Fairey Barracuda: British Carrier-borne Torpedo and Dive Bomber

The Fairey Barracuda was a British carrier-borne torpedo and dive bomber designed by Fairey Aviation. It was the first aircraft of this type operated by the Royal Navy's Fleet Air Arm (FAA) to be fabricated entirely from metal.

The Barracuda was developed as a replacement for the Fairey Albacore biplanes. Development was protracted due to the original powerplant intended for the type, the Rolls-Royce Exe, being cancelled. It was replaced by the less powerful Rolls-Royce Merlin engine. On 7 December 1940, the first Fairey prototype conducted its maiden flight. Early testing revealed it to be somewhat underpowered. However, the definitive Barracuda Mk II had a more powerful model of the Merlin engine, while later versions were powered by the larger and even more powerful Rolls-Royce Griffon engine. The type was ordered in bulk to equip the FAA. In addition to Fairey's own production line, Barracudas were also built by Blackburn Aircraft, Boulton Paul, and Westland Aircraft.

The type participated in numerous carrier operations during the conflict, being deployed in the Atlantic Ocean, Mediterranean Sea, and the Pacific Ocean against the Germans, Italians, and Japanese respectively during the latter half of the war. One of the Barracuda's most noteworthy engagements was a large-scale attack upon the German battleship Tirpitz on 3 April 1944. In addition to the FAA, the Barracuda was also used by the Royal Air Force, the Royal Canadian Navy, the Dutch Naval Aviation Service and the French Air Force. After its withdrawal from service during the 1950s, no intact examples of the Barracuda were preserved despite its once-large numbers, although the Fleet Air Arm Museum has ambitions to assemble a full reproduction.

Design and Development

Background

In 1937 the British Air Ministry issued Specification S.24/37, which sought a monoplane torpedo bomber to satisfy Operational Requirement OR.35. The envisioned aircraft was a three-seater that would possess a high payload capacity and a high maximum speed. Six submissions were received by the Air Ministry, from which the designs of Fairey and Supermarine (Type 322) were selected. A pair of prototypes of each design were ordered. On 7 December 1940, the first Fairey prototype conducted its maiden flight. The Supermarine Type 322 did not fly until 1943 and, as the Barracuda was already in production by then, its development did not progress further.

The Barracuda was a shoulder-wing cantilever monoplane. It had a retractable undercarriage and non-retracting tailwheel. The hydraulically-actuated main landing gear struts were of an "L" shape which retracted into a recess in the side of the fuselage and the wing, with the wheels within the wing. A flush arrestor hook was fitted directly ahead of the tail wheel. It was operated by a crew of three, who were seated in a tandem arrangement under a continuous-glazed canopy. The pilot had a sliding canopy while the other two crew members' canopy was hinged. The two rear-crew had alternate locations in the fuselage, the navigator's position having bay windows below the wings for downward visibility. The wings were furnished with large Fairey-Youngman flaps which doubled as dive brakes. Originally fitted with a conventional tail, flight tests suggested that stability would be improved by mounting the stabilizer higher, similar to a T-tail, an arrangement that was implemented on the second prototype. For carrier stowage the wings folded back horizontally at the roots; the small vertical protrusions on the upper wingtips held hooks that attached to the tailplane.

The Barracuda had originally been intended to be powered by the Rolls-Royce Exe X block, sleeve valve engine, but production of this powerplant was problematic and eventually abandoned, which in turn delayed the prototype's trials. Instead, it was decided to adopt the lower-powered 12-cylinder V-type Rolls-Royce Merlin Mark 30 engine (1,260 hp/940 kW) to drive a three-bladed de Havilland propeller and the prototypes eventually flew with this configuration. Experiences gained from the prototype's flight testing, as well as operations with the first production aircraft, designated Barracuda Mk I, revealed the aircraft to be underpowered which apparently resulted from the weight of extra equipment that had been added since the initial design phase. Only 23 Barracuda Mk Is were constructed, including five by Westland Aircraft. These aircraft were only used for trials and conversion training.

Carrier landing the Barracuda was relatively straightforward due to a combination of the powerful flaps/airbrakes fitted to the aircraft and good visibility from the cockpit. Retracting the airbrakes at high speeds whilst simultaneously applying rudder would cause a sudden change in trim, which could throw the aircraft into an inverted dive. Incidents of this occurrence proved fatal on at least five occasions during practice torpedo runs; once the problem was identified, appropriate pilot instructions were issued prior to the aircraft entering carrier service.

Further Development

The definitive version of the aircraft was the Barracuda Mk II which had the more powerful 1,640 hp (1,220 kW) Merlin 32 driving a four-bladed propeller. A total of 1,688 Mk IIs were manufactured by several companies, including Fairey (at Stockport and Ringway) (675), Blackburn Aircraft (700), Boulton Paul (300), and Westland (13). The Barracuda Mk II carried the metric wavelength ASV II (Air to Surface Vessel) radar, with the Yagi-Uda antennae carried above the wings.

The Barracuda Mk III was a Mk II optimized for anti-submarine work; changes included the replacement of the metric wavelength ASV set by a centimetric ASV III variant, the scanner for which was housed in a blister under the rear fuselage. 852 Barracuda Mk IIIs were eventually produced, 460 by Fairey and 392 by Boulton Paul.

The Barracuda Mk IV never left the drawing board. The next and final variant was the Barracuda Mk V, in which the Merlin was replaced with the larger Rolls-Royce Griffon engine. The increased power and torque of the Griffon necessitated various changes, which included the enlargement of the vertical stabilizer and increased wing span with tips being clipped. The first Barracuda Mk V, which was converted from a Mk II, did not fly until 16 November 1944. Fairey had only built 37 aircraft before the war in Europe was over.

Early Merlin 30-powered Barracuda Mk 1s were deemed to be underpowered and suffered from a poor rate of climb, but once airborne the type proved relatively easy to fly. During October 1941, trials of the Barracuda Mk 1 were conducted at RAF Boscombe Down, which found that the aircraft possessed an overall weight of 12,820 lb (5,830 kg) when equipped with 1,566 lb (712 kg) torpedo. At this weight the Mk 1 had a maximum speed of 251 mph (405 km/h) at 10,900 ft (3,300 m), a climb to 15,000 ft (4,600 m) took 19.5 minutes, with a maximum climb rate of 925 ft/min (4.7 m/s) at 8,400 ft (2,560 m), and a service ceiling of 19,100 ft (5,800 m).

The later Barracuda Mk II had the more powerful Merlin 32, providing a 400 hp (300 kW) increase in power. During late 1942 testing of the Mk II was performed at RAF Boscombe Down. When flown by naval test pilot Lieutenant Roy Sydney Baker-Falkner at 14,250 lb (6,477 kg) it achieved a climb to 10,000 ft (3,000 m) in 13.6 minutes, with a maximum climb rate of 840 ft/min (4.3 m/s) at 5,200 ft and an effective ceiling of 15,000 ft (4,600 m). During June 1943, further testing at Boscombe Down by test pilot Baker-Falkner demonstrated a maximum range while carrying either a 1,630 lb (750 kg) torpedo or a single 2,000 lb bomb (909 kg), of 840 statute miles (1,360 km), and a practical range of 650 statute miles (1,050 km), while carrying 6 x 250 lb (114 kg) bombs reduced the range to 780 miles (1,260 km) and 625 miles (1,010 km), respectively.

During the earlier part of its service life the Barracuda suffered a fairly high rate of unexplained fatal crashes, often involving experienced pilots. Experienced test pilot Baker-Falkner was brought in to address the issues and boost morale amongst operational squadrons. During 1945 the cause was traced to small leaks developing in the hydraulic system. The most common point for such a leak to happen was at the point of entry to the pilot's pressure gauge and was situated such that the resulting spray was directed straight into the pilot's face. The chosen hydraulic fluid contained ether and, as the aircraft were only rarely equipped with oxygen masks and few aircrew wore them below 10,000 ft/3,000 m anyway, the pilot quickly became unconscious during such a leak, inevitably leading to a crash. At the end of May 1945 an Admiralty order was issued that required all examples of the type to be fitted with oxygen as soon as possible, and for pilots to use the system at all times.

Operational History

British Service

The first Barracudas entered operational service on 10 January 1943 with 827 Squadron of the Fleet Air Arm (FAA) under the command of Lieutenant Commander Roy Sydney Baker-Falkner, the former Admiralty test pilot at RAF Boscombe Down, who were deployed in the North Atlantic. Eventually a total of 24 front-line FAA squadrons were equipped with Barracudas. While intended to principally function as a torpedo bomber, by the time the Barracuda arrived in quantity relatively little Axis-aligned shipping remained, so it was instead largely used as a dive-bomber. From 1944 onwards, the Barracuda Mk II was accompanied in service by radar-equipped, but otherwise similar, Barracuda Mk IIIs; these were typically used to conduct anti-submarine operations.

The Royal Air Force (RAF) also operated the Barracuda Mk II. During 1943 the first of the RAF's aircraft were assigned to No. 567 Sqn., based at RAF Detling. During 1944 similar models went to various squadrons, including 667 Sqn. at RAF Gosport, 679 Sqn. at RAF Ipswich and 691 Sqn. at RAF Roborough. Between March and July 1945 all of the RAF's Barracudas were withdrawn from service.

During July 1943, the Barracuda first saw action with 810 Squadron aboard HMS Illustrious off the coast of Norway; shortly thereafter, the squadron was deployed to the Mediterranean Sea to support the landings at Salerno, a critical element of the Allied invasion of Italy. During the following year, the Barracuda entered service in the Pacific Theatre.

As the only British naval aircraft in service stressed for dive bombing following the retirement of the Blackburn Skua the Barracuda participated in Operation Tungsten, an attack on the German battleship Tirpitz while it was moored in Kåfjord, Alta, Norway. On 3 April 1944, Strike Leader Roy Sydney Baker-Falkner led two Naval Air Wings with a total of 42 aircraft dispatched from British carriers HMS Victorious and Furious scored 14 direct hits on Tirpitz using a combination of 1,600 lb (730 kg) and 500 lb (230 kg) bombs for the loss of one bomber. This attack damaged Tirpitz, killing 122 of her crew and injuring 316, as well as disabling the ship for over two months during the critical period leading up to the Normandy invasion. However, the slow speed of the Barracudas contributed to the failure of the subsequent Operation Mascot and Operation Goodwood attacks on Tirpitz during July and August of that year, but were effective as diversionary tactics whilst the Normandy landings in Operation Overlord were underway.

On 21 April 1944 Barracudas of No 827 Squadron aboard Illustrious began operations against Japanese forces. The type participated in air raids on Sabang in Sumatra, known as Operation Cockpit. In the Pacific theatre, the Barracuda's performance was considerably reduced by the prevailing high temperatures [All aircraft are adversely affected by increased temperature and humidity. The effect is to lower engine output and increase the takeoff run. Additionally, windless conditions are common very near the equator, further increasing the takeoff run for carrier aircraft.]; reportedly, its combat radius in the Pacific was reduced by as much as 30%. This diminished performance was a factor in the decision to re-equip the torpedo bomber squadrons aboard the fleet carriers of the British Pacific Fleet with American-built Grumman Avengers.

In the Pacific, a major problem hindering the Barracuda was the need to fly over Indonesian mountain ranges to strike at targets located on the eastern side of Java, which necessitated a high-altitude performance that the Barracuda's low-altitude-rated Merlin 32 engine with its single-stage supercharger could not effectively provide. Illustrious then exchanged her Barracudas for the Avengers of 832 and 851 before the next operation, an attack on the oil refineries at Soerabaya, Java. For this strike, the aircraft would have to fly across the breadth of Java. The mountainous spine of the island averages 10,000 ft in height, and this minimum height, coupled with the distance to be flown, about 240 miles, prohibited the use of the essentially low altitude Barracuda.  Carrying the maximum underwing bomb loads resulted in additional drag, which further reduced performance. The Light Fleet Carriers of the 11th ACS (which joined the BPF in June 1945) were all equipped with a single Barracuda and single Corsair squadron. By Victory over Japan Day, the BPF had a total of five Avenger and four Barracuda squadrons embarked on its carriers.

A number of Barracudas participated in trial flights, during which several innovations were tested, including RATOG rockets for boosting takeoff performance (which ended up being regularly used when operating off escort carriers at high weights), and a braking propeller, which slowed the aircraft by reversing the blade pitch.

Following the end of the conflict, the Barracuda was relegated to secondary roles, for the most part being used as a trainer aircraft. The type continued to be operated by FAA squadrons up until the mid-1950s, by which time the type were withdrawn entirely in favor of the Avengers.

Canadian Service

On 24 January 1946, the Royal Canadian Navy (RCN) took delivery of 12 radar-equipped Barracuda Mk II aircraft; this was a Canadian designation, in British service these aircraft were referred to as the Barracuda Mk. III. The first acquired aircraft were assigned to the newly-formed 825 Sqn. aboard aircraft carrier HMCS Warrior. The majority of Canadian aircraft mechanics had served during the war and had been deployed on numerous British aircraft carriers, notably HMS Puncher and Nabob which, along with some Canadian pilots, the RCN crewed and operated on behalf of the RN. During 1948, the Warrior was paid off and returned to Britain along with the Barracuda aircraft.

Variants

Barracuda: Two prototypes (serial numbers P1767 and P1770) based on the Fairey Type 100 design.

Mk I: First production version, Rolls-Royce Merlin 30 engine with 1,260 hp (940 kW), 30 built

Mk II: Upgraded Merlin 32 engine with 1,640 hp (1,225 kW), four-bladed propeller, ASV II radar, 1,688 built

Mk III: Anti-submarine warfare version of Mk II with ASV III radar in a blister under rear fuselage, 852 built

Mk IV: Mk II (number P9976) fitted with a Rolls-Royce Griffon engine with 1,850 hp (1,380 kW), first flight 11 November 1944, abandoned in favor of Fairey Spearfish.

Mk V: Griffon 37 engine with 2,020 hp (1,510 kW), payload increased to 2,000 lb (910 kg), ASH radar under the left wing, revised tailfin, 37 built

Surviving Aircraft

Over 2,500 Barracudas were delivered to the FAA, more than any other type ordered by the Royal Navy at that date. However, unlike numerous other aircraft of its era, none were retained for posterity and no complete examples of the aircraft exist today.

Since the early 1970s, the Fleet Air Arm Museum has been collecting Barracuda components from a wide variety of sources throughout the British Isles; it has the long-term aim of rebuilding an example. In 2010, help was sought from the team rebuilding Donald Campbell's record-breaking speed boat, Bluebird, as the processes and skills involved were related to those needed to recreating the aircraft from the crashed remains, so between May 2013 and February 2015 'The Barracuda Project' operated as a sister project to the Bluebird rebuild. The tail section of LS931 was reconstructed using only original material. During September 2014, the wreckage of a rear fuselage was delivered to the workshops to undergo the same processes. In February 2015, the Barracuda sections were transported back to the Fleet Air Arm Museum, where the work continues.

During 2018 the wreckage of a Fairey Barracuda was discovered by engineers surveying the seabed for an electricity cable between England and France. According to Wessex Archaeology it is the only example of the type to have ever been found in one piece and represents the last of its kind in the UK. During 2019 the wreckage was successfully recovered and it was intended at that time to be reassembled and transported to the Fleet Air Arm Museum for preservation.

As of November 2023, the Fleet Air Arm Museum is running a project, including online content to rebuild a Barracuda based on DP872, a Barracuda Mk II built by Boulton Paul in 1943. The project is expected to take 10 years and although based on DP872, will use parts from at least 4 other aircraft, LS931, DR306, MD956 and PM870.

DP872 crashed on 29 August 1944 shortly after takeoff from RNAS Maydown (HMS Shrike) in Northern Ireland. The recovery crew arrived promptly but found the aircraft already sinking in a bog, Blackhead Moss, about 5 miles from the airfield and were unable to recover the crew of 3 before the aircraft sank. The remains of the aircraft were recovered in 1971 and stored at the Fleet Air Arm Museum store in Wroughton, Wiltshire.

Bibliography

Bishop, Chris (Ed) "The Encyclopedia of Weapons of World War II." Orbis Publishing Ltd, 1998.

Brown, Eric, CBE, DCS, AFC, RN.; William Green, and Gordon Swanborough. "Fairey Barracuda". Wings of the Navy, Flying Allied Carrier Aircraft of World War Two. London: Jane's Publishing Company, 1980, pp. 99–108. .

Brown, J. David. Fairey Barracuda Mks. I-V (Aircraft in profile 240). Windsor, Berkshire, UK: Profile Publications Ltd., 1972.

Brown, David. HMS Illustrious Aircraft Carrier 1939-1956: Operational History (Warship Profile 11). London: Profile Publications, 1971.

Fredriksen, John C. International Warbirds: An Illustrated Guide to World Military Aircraft, 1914-2000. ABC-CLIO, 2001.

Hadley, D. Barracuda Pilot. London: AIRlife Publishing, 2000.

Halley, James J. The Squadrons of the Royal Air Force & Commonwealth 1918–1988. Tonbridge, Kent, UK: Air-Britain (Historians) Ltd., 1988.

Harrison, W.A. Fairey Barracuda, Warpaint No.35. Luton, Bedfordshire, UK: Hall Park Books Ltd., 2002.

Jefford, C.G. RAF Squadrons, a Comprehensive Record of the Movement and Equipment of all RAF Squadrons and their Antecedents since 1912. Shrewsbury, UK: Airlife Publishing, 2001.

Kilbracken, Lord. Bring Back my Stringbag. London, Pan Books Ltd., 1980 (also London: Peter Davies Ltd, 1979).

Lewis, Peter. Squadron Histories: R.F.C., R.N.A.S. and R.A.F. 1912–59. London: Putnam, 1959.

Mason, Tim. The Secret Years: Flight Testing at Boscombe Down, 1939-1945. Manchester, UK: Hikoki Publications, 1998.

Smith, Peter C. Dive Bomber!: Aircraft, Technology, and Tactics in World War II. Stackpole Books, 2008.

Taylor, H.A. Fairey Aircraft Since 1915. London: Putnam, 1974.

Thetford, Owen. British Naval Aircraft since 1912. London: Putnam, Fifth edition, 1982.

Willis, Matthew. "Database: The Fairey Barracuda." Aeroplane Monthly, May 2009, Vol. 37, No. 5, pp. 57–77.

 

Fairey Barracuda Mk. I P9659.

Aircraft mechanics sleeping behind the wheels of a Fairey Barracuda of 820 Squadron, Fleet Air Arm which stands by on the flight deck of HMS Indefatigable, moored at the wings but ready to take off. A cruiser can just be seen in the background. Imperial War Museum A 25086.

Fairey Barracuda, Fleet Air Arm.

A Royal Navy Fairey Barracuda II P9926 from Lee-on-Solent Fleet Air Arm Station, Hamp-shire, with torpedo, in flight. The wooden plane that steadied the torpedo before it struck the water and broke off can be clearly seen at the rear of the weapon. The type was or-dered in bulk to equip the FAA. In addition to Fairey's own production line, Barracudas were also built by Blackburn Aircraft, Boulton Paul, and Westland Aircraft. Imperial War Museum A 20180.

Barracuda II torpedo bomber of the Fleet Air Arm runs up its Merlin engine before take-off. The outward-facing 'TV aerial' above the port wing is part of the ASV Mk UN radar system.

Barracuda, P9795/G.

Barracuda II, DP855/G.

Barracuda II, DP855/G.

Barracuda II, DP855/G.

Barracuda V, P9976.

Barracuda V, PM940.

Barracuda, PM941.

A Fleet Air Arm Barracuda returns to its carrier as the fires rage on Sumatra.

The Barracuda II made use of a smaller radome on the port wing.

For air-sea rescue duties, an airborne lifeboat could be carried beneath the Barracuda's fuselage.

Scarcely the most elegant of aircraft at the best of times, the Barracuda took on a some-what fantastic appearance when the wings were folded, an action that required the trailing edge flaps first to be hinged up and over the wing top surfaces.

A Fairey Barracuda II of 814 Squadron, Fleet Air Arm flying over HMS Venerable and an attendant destroyer, the Italian Alfredo Oriani. May 1945. Imperial War Museum A 28847.

A Barracuda Mk. V; notice the squared off wing tips and the enlarged radiator and spinner for the Griffon engine. The lack of the larger fin and wing radar pod suggests that this is the prototype.

Stockport-built Barracuda V with final enlarged pointed fin at Ringway in May 1946.

A Fairey Barracuda of 827 Squadron, Fleet Air Arm returns to HMS Furious watched by other pilots who had returned after taking part in the operations. August 1944. Imperial War Museum A 25423.

An 830 Naval Air Squadron Barracuda taking off from HMS Furious at the start of Operation Mascot. 17 July 1944. Imperial War Museum A 25420.

The men and machines of HMS Furious which took part in the Fleet Air Arm attack on SMS Tirpitz in Alten Fjord, Norway. Here Bob Cotcher, of Chelsea, chalks his message on a 1600 pound bomb just before the attack. 3 April 1943. Imperial War Museum A 22640.

The Women's Royal Naval Service: A Leading Wren radio mechanic after testing in-flight aircraft radio equipment that has been repaired by Wrens at Lee-on-Solent Fleet Air Arm Station. Her Fairey Barracuda aircraft can be seen behind her. September 1943. Imperial War Museum A 19294.

A maintenance crew at work on a Supermarine Seafire at RNAS Lee-on Solent. In the left background sits a Barracuda and on the right is a Fairey Swordfish. September 1943. Imperial War Museum A 19283.

A loaded Fairey Barracuda torpedo bomber taxiing past an aircraft shed on the way to the runway. September 1943. Imperial War Museum A 19278.

Barracuda Mk. I.

Sub Lieutenant L J Journing, of Dulwich, a member of 831 Squadron, Fleet Air Arm fixing his harness before climbing into the cockpit of his Fairey Barracuda bomber on board HMS Furious. In the early hours of 6 May 1944, carrier-borne aircraft of the Fleet Air Arm made successful attacks on two enemy convoys off Kristiansund, Norway. Imperial War Museum A 23159.

A Fairey Barracuda pilot of 831 Squadron, Fleet Air Arm being helped with his harness before taking off from HMS Furious whilst she was off the coast of Norway. Note the eyes and mouths painted on the bombs hanging from the wing of the aircraft. Imperial War Museum A 23383.

Wren (Women's Royal Naval Service) Radar Mechanics preparing for a radar test flight in a Fleet Air Arm Fairey Barracuda at Royal Naval Air Station Donibristle. Imperial War Museum A 23275.

61 Operational Training UNIT (OTU) RAF 1943. Two RAF instructors standing, including the French pilot Michel Bernard; in the front row the woman is Joy Lofthouse, at the time in training as a Spitfire pilot. In the pilot’s seat is Agnes De La Barre De Nanteuil. Under the wing sitting in precarious balance Paulette Bray-Bouquet Weber and Suzanne Melk. On the fuselage Audrey Morgan, who enlisted like Lofthouse in 1943, standing under her is an officer with the radio navigator's license on his jacket, probably the French pilot Raymond Roques who in 1943 was an instructor in the RAF – or André Jacob, a FAFL pilot reported missing in 1940, but in the lists of RAF crews, appears to have been back in service with the 273 Squadron in 1942.

Fairey Barracuda Squadron Muster 1944, HMS Pewitt.

The Fairey Barracuda bombers and their fighter escort approaching Alten Fjord. Another fjord along with the snow covered mountains surrounding it can be seen below the aircraft. Imperial War Museum A 22631.

Bombing up a Fairey Barracuda with a 1600 lb bomb on board HMS Formidable at sea. An unidentified battleship can be seen sailing in the background. Imperial War Museum A 24784.

A Fairey Barracuda about to take off from HMS Ravager whilst she is at sea. Imperial War Museum A 21284.

A Fairey Barracuda landing while the batsman makes the appropriate signals on board HMS Ravager. Imperial War Museum A 21286.

Fairey Barracuda aircraft on board HMS Formidable during the Operation Goodwood attacks on the German battleship Tirpitz in August 1944. The escort cruiser HMS Berwick is in the background. August 1944. Imperial War Museum A 25436.

A Royal Navy Fairey Barracuda II aircraft of 814 Squadron, Fleet Air Arm peeling off', showing clearly the observer's blister, the distinctive dive brakes, the high tail plane, and (below the blister) one of the lugs in which the accelerator / catapult engages. Photograph taken from the aircraft carrier HMS Venerable (R63). May 1945. Imperial War Museum A 28846.

On board HMS Furious a Fairey Barracuda of 827 Squadron, Fleet Air Arm being bombed up for a strike on the Tirpitz and enemy positions. August 1944. Imperial War Museum A 25437.

The Fairey Barracuda torpedo aircraft taking off from HMS Illustrious on the Clyde. The Fairey Barracuda torpedo bomber is a combination of dive and torpedo bomber, and is the newest to come into service with the Fleet Air Arm. 8 February 1943. Imperial War Museum A 14858.

Fairey Barracudas landing on HMS Formidable after attacking the Tirpitz and other enemy ships off Norway. Men can be seen looking down on the flight deck in the foreground. 1944. Imperial War Museum A 25443.

Fairey Fireflies (1771 Squadron), Fairey Barracudas (828 Squadron), and Supermarine Seafires (880 Squadron) of the Fleet Air Arm on the flight deck of HMS Implacable (R86) warming up ready to make strike on enemy shipping at the entrance to Alten Fjord, Norway. 26 November 1944. Imperial War Museum A 26648.

A Fairey Barracuda the Fleet Air Arm's latest torpedo-bomber taking off. Imperial War Museum A 12112.

A Barracuda dive bomber flies over HMS Belfast during Operation Tungsten. 1944. Imperial War Museum A 21788.

A Fairey Barracuda coming in to land aboard HMS Victorious. 23-25 September 1942. Imperial War Museum A 12113.

A Fairey Barracuda coming in to land aboard HMS Victorious. 23-25 September 1942. Imperial War Museum A 12114.

A Fairey Barracuda being pushed to the lift on board HMS Furious. April 1944. Imperial War Museum A 22695.

Six Fairey Barracuda torpedo bombers from Lee-on-Solent Fleet Air Arm Station flying in line ahead formation. The Fairey Barracuda torpedo bomber is a combination of dive and torpedo bomber, and is the newest to come into service with the Fleet Air Arm. Imperial War Museum A 20174.

Six Fairey Barracuda torpedo bombers from Lee-on-Solent Fleet Air Arm Station in flight. The Fairey Barracuda torpedo bomber is a combination of dive and torpedo bomber, and is the newest to come into service with the Fleet Air Arm. Imperial War Museum A 20175.

Six Fairey Barracuda torpedo bombers from Lee-on-Solent Fleet Air Arm Station in flight. The Fairey Barracuda torpedo bomber is a combination of dive and torpedo bomber, and is the newest to come into service with the Fleet Air Arm. Imperial War Museum A 20176.

A Fairey Barracuda II (P 9926) from Lee-on-Solent Fleet Air Arm Station, with torpedo banking away from the photographer's aircraft. The Fairey Barracuda torpedo bomber is a combination of dive and torpedo bomber, and is the newest to come into service with the Fleet Air Arm. Imperial War Museum A 20179.

A Fairey Barracuda flying low over the stern of HMS Onslaught during a raid in northern waters. One of the ships 4.7 inch guns can be seen in the foreground. Imperial War Museum A 21789.

In the middle distance three of the Fairey Barracuda bombers returning to land on after the Fleet Air Arm attack on the German battleship Tirpitz in Alten Fjord, Norway. An aircraft carrier can be seen sailing in the distance. Imperial War Museum A 22639.

A batsman bringing in a Fairey Barracuda of 831 Squadron, Fleet Air Arm on board HMS Furious. Note the radar antenna on the aircraft's wings. Imperial War Museum A 22693.

A Fairey Barracuda of 827 Squadron, Fleet Air Arm on fire from enemy flak having just landed on board HMS Furious. The fire is put out by the crash party, the water used to fight the fire can still be seen lying on the deck. Imperial War Museum A 25448.

An officer of the Fleet Air Arm plays a 'Tally Ho' (center) on a hunting horn and leads his group of Fairey Firefly airmen across the deck of an aircraft carrier towards their aeroplanes. Fairey Barracudas can be seen in the background. Imperial War Museum A 26652.

Rocket-assisted take-off by a Fairey Barracuda on board HMS Trumpeter during a winter patrol. Imperial War Museum A 27060.

A Fairey Barracuda landing on HMS Vengeance in the Clyde. The arrestor hook has caught the arrestor wire. Imperial War Museum A 28231.

A mass flight by thirty six Fairey Barracuda torpedo-bombers at Royal Naval Air Station Crail where air crews undergo intensive training in torpedo dropping and dive bombing. Imperial War Museum A 28244.

The new Fleet Air Arm aircraft, the Fairey Barracuda V, powered by a Rolls Royce Griffin VII engine at Heston Aerodrome, on the ground with its engine running. The aircraft performs torpedo bomber, reconnaissance, and anti-submarine duties. Imperial War Museum A 30645.

A Fairey Barracuda Mk III carrying the lifeboat before the demonstration drop of the navy's airborne lifeboat off Lee-on-Solent. The lifeboat, which is 17 ft, 9 ins long, was dropped by parachute to an air crew who were supposed to have forced landed into the sea. The lifeboat, self-righting, and self-baling is equipped with sails and an outboard engine which gives it a range of 120 miles at 4 knots. It contains special water purifying units, first aid outfits, rations and cigarettes. Imperial War Museum A 29658.

A Fairey Barracuda Mk III carrying the lifeboat before the demonstration drop of the navy's airborne lifeboat off Lee-on-Solent. The lifeboat, which is 17 ft, 9 ins long, was dropped by parachute to an air crew who were supposed to have forced landed into the sea. The lifeboat, self-righting, and self-baling is equipped with sails and an outboard engine which gives it a range of 120 miles at 4 knots. It contains special water purifying units, first aid outfits, rations and cigarettes. Imperial War Museum A 29659.

A close shave for a Fairey Barracuda of 812 Squadron, Fleet Air Arm that was operating from HMS Vengeance during exercises off Manus, Australia, when the pilot decided to go round again instead of landing on. The aircraft can be seen pulling up sharply and turning away just in front of the carrier's island, part of which can be seen in the foreground. He made a perfect landing the next time. Imperial War Museum A 30652.

A Barracuda dive bomber landing on HMS Victorious during Operation Tungsten. HMS Belfast is seen on the starboard quarter of HMS Victorious. Imperial War Museum A 22644.

The cover of Aircraft Recognition Volume II Number 9 for May 1944. The cover illustration is of a Fairey Barracuda aircraft.

Six-view drawing of the Barracuda Mk. II depicting the aircraft with wings folded and unfolded and a sideview of the Mk. II with a torpedo. Also a sideview of the Griffon-engined Mk. V.