Development of the Firefly can be traced back to pair of specifications issued by the British Air Ministry in 1938, calling for new naval fighter designs.

Due to a protracted development, the type only entered operational service towards the end of the conflict, at which point it was no longer competitive as a fighter.

The limitations of a single engine in a relatively heavy airframe reduced its performance, but the Firefly proved to be a fairly sturdy, long-ranged, and docile aircraft during carrier operations.

[6] Although the aircraft was 4,000 lb (1,800 kg) heavier than the preceding Fulmar (largely due to the adoption of the heavier Griffon engine and the armament of two 20 mm (0.79 in) Hispano cannon in each wing), the Firefly was 40 mph (64 km/h) faster due to improved aerodynamics, as well as the increased power of the Griffon IIB engine, being capable of generating a maximum of 1,735 hp (1,294 kW).

The Firefly was a low-wing cantilever monoplane, featuring an oval-section metal semi-monocoque fuselage and a conventional tail unit with forward-placed tailplane.

[7][2] The wing itself featured square tips and large Fairey-Youngman flaps, which provided relatively good handling while flown at low speeds.

[5] During 1942, handling and performance trials were first undertaken at RAF Boscombe Down by Admiralty test pilots Mike Lithgow and Roy Sydney Baker-Falkner.

During March 1943, the first Firefly Mk Is were delivered to the FAA but these did not enter operational service until July 1944, at which point they equipped 1770 Naval Air Squadron aboard HMS Indefatigable.

[1] The first operations were flown in the European theatre where Fireflies carried out numerous armed reconnaissance flights and anti-shipping strikes along the Norwegian coast.

[2] FAA Fireflies carried out attacks on oil refineries and airfields and was repeatedly dispatched against Japanese-controlled islands up until Victory over Japan Day.

Based upon the feedback of veteran pilots, Canada opted to acquire the Firefly over opposition that favoured procuring American aircraft instead.

During this time, British-built Fireflies were also supplied to a number of overseas nations, including Canada, Australia, Denmark, Ethiopia, the Netherlands, India and Thailand.

[5] During the Korean War of the 1950s, both British and Australian Fireflies carried out anti-shipping patrols and ground strikes from various aircraft carriers positioned offshore.

[17][16] Additional missions roles including anti-submarine patrols and aerial observation, as well as assisting battleships in providing effective naval gunfire support.

Numerous FAA Fireflies were loaned to the Australian Navy during the conflict as many of its aircraft did not feature cannons when configured for anti-submarine warfare.

The type was routinely used for strike operations against targets such as bridges and railway lines to damage North Korean logistics and communications.

[1] The Firefly's front line career with the FAA came to an end shortly following the introduction of the newer and larger Fairey Gannet, which effectively replaced the type.

[2] The RAN also decided to relegate their Fireflies to secondary duties following the adoption of newer aircraft, such as the Gannet and the jet-powered de Havilland Sea Venom.

[5] Several versions of the type were developed later in its career to serve in a number of secondary roles, including as trainers, target tugs and drone aircraft.

[5] In the late 1940s, the Royal Netherlands Navy deployed a Firefly squadron to the Dutch East Indies, as part of the forces countering Indonesian nationalists.

The museum returned Z2033 to its original MkI configuration, and repainted the aircraft as 'DK431' of 1771 Naval Air Squadron, as operated in the Pacific in July 1945.

[citation needed] Other survivors include – in Australia: The Royal Thai Air Force Museum in Bangkok, Thailand has a Firefly Mk I on display.