Fairey Albacore in flight

Fairey Albacore in flight


We are searching data for your request:

Forums and discussions:
Manuals and reference books:
Data from registers:
Wait the end of the search in all databases.
Upon completion, a link will appear to access the found materials.

Fairey Albacore in Flight (2 of 2)

Picture of the Fairey Albacore in flight, complete with torpedo. In this picture the enclosed crew compartment is not clearly visible, but details around the engine cowling and the shape of the tail plane identify this aircraft as a Albacore rather than the similiar Fairey Swordfish.

Taken from Fleet Air Arm, HMSO, published 1943, p.53


Shortfinals – aviation and more!

It was standard proceedure, particularly during the general European re-armament of the 1930s, for nations to begin the search for a replacement for a new bomber, fighter or reconnaissance aircraft almost as soon as a new type entered front-line service. Types were becoming obsolete faster and faster as the pace of aeronautical development picked up.

Fairey had produced the much loved and very versatile Swordfish to a ‘TSR’ (torpede/spotter/reconnaissance) requirement, for the Royal Navy’s Fleet Air Arm. It was envisaged that the Swordfish would be used to engage enemy fleet units with the standard British 18″ torpedo, and also perform reconnaissance from British carriers. By 1936, the Admiralty were about to decide on a replacement for the Swordfish, and the Air Ministry (who issued specifications for the FAA and RAF), promulgated Spec. S.41/36 for a new aircraft to replace the Swordfish. Their Lordships of the Admiralty were an extremely conservative group, and the winning design, again from Fairey, was yet another biplane, with fixed undercarriage. Admittedly, there were some slight concessions to modernity such as an enclosed heated cockpit for the three crew (pilot, observer and telegraphist/air gunner) rather than the incredibly draughty open ‘bathtub’ of the Swordfish, and a new all-metal monocoque fuselage, which was most unusual in a biplane. The Swordfish’s Pegasus radial was supplanted by a more powerful Bristol Taurus II, a twin-row, 14-cylinder sleeve-valve radial of 1,065 hp – later aircraft had the Taurus XII of 1,130 hp, driving a constant-speed propeller.

The equal-span, single bay wings were equipped with hydraulically actuated flaps, which allowed the Albacore to be used for dive-bombing the war-load for this mission was either 6 x 250 lb or 4 x 500 lb bombs. The first flight of the prototype of the Albacore took place in December 1938, when the RAF still had operational control of the Royal Navy’s aircraft (the RAF did not hand the FAA back to the RN until May, 1939). A trials unit, No. 826 Squadron, FAA was formed, and took the Albacore into service in May, 1940. Armed with the standard British 18″ torpedo (weighing 1,610 lbs) 1 x Vickers .303 machine gun in the starboard wing, and 2 x Vickers ‘K’ machineguns in the rear cockpit, the Albacores were initially operated from shore bases in the south and east of England in strikes against enemy naval units and coastal targets in the English Channel.

The type went to sea with Nos. 826 & 829 Squadrons, embarked in HMS Formidable in November, 1940. The Albacore had better take-off performance from its smooth Taurus sleeve-valve engine, and had increased top speed compared to the Swordfish (161 mph vs 139 mph), but some pilots did NOT like the fact that it was much less manoeuvrable than their beloved ‘Stringbag’. That, along with a dramatically reduced range, 710 miles vs 1,030 miles (range being extremely important in a naval aircraft) meant that the Albacore simply supplemented the Swordfish but did not replace it.

The Albacore had some successes, including strikes on Petsamo (at the time in Finland, now Russia) and Kirkenes, Norway in July, 1941, and torpedo strikes against the Italian Fleet in the Battle of Cape Matapan (Eastern Mediterrenean), March, 1941, but it began to be used as a specialist dropper of flares during night reconnaissance operations soon afterwards. This it was to do with some effect in the Western Desert, especially before the Battle of El Alamein, and even over Normandy in 1944, providing illumination for night attacks by RAF de Havilland Mosquito FB.VI aircraft on German forces.

The Albacore began to be replaced as a dive bomber and torpedo-carrying aircraft by yet another Fairey product, the Fairey Barracuda, in 1943. This time their Lordships relented, and allowed a monoplane to be built – unfortunately it turned into another marginal design! Albacores turned up in odd places some supplemented other biplanes – Vickers Vildebeestes – with the No 36 Squadron, RAF in Singapore (they were over-run by the Japanese). Others served with the Aden Communications Flight at an RAF base near that city from July, 1944. Probably the last operational Albacores were those of No. 415 Squadron, Royal Canadian Air Force, which was re-formed as No. 119 Squadran, RAF in July, 1944. These aircraft were used to make attacks on Kriegsmarine midget submarines which were operating in the Scheldt Estaury, and other enemy-held coastal waters in Europe. These sorties were carried out from newly liberated bases in Belgium, until the Albacores were withdrawn in early 1945, and replaced by – radar and rocket-equipped Swordfish. The replacement had been replaced!

There is just one example of the Albacore left, out of the 800 aircraft built. On the 30 July, 1941, FAA aircraft from the carrier HMS Formidable made a strike against two targets on the vital Murmansk Front. One was against the Luftwaffe airfield at Kirkenes, Norway and the other against Petsamo (which was, at the time, in Finland, but is now in Russia). No less than ten Albacores – plus two Fulmar fighters – were lost from the Kirkenes strike, and one Albacore, one Swordfish and one Fulmar from the Petsamo attack. One of the aircraft lost from the Kirkenses strike (N4389 from No. 828 Squadron) was recovered post-war by the Royal Navy, and using parts from another Albacore, N4172, a fully restored, composite aircraft is now on display in the Fleet Air Arm Museum, Yeovilton. You can see it here, alongside a sectioned example of its principal armament, a British 18″ torpedo of WW2 vintage.

The Albacore was not particularly popular, and had some disadvantages, but its crews were valiant, and pressed on regardless. That it was ultimately outlasted by the aircraft it was intended to replace does not reflect on the Albacore, rather on the magnificent utility of the Swordfish!


Full Art Print Range

Our standard Photo Prints (ideal for framing) are sent same or next working day, with most other items shipped a few days later.

Framed Print ($57.63 - $294.62)
Our contemporary Framed Prints are professionally made and ready to hang on your wall

Photographic Print ($8.95 - $128.09)
Our Photo Prints are printed on sturdy Archival Quality Paper for vivid reproduction and are perfect for framing.

Jigsaw Puzzle ($35.86 - $48.67)
Jigsaw Puzzles are an ideal gift for any occasion

Canvas Print ($38.42 - $320.24)
Professionally made, ready to hang Canvas Prints are a great way to add colour, depth and texture to any space.

Poster Print ($14.08 - $76.85)
Archival quality poster paper, ideal for printing larger pictures

Tote Bag ($38.37)
Our tote bags are made from soft durable fabric and include a strap for easy carrying.

Photo Mug ($12.80)
Enjoy your favourite drink from a custom printed gift mug. Our mugs are printed with your choice of image

Greeting Cards ($7.65)
Greeting Cards suitable for Birthdays, Weddings, Anniversaries, Graduations, Thank You and much more

Cushion ($32.01 - $57.63)
Accessorise your space with decorative, soft cushions

Metal Print ($75.58 - $511.12)
Make your photos come to life with Metal Prints! With durable metal and luxurious printing techniques, add a modern touch to your space.

Fine Art Print ($38.42 - $256.19)
The next best thing to owning the original artwork, with a soft textured natural surface, our fine art reproduction prints meet the standard of most critical museum curators.

Mounted Photo ($16.64 - $166.52)
Photo prints supplied in custom cut card mount ready for framing

Glass Frame ($29.45 - $88.39)
Tempered Glass Mounts are ideal for wall display, plus the smaller sizes can also be used free-standing via an integral stand.

Acrylic Blox ($38.42 - $64.04)
Streamlined, one sided modern and attractive table top print

Framed Print ($57.63 - $320.24)
Our original range of UK Framed Prints featuring a bevelled edge

Mouse Mat ($17.92)
Archive quality photographic print in a durable wipe clean mouse mat with non slip backing. Works with all computer mice.

Glass Place Mats ($64.04)
Set of 4 Glass Place Mats. Elegant polished safety glass and heat resistant. Matching Coasters are also available

Glass Coaster ($10.24)
Individual Glass Coaster. Elegant polished safety toughened glass and heat resistant, matching Place Mats are also available


Fairey Albacore in flight - History



























1940 Chronology of Aviation History
Major Aviation Events

1940 Aviation Records

Speed: (Nazi Germany), 469.22-mph, Fritz Wendel, Messerschmitt &ldquoMe.209-V1&rdquo, 4/26/1949.

Distance: (Italy), 8,038-miles, Tondi, Degasso, Vignoli, Savoia-Marchetti &ldquoS.M.75&rdquo, 8/1/1949.

Altitude: (Italy), 56,046-feet, Mario Pezzi, Caproni &ldquo161bis&rdquo, 10/22/1948.

Weight: (Nazi Germany), 123,457-lbs, Dornier, &ldquoDo.X&rdquo.

Engine Power: (Nazi Germany) 1,200-lbs thrust, Pabst von Ohaim, Heinkel &ldquoHeS.3B&rdquo.

January 1940

January 6 (Finland) &mdash During the Winter War between the Soviet Union and Finland, Finnish Lieutenant Jorma Sarvanto managed to shoot down six Soviet &ldquoTupolev DB-3&rdquo bombers in one mission.

February 1940

March 16 (Scotland) &mdash The United Kingdom suffers its first civilian air-raid casualties of the war after a raid by KG 26 on Scapa Flow.

March 25 (United States) &mdash The U.S. government grants permission to the country's aircraft manufacturers to sell advanced combat aircraft to nations fighting the Axis powers.

April 9 (Denmark/Norway) &mdash Germany invades Denmark and Norway, making extensive use of paratroops.

April 13 (Germany) &mdash The British Royal Air Force (RAF) begins deploying sea mines around Germany's coastal waters.

April 24-28 (Norway) &mdash Aircraft carrier &ldquoHMS Glorious&rdquo evacuates the Gloster Gladiators of No. 263 Squadron RAF from Norway.

May 10 (Netherlands/Belgium/Luxembourg) &mdash Germany invades the Netherlands, Belgium, and Luxembourg. Paratroops again play a key role.

May 13 (United States) &mdash The Sikorsky &ldquoVS-300&rdquo, which made its first flight the previous year, makes its first untethered flight.

May 15-16 (Germany) &mdash British bombers make their first attack on German land targets, in the Ruhr Valley.

June 4 (UK/Portugal) &mdash BOAC commences a twice-weekly service between the United Kingdom and Portugal, scheduled to connect with Pan Am flights from Lisbon to New York.

June 8 (Norway) &mdash After a second expedition to Norway, HMS Glorious is sunk by German battlecruisers (or light battleships) Scharnhorst and Gneisenau.

June 10 (Italy) &mdash Italy declares war on the United Kingdom and France. The Italian Royal Air Force (Regia Aeronautica), the Italian Royal Navy (Regia Marina), the German Air Force (Luftwaffe), and the German Navy (Kriegsmarine) begin the &ldquoSiege of Malta&rdquo.

July 10 (England) &mdash The Battle of Britain commences with the first German attacks on British convoys in the English Channel.

August 1940

August 15 (England) &mdash The heaviest fighting of the Battle of Britain occurs, with the loss of 46 British and 76 German aircraft.

August 25-26 (Berlin, Germany) &mdash The Royal Air Force makes its first air raid on Berlin of the war.

August 31 (England) &mdash Polish 303 Squadron, the most efficient allied unit of the Battle of Britain, enters action.

September 1940

September 7 (Germany) &mdash Hermann Göring orders the German Air Force (Luftwaffe) to stop targeting British airfields and to attack the city of London instead.

September 7-8 (England) &mdash The largest mass air combat in history takes place over Great Britain, with 1,200 British and German aircraft operating in an area of only 24 × 48 km (15 × 30 miles).

September 15 (London, England) &mdash Germany makes its heaviest daylight raid on London.

September 30 (Great Britain) &mdash The Battle of Britain is said to be over, with Hitler's planned invasion of the United Kingdom (&ldquoOperation Sealion&rdquo, or &ldquoUnternehmen Seelöwe&rdquo) postponed indefinitely.

October 1940

October 8 (England) &mdash No. 71 Squadron RAF, &ldquoEagle Squadron&rdquo is formed, comprising American volunteers.

October 8 (England) &mdash Josef Franti&scaronek, the Czech ace (17 victories) &mdash The most efficient allied pilot of the Battle of Britain, died in an air crash.

November 1940

November 5 (Greece) &mdash Four RAF squadrons are deployed to Greece to support the country against Italian attacks.

November 11 (Canada/Great Britain) &mdash Regular ferry flights of U.S.-built warplanes commence across the Atlantic.

November 11-12 (Italy) &mdash Fairey &ldquoSwordfish&rdquo from &ldquoHMS Illustrious&rdquo make a highly successful raid against ships of the Italian Royal Navy (Regia Marina) at Taranto. The raid damaged the Italian battleship Conte di Cavour beyond repair, and extensively damaged two others, Littorio and Caio Duilio.

November 14-15 (England) &mdash 437 aircraft of the German Air Force (Luftwaffe) make a massed air raid on Coventry. 380 civilians were killed and some 800 were wounded.

December 1940

December 23 (New York City, New York) &mdash Eddie August Schneider dies in crash when his plane is clipped by a navy bomber at Floyd Bennett Field.

December 29-30 (London, England) &mdash The Luftwaffe makes a devastating attack on London, making extensive use of incendiary weapons.

1940 First Flights

1940 (Yugoslavia) &mdash First flight of the Ikarus &ldquoAero 2&rdquo.

January 4 (England) &mdash First flight of the Fairey &ldquoFulmar&rdquo production aircraft (N1854).

January 13 (USSR) &mdash First flight of the Yakovlev Ya-26, prototype of the Yakovlev Yak-1.

February 24 (England) &mdash First flight of the Hawker &ldquoTyphoon&rdquo prototype (P5212).

March 20 (England) &mdash First flight of the Armstrong Whitworth &ldquoAlbemarle&rdquo prototype (P1361).

May 18 (Sweden) &mdash First flight of the SAAB B17.

May 29 (United States) &mdash First flight of the Vought XF4U-1 &ldquoCorsair&rdquo.

August 28 (Italy) &mdash First flight of the Caproni-Campini &ldquoN.1&rdquo, thermojet-powered aircraft.

September 7 (Germany) &mdash First flight of the Blohm & Voss &ldquoBV.222&rdquo.

September 14 (England) &mdash First flight of the Miles &ldquoM.20&rdquo.

October 12 (USSR) &mdash First flight of the Ilyushin TsKB-57, prototype of the Ilyushin Il-2.

October 18 (England) &mdash First flight of the Airspeed &ldquoFleet Shadower&rdquo.

October 26 (United States) &mdash First flight of the North American NA-73X, prototype of the P-51 &ldquoMustang&rdquo.

November 25 (England) &mdash First flight of the de Havilland &ldquoMosquito&rdquo prototype (W4050).

November 29 (Germany) &mdash First flight of the Junkers &ldquoJu.288&rdquo.

December 7 (England) &mdash First flight of the Fairey &ldquoBarracuda&rdquo prototype (P1767).

December 18 (United States) &mdash First flight of the Curtiss SB2C &ldquoHelldiver&rdquo.

1940 Aircraft Entering Service

February (Great Britain) &mdash The Blackburn &ldquoRoc&rdquo entered service.

March (Great Britain) &mdash The Fairey &ldquoAlbacore&rdquo entered service with No. 826 Squadron FAA.

May (France) &mdash The Dewoitine &ldquoD.520&rdquo entered service with French squadrons.

July (Great Britain) &mdash The Fairey &ldquoFulmar&rdquo entered service with No. 806 Squadron FAA.

July (Great Britain) &mdash The Westland &ldquoWhirlwind&rdquo entered service with No. 263 Squadron RAF.

November (Great Britain) &mdash The Avro &ldquoManchester&rdquo entered service with No. 207 Squadron RAF.

November 23 (Great Britain) &mdash The Handley Page &ldquoHalifax&rdquo entered service with No. 35 Squadron RAF.

Works Cited

  1. Gunston, Bill, et al. Chronicle of Aviation. Liberty, Missouri: JL Publishing Inc., 1992. 14-17
  2. Parrish, Wayne W. (Publisher). "United States Chronology". 1962 Aerospace Yearbook, Forty-Third Annual Edition. Washington, DC: American Aviation Publications, Inc., 1962, 446-469.
  3. Wikipedia, 1940 in aviation
  4. Shupek, John (photos and card images), The Skytamer Archive. Skytamer.com, Whittier, CA

Copyright © 1998-2018 (Our 20 th Year) Skytamer Images, Whittier, California
ALL RIGHTS RESERVED


Contents

The Fairey Albacore , which in the UK with the nickname was given "Apple Core" (apple core), was actually as a substitute for the established since 1936, obsolete torpedo bomber Fairey Swordfish provided. In fact, both types of aircraft were then used in parallel and the Albacore was even decommissioned before the Swordfish in order to be replaced by the Fairey Barracuda .

The prototypes of the Albacore were created on the basis of the Air Ministry's specification p. 41/36 for a three-seater torpedo bomber / observation and reconnaissance aircraft for the Fleet Air Arm (FAA) of the Royal Navy . The first two prototypes started on December 12, 1938 and series production began in 1939. 98 aircraft were initially built. The first Albacores were equipped with the Bristol Taurus II engine, later the more powerful Taurus XII.

In March 1940, the No. 826 Squadron FAA . The first carrier-supported units began operations in 1941. After all, there were 15 FAA squadrons armed with albacores. They fought in the Mediterranean Sea , in the Battle of Cape Matapan , in 1942 in the Battle of El Alamein , in 1943 during the landing in Sicily and the landing near Salerno . Between September 1941 and the end of June 1943, No. 828 Squadron FAA from Hal-Far in Malta during heavy attacks during the siege of Malta by the Axis Powers, mainly against Italian ships and coastal targets in Sicily.

In 1943 the Albacores were exchanged for Fairey Barracudas. The last British Albacore Squadron was No. 841 Squadron FAA disbanded in late 1943. The Royal Canadian Air Force took over the aircraft and used them in the invasion of Normandy .


Fairey Albacore. Was so awful? (1 Viewer)

As most know, the Albacore was designed as the Swordfish sustitute but failed to replace It and get phased out of frontline squadrons, and production, much earlier than its predecesor.

It didn't get the RP that the Swordfish got, neither the ASV radar.

Was It because its flying characteristics were utter bad? Or the gains weren't offset by other problema? Or just it failed to get a niche role as sub hunter in CVEs as the Swordfish did do to not been STOL enough?

Yulzari

Staff Sergeant

The Albacore lifted more off a naval carrier deck, further and faster. Did excellent dive bombing in the Western Desert and the Channel ports. Cruised faster than a Swordfish flat out. Twice the bomb load of a Fairey Battle or Bristol Blenheim and four times that of a Skua. It's operational cruising speed was similar to the Japanese Nakajima B5N. Technically it remained in service (in Aden in 1946) beyond the service of the Swordfish.

The Swordfish only survived by being able to launch and land off an escort carrier and cruise for 5 hours around a limited locality. Essentially filled the role now done by ASW helicopters. In it's designed roles it was comfortably out performed by the Albacore. It too dive bombed but over Northern France. Blackburn continued to make spare to maintain the Swordfish but Fairey ceased making Albacore spares when the Albacore was replaced by the Barracuda. It was the presence of such spares that kept Swordfish available for anti midget submarines into 1945.

Escuadrilla Azul

Airman 1st Class

The Albacore lifted more off a naval carrier deck, further and faster. Did excellent dive bombing in the Western Desert and the Channel ports. Cruised faster than a Swordfish flat out. Twice the bomb load of a Fairey Battle or Bristol Blenheim and four times that of a Skua. It's operational cruising speed was similar to the Japanese Nakajima B5N.

The Swordfish only survived by being able to launch and land off an escort carrier and cruise for 5 hours around a limited locality. Essentially filled the role now done by ASW helicopters. In it's designed roles it was comfortably out performed by the Albacore. It too dive bombed but over Northern France. Blackburn continued to make spare to maintain the Swordfish but Fairey ceased making spares when the Albacore was replaced by the Barracuda. It was the presence of such spares that kept Swordfish available for anti midget submarines into 1945.

Yulzari

Staff Sergeant

RCAFson

Master Sergeant

As most know, the Albacore was designed as the Swordfish sustitute but failed to replace It and get phased out of frontline squadrons, and production, much earlier than its predecesor.

It didn't get the RP that the Swordfish got, neither the ASV radar.

Was It because its flying characteristics were utter bad? Or the gains weren't offset by other problema? Or just it failed to get a niche role as sub hunter in CVEs as the Swordfish did do to not been STOL enough?

Juha3

Airman 1st Class

RCAFson

Master Sergeant

Fastmongrel

Chief Master Sergeant

The manoeuvrability of the Albacore is a curious one. I have read that during a torpedo attack the planes controls were so heavy that dodging flak was impossible and after the drop all the pilot could do was to fly straight over the target.

Then I have read that the plane was so manoeuvrable during landing that pilots used to try and beat each other by landing and stopping on a cross on the runway. The Albacore was used as a night time bomber aircraft in N Africa dive bombing targets from 3000 feet illuminated by a parachute flare.

RCAFson says that an Albacore outmanoeuvred a Zero I think it also shot it down if it's the same incident I am thinking of. So how is it an aircraft that needs the muscles of an 800 pound Gorilla to dodge Flak can also land on a spot and dodge a Zero.

I wonder if it's those British roundels again they really must have used some extraordinarily heavy draggy paint

RCAFson

Master Sergeant

The manoeuvrability of the Albacore is a curious one. I have read that during a torpedo attack the planes controls were so heavy that dodging flak was impossible and after the drop all the pilot could do was to fly straight over the target.

Then I have read that the plane was so manoeuvrable during landing that pilots used to try and beat each other by landing and stopping on a cross on the runway. The Albacore was used as a night time bomber aircraft in N Africa dive bombing targets from 3000 feet illuminated by a parachute flare.

RCAFson says that an Albacore outmanoeuvred a Zero I think it also shot it down if it's the same incident I am thinking of. So how is it an aircraft that needs the muscles of an 800 pound Gorilla to dodge Flak can also land on a spot and dodge a Zero.

I wonder if it's those British roundels again they really must have used some extraordinarily heavy draggy paint

SOP was to use a divebomber attack profile during a torpedo attack, and in that case the aircraft could build up considerable speed, perhaps leading to heavy controls. Additionally, Fairey may have made the controls heavy so that pilots wouldn't overstress the airframe, something that occasionally happened with the Swordfish.

The Albacore that I referred to previously didn't shoot down the Zero although they duelled for some minutes. An Albacore did claim a Ju-87 front gun kill during the Kirkenes and Petsamo raid in August 1941.


The Fairey Swordfish, Albacore, & Barracuda

* The biplane was clearly an obsolete concept by the beginning of the Second World War and so it is somewhat surprising that one biplane, the British Fairey "Swordfish" torpedo bomber, proved to be a highly effective weapon. The Swordfish remained in first line-service through the entire war in Europe.

Fairey followed the Swordfish with two more torpedo-bombers, the "Albacore" and the "Barracuda". Neither achieved the prominence of the Swordfish, and in fact the Swordfish outlived the Albacore in service. This document provides a short history of the Swordfish, Albacore, and Barracuda.

* The Swordfish started out in 1933 as a private venture by Fairey Aviation Company Limited, in the form of the three-seat "Torpedo Spotter Reconnaissance I (TSR.I)" aircraft. The TSR.I was a biplane of frame-and-fabric construction, powered by a Bristol Pegasus IIM nine-cylinder air-cooled radial engine with 474 kW (635 HP).

The TSR.I first flew in March 1933, and was put through a successful series of tests. Unfortunately, in September of that year, during spin tests the prototype failed to recover from a flat spin that that took it into the ground. The pilot was able to bail out with some difficulty, but the aircraft was destroyed.

The TSR.I had been promising enough to justify further work, and when the British Air Ministry issued Specification "S.15/33", requesting a carrier-based torpedo bomber and scout aircraft, Fairey built a second prototype, the "TSR.II", which first flew on 17 April 1934. The new aircraft included an uprated Pegasus IIIM3 engine (with up to 515 kW / 690 HP), aerodynamic changes to improve spin handling, a longer fuselage, and slightly swept back wings to compensate for the longer fuselage.

Land trials went well, and in November 1934, the TSR.II was fitted with floats for sea trials, which culminated in catapult launch and recovery by the battle cruiser HMS REPULSE. The floats were then traded back to landing wheels for final evaluation. The Air Ministry was suitably impressed and placed an order for three pre-production machines.

The first of the three pre-production aircraft, with the type now named the "Swordfish", was flown on 31 December 1935. The last of the three was fitted with floats for service trials on water. The three prototypes were followed by a production order for 68 Swordfish "Mark I" aircraft.

By 1938, the Swordfish had replaced all other torpedo bombers in the service Royal Navy's Fleet Air Arm (FAA). By the outbreak of World War II in September 1939, thirteen squadrons had been equipped with the "Stringbag", as it came to be known, with twelve of the squadrons at sea on the carriers HMS ARK ROYAL, COURAGEOUS, EAGLE, FURIOUS, and GLORIOUS.

By the end of the war there would be thirteen more operational squadrons flying the Swordfish. The last operational squadron was established in June 1943, and was staffed by Dutch naval personnel fighting in exile. Twenty training squadrons were built up as well.

Production of the Swordfish was shifted from Fairey to Blackburn Aircraft LTD in early 1940. Blackburn continued production of the Mark I until 1943, when the "Mark II" was introduced, which was fitted for rockets. Later Mark II production also featured an uprated Pegasus 30 engine, with 560 kW / 750 HP, instead of the Pegasus IIIM3.

The "Mark III" added a Mark X "Air to Surface Vessel (ASV)" radar pod between the landing gear, as well as fittings for rocket-assisted takeoff gear (RATOG). The ASV radar pod meant the Mark III couldn't carry a torpedo or other large centerline store. The "Mark IV" was a Mark II with an enclosed cockpit, built for operations in Canada.

* The Swordfish was, as noted, a frame-and-fabric biplane with a frame mostly made of tubular steel. The radial engine drove a three-bladed fixed-pitch metal propeller, though the TSR.2 had been fitted with a two-bladed propeller. The aircraft had fixed landing gear, which could be easily exchanged for floats, and its wings could be pivoted back along the fuselage to allow compact storage on board a carrier or cruiser.

The Swordfish had accommodations for three crew members: pilot, observer, and radioman-gunner. It was armed with a single fixed Vickers 7.7 millimeter (0.303 inch) machine gun firing forward and a rear-mounted Vickers or Lewis 7.7 millimeter gun handled by the radioman-gunner. Alternative armament fits for the Swordfish included:

* The Swordfish saw little action during 1939 and the first few months of 1940, operating mostly in convoy escort and for naval cover. Its first real action was in April 1940, when it served in the naval battles that accompanied the Nazi invasion of Norway.

Norway was lost, but the German surface navy was badly mauled in the operation. On 11 April, Swordfish operating off the carrier HMS FURIOUS launched a torpedo attack on two destroyers at harbor in Trondheim. The attack was ineffectual, but it was the first airborne torpedo attack of the war.

Two days later, on 13 April, a Swordfish launched by catapult off the HMS WARSPITE flew up Ofot Fjord, which led to Narvik, and spotted seven German destroyers for the WARSPITE's guns. All the destroyers were sunk or so badly damaged that they had to be scuttled. There were no casualties on the British side. The Swordfish in question also discovered a German submarine, the U-64, and sank it in a dive-bombing attack. It was the first U-boat sunk by an FAA aircraft in the war.

Over the next two weeks, Swordfish conducted constant sorties in Norwegian waters, performing strikes, reconnaissance, and antisubmarine patrols under severe weather conditions. Flying in bad weather was particularly unpleasant because the Stringbag didn't have an enclosed cockpit.

At the same time, Swordfish attached to the Royal Air Force (RAF) Coastal Command were operating out of the UK on mine-laying missions against German ports. The next month, the Nazi "Blitzkrieg" against the Low Countries and France forced the British to call on every resource they had to stave off disaster. Four squadrons of Swordfish in all were attached to Coastal Command and put to every task for which they were capable: mine-laying, bombing of naval and ground targets, spotting, and reconnaissance.

Swordfish operating out of the south of France took part in bombing raids against Italian targets in June, when Italy declared war against the French and British. A number of Swordfish left France and eventually ended up on the island of Malta, where they would successfully harass Axis shipping during the battle for North Africa.

When France fell in July, the British took ruthless action to prevent French military assets from being used against them, striking at and demolishing the French fleet at dock in the harbor of Oran, in Algeria. Twelve Swordfish from the carrier HMS ARK ROYAL launched a torpedo attack on the battle cruiser DUNKERQUE, putting it out of action.

The next month, on 22 August, three Swordfish operating from land attacked Italian warships sitting in the port of Bomba Bay, in Libya, destroying two submarines, a submarine tender, and a destroyer. The attackers sank four ships with only three torpedoes, as the destroyer was not hit directly but went up when its tender exploded. The success of these attacks on ships in harbor led the British to consider a much more aggressive operation against the Italian Navy: a torpedo-bomber attack against the Italian Fleet at Taranto, their main bases on the Italian mainland.

* An attack on Taranto had actually been considered in 1938, when war was becoming inevitable. In 1940, the strike plans were dusted off and updated.

The main Italian fleet consisted of six battleships, consisting of two of the new LITTORIO class and four of the recently rebuilt CAVOUR and DULIO class, plus five cruisers and twenty destroyers, all based at Taranto. Attacking the Italian fleet at anchor required high quality and up-to-date intelligence and reconnaissance, not merely to determine what ships were present but also to know their positions. The British strike force would also have to move silently to achieve surprise.

The plan specified a night attack to reduce losses, and so Swordfish crews were put through a rigorous schedule of training for night flight and combat. The mission was scheduled for 21 October 1940, but was delayed to 11 November because of other naval commitments. A few days before the mission, the carrier EAGLE ran into trouble with her fuel systems. Several of her Swordfish were transferred to the carrier ILLUSTRIOUS, which then sailed from Alexandria, Egypt.

Aerial reconnaissance on the morning of 11 November indicated that five Italian battleships were in Taranto harbor, with three cruisers at dock protected by antisubmarine nets. The sixth battleship was seen to enter the harbor later that day. By 8:00 PM that evening, the ILLUSTRIOUS and her escorts were in position, about 270 kilometers (170 miles) from the port. Twelve Swordfish were fitted up for the first wave of the attack: six carried torpedoes, four carried bombs, and two carried a combination of bombs and flares. The rear gunners were left behind, since the rear position was taken up by an additional fuel tank.

The first Swordfish took off at 8:35, and by 9:00 they were all in the air and on the way. Just before 11:00 PM, the two flare-droppers split off from the formation. One put a line of flares over the harbor from 2,300 meters (7,500 feet) and then bombed an oil storage depot. The strike aircraft attacked in two groups. The flight leader's plane was hit by flak and went down, but multiple hits were scored on several of the battleships.

In the meantime, a second wave had taken to the air about a half hour after the first. The second wave consisted of five aircraft armed with torpedoes, two armed with bombs, and two armed with flares and bombs. One had to turn back because of a technical problem, but the other eight arrived at about midnight and repeated the performance of the first wave, slamming torpedoes into the sitting battleships under the glare of the flares. Another Swordfish was lost to flak.

All the aircraft, except the two that had been shot down, were back on board the ILLUSTRIOUS before 3:00 AM that morning. Aerial reconnaissance conducted two days later indicated that one CAVOUR and one DULIO-class battleship were heavily damaged and beached one LITTORIO battleship badly damaged two cruisers and two destroyers badly damaged and two auxiliary vessels sunk.

It was a brilliant action, inflicting massive damage on the Italian fleet with minimal losses to the British. The Italians withdrew their fleet to the north, effectively removing it from the game board. The successful raid on Taranto suggested to Japanese planners that they might be able to imitate the same tactics for their own purposes.

* The Swordfish saw further action in the Mediterranean and the Mideast into the spring of 1941, but the aircraft's next shining role was in helping to sink the German battleship BISMARCK. On 23 May 1941, the BISMARCK was observed steaming south through the gap between Greenland and Iceland British fleet elements steamed out to intercept her.

On 24 May, the new carrier VICTORIOUS launched nine Swordfish at 10:00 PM in the evening, but weather conditions were bad and the torpedo bombers only scored a single hit. The BISMARCK escaped, only to be spotted again by an RAF Coastal Command Consolidated Catalina flying boat on 26 May.

Fifteen Swordfish were launched by the carrier ARK ROYAL that day, but attacked the British cruiser SHEFFIELD by mistake. Fortunately, another error balanced the first: the aircrafts' torpedoes had been armed with magnetic detonators, which were hopelessly unreliable, and the SHEFFIELD, maneuvering wildly in rough seas, escaped unscathed.

There was no time for recriminations and the fiasco proved valuable. Late in the day, fifteen Swordfish were launched in a storm, carrying torpedoes armed with more reliable contact detonators. They scored two hits on the German battleship: one did no damage, but the other struck the vessel in her steering gear, forcing her to steam in circles. None of the aircraft were lost in the attack, though a German officer said: "It was incredible to see such obsolete-looking planes having the nerve to attack a fire-spitting mountain like the BISMARCK." The BISMARCK was sent to the bottom by Royal Navy shellfire the next day.

By this time, Hitler had judged his own surface fleet to be inadequate to standing up to the Royal Navy and deployed them cautiously, under plenty of protection. When the German battleships SCHARNHORST, GNEISENAU, and PRINZ EUGEN left the French port of Brest on 12 February 1942, moving to Northern European ports where they would be less vulnerable to air attack, six Swordfish attacked and were all shot down by covering fighters. Of the 18 crewmen, only five survived. Lieutenant Commander Esmonde, who led the attack, was posthumously awarded the Victoria Cross.

The Swordfish was never again used as a torpedo bomber. However, it had already been and would continue to be employed in another role against Hitler's main weapon in the Battle of the Atlantic: the U-boat.

* The Swordfish had been equipped with ASV radar as early as October 1940, to help it hunt down German U-boats cruising on the surface. Two months later, on 21 December 1941, a Swordfish operating from Gibraltar was the first aircraft to sink a submarine at night. A year and a half later, on 23 May 1943, a Swordfish was the first aircraft to prove the effectiveness of rockets in antisubmarine warfare when one Stringbag sunk the U-752 off the coast of Ireland, even though the U-boat put up a strong defense with its quadruple 20 millimeter flak guns.

May 1943 was the turning point in the Battle of the Atlantic. The Swordfish was one of the many weapons that inflicted enough losses on the German submarine force to finally give the Allies the upper hand in the battle for the sea lanes. The Swordfish was relatively easy to fly off tiny escort carriers, and so could provide cover for convoys from start to finish. The Swordfish proved particularly effective in escorting the Murmansk convoys to Russia through frigid Arctic waters.

In August 1944, Swordfish IIs operating from the escort carriers VINDEX and STRIKER as part of the Murmansk convoy JW.59 took on a wolf pack of nine U-boats that were attempting to attack the convoy. One U-boat was sunk, another damaged the defense was so energetic that none of the ships in the convoy was sunk. When the carriers escorted a return convoy back from Russia, no U-boats attempted to attack it. Swordfish would be credited with the sinking of 12 U-boats in all.

* The final Swordfish was delivered in August 1944. Fairey had built 692 and Blackburn 1,699, for a total of 2,391. The last operational squadron was disbanded on 21 May 1945, shortly after the fall of Germany, and the last training squadron was disbanded in the summer of 1946. Despite its obsolescent appearance, the Stringbag had proven an excellent weapon, though its usefulness would have been far more limited if it had ever faced significant fighter opposition.

The Swordfish today is represented by a handful of museum pieces and three flying examples, including two in the UK and one in Canada. Anyone finding a derelict Swordfish airframe today would indeed have a prize on his or her hands.

* Work on a successor to the Swordfish began in 1936 when the British Air Ministry issued Specification "S.41/36" for an improved torpedo bomber. Fairey's proposal was accepted "off the drawing board", with the Air Ministry ordering two prototypes and 98 production items of the "Albacore", as it was named, on 12 December 1938.

The first prototype performed its initial flight on 12 December 1938, and the type went into production in 1939. The overall configuration of the Albacore was very close to that of the Swordfish. The Albacore was a three-seat biplane, with fixed "taildragger" landing gear, and three crew consisting of pilot, navigator, and radio operator / rear gunner. It even resembled the Swordfish adopting the same back-folding wing scheme.

It differed, however, in being larger, with an empty weight over half again as great as that of the Swordfish, with a more powerful Bristol Taurus 14-cylinder two-row air-cooled radial engine driving a three-bladed variable-pitch propeller. Initial production was fitted with a Taurus II engine providing 794 kW (1,065 HP), while later production featured the Taurus XII with 843 kW (1,130 HP). Speed was incrementally better than that of the Swordfish, while ceiling and range were almost doubled.

It also featured such niceties as an enclosed cockpit with cockpit heating, a windshield wiper, and an automatically-deployed emergency dinghy. Gun armament consisted of a single fixed 7.7 millimeter (0.303 caliber) machine gun mounted in the right wing, plus twin rearward-firing 7.7 millimeter Vickers K machine guns on a flexible mount in the rear cockpit. External stores consisted of a single 730 kilogram (1,610 pound) torpedo on the centerline or six 113 kilogram (250 pound) bombs under the wings or four 227 kilogram (500 pound) bombs under the wings.

Although one of the prototype Albacores was tested with floats in 1940, the trials did not prove successful, and the Albacore never served operationally with floats. Despite the fact that the Albacore was clearly more modern in appearance than the Swordfish, the initial service evaluation of the type reported that its controls were very heavy and that its stall behavior left something to be desired, though it was stable in a dive and steady in torpedo drops. The enclosed cockpit also didn't prove as much a benefit as might be expected, since the front cockpit was a "hotbox" in even mild sunny weather, while the rear cockpit was drafty and chilly. It is still hard to believe that the enclosed cockpit wasn't superior to the open cockpit of the Swordfish, particularly for winter operations. In addition, some sources claim that in service pilots found it pleasant to fly, suggesting that the handling problems were worked out.

Albacores were rolled off the production line anyway, with a total of 800 built in all, including the two prototypes, all manufactured at the Fairey plant in Hayes. The type reached operational service in March 1940 and initially operating from ground bases. Albacores performed their first combat action on 31 May 1940, attacking German E-boats in the North Sea and hitting ground targets in Belgium. By the end of the year, the Albacore was flying off carriers, and performed its first torpedo-bombing attacks during the Battle of Cape Matapan, off the coast of Greece, in March 1941, in which the Royal Navy got the jump on the Italian fleet and badly bloodied it. Albacores off the HMS FORMIDABLE performed attacks on the Italian battleship VITTORIO VENETO during the battle.

The Albacore reached its peak strength in mid-1942, with the type equipping 15 FAA squadrons and service in all the war zones in which the Royal Navy was seriously involved. Albacores participated in OPERATION TORCH, the invasion of North Africa, in November 1942, flying ocean patrols and attacking coastal targets. Apparently at least some of them were given American markings for the operation. The type was generally phased out of service in 1943, to be replaced by the more modern Fairey Barracuda and, to a lesser extent, the Grumman Avenger.

Although modern sources tend to be unkind to the Albacore, its short service life might have simply been due to the fact that a biplane combat aircraft was an idea whose time was generally past, even though the Swordfish was able to continue on in combat as it had found an effective niche in convoy escort. FAA Albacores remained in service in second-line squadrons in Africa and the Middle East for the rest of the war. Some Albacores were obtained by or passed on to the Royal Air Force and the Royal Canadian Air Force, and performed actions over the English Channel during the invasion of Normandy in the spring of 1944. At least one Albacore survives, at the FAA Museum at Ilchester in the UK.

* By the later 1930s, the concept of a biplane torpedo-bomber was becoming clearly behind the times, and in response to British Air Ministry Specification "S.24/37", Fairey submitted a design for a monoplane torpedo bomber. Although six different companies submitted designs to meet the specification, Fairey won the award in July 1938, receiving an order for two prototypes.

The first prototype of the "Barracuda", as the type was named, performed its initial flight on 7 December 1940, with the second flying on 29 June 1941. Although performance was much superior to the Swordfish and Albacore, the program moved along slowly, partly due to repeated changes in production priorities as forced by the pressures of war. Initial deliveries of the production "Barracuda Mark I" weren't until early 1942 and it didn't go into operational service until much later in the year. It was still the FAA's first operational monoplane torpedo-bomber.

The Barracuda Mark I was a high-wing monoplane with "taildragger" landing gear, the main gear retracting outward into the wing and the tail gear being fixed. It was of all-metal construction, except for some fabric-covered control surfaces. There was a yoke-style arresting hook in front of the tailwheel. The three crew -- again consisting of pilot, navigator, and radio operator / rear gunner -- sat in a "greenhouse" style canopy. There were two windows on each side of the fuselage, one directly under the middle of the wing and one at the trailing edge of the wing. Auxiliary lower seating was provided to allow use of the windows for observation.

The wing featured large underslung "Fairey-Youngman" flaps, the flaps also serving as dive brakes. The wings folded. It is unclear what the folding arrangement was, though there were pull-out handles under the outer wing to help the deck crew perform the folding. The tail configuration of the initial prototype had been conventional, but interference from the flaps under certain conditions led to moving the horizontal tailplane to near the top of the tailfin. The tailplane featured strut bracing, added when the tailplane was raised.

Although the aircraft had been originally designed to use a Rolls-Royce 24-cylinder water-cooled inline "X" or "Vulture" engine with 895 kW (1,200 HP), that engine development program was abandoned, and the Barracuda Mark I was powered by a Rolls-Royce Merlin 30 12-cylinder water-cooled inline with 969 kW (1,300 HP) and driving a Rotol (Rolls-Bristol) three-blade variable-pitch propeller. The engine change was another reason for delays in the program.

Unfortunately, the Mark I had suffered from excessive weight gain from the original design and was underpowered. Only 30 Mark Is were built before production switched to the "Barracuda Mark II", which was generally identical to the Mark I except for fit of a substantially more powerful Merlin 32 engine, with 1,223 kW (1,640 HP), driving a four-bladed Rotol variable pitch propeller. The Mark II would become the main production model.

Defensive armament of the Barracuda consisted of two 7.7 millimeter (0.303 caliber) machine guns on a twin flexible mount in the rear of the cockpit. Offensive stores could be carried on the centerline and under a pylon under each outer wing. Possible offensive warloads included a single 735 kilogram (1,620 pound) torpedo carried on the centerline, or an equivalent load of bombs, depth charges, mines, flares and smoke markers, and sonobuoys.

Detail illustrations of the Mark II also display stores such as a target-towing winch, as well as gear the air-sea rescue (ASR) role, with underwing inflatable life raft dispensers. It is unclear if it the Barracuda was ever formally used as a target tug or for the ASR role, though a picture does survive of a Mark II carrying a lifeboat on the centerline in a strictly experimental fit. Co-production of the Barracuda was arranged at Blackburn, Boulton Paul, and Westland, but Westland only built a small handful before the company was redirected to other aircraft production. A total of 1,688 Barracuda Mark IIs was built by the production pool.

* The Barracuda went into formal FAA service with Number 827 Squadron on 10 January 1943. By January 1944, there was a total of 12 Barracuda squadrons. The type performed a particularly significant action on 3 April 1944, with 42 dive-bombing the German battleship TIRPITZ and inflicting serious damage. They came back over the next few months to inflict more. By that spring, Barracudas were also in service in the Pacific, performing its first attack on Japanese targets at Sabang in Sumatra on 19 April 1944.

* The "Barracuda Mark III" was essentially a Mark II fitted with centimetric ASV.X radar in a blister radome under the rear fuselage. (Some pictures of Mark IIs seem to suggest that at least a few were fitted with the earlier and less effective longwave ASV.II radar, with a Yagi-style "fishbone" receiving antenna above each wing, though it might have actually been some sort of radar-homing gear.) The first Mark III prototype, rebuilt from a Mark II, performed its initial flight in 1943, with production of the Mark III beginning in early 1944. The Mark II remained in production in parallel. A total of 852 Marks IIIs was built by Fairey and Boulton Paul. It was used on escort carriers for antisubmarine duty, performing takeoffs with RATOG.

Plans for a Mark IV fell through, and so the last production variant was the "Barracuda Mark V". Even with the improved Merlin 32, the Mark II/III was still regarded as underpowered, and so Fairey engineers looked to the new Rolls Royce Griffon vee-12 water-cooled engine. However, development of a Griffon-powered Barracuda stretched out, with the first prototype, a modified Mark II, performing its initial flight on 16 November 1944, when the war in Europe was clearly approaching its final stages.

The Barracuda Mark V featured a Griffon 37 engine providing 1,514 kW (2,030 HP) and increased fuel capacity, as well as a wing with increased span and squared-off wingtips to handle the greater weight, and a larger tailfin to compensate for the increased torque of the Griffon engine. Crew was reduced to two, and the rearward-firing Vickers guns were deleted, with a single fixed forward-firing 12.7 millimeter (0.50 caliber) Browning machine gun in their place.

Only 30 Mark Vs were completed before the end of the war in the Pacific led to the end of Barracuda production. The Mark Vs served in training roles until 1950. Most of the Mark II/III squadrons were disbanded after the end of the war, but some Mark II/IIIs remained in service as hacks and the like into the early 1950s. The Barracuda seems to have been a creditable enough aircraft, though it remains obscure compared to its far more famous contemporary, the Grumman Avenger. It would be interesting to find a comparison between the two types by a pilot who had flown them both in FAA service. Apparently none have survived, though an interest group is collecting pieces of wrecks in hopes of putting together a static display item.

* Late in the war, Fairey also developed a bigger and more formidable torpedo and dive bomber, the "Spearfish". It was designed in response to specification "O.5/43" as a replacement for the Barracuda, and the first prototype performed its initial flight on 5 July 1945.

The Spearfish was a mid-wing monoplane, with two crew in a greenhouse canopy, powered by a Bristol Centaurus 57 two-row 18-cylinder radial engine, with 1,928 kW (2,585 HP) and driving a Rotol variable-pitch five-bladed propeller. It was a "taildragger", with all landing gear retractable and the main gear retracting outward into the wings. The wings featured hydraulic folding.

It had two fixed forward-firing 12.7 millimeter (0.50 caliber) Browning machine guns, and two more 12.7 millimeter Brownings in a remote-controlled barbette for rearward defense. It had an internal bombbay but could also carry 16 RPs under the wings, with a total offensive warload of 900 kilograms (2,000 pounds). It also carried ASV radar in a retractable "dustbin" under the rear fuselage, and had provision for RATOG. Five Spearfish prototypes were built, but only four flew, with the program terminated by the end of the war in the Pacific. The prototypes were used for trials for a time after the war.

* The story of the blundering Swordfish attack on the HMS SHEFFIELD and the failure of the magnetic detonators is part of another interesting story. Magnetic detonators were designed to cause a torpedo to explode while it was passing underneath the hull of a ship, without actually striking it. The idea was that this would inflict greater and more devastating damage than a torpedo hitting the side of the ship.

The idea sounded nice in principle, but failed miserably in practice, and most European nations quickly got rid of the magnetic detonators. In the early days of the war in the South Pacific, however, American submarine commanders were specifically ordered to use magnetic detonators. They protested at length that the detonators didn't work, but the high command stubbornly insisted. Submarine commanders resorted to leaving port with magnetic detonators fitted to their torpedoes, only to replace them with contact detonators once they got to sea and no longer had to put up with inspections.

American torpedoes suffered from two other serious problems: they ran below their depth setting, and the contact detonators were often defective It took a long time to fix these problems, and they were only resolved by the stubbornness of the submariners who had tried to use the torpedoes in combat the Navy research labs only took action when given proof they could no longer deny.


Fairey Albacore in flight - History

Images related to this file:

File Description:
Fairey Albacore V2.0 The Fairey Albacore was a British single-engine carrier-borne biplane torpedo bomber built by Fairey Aviation between 1939 and 1943 for the Fleet Air Arm and used during the Second World War. It had a three-man crew and was designed for spotting and reconnaissance as well as delivering bombs and torpedoes. The Albacore, popularly known as the "Applecore", was conceived as a replacement for the aging Fairey Swordfish, which had entered service in 1936. However, the Albacore served with the Swordfish and was retired before it, being replaced by the Fairey Barracuda and Grumman Avenger monoplane torpedo bombers. This Aircraft depicts Fairey Albacore N4389, 827 Naval Air Squadron, HMS Victorious. Shot down during raid on Kirkenes, July 1941. Salvaged, rebuilt and now on display in the FAA Museum Instrument panel uses default Guages, Usual Animation and reflective textures

Filename: albacore.zip
License: Freeware
Added: 15th June 2011, 05:20:16
Downloads: 495
Author: Julian Higgs
Size: 10981kb

Category: Flight Simulator 2004 - Original Aircraft
Fairey Albacore prototype V2.0

Images related to this file:

File Description:
Fairey Albacore Prototype V2.0 The Fairey Albacore was a British single-engine carrier-borne biplane torpedo bomber built by Fairey Aviation between 1939 and 1943 for the Fleet Air Arm and used during the Second World War. It had a three-man crew and was designed for spotting and reconnaissance as well as delivering bombs and torpedoes. The Albacore, popularly known as the "Applecore", was conceived as a replacement for the aging Fairey Swordfish, which had entered service in 1936. However, the Albacore served with the Swordfish and was retired before it, being replaced by the Fairey Barracuda and Grumman Avenger monoplane torpedo bombers.This Aircraft depicts the prototype Fairey Albacore L7074. Usual Animations,Reflective Textures

Filename: albacoreptp.zip
License: Freeware
Added: 15th June 2011, 05:23:29
Downloads: 555
Author: Julian Higgs
Size: 10143kb

Category: Flight Simulator 2004 - Original Aircraft
FS2004 Grumman HU-16 Albatross Navy Liveries

File Description:
A collection of four repaints in US Navy color schemes for the Grumman HU-16 Albatross 2.0. Also included are a set of configuration files. PLEASE READ INSTRUCTIONS BEFORE INSTALLATION

Filename: grumman_hu-16_albatross__2.0_navy_liveries.zip
License: Freeware, limited distribution
Added: 5th May 2010, 22:03:51
Downloads: 1758
Author: Greg Pepper Michael Verlin
Size: 9813kb

Category: Flight Simulator 2004 - Original Aircraft
Grumman A6 Intruder

Images related to this file:

File Description:
The a6 Intruder by the Ole Master Kazunori Ito. A-6 Intruders first saw action during the Vietnam War, where the craft were used extensively against targets in Vietnam. The aircraft's long range and heavy payload (18,000 lb/8,170 kg) coupled with its ability to fly in all weather made it invaluable during the war. However, its typical mission profile of flying low to deliver its payload made it especially vulnerable to anti-aircraft fire, and in the eight years the Intruder was used during the Vietnam War, the U.S. Navy and Marines lost 84 aircraft

Filename: a6.zip
License: Freeware
Added: 10th June 2010, 23:16:19
Downloads: 2299
Author: peter mercy
Size: 14661kb

Category: Flight Simulator 2004 - Original Aircraft
Grumman AA1-C T-Cat

Images related to this file:

File Description:
A two seat single engine 115hp fixed gear aircraft. Model is based on the realworld ZK-FVR based at Ardmore, New Zealand. Big thanks to Milton Shupe for his time tutoring me on this build. 2D panel and custom gauges by Pierre Fasseaux, model by Ron Watson.

Filename: aa1-c.zip
License: Freeware
Added: 17th September 2010, 00:53:05
Downloads: 931
Author: Ron Watson
Size: 3958kb

Category: Flight Simulator 2004 - Original Aircraft
Grumman Albatross version 2.1

Images related to this file:

File Description:
Grumman HU-16 Albatross 2.1 Greg Pepper, Michael Verlin May 18, 2012 I am privileged to be honored with the custodianship of this model. Greg Pepper is no longer with us. I wish to honor his memory and I've made a few modifcations to enhance this aircraft. WHAT'S NEW FOR 2.1 The flight model is the most significant change. The flight model has been enhanced by the use of Jerry Beckwith's AirWrench. The performance of the Albatross is now much closer to the parameters published for it. I've also adjusted the contact points for the hull. Please make sure you adjust the fuel and payload before flying. This is a very heavy aircraft, and will be very sluggish if you attempt flight with full tanks and a full payload. I've also added a few liveries, and modified several others. The colors and lettering of the U.S. Navy versions have been revised. The font the Navy uses is USN Long Beach. The paint colors are accurate now as well. You will also find new spin prop textures. I've also slightly revised the original U.S. Air Force HU-16B and two of the U.S. Coast Guard liveries. New for this release: U.S. Navy VXE6 UF-1L triphibian that served in the Antarctic, Chalk's G-111 and two new private liveries. Michael Verlin May 18, 2012 [email protected]

Filename: grumman_hu-16_albatross_2.1.zip
License: Freeware, limited distribution
Added: 19th May 2012, 05:08:32
Downloads: 3274
Author: Greg Pepper Michael Verlin
Size: 90216kb

Category: Flight Simulator 2004 - Original Aircraft
Grumman Albatross version 2.1 FDE Landing Lights

File Description:
Grumman HU-16 Albatross 2.1 Greg Pepper, Michael Verlin revised FDE with landing lights This package contains revised aircraft.cfg and air files. I've modified the contact points for the hull and nose gear and retractable landing lights The contact points for the landing lights were omitted in previous uploads. The lights are tied to the water rudder (Shift+W). It has been 5 years since version 2.0 was released. Fortunately, I kept copies of my correspondence with Greg Pepper, which had the information for the missing contact points. They are now included. My apologies for the error. This should finish matters for version 2.1 Instructions unzip this file into the Grumman Albatross G64 section of your FS9 Aircraft folder. overwrite the existing aircraft.cfg and HU16.air files with the files in this package. Michael Verlin [email protected] May 24, 2012

Filename: grumman_albatross_hu-16_2.1_fde.ll.zip
License: Freeware, limited distribution
Added: 24th May 2012, 23:01:05
Downloads: 1300
Author: Greg Pepper Michael Verlin
Size: 13kb

Category: Flight Simulator 2004 - Original Aircraft
Grumman Albatross version 2.1 Modified FDE

File Description:
Grumman HU-16 Albatross 2.1 Greg Pepper, Michael Verlin revised FDE This package contains revised aircraft.cfg and air files. I've modified the contact points for the hull and nose gear. Instructions unzip this file into the Grumman Albatross G64 section of your FS9 Aircraft folder. overwrite the existing aircraft.cfg and HU16.air files with the files in this package. Michael Verlin [email protected] May 23, 2012

Filename: grumman_albatross_hu-16_2.1_fde.zip
License: Freeware, limited distribution
Added: 23rd May 2012, 23:18:03
Downloads: 848
Author: Greg Pepper Michael Verlin
Size: 12kb

Category: Flight Simulator 2004 - Original Aircraft
Grumman C-1A COD Trader

Images related to this file:

File Description:
Functional VC model included Pkg incl one Aircraft with three textures, a great flight model, authentic radial custom sounds, and features custom panels with aircraft specific gauges, easy-to-read clickable virtual cockpits, and beautifully crafted exterior textures.

This aircraft release is one of 7 aircraft in a series release.
NOT INTENDED FOR USE IN FSX - Port Over Okay

Filename: g7c1a.zip
License: Freeware
Added: 26th February 2012, 19:39:04
Downloads: 2695
Author: Milton Shupe, Tom Fliger, Nigel Richards, Marcel Ritzema, John Humphries, Jan Visser, SOH
Size: 67527kb

Category: Flight Simulator 2004 - Original Aircraft
Grumman E-1B Tracer

Images related to this file:

File Description:
Functional VC model included Pkg incl one Aircraft with textures, a great flight model, authentic radial custom sounds, and features custom panels with aircraft specific gauges, easy-to-read clickable virtual cockpits, and beautifully crafted exterior textures.

This aircraft release is one of 7 aircraft in a series that will be released.
NOT INTENDED FOR USE IN FSX - Port Over Okay

Filename: g7e1b.zip
License: Freeware
Added: 26th February 2012, 19:26:38
Downloads: 1302
Author: Milton Shupe, Tom Fliger, Nigel Richards, Steve Bryant, Jan Visser, SOH
Size: 62982kb

AVSIM Library System Version 2.00 -- 2004-May-01
© 2001-2021 AVSIM Online
All Rights Reserved


Fairey Firefly

The Fairey Firefly navy monoplane fighter formed a critical component for the British Royal Navy's (RN) Fleet Air Arm (FAA) throughout the latter years of World War 2 (1939-1945) and beyond. From the period spanning 1941 until 1955, some 1,702 aircraft were built across a plethora of variants, both major and minor. The fighter was eventually taken on by powers outside of the United Kingdom and this list went on to include Australia, Canada, India and Thailand (among others). The final forms were operated well into the 1960s despite their wartime vintage.

The Firefly was born from an FAA requirement of 1938 seeking an all-modern, two-seat reconnaissance-minded navy fighter to succeed its aging line of Fairey Fulmars of 1940 origin - this other aircraft regarded as an interim measures at best. Specification N.5/40 was eventually drawn up in 1940 to cover the new design. Fairey Aviation returned with its proposal for a two-seater and, in June of 1940, the RN placed an order for 200 before the aircraft had even physically materialized - such was the need and "blank check" approach to many wartime aircraft designs. At least three flyable prototypes were contracted for.

The NF.Mk II was featured as a dedicated night-fighter development of the Firefly and given a slightly lengthened fuselage so as to carry the needed airborne interception radar and applicable equipment. About 37 aircraft were built to this standard. The "Firefly III" was a proposed, ultimately abandoned improvement of the Firefly line set to feature the Griffon 61 series engine.

The F.Mk IV carried the Rolls-Royce Griffon 72 engine of 2,330 horsepower and, though flying sometime in 1944, only entered service after the war had ended in 1945. Its fighter-reconnaissance variant became FR.Mk 4. The NF.Mk 5 was another night-fighter entry and the RF.Mk 5 was a reconnaissance-centric model. Its anti-submarine variant became AS.Mk 5 and other anti-submarine platforms were the AS.Mk 6 and AS.Mk 7 - the latter featuring the Rolls-Royce Griffon 59 engine. Its training form became T.Mk 7.

The Mk 4, Mk 5 and Mk 6 Fireflies were all converted at some point to serve out the remainder of their days as target tugs and designated accordingly as TT.Mk 4, TT.Mk 5 and TT.Mk 6. The TT.Mk I was a limited batch of early Firefly Mk Is converted to the same role.

Post-war, twin-flight-cockpit trainer models became Firefly T.Mk 1, the T.Mk 2 and the T.Mk 3.

Some six total Royal Australian Navy squadrons were formed with the Firefly and two Royal Canadian Navy squadrons equipped with the type as well. The Dutch Naval Aviation Service made use of the aircraft through no fewer than six squadrons all their own. The Indian Navy began operations involving Fireflies from 1955 on and Sweden operated the type from early-1949 until late-1963. Similarly the Royal Thai Air Force made use of the aircraft from 1952 until 1966.

Twenty-four total squadrons of the Royal Navy - Fleet Air Arm - operated Fireflies, making the British the definitive operator of the series. The Fairey Gannet, detailed elsewhere on this site, succeeded the Firefly in FAA service.


Watch the video: IL2 1946 Fairey Albacore


Comments:

  1. Seumas

    Yes indeed. I agree with all of the above. We can communicate on this theme.

  2. Samut

    the incomparable message)

  3. Carmichael

    Holiday greetings! I wish health to the administrator and all visitors. There will be health, there will be everything else!

  4. Sen

    that no more than the convention

  5. Vikora

    I'm sorry, but I think you are wrong. Email me at PM.

  6. Dorrel

    Make mistakes. Write to me in PM, speak.

  7. Finnian

    This is heaped up



Write a message