| Fairey Gannet |
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| british asw aircraft 1940-1949 | |
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The Fairey Gannet is a Carrier-borne Anti-submarine Warfare and Airborne Early Warning aircraft of the immediate post World War II -era developed for the Royal Navy Fleet Air Arm . It has a conventional monoplane mid-wing and tricycle undercarriage. The Pilot sits over the Gas Turbine Engine atop the Fuselage and behind the double, co-axial, contra-rotating Propellor s; the one (or two) crew sit in additional cockpit stations behind the pilot. The second crew member sat in a separate fuselage "bubble" facing the tail. The Gannet's wings fold in two places to form a distinctive Z shape on each side. The first fold is at about 1/3 of the wing length where the inboard Anhedral (down-sweep) changes to the outboard Dihedral (up-sweep) of the wing . The second wing fold is at about 2/3 of the wing length. The length of the nose wheel oleo strut causes the Gannet to have a distinctive nose-high attitude, a common characteristic of carrier aircraft. The Gannet has been called "the ugliest aircraft in the world". HISTORY Development. The Gannet was built in response to the 1945 Admiralty requirement GR.17/45, for which prototypes by Fairey ("Type Q") and Blackburn B-54 / B-88 ("YB.1") were built. The prototype first flew on 19 September , 1949 and made the first deck landing by a Turboprop aircraft, on HMS ''Illustrious'' on 19 June 1950 , by pilot Lieutenant Commander G. Callingham. After a further change in operational requirements, with the addition of a radar and extra crew member, the type entered production in 1953 and initial deliveries were made of the '''AS.1''' variant at RNAS Ford in April 1954 . A trainer variant ('''T.2''') first flew in August 1954 . The RN's first operational Gannet squadron ( 826 ) was embarked on HMS ''Eagle'' . The initial order was for 100 aircraft. The total built is reported to be 441. Operational history. An Airborne Early Warning variant ('''AEW.3''') used the AN/APS 20 radar in a bulbous radome suspended beneath the body. This variant first flew in August 1958 , with trials carried out with HMS ''Centaur'' in November. For stability, it required a redesigned fin and rudder together with the small vertical fins on the tailplane fitted to the other versions. By mid-1960, the AS.1s and AS.4s were replaced by the Westland Whirlwind HAS7 with some Gannets continuing as an Electronic Countermeasures ECM.6 variant. Some AS.4s were also converted as '''COD.4'''s for Carrier Onboard Delivery . These were extended in service until finally scrapped, with the radars re-used in the Royal Air Force Avro Shackleton s. The Gannet was sold into service with the Royal Australian Navy (AS.1 - 36 aircraft) flying from the Aircraft Carrier HMAS ''Melbourne'' and the shore base HMAS ''Albatross'' near Nowra , New South Wales . The German Navy bought the AS.4 and T.5 variants. Indonesia bought some AS.4 and T.5 variants (re-modelled from RN AS.1s and T.2s), in 1959 . Some Gannets were later acquired by various other countries including Czechoslovakia and Chile . Markings. (See photos) The Gannet is mostly seen in the distinctive Pastel green fuselage colour, with highlights of darker (olive) green on the top and sides of the fuselage running from the nose behind the propellor boss in a straight line to then curve and join the line of the vertical stabiliser (tail). The wings are also painted in the darker green. Side numbers are typically painted on the side of the fuselage ahead of the wing; roundel and service markings are behind the wing. ]] ENGINE After considering and discounting the Rolls-Royce Merlin (actually, twin Merlins) due to size, the Fairey decided to install an engine plant based on the Armstrong-Siddeley Mamba. A Double Mamba (also commonly called the "Twin Mamba") was selected, driving two counter-rotating Propellor s through a common Gearbox . The ASMD.1 engines (2,950hp) were used in the AS.1, ASMD.3 engines (3,145hp) inn the AS.4, and ASMD.4 (3,875hp) in the AEW.3 variant. The Double Mamba engine could be cruised with one of the engines stopped, to conserve fuel and extend endurance. It has been said by pilots that, while this was possible, it was inadvisable at low altitude -- in case the operating engine stopped for some reason. This happened frequently enough to be a 'known fault', and created considerable ''dis''quiet for the crew while that or the other engine was restarted. AIRFRAME AND HANDLING ISSUES At least one Gannet accident was attributed to the vibration from the engine causing fatigue cracking of the tail, to the extent that the tail separated inflight. There is no known case of the tailplane separating in flight in RN service . Fatigue cracking of the tailplane attachment frame occurred on a number of AS Mk 1 and T2 aircraft due to buffet in the flaps up stall. In the worst case one tailplane attachment fitting broke away allowing the tailplane to move in roll several degrees. The aircraft landed safely. The attachment frames of all aircraft were extensively reinforced after this incident. SPECIFICATIONS (GANNET AEW.3)
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