models

T.1/T.2 Conversion Set

7472

1/72

Falcon

Canopy, Vacform

1972

1/72

Maintrack

T.1 Conversion set

72-21

1/72

Master

Hispano 20mm Cannon with Uncovered Barrels 72-076

1/72

Master

Hispano 20mm Cannon in Long Fairings

72-077

1/72

Master

Hispano 20mm Cannon in Short Fairings

72-078

72137

Kits KITS Scale

Maker

Mark

Kit No.

Notes

1/32

Panther Model Club

FR.1

32-001

Very rare

1/48

PP Aerokits

FR.1

AK004

1/48

PP Aerokits

FR.4/5

AK001

1/48

Flightpath

Mk.1

48020

Re-issue of PP Aerokits. Later boxing has resin fuselage and wings

1/48

Flightpath

FR.4/5

48050

Re-issue of PP Aerokits. Later boxing has resin fuselage and wings

1/48

Grand Phoenix

Mk.1

001

1/48

AZ Models

FR.1/NF.1

4863

Re-issue of Grand Phoenix kit

1/48

AZ Models

TT.1

4864

Re-issue of Grand Phoenix kit

1/48

AZ Models

FR.1/NF.1

4815

Re-issue of Grand Phoenix kit

1/48

AZ Models

Mk.1/NF.2

4819

Re-issue of Grand Phoenix kit

1/48

AZ Models

F.1/FR.1

4820

Re-issue of Grand Phoenix kit

1/48

Special Hobby

Mk.1 'Pacific Fleet'

48131

1/48

Special Hobby

Mk.1 'Home Fleet'

48127

1/48

Special Hobby

FR.1 'Foreign Post War Service'

48151

1/48

Special Hobby

FR.1 'Initial British Missions Korea'

48145

1/48

Special Hobby

Mk.4/5 'Foreign Service'

48041

1/48

Special Hobby

Mk.5 'Korea'

48136

1/48

Special Hobby

Mk.7

48130

1/48

Special Hobby

U.8

48166

1/72

Airfix

Mk.5

2018

1/72

Frog

F. Mk.1

F257

Also released by Novo, SMER, Chematic, Eastern Express,

Modelcraft, Ark 1/72

Maintrack

AS.7

1/72

Magna Models

AS.7/T.7

0272

1/72

Magna Models

U.8

3172

1/72

Pavla

Mk.1

72039

1/72

Special Hobby

Mk.1

72030

1/72

Special Hobby

FR.1

72195

1/72

Special Hobby

T.1/T.2

72050

1/72

Special Hobby

FR.4/5

72031

1/72

Special Hobby

TT.4

72066

1/144

Kami de Koro Koro

FR.5

also released in Octopus range

Kitography

95

Fairey Firefly – Preserved Fairey Firefly Z2033 displayed at the Fleet Air Arm Museum, Yeovilton. (Wilson)

Modellers Datafile Scaled Down #3

The Fairey Firefly F.Mk.1 to U.Mk.9

by Paul Bradley First produced in 2015 by SAM Publications Limited Media House, 21 Kingsway, Bedford, MK42 9BJ, United Kingdom

Fairey Firefly TT.4 VH127 preserved at the Fleet Air Arm Museum, Yeovilton. (Wilson)

© 2015 SAM Publications Limited © Paul Bradley – Text © Srecko Bradic – Colour Artwork © Paul Bradley – Modelling © Tyson Rininger – Cover Image All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any other information storage and retrieval system, without permission in writing from the publishers. ISBN 978-1-906959-38-8

Fairy Firefly Mk I at the Royal Thai Air Force Museum, Bangkok

Series Editor Andy Evans Designed by Jonathan Phillips Typeset by SAM Publications Ltd, Media House, 21 Kingsway, Bedford, MK42 9BJ, United Kingdom Printed and bound in the United Kingdom by Charlesworth Press, United Kingdom The photographs that populate this book have been provided through official sources, from the author's own collection and via third parties from around the world. Whilst every effort has been taken to ensure the correct permissions have been obtained to use these images, the publishers cannot accept responsibility for any ommissions beyond their control. Should any persons feel that their copyright has been inadvertantly breached, this is wholly accidental and in such a case, please email the Series Editor at: [email protected]

Fairey Firefly TT.1, an ex-Swedish Target Tug awaiting restoration at the IWM, Duxford

M DF 3

SCALED DOWN

SAM Publications Ltd

Printed in UK

Price £9.99