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Supermarine Seafire

From Alfawiki
Supermarine Seafire
Company typeNaval fighter aircraft
IndustryAerospace
PredecessorSupermarine Spitfire
Founded1941
ProductsCarrier-based fighter aircraft
OwnerSupermarine (division of Vickers-Armstrongs)

Carrier-Based Fighter Aircraft

The Supermarine Seafire represents a naval adaptation of the Supermarine Spitfire fighter, specifically modified for deployment from aircraft carrier decks. This aircraft shared a similar concept with the Hawker Sea Hurricane, which was the maritime version of the Spitfire’s contemporary, the Hawker Hurricane. The designation Seafire originated as a shortened form of Sea Spitfire.

In May 1938, the Admiralty proposed a carrier-compatible variant of the Supermarine Spitfire. Although there was an urgent requirement to replace outdated models within the Fleet Air Arm (FAA), opposition existed—most notably from figures such as Winston Churchill—primarily because priority was given to land-based Spitfires. Renewed requests for naval Spitfires were made by the Admiralty throughout 1941 and early 1942, leading to the delivery of an initial series of Seafire Mk.Ib fighters late in 1941. These early models served mainly to develop operational experience with carrier operations. Despite concerns about relatively fragile undercarriages that had not been reinforced to maritime specifications, their overall performance was deemed satisfactory.

Beginning in 1942, additional Seafire variants were commissioned, including the first fully operationally capable model, the Seafire F Mk.III. This variant became widely adopted by the FAA. The Seafire’s combat debut occurred in November 1942 during Operation Torch, the Allied invasion of North Africa. Subsequently, in July 1943, it provided aerial protection during the Allied invasion of Sicily, and once more in September 1943 for the Allied invasion of Italy. Throughout 1944, numerous Seafires supported ground operations during both the Normandy landings and Operation Dragoon in southern France. In the latter part of 1944, Seafires were deployed with the British Pacific Fleet, where they played a crucial role intercepting kamikaze attacks that had become prevalent in the closing stages of the Pacific conflict.

Postwar, the Seafire remained in service; however, all FAA-operated Merlin-powered versions were eventually phased out and succeeded by models powered by Griffon engines. The aircraft saw combat again during the Korean War, with FAA Seafires conducting numerous sorties involving ground assaults and combat air patrols against North Korean forces in 1950. The Seafire was retired throughout the 1950s. Within FAA operations, it was replaced by the Hawker Sea Fury, which was notable as the final piston-engine fighter used by the service, alongside early generations of jet-powered naval fighters such as the de Havilland Sea Vampire, Supermarine Attacker, and Hawker Sea Hawk.

Origins

Interest in adapting the Spitfire for carrier operations by the Admiralty first emerged in May 1938. During discussions with Richard Fairey of Fairey Aviation, Fairey suggested that his firm could design and manufacture such an aircraft. However, this proposal was dismissed, and the concept was shelved. Consequently, the Fleet Air Arm (FAA), which at that time remained under Royal Air Force control, had to rely on ordering Blackburn Rocs and Gloster Sea Gladiators, both of which proved grossly inadequate for their intended roles.[1]

At the outbreak of the Second World War, many FAA aircraft had been developed under the assumption that Germany lacked aircraft carriers. Thus, their performance priorities were secondary to other operational roles such as observation[2] and spotting.[3] By 1941, these models were outclassed by German and Italian land-based fighters they occasionally encountered;[4] this underscored the urgent requirement for more capable fighters. Given that the Hawker Hurricane had demonstrated adaptability for carrier use, navalizing the Spitfire also attracted significant attention.[5]

The subject of a carrier-capable Spitfire resurfaced in November 1939 when Commander Ermen was granted permission by the Air Ministry to pilot a Spitfire I. After flying R6718, Ermen discovered that Supermarine's Chief Designer Joseph Smith had been tasked with fitting an "A-frame" arrestor hook on a Spitfire, which had already flown on 16 October; a schematic of this aircraft was presented to the FAA on 27 October.[6] Subsequent discussions led Supermarine to submit designs featuring folding wings alongside an arrestor hook. The wings were engineered to fold just beyond the undercarriage bays; thus, the outer wing panels would swivel backward to align parallel with the fuselage. On 29 February 1940, the Admiralty formally requested that the Air Ministry approve production of 50 folding-wing Spitfires, with initial delivery slated for July of that year. However, Winston Churchill, then serving as First Lord of the Admiralty, cancelled this order, communicating to Lord Beaverbrook:[7] "I regard it as of very great importance that the production of Fulmars should be kept going".[8]

During a period marked by intense demand for land-based Spitfires due to the Fall of France and ensuing Battle of Britain, diverting resources toward developing a naval variant would have inevitably diminished overall Spitfire output. To bridge this gap until Specification N.5/40—the replacement for Fulmars which became the Fairey Firefly—entered service, it was decided to procure several Grumman Wildcats from the United States for FAA use. These aircraft were introduced near the end of 1940 under the designation Martlet.[9]

File:Fleet Air Arm Trials, Aboard HMS Victorious. 23-25 September 1942. A12119.jpg
Seafire during Fleet Air Arm trials aboard HMS Victorious, 23–25 September 1942

Toward late 1941 and early 1942, renewed evaluation by the Admiralty considered adapting the Spitfire once more. In late 1941, Air Training Service Ltd., located at Hamble, converted a batch of 48 Spitfire Mk.Vb models into "hooked Spitfires," designated as Seafire Mk.Ib. This marked the initial Seafire variant introduced into FAA service. Primarily intended to provide Royal Navy crews experience operating Spitfires from carriers, these conversions featured a key structural modification: an A-frame arrestor hook installed on a reinforced lower rear fuselage with strengthened lower longerons.[10] Early trials revealed structural weaknesses around fuselage hatches unsuitable for carrier operations; reinforcement strips were subsequently riveted around hatch openings and along main longerons to address these issues.[5]

An additional 118 Seafire Mk.Ibs incorporating these fuselage reinforcements were converted from Spitfire Vbs by both Cunliffe-Owen Aircraft at Eastleigh and Air Training Service. These aircraft were equipped with Naval-standard HF radios, IFF devices, and Type 72 homing beacons. In these Seafires—and every subsequent model—the cockpit instruments were recalibrated to display speed in knots (kn) and distance in nautical miles (nmi) instead of miles per hour (mph) and miles (mi). Armament remained consistent with that of the Spitfire Vb: two 20 mm (0.79 in) Hispano Mk.II cannons each loaded with 60 rounds from drum magazines plus four .303 in (7.70 mm) Browning machine guns with 350 rounds per gun. Additionally, provision existed for mounting a 30 imp gal (140 L) "slipper" fuel tank beneath the fuselage.[11] The first Seafire deliveries occurred in June 1942 to 807 Squadron. Another frontline unit, 801 Squadron, operated this variant aboard HMS Furious from October 1942 until September 1944.[12]

Further development

The Seafire F Mk.IIc represented the second semi-naval adaptation of the Seafire and was the first to be purpose-built in this configuration. It derived from the Spitfire Vc, which itself incorporated several improvements over the Spitfire Vb. Building on the alterations present in the primary batch of Seafire Ibs, this model introduced catapult spools and a single slinging lug positioned on each side of the fuselage just aft of the engine bulkhead.[13] Three variants emerged: the F Mk.IIc and FR Mk.IIc (fighter reconnaissance), both powered by a Merlin 46, as well as the L Mk.IIc, equipped with a low-altitude Merlin 32 specifically engineered for naval operations.[14] This particular Merlin version featured a shortened supercharger impeller to enhance power output at low altitudes, delivering 1,585 hp (1,182 kW) at 2,750 ft (840 m). Both engine types drove a four-bladed 10 ft 9 in (3.28 m) diameter Rotol propeller. Due to the use of the "C" wing, Hispano cannon ammunition was supplied via a 120-round belt magazine; otherwise, armament mirrored that of the Ib model, with the FR variant additionally carrying two F24 camera units. Following successful trials in February 1943, Rocket Assisted Take Off Gear (RATOG)—small solid-fuel rockets attached to fuselage or wings to reduce take-off distance—became standard equipment across all Seafires. Nonetheless, many Fleet Air Arm pilots seldom employed RATOG, partly because it was often unnecessary and also due to hazards associated with uneven ignition.[13]

File:Supermarine Seafire Mk IIc of No. 885 Naval Air Squadron on the flight deck of HMS FORMIDABLE in the Mediterranean, December 1942. A14219.jpg
Seafire Mk.IIc stationed on HMS Formidable’s flight deck, December 1942

The IIc variant marked the first Seafire model deployed operationally in significant quantities. Supermarine manufactured 262 units, while an additional 110 were produced by Westland,[nb 1] who also constructed 30 Seafire Mk.III (Hybrid) aircraft—Mk.IIIs lacking folding wings.[nb 2][15] Although intended for aircraft carrier operations, this variant still did not feature folding wings, which limited its usability aboard certain Royal Navy carriers equipped with smaller elevators unable to accommodate the full wingspan.[16][10]

The Seafire F Mk.III represented the first fully carrier-adapted Spitfire design. Evolving from the Seafire Mk.IIc, it introduced manually folding wings that allowed greater numbers of aircraft to be accommodated on deck or within hangars.[10] Supermarine developed a dual hinge system: one fold immediately outside the wheel wells enabled the wing to pivot upward and slightly inward toward the fuselage; a second hinge at each wingtip allowed those tips to fold downward (with folded wings, wingtips extended outward). This model was powered by either a Merlin 55 (F Mk.III and FR Mk.III) or Merlin 55M (L Mk.III), both driving the same four-bladed propeller used on IIc variants; notably, the Merlin 55M was optimized for enhanced low-altitude performance.[16] Additional Spitfire improvements were incorporated into this Seafire version, including a streamlined Aero-Vee air filter and six-stack ejector type exhausts. Production also saw introduction of shorter-barrelled lightweight Hispano Mk.V cannons and overload fuel tank fittings within the wings.[17][18] This mark became the most produced Seafire variant; out of a total of 1,220 built, Westland manufactured 870 while Cunliffe Owen produced 350 units. In 1947, Supermarine stripped naval equipment from twelve Mk.IIIs before delivering them to the Irish Air Corps.[19][20]

Following the Mk.III series came the Seafire F Mk.XV, powered by a Griffon VI engine featuring a single-stage supercharger rated at 1,850 hp (1,380 kW) at 2,000 ft (610 m), turning a 10 ft 5 in (3.18 m) Rotol propeller.[10] Developed under Specification N.4/43, it resembled a naval Spitfire F Mk.XII but was actually a hybrid combining a reinforced Seafire III airframe and wings with wing fuel tanks, retractable tailwheel, larger elevators, and broad-chord pointed rudder from the Spitfire VIII. Its engine cowling differed from that of Spitfire XII models by having more fasteners and lacking an acorn-shaped blister behind the spinner. The last thirty Mk.XVs incorporated the blown "teardrop" cockpit canopy and truncated rear fuselage introduced on Spitfire Mk.XVI models. For its initial fifty units built by Cunliffe-Owen, a heavier A-frame arrestor hook was installed to handle increased weight.[21] Later production included a new "sting" type arrestor hook mounted on a reinforced rudder post at fuselage rear and housed in a fairing beneath the shortened rudder; additionally, a vee-shaped guard ahead of the tailwheel prevented entanglement with arrestor wires during landings. Between late 1944 and production completion, Cunliffe-Owen and Westland built approximately 390 Seafire XVs after Supermarine had developed six prototypes.

A notable issue with this model was its unsatisfactory deck handling during take-offs; at full throttle, propeller slipstream—which rotated leftward rather than rightward as with Merlin engines—tended to push the aircraft starboard despite maximum opposite rudder input, occasionally causing collisions with carrier islands. Moreover, undercarriage oleo legs remained unchanged from lighter Merlin-powered variants resulting in hopping during these swings. As an interim remedy pilots were advised against full-power take-offs (+10 lb (4.5 kg) boost maximum recommended). The problem worsened if RATOG rockets ignited asymmetrically; consequently none of these early Griffon-engined Seafires used RATOG at sea unless positioned forward of initial crash barriers.[22]

File:Supermarine Seafire F.17 SW992 JA.107 STN 1950 edited-2.jpg
Seafire F Mk.XVII operational aircraft from No. 1831 Squadron RNVR at RNAS Stretton in 1950

The Seafire F Mk.XVII was an evolution of the Mk.XV featuring strengthened main undercarriage with longer oleos and reduced rebound ratio to improve deck handling characteristics significantly—mitigating propeller tip strikes during arrested landings and preventing bouncing over arrestor wires into crash barriers. Most production XVIIs featured cut-down rear fuselages with teardrop canopies (modified windscreen with rounded section plus narrow quarter windows replacing flat windscreen typical of Spitfires) along with an additional rear fuselage fuel tank holding thirty-three gallons. Wing structures were reinforced with stronger mainspars accommodating heavier underwing loads than previous variants.[23] A total of 232 units were produced: Westland built 212 while Cunliffe-Owen constructed twenty.[24][10]

File:Seafire 47 on HMS Unicorn (I72) at Kure 1950.jpg
Seafire F Mk.47 aboard HMS Unicorn in Japan during 1950

The Seafire F Mk.45 and FR Mk.45 marked introduction of Griffon engines from the series-60 family equipped with two-stage, two-speed superchargers; prototype TM379 was converted from a Spitfire F Mk.21 prototype by Cunliffe-Owen and fitted with a "sting" arrestor hook for carrier operations purposes. Classified as an interim design, its wing remained non-folding as per Spitfire Mk.21 standards. Fuel capacity comprised two main forward fuselage tanks totaling 120 imp gal (550 L; 140 US gal), split into lower 48 imp gal (220 L; 58 US gal) and upper 36 imp gal (160 L; 43 US gal) tanks alongside two leading-edge wing tanks holding 12.5[convert: needs unit name] and 5.5[convert: needs unit name] gallons respectively.[25] The F Mk.45 entered service with 778 Squadron in November of 1946; some were later converted to FR Mk.45 reconnaissance versions by fitting dual F24 cameras in March of 1947.[26] Fifty units were produced at Castle Bromwich.

The Seafire F Mk.46 and FR Mk.46 were naval adaptations of Spitfire F Mk.22 models featuring cut-down rear fuselages paired with teardrop canopies; however their wings remained non-folding as well.The electrical system was upgraded from twelve volts to twenty-four volts while fuel arrangements added an internal rear fuselage tank holding 32 imp gal (150 L; 38 US gal), plus wing plumbing enabling carriage of two underwing combat tanks each holding 22.5[convert: needs unit name] gallons; externally removable drop tanks up to 50[convert: needs unit name] gallons could be fitted beneath fuselage.[27] From April 1947 onward Griffon engines shifted from series-61/64 driving five-bladed Rotol props to Griffon series-85/87 powering twin contra-rotating three-bladed Rotol propellers; most late-production examples incorporated enlarged tail assemblies derived from Spiteful and Seafang. These enhancements eliminated prior Griffon-powered models’ tendency for starboard swing during takeoff runs.The total order for this mark was two hundred but only twenty-four were completed by Supermarine.[28]

The final iteration was represented by the Seafire F Mk.47 and FR Mk.47. Rather than having distinct prototypes,the first production aircraft PS944 and PS945 doubled as testbeds.As Supermarine’s definitive carrier-based Seafire,the Mk47 incorporated multiple refinements over predecessors.[10] Initial four aircraft retained manually folding wings,but subsequent models featured hydraulically actuated folding where outer wings folded upward as one unit without separate folding wingtips seen previously.All adopted Rotol contra-rotating propellers.The model included an extended supercharger intake duct starting just behind spinner plus revised curved windscreen akin to that on Mk.XVII.Other unique features included spring-loaded elevator tabs,a large inertia weight within elevator controls,and trailing edge elevator beading—all improving longitudinal stability when fully loaded.The altered windscreen proved unpopular due to persistent misting issues plus thicker frames obstructing pilot visibility during carrier landings.Despite recommendations to revert back to standard Spitfire-24 windscreens,this change never occurred.Performance tests indicated marginally lower maximum speed and climb rate compared to earlier marks attributable mainly to less efficient long supercharger intake.The first fourteen units used Griffon-87 engines whereas remaining eighty-nine production aircraft (built at South Marston) employed Griffon-88 engines featuring Rolls-Royce fuel injection replacing carburetion found in earlier models.[29] The Seafire F Mk47 saw combat service aboard HMS Triumph during both the Malayan Emergency in1949 and later Korean War operations in1950.Yet by1951 all Seafires were retired from frontline duties.[30] Ninety units total were produced exclusively by Supermarine.VR971,the last aircraft constructed within over22,000 Spitfires/Seafires produced,pulled off Supermarine’s line on28 January1949.Maximum speeds reached451 mph at20,000 ft or433 mph at24,000 ft ceilings topped out around43,100 ft,and range extended approximately405 miles plus15 minutes combat time.[31]

Assessment

File:A Supermarine Seafire landing on board HMS ILLUSTRIOUS, February 1943. A20643.jpg
Supermarine Seafire touching down on HMS Illustrious, February 1943. Note the narrow landing gear.

Initially designed as a short-range land-based interceptor, the Spitfire excelled in this role. However, adapting it for carrier operations required compromises, leading to frequent structural damage caused by the rigors of carrier deck landings—a challenge that persisted despite the reinforcement implemented in the Mk.II version. The Seafire’s narrow undercarriage track made it inherently unsuitable for carrier deck handling. Numerous alterations shifted the aircraft’s center of gravity rearward, complicating control at low speeds and making precise carrier landings difficult, which resulted in numerous accidents. Additional drawbacks included its limited operational range and endurance—adequate for interception but insufficient for extended carrier missions—restricted armament capacity, and significant hazards associated with ditching at sea. The large radiator intakes beneath the wings rapidly took on water during water landings, often causing the Seafire to overturn or sink swiftly. The Mk.XVII variant marked a turning point by addressing many of these issues through redesigned landing gear, strengthened airframe, and increased fuel capacity; however, it was introduced only after World War II had concluded.

The most challenging period for Seafire deployment occurred during Operation Avalanche—the Salerno invasion in September 1943. Of the 106 Seafires assigned to British escort carriers on 9 September, merely 39 remained operational by the morning of D-Day plus Two (11 September). This decline was partly due to calm weather conditions that reduced headwinds necessary for slowing aircraft upon landing. Consequently, numerous Seafires failed to engage arrestor wires properly, crashing into barriers or losing arrestor hooks after snagging wires at excessive speeds. Despite these difficulties, Seafires—particularly the L Mk.IIs and L Mk.IIIs powered by low-altitude Merlin engines—provided close-range patrols over the carrier groups to defend against low-level threats, while longer-range fighters like the Grumman F6F Hellcat operated further out and at higher altitudes.

When compared directly, the Seafire II demonstrated superior performance at low altitude against the A6M-5 Zero. Allied fighters explicitly designed for carrier service, such as the Grumman F6F Hellcat, were generally larger and more rugged. The more potent Seafire III boasted improved climb rates and acceleration relative to these contemporaries. Late-war Seafire variants fitted with Griffon engines experienced significant performance gains over their Merlin-powered predecessors but introduced serious challenges due to increased engine power. The resulting torque required pilots to constantly correct flight controls to counteract rotational forces opposite to the propeller’s direction—a critical issue during takeoff and landing aboard carriers. Moreover, the Griffon engine’s anti-clockwise rotation caused a reduction in lift on the right wing at moderate speeds, sometimes leading to stalls. The heavier engine lengthened takeoff runs, posing risks on most British carriers with limited deck length. This additional weight also disrupted the carefully balanced center of gravity established by Mitchell in the original Spitfire design, deteriorating overall handling qualities. Ultimately, many of these complications were mitigated in the Seafire 47 model through adoption of a six-bladed contra-rotating propeller system.

Wartime service

File:Aircraft in hangar of HMS Argus (I49) c1942.jpg
Five Hawker Sea Hurricanes alongside a single Seafire stored aboard HMS Argus

Throughout 1942 and into 1943, Fleet Air Arm (FAA) squadrons gradually transitioned to operating the Seafire, ultimately supplanting the Sea Hurricane in active combat roles. Within the FAA, both Spitfires and Seafires were deployed across various squadrons, with Spitfires primarily assigned to training and land-based units. A total of twelve 800 series squadrons operated Spitfires and Seafires, including Nos. 801 NAS, 802 NAS, 808 NAS, 809 NAS, 879 NAS, 880 NAS, 884 NAS, 885 NAS, 886 NAS, 887 NAS, 897 NAS, and 899 NAS. Additionally, several Royal Naval Volunteer Reserve squadrons flew Seafires after the war, such as 1831, 1832, and 1833.

The Seafire's combat debut occurred in November 1942 during Operation Torch, the Allied invasion of North Africa, operating from multiple escort and fleet carriers. Notably, during this campaign, Seafires bore American star insignia—a practice discontinued after their withdrawal from the theatre. In July 1943, the aircraft provided air cover for the Allied invasion of Sicily and reprised this role in September during the subsequent invasion of Italy. The Seafire was chiefly responsible for maintaining continuous air defense over the beachheads throughout these operations. However, during the Italian campaign, roughly half of the task force’s Seafires became non-operational within four days, primarily due to accidents during landings.

In 1944, Seafires supported air cover for numerous bombing raids targeting the German battleship Tirpitz. During the June Normandy landings, several Seafire squadrons operated under RAF command from shore bases to identify inland targets for naval artillery strikes; control was reverted to the FAA in July. In August that year, Seafires played a role in supporting Allied ground forces during Operation Dragoon in southern France.

File:Seafire F XVII SX 336 wings up.jpg
Seafire F.XVII SX336, featuring folded wings to minimize storage space

In the latter stages of World War II, the Seafire increasingly participated in Britain's efforts within the Pacific campaigns. Serving aboard HMS Indefatigable, No. 887 and 894 Squadrons joined the British Pacific Fleet late in 1944. Due to limited operational range being a significant constraint in this theatre, many Seafires were equipped with auxiliary fuel tanks originally designed for Curtiss P-40 Warhawk aircraft. Given their strong high-altitude performance but limited ordnance capacity compared to Fleet Air Arm Hellcats and Corsairs, Seafires were primarily assigned critical defensive roles such as Combat Air Patrol (CAP) over naval fleets. In May 1945, they provided air cover during Allied landings at Rangoon as part of Operation Crimson. The type was heavily engaged in countering kamikaze attacks during and following the Okinawa landings. Seafires remained active within the Pacific Fleet until VJ Day, operating off Japan’s coast during the final months of hostilities.

The pinnacle of Seafire combat success occurred on 15 August 1945 when they shot down eight enemy aircraft while sustaining only one loss. Throughout the campaign, 887 Naval Air Squadron recorded 12 enemy kills, while 894 Naval Air Squadron claimed 10 kills along with two additional victories earlier in 1944 over Norway. The highest-scoring Seafire pilot was Sub-Lieutenant R.H. Reynolds DSC of 894 Squadron, credited with 4.5 aerial victories between 1944 and 1945.

Post-war operations

In the period immediately following the war, the Fleet Air Arm rapidly transitioned from Merlin-powered Seafires to those equipped with Griffon engines. As a result, the service initially introduced the Seafire Mk.XV and Mk.17 models; by 1948, the FAA began integrating the definitive Seafire variant, the Mk.47.

File:Supermarine Seafire 47 VP487.474 1833 Sqn WVTN 16.05.53 edited-2.jpg
Seafire F.47s of 1833 Squadron RNVR in active service, May 1953

In 1950, HMS Triumph embarked on a Far East deployment carrying 800 Naval Air Squadron with Seafire 47s alongside 827 Naval Air Squadron, which operated Fairey Firefly aircraft. Following the outbreak of the Korean War, HMS Triumph was redirected to support efforts to counter the North Korean advance. From July to September 1950, Seafires conducted ground attack missions and combat air patrols until HMS Triumph was relieved by HMS Theseus, which brought newer Hawker Sea Fury fighters into action. Throughout Korean operations, Seafires flew approximately 360 sorties, losing one plane to accidental friendly fire from a Boeing B-29 Superfortress and another due to a malfunctioning arrestor hook. The Seafire's airframe proved susceptible to damage under carrier landing stresses, with many aircraft developing rear fuselage wrinkling caused by hard touchdowns. After hostilities ceased and peacetime maintenance standards resumed, all but three of 800 Squadron’s Seafires were deemed unfit for service because of this structural wear.

Post-World War II, both the Royal Canadian Navy and French Aviation Navale acquired Seafires to operate from former Royal Navy carriers. Canada's fleet of Seafire Mk.XVs flew from HMS Warrior and subsequently HMCS Magnificent before being phased out in favor of Sea Furies by 1948. France received 65 Seafire Mk.IIIs, deploying 24 aboard the carrier Arromanches during its 1948 Vietnam mission amid the First Indochina War. These aircraft operated both from land bases and Arromanches itself on ground attack sorties targeting Viet Minh forces before withdrawal from combat in January 1949. Upon return to European waters, French units reequipped with Seafire XVs; however, these were soon replaced by Grumman F6F Hellcat fighters starting in 1950.

The Irish Air Corps maintained a number of Seafires after the war despite lacking a naval aviation branch or carriers. These aircraft were based at Baldonnel (Casement Aerodrome), with most naval-specific gear removed but retaining their folding wing capability. During the 1950s, an unsuccessful experiment attempted to reuse Merlin engines by installing one from a scrapped Seafire into a Churchill tank, replacing its original Bedford engine. The final Spitfire in Irish service was retired on 19 June 1954.

Operators

File:A Supermarine Seafire being brought up onto the flight deck of HMS FURIOUS, August 1944. A25076.jpg
A Seafire being lifted onto the flight deck of HMS Furious
File:Canadian Red Ensign (1921–1957).svg Canada
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Australia

Restoration / In Storage (Not Exhibited)
  • Seafire F Mk.XV SW800 (VH-CIH). Stored near Adelaide, South Australia. Retrieved from Brownhills scrapyard in the United Kingdom around 1991 and transported to Melbourne, Victoria.

Myanmar (Burma)

Static Exhibit
  • Seafire F Mk.XV PR376 / UB409. Displayed outdoors at the Defence Services Museum near Naypyidaw, which opened in 2016.

United Kingdom

File:Seafire 105-sx336 cotswoldairshow 2010 arp.jpg
Preserved Seafire SX336 F Mk.XVII at the Cotswold Air Show in 2010
Operational
  • Seafire LF IIIc PP972 (G-BUAR). Currently owned by Air Leasing Ltd. Manufactured in 1944 and initially assigned to the Fleet Air Arm's 809 Squadron before transfer to the French Aeronavale as aircraft number 12F.2 (later redesignated as 1F.9). Acquired privately in 1970, it was exhibited statically at the Resistance Museum in St Marcel by 1982. Restoration for flight began in 1988, leading to its registration as G-BUAR. Purchased by Air Leasing in 2012, restoration completed by 2015.
  • Seafire F Mk.XVII SX336 (G-KASX). Owned by Tim J. Manna based in Cranfield. Built by Westland Aircraft in 1946, it served with multiple Royal Navy units before being scrapped in 1955. Rediscovered in the 1970s as a bare fuselage by Spitfire historian Peter Arnold, it passed through several owners before restoration was finalized by Manna. The aircraft flew again for the first time post-restoration in 2006.
Static Exhibit

United States

Operational / In Storage
  • Seafire Mk.XVc PR503 (N503PR). This aircraft is owned by Wes Strickler and is stationed in Columbia, MO. The restoration work was completed by Jim Collins.
  • Seafire FR Mk.47 VP441 (N47SF). Owned by Jim Smith, it is part of his private collection housed at the Stonehenge Air Museum in Fortine, Montana. Ezell Aviation carried out its restoration.

Canada

  • Seafire F MkXVc PR451. Previously served with the Royal Canadian Navy. Currently exhibited as a static display at The Military Museums located in Calgary, Alberta, Canada (as of July 2022).

Specifications (F Mk.III)

File:Supermarine Seafire F17 3-view silhouette.jpg
Seafire F.46
Further information: Supermarine Spitfire variants: specifications, performance and armament.

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See also

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Notes

  1. ↑ Westland Aircraft Ltd, commonly known as Westland.
  2. ↑ Westland was responsible not only for production but also for much of the design development.

Citations

  1. ↑ Morgan and Shacklady 2000, pp. 505–6.
  2. ↑ Note: "observation" involved detecting enemy fleets and transmitting their position, course, and actions via "Wireless Telegraphy" (W/T), specifically Morse code, prior to the introduction of HF voice radio ("Radio Telephony"). To support navigation under potentially adverse weather conditions, these aircraft typically carried a second crew member.
  3. ↑ Note: "spotting" entailed monitoring artillery shell impacts and relaying corrections to naval guns using Morse code.
  4. ↑ Note: Pre-war territorial responsibilities divided between Britain and France assigned the Atlantic to British defense and the Mediterranean to French forces. Consequently, FAA fighters were expected only to operate in the Atlantic where German carrier-based opposition was not anticipated. Although Nazi Germany had begun constructing an aircraft carrier—the Graf Zeppelin—its completion was eventually abandoned.
  5. ↑ 5.0 5.1 Bachelor 1971, p. 229.
  6. ↑ Morgan and Shacklady 2000, p. 506.
  7. ↑ Morgan and Shacklady 2000, pp. 506–7.
  8. ↑ Morgan and Shacklady 2000, p. 507.
  9. ↑ Buttler 2004, p. 175.
  10. ↑ 10.0 10.1 10.2 10.3 10.4 10.5 Cite error: Invalid <ref> tag; no text was provided for refs named bae heri
  11. ↑ Bachelor 1971, pp. 229–230.
  12. ↑ Bachelor 1971, pp. 232–233.
  13. ↑ 13.0 13.1 Bachelor 1971, p. 230.
  14. ↑ Bachelor 1971, pp. 230–231.
  15. ↑ Bachelor 1971, pp. 231–232.
  16. ↑ 16.0 16.1 Bachelor 1971, p. 232.
  17. ↑ Morgan and Shacklady 2000, pp. 534–536.
  18. ↑ Stone, Phil. "The Seafire." Archived 5 July 2006 at the Wayback Machine The Supermarine Spitfire1 March 2006. Retrieved: 5 December 2009.
  19. ↑ Air International, Vol 15 No 4, pp. 177–181.
  20. ↑ Robertson 1973, pp. 194–196.
  21. ↑ Air International, Vol 15 No 4, pp.181–183, 185
  22. ↑ Air International, Vol. 15 No. 4, pp. 182–183.
  23. ↑ Air International, Vol. 15 No. 4, p. 183
  24. ↑ Robertson 1973, p. 198.
  25. ↑ Admiralty 1948, pp. 6–7.
  26. ↑ Robertson 1973, pp.198–200.
  27. ↑ Admiralty 1948, pp.8–9.
  28. ↑ Robertson1973,p200.
  29. ↑ Historyofwar.org
  30. ↑ Morgan and Shacklady2000,p576–587.
  31. ↑ Historyofwar.org

Bibliography

  • Admiralty. Pilot's Notes for Seafire 45 & 46: Mark 45 – Griffon 61 Engine; Mark 46 – Griffon 87 Engine: A.P 2290 F & G. Minister of Supply, 1948.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Andrews, C.F. and E.B. Morgan. Supermarine Aircraft since 1914. London: Putnam, 1987. ISBN 0-85177-800-3.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Bachelor, Len. Supermarine Seafires (Merlins). Windsor, Berkshire, UK: Profile Publications Ltd., 1971.
  • Brown, David. The Seafire: The Spitfire Adapted for Naval Service. London: Greenhill Books, 1989. ISBN 1-85367-039-1.
  • Brown, Eric. "Spitfires Adapted for Naval Operations". Air International, September 1978, Vol 15 No 3. pp. 143–146.
  • Brown, Eric. "Spitfires Adapted for Naval Operations: Part Two." Air International, October 1978, Vol 15 No 4. pp. 176–187.
  • Brown, Eric. Wings of the Navy. London: Pilot Press Limited, 1980. ISBN 0-7106-0002-X
  • Bussy, Geoffrey. Supermarine Seafire, Griffon-powered variants – Mks.F.XV, F.XVII, F.45, F.46 and FR.47 (Warpaint series No.20). Milton Keynes, Buckinghamshire, UK: Hall Park Books Ltd., 1999. Template:ISSN.
  • Buttler, Tony. British Secret Projects: Fighters and Bombers 1935–1950. Midland Publishing, 2004. ISBN 1-857801-79-2.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Freeman. Jon. Supermarine Seafire Mk.Ib – Mk.47. Wantage, Oxfordshire, UK: The Aviation Workshop Publications Ltd., 2004. ISBN 1-904643-07-8.
  • Morgan, Eric B. and Edward Shacklady. Spitfire: The History. Stamford: Key Books Ltd, 2000. ISBN 0-946219-48-6.
  • Price, Alfred. "Supermarine Spitfire (Griffon-engined variants and Seafire)" Wings of Fame, Volume 16, 1999, pp. 30–85. London: Aerospace. ISBN 1-86184-037-3.
  • Quill, Jeffrey. "Spitfire: a Test Pilot's Story". 1996; reprinted editions in 1998, 2001, 2005, and 2008; pp. 270–281. Crecy Publishing Ltd. ISBN 0-947579-72-9, alternate edition ISBN 0-947554-72-6
  • Robertson, Bruce. Spitfire: The Story of a Famous Fighter. Hemel Hempstead, Hertfordshire, UK: Model & Allied Publications Ltd., 1960; third revised edition in 1973. ISBN 0-900435-11-9.
  • Sturtivant, Ray and Theo Balance. The Squadrons of the Fleet Air Arm. Tonbridge, Kent, UK: Air-Britain (Historians) Ltd., second revised edition, 1994. ISBN 0-85130-223-8.
  • Sturtivant, Ray and Mick Burrow. Fleet Air Arm Aircraft 1939 to 1945. Tonbridge, Kent, UK: Air-Britain (Historians) Ltd., 1995. ISBN 0-85130-232-7.

External links

Template:Supermarine aircraft Template:Supermarine Spitfire

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