WARBIRDS: Supermarine Seafire history and recent restorations

Rob Fox and James Kightly examine the history of the Supermarine Seafire and look at three recently restored flying examples of this awesome machine.

There were no fewer than 48 variants of the classic Spitfire that went into service and in all some 22,750 Spitfires and Seafires were eventually built. Today, with three restored flying examples, Supermarine’s Seafire sits amid the rarest of all surviving airworthy piston fighters.

The Seafire (abbreviated from the original name ‘Sea Spitfire’) gave the Royal Navy (RN) a superb carrier-based air superiority fighter aircraft in W.W.II.  However, as a direct development of the Spitfire, it was far from the ideal deck landing machine and its birth was problematic and protracted, and it never shared the bright spotlight of the Spitfire’s impressive reputation, instead being regarded as a ‘fragile’ aircraft. The Seafire also suffered from a short range, but its fast climb and agility made it an effective fleet defence fighter and, despite these flaws, Seafire squadrons served with distinction in the Mediterranean, on D-Day and against the Japanese in the Pacific.  For the pilots who strapped on the Seafire, they revered its power and performance, which to many of them far outweighed its shortcomings.


Hooked Spitfires
Interest in the idea of a carrier-borne Spitfire first surfaced in the late 1930s, but the idea met with an unenthusiastic response from officialdom. Supermarine’s Chief Designer, Joseph Smith, had an ‘A-frame’ arrestor hook fitted on a Spitfire, and this flew on 16 October 1939 as the type Type 338. Supermarine proposed a Spitfire design to the Fleet Air Arm (FAA) with the arrestor hook and with wings that swivelled and folded back, and in February 1940 the Admiralty requested the production of fifty of these but the First Lord of the Admiralty, Winston Churchill, intervened and the order was and cancelled.

Churchill regarded the production of Fulmars vital and the greater need for land Spitfires, the diversion of resources to a new navalised variant would reduce Spitfire’s production numbers. To cover the gap until the Fulmar’s replacement (the Fairey Firefly) was able to enter service, Grumman Wildcats were ordered for the FAA. These entered service towards the end of 1940 as the Martlet, but these were unavailable in sufficient numbers, while Sea Hurricanes, without folding wings, were also not advanced enough as a solution.

Like the Sea Hurricane, the first Sea Spitfires were simply existing examples (Mk.Vb) with some naval equipment added (hook and catapult spools, as well as Naval instruments and radios) but without major modifications such as folding wings. However when the Seafire began operations, it was quickly found that the fuselage of these modified Spitfires was too weak for carrier operations. Reinforcing strips were riveted around hatch openings and along the main fuselage longerons to alleviate these issues.

Thus the Seafire Mk Ib was born, becoming the first of several Seafire variants to reach the FAA. Catapult and deck trails began early in 1942, and in the spring, contracts were placed to convert 116 Spitfire Mk.Vb into Seafire Mk.Ib examples. The Seafire IIc followed
this.  Although of similar configuration, it was purposely re-designed for naval use. To follow was the Mk.III, which was also the first to use (manually) folding wings, and this became the final version to see W.W.II service.

Because of the small size of the carriers, and the (literally) harder landing-on techniques, it was found that approaches were difficult, visibility was limited at best, landing gear collapses were commonplace, and the arrester hooks had a tendency to miss and bounce back into the fuselage with the inevitable resultant collision with the deck park or barrier. As a low-level fleet defence interceptor, the Seafire was supreme, but its fragility was its Achilles heal. More were lost to landing gear failures in hard landings than to enemy action.

After initial placement on the Russian convoy routes, the FAA’s Seafires saw the majority of their action in the Pacific campaigns. Due to their good high altitude performance (and lack of ordnance-carrying capability) the Seafires were allocated the vital Combat Air Patrol (CAP) defensive duties. Flying over the fleet, they were heavily involved in countering the Kamikaze attacks during the Iwo Jima landings and beyond.

CAPTION: Jim Smith's Seafire F Mk. 47, seen here over Montana, US with Nelson Ezell at the controls. Acquired in 1997, it flew seven years later in April of 2004. This was the last type in the Spitfire family, but the first Seafire to return to the air. (Philip Makanna/GHOSTS)

Griffon Gower
Work on a more powerful Seafire with a Rolls Royce Griffon began during W.W.II, but the Mk.XV didn’t arrive in time to take part, but it was followed by a series of Griffon powered versions and these filled the gap before the arrival of Hawker’s Sea Fury. With a bubble canopy and upgraded undercarriage, the Seafire XVII was an improved version of the XV. Then the Seafire Mk.45 was the first version to be powered by a Griffon 60 series engine, but was a retrograde step in having fixed wings and it suffered from directional instability caused by engine torque.

To solve the torque problems, contra-rotating propellers were introduced on the Mk.46, but curiously, folding wings were not incorporated, and so it never saw front-line service. The final version, the Mk.47, was also the best, and with the addition of folding wings it was actually suitable for carrier operations and saw combat in Malaya and in the early campaigns of the Korean War. Eventually over 2,000 Seafires were produced, 1,200 RR Merlin powered and 800 RR Griffon powered.

CAPTION: Difficulty in finding the contra-propeller resulted in substituting an ex-Avro Shackleton Griffon powerplant with cropped Shackleton propellers. (Philip Makanna/GHOSTS)

PILOTS VIEWS
First Flight
Lieutenant Geoff Litchfield RAN was one of three Australian, direct-entry aircrew to the RAN Fleet Air Arm, whose training syllabus included a brief 48 hours experience on the Rolls Royce Griffon-powered Seafire Mk.XVII. From September to November 1953 under the supervision of instructors forming 764 Squadron, Royal Navy.

“We had the honour of flying the best-known and certainly the most exciting fighter from World War II.  Perhaps the only way of explaining the thrill this gave us is a comparison of the escalation of power output from successive aircraft in our accelerated course progression. From initial training in the Tiger Moth, with a Gipsy Major engine of 130 HP, followed by the Wirraway or Harvard at 600 HP; to the 1730 HP Griffon IIB powered Fairey Firefly and finally, the Seafire XVII, about half the size and weight of the Firefly, but propelled by the Griffon VI at 1,835 HP.

 “The Seafire had beautiful lines and distinctive elliptical wings, but was toy-like parked beside the Firefly or Sea Fury. Closing the fragile cockpit door gave one a snug feeling of having strapped the aircraft to your body rather than the reverse. Its cockpit bordered on the cramped athwartships, but all major controls were within easy reach. Coffman cartridges were employed for engine starting of naval aircraft of the time and the beat of the V12 engine after start belied its passive appearance, the Griffon emitting a powerful, attention-grasping reverberation. Elongation of the nacelle housing the Griffon obliterated forward vision within an arc of approximately 15 degrees either side from dead-ahead, necessitating a weaving taxi-path.

 “Being liquid-cooled, even the low surface temperatures experienced at Lossiemouth demanded minimum delay on the ground, pre-take off. I crewed one of four aircraft taxying for take-off, but suffering delayed clearance to enter the runway due to conflicting traffic caused all four aircraft to shut down due to coolant overheating.

 “The diameter of the four-bladed propeller called for limited tail-raising during the take-off run to prevent tip contact with the surface. Torque at take-off power called for full left rudder trim and rudder application initially, but for a brief period, since acceleration was exhilarating. Such was the surprisingly rapid acceleration, that on my initial flight, my aircraft was several hundred feet in the air before I felt I had sufficient control to ease my hold on the ‘reins’ to retract the gear.

"Once airborne with gear retracted and the aircraft cleaned up, the joy of flying this epitome of airborne wonders became instantly apparent, and the sight of those elliptical
wings ‘out there’ brought a huge sigh of pleasure.  Cruising the countryside at speeds recently exceeding the maximum of previous aircraft brought on a feeling that must equate to winning TattsLotto!

“The purpose of our brief exposure to the Seafire seems to have been directed towards building confidence in numerous DR [Dead Reckoning] navigation exercises over land and sea, operational formation and low-flying, after demonstrating an ability to handle the normal conversion exercises initially supervised by a shadowing aircraft with instructor. The narrow undercarriage on the Seafire demanded concentration and while our course did not take the Seafire to the deck, it had previously proved less than perfect for deck landings - but it was a dream machine to control."

Geoff Litchfield is author of Fly Boy Self-published in 2002 ISBN 0958052409.

Deck landing the Seafire
Commander David ‘Shorty’ Hamilton, RN. “Before deck landing an unfamiliar aircraft type, Fleet Air Arm pilots practiced ashore.  It was called Aerodrome Dummy Deck Landings [ADDLs]. The ‘batsman’, a pilot trained as a Deck Landing Control Officer, stood at the end of the runway and signaled corrections, if needed, with a pair of ping-pong type bats.  Normally around a hundred ADDLs would suffice.

“So, finally comes the day when we rendezvous with a carrier.  On receiving the order to land on our 4 channel VHF, we would fly up the starboard side past the control centre of the ship - the island - at 300 ft and 150 knots.  Once ahead of the ship, I close the throttle and turn 180 degrees to port.  As the speed decreases, I lower the undercarriage, flaps and hook.  I make sure the hood is locked open and harness tight.  I’m now flying downwind about a thousand yards out and still losing speed.  Once opposite the island, I start the final descending, curved, approach, holding an airspeed of 65 knots; this requires throttle as the aircraft must be in a three point attitude, hanging on the prop; the only way to control the speed accurately. 

Because of the long nose, my head is craned to the left as far as possible: that and the curved approach is the only method of seeing the batsman and the port edge of the deck.  My eyes are now constantly flicking between the ASI and the batsman, in time with my heart rate. I finally arrive over the deck, the batsman gives me the ‘cut’ signal, I close the throttle, nose drops, a little backward pressure on the stick, a thump, and an arrestor wire pulls you up at 2G.  Your head jerks forward and you have arrived.

“There are two important points to remember.  Firstly, the approach speed is critical because the Seafire is a very clean aeroplane and if you are a little fast you may float over all the wires and into a strong wire barrier - crunch!  Second, if your approach is bad and the batsman gives you a ‘wave off’, don’t slam the throttle fully open, the plane could start rotating around the propeller in a torque stall, which was nearly always fatal.”

David Hamilton’s experience includes Seafire, Sea Fury, Seahawk, Sea Vampire, Sea Venom and Sea Vixen, Attacker, Gannet and Avenger.  He also commanded 892 and 899 Sea Vixen squadrons.



Seafire versions
Seafire Mk.Ib – 166 Spitfire Mk.Vb basic conversions with hooks; 118 Cunliffe-Owen aircraft had catapult spools. None had folding wings. Rolls-Royce Merlin 45 or 46; two Hispano cannon and two .303in Browning machine guns.

Seafire F.Mk IIc – First purpose-built version of the Seafire, produced alongside the Ib still had fixed wings, but catapult spools and slinging lugs.

Seafire L.(F).Mk IIc – Low altitude fighter version with ‘cropped’ supercharger Merlin 32, four blade airscrew. Spitfire Mk Vc conversion.

Seafire F.R. Mk IIc – Could be ftted with two F.24 cameras.

Seafire F.Mk III

L.(F).Mk III

Seafire F.R. Mk III – All folding wing equipped equivalents to Mk IIc variants.

Seafire Mk III – (Hybrid) Westland-built model with normal non-folding wings; Merlin 55; redesignated as L.(F).Mk IIc.
 
Seafire Mk XV – Fuselage of the Spitfire V (Seafire III), wing-root fuel tanks from the Spitfire IX, enlarged fin, rudder & retractable tail wheel from Spitfire VIII and the Griffon engine installation of the Spitfire XII, plus Seafire III folding wings.

Seafire Mk.XVII / FR.XVII - Improved Seafire XV, with bubble canopy and cut-down rear fuselage adopted for last 30 Seafire XVs combined with a better undercarriage and stronger wings. The new rear-fuselage was also able to carry an extra fuel tank, which could be replaced with two cameras to produce the FR.XVII.

Seafire Mk.45 - Interim model, lacking folding wings and with an older fuselage design than the Seafire XVII powered by Griffon 60 series and five-blade propeller.  Based on Spitfire 21, with high back, new planform (non-folding) wings, armed with four 20mm cannon. The wings also carried four leading edge fuel tanks.  Found to be unsuitable for carrier use.

Seafire Mk.46 - Based on the Spitfire 22, and so had the bubble canopy and cut-down rear fuselage also seen on the Seafire XVII. It was powered by a Griffon 87 engine that drove two three-bladed contra-rotating propellers.

Seafire F.Mk.47 - The final version of the Spitfire line.  Navalised Spitfire Mk 24 with wing-folding (manual, later hydraulic) dual three-bladed contra-rotating airscrew and
increased fuel capacity.  Provision for Rocket Assisted Take Off Gear (RATOG). It could carry 287 gals of fuel, a range of about 1,000 miles. Another type ‘best’ achieved by this variant was top speeds of 452 mph. Ninety built, most converted to Fighter Reconnaissance (FR).

Note: Roman numerals were changed for Arabic in British designations in 1947.