On pp 171 of my edition of Wings on my Sleeve Brown says that “The Spearfish had its troubles and never went beyond the prototype stage. We eventually used it as a hack for arrester gear and catapult development work.” concise but not particularly illuminating. (Incidentally, is anyone else’s copy of that book falling to pieces as badly as mine is? I have the Phoenix paperback edition and it hasn’t had very heavy wear but all the pages of falling out!)

I sit corrected on the spelling of Fairey. :o:rolleyes:

Many thanks gentlemen!

I received a very prompt reply from Peter Pavey, it was as follows.

“The above was a manuscript that was commissioned by the then Bristol Siddeley Engines company in the 1960’s and was researched by Sawyer and Slatterly. Although completed it was never turned into a book, and the few copies that we have includes references to drawings, figures and photographs etc, which did not survive with the manuscript.

“A re-appraisal of the manuscript in the 1990’s found that there were several errors in it (as does Freeman’s book). In the meantime Bill Gunstons book “By Jupiter” had been re-issued by the Rolls-Royce Heritage Trust and is a far superior treatise anyway.”

I have tried a number of search variations on both the author and title on the online databases I have access to (Incl. the British Library catalogue) and drawn a total blank – which is pretty unusual – are you sure it is a book? I was wondering if perhaps it is a paper or thesis?

I appreciate you doing that – in Furse’ book it is quoted in note 5 to appendix IX on page 372.

Sawyer W.J.A. The Bristol Aircooled radial Engine: A Technical History. Ch 11

It does not appear listed in the bibliography on pages 374 – 376

Here is the text on the Orion

“The team at Somerdale was enlarged, and work began on what Fedden had finally concluded must be started at the earliest possible date: a new engine much more powerful than the Centaurus. Under the revived name Orion, a study was made for an 18-cylinder radial with a bore of 6’/a in and capacity of 4,140 cubic inches. It incorporated several features planned for future models of the Hercules and Centaurus. One was an exhaust system with the pipes discharging straight to the rear from aft*facing ports. Another was a new design of head consisting of a close-finned copper base, with nickel-plated flame face, shrunk into a steel body. The Orion was drawn in detail by Butler in early 1941, and promised to be a superb engine rated at an initial power of about 4,000 hp. Several airframe constructors welcomed it, and Arthur Gouge (Short Brothers) and Rex Pierson (Vickers) began projects for large bombers and flying boats using four or even six. Such very big machines appeared certain to be needed – in peace, if not during the War – and the one thing Fedden wanted to avoid was having to couple together groups of smaller engines.

“With the Centaurus he had what appeared to be the most powerful aero engine in the world. With the Orion added at the top end of his family he considered the Bristol company would be able to offer an unbeatable range of engines, not only to win the War – which he said in 1941 would probably last until 1946 – but also to win the fierce commercial battles of the ensuing peace.

“Fedden was frankly and totally committed to the sleeve-valve piston engine, which he was certain would be needed up to at least 1955 and probably later. He had no doubt his company could – if it had the strategic judgement and motivation – be the world leader in piston aero engines during the whole of this period, providing the foundation for a world-beating series of British aircraft. It is characteristic of Fedden that, in early 1941, in the grimmest period of the War and long before the formation of any Brabazon Committee to study the problem, he was deeply engaged in considering the design of the aircraft for the post-war period. It was partly because of this that he appreciated the importance of the Orion.”