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Supermarine Swift
https://en.wikipedia.org/wiki/Supermarine_Swift
The Supermarine Swift is a British single-seat jet-propelled fighter aircraft that was operated by the Royal Air Force (RAF). It was developed and manufactured by Supermarine during the 1940s and 1950s. The Swift featured many of the new jet age innovations, such as a swept wing. On 26 September 1953, a Swift F.4 piloted by Commander Mike Lithgow broke the world absolute speed record, reaching a speed of 737.7 mph (1,187 km/h); thus, the Swift was the world's fastest aircraft. After a protracted development period, the Swift entered service as an interceptor aircraft with the RAF in 1954. However, due to a spate of accidents incurred by the type, the Swift was grounded for a time, and experienced a relatively brief service life. These issues with the Swift led to a public scandal surrounding the aircraft, harming the reputations of the British government, the RAF, and the aircraft industry. Ultimately, the less problematic Hawker Hunter assumed much of the intended role for the type and only half as many Swifts were manufactured as had once been intended. A later-produced photo reconnaissance variant of the Swift had resolved some of the teething problems that the type had suffered from, but this proved to be too late for it to regain favour. An advanced derivative of the Swift that was to be capable of transonic speeds, the Supermarine 545, was also under development during the early 1950s; however, in 1955, it was cancelled principally due to the poor performance of the Swift. --- During 1945, the Second World War came to a close and a new postwar Labour government, headed by Clement Attlee, came to power in Britain. The incoming Attlee government's initial stance on defence was that no major conflict would occur for at least a decade, and thus there would be no need to develop or to procure any new aircraft until 1957. In accordance with this policy, aside from a small number of exceptions such as what would become the Hawker Sea Hawk for the Royal Navy, the majority of Specifications issued by the Air Ministry for fighter-sized aircraft during the late 1940s were restricted to research purposes. Aviation author Derek Wood refers to this policy as being: "a fatal error of judgement which was to cost Britain a complete generation of fighters and heavy bomber aircraft". In part, the Swift has its origins amongst these experimental fighter prototypes that were developed. Specifically, a number of Supermarine-built prototypes had been ordered under Specification E.41/46, which had sought the production of an experimental fighter aircraft furnished with a swept wing. The first of these prototypes was designated as the Type 510, which was heavily based on the straight-wing Supermarine Attacker, an early jet aircraft which was procured by the Fleet Air Arm (FAA) of the Royal Navy; the principal difference from the Attacker was that it had been modified with the addition of a swept wing configuration. During 1948, the Type 510 had conducted its maiden flight, a year after the first navalised prototype Attacker had flown. This flight made it the first British aircraft to fly with both swept wings and a swept tailplane. The Type 510 also held the distinction of being the first swept-wing aircraft to take off from and land upon an aircraft carrier during trials held for the Fleet Air Arm. Role Fighter National origin United Kingdom Manufacturer Supermarine Aviation Works (Vickers) Ltd. First flight 29 December 1948 (Type 510) Introduction 1954 Retired 1967 Status Retired Primary user Royal Air Force Number built 197 Developed from Supermarine Attacker Developed into Supermarine 545 In February 1954, the Swift F 1 entered service with the RAF, No. 56 Squadron became the first RAF squadron to operate the type; upon its introduction, the Swift became the RAF's first swept-wing aircraft. The Swift F 2 entered service that same month; Wood refers to the type's introduction as having been "panicked", and that this adoption soon proved to be an "abysmal failure". Tragedy struck very early in the career of the Swift: there were a number of accidents that involved the F 1 and F 2, one of these being fatal. In August 1954, it was decided that the Swift F 1 would be grounded; the Swift F 2, which had effectively replaced the F 1 in that same month, was also soon grounded alongside it due to similar reasons. The Swift F 3 and F 4 fighters were noted to have improved performance over their predecessors; the F 4 would be the last variant that the RAF would accept in the interceptor role. All fighter variants of the Swift were withdrawn from service by the RAF, after a short time in service, to be replaced by the more capable Hawker Hunter. While subject to its own problems, the Hunter had quickly proved to be a successful fighter aircraft. By autumn 1954, the issues with the Swift had become public knowledge and reports of the pending cancellation of the Swift were being printed by the national press; Under-Secretary of State for Air Sir George Ward stated of the aircraft in Parliament that: "Aerodynamic difficulties have been encountered, and it is not possible to say with certainty if they can be overcome in version under development". In early February 1955, the Swift was rumoured to have failed its final evaluation by the RAF Central Fighter Establishment, and that the type would likely be restricted in RAF service to aerial reconnaissance or to ground attack roles as a result. On 2 March 1955, Minister of Supply Selwyn Lloyd acknowledged that development of the Swift had cost £20 million prior to the scrapping of the fighter variants. According to Wood, the Swift had become a national scandal by early 1955, which not only tarnished the aircraft but also the RAF and the British aircraft industry, the public and ministers alike generally adopting a more averse nature to aviation and other aircraft projects. The FR.5 was the last Swift variant to enter service with the RAF and was eventually replaced by the Hunter FR.10, leaving RAF service entirely in 1961. The Swift FR 5 was deemed to be suitable for its role and was based with two squadrons that were assigned to RAF Germany. The Swift never saw combat action with the RAF. It did break a number of speed records in its time; in Libya, on 26 September 1953, an F.4 (WK198) piloted by Commander Mike Lithgow broke the world absolute speed record, reaching a speed of 737.7 mph (1,187 km/h), though it was broken in turn just eight days later by the Douglas Skyray, a United States Navy (USN) fighter. The Swift has the distinction of being the last British production aircraft to hold this record (the Fairey Delta 2 was experimental). Under two hundred Swifts were built from an order of 497. A number of Swift airframes went to Australia for Operation Buffalo in 1956, being placed at various distances from a detonating atomic bomb. By its last variant many of the problems that had plagued earlier Swifts were resolved but the programme was not continued. The Hunter, performing satisfactorily in the same roles, removed any requirement to persist with the Swift. Specifications (Supermarine Swift FR Mk.5) General characteristics Crew: 1 Length: 42 ft 3 in (12.88 m) Wingspan: 32 ft 4 in (9.86 m) Height: 13 ft 2 in (4.01 m) Wing area: 327.7 sq ft (30.44 m2) Empty weight: 13,435 lb (6,094 kg) Gross weight: 21,673 lb (9,831 kg) Fuel capacity: 778 imp gal (934 US gal; 3,540 l) internals with 220 imp gal (260 US gal; 1,000 l) belly drop tank Powerplant: × Rolls-Royce Avon RA.7R (Avon 114) turbojet engine, 7,175 lbf (31.92 kN) thrust dry, 9,450 lbf (42.0 kN) with afterburner Performance Maximum speed: 620 kn (713 mph; 1,148 km/h) at sea level Range: 547.5 nmi (630 mi; 1,014 km) Service ceiling: 45,800 ft (14,000 m) Rate of climb: 14,660 ft/min (74.5 m/s) Time to altitude: 40,000 ft (12,000 m) in 4 minutes 41 seconds Armament Guns: 2 × 30 mm (1.181 in) ADEN cannon Rockets: provisions for rockets Bombs: provisions for bombs * |
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