Mk V prototype LS479 converted from Mk II
The development of the Fairey Barracuda Mk.IV and Mk.V was marked by a series of design changes and challenges, reflective of the aircraft’s ongoing evolution to meet operational needs during World War II. However, these later models, particularly the Mk.V, were ultimately overtaken by events and developments, especially as the war drew to a close.
Barracuda Mk.IV and Mk.V Development:
Transition from Mk.IV to Mk.V:
- The Barracuda Mk.IV was initially conceived as a three-seat torpedo bomber, building on the earlier two-seat versions. However, as the program progressed, the focus shifted toward more advanced versions of the aircraft. The Mk.IV prototype, based on Barracuda II P9976, was quickly overtaken by the development of the Mk.III and later the Mk.V, as the demands of the war and technological advancements continued to evolve.
Introduction of the Griffon Engine:
- The introduction of the Griffon engine, particularly the Griffon 37, was a significant step in the Barracuda’s evolution. This change was intended to address the aircraft’s underpowered performance issues that had plagued earlier versions. The Griffon was longer than the Merlin, requiring modifications such as longer engine mounts and increased fuel and oil capacity. These changes also included new ailerons, extended wing tips, and a small wing-mounted radome for the ASH (Air-to-Surface Homing) radar scanner.
Design Changes and Challenges:
The Mk.V incorporated several design changes aimed at improving the aircraft’s performance and capabilities. These included:
- A redesigned wing and center section to increase load factors.
- An increased wingspan from 49 feet to 53 feet (16.154 meters).
- A beefed-up undercarriage to handle the increased weight.
- Modifications to the tailplane angle, dorsal fin, and the addition of a spring trimmer to the rudder.
- An increase in fuel capacity from 225 to 300 gallons (1363 liters), raising the operational weight to 16250 pounds (7371 kg).
Despite these improvements, not all planned modifications were successful. For instance, the dive-braking propeller was found unsuitable for general flying, affecting take-off performance and increasing fuel consumption during high-speed cruise.
Dive Brake and Dive-Bombing Issues:
- One of the critical issues with the Griffon-powered Barracuda was the inadequacy of the existing dive brakes. The increased speed and weight of the Mk.V in a dive threatened to overcome the braking effect of the current design, potentially leading to dangerous overspeed conditions. Trials conducted by the Royal Aircraft Establishment (RAE) with a dive-braking propeller showed that while this configuration allowed for steep dive-bombing at angles of 70 to 80 degrees, it also introduced significant drawbacks in other phases of flight, particularly during take-off and cruise.
Limited Production and Operational Impact:
- The Mk.V’s development was largely driven by the delay in the Fairey Spearfish’s introduction, which was intended to be the next-generation FAA torpedo bomber. However, as the war neared its end, the urgency for the Mk.V diminished. Contracts for 140 Mk.Vs were placed, but only 30 were ultimately built due to the war’s conclusion. The first production Barracuda TR.V (Torpedo Reconnaissance V) was a modified Mk.II (RK530), which flew for the first time on November 22, 1945, after the war had ended.