United Kingdom (1940)
Carrier-Based Fighter Number built: 600
In the late 1930s, the British Royal Navy was in desperate need of a modern carrier-based fighter. No existing aircraft in the British inventory could effectively fulfill this role; fortunately, the aircraft manufacturer Fairey was developing a versatile light bomber. Upon closer examination, it became clear that this aircraft could be adapted for carrier operations. The result was the Fairey Fulmar, which entered service in 1940.
History
By the late 1930s, Japan was expanding across Asia, and there were increasing signs that a new war in Europe was on the horizon. This prompted nations such as the United Kingdom to invest in new military developments, focusing on new weapons, aircraft, and nascent technological fields which might yield decisive advantages. The Royal Air Force (RAF) saw a surge of new aircraft designs, some of which would prove to be war-winning weapons, such as the Spitfire and Hurricane fighters.
In contrast, the British Royal Navy struggled to find a suitable fighter aircraft to protect its ships. Few existing designs met the requirements, and while some older designs still had some use left in them, like the venerable Gloster Gladiator, the need for modern fighters was becoming apparent. The main airborne threats were maritime patrol aircraft that could reveal the position of the Royal Navy’s fleets, but with rapid advancements in aviation happening year over year, new dangers were soon to emerge.
Ruggedness, endurance, and advanced navigational equipment were key aspects of carrier-based fighters, but for a short-legged, landbased day fighter, these design goals were secondary at best. As a result, the Royal Navy’s requirements for a new fighter prioritized long-range radio navigation equipment and a multi-crew design. While these additions reduced the aircraft’s speed, the trade-off was considered necessary for the sake of improved coordination and operational effectiveness. In addition, the new fighter needed to carry enough fuel for a flight of at least three hours.
Developing an entirely new design was likely to take years, and given the rising tensions in Europe, the Navy wanted a solution as soon as possible. Fortunately for them, the RAF had been experimenting with a high-speed light bomber concept. In response, several companies, including Fairey Aviation and Hawker Aircraft, submitted proposals, the Fairey P.4/34 and the Hawker Henley.
However, before either of these designs reached flight testing, the RAF abandoned the fast bomber concept altogether. The Navy, on the other hand, remained highly interested in a potential fighter based on the designs. Both aircraft demonstrated impressive speed and an endurance of over four hours, making them strong candidates for the naval fighter role the navy was seeking.
To further improve their options, a third aircraft, the Phillips and Powis M.9 Kestrel, was included in the evaluation as a private venture. However, as it was initially intended as a trainer, it lacked the long-range capabilities required for naval operations and was quickly rejected.
In January 1938, after meeting with representatives from the Air Ministry, it was suggested that the Navy select the Fairey entrant as the winner. This recommendation was not based primarily on overall performance, but rather on Hawker’s already overloaded production schedule. The company was heavily engaged in manufacturing the much-needed Hurricane fighter and could not afford to divert time and resources to another project.
After analyzing its limited options, the Navy agreed to the proposal but issued a series of requirements for the new fighter. Among these were an endurance of six hours at a speed of 220 km/h (138 mph) and three hours at 427 km/h (265 mph), all at an altitude of over 3,000 meters (10,000 feet). The aircraft’s armament was to consist of at least eight 7.62 mm (0.303 in) Browning machine guns. Navy officials determined that a rear-mounted machine gun would not be necessary. While not specifically intended for attacking enemy ships, the aircraft was to be capable of carrying two 113 kg (250 lb) bombs if needed.
A more significant requirement was that the fighter should be adaptable for floatplane operations, with the ability to be equipped with floats in the field by a four-man crew in a relatively short time. Additionally, the aircraft had to be built with a sufficiently strong structure to allow for carrier landings and catapult launches.
In February, representatives from the RAF and the Navy met to discuss the proposal further and refine the specifications. During these discussions, several additional modifications were agreed upon, including raising the canopy to improve visibility during landings, and the rear observer/navigator’s compartment was to be equipped with the necessary navigational instruments. If these requirements were met, production was estimated to begin in September 1939, with a planned output of 8 aircraft per month. The new fighter was designated as Fairey Fulmar.
In March 1938, Fairey was informed of the Navy’s request for a new fighter aircraft. After examining the details, Fairey’s engineers began assessing whether the necessary modifications could be made without compromising the aircraft’s performance. By May, they informed Navy officials that their P.4/34 prototype could be adapted for the role. Following this, Fairey received a production order for 127 aircraft. Interestingly, the contract did not include the construction of an additional P.4/34 prototype for testing.
However, the project came to a halt that same month. The main issue was that Fairey was already overwhelmed with other commitments. The P.4/34’s designer, Marcel J. O. Lobelle, was instead assigned to work on the Fairey Barracuda and Albacore torpedo bombers. With his focus diverted, he was unable to dedicate time to yet another project. Despite this setback, work on the fighter continued, albeit at a slow pace.
The Munich Crisis of September 1938, in which Britain and France negotiated the fate of Czechoslovakia with Germany, further heightened tensions in Europe. With the possibility of war increasing, the order for the new fighter was expanded to 250 aircraft. However, given the existing delays, Fairey informed Navy officials that production could not commence before March 1940, seven months later than originally intended. To compensate for lost time, the monthly production was to be increased to 25 aircraft and carried out at the newly constructed Stockport factory.
First Production Aircraft
During the spring of 1939, the P.4/34 prototype was modified and tested as a potential new fighter. Following its success, two more pre-production aircraft were completed in late 1939. The first of these underwent flight testing in January 1940, while the second was not tested until May of that year. The delay occurred because the designers wanted to evaluate the installation of the Rolls-Royce RM3M engine. However, despite this test, the production aircraft that were to be gradually introduced were to be powered by the Merlin VIII engine instead.
Testing of the first aircraft revealed that its performance was below expectations. It achieved a maximum speed of 410 km/h (255 mph), which was lower than intended, and its climb rate was also deemed insufficient. More importantly, its operational endurance was an hour below the originally promised six hours. The primary issue was that once armament and additional equipment were installed, the aircraft’s weight increased considerably, which negatively impacted its overall performance.
On the 6th of April 1940, the first production aircraft underwent flight testing at the Aeroplane & Armament Experimental Establishment in Boscombe Down, Wiltshire. The aircraft was described as pleasant to fly and highly responsive. However, much like the prototype, its performance was subpar compared to modern land-based fighters.
Further testing was conducted by No. 770 Squadron, a trial unit stationed at Lee-on-Solent Naval Air Station. The aircraft arrived at its unit on May 10, 1940—the same day Germany launched its invasion of Western Europe. There, it was used for takeoff and landing trials, both on solid ground and on a wooden dummy flight deck designed to simulate aircraft carrier runways.
In early June 1940, the aircraft underwent flight tests aboard the newly built HMS Illustrious. The Fairey Fulmar proved easy to land, thanks to its excellent forward visibility and responsive controls. However, during takeoff, pilots noticed a tendency for the aircraft to veer to the left.
Despite its mediocre capabilities, and with no viable alternative available, the Fairey Fulmar was put into production. Manufacturing began in April 1940, and between April and December of that year, approximately 159 aircraft of this type were built.
Improved Mk. II Model
As Fulmar production was underway, Fairey proposed an improved variant. Essentially, it was the same aircraft but powered by a 1,260 hp Merlin 30 engine. Additionally, it was estimated that the new model could have its weight reduced by approximately 160 kg (350 lb). Once approval was granted, Fairey modified one of its already-built Fulmar aircraft to create the prototype for the new version, designated as the Fulmar II (Mk. II). The prototype modification was completed by the end of 1940, and flight testing began after nearly a month. The conversion proved successful and straightforward, requiring no major retooling of the production process. As a result, manufacturing soon transitioned to the new Fulmar II. However, despite the more powerful engine, its overall performance saw only marginal improvement. The aircraft built using older airframes, but fitted with the new engine, were designated as Fulmar I/II. By February 1943, a total of 600 aircraft of both variants had been produced.
Night Fighter Role
When the war in Europe began, Britain was among the many countries that lacked a dedicated night fighter. By 1940, the situation had not improved significantly. In particular, night raids by the Italian Air Force inflicted damage on several British ships stationed in the Mediterranean. The Royal Navy’s Fulmar fighter was ill-equipped to counter these nighttime attacks, and naval officials requested Air Interception Radar Mk. VI sets from the RAF. However, the experiment proved disappointing, as the radar performed poorly at the low altitudes where anti-ship attacks were conducted.
From 1942 onward, the older Mark IV radar system replaced the Mk. VI. This upgrade involved installing three antenna masts on the wings and in front of the aircraft. Unfortunately, this installation further reduced the Fulmar’s already slow speed by an additional 32 km/h (20 mph). Due to these challenges, none of the 100 modified aircraft were deployed to the front lines until February 1944, and it remains doubtful whether they ever saw combat.
While the Fulmar failed in its night fighter role, approximately 50 aircraft were repurposed as night-fighter trainers, making up half of the originally modified night-fighter fleet.
Long-Range Reconnaissance Role
Beginning in April 1942, some Fulmars were tested with lightweight H/F W/T radio sets. The installation proved successful, leading to further modifications for use as long-range reconnaissance aircraft equipped with improved radio equipment. These aircraft were primarily deployed for extended patrols over the Indian Ocean.
In Combat
Northern Europe
As the first Fairey Fulmars entered service in 1940, Europe was already engulfed in war. The first operational unit to receive the aircraft was No. 806 Squadron. Initially, Fulmars operated from airfields in the UK, from which they were deployed to support the defense of Norway, and later played a role in the evacuation of Allied forces from Dunkirk. Their first assigned aircraft carrier deployment was aboard the newly commissioned Illustrious, beginning in August 1940.
Later in 1941, Fulmars were used to patrol, and escort convoys bound for the Soviet Union in the North Sea. While engagements with enemy fighters were rare, one notable encounter took place in late July 1941. During this engagement, a group of Fulmars intercepted German aircraft, resulting in the destruction of two Bf 109s and one Me 110. However, the Fulmars suffered losses as well, with two aircraft being shot down in the process.
Additional units were formed as more aircraft became available. Interestingly, some Fulmars from No. 804 Squadron were assigned to operate from Fighter Catapult Ships, escorting Atlantic convoys. These were actually modified merchant ships equipped with catapult rams. Once the fighter was launched, the pilot was to fly it until he ran out of fuel. After that, the pilot would use his parachute or ditch the aircraft in the path of a ship that could recover him.
The last recorded sortie from an aircraft carrier occurred on the 8th of February 1945. On that day, a Fulmar night fighter was dispatched to intercept an enemy aircraft approaching a convoy destined for the Soviet Union. However, en route to its target, the Fulmar’s radar equipment malfunctioned, forcing the pilot to return to the carrier. During landing, the aircraft missed the arrestor wire and instead crashed into the safety barrier.
Mediterranean Theater of War
As production increased, additional units were formed. Such as No. 804 Squadron, which was assigned to operate Fulmars from merchant ships fitted with catapults, escorting Atlantic convoys. These vessels would launch the aircraft when an enemy target was identified. Between June and September 1940, this tactic saw limited use, with the Fulmars managing only to inflict minor damage on a German Fw 200 bomber. The Fulmars also participated in the hunt for the German Bismarck battleship but played a minor reconnaissance role.
Their combat service was primarily seen in the Mediterranean, and in September 1940, HMS Illustrious was deployed to that theater of war. At the time, the British Navy operating there lacked any form of fighter support. This role was then fulfilled by the 18 aircraft of No. 806 Squadron.
For the remainder of the year, the squadron was mainly tasked with targeting Italian reconnaissance aircraft and enemy bombers. Despite their limited numbers, they managed to shoot down 26 Italian aircraft by the end of 1940. This success was achieved by effectively coordinating their operations with Illustrious‘ radar system.
However, the situation changed drastically in 1941 when the German Luftwaffe arrived in greater numbers. Illustrious was heavily damaged, forcing No. 806 Squadron to relocate—first to Malta and then to Crete in February 1941. There, they were attached to another carrier, Formidable, and effectively merged with No. 803 Squadron.
The squadron continued operations from Formidable until May 1941, when the carrier was severely damaged by German attacks. By that time, the Fulmars had managed to shoot down at least 56 enemy aircraft, but these successes came at a cost—more than half of their already limited numbers were lost.
In April 1941, the aircraft carrier Ark Royal was tasked with protecting Gibraltar, supported by No. 807 and No. 808 Squadrons. These squadrons remained active until August 1941, when Ark Royal was sunk. Following its loss, No. 808 Squadron was disbanded, while No. 807 Squadron continued operating in the area. They were primarily assigned to patrol missions, occasionally engaging German submarines. In June, while conducting operations around Malta, they managed to shoot down five enemy aircraft but suffered the loss of three of their own. Afterward, they were redeployed to the United Kingdom.
During August 1942, No. 807 Squadron played a role in protecting a supply convoy to Malta. The British forces were supported by 18 Fulmars from No. 809 and No. 884 Squadrons. Between the 11th to 12th of August, intense battles with Axis fighters took place. The Fulmars successfully shot down at least two enemy aircraft but lost three of their own in the process.
On a few occasions, they also engaged Vichy French aircraft near Syria. In one such encounter, a group of Fulmars clashed with French D.520 fighters. Although they failed to bring down any of the French aircraft, the British lost three of their own.
Deployment to China Bay
In February 1942, a small contingent of Fairey Fulmar aircraft was dispatched to China Bay to support the Royal Air Force’s General Reconnaissance No. 273 Squadron. The Fulmar equipped two squadrons, No. 803 and No. 806. No. 803 Squadron suffered heavy losses in April 1942 when four of its six aircraft were shot down during an engagement with Japanese fighters. However, the squadron managed to achieve one air victory during the battle.
On April 9, the Fulmars saw action again when they engaged Japanese bombers attacking the British aircraft carrier HMS Hermes. Despite being at a disadvantage, they successfully shot down three enemy bombers but lost two of their own aircraft in the process.
End of Service
By 1943, most Fulmar aircraft that had been deployed as day fighters were withdrawn from frontline service. The remaining aircraft were repurposed for training or used as second-line night fighters for the remainder of the war. As the war in Europe neared its end, nearly all Fulmars were replaced by the improved Fairey Firefly. In total, approximately 40 Fulmars were lost in combat by the war’s conclusion.
Technical characteristics
The Fulmar was a single-engine, all-metal carrier-based fighter. Its monocoque fuselage was constructed using metal panels placed over a tubular framework. A similar design approach was employed for the rest of the aircraft, including the wings and tail assembly.
Since the aircraft was intended to operate from smaller aircraft carriers, where space was limited, its wings needed to be foldable to maximize available room. As a result, the inner section of the wings was fixed to the fuselage, while the outer sections were designed to fold back efficiently against the sides of the aircraft. The tail assembly followed a more conventional design, featuring two horizontal stabilizers and a single vertical stabilizer.
The first prototype developed from the P.4/34 was powered by a 1,030 hp Rolls-Royce Merlin II V-12 engine. It was later replaced with a slightly more powerful Merlin VIII engine, producing 1,080 hp. With this upgrade, the aircraft achieved a maximum diving speed of 724 km/h (450 mph) and a cruising speed of 398 km/h (247 mph). The final improved variant was instead equipped with a Merlin 30 engine, delivering 1,300 hp. This modification increased the cruising speed to 417 km/h (259 mph).
Beneath the fuselage, there were sets of catapult spools along with an arrestor hook. These components were essential for launching the aircraft from a carrier. The arrestor hook featured a V-shaped design and was secured in place by a snap lock. The pilot could release it when needed, and when not in use, only a small portion of the hook remained exposed.
The cockpit consisted of a position for the pilot and a rear, extended radio operator/observer cabin. To provide the best forward visibility, the pilot’s canopy was slightly elevated. The remaining crew compartment was fully glazed to ensure the best possible view of the surroundings. Given the distance between them, the crew communicated using a speaking tube or, when necessary, a sidetone. However, due to engine noise, the latter method was not always the most effective.
The armament of this aircraft consisted of eight 7.62 mm machine guns mounted in the wings. Each gun was initially supplied with 750 rounds of ammunition, which was later increased to 1,000. While eight machine guns may sound formidable, in practice, they lacked the firepower needed to inflict serious damage on larger targets, given their relatively small caliber.
For example, the British recorded an incident in which three Fulmar fighters engaged a single Blohm & Voss BV 138, a long-range maritime reconnaissance aircraft. Despite firing nearly 18,000 rounds at it, the German aircraft suffered no significant damage and managed to escape.
To address this issue, the British considered equipping the Fulmar with heavier 12.7 mm (0.5 in) machine guns. While the installation proved feasible, a shortage of these weapons meant that very few aircraft were ever fitted with them. Around 100 units were slated for modification to carry four of these heavy machine guns, but only a small number actually received the upgrade.
Despite having enough space, no attempt was made to mount a rear-positioned machine gun, despite the crew’s insistence on doing so. Instead, the crew improvised with whatever defensive weapons they could find. Some used Thompson submachine guns, while others relied on signal pistols. The most unusual weapon employed for self-defense was a bundle of standard-issue toilet paper, secured with an elastic band. When thrown out of the aircraft, the band would snap, creating an explosion of paper that, on rare occasions, helped distract or deter enemy pursuers.
The Fulmar was originally designed to carry a bomb load consisting of either two 45 kg or 113 kg (100-250 lbs) bombs. However, this was never actually implemented, as no bomb racks were installed to accommodate such a load. On rare occasions, small 9 to 18 kg (20-40 lbs) bombs were carried to engage enemy anti-aircraft batteries during support missions.
Production
Production of this aircraft began in May 1940 and ended in February 1943. During that time, 250 units of the Mk. I variant was built, followed by 350 of the later Mk. II variant. In total, approximately 600 aircraft of this type were produced during the war.
Production Versions
- Fairey Fulmar Mk.I– First production variant
- Fairey Fulmar Mk.II– Second production variant equipped with a Merlin 30 engine
- Night Fighter/trainer– Modified to act as a night fighter, supplied with radio equipment. In total 100 were converted to this role of which half were reused as night fighter trainers
- Long-Range Reconnaissance – Equipped with long-range radio equipment
Surviving Aircraft
Only one of the approximately 600 aircraft of this type has survived to this day. This surviving example is actually the first prototype, which was later used for civilian purposes after the war. Today, it is on display at the Fleet Air Arm Museum in Yeovilton.
Conclusion
The Fairey Fulmar was an attempt to adapt an existing aircraft design into a fighter type that was in high demand by the British Royal Navy. While it met most of the required specifications, it was too slow and heavy to compete effectively against faster, purpose-built fighters. Its
armament, despite featuring multiple machine guns, was also still somewhat underpowered. However, this did not prevent the Fulmar from achieving remarkable success for a relatively large fighter. Despite its small production numbers, it proved effective against Italian aircraft and, on occasion, even German fighters. By 1943, however, it was becoming obsolete, and by the end of the war, all remaining Fulmars had been retired from service. Nonetheless, it paved the way for later, more advanced naval aircraft.
Fairey Fulmar MK.I Specifications |
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| Wingspans | 14.14 m / 46 ft 4 in | |
| Length | 13.42 m / 40 ft 2 in | |
| Height | 4.27 m / 14 ft | |
| Wing Area | 31.8 m² / 342 ft² | |
| Engine | 1.080 hp Merilin VIII V-12 piston engine | |
| Empty Weight | 3,955 kg / 8,720 lbs | |
| Maximum Takeoff Weight | 4,853 kg / 10,700 lbs | |
| Maximum Speed | km/h /450 mph | |
| Cruising speed | 398 km/h / 247 mph | |
| Maximum Service Ceiling | m / 16,000 ft | |
| Crew | One pilot, one observer/navigator | |
| Armament |
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Illustration
Credits
- Article written by Marko P.
- Edited by Henry H.
- Illustration by Oussama Mohamed “Godzilla”
Source:
- D. Brown (1973) Fairey Fulmar Mks I and II Aircraft Profile 254, Profile Publication
- D. Nešić (2008) Naoružanje Drugog Svetskog Rata Velika Britanija, Vojnoizdavački zavod
- D. Monday (2007) British Aircraft of World War Two, Chancellor Press
- F. Crosby (2006) The Complete Guide to Fighters and Bombers Of The World, Hermes Hause
- https://www.armouredcarriers.com/fairey-fulmar-models