The Mk47 Seafire was the last of the line of the famous British Spitfire series. During the restoration of the Seafire, we were contacted by Laurence Bean who is a native of England. He first saw this particular Seafire at a technical school in England in the early sixties. He began to research this aircraft, VP441, and compiled an interesting history of this particular aircraft. About halfway through the restoration he paid us a visit and saw the Seafire again for the first time since the sixties! His account of the history of VP441 follows:

Vickers-Supermarine Seafire FR Mk. 47 VP441.

By: Laurence M. Bean

Introduction

This variant, Type Number 388/474, was the final version of the Seafire produced by Supermarine. It was the navalised version of the Spitfire Mk 24 with wing-folding (at first manually operated, later hydraulically), a dual three-bladed contra-rotating air screw and increased fuel capacity. There was also provision for Rocket Assisted Take Off Gear (RATOG) to be fitted, to help with carrier take-offs at high all up weights. This mark was also fitted with the larger tail assembly of the ill-fated Supermarine Spiteful. Deliveries of the type to the Royal Navy started in late 1947, and were completed in March 1949. Ninety examples of this aircraft were built altogether. Most of these were converted to the Fighter Reconnaissance (FR) standard by the fitting of two F24 type cameras, one vertical and the other oblique, in a bay just aft of the cockpit.

This particular mark served with two frontline squadrons of the Fleet Air Arm (FAA). The first unit to re-equip was No. 804 Naval Air Squadron (NAS). This unit received its first aircraft on 12 January 1948, whilst shore based at Royal Naval Air Station (RNAS) Ford, in Sussex, on the south coast of England. The thirteenth, and final, aero plane was delivered to the Squadron on 14 April 1948. Along with No. 812 NAS, which operated Fairy Firefly FR 5s, it formed the 14th Carrier Air Group (CAG) assigned to HMS Ocean. No. 804 NAS operated Seafire FR 47s, mostly in the Mediterranean Sea, until re-equipping with the Hawker Sea Fury on 17 July 1949. The second unit to receive the type, No. 800 NAS, re-equipped during April 1949 at RNAS Donibristle, Scotland. Normally, No. 800 NAS was assigned to the 13th CAG embarked on HMS Triumph. This unit was destined to give the type its only taste of combat operations. That would happen in the Far Eastern theatre, initially in Malaya and then Korea. The Malayan operations were in support of RAF aircraft involved in Operation Firedog, attacking Communist Terrorist targets in the jungle, and carried out during the period 21 October 1949 to early February 1950. Operations in the Korean theatre were conducted from the 3 July until the 20 September 1950. By that time, No. 800 NAS had only three of its aircraft remaining serviceable and HMS Triumph was withdrawn and replaced in theatre by HMS Theseus with its more robust Hawker Sea Fury FB 11s and Fairy Firefly’s.

The Seafire FR Mk. 47 also served with several other units of the FAA. These were:

No. 759 NAS RNAS Culdrose (Training) September 1952 to November 1953

No. 777 NAS (Development) May to June 1945

No. 778 NAS (Development) December 1946 to March 1947

No. 787 NAS (Development) May 1947 to September 1949

No. 1833 NAS RNAS Bramcote (RNVR) June 1952 to February 1954

One example of the type also served with the Empire Test Pilots School at Boscombe Down.

Specification

Type: Single seat, fighter/reconnaissance aircraft.

Engine: Rolls Royce Griffon 87/88 rated at 2145/2350 HP.

Maximum speed: 433 MPH at 24,000 ft.

Empty Weight: 7,625 lbs.

Loaded Weight: 10,300 lbs.

Wing span: 36 ft 11 ins.

Length: 34 ft 4 ins.

Height: 12 ft 6 ins.

Wing Area: 243.6 sq ft.

Armament: 4 x 20mm Hispano Mk V cannon

8 x 60 lb rocket projectiles

2 x 500lb bombs

Service Ceiling: 43,100 ft.

Range: 405 miles.

Into Service

VP441 (c/n 6S/732289) was manufactured at Vickers-Armstrong’s South Marston works near Swindon, Wiltshire. It was included in Contract Air/5749/CB.5(b) dated 8 March 1946. This was an order for 64 Seafire F Mk. 47s with serial allocations as follows: VP 427 – VP 465 and VP 471 – VP 495. All the airframes in this order were completed between November 1947 and November 1948. The cost of each aircraft was fixed in the contract at £8,900-0s-0d. The first of this batch to be handed over to the Royal Navy, VP 428, was delivered on 17 November 1948.

VP441 was taken on charge by the Royal Navy on 29 November 1947. The following day, 30 November, it flew for the first time with Sqn Ldr W J G Morgan, a Company test pilot, at the controls. At this time, the aircraft was fitted with a Rolls Royce Griffon Mk 88 engine, serial number 17208-A599813. The next recorded move of the aero plane, on 15 December 1947, was to the Receipt and Despatch Unit at RNAS Anthorn, near Carlisle in the north of England. Here, all new aircraft were checked and fitted out with the equipment necessary for squadron service. A short while later, it was flown to RNAS Lee-on-Solent, to await issue to a frontline unit.

On 12 January 1948, No. 804 NAS was re-equipped with Seafire FR Mk. 47s at RNAS Ford. The unit had recently returned from a Far East cruise with its Seafire F.XVs, when it was chosen to be the first Squadron to operate the ultimate Seafire mark. The exact date of VP441’s delivery to No. 804 NAS is not recorded. However, it is thought to be sometime during early February 1948. On arrival at RNAS Ford, it joined the Squadron’s work-up programme. During April, VP441 operated for a short period from RNAS Donibristle in Scotland where No. 804 NAS was engaged on large scale air defense exercises, which also involved the RAF. At the end May 1948, No. 804 NAS moved from the south of England to RNAS Eglington in Northern Ireland. This move was to allow the Squadron work-up, prior to embarkation, to continue at a greater pace.

However, the unit’s move from Ford to Eglinton was not without incident. Halfway through the transit flight, one aero plane suffered a failure of the rear propeller unit and had to make a forced landing in a potato field near Chester, in central England. The Squadron was able to fly its aircraft for a few days after arrival at Eglinton, but then a signal arrived grounding all Seafire FR Mk 47’s until a full check of their propeller units could be carried out. It was not until 5 July, that flying was to re-commence after the arrival of new propeller units for the aircraft. The first known flight by VP441 after its new propeller was fitted is on 12 July, with Lt. Henry Nash at the controls. This was a 45 minute flight from Eglinton on which Flight Drills were practiced.

Training continued throughout July and August with several Aerodrome Dummy Deck Landing sessions, as well as rocket and cannon drills being undertaken on the nearby Minervy Air to Ground range. On one such flight on 17 August, with Lt. Gil Newby at the controls, VP441 was returning to Eglinton in formation with another aircraft at the end of an air to ground firing session, when the other aircraft’s engine failed. Gil Newby in VP441, followed the other aircraft, flown by Lt. ‘Bud’ Abbott, down. Abbott set his aircraft up for a forced landing in a field. However, after a well judged approach, his aircraft struck the ground right wing first, spinning it around, causing to break-up and throw Abbott clear. Meanwhile, Gil Newby in VP441 was orbiting the scene coordinating a rescue. Luckily, Abbott only sustained a broken arm in the crash.

Then, on 19 August, pilots from the Squadron started to practice actual deck landings on HMS Ocean, which was soon to become home for No. 804 NAS. Unfortunately, because of a major engine problem, the ship was not able to complete the full deck landing programmer. The squadron embarked on HMS Ocean on 24 August 1948. However, this was not by flying the aircraft on as expected, but by hoisting them on board by crane after flying them to Sydenham, Belfast. However, it was not until 3 September 1948, that the ship was able to sail for the Mediterranean, once all repairs to the engines had been made. At that time, VP 441 carried the codes 139/O.

HMS Ocean reached Malta on 14 September 1948. Here, No. 804 NAS disembarked for a short period and operated from RNAS Hal Far, Malta. On 28 September 1948, the squadron rejoined HMS Ocean for a short cruise which was to include working with the Seafire Mk. XVII's of No. 800 NAS, from HMS Triumph. On 26 October, both ships, and their respective FAA squadrons, were involved in an air defense exercise. Aircraft from both No. 804 and 800 NAS’, along with RAF Vampires, were charged with the defense of Malta from an attacking force of around 40 aircraft from the American carrier, USS F D Roosevelt.

On 3 November 1948, VP 441 was transferred from the strength of No. 804 NAS and handed over to RNAS Hal Far. Until recently, it has been thought that this was brought about by a deck landing incident. However, a recent conversation with the Pilot’s Mate (Crew Chief) of VP441 at that time, has brought to light new information. It seems that around this time, VP441 developed an oil leak from the area of the rear propeller. This leak led to a fairly thick film of oil being blown back and obscuring the windshield. The maintainers aboard Ocean tried to cure this problem but it still persisted. It was then decided to move the aircraft ashore to the Repair Yard at Kalafrana, Malta, where the technical resources were better and a more detailed inspection and repair could be carried out. From Kalafrana, VP441 moved to RNAS Hal Far where it remained until 3 April 1948. On that date, it was transferred to the strength of the Rear Admiral Reserve Aircraft and shipped back to the United Kingdom.

Arriving at the Royal Naval Aircraft Repair Yard (RNARY) at Fleetlands on 6 May 1948, VP 441 spent around ten days there before being sent to the Aircraft Holding Unit (AHU) at RNAS Abbotsinch, Scotland. By 1 July, the aero plane was back at Fleetlands and appears to have been placed in storage there until July 1950. It is possible that, sometime around July or August of 1950, the aircraft was prepared for service in Korea. It was at that time that No. 800 NAS, which by then was also operating Seafire FR Mk. 47s, was heavily involved in the combat operations that were going on in that area. Its aircraft were taking quite a pounding from the increased rates of flying that they were involved in and only a limited number of spare airframes were available in the Far East. Certainly, when VP 441 was closely inspected in 1962, under the top coat of paint on both outer wing surfaces, the outline of black and white stripes, similar to those applied to aircraft operating in Korea, could be clearly discerned. No similar markings could be found on the rear fuselage of the aircraft however. The other explanation for these markings is that the original outer wing sections were replaced at some time with the outer wing sections of a different aircraft that had been marked up for Korean service. Unfortunately, there is now no way of verifying either possibility.

The next recorded sighting of VP441 is with Vickers-Armstrong, possibly at their Eastliegh, Southampton facility where a programmer of modifications was carried out on the Seafire Mk 47 fleet, in January 1951. After this, VP441 appears to have been placed in storage for some while. From July 1951, it was with the AHU at RNAS Stretton, Cheshire. From here, it moved on to RNAS St Merryn, Cornwall, in July 1953. Whilst there, it could also have been used as a ground instructional airframe at the Royal Navy’s School of Aircraft Handling which was based at St. Merryn at that time.

On 24th January 1954, VP441 was struck off charge by the Royal Navy. It was now relegated to use as a ground instructional airframe at the Royal Naval Engineering College (RNEC) at Manadon, Plymouth. Whilst here, it also made several appearances at the local air show held annually at Plymouth/Roborough Airport. It probably had an A2300 series serial number allocated to it for this use. However, this would appear not to have been applied to the airframe. Searches of various reference books have also failed to locate any mention of this number. However, the Royal Navy titles and the serial numbers applied to the rear fuselage had been painted over, as if in preparation to receive it. ‘441 remained at Manadon until mid 1958, when its usefulness as a training airframe came to an end. Initially, it seemed likely that the aircraft would be scrapped. However, it was offered to a local unit of the Air Training Corp, No 335 (2nd Plymouth) Squadron, instead.

As it was only a short distance by road from the RNEC to No. 335 Sqn’s HQ halfway down Biggin Hill, Ernesettle, the aircraft was towed into position by tractor. On arrival, it was placed between two of the Squadron’s four training huts with about six inches to spare either side of the folded wings. The airframe itself was intact. However, no propellers were fitted (spinners were included though) and all armament had been removed as had the barrel covers for the cannon. Similarly, the cockpit had been stripped of all but a very few instruments, the control cables had been cut and the top half of the control column was missing. A chain link fence in front of, and behind, the aircraft protected it. Fencing was also placed along the side of the hut on the starboard side of the aircraft, in the gap between the wooden flooring of that hut and the ground.

During the summer of 1962, the author and another cadet from the Sqn, Dave Combstock, spent many hours inspecting the airframe for some clues as to its previous ownership. I had already tried contacting the RNEC to obtain some details but no answers had been forthcoming. At the very front of the aircraft, on the bilkhead that the propeller drive shafts protruded through, was stencilled the serial number VP476. This obviously did not pertain to this aeroplane, as the correct serial, VP441, could be clearly seen under both wings and, albeit under a coat of paint, on the rear fuselage sides. On close inspection of the outer wing surfaces (as mentioned earlier), we discovered the traces of stripes under the topcoat of paint. From book references, we knew the only time that markings of this sort had been applied to this type of aircraft was during the Korean War. Aircraft operated by No. 800 NAS had them applied at an early stage in the conflict so that allied aircraft would not confuse the Seafire with the Russian Yak-9 aeroplane that the North Koreans were then flying. Examination of the rear fuselage did not unearth any traces of similar markings there, though. Also discernable under the topcoat of paint on the vertical tail surfaces, was the black code letter “O”. When we removed the engine cowlings, we found that the engine fitted was not the Mk. 88 Griffon that should have been there. Unfortunately, the notes that we made at the time have long since disappeared and I can no longer recall the exact mark of engine that was fitted.

It was around this time that the vandalism started. At first, not a great deal of damage was done. However, during the early part of 1963, the wooden hut on the starboard side of the aircraft was virtually destroyed in an arson attack. Luckily, the aircraft was pushed clear of the flames, without suffering even scorched paintwork. Now that the hut had all but gone, access to the aircraft was left open to all, whatever their intentions. During the next months, every piece of perspex and glass was broken. Even the bulletproof windscreen, armoured glass over an inch thick, was shattered. The fuselage fared no better. Most access doors were ripped away, the elevators were broken off their hinges, engine cowlings were ripped off, the rudder trim tab was torn away and many holes appeared in the metal skin of the airframe where metal stakes had been thrust through. The canopy had also been completely shattered by this time. VP441 really was looking very sorry for itself now. It was something of a relief when, in January 1964, the Royal Navy recovered the aircraft on behalf of the Historic Aircraft Preservation Society (HAPS) and took it to RNAS Culdrose, near Helston in Cornwall, for restoration. A Royal Navy team spent around three days dismantling the airframe, loading it onto a “Queen Mary” transporter, before taking it to Culdrose.

Restoration

VP441 was recovered for the Historical Aircraft Preservation Society. After arriving at RNAS Culdrose, it was some while before the aeroplane was seen in public again. Work on restoration was slow and, during July 1966, the incomplete airframe was seen. During this restoration, the aircraft acquired Shackleton propellers and spinners. The reason for this substitution was that no original Seafire parts could be found. The completed airframe was displayed during the annual Air Days that have been held at Culdrose for a long while now. It was seen at the 1967 and 1968 displays. At the latter, the aircraft was now completely restored to static condition.

In June 1969, the aircraft was transported by road from RNAS Culdrose to its new home, the HAPS/Reflectaire collection based at Lavenham, Suffolk. During WWII, this airfield had been home to units of the USAAF’s 487th BG and was known then as Station 137. VP441 arrived at its new home during the afternoon of 20 July 1969 and whilst at Lavenham, it was moved into several different positions before ending up on display near the old control tower. VP441 formed one of the centre pieces of the Reflectaire Museum’s collection. Also on-site were a collection of military vehicles, a Canadair built F86F Sabre and the collections only flying exhibit, an Avro Lancaster Mk VII, NX611 (G-ASXX).

In January 1970, the owner of the airfield gave notice that he was no longer prepared to allow the Museum to operate from his property and set a deadline for the removal of all its exhibits. After much searching, the operators of the Museum managed to get permission from the Royal Air Force to use a hangar at RAF Hullavington, near Chippenham, Wiltshire. The Sabre and the Seafire were again dismantled and prepared for the road journey to the new site. This was accomplished over the period 24/25 January. By 10 o’clock on the night of 25 January, the Seafire had been unloaded at its new home and was again resting on her undercarriage. However, this was destined to only a short stay as, again the Museum was forced to move when it was not able to obtain permission for access for visitors to the collection.

At the end of June, the collection was on the move again, this time to the north of England and Blackpool’s Squires Gate Airport. Reflectaire were given permission to use a number of buildings on the northern side of the field. VP441 left RAF Hullavington on 24 June and arrived at Squires Gate the next day. Unfortunately, it suffered some damage during the unloading operation. Besides damage to the rear fuselage area, the cockpit canopy was also badly damaged and most photos of the period show it on display, sans canopy.

Reflectaire’s problems were not over unfortunately. Due to lack of finances, the collection was placed into receivership in early 1972 and all the exhibits auctioned off. VP441 was bought by an individual from London and moved again, this time to the airfield at Booker, Oxfordshire, for further restoration work. Whilst at this location, some re-skinning work was done. However, work soon stopped and the aircraft was then placed in open storage in a dismantled condition.

Across the ‘Pond’

Early in 1975, VP441 was reported as purchased by an American buyer who intended to ship it to the US. It was noted as leaving Booker, at the start of its trans-Atlantic journey, on 11 April 1975. Arriving in the US shortly after, it was first noted at San Antonio, Texas where it had been placed on the US register as N47SF by a company shown as Rebel Aviation Inc. It seems that from the start, plans had been made to restore it to airworthy condition. This would be quite a feat given the condition of the airframe at that time.

On 4 December 1980, VP441 was noted as being with the Confederate Air Force (CAF) at Harlingen, Texas. An entry in the April 1986 issue of the UK aviation magazine, FlyPast, placed it with the CAF at San Marcos, Texas, being restored by Col. John Stokes. However, work on the aeroplane had stopped a few years later when it was noted as stored at the CAF HQ at Midland Texas.

In October 1995, VP441 was acquired by Nelson Ezell and moved to his Warbird restoration facility at Stephens County Airport, Breckenridge, Texas. Here, again, it remained initially in storage whilst its fate was decided.

In September 1997, the aircraft was acquired its present owner and detailed plans were made to restore it to flight condition. After some 7 years of hard work, VP441 took to the air again just before 10.00am CDT on 14 April 2004, for the first time in over 50 years and is now residing with its owner in Montana. Resplendent in the colours that it wore when serving with No. 804 NAS during 1948, this beautifully restored example of the ultimate mark of R J Mitchell’s classic design, the Spitfire is a fitting tribute to those who flew and maintained her.

Long may she continue to fly.