FUJIMI
1/700-scale ROYAL NAVY CARRIER PLANES SEAFIRE GANNET WESSEX SEA FURY KIT RN FAA
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Additional Information from
Internet Encyclopedia
The final version of the Seafire
was the Seafire F Mk 47 and FR Mk 47. There was no true prototype, instead the
first production aircraft PS944 and PS945 served as trials aircraft. As the
"definitive" carrier based Seafire, the Mk 47 incorporated several
refinements over earlier variants.[1] After the first four aircraft, with
manually folded wings, the Mk 47 incorporated hydraulically powered wing
folding, the outer wings folding upwards in one piece, without the folding
wingtips of earlier marks. All Mk 47s adopted the Rotol contra-rotating
propellers. The Mk 47 also featured a long supercharger air-duct, the intake of
which started just behind the spinner and a modified curved windscreen, similar
to that used on the Mk XVII. Other features unique to the Mk 47s were
spring-loaded elevator tabs, a large inertia weight in the elevator control
system and beading on the trailing edges of the elevators. These changes
improved longitudinal stability, especially when the aircraft was fully loaded.
The modified windscreen proved to be unpopular with pilots because of continual
problems with misting and the thicker, repositioned frames obstructed
visibility during deck landings. In spite of recommendations to change the
windscreen back to a standard Spitfire 24 unit, this was never done.
Performance tests showed that the Mk 47 was slightly slower than the Mk 46 in
maximum and climbing speeds, mainly due to the long supercharger air intake,
which was less efficient than the shorter type fitted to earlier Seafires. The first
fourteen aircraft were powered by the Griffon 87, but the rest of the 89
production aircraft (built by Supermarine at South Marston) were powered by the
Griffon 88, which used a Rolls-Royce fuel-injection system instead of the
carburettor used on earlier Spitfires and Seafires. [30] The Seafire 47 saw
action with 800 Squadron on board HMS Triumph during the Malayan Emergency of
1949 and during the Korean War in 1950. However, in 1951 all Seafires were
withdrawn from front-line service.[31] In all 90 F Mk 47s and FR Mk 47s were
built, all by Supermarine. VR971, the last of the 22,000 aircraft built under
the Spitfire/Seafire program, left the production line at Supermarine on 28
January 1949. The maximum level speed for this mark was: 451mph at 20,000ft or
433mph at 24,000ft, ceiling: 43,100ft, range: 405 miles plus 15 minutes combat.
In 1950, HMS Triumph started a
tour of the Far East, embarking 800 Naval Air Squadron with Seafire 47s along
with 827 Naval Air Squadron equipped with the Fairey Firefly following the
outbreak of the Korean War, HMS Triumph was diverted to operations to try to
stem the North Korean offensive, Seafires were engaged in performing ground
attack and combat air patrols from July until September 1950, when HMS Triumph
was replaced by HMS Theseus, equipped with the newer Hawker Sea Furys. During
operations off Korea, Seafires flew 360 operational sorties, losing one
aircraft shot down by friendly fire from a Boeing B-29 Superfortress and a
second aircraft lost when its arrestor hook failed to extend. The Seafire
proved more vulnerable to the stresses of carrier operation with many aircraft
suffering wrinkling of the rear fuselage brought about by heavy landings.
Following the end of operations, when peacetime airworthiness rules were
re-imposed, all but three of 800 Squadron's Seafires were declared unserviciable
owing to wrinkling.
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The Fairey Gannet is a
carrier-borne aircraft that was designed and produced by the British aircraft
manufacturer the Fairey Aviation Company. It was developed for the Royal Navy,
being the first fixed-wing aircraft to combine both the search and strike portions
of anti-submarine warfare (ASW) operations to be operated by the Fleet Air Arm
(FAA).
The Gannet was originally
developed to meet a Second World War era requirement for a dual-role ASW and
strike to equip the FAA.[3] It was a mid-wing monoplane with a tricycle
undercarriage and a crew of three, with a double turboprop engine driving two contra-rotating
propellers. On 19 September 1949, the prototype Gannet performed its maiden
flight. Four years later, it was brought into regular service with the FAA. The
service would use the type from the majority of its aircraft carriers
throughout the Cold War. Various export customers were also secured for the
Gannet, including the Royal Australian Navy, the German Navy, and the
Indonesian Navy, most of these operating the aircraft exclusively from land
bases.
During the 1960s, the Royal Navy
transitioned to using helicopters, such as the Westland Whirlwind HAS.7, for
ASW operations. Accordingly, several Gannets were adapted to perform
alternative operations, such as an airborne electronic countermeasures platform
and carrier onboard delivery aircraft. Perhaps the most extensive variant of
the type was the Gannet AEW.3, which was developed as a carrier-based airborne
early warning platform and was operated exclusively by the FAA. The service
disposed of its Gannets on 15 December 1978, roughly aligning with the
withdrawal of the last of the Royal Navy's large fleet carriers.
During April 1954, deliveries of
the Gannet AS.1 formally commenced. On 17 January 1955, the 826 NAS became the
RN's first operational Gannet squadron, which promptly embarked on the
modernised aircraft carrier HMS Eagle.[18] During its initial at-sea deployment
in the Mediterranean, no serious issues were encountered with the Gannet aside
from the standard teething issues. Later that same year, the Royal Australian
Navy (RAN) stood up their first two Gannet squadrons.
The RAN ultimately operated 33
Gannet AS.1 and three T.2 trainers.[28] They were primarily flown from the
aircraft carrier HMAS Melbourne as well as the shore base HMAS Albatross near
Nowra, New South Wales. During 1967, the RAN withdrew its surviving 24 Gannets
from service.
By the mid-1960s, the Royal
Navy's Gannet AS.1 and AS.4 models had been replaced by the Westland Whirlwind
HAS.7 helicopters. FAA Gannets continued to operate as electronic
countermeasures (ECM) aircraft: the ECM.6. Several Gannet AS.4s were converted
to COD.4s for Carrier onboard deliverythe aerial supply of mail and light
cargo to the fleet.
Starting in May 1958, West
Germany's Navy commenced operations of the Gannet AS.4; the country would
obtain 15 Gannet AS.4s and a single T.5.[29] German Gannets operated as the ASW
squadron of Marinefliegergeschwader 2 (2nd Naval Aviation Wing) from Jagel and
Sylt. During 1963, the squadron was reassigned to MFG 3 at Nordholz Naval
Airbase, where they remained until replaced by the newer and larger Breguet
Br.1150 Atlantic three years later.
During January 1959, Indonesia
ordered 18 Gannet AS.4 and T.5s for the Indonesian Navy.[30] These were
purchased from Fairey via the Ministry of Supply and were re-modelled from
existing Gannet AS.1s and T.2s prior to delivery. Several were used as ground-based
trainers only. Additional Gannets were later acquired by other countries.
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The Westland Wessex is a
British-built turbine-powered development of the Sikorsky H-34 (in US service
known as Choctaw). It was developed and produced under licence by Westland
Aircraft (later Westland Helicopters). One of the main changes from Sikorsky's
H-34 was the replacement of the piston-engine powerplant with a turboshaft
engine. Early models were powered by a single Napier Gazelle engine, while
later builds used a pair of de Havilland Gnome engines.
The Wessex was initially
produced for the Royal Navy (RN) and later for the Royal Air Force (RAF); a
limited number of civilian aircraft were also produced, as well as some export
sales. The Wessex operated as an anti-submarine warfare and utility helicopter;
it is perhaps best recognised for its use as a search and rescue (SAR)
helicopter. The type entered operational service in 1961 and had a service life
in excess of 40 years before being retired in the UK.
The Wessex was first used by the
Royal Navy, which introduced the Wessex HAS.1 to operational service in 1961.
Having been satisfied by the favourable initial performance of the Wessex but
seeking to improve its avionics and equipment, the Navy soon pressed for the
development of the improved HAS.3, which came into service in 1967.
Operationally, younger models would be assigned to perform the key
anti-submarine warfare and commando transport missions, while older and less
capable models would be typically be assigned to land bases for search and
rescue (SAR).
The RAF became an operator of
the Wessex in 1962; those helicopters used for air-sea or mountain rescue
duties helped make the Wessex a particularly well known aircraft of the service
and contributed to the saving of many lives during its time in service. As one
of the RAF's standing duties, multiple Wessex helicopters were permanently kept
on standby to respond to an emergency located anywhere within 40 miles of the
British coastline within 15 minutes during daytime, at night hours this
response time was decreased to 60 minutes.[9] SAR-tasked Wessex helicopters
were also stationed abroad, such as at Cyprus.[10] The qualities of the Wessex
were described as being "ideal for mountain flying".
The Wessex often found itself
being used on the battlefield as a utility transport; as well as delivering
supplies and equipment, the Wessex could also transport small groups of troops.
Operationally, the Wessex could lift less than the RAF's Bristol Belvedere
helicopters, but was more robust and required less maintenance; thus, when the
Belvedere was retired at the end of the 1960s, Wessex squadrons were often
tasked with their former duties in support of the British Army on an ad-hoc
basis.[13] In large-scale helicopter assault operations, the type could be
escorted by the RAF's Hawker Siddeley Harriers.[14] The HC.4 variant of the
Westland Sea King began to replace the Wessex in this capacity from the late
1970s onwards, although troop-carrying missions would continue into the late
1990s.
The Wessex's service career
featured long-term deployments to both Hong Kong and Northern Ireland to
support internal security operations, performing transport and surveillance
missions.[16] In Northern Ireland, the use of helicopters for supply missions
proved a viable alternative to vulnerable road convoys; operations in this
theatre led to the employment of various defensive equipment and
countermeasures against the threat posed by small arms and man-portable
air-defense systems (MANPADS).
Wessex helicopters were also
used by the Queen's Flight of the RAF to transport VIPs including members of
the British Royal Family;[10] in this role, the helicopters were designated
HCC.4 and were essentially similar to the HC.2, differences included an upgraded
interior, additional navigation equipment and enhanced maintenance
programmes.[18] Both Prince Philip and Prince Charles were trained Wessex
pilots; occasionally they would perform as flying crew members in addition to
being passengers on board the VIP services.[19] The Wessex was replaced in this
role by a privately leased Sikorsky S-76 in 1998.
Wartime operations
In 1962, an international crisis
arose as Indonesia threatened confrontation over the issue of Brunei, which was
not in the newly formed Federation of Malaya. By February 1964, a large number
of RAF and RN helicopters, including Westland Wessex, were operating from bases
in Sarawak and Sabah to assist Army and Marine detachments fighting guerilla
forces infiltrated by Indonesia over its one thousand mile frontier with
Malaysia. Having removed much of the anti-submarine equipment to lighten the
aircraft, during the campaign in Borneo the Wessex was typically operated as a
transport helicopter, capable of ferrying up to 16 troops or a 4,000-pound
payload of supplies directly to the front lines. Alongside the Westland Scout,
the Wessex emerged as one of the main workhorses of the campaign, roughly half
were operated directly from land bases and would regularly rotate with those
stationed on RN vessels stationed off shore. From these operations the Commando
Helicopter Force gets its nickname of the Junglies.
Around 55 Westland Wessex HU.5s
participated in the Falklands War, fighting in the South Atlantic in 1982. On
21 May 1982, 845 Squadron's Wessex HU.5s supported British landings on East
Falkland. The type was heavily used throughout the conflict for the transportation
and insertion of British special forces, including members of the Special Air
Service (SAS) and the Special Boat Service (SBS). A total of nine Wessex (eight
HU.5s and one HAS.3) were lost during the Falklands campaign. Two HU.5s of 845
Squadron crashed on the Fortuna Glacier in South Georgia during an attempt to
extract members of the SAS during a snow storm, six of 848 Squadron's Wessex
HU.5s were lost when the container ship Atlantic Conveyor was sunk and the
HAS.3 aboard HMS Glamorgan was destroyed when the ship was struck by an Exocet
missile.
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The Hawker Sea Fury is a British
fighter aircraft designed and manufactured by Hawker Aircraft. It was the last
propeller-driven fighter to serve with the Royal Navy and one of the fastest
production single reciprocating engine aircraft ever built.[2] Developed during
the Second World War, the Sea Fury entered service two years after the war
ended. It proved to be a popular aircraft with a number of overseas militaries
and was used during the Korean War in the early 1950s, and by the Cuban air
force during the 1961 Bay of Pigs Invasion.
The Sea Fury's development was
formally initiated in 1943 in response to a wartime requirement of the Royal
Air Force (RAF), with the aircraft first named Fury. As the Second World War
drew to a close, the RAF cancelled their order for the aircraft. The Royal Navy
saw the type as a suitable carrier aircraft to replace a range of obsolescent
and stop-gap aircraft being operated by the Fleet Air Arm. Development of the
Sea Fury proceeded, and the type entered operational service in 1947.
The Sea Fury has many design
similarities to Hawker's preceding Tempest fighter, having originated from a
requirement for a "Light Tempest Fighter". The Sea Fury's wings and
fuselage originated from the Tempest but were significantly modified. The
production Sea Fury was fitted with the powerful Bristol Centaurus engine and
armed with four wing-mounted Hispano V cannon. While originally developed as a
pure aerial fighter aircraft, the definitive Sea Fury FB.11 was a
fighter-bomber.
The Sea Fury attracted
international orders as a carrier and land-based aircraft. It was operated by
countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq,
and Pakistan. The type acquitted itself well in the Korean War, fighting effectively
even against the MiG-15 jet fighter.[1] Although the Sea Fury was retired by
the majority of its military operators in the late 1950s in favour of
jet-propelled aircraft, a considerable number of aircraft saw use in the civil
sector, and several remain airworthy in the 21st century as heritage and racing
aircraft.
United Kingdom
778 Naval Air Squadron was the
first unit of the Fleet Air Arm to receive the Sea Fury, with deliveries
commencing in February 1947 to the squadron's Intensive Flying Development
Unit, while 787 Squadron, the Naval Air Fighting Development Squadron, received
the Sea Fury in May that year.[35][36] The first operational unit to be
equipped with the Sea Fury was 803 Naval Air Squadron of the Royal Canadian
Navy, which replaced Seafires with Sea Furies in August 1947, with 807 Naval
Air Squadron was the first operational Royal Navy Sea Fury squadron when it
received the aircraft in September that year.[35] The Seafire was ill-suited to
carrier use, as the pilot's poor view of the deck and the aircraft's narrow
undercarriage made both landings and takeoffs difficult. Consequently, the Sea
Fury F Mk X replaced the Seafire on most carriers.[37] For some years the Sea
Fury and Seafire operated alongside each other, with the shorter-range Seafire
operating as a fleet defence fighter while the Sea Fury was employed as a
longer-range fighter-bomber.
Sea Furies were issued to Nos.
736, 738, 759 and 778 Squadrons of the Fleet Air Arm. The F Mk X was followed
by the Sea Fury FB.11 fighter-bomber variant, which eventually reached a
production total of 650 aircraft. The Sea Fury remained the Fleet Air Arm's
primary fighter-bomber until 1953, at which point jet-powered aircraft, such as
the Hawker Sea Hawk and Supermarine Attacker, were introduced to operational
service.
The Sea Fury FB.11 entered
service with the fighter squadrons of the Royal Naval Volunteer Reserve (RNVR)
in August 1951. The RNVR units also operated the Sea Fury T.20 two-seat trainer
version from late 1950 to give reserve pilots experience on the type before
relinquishing their Supermarine Seafire aircraft. RNVR units that were equipped
with the Sea Fury were Nos. 1831, 1832, 1833, 1834, 1835 and 1836 Squadrons.
No. 1832, based at RAF Benson, was the last RNVR squadron to relinquish the
type in August 1955 for the jet-powered Supermarine Attacker.
Korean War
Following the outbreak of the
Korean War on 25 June 1950, Sea Furies were dispatched to the region as a part
of the British Commonwealth Forces Korea, Britain's contribution to the United
Nations multinational task force to assist South Korea following an invasion by
North Korea. Sea Furies were flown throughout the conflict, primarily as
ground-attack aircraft, from the Royal Navy light fleet carriers HMS Glory, HMS
Theseus, HMS Ocean, and the Australian carrier HMAS Sydney.[41] After a Fleet
Air Arm Seafire was shot down by a United States Air Force Boeing B-29
Superfortress on 28 July 1950, all Commonwealth aircraft were painted with
black and white invasion stripes.
The first Sea Furies arrived
with 807 Naval Air Squadron embarked on Theseus, which relieved HMS Triumph in
October 1950.[42] Operations on Theseus were intense, and the Sea Furies of 807
Squadron flew a total of 264 combat sorties in October. During a brief rest
period at the Japanese port of Iwakuni the catapult was found to be excessively
worn, necessitating the launch of Sea Furies with RATOG assistance until it was
repaired. In December 1950, Sea Furies conducted several strikes on bridges,
airfields, and railways to disrupt North Korean logistics, flying a further 332
sorties without incurring any losses. At this early point in the war little
aerial resistance was encountered and the biggest threats were ground-based
anti-aircraft fire or technical problems.
In addition to their ground
attack role, Sea Furies also performed air patrols. In this role, a total of
3,900 interceptions were carried out, although none of the intercepted aircraft
turned out to be hostile. During the winter period, the Sea Furies were often
called upon as spotter aircraft for UN artillery around Inchon, Wonsan, and
Songiin.[44] In April 1951, 804 Naval Air Squadron operating off Glory,
replaced 807 Squadron, which in turn was replaced by Sydney in September 1951
with 805 and 808 Squadron RAN. The Australian carrier air group flew 2,366
combat sorties.[42] In January 1952, Glory with 804 NAS returned to relieve
Sydney following a refit in Australia. For the rest of the war Glory and Ocean
relieved each other on duty.
In
1952, the first Chinese MiG-15 jet fighters appeared. On 8 August 1952,
Lieutenant Peter "Hoagy" Carmichael, of 802 Squadron, flying Sea Fury
WJ232 from HMS Ocean, was credited with shooting down a MiG-15, marking him as
one of only a few pilots of a propeller-driven aircraft to shoot down a jet
during the Korean War.[45][N 2] The engagement occurred when Sea Furies and
Fireflies were bounced by eight MiG-15s, during which one Firefly was badly
damaged while the Sea Furies escaped unharmed. Some sources claim that this is
the only successful engagement by a British pilot in a British aircraft during
the Korean War, although a few sources claim a second MiG was downed or damaged
in the same action.[46][47] The Royal Navy credited the kill to Lieutenant Peter
"Hoagy" Carmichael although Carmichael always credited it to the
whole flight. One of the other pilots in the flight Sub Lieutenant Brian 'Smoo'
Ellis has since claimed the kill for himself. He claims that he observed
hitting the MiG-15 when it overshot his aircraft with its air brakes deployed.
On the return journey to HMS Ocean, he states that Carmichael fired his guns at
a sandbank on the coast which the squadron often used for practice or testing
their cannons. On landing back at the carrier, he was surprised to find that
the kill was awarded to Carmichael. After checking with the armaments officer,
it was found that Ellis had used the entirety of his ammunition during the
engagement, while Carmichael on the other hand still had 90% of his ammunition left.
Because Carmichael fired at the sandbank on their return journey, this brings
serious doubts over the claim that he shot down the MiG-15. This version of
events was verified by historian Paul Beaver, who in 1978 interviewed all those
involved including the four FAA Sea Fury pilots, as well as the armaments
officer and air engineering officer.