Despite a pressing need to replace various obsolete types in the Fleet Air Arm (FAA), some opposed the idea, including as Winston Churchill, although these disputes were often a result of the overriding priority for land-based Spitfires instead.

During 1941 and early 1942, the Admiralty again requested naval Spitfires, resulting in an initial batch of Seafire Mk.Ib fighters in late 1941, which were mainly used to gain experience operating the type.

During 1944, large numbers provided air support to ground forces during the Normandy landings and Operation Dragoon in southern France.

As the Hawker Hurricane had quickly proven to be adaptable to carrier-based operations, there was considerable interest in navalising the Spitfire as well.

On 29 February 1940, the Admiralty requested that the Air Ministry formally sanction the production of 50 folding-wing Spitfires, the first of which was to be delivered in July that year.

To partially cover the gap until the Fulmar's replacement (Specification N.5/40 – which would be the Fairey Firefly) was able to enter service, it was decided to instead order a number of Grumman Wildcats from America to equip the FAA.

This version of the Seafire was mainly used to allow the Royal Navy to gain experience in operating the Spitfire on aircraft carriers.

In an attempt to alleviate this condition, reinforcing strips were riveted around hatch openings and along the main fuselage longerons.

[7] A further 118 Seafire Mk.Ibs incorporating the fuselage reinforcements were modified from Spitfire Vbs by Cunliffe-Owen at Eastleigh and Air Training Service.

Apart from the modifications included in the main batch of Seafire Ibs this version incorporated catapult spools, and a single slinging lug on either side of the fuselage, just behind the engine bulkhead.

[15] This version of the Merlin used a "cropped" supercharger impellor to provide greater power at low altitudes than the standard engines; delivering 1,585 hp (1,182 kW) at 2,750 ft (840 m).

Because this version used the "C" wing the Hispano cannon were fed from a 120-round belt magazine, otherwise the armament was the same as that of the Ib; the FR also carried two F24 cameras.

[1] Supermarine devised a system of two straight chordwise folds; a break was introduced immediately outboard of the wheel-wells from which the wing hinged upwards and slightly angled towards the fuselage.

The engine cowling was different from that of the Spitfire XII series, being secured with a larger number of fasteners and lacking the acorn shaped blister behind the spinner.

On the first 50 aircraft manufactured by Cunliffe-Owen a heavier, strengthened A-frame arrestor hook was fitted to cope with the greater weight.

The undercarriage oleo legs were still the same of those of the much lighter Merlin engined Spitfires, meaning that the swing was often accompanied by a series of hops.

[23] The Seafire F Mk.XVII was a modified Mk.XV; the most important change was the reinforced main undercarriage which used longer oleos and a lower rebound ratio.

The wings were reinforced, with a stronger mainspar necessitated by the new undercarriage, and they were able to carry heavier underwing loads than previous Seafire variants.

[26] The Seafire F Mk.45 entered service with 778 Squadron in November 1946 and a few were modified to FR Mk.45s in March 1947 by being fitted with two F24 cameras in the rear fuselage.

[27] The Seafire F Mk.46 and FR Mk.46 was a Spitfire F Mk.22 modified to naval standard and featured the cut down rear fuselage and "teardrop" canopy.

The modified windscreen proved to be unpopular with pilots because of continual problems with misting and the thicker, repositioned frames obstructed visibility during deck landings.

Performance tests showed that the Mk.47 was slightly slower than the Mk.46 in maximum and climbing speeds, mainly due to the long supercharger air intake, which was less efficient than the shorter type fitted to earlier Seafires.

Other problems included the Spitfire's short range and endurance (acceptable for an interceptor but not for carrier operations), limited weapons load and that it was dangerous to ditching.

[nb 3] The first Seafire variant to overcome many of these problems was the Mk.XVII with its new undercarriage design, reinforced structure and extra fuel tanks, although there were still some compromises and it entered service well after the war was over.

Part of this was attributed to the flat, calm conditions present, which meant that there had not been enough headwind in order to adequately slow down the Seafires on landing.

[40] During the latter half of the war, the Seafire saw increasing service as part of Britain's contribution to the Far East Pacific campaigns, serving with No.

[1] As range quickly became a detrimental factor in Pacific operations, Seafires in this theatre were often fitted with additional fuel tanks previously used by Curtiss P-40 Warhawks.

[citation needed] During the immediate post-war service, the Fleet Air Arm quickly replaced its Merlin-powered Seafires with Griffon-powered counterparts.

The Seafire proved more vulnerable to the stresses of carrier operation with many aircraft suffering wrinkling of the rear fuselage brought about by heavy landings.

Following the end of operations, when peacetime airworthiness rules were re-imposed, all but three of 800 Squadron's Seafires were declared unserviciable owing to wrinkling.