aardvark62
Charter Member
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The Staff of SOH
Something coming from Robert Richardson...
- Thread starter aardvark62
- Start date
Bunkiester
SOH-CM-2023
Now that's wonderful news!
Mark
Mark
robcarrich
SOH-CM-2024
Early days but I really like the Griffon Seafire's so I'll probably finish this one.
With this particular line of aircraft there are probably a few who know a little more about them than myself.
Do I really want to suffer the "slings and arrows of outrageous" rivet counters?
Oh well, it's never bothered me before.....
With this particular line of aircraft there are probably a few who know a little more about them than myself.
Do I really want to suffer the "slings and arrows of outrageous" rivet counters?
Oh well, it's never bothered me before.....
Brian_Gladden
SOH-CM-2025
Waiting for the CMC Leopard too...
Keep the rivets, crazy glue works fine! Are my eyes bad or are those counter-rotating props? They oughta twist the fuselage into a pretzel!
Yep, the Mk.47 had contraprops on the Griffon.
Bomber_12th
SOH-CM-2025
Great choice of project, Robert!
Jim Smith's Seafire 47 VP441, the last one flying (though Jim has since retired himself from flying warbirds, but the aircraft can now be seen on static display at his "Stonehenge Air Museum" in Montana):
Here is a photo (by Philip "The Ghost" Makanna) taken some years ago of Nelson Ezell flying Jim Smith's Seafire 47. Ezell Aviation was the company that restored it. The aircraft, VP441, was restored with a number of redesigned features. It has extra fuel tanks added in the gun and ammunition bays, increasing the fuel capacity to 230-gallons (six internal tanks in all), so that it would have much longer "legs" than originally. The original air brake system was taken out and individual hydraulic brakes were installed with toe brakes. The flaps were modified to be controlled hydraulically as well, rather than by air pressure, so that they can be set in various positions (rather than just up or down). The radiator doors were modified so that they are electrically controlled and can be set in various positions as well (via a toggle switch). The only air system that actually remains in the aircraft is for fuel transfer, which is just fed off of the vacuum pump. Ezell Aviation was also forced to design their own wing fold hinges and locking mechanisms, since they didn't have those parts and no original drawings were to be found. An original Griffon 88 (which would be correct for the Seafire 47) was not available so they used a Griffon 58 from an Avro Shackleton. The prop unit is also a cut down Shackleton prop unit, shortened to 10-ft diameter. One of the unique features of having this Shackleton bomber engine/prop setup is that the prop is fully feathering as well, so this particular aircraft also has a red feathering plunger/button on the instrument panel. From Nelson Ezell's pilot report on flying it, it is an absolute dream with no bad habits. Of course with the counter-rotating props there is no P-factor and the aircraft tracks straight. In-fact rudder trim is never needed and Ezell comments that you can literally rest your feet on the floor while "driving" it around the sky with just the stick, like a jet.
Jim Smith's Seafire 47 VP441, the last one flying (though Jim has since retired himself from flying warbirds, but the aircraft can now be seen on static display at his "Stonehenge Air Museum" in Montana):
Here is a photo (by Philip "The Ghost" Makanna) taken some years ago of Nelson Ezell flying Jim Smith's Seafire 47. Ezell Aviation was the company that restored it. The aircraft, VP441, was restored with a number of redesigned features. It has extra fuel tanks added in the gun and ammunition bays, increasing the fuel capacity to 230-gallons (six internal tanks in all), so that it would have much longer "legs" than originally. The original air brake system was taken out and individual hydraulic brakes were installed with toe brakes. The flaps were modified to be controlled hydraulically as well, rather than by air pressure, so that they can be set in various positions (rather than just up or down). The radiator doors were modified so that they are electrically controlled and can be set in various positions as well (via a toggle switch). The only air system that actually remains in the aircraft is for fuel transfer, which is just fed off of the vacuum pump. Ezell Aviation was also forced to design their own wing fold hinges and locking mechanisms, since they didn't have those parts and no original drawings were to be found. An original Griffon 88 (which would be correct for the Seafire 47) was not available so they used a Griffon 58 from an Avro Shackleton. The prop unit is also a cut down Shackleton prop unit, shortened to 10-ft diameter. One of the unique features of having this Shackleton bomber engine/prop setup is that the prop is fully feathering as well, so this particular aircraft also has a red feathering plunger/button on the instrument panel. From Nelson Ezell's pilot report on flying it, it is an absolute dream with no bad habits. Of course with the counter-rotating props there is no P-factor and the aircraft tracks straight. In-fact rudder trim is never needed and Ezell comments that you can literally rest your feet on the floor while "driving" it around the sky with just the stick, like a jet.
robcarrich
SOH-CM-2024
Drop me an email Brian, I'll send you a link.
I didn't release it as there was no interest.
harrybasset
Charter Member
Great choice of project, Robert!
Jim Smith's Seafire 47 VP441, the last one flying (though Jim has since retired himself from flying warbirds, but the aircraft can now be seen on static display at his "Stonehenge Air Museum" in Montana):
Here is a photo (by Philip "The Ghost" Makanna) taken some years ago of Nelson Ezell flying Jim Smith's Seafire 47. Ezell Aviation was the company that restored it. The aircraft, VP441, was restored with a number of redesigned features. It has extra fuel tanks added in the gun and ammunition bays, increasing the fuel capacity to 230-gallons (six internal tanks in all), so that it would have much longer "legs" than originally. The original air brake system was taken out and individual hydraulic brakes were installed with toe brakes. The flaps were modified to be controlled hydraulically as well, rather than by air pressure, so that they can be set in various positions (rather than just up or down). The radiator doors were modified so that they are electrically controlled and can be set in various positions as well (via a toggle switch). The only air system that actually remains in the aircraft is for fuel transfer, which is just fed off of the vacuum pump. Ezell Aviation was also forced to design their own wing fold hinges and locking mechanisms, since they didn't have those parts and no original drawings were to be found. An original Griffon 88 (which would be correct for the Seafire 47) was not available so they used a Griffon 58 from an Avro Shackleton. The prop unit is also a cut down Shackleton prop unit, shortened to 10-ft diameter. One of the unique features of having this Shackleton bomber engine/prop setup is that the prop is fully feathering as well, so this particular aircraft also has a red feathering plunger/button on the instrument panel. From Nelson Ezell's pilot report on flying it, it is an absolute dream with no bad habits. Of course with the counter-rotating props there is no P-factor and the aircraft tracks straight. In-fact rudder trim is never needed and Ezell comments that you can literally rest your feet on the floor while "driving" it around the sky with just the stick, like a jet.
Thank you for posting this Bomber 12th, I really enjoyed watching it. The airstrip looks wonderful, like a country road with big ambitions. An excellent restoration of the Mk 47.
Great choice Robert. Definitely a beautiful and very interesting aircraft!
I'm sorry to hear that there wasn't much interest in the Leopard. For me the lack of a propeller makes in less interesting for me, but I can't imagine that this is valid for the rest of the simmers.
Thanks,
Huub
I'm sorry to hear that there wasn't much interest in the Leopard. For me the lack of a propeller makes in less interesting for me, but I can't imagine that this is valid for the rest of the simmers.
Thanks,
Huub
Ditto here as well, after the Shark (another beautiful airplane that was never officially released) I was hoping that Rob would make this available to the masses. Just because they don't fit the mold of all his previous offerings (mostly British Military Classics), people should show more interest in anything Rob puts his heart and soul into. We know the quality of his work. . .we should show a bit more support and interest and give him reason to release these beauties.
Lonewolfee1
Charter Member
Griffon 58
Interesting article about the engine in the Seafire.
http://stonehengeairmuseum.org/rolls-royce-griffon-58
Interesting article about the engine in the Seafire.
http://stonehengeairmuseum.org/rolls-royce-griffon-58
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Very cool looking plane! I was unaware of this plane until seeing this post and that is unfortunate as it has an interesting history as being a precursor to the current light jet craze going on at the moment. I think you should have released it in inspite of peoples opinions about as you make quality aircraft and that in itself is a reason for releasing it.Drop me an email Brian, I'll send you a link.
I didn't release it as there was no interest.
robcarrich
SOH-CM-2024
Thank you very much Ed for the kind words.
I do understand that just because I like any particular aircraft it doesn't mean others will.
I get a bit lazy when it comes to finishing things off if there is no interest.
I just move on to something else.
I also agree with Ed, Rob’s aircraft are beautiful and fun to fly. I was awaiting the Shark being available again and now this beauty appears.
I hope you release them, rivet counters be damned!
Bob
