Hawker Sea Fury, Royal Navy Superprop
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- Опубликовано: 30 сен 2024
- The Hawker Sea Fury is one of the best piston engine fighters of all time, AND it's so much more than that. The Sea Fury represents the end of an era. It also represents the best of British aviation in both a technical sense with it's Hawker designed wing and Bristol sleeve-valve engine, backed up by decades of Sopwith and Hawker's experience building great fighter planes. When it comes to fighter planes, it doesn't get much more British than this and it's awesome.
A large portion of this video deals with sleeve valve engine history and design, so it's not only about the Sea Fury. There is a fair bit of automotive content in this video.
The video is long because there is just so much stuff
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ERRORS: I really messed up the fuel capacities by forgetting that the British were using Imperial gallons. That means the Sea Fury has the most internal fuel capacity by far and wins the range contest on internal fuel with relative ease.
Correct Fuel Capacities courtesy of MK Regular:
Sea Fury - 240 US gallons (200 imperial gallons)
Bearcat - 185 US gallons
Seafire - 182.4 US gallons (152 imperial gallons)
When you consider maximum fuel capacity with drop tanks, the Bearcat still comes out on top due to the absolutely absurd amount of fuel it can carry in drop tanks and the Sea Fury falls behind to a point around 2/3 of the way from the Seafire to the Bearcat:
Bearcat - 535 US gallons (185+150+2x100)
Sea Fury - 456 US gallons (240+2x108) (200+2x90 imperial gallons)
Seafire - 296.4 US gallons (182.4+60+2x27) (152+50+2x22.5 imperial gallons)
Also the P-47N could get its 2800 horsepower on 130 octane fuel at least by 1950. It's not clear if this was the case during the war. The other 47s running 70" or above did use 150.
All Superprop videos can be found in single playlist here: ruclips.net/user/GregsAirplanesandAutomobilesplaylists
Nice work! Hope you get a chance to take a look at the one off CAC CA-15 prototype, the Australian superprop that never made it into production, but had some impressive performance.
Greg, what is the reason why most of the so-called "superprops" were designed for the naval forces?
Would a sleeve-valved radial engine be less susceptible to hydraulic lock than a poppet-valved radial? (I've pulled through lots of blades on radials and have never had one lock up.)
Sorry for my pour english...when Greg said r2800 is more powerful because of his supercharger im not agree.the supercharger in warbirds is only useful in altitude,at sea level it doesn t ad power like in car(sometimes it Can low yield
because you have to restrict air entry,in ordre to avoid overboost).so if you compare power of the two at sea level ,the only davantage that remain for r2800 is water injection.at altitude no doubt that better supercharger change the game
So in conclusion the best way to compare Real power of the two is at sea level without supercharger.and i think that r2800 would win in this case
Always an happy day when Greg posts
Yes it is!
No. A stressful day as I figure out how juggle my day to free up an hour or more.
YEP!
This is one of the absolute best. I can't believe the 80 minutes have passed so quickly.
Some consider videos of 45 min to be long. I just relish in these extra-length editions on WWII fighter aircraft and their engines.
It is exactly the type of "television" I had been longing for since I was a child crazy about WWII fighters in the 70's and 80's
After decades of waiting and frustration with "consumer grade productions", having studied engineering and worked for an automotive manufacturer in engine development, I can finally fully enjoy this type of content. Pure bliss!
Greg thank you so much for your grade-A content directed at the fellow technically minded!
I appreciate your kind words. Not everyone gets what I'm trying to do here, but clearly you do.
holy
i don't realize it too
@@GregsAirplanesandAutomobiles You undoubtably do the best balance analysis of warbirds, etc anywhere on the web, Greg. You are a living treasure. When I'm done being a Patreon for Ian at "Forgotten Firearms" for one year, I'm committed to follow on & do the same for you, as you've definitly earned it.
Incidentally have you noticed that in WWII footage, unlike radial engined aircraft of others (say the Zero, Bristol aircraft, the Russian LA's & the FW190) that always had large over spinners, that cover up the prop blade axiss' & the CS mechanisms; US radials seem to always have little thimble like spinners that left the prop's CS mechanism available. Even though many of their prototypes came with full spinners.
Was this because NACA or the US Army & Navy Airforces worked out that the payoff from having large overspinners on radial engined aircraft wasn't worth the hassle aerodynamically, relative to the loss of quick axcess to the constant speed mech? I assume the US worked out a trade off here, as definitely the major user & developer of radial engined aircraft, that the other's never noticed.
Agree with everything the OP said. Greg cannot be praised enough for the content he puts out.
I've watched it twice - in two different countries.
Aiming for a third.
Outstanding work.
The in-depth part about the sleeve valve engines was superb. Man these people were clever. No google, no computers, just the drawing board. Thank you Greg, that was great.
Just like the Wright bros it's amazing how advanced the pioneers were. Harrier and chinook are just unbelievable flight control wise
Remember they had the sliderules to do the math…I learned to work it…very accurate..but time consuming.
@@cf6282 Indeed and accurate slide rules could be 2 feet long
@@cf6282 And mathematical look-up tables !
Not about being clever. Being clever gets you no where. They were dedicated. Being clever means seeing a possible solution. Being dedicated means making the solution reality.
A Sea Fury owned by Ted Allen in Mackay (QLD, Australia) buzzed a small mining town where I was living at the time (early 80’s). A full speed dive at a very low level and then a turn and another pass. The sound was unbelievable! The first pass rattled the windows. I ran outside to see a tight turn and the second pass. Truly an amazing event.
Bristol engine. Far better and more reliable than the Napier Sabre on the Tempest.
I was working at the airport in Klamath Falls Oregon in the 80's. We had a old fuel truck in the back of a dusty un used hanger in need of repair. I was doing some body and fender work when the unmistakable rumble of war birds flew over head. As I ran out of the hanger, I spotted a P-51 and a Hawker Sea Fury making a base leg turn. I ran over to the tarmac and waved them to a parking area with lots of space away from local private aircraft. As the P-51 came to a stop, I noticed the nose art and the 6 'kills' shown under the canopy. The pilot was none other than Bob Love, famous test pilot and Korean war ace. The Sea Fury was parking next to the the P-51. No insignia or nose art of any kind was on the Sea Fury. As the canopy slid back, the pilot began exiting the cockpit, and exiting, and exiting. The Sea Fury is a big aircraft making the P-51 look like a 2/3 scale model when parked together. As man mountain finally extracted himself from the aircraft I thought to myself, this is guy is big enough to play pro ball. It turns out, the pilot was Russ Francis, tight end for the San Francisco 49'rs. As the pilots made their way over the tarmac to get lunch, I (carefully) refuel each bird. About an hour later Russ and Bob returned to proceed to their destination. It was a hot summer day and the altitude of the airport is 4100'. The big 18 cylinder engine began to turn over and belch smoke but would not run. Multiple attempts were made to get the Sea Fury running but it was not going to happen that day. The A&P's were called in to take a look. They had to open the cowling and pull all 36 spark plugs which had been fouled due to the wrong mixture setting for the conditions. It took 2 guys over 4 hours to pull all the spark plugs out. Bob and Russ were taking everything in stride and would fly out the next morning. I'll never forget the sound or sight of those two war birds and their amazing pilots.
thanks for sharing this cool story.
Sadly, Russ Francis was killed this week in a plane crash...
He was a very nice man my deepest condolences go out to his family. He stopped at the airfield in Klamath Falls a year after I met him and he asked for me by name. I was just a punk kid pumping gas at a back water airport and he remembered my name. RIP Russ@@jamescraig4479
A great story thanks for sharing that.
@@jamescraig4479 jeez, due to "power failure". I wonder how plugs he fouled in his time.
The best thing I like about these superprops is being able to see the result of all the lessons learned during the entire course of the war being incorporated into the designs.
We had a Sea Fury stop-off at my air school one day, and the pilot ended up giving us a display flight overhead the airfield because we all couldn't stop drooling over it. Absolutely blew my mind how it could climb. It would go completely vertical and very rapidly disappear into a dot. Then come hurtling back down like a homesick demon. It's been my favorite piston aircraft ever since...
It had a four stage, fuel injection carberator with a cartridge starter..
My Dad would have loved this one. He was a huge WW2 aviation and Reno Air Race nut. Belonged to the CAF for a short time. While primarily a P-51 devotee, he adored Dreadnought. He was at the 1949 Cleveland National Air Races where a highly modified P-51C named Beguine crashed. He was one of the first people on the scene of the crash. He had plans to build a model of the aircraft from a P-51B kit, but passed away before that happened. Thank you Greg, for a great episode.
What a beautiful plane. Thanks Greg, for all your hard work to produce this video!
One plane i would really like to see you do. the A-1 Skyraider. not a superprop, but definitely a far more important aircraft for the USN and others post WW2 than i think anyone had any reasonable expectation of when they entered service at the end of WW2.
one of the very few planes that never really retired, they just ran out of them and decided not to make more. as the USAF used theirs, they reactivated former USN types and used them up.
what i have seen of their development and service lives have always seemed quite interesting. it seems like they have done every single job and mission the navy had except fighter and then continued to serve alongside its replacements
and it seems like the aircraft had some interesting things going in with the cowl too. i have seen pictures of them with what appears to be shutters completely closing off the front
As a side line to your comment, a few years ago I saw a Skyraider bring down a Spitfire. I was at IWM Duxford for a display when a Skyraider rear ended the Spitfire. The consequence was the Spitfire came down in a field with the pilot ejecting, the Skyraider landed successfully. I believe that both planes are now back in the air, those guys at Duxford do a fantastic job of making a twisted pile of scrap metal fly again. The Skyraiders pilot was blamed for the accident.
@@orwellboy1958 I believe the accident you refer to was the sky raider chewing up a P51. The pilot jumped and the sky raider landed. The P51 not repairable. The accident is on YT and the Mustangs name was Big Beautiful Doll.
I dare say it would be a very received episode.
Best aircraft for air to ground support. Carried armament comparable to a light cruiser. Now the Yanks have the A-10 Warthog.
A Skyraider episode would be awesome.
That climb rate is pretty amazing compared to the Bearcat considering all the sacrifices the Grumman plane made in the name of saving weight.
The Spit 47 would easily outclimb them both in actual service from the deck to 20,000 ft. Easily!
@@TheHarryMann Wonderful, just a pity it literary fell to bits after a few deck landings.
@@CJB- That’s not just exaggerating for sake of a cheap jibe, it’s as good as libel… certainly over-egging the gossip.
@@TheHarryMann but, did Spitfire had range of both Bearcat and Sea Fury?
@@kidpagronprimsank05 Seafire? Probably not… a PR Spitfire would have though, easily.
Awesome. The Typhoon/Tempest are some of my favorite aircraft, and the Furies are some of the best looking things to ever fly
Awe-inspiring .... (Standard English circa 1956).
Slante. ☘🏴
And everyone forgets the Hawker Tornado that preceded both…
Go checkout the original Hawker Fury and Demon biplanes of the 30s. Construction an art-form, still flying at Shuttleworth Museum in the uK, with their RR Kestrel V12s purring. Circa 250 mph biplanes built like a RR car.
@@TheHarryMann And the Hurricane was originally specified as a monoplane Fury - the construction techniques on the fuselage are identical.
@@allangibson8494 indeed. I was just eulogising that for those not knowing, Hawker pre-war biplanes were and are considered some of the most beautiful aircraft ever made, inside as well as out.
A terrific piece of work. The Sea Fury has always been one of my favourite late piston engined fighters, and this video is undoubtedly one of the most comprehensive, if not the most comprehensive, reviews of the type I have seen. Superb work, thank you.
Had no idea Hawker was connected to Sopwith. They were already a legendary builder in my mind, this kinda blows me away. From the Camel thru jets. Wow.
Did you check out how long Sopwith lived for ? He flew very early aircraft as well !
In September 1920, Sopwith Aviation was liquidated because of fears the government would examine the wartime aircraft production contracts of companies like Sopwith and impose a crippling retrospective tax liability on them.
Harry Hawker, Tom Sopwith, Fred Sigrist, and Bill Eyre then formed a new company, each contributing £5,000. To avoid any possible claims against the new company for the wartime contracts of the old company, they chose to call it H.G. Hawker Engineering. (It was renamed Hawker Aircraft in 1933.)
..and on to the only really successful VTOL fighter, the Harrier. And it’s engine was also initially a Bristol design, the Pegasus.
@@TheHarryMann Via the Hunter which continued in service until 2014
You just made my day a lot brighter; I love this video series of yours!
It's nice to go to sleep on a Sunday evening, knowing there is a video as interesting as this waiting for me when I finished work tomorrow.
EDIT: Your video did not disappoint, it's great to learn about perhaps the best "late" piston engine fighter. I can hardly wait for another entry to the Superprop series.
Sometimes I wish I lived in a world where jet engines didn't work.
Typical entitled governments, rewards companies that went above and beyond in national service by driving them into bankruptcy.
You didn’t read what he said was the more complex description
I'm really glad to finally see a video about sleeve valves. Not easy to find info on them.
40:07 No objections if you ever get a notion to do a video about the Lysander. Very cool plane.
Back in the 80's I saw five Sea Furies at the Mintner Field airshow near Santa Barbara California. I think it was every flyable Sea Fury in North America. They stood out in a field of P-51s and other warbirds for their sheer sleekness and beauty. And the sound! Amazing! I came away totally enamored with the airplane.
If "if it looks right, it is right" the Sea Fury totally got it right.
Eminently fascinating..from the valve design history to Reno air race performances to the hotel review..also loved the.."meanwhile over in Japan" then you stopped yourself.. Greg never stop yourself..we love when you go off on tangents. it always leads to something fascinating. Well done by sir. Safe travels wherever you may be.
Very interesting to see the DFW robot after exploring the practically-oriented engineering that went into the Sea Fury. Maybe I’m being a grump, but it seems like a lot of new IT engineering doesn’t cater to specific needs, but is rather based on a certain aesthetic vision of the future.
Great video as always!
I don't know what the problem with it was, but it seems to me that telling me what gate to go to should be airport robot 101. Oh, and thanks for watching until the end.
@@GregsAirplanesandAutomobiles Many of these "solutions" are built by a committee focusing on checking off tech boxes rather than executing proper design and user experience research. Thank you for the video, enjoyed it greatly and now have newfound appreciation for this aircraft.
Very good and thorough video. One minor correction: the land-based Fury DID go into production, just not for the RAF. 55 were built for export to Iraq where they served for many years. Ed Jurist brought several back in the late 1970s and some still fly today. The easiest recognition point is their full-depth rudders, facilitated by no hook.
At "Flying Legends" Duxford, both, Sea Fury and Bearcat gave the best flying show. Dynamic, loud and exciting. Rly astonishing machines
I was feeling down tonight until I saw this. Thanks Greg, your video and timing were perfect. Always take your time as your video work is one of love and experience. We are just happy that you do these (so well) and that you feel good doing them, so you will not lose the desire to do more of them!
Hi Vlad, I hope your day picks up a bit. Enjoy the video.
Great video, but the BRITISH Daimler Company uses BRITISH pronunciation for its name. Think DAME, not DIME. The German company traded as Mercedes-Benz for their cars. It was only after the takeover of Chrysler that the automotive industry saw the German pronunciation. Their aircraft engines though, were always Daimler-Benz.
Greg, thanks for all the wonderful videos. They are by far the most informative ones I’ve come across. I’ve especially enjoyed the super prop series, and on that note, I hope you will consider doing one on the F7F Tigercat. I think it meets the criteria. It was a very high performance fighter for it’s time, and it just so happens that my grandfather was assigned to a Tigercat squadron right at the end of WW2 and for a few years after. I’d love to hear your technical analysis of this plane.
The Tigercat is one of the U.S. Navy superprops I want to cover.
@@GregsAirplanesandAutomobiles Excellent, I’m very much looking forward to that.
@@GregsAirplanesandAutomobiles is the De Havilland Hornet planned as well Greg?
Is the A-26 a superprop?
It is spelled that way “ Centaurus”
Re Knight's patent, the single legal issue is that the judge wasn't going to find in favour of the Yank when there were Brits involved. The reverse tends to occur in cases in the US. The way of the world...
The Argyll Motor Works became the Royal Naval Torpedo Factory in the late '30's. I served an apprenticeship there between 1966 - 1970. Our torpedoes worked well , ask anyone who was aboard the Argentine cruiser "General Belgrano" in 1982/
Wow, someone who actually worked there! I'm sure whatever problems they had were sorted out before you got there in 1966. Presumably if there was a problem in 1914 they would have worked it out by then.
Top Five: Spitfire Mk X1V (Mark 14), P-51D Mustang, Hawker Tempest, Mosquito FB and the P-47D ! (No order!)
Not only does Greg have the best WW2 aviation videos, but his voice sounds exactly like the briefing officer in Mechwarrior 3. Win/win
What makes Dreadnaught so amazing is not only the big engine is that is still in in its original form and not cut down. She's big, heavy,and bulky especially sitting with all the modified unlimiteds, a lot of people refer to her as old reliable. Love this installment I have been looking forward to it. Great work thankyou.
This year at Reno, the Dreadnaught crew said the engine which had blown in qualifying, had in the neighborhood of 130 hours and 12 years since overhaul. It raced a decade between overhauls! And it would have come close to passing the 150 hour military test required back in the 1930s, at a power level around 3,500hp.
I remember seeing one fly at the Abbotsford international airshow in the 80's. You knew that this was an incredible fighter, she was pure power with agility. The pilot finished an awesome flight, pushing her hard and when done he climbed out like he just went to the store. It was an ex Australian navy bird I seem to remember.
I also watched a Sea Fury at Abbotsford. I remember his T shirt which showed a prop, and the caption, “American aero engines, turn backwards”….. it may have been Ellsworth Getchell as he was there in 2005 and 2007.
Us humans are cool. Terrariums is underused. Stand with us. No death OK.
Your photo of the fury in plan was missing the ball and chain on the 'roo?
Thank you Gregg, a great Video on an aircraft that's always been a personal favorite of mine, together with the 'Tiffy' and Tempest.
The Bristol aero company was indeed a great aircraft manufacturing company, not only because the made some noteworthy aircraft (The Beaufighter being my favorite 'Bristol' designed and built wartime aircraft) So, not only did they design and build these airplanes but also designed and built their own Aero engines!
Even later in it's history, As Bristol Siddeley, it was instrumental in developing the Bristol Siddeley 'Pegasus' of Harrier fame, Yes it was later the Rolls Royce Pegasus but it started life as a Bristol Siddeley, As a company, it had a lot of input in the design and manufacture of Concorde's engine. That being a joint venture of France's Snecma and Bristol Siddeley, Concorde's engine was a development of the Bristol Siddeley Olympus 22R engine.
It should be noted that another famous British Aircraft designer also Built aircraft and engines too, that being the Dehavilland company.
Although I may be Welsh. I am still Proud of the 'English' Bristol aero company, particularly as Bristol it's self is only a 30 minute drive from my home town of Cwmbran.
Bristol, a historical city noted for its aero company but also the home of lots of examples of one of the worlds greatest engineers being Isambard Brunnel! If you ever visit Bristol, a trip to the worlds first Iron Hulled transatlantic passenger ship that had a primitive Propeller as well as sails is a must! As is a trip over the Clifton Suspension bridge...All Brunel's work...he was arguably the Brits greatest all round Engineer!
Apologies for the digression!
Cymru am byth!
Finally after two years Fury 45 (me) got the video, thank you so much greg.
For me, a great British Aircraft enthusiast, it's an absolute blessing from the Lord!!!
Thank you greg!!
If I was a combat pilot at the time, I would really really like being armored against 20 mm shoots from behind, I imagine it would influence every single combat maneuver I would make.
Thanks for this great video. I love the Sea Fury. I've just ordered the Airfix 1/48 kit and I'm going to finish it in the red G-FURY colours which I remember seeing in the early 80's. The sleeve valve Centaurus is complex and prone to failure so the RN Historic Flight in the UK is reengining their Sea Fury with a PW R2800! Also, I always wondered how fast Dreadnought would go if it had a single bubble canopy!
Great video Greg! I was looking forward to this one as a big fan of the Sea Fury but I learned a lot about sleeve valve engines in the process.
Thanks, the sleeve-valve engine is a big part of the Sea Fury, and a big part of British piston engine development from the era.
I guess it's called a Nose Tank because it sits in amongst the Nose Ribs forward of the main spar. At least that is what those ribs are called on the P-40 we are restoring.
Oh, and the display Sea Fury image at 12:16 looks like the one in the Australian War Memorial to me.
(When are you coming to Melbourne Greg? You have an open invite to see the Beaufighter at Moorabbin Air Museum.)
Thanks Mark, the Airline I'm working for isn't flying to Australia anymore (in the 767 which I fly). So I don't know what I'll get there next.
I think the idea behind not putting sprint tabs on the elevator is to prevent Over-G. At higher speeds, you can't use your full range of stick deflection anyways, so the increased force needed to move the stick is not a problem.
Maybe, but consider this: Douglas used a similar system on the elevators of the DC-9, yet had a backup system to force the elevator down at very low speeds because in a stall there wasn't enough air over the tab to get the force needed on the elevator.
Like the prototype a6m, had servo tabs but they had to be deleted to stop the pilots overstressing the airframe, im not sure if that means by shock loading the structure pulling into a maneuver too quickly or if its just pulling more g's than allowed overall
Elevators don't have spring tabs because they aren't needed in aircraft with reversible flight controls (meaning the air loads on the control surface work their way back to the pilot's controls). Deflecting a control surface requires more control force at higher speeds but the effectiveness of a given deflection is greater at those higher speeds. In the case of g control, the two effects cancel out and it naturally ends up with a constant stick per per G. Adding a spring tab would ruin that natural effect and make the aircraft susceptible to over g.
This is not the case for rudders or ailerons because the pilot is commanding roll or yaw RATE which has a different relation than commanding g. If for some reason a pilot wanted a constant relation between stick force and pitch RATE, then elevator spring tabs would provide the solution - but again it would be sensitive to over-g.
Good morning, Sir! Your videos are great. I wonder if you would consider doing a video on - or offering your opinions on two aircraft that I saw in use when I was young. Those would be the Curtis C-46, and the Fairchild C-119. Would either have been more successful/ remained in military and or civilian service had they been equipped with turbo-prop powerplants? Thanks.
As a lifelong Bearcat/R-2800 fan, you have definitely opened my eyes to the superb qualities of the Sea Fury/Centaurus combo!
Eagerly awaiting your next production.
Greg would you consider the Supermarine Spiteful and Seafang as superprops? Would be interesting to see a video on them.
Yes, absolutely.
Going zero G in a fighter is a great way to find all the crap that has fallen to the floor, including all the dirt, which can do nasty things to your eyeballs.
Goggles help
@@fredeagle3912 Didn't wear them beneath our helmets. it was, nasty watching all the sand etc float up from the bowels of the plane.
Fully agree with you that anyone being given a patent should build their design. Maybe within a certain time period to protect their ideas if they need investment and the time to actually build a working example. But not only that, I think anyone granted a patent should should use it - or lose it.
I'm with you Ray. Anyone who has ever actually built something knows, that all of the problems with an "idea" show up when you actually try to build it, thus an idea by itself just isn't worth much in my book.
Great analysis of a great airplane and engine. Being an aeronautical engineer and a Sea Fury/Bristol Engine fan, I enjoyed this video even more than the average viewer. This video finally tipped me over into becoming a Patreon. Thanks for all your hard work.
Sopwith to Hawker must be like Rolls Royce engines going bust due to debt developing the RB211 (the engine for the L1011) and starting again as Rolls Royce (1971) Limited.
40:11 Wasn't this aircraft used on a lot of clandestine work?
**hint** Some of us would love more unusual aircraft detailed to the _Greg Standard_ of excellence!
It _would_ make a lot of sense if it had a sleeve valve engine. Even if it couldn't be made " quiet " it would make quite a different noise than the typical aircraft engine so I imagine that a lot of folks would write off the engine they hear at night the next valley over as some car or farmer's tractor as the OSS did their thing with the partisans.🤔
Yes, it was used as a clandestine aircraft helping the French resistance, OSS, and others.
I Like your comments, but You Tend to go On,& On, .... WHY HAVEN'T WE DESIGNED 1 BETTER YET? FUNDING FREEDOM IS NOT CHEAP.
I love the special sound of Greg's voice. Could listen to these vids happily for hours 🙂
Greg!… @~30 minutes into his video, you raised the query about ‘Royal Navy’ taking over an automotive works in Scotland to produce cannon munitions for WW1, & problems with such ammo.
Coincidentally, recently another ‘RUclips’ video examined EXACTLY that issue!
ruclips.net/video/VzCk7lc0ooQ/видео.htmlsi=ts2_-NP0SvZvRU2X
This ‘YT’ producer shares your high technical standards in his area of interest.
Great work Greg. Very educational!
Thanks buddy. Looks like I'm off work for a while. I'll shoot you a whatsapp text.
When I was working at building UK aircraft during the 1960s, wing ribs forward of the main spar were often called nose ribs. I'm guessing the nose tank got its name because it was located in the same area. Seems quite sensible to me.
Just an outstanding presentation Greg. The production was in-depth, nicely comparable to similar types, easily understandable in the technical break down and fun. It almost made me feel if I was living back then weighing the pluses, minuses, and over all criteria needed to have my project come out on top for said task. One of my favorites WW2 single engine is the Hawker Sea Fury as will as another you touched on in a video the IAR WW2 fighter. RIP to Sherman Smoot flying his YAK 11 air racer after some mods made. I watched Bloncolirio channel as well as other getting updated about it,,, That aircraft wasn't anything like you touched on here as far as "off the showroom" condition or non-modified or even a tiny bit so,,,, It was on the edge of the envelope,,, with all due respect.
I thought the Iraqi Air Force had some Hawker Fury's, and Howard Pardue had one of them. I'm almost positive the wings did not fold.
Another absolutely stupendous video! Many thanks for all your efforts.
More combat actions of the Sea Fury:
In 1948 Egypt “acquired” one Sea Fury by confiscating one sent to Egypt for demonstration. They equipped it with Hispanos II instead of the usual V and flew it as part of a Spitfire squadron.
On June 4 1948 it was sent to defend Egyptian ships shelling Tel Aviv and that were attacked by Israeli light aircrafts. It claimed one Fairchild Argos as the first official A2A kill of the Egyptian air force.
On 19 October 1948 pilot Abu Zaid took the Sea Fury and escorted by a Spitfire attacked an Israeli ship the “Hagana”. During the attack he spotted an Israeli Beaufighter sent to attack the Egyptian ship “Emir Faruk”. The Beaufighter piloted by Len Pitchet a Canadian volunteer entered evasive maneuver that ended with a vertical dive right down to the wave tops. The Sea Fury tried to follow but was too fast and splashed. Abu Zaid was killed.
So, combat records show:
Sea Fury > Fairchild Argos
Beaufighter > Sea Fury
:p
Good video! Looking forward to hearing about the Super Corsair, and hopefully, the F7F Tigercat.
@ 1:03:45 you state that the French Navy took "a step backwards" in acquiring Grumman F6F Hellcats, however this was a temporary situation until Chance Vought could supply the French Navy with F4U-7 Corsairs - another post-war "Superprop" that only saw action in foreign Navies.
The saddest part of the video is "that's all for now..."
I read this question somewhere on the internet. I don't remember where. Maybe it could be a topic for a video.
Why did the British not employ a medium to high altitude radially powered fighter for the RAF, just as the Luftwaffe did with FW-190 variants.
I feel fortunate to have seen Mr. Getchell's #105 Sea Fury at Oshkosh 2000
Got to see the engine,and hear the unique sound of the Bristol Centaurus,
buzzing the airfield.also got to see and hear Super Corsair 57,and the 4360.
Wow, that must have been really cool.
Warbirds International Sept/Oct 2002 Volume 21 #5
has a great article on 105,and an interview with the owner.
Sure would be nice to see super props modeled in a Combat Flight Simulators perhaps DCS World combating the early cold war Soviet super props LA-9 and bombers like IL-10 & Tu-2 and many other Soviet very early cold war aircraft
When I was at engineering school there was a copy of Ricardo's book (High-speed IC engine) in the library. I read it cover to cover, it was fascinating.
By the way, so was this video, I never expected it to digress into the history of car engine development but I'm pleased it did.
But the entire 80-minute video just kept me watching (and listening). I thought I'd just dip into it for ten minutes but it kept me glued to my computer for the full 80 minutes. Well done!
Love your work. I was intrigued that in enumerating the advantages of the sleeve valve engine, you didn't mention (unless I missed it) the reduction in frontal area derived from not carrying overhead valve gear. Perhaps I have been misled, but I had understood the reduction in drag conferred a significant aerodynamic advantage over a poppet-valve radial of otherwise comparable specs.
I've really been looking forward to this. I don't know a lot about this one.
Also, I can't imagine helping my country win a war that the governments failures of deplomacy helped cause, with weapons that I sold at an agreed upon price, only to have my company destroyed by the same government.
Yup, it's sad, and it happens in the US too.
Re. Two pilots claiming a kill, here was a different situation:
Pilot - I didn't shoot down any.
Child - Are you sure? What were you doing?
Pilot - OK, you could say I can claim one half.
Child - How do you manage that?
Pilot - Well I always flew number two, to guard my number one and he did the actual shooting. So when we went back he claimed the kill and I went straight to the mess.
My biggest thought on sleeve valve engines is how the inner sleeve moving affects relative piston speed. Wouldn't that cause increased wear? If so that would really limit its application to larger and slower engines. (Compared to automobile engines in current production.)
Great video Greg
You are correct, that the piston/cylinder speed is higher than a typical poppet valve engine.
But, the primary limitation on piston speed is not the piston-cylinder wall interface but the mass/acceleration of the piston itself.
Sleeve-Valve engines were the only way forward at the time, for significantly increasing speed/performance of piston engine aircraft.
They have certain advantages that can't be ignored. Not just in the fact the port can replicate a "square camshaft" profile (instant open, maximum lift for the entire open-duration). But for detonation as well, not having the extremely hot exhaust valve to contend with. And the limitations of getting the heat out of the valve into the cylinder head, etc.
So, if you can solve the wear and sticking issues with the sleeve valve engine, you can increase flow by a significant factor, increase boost, and increase compression ratio simultaneously.
I suspect, if not for the jet engine, we would see sleeve valve engines having 8:1 compression, running 3atm manifold pressure, producing >2hp per cubic inch, >1hp per pound, achieving a BSFC
I love videos like this where you manage to go far enough into the weeds bug spray is needed but still keep it simple enough for laymen like myself to follow along! Keep it up!
suggeation: Westland Wyvern
Daimler = day-m-la (unless you have a broad Australian accent %~)) This is fascinating information compellingly presented. TFP
Excellent video !
Anyone know how many aircraft were left/scrapped from WW2/Korea for types still in use there? I could imagine 100000, maybe more?
I have never watched a more detailed and interesting video about my favourite plane. And you have so many more videos for me to look forward to too 🙂
That's some high praise. Thanks.
In point of fact the Fury did enter production for the Pakistan and Iraqi air forces. Some sources also claim a Royal Netherlands Navy order for Fury FB.60s, though this seems odd.
Thanks for another interesting and informative video Greg, great to have the bonus explanation of sleeve valve engines too -and very well presented as always.
The problems The Royal Navy had with their munitions were likely due to the propellant ‘sweating’ nitroglycerin crystals - see channel Drachinifel’s recent video on Cordite and Poudre B for an in depth discussion. ruclips.net/video/VzCk7lc0ooQ/видео.html
Greg’s videos are always fascinating. They really are in a class by themselves.
Its funny how RN had some of the ugliest planes ever (Skua, Barracuda, Sea Venom etc.)but then managed this beauty.
I think the most common engine swap in an unlimited racing Sea Fury is the Wright R-3350 - I can think of about 6 examples off the top of my head. I think Dreadnought might be the only R-4360 conversion - which, I agree, is monstrously impressive!
Somewhat fitting that Dreadnought is the result of mating a British airframe with a US engine, when many of her competitors (P51s) are US airframes with a British engine.
The R-3350 is BY FAR the most common engine used, not just for racing but in restored Sea Furies in general. The fastest Sea Fury to ever run at Reno (faster even then the 4360 powered "Dreadnaught") was Mike Brown's "September Fury" which was 3350 powered and won the gold championship in 2006. There is a second 4360 powered Sea Fury named "Furias" but it has not been a particularly regular participant and was wrecked pretty badly in 2012 and has not been repaired.
Actually came to the comments to bring up the 3350 conversion - first done in 1988, I believe; well before and far more common than the 2800 conversion (though the 2800 seems to be more similar in size and power to the Centaurus)...
@@js14a actually an improved American built version
big time sea fury fan. a nice little video from paddy patrone of the beautiful blue FB11 - ruclips.net/video/EPsujZ6994g/видео.html no commentary. just radial sounds :) great video greg as ever.
Excellent article, and well worth waiting for. A good opportunity for a hearty Hurrah, and hand salute - to the owners, crews, and aircraft that carry on the Marque at Reno: Dreadnought, Argonaut, Critical Mass, Furias, September Fury, Sawbones, 924, and any others I may have missed. Tally Ho!
Winston's attendance was a bonus, I must say. That robot's attendance was a fail, though. Hate robots, me. Their makers think they're so great, but they're not, they just... totally useless, and their makers don't seem to realise how the fucking things reflect on them.
Giving the Sea Fury a full appreciation and some awesome depth of analysis. Thank you.
when i was a kid me and my dad used to go to blackbush airport where there would be a sunday market and we'd go pretty often .my dad used to run a market stall selling womens coats . this was like '75 - 77 ,anyway there was always a seafury parked up on the tarmac. once me and my sister snuck on to the airfield and sat in an old plane then ran back through the forest and back to the market. if my dad had found out id have got a right blood hiding i can tell you!
Greg, great work, as usual!
I can't imagine amount of research work behind your videos. Please, don't cut them, I hope someday you will upload full versions
Johan, I appreciate your kind words.
Another great video. I think it was this where in a passing comment you said the Hurricane Mk1 would have been a much better fighter without the interference of the British government. What did you mean by that? Even a short sentence or two would be greatly appreciated.
excellent again Greg, please feel free to do a video on government interference in UK aircraft production/design...... I'll look forward to its completion in circa 20 years from now
I do want to talk about the Hurricane at some point. I'm trying to get these videos out faster, but they just take a lot of time to make, this one especially.
@@GregsAirplanesandAutomobiles I'm pretty sure your government has interfered with and ruined many projects, as they do, but the UK in particular seem to be world champions at it. Volumes 1 to 12 will be awaited with some relish😂
Kill stealing IRL is wild. I always thought film on planes was for review and training, not keeping receipts.
Interesting video, thank you. Eric Winkle Brown spoke highly of both the Bearcat and the Fury, assessing them as the pinnacle of this sort of machine.
He was also the first to land a jet on a carrier.
hi Barry Eric winkle Brown richly deserved a knighthood but the establishment favour=“ bent “ musicians grrrr
stark the difference in life span between hawker and sopwith.
101 is a ripe old age but 32 is no age at all.
amazing to think i was already 13 by the time mr sopwith passed.
5:49 amuses me: maps on the map holder - oh, i thought that was a big ashtray!
Thanks for a very thorough explanation of a favorite plane of mine. The British equivalent of the FW 190
Harry Ricardo’s great-great uncle was economist David Ricardo (1772-1823), best known for his Theory of Comparative Advantage.
Not just similar looking wing platforms but very similar looking main landing gear doors!
Good point.
The wing on the Fury was basically the wing straight off the Tempest without the Centre Section, so not surprising.
Does a sleeve valve engine have a future is autos? I wonder if it might be possible to wring more efficient combustion and therefore mileage out of a sleeve valve design. Modern CNC machining ought to help keep costs reasonable.
Always loved sleeve valves. Always thought they would work better at really high rpm in theory. For motor cycles and such. Too bad they never really took off in post war cars.
I wonder why triumph doesn’t make a sleeve valve engine, considering that British heritage is a big part of their branding and sleeve valves should work better at high rpm. However I feel like the extra weight of the moving sleeves would increase engine inertia at that’s a big problem if you’re getting to rev the engine out sky high to make big power
One of these woke me up when I was sleeping in the coach during an air display. I was an Air Cadet. M
About British ammunition Drachinifel made an excellent Video about naval in WW1
That sounds like his cup of tea.