THE SWORDFISH IS BORN

Work was immediately started on a second prototype, with amendments to ensure better response in a spin. These included lengthening the rear fuselage by some four feet, enlarging the vertical tail surfaces, and adding strakes to the rear fuselage to ensure airflow was directed over the rudder during a spin. The wing planform was also adjusted, with the lower wing no longer swept, and the upper wing area and shape altered slightly thanks to the leading edge being squared off at the tip, which also allowed for the anti-stall slats to be lengthened and extended almost to the tip. The Townend ring around the circumference of the engine was of broader chord, and incorporated an exhaust collector ring in the leading edge. This revised design was designated TSR II.

According to H.A. Taylor, “By giving top priority to the project and cutting right across normal works procedures so that assemblies were made in any convenient part of the factory as the drawings came through the TSR II, prototype for the Swordfish, was completed and flown in seven months.”2

The first flight of the new machine was made on 17 April 1934 a remarkable turnaround, which effectively kept Fairey in the competition alongside Blackburn and Gloster.

2Contractor’s trials were carried out by Fairey until June, when the aircraft was passed to the Aeroplane and Armament Experimental Establishment (A&AEE) for initial tests, by which time it had been allocated the serial K4190. These tests were necessarily brief, as catapult tests at RAE Farnborough and deck-landing trials aboard HMS Courageous had to be fitted in. The TSR II returned to Martlesham for more extensive A&AEE trials in August, Flight Lieutenant Duncan Menzies picking up the aircraft from Hayes on 3 August 1934. By now, all three TSR competitors were at Martlesham, and the test pilots there were able to assess them back-to-back.

Other than a few handling niggles, the Fairey showed up well. Fortunately, the changes made to the design after the loss of the first TSR were effective, and recovery from spins could be effected quickly and easily. The aircraft left Martlesham in October 1934 while the Blackburn and Gloster continued testing there, but the A&AEE report was not completed until April 1935. The report must have been well received as an order for three more prototypes and a production batch of 86 aircraft was placed shortly afterwards. To put this in perspective, the Blackburn Shark received an initial production order of just 16 aircraft (and even the second production batch was only for

The prototype Fairey TSR II as it was originally rolled out in May 1934, with a two-blade propeller, a Townend ring with bulges over the cylinder heads, and prominent anti-spin strakes on the rear fuselage, and as fitted with float undercarriage operating off the Hamble in November that year. (Author and Menzies family)

53 machines). Both the Blackburn and the Fairey had proved superior to the Gloster, which did not proceed beyond prototype stage.

On acceptance by the Air Ministry, the TSR II received the formal name ‘Swordfish’. (The naming policy for Fleet Air Arm aircraft at the time was for TSRs to be named after predatory fish, and for fighters to be named after seabirds.) An order for a second, even larger, batch of 104 aircraft was placed in 1935, with 150 more ordered two years later, by which time the Swordfish was the sole torpedo bomber in FAA service.

The first of the three pre-production aircraft, K5660, was completed in December 1935; K5661 and K5662 followed in January 1936. One of the first people to fly these aircraft was Flight Lieutenant Menzies, who had been heavily involved in the A&AEE trials on the three TSR aircraft, but had moved to Fairey Aviation in the meantime. His logbooks show the extent of manufacturers’ trials of the first three production-spec Swordfish as they became available over the first few months of 1936 from Great West Aerodrome, joined occasionally by K4190. Particular attention during this phase was paid to the ailerons, which were light and effective at all speeds but had a tendency to snatch during the stall. The ailerons could be drooped to provide something of the effect of a wing flap, but in reality, this was barely effective and rarely used. General handling was still being addressed, as was lateral and longitudinal stability (the Martlesham tests had indicated some instability in the dive with the centre of gravity near the aft limit). ‘Flettner strips’ (a projecting strip along the trailing edges of a control surface) were tested on ailerons and elevators in an effort to perfect control. The anti-spin strakes evidently turned out to be unnecessary, and they did not appear on production aircraft.

In March, K5662 was fitted as a floatplane, and company testing moved to Southampton Water. Meanwhile, early production aircraft began to