| Gannet | |
|---|---|
 A Royal Navy Fairey Gannet AS.4 | |
| General information | |
| Type | Anti-submarine warfare aircraft |
| National origin | United Kingdom |
| Manufacturer | Fairey Aviation Company |
| Primary users | Royal Navy |
| Number built |
|
| History | |
| Manufactured | 1953–1959 |
| Introduction date | 1953 |
| First flight | 19 September 1949 |
| Retired | 15 December 1978[1] |
| Variant | Fairey Gannet AEW.3 |
TheFairey Gannet is acarrier-borne aircraft that was designed and produced by the British aircraft manufacturer theFairey Aviation Company. It was developed for theRoyal Navy, being the first fixed-wing aircraft to combine both the search and strike portions ofanti-submarine warfare (ASW) operations to be operated by theFleet Air Arm (FAA).[2]
The Gannet was originally developed to meet aSecond World War era requirement for a dual-role ASW andstrike to equip the FAA.[3] It was a mid-wingmonoplane with atricycle undercarriage and a crew of three, with a doubleturboprop engine driving twocounter-rotating propellers. On 19 September 1949, the prototype Gannet performed itsmaiden flight. Four years later, it was brought into regular service with the FAA. The service would use the type from the majority of its aircraft carriers throughout theCold War. Various export customers were also secured for the Gannet, including theRoyal Australian Navy, theGerman Navy, and theIndonesian Navy, most of these operating the aircraft exclusively from land bases.
During the 1960s, the Royal Navy transitioned to using helicopters, such as theWestland Whirlwind HAS.7, for ASW operations. Accordingly, several Gannets were adapted to perform alternative operations, such as an airborneelectronic countermeasures platform andcarrier onboard delivery aircraft. Perhaps the most extensive variant of the type was theGannet AEW.3, which was developed as a carrier-basedairborne early warning platform and was operated exclusively by the FAA. The service disposed of its Gannets on 15 December 1978, roughly aligning with the withdrawal of the last of the Royal Navy's large fleet carriers.
According to the aviation historian H. A. Taylor, the origins of what would become the Gannet can be traced back to 1935, when theFairey Aviation Company started development of the unsuccessfulFairey Prince that used an unusual twin-engine arrangement.[4] Formal design work on the Gannet commenced in response to the issuing ofrequirement GR.17/45 in 1945, under which theAdmiralty sought a new twin-seat aircraft capable of performing bothanti-submarine warfare (ASW) andstrike missions.[3] Two rival aircraft manufacturers, Fairey andBlackburn Aircraft, opted to produce responses. Fairey's submission was known as theType Q orFairey 17 (these designations being sources from the naming of the requirement), while Blackburn's was theBlackburn B-54 / B-88.[2]
For 18 months, Fairey investigated the use of a singleRolls-Royce Tweedturboprop engine to power their proposed aircraft, however, this option was discontinued to concentrate on other efforts.[5][4] Instead, Fairey approached the engine manufacturerArmstrong Siddeley to develop a new engine based on the existingArmstrong Siddeley Mamba turboprop: theDouble Mamba (otherwise known as the "Twin Mamba").[6][4] This engine basically comprised a pair of Mamba engines that were mounted side-by-side and sharing a commongearbox. The proposal was enthusiastically accepted and formal design work on the engine stated in December 1945.[7]
The acceptance of this proposal enabled Fairey to develop a rather atypical propulsion arrangement for their proposed aircraft, which was normally only possible for a single engined aircraft.[8] Via the use of a pair of coaxial contra-rotating propellers fitted on the nose of the aircraft, various advantages were presented over conventional twin-engine counterparts; one engine could be shut down and its propellersfeathered without producing asymmetry and therefore control difficulties. Shutting down one of the two engines in flight would reduce fuel consumption and extend the aircraft's range.[8]
On 12 August 1946, Fairey was awarded an initial contract to produce twoprototypes; Blackburn also received a competing contract to build its own prototypes.[2] One reason for the ordering of multiple prototypes was so that alternative engines, such as theNapier Nomad, could be test flown, although some of these alternatives would never actually be fitted. Another reason was the relatively radical engine arrangement and the high proportion of original design features incorporated into the aircraft.[9]
On 19 September 1949, the prototype performed itsmaiden flight fromAldermaston outsideReading, flown by R. G. Slate; this milestone occurred ten months ahead of Blackburn's competing prototype. While some elements of the prototype proved relatively trouble-free, such as the Double Mamba engine, several early test flights had been troubled by flight control difficulties.[9] These issues, such as sharptrim changes, did not delay the next stage of testing, which commenced in November of that year at Fairey'sWhite Waltham facility. On 25 November 1949, the prototype crash-landed during an unstable landing, leading to three months of repairs.[10]
On 1 March 1950, flight testing resumed with the repaired prototype.[11] By this point, several of the handling issues had been appropriately remedied along with several other faults, yet difficulties with holding the nosewheel up during landings remained. Two months later, sufficient progress had been made to proceed with a formal assessment by naval test pilots atRAF Boscombe Down as well as to begun preliminary carrier trials.[12] On 19 June 1950, the prototype conducted the first deck landing by aturboprop aircraft onHMS Illustrious, piloted byLieutenant Commander G. Callingham.[13]
On 6 July 1950, the second prototype took to the skies, joining the flight test shortly thereafter.[13] As a result of changes to the operational requirements, this aircraft featured numerous changes from the first prototype, such as a third canopy for an additional crew member and an extendedbomb bay. To accommodate the latter, theradome had to be repositioned rearwards; the first prototype was modified to reflect these changes for the aerodynamic trials.[13]
In May 1952, the first prototype returned to Boscombe Down to conduct deck landing assessments and trials, having been configured to represent a production-standard aircraft by this point.[13] Changes included the repositioning of the main landing legs rearwards by 12 inches. Following a full series of handling trials, further carrier trials were performed aboardHMS Eagle.[13] On 13 March 1951, Fairey received an initial order for 100Gannet AS.1s from the British Government; this had been placed as a 'super-priority' on account of theKorean War. In 1953, quantity production of the type commenced.[14]
On 9 June 1953, the first production Gannet performed its initial flight fromRAF Northolt and was put to work in the latter stages of the flight test programme.[14] One serious flaw encountered during the later stage of trials was instances of compressor stalls; the type was grounded for two months while the propeller control system was modified accordingly.[15] One early production aircraft appeared at the 1953Society of British Aerospace Companies (SBAC) display atFarnborough. On 5 April 1954, four Gannets were formally handed over to the FAA atRNAS Ford.[16]
The development of several variants of the Gannet started relatively early. On 16 August 1954, the firstGannet T.2, a dedicated trainer variant made its initial flight; it was furnished with dual controls in the forward cockpits, with a retractableperiscope for the second cockpit, while the radar apparatus and scanner equipment were deleted.[17] Production of the Gannet was shared between Fairey's factories atHayes, Middlesex andHeaton Chapel,Stockport /Manchester (Ringway) Airport. During 1954, production commenced at Heaton Chapel, the first aircraft from this production line flew on 5 October of that year. That same month, tropical trials were conducted inKhartoum.[18]
During the late 1950s, an improved ASW model, theGannet AS.4, and itsT.5 trainer equivalent were developed.[19] The improvements included the fitting of an up-rated Double Mamba engine. Several were refurbished with new electronics and radar; these were re-designatedGannet AS.6.[19]
During 1958, the Gannet was selected to replace theDouglas Skyraider in theairborne early warning and control (AEW) role.[20] In order to accommodate the systems required for this new mission, the Gannet underwenta significant redesign that saw a new version of the Double Mamba installed, a new radome mounted under the aircraft, the tailfin increased in area, the undercarriage lengthened and the weapons bay removed. A total of 44 aircraft (plus a single prototype) of the AEW.3 version were produced.[21]
The Fairey Gannet is acarrier-borneturboprop-powered aircraft. It was typically operated by a crew of three, a pilot and twoaerial observers. The pilot was seated directly above the aircraft's Double Mamba engine and behind the gearbox and contrarotating propellers in a position that conferred a favourable view over the nose for carrier operations.[5] The first observer was seated underneath a separate canopy that was directly aft of the pilot's position. On the production aircraft, a second observer was also present in their own cockpit that was located over the wing trailing edge. This addition disturbed the airflow over thehorizontal stabiliser, necessitating the addition of small finlets on either side.[22]
The wing of the Gannetfolded in two places, forming a distinctive Z-shape on each side, to minimise its space requirements while being stowed onboard aircraft carriers. The first fold was upwards, at about a third of the wing span where the inboardanhedral (down-sweep) changed to the outboarddihedral (up-sweep) of the wing (described as an invertedgull wing). The second wing fold was downward, at about two-thirds of the wing span.[23] The length of the nosewheelshock absorber caused the Gannet to have a distinctive nose-high attitude, which was a common characteristic of carrier aircraft of the era.
The Gannet had a sizable internal bomb bay within the fuselage; it was the first British aircraft in FAA service to be capable of storing all its munitions (other than rockets) within an internal bomb bay.[24] Such munitions could includedepth charges,sonobouys,homing torpedoes,bombs, markers, andmines.Hard points beneath the outer wings could carry up to 16 Mk.8 or 24 Mk.5 rocket projectiles; other equipment included 100 gallon external fuel tanks.[24] The primary search apparatus was theair-to-surface-vessel (ASV) radar, which made use of a retractable radome positioned underneath the rear fuselage just to the aft of the bomb bay.[24]
The Armstrong Siddeley Double Mamba engine consisted of two Mamba engines that were mounted in a side-by-side arrangement and coupled through a commongearbox to coaxial contra-rotating propellers. Each engine drove its own propeller, and power was transmitted by a torsion shaft which was engaged through a series of sun, planet, epicyclic and spur gears to give a suitable reduction ratio and correct propeller-shaft rotation.[25] The ASMD.1 engine (2,950 hp; 2,200 kW) was used in the Gannet AS.1; ASMD.3 (3,145 hp; 2,345 kW) in the AS.4; and ASMD.4 (3,875 hp; 2,890 kW) in the AEW.3 variant. The Double Mamba engine could be run with one Mamba stopped and its propeller feathered, to conserve fuel and extend endurance when cruising; stopping one engine on a conventional twin-engined plane would normally create thrust asymmetry, whereas the centreline-mounted propeller arrangement avoided this.[13] The Mamba exhausts were situated on each side of thefuselage, at the root of the wingtrailing edge. The gas-turbine engine could run onkerosene, "wide-cut" turbine fuel ordiesel fuel, allowing the Admiralty to eliminate the dangeroushigh-octane petroleum spirit required to operate piston-engined aircraft from carriers.[26]
In FAA service, the Gannet generally wore the standard camouflage scheme of a Sky (duck-egg blue) underside and fuselage sides, with Extra Dark Sea Grey upper surfaces, the fuselage demarcation line running from the nose behind the propeller spinner in a straight line to then curve and join the line of the fin. Code numbers were typically painted on the side of the fuselage ahead of the wing;roundel and serial markings were behind the wing. The T.2 and T.5 trainers were finished in silver overall, with a yellow "Trainer band" on rear fuselage and wings.[citation needed]
During April 1954, deliveries of the Gannet AS.1 formally commenced. On 17 January 1955, the826 NAS became the RN's first operational Gannet squadron, which promptly embarked on the modernised aircraft carrierHMS Eagle.[18] During its initial at-sea deployment in theMediterranean, no serious issues were encountered with the Gannet aside from the standard teething issues. Later that same year, theRoyal Australian Navy (RAN) stood up their first two Gannet squadrons.[27]
The RAN ultimately operated 33 Gannet AS.1 and three T.2 trainers.[28] They were primarily flown from the aircraft carrierHMAS Melbourne as well as the shore baseHMAS Albatross nearNowra, New South Wales. During 1967, the RAN withdrew its surviving 24 Gannets from service.[28]
By the mid-1960s, the Royal Navy's Gannet AS.1 and AS.4 models had been replaced by theWestland Whirlwind HAS.7 helicopters. FAA Gannets continued to operate aselectronic countermeasures (ECM) aircraft: theECM.6. Several Gannet AS.4s were converted toCOD.4s forCarrier onboard delivery—the aerial supply of mail and light cargo to the fleet.
Starting in May 1958,West Germany'sNavy commenced operations of the Gannet AS.4; the country would obtain 15 Gannet AS.4s and a single T.5.[29] German Gannets operated as the ASW squadron ofMarinefliegergeschwader 2 (2nd Naval Aviation Wing) from Jagel andSylt. During 1963, the squadron was reassigned to MFG 3 atNordholz Naval Airbase, where they remained until replaced by the newer and largerBreguet Br.1150 Atlantic three years later.
During January 1959,Indonesia ordered 18 Gannet AS.4 and T.5s for the they received 17 AS4 (converted from AS1) and 2 Trainers (also upgraded)Indonesian Navy.[30] These were purchased from Fairey via theMinistry of Supply and were re-modelled from existing Gannet AS.1s and T.2s prior to delivery. Several were used as ground-based trainers only.[31] Additional Gannets were later acquired by other countries.
Tests on the harness restraint system in the Gannet were carried out after a midflight failure due to the release cables binding. The accident was the result of an unrelated engine failure, but the primary issue was the failure of the harness quick-release mechanism.
A brief report inCockpit, Q4 1973, concerning the accident:
A Gannet was launched at night from Ark Royal and climbed to 4,000 ft. Shortly afterwards the starboard engine ran down to 60%. Attempts to feather and brake the engine, and a subsequent re-light were unsuccessful and the aircraft was unable to maintain height. (It is considered that the most likely cause of the accident was disconnection of the HP cock linkage). Both observers bailed out at 1,800 ft, but when the pilot, Lieutenant Keith Jones, tried to bail out he could not free himself from the 'Negative g' strap. However, the rest of the harness had fallen clear and so the pilot was committed to a ditching without any restraint from shoulder or lap straps. This was successfully accomplished and the aircrew were all recovered safely and uninjured ...Although the ditching was successful, the most disturbing factor of the accident was the inability of the pilot to release himself from 'Negative g' strap ...[39]
_in_1965.jpg)
| Type | Role | Number built | Notes |
|---|---|---|---|
| Type Q | Anti-submarine warfare | 3 | Three prototypes were ordered, two in August 1946 and one with a rear cockpit mockup was ordered in July 1949. The firstVR546 first flew on 19 September 1949 followed by the secondVR577 on 6 July 1950. The thirdWE488 first flew in May 1951 and all three were powered by the Double MambaASMD.1. |
| AS.1 | Anti-submarine warfare | 183 | |
| T.2 | Dual control trainer version ofAS.1 | 38 | 1 converted fromAS.1 |
| AEW.3 | Airborne early warning | 44 | Separate build |
| AS.4 | Anti-submarine warfare | 75 | 1 converted fromAS.1 |
| COD.4 | Carrier onboard delivery | 6 | Converted fromAS.4 |
| T.5 | Dual control trainer version ofAS.4 | 11 | 3 converted fromT.2 |
| ECM.6 | Electronic countermeasures | 9 | Converted fromAS.4; initially classed asAS.6 |
| AEW.7 | Airborne early warning | 0 | Proposal for radical upgrade ofAEW.3[40] |
_in_May_1958.jpg)
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Data fromBritish Naval Aircraft since 1912[77]
General characteristics
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