Swordfish: The Fleet Air Arm’s Versatile, Long Serving, Legendary «Stringbag» PDF
Preview Swordfish: The Fleet Air Arm’s Versatile, Long Serving, Legendary «Stringbag»
SWORDFISH THE FLEET AIR ARM’S VERSATILE, LONG SERVING, LEGENDARY ‘STRINGBAG’ £7.95 ICONS Fairey Swordfish I of 811 Squadron climbs away from HMS Courageous during deck landing training in early 1939. While the Swordfish would remain in operational service throughout the Second World War, HMS Courageous war was very short as she was sunk by a U-boat on September 17, 1939. Aeroplane 2 SWORDFISH THE RUGGED AND RELIABLE ‘STRINGBAG’ T he Fairey Swordfi sh story is one of an aircraft initially frowned bravery displayed by the aircrew during the attacks on the upon when it entered service in 1936, respected by the Bismarck is legendary, while equal, but fruitless courage was beginning of the Second World War and deemed legendary exhibited during the ill-fated Channel Dash. The latter incident, in by the time peace was declared. The world must have looked particular, not only says a lot about the aircraft, but also about the on in awe at our powerful Royal Navy and its large carriers and with crews. They were under no illusion, being aware that the Swordfi sh equal bemusement at the seemingly fragile biplanes, with their was not the best aircraft they could have gone to war in but they single torpedo and light armament upon their decks. would fi ght in to the death nevertheless. Regardless, it outlived its However, the Swordfi sh was the only torpedo bomber we had in operational replacement, the Albacore by some years, mainly signifi cant numbers at the beginning of the war and it would prove because the Swordfi sh was more suited to escort carrier and to be so much more. Designed with one role in mind, the Swordfi sh Mac-ship operations, a duty it carried out to the bitter end, evolved into one of the most versatile of Naval aircraft. Its slow protecting convoys far and wide. speed, which was criticised from the outset, proved to be one of its While the big Swordfi sh subjects are covered in this ICON title, I strengths, especially when it came to anti-submarine work, in which have attempted to include the action from the TAG’s point of view, it claimed 21 U-boats sunk between April 1940 and December 1944. which was not just along for the ride. Contributions from two The later combination of RPs and ASV radar made the Swordfi sh ex-TAGs are included; sadly neither of them is with us today so I will particularly eff ective against U-boats and shipping, of which it be donating their royalties to the RNHF to help keep its wonderful claimed over 300,000 tons sunk. Swordfi sh fl ying. Also, Ray Sturtivant, who we also lost a few years Aff ectionately nicknamed the ‘Stringbag’, the aircraft achieved an ago, was always keen to help me when he was alive and like so many outstanding war record beginning with operations in Norway, where researchers and aviation historians his work continues to aid us all, events could have been much diff erent if the Royal Navy was not even though he has passed on. I will also be donating his royalty to forced to divert its attention elsewhere. The attack on the Italian the RNHF. harbour at Taranto that crippled the Italian Navy displayed what the On the subject of raising money for the RNHF, if you would like to aircraft was capable of and that it was clearly not be under estimated. help, the Fly Heritage Trust Supporters Group is the route to take. The The Swordfi sh also played an important role in the invasion of trust can be easily found online or see website: www.fnht.co.uk/ Madagascar which kept the Japanese at bay early on in the war. The join_supporters_club.html Several members of 813 Squadron at Blida Acknowledgements are told by the photographer, ‘walk towards Don Bunce (Contributor), Darrell Burge (Airfi x), the camera, and look happy doing it’! From Katie Campbell (RNHF), Owen Cooper (Contributor), left to right our jolly subjects are: Sub Lt P C Rebecca Gibbs (Sub Editor), Heath, Sub Lt G A Donaghue, Sub Lt D R Mudd, Bill Harrison (Contributor), Andy Hay (Artwork), Sub Lt R S Hankey (Senior Pilot), Sub Lt H Sue Keily (Ad Sales Manager), O’Donnell, Lt Cdr C Hutchinson (CO), Sub Lt R David H Smith (Contributor), D Pears, Sub Lt D Walker and ‘unknown’. Les Sayer (Contributor), Paul Silk (Design), (Aeroplane) Ray Sturtivant (Contributor), Rob Terry (Design) SWORDFISH THE FLEET AIR ARM’S VERSATILE, LONG SERVING, Cover Photo Dramatic view (one not often seen of a Stringbag) of the RNHF’s LS326 over Lyme Bay en-route from Yeovilton to Culdrose on July 19, 2011. LEGENDARY ‘STRINGBAG’ The aircraft is being fl own by Lt Simon Wilson, with AET Mark Connell and the ex-CO of RNAS Yeovilton, Cdre Paul Chivers OBE in the back. Lee Howard For more than a century of aviation history and for further titles in this series, visit £7.95 ICONS 001 Swordfish Cover.indd 1 10/04/2013 15:07 Published by Kelsey Publishing Ltd. Printed at William Gibbons & Sons Ltd on behalf of Kelsey Publishing Ltd, Cudham Tithe Barn, Berry's Hill, Cudham, Kent TN16 3AG. Tel: 01959 541444. Fax: 01959 541400. Email: [email protected]. Website: www.kelsey.co.uk. ©2013 ISBN: 978-1-907426-48-3 Contents 6-15 The SwordfiSh STory 30-35 Training Carrier 52-57 running STraighT Obsolete by the beginning of the – A day or two in the life of and True Second World War, the Swordfish HMS Courageous – Torpedo and delivery tactics defied all the odds and remained in by W A Harrison service for the entire conflict to 38-41 bloody foolS retire as the world’s last biplane to or bloody heroeS! 60-65 a jaCkdaw on my Sleeve see active service. Les Sayer presents his story as TAG – The Swordfish years at Crail during the first attack on the by Martyn Chorlton 18-25 The ‘STringbag’ joinS Bismarck The fleeT 68-73 Channel operaTionS – Swordfish service from July 1939 44-49 againST all oddS The late Ray Sturtivant ISO to September 1939 by Owen – The Channel Dash described presents this period of the Cooper by one of the five survivors, Swordfishes career, from 1942 to Ron Bunce 1945, sampled from his book ‘The Swordfish Story’. Early production Swordfish I, K5933 (one of the first to be delivered) pictured during a pre-delivery air test in February 1936. The aircraft was delivered to Gosport on February 27 and then to 825 Squadron on July 9, 1936. Aeroplane 7889 FIGHTING THE UBOATS! 106111 THE ROYAL NAVY HISTORIC Abbre viations Comprehensive details of every FLIGHT AND THE SWORDFISH AACU Anti-Aircraft Co-Operation successful attack on a U-boat Martyn Chorlton details the fl ight’s Unit by a Stringbag by Martyn Chorlton two airworthy aircraft and a ADDL Aerodrome Dummy Deck potential third. Landing 9297 HMS ARGUS ADGB Air Defence of Great Britain – a tour of duty on 114115 THE SURVIVORS AFU Advanced Flying Unit the old Hat Box by Michael Hill – A brief summary of Swordfi sh ALT Attack Light Torpedo AOC Air Offi cer Commanding extant by David H Smith ASU Aircraft Storage Unit 100103 ‘LILY’ ASV Air to Surface Vessel radar – W A Harrison details the 118125 THE SWORDFISH IN SERVICE B&GS Bombing & Gunnery School remarkable concept of the by Owen Cooper BO Burnt Out ‘fl oating aerodrome’ – Detailed listing of all front-line Capt Captain FAA Swordfi sh units plus second-line Cdr Commander and other air force service CGM Conspicuous Gallantry Medal CPO Chief Petty Offi cer PD Packing Depot DFC Distinguished Flying Cross DSC Distinguished Service Cross DSM Distinguished Service Medal Dt Detachment EF Engine Failure FAA Fleet Air Arm FL Force Landed Flt Flight Flt Lt Flight Lieutenant FRU Fleet Requirements Unit GI Ground Instructional IFF Identifi cation Friend or Foe LA Leading Airmen Lt Cdr Lieutenant Commander MAEE Marine & Aeroplane Experimental Establishment Mid Midshipman Mjr Major ML Mine Layer MTB Motor Torpedo Boat MU Maintenance Unit NAGS Naval Air Gunners School PAFU (Pilots) Advanced Flying Unit PD Packing Depot PO Petty Offi cer PRU Photographic Reconnaissance Unit RAE Royal Aircraft Establishment RATOG Rocket Assisted Take-off Gear RCN Royal Canadian Navy RDU Receipt & Despatch Unit RNEC Royal Navy Engineering College RP Rocket Projectile Satt Satellite SOC Struck Off Charge Sqn Squadron Sub Lt Sub Lieutenant TAG Telegraphist Air Gunner TAT Torpedo Attack Trainer TBR Torpedo Bomber Reconnaissance TOS Taken On Strength TTS Torpedo Training Squadron TTU Torpedo Training Unit VGO Vickers Gas Operated WS Wireless School The Fairey SwordFiSh STory Obsolete by the beginning of the Second World War, the Swordfish defied all the odds and remained in service for the entire conflict, retiring as the world’s last biplane to see active service. The Fairey T.S.r.ii Torpedo Spotter reconnaissance prototype, K4190, being put through its paces by Fairey test pilot Chris Staniland in the summer of 1934. Aeroplane 6 SWORDFISH Fairey grows in strength 1929 was a big year for Fairey, especially with regard to its value, which was strong enough to begin approaching outside shareholders. With assets valued at £615,486, the Fairey Aviation Company Limited was registered as a public company on March 5, 1929. The same year, Fairey was asked not only to vacate their original factory at Clayton Road but also Northolt Aerodrome, from which it had been flight testing aircraft since 1917. It was a blessing in disguise for the latter, as Fairey was rapidly outgrowing the hangar space allocated for its use. Northolt’s replacement was a 150-acre site at Harmondsworth in Middlesex, which was bought for £15,000. From the summer of 1930, Harmondsworth became Fairey’s main flight test centre. It would remain so until 1944, when the site was requisitioned by the Air Ministry, despite plans to turn the airfield into another large extension of the Hayes factory. While concrete runways and massed expansion was carried out, the military never One of Fairey’s greatest and possibly, most surprising success stories, the Fairey Swordfish. (Via Aeroplane) fully took over, instead the airfield evolved into Heathrow Airport. Fairey were offered Heston as an flight from here was the Hendon on procedure, the components were alternative in early 1945 but this proved November 25, 1930. manufactured wherever space could be unsuitable because of air traffic control issues found within the Hayes factory walls. In seven Enter the Swordfish, just! and instead the company opted for White short months, the TSR.II prototype, later to be Waltham, which was taken over in November Only those people who actually worked for named Swordfish was completed but Fairey 1947. Heston continued to serve as the point Fairey and the many civil servants involved in was left to wait until April 1935 when the first of departure for newly built aircraft, which the specification for the Fairey Swordfish ever production order was placed. were fully flight tested at White Waltham. knew how close the type came to being When another large order for the Battle Remarkably, the compensation that Fairey scrubbed. The loss of the TSR.I in September was received it was time to expand again was owed for the Air Ministry’s requisition of 1933, luckily for Fairey, took place eight and, in late 1935, Fairey took over the Harmondsworth was not fully settled until months before the company’s main ex-Willys-Overland Crossley car factory at 1964, by which time the company had competitor for the specification, the Heaton Chapel in Stockport. Hayes was already moved on from aircraft Blackburn Shark, first flew. The aircraft’s expanded again on October 1938 when a manufacturing. Harmondsworth’s ‘billiard replacement, the TSR.II was designed and brand new research department was opened table’ surface made it ideal for flight testing manufactured in an incredibly short period of by Air Minister, Sir Kingsley Wood. It was the and the first prototype to make its maiden time. Cutting every conceivable works country’s first private venture research centre The sprawl of the main Fairey factory at Hayes, looking west as it appeared in June 1946. Fairey Surveys (Via Martyn Chorlton) SWORDFISH | 7 The imposing main headquarters building of the Fairey Aircraft Company Limited at Hayes, during the late 1940s. Via Martyn Chorlton and the well-equipped facility included a spread across the north-west. Aircraft were was that Charles had not left anyone behind large wind-tunnel, which had a test chamber assembled and flight tested at Heathrow with complete control over the company and 22ft long and a working section 12ft high and (ex-Harmondsworth) in the south and from even up to this point he had devoted much 10ft wide. Ringway in the north. The Swordfish, of his time working for the Ministry of Albacore and Firefly were all built at Hayes, Aircraft Production (MAP) under the control The vast Fairey ‘empire’ until Blackburn took over in 1940. At Heaton of Lord Beaverbrook. By the beginning of the Second World War, Chapel, the Battle, Fulmar and Barracuda With Charles away, Fairey’s aircraft Fairey were responsible for 25 factories and poured out by the hundred while a shadow production at Hayes inevitably did not run as workshops of their own and many more that factory at Errwood Park carried out the smoothly as hoped. For example, pending were operated by a host of sub-contractors sub-contract production of the Beaufighter the taking over of Swordfish production by of varying sizes. By now the Fairey Group was and Halifax. Blackburn and frustratingly slow progress not only producing aircraft but also During the war years Charles Fairey was with Albacore production (in 1942 Hayes was providing spares, aircraft repair, production ordered to work for the British Air brimming with Albacores when it should and repair of propellers, production of Commission in the USA, an appointment he have been producing Fireflies), the Firefly standardised components for the aviation was criticised for accepting, despite having was delayed by more than a year. It was a industry as a whole, production of special no choice at the time. However, in hindsight, similar story at Heaton Chapel, where machinery and experimental work across the Charles’ work in the USA was far more Barracuda production was delayed until board. important than the future of his own 1942, although this was more due to the New aircraft were built at Hayes and company at the time. The problem with his demand for the Rolls-Royce engine during Heaton Chapel, which had satellite factories departure across the pond in August 1940 the early part of the war. The Fairey S.9/30, S1706 at Felixstowe in May 1936, during trials alongside Hawker Osprey III, S1700. Via Martyn Chorlton 8 SWORDFISH The Marcel Lobelle designed S.9/30, was first flown as a landplane with a divided undercarriage and low-pressure tyres. Via Martyn Chorlton The S.9/30 & TSR.I; the the Greek Navy. The TSR.I was then put S.9/30 land and floatplane and TSR.I Swordfish begins forward as a contender for S.15/33, but It seems remarkable to think that an despite being destroyed in a crash, the ENGINE: (S.9/30) one 525hp Rolls-Royce Kestrel aircraft that was designed to one design was carried on with the TSR.II and IIMS; (TSR.I) one 625hp Armstrong Siddeley Panther specification, led to another that was the FAA went on to receive its greatest ever VI and later one 635hp Bristol Pegasus IIM designed two specifications later; both torpedo-bomber. WING SPAN: (S.9/30 Land) 46ft; (folded) 17ft machines making their maiden flights a A two-bay biplane on the surface, the 10in mere eight weeks apart. That is what Fairey S.9/30 was actually a single: the occurred with the S.9/30, which in turn inboard inter-plane struts were only there to LENGTH: (land) 34ft 1in; (float) 39ft 3in evolved into the TSR.I and then the TSR.II; provide rigidity for when the wings were HEIGHT: (land) 14ft; (float) 16ft 6in the latter also becoming known as the folded. A de-rated Kestrel IIMS engine WING AREA: 442 sq ft Swordfish. powered the S.9/30, an engine that used LOADED WEIGHT: (land) 5,740lb; (float) What actually occurred was that the evaporative cooling via surface-type steam 6,500lb Fairey designers were looking way beyond condensers attached to the lower side of the original Specification S.9/30, which was the upper wing. The fuselage was made of MAX SPEED: (land) 147mph at 2,000ft; (float) issued in June 1930. By the time the aircraft stainless-steel strip and tube and was 136mph at 2,000ft flew in 1934, the requirement had constructed in four sections. CLIMB: (land) 5,000ft in 5 min 30 sec; (float) predictably passed in favour of S.15/33 but The TSR.I was a privately financed 5,000ft in 6.3 min Fairey had already been working on their project powered by a 625hp Panther radial TSR.I, which was intended for service with engine and, despite being designed The privately funded TSR.I fitted with a Bristol Pegasus engine inside a Townend ring, driving a Watts propeller. Photo via Aeroplane SWORDFISH | 9 The TSR.I, also referred to by its construction number, F.1875, powered by an Armstrong Siddeley Panther engine. Via Martyn Chorlton The sole Fairey S.9/20 Spotter Reconnaissance Seaplane S1706, which was first flown on February 22, 1934. Andy Hay/www.flyingart.co.uk specifically for the Greek Navy, no orders converted into a seaplane. Fitted with a large abandon the aircraft after twelve rotations. were forthcoming. Prior to its bland central float and smaller floats mounted on Regardless, flight reports showed that the designation name, the aircraft was referred struts under the outer wings, S1706 was aircraft was more than capable to meet the to within the company walls as the ‘Greek trialled at the MAEE, Felixstowe alongside the specification and all the knowledge and Machine’. Once the order fell through, the Hawker Osprey. The S.9/30 performed well, experienced gained was ploughed into the aircraft was re-engined with a 635hp but the derivate of the all-conquering Hart TSR.II Pegasus IIM engine cowled off with a family won the day and Osprey was chosen TSR.II & Swordfish I Townend ring. The fixed undercarriage was instead. S1706 was struck off charge on trialled with and without spats; the rear November 30, 1936 and ended its days being As mentioned earlier, the roots of the TSR.II, fuselage was strengthened for deck used for crash barrier trials. which would be renamed in the Swordfish are operations and an arrestor hook was fitted. The TSR.1, which remained un-serialled, firmly planted in the story of the S.9/30 and The Fairey S.9/30 was first flown from was first flown by Staniland on March 21, the TSR.I. Following the loss of the latter in Harmondsworth by Chris Staniland on 1933 in its original Greek Navy form. September 1933, Marcel Lobelle immediately February 22, 1934. Following its initial visit to Accepted as a contender for Specification set to work re-designing the TSR.I to a new the A&AEE, which was academic as the S.15/33, trials were progressing well until more advanced specification. specification criteria had already been September 11, 1933, when Staniland failed Air Ministry Specification S.15/33 was for passed, the aircraft, serially S1706 was to recover from a flat spin and was forced to a Naval carrier-borne torpedo/spotter/ 10
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