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Aviation History
1953
1953 - 1313.PDF
2 October 1953 Impression of the six-engmed flying-boat project of 1930. Seafires and a Sea Otter aboard H.M.S. "Vengeance." wings. Next came me Mk XV, with Griffon engine; then the Mk XVII, with rear-view canopy and sting-type arrester hook. The Mk XVIII had an engine change and the Mk 45 was really a Naval version of the Spitfire 21. A rear-view hood characterized the Mk 46, and the 47 (which, like some 46s, used contra-rotating airscrews) had folding wings and other improvements. The main volume of Spitfire and Sea fire experimental flying was the responsibility of Supermarine's Experimental Flight Test Department at Worthy Down, and later at High Post. Here as many as 30 aircraft, engaged on various forms of experimental flight-test work, were sometimes to be seen together. Space does not allow a detailed citation of the war record of the Sea Otter and Walrus, though this was a fine one, as many a ditched crew-man will bear enthusiastic testimony. It would, of course, be an overstatement to assert that the Sea Otter was a lineal descendant of Pemberton Billing's P.B.I; but it is certainly true to say that this machine (and, for that matter, the later Seagull monoplane also) can trace its ancestry directly back to the old AD. boat and biplane Seagull. Affectionately known to al! at Supermarines as "Dumbo," and built to Air Ministry Specification S.24/37, a torpedo/bomber/ reconnaissance machine was tested during 1943, completion of the two prototypes having been delayed by Spitfire and Seafire development and production. The most remarkable feature of mis wooden monoplane was a variable-incidence wing, from which a wealth of flight data—invaluable in the development of the Seagull monoplane—was forthcoming. Though diving tests had shown that the Spitfire possessed remarkably good Mach number characteristics, it was considered that a new wing would be advantageous. Thus the Spiteful was created—a strikingly handsome machine, though lacking some of the Spitfire's daintiness. It used a deeper, suffer fuselage, con ferring improved pilot-vision and—of greater importance— incorporated a tapered, laminar-flow wing. Production of the Spiteful was in hand when the war ended, but die type never saw active service, nor indeed was it ever issued to a squadron. It made its mark, however, in 1947, by achieving 494 m.p.h on the level—the highest speed recorded under such circumstances by a piston-engined machine in this country, or possibly in the world. The Seafang was die Naval version, almost identical in appearance. So promising were the high-speed qualities of die Spiteful that Specification E.10/44 was issued for a Nene-turbojet fighter to use a similar wing. The first flight of this projectile-like machine was made by Jeffrey Quill in July, 1946. Two further examples were built to Specification E.l/45 and flown in 1947, and, after searching trials with these, the Attacker (as die new type was eventually named) was ordered for service with die Royal Navy. Equipment of the first squadron began in August, 1951—some 34 years after M. J. Lithgow (who was appointed chief test pilot during 1948) had taken the first prototype round a 100-km closed-circuit at the record speed of 564.881 m.p.h. Post-war development was not concerned with jet fighters alone; an appealing two-seater trainer variant of the Spitfire was developed, and the Sea Otter was converted for civil use. Both typss were exported. Intended to succeed die "Otter" in die Naval air /sea rescue rdle (though helicopters eventually took over die commitment), the Seagull monoplane amphibian was test-flown in 1948. Griffon-powered, it embodied a variable-incidence wing and demonstrated the remarkable speed range of 54-260 m.p.h. In 1950, L. R. Colquhoun, flying a Seagull, set up a 100-km closed-circuit record for amphibians at 241.9 m.p.h. This record still stands. Not unnaturally, having regard to past achievements, jet fighters became the company's main line of business. It soon became clear that, efficient as was die Spiteful/Attacker wing, further increases in speed must be sought wiui die aid of sweepback, so new designs were put in hand and in December, 1948, a "swept Attacker," bearing Supermarine Type Number 510, took die air. In "navahzed" form this was to become die first swept-wing fighter to land aboard an aircraft carrier. The date was November 8m, 1950, and die ship H.MS. Illustrious. Wiui an afterburner die 510 became die 528, and with a nosewheel undercarriage (in which form it appeared at die S.B.A.C. Display of 1950) die 535. In die 535 is seen die last link in die chain before the 541, or Swift, die maiden flight of which took place on August 1st, 1951. Differing from its forerunner in having a Rolls-Royce Avon axial-flow unit in place of die centrifugal Nene, die first Swift was prevented by bad luck and a belly-landing (made by test pilot "Dave" Morgan, under die most creditable circumstances) from appearing in me S.B.A.C. Display of 1951; uius, it could not be compared with its rival, die Hawker P.1067—now famous as die Spitfire IXs operating from a newly occupied airfield in the Naples area.
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