Hawker Fury II (ISS), SR661, G-CBEL - Shuttleworth Fly Navy Airshow 2018
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- Опубліковано 5 жов 2024
- Anglia Aircraft Restorations ex Iraqi Air Force Hawker Fury II ISS (Iraqi Single Seat), G-CBEL, SR661, displaying at Old Warden Aerodrome during the Shuttleworth Fly Navy Airshow 2018.
This Sea Fury, construction number 37539 was produced by Hawker’s as a Fury ISS - Iraqi Single Seat for the Iraqi Air Force, as part of contract number 53/1/012 for 60 aircraft, and was numbered 315 within this production batch. Although 10 of the single seat aircraft for this contract were actually former Royal Navy FB.10 or FB.11s that were converted, this airframe was built by Hawkers as new but without any of the nasalised features of the Sea Fury - amongst other things both the tail hook and folding wings were not incorporated. The aircraft was bought to Orlando, Florida, USA from Iraq in 1979 by Ed Jurist and David C Tallichet. In 1989 the aircraft passed to Laws/Coleman Warbird Museum, Coleman, Texas where it was rebuilt to airworthy condition, before flying again in April 1991, registered as N36SF. The Fury was then shipped to the UK in September 1991, passing into the ownership of John Bradshaw at Wroughton until 2009. During this time the aircraft flew in the markings of a Dutch Navy and latterly Royal Australian Navy aircraft marked as 361 and on the UK Civil Register as G-CBEL. She was then exported to Australia where she was registered as VH-SFW. She was imported back into the UK by her new owners, Anglia Aircraft Restorations Ltd. she was re-registered again as G-CBEL. The aircraft has been refurbished and repainted, by Air Leasing Ltd, in the colours of one of Hawker’s Sea Fury prototypes coded SR661, which was a modified Fury Mk.II with a tail hook fitted, but without the folding wings included on subsequent production Sea Fury’s. The aircraft is currently based at IWM Duxford.
Update 8/2022 - This aircraft is now owned by Fighter Aviation Engineering Ltd, which is closely associated with Anglia Aircraft Restorations Ltd. It is generally based at Sywell, operated by Air Leasing Ltd, but also sometimes based and hangared at IWM Duxford.
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It's good the commentators has the sense to shut up and not spoil the engine sound when it passes.
Like many I love the Hurricane, the Spitfire and the Mustang (for example), but the Hawker Fury/Sea Fury is something else entirely. What a beauty, what a sound! Love, love, love!
Beautifully filmed. What a lovely plane this is, in looks and sound. Thanks for posting this
Andy, Thank you. it was a delight to film. The Sea Fury/Fury II is fast becoming my favourite of all time!
@@fredholmes6284 The Sea Fury/Fury II was powered by the Bristol Centaurus sleeve valve radial engine, whereas the RR Griffon is an in line engine developed from the RR Merlin. The Griffon powered aircraft such as late mark Spitfires and the Avro Shackleton.
A really superb video ! I wonder what happened to the other 59 Furies that were delivered to Iraq with this one, a lovely colour scheme on this , I remember when this one was recovered from Iraq, one condition of the sale was that it should be painted in Iraqi colours. Many thanks for posting.
ISS= I Specialize in Speed! WOW! Send that to Reno and have her chase Voodoo around the pylons. Nice aerobatic and power display.
I like your take on 'ISS'. She is a beauty and this was a great display.
I thoroughly disagree with the commentators comments about engine substitution. If the hawker sea fury does not have the Centaurus it was designed around
It is not a Hawker sea fury it is a ‘ special ‘ with little historic significance other than resembling the type. Yes we know the perception of substituting the more scarce
Bristol motors is to US owners a useful expedient for their racing etc. But the original engines should be retained and the skills for their maintenance, remanufacture of
spares encouraged and preserved, as is done successfully with DB engines in restored 109’s in recent decades, otherwise ‘substitution’ becomes a self fulfilling
prophecy.
For purity of the original and authenticity I 100% agree, but the commentator is essentially right when he talks about 'useability'. One of the biggest problems as I understand it for operators of the Sea Fury is the lack of suitable and airworthy Bristol Centaurus engines and Centaurus spares, in the absence of which operators are increasingly forced to turn to other suitable power plants. Of course, the fact that many are operated for Air Racing by US owners is presumably also a large factor, such owners favouring cheaper, more easily sourced, maintained and adapted engines and spares. I would always far rather see a Sea Fury with an original Bristol Centaurus, but if the alternative really is that it would otherwise not fly, I think that it's better in the sky than stuck on the ground.
High Flight,
Thanks always gratifying to know someone has read my rantings. I do not think we disagree essentially, but possibly worth adding that keeping an airframe flying with a foreign engine is one thing but of course eventually the airframes are 'used up".
I guess we both appreciate the Sea Fury is unique in the one respect that it is the final Camm designed piston type from Hawkers, and although kind of left on the shelf after ww2 after the achievements of its predecessors the Tempest 11's and V's in our delivery from Nazism. It is an incredible unique subsonic design IMHO. The airframe is one thing but the last of the sleeve valvers; later Sabres, Hercules and Centaurus were no less reliable than contemporary US radial OHVs. Sad and Ironic that ' Invincible' had an American engine.) Therefore they are just as worthy of preservation. Hence my mention of the DB 601 and 605 now used in flying historic german types, ( hitherto unloved by restorers due to scarcity and not least due to short engine life in service) Now modern materials and remanufacture are possible to help. Early flying 109 examples were Buchon and Merlin engined i.e. BOB film.
(Also ironic that Messerschmidts prototype 109 had the Merlin predecessor the PV12.)
@@johncrispin2118 Thanks, I agree with all of that. I didn't know that the DB601 and 605 were not favoured or why and it's interesting also that modern materials and remanufacture have solved the problems with their use. I think that the ME109 is another good example of the argument about what is or isn't an ME109. A properly engined DB601/5 ME109 is such a rarity and a joy to see. Many people seem to hate the Spanish Buchon version with its Merlin engine, but will then insist that they love the 1969 movie 'Battle of Britain', which of course couldn't have been made without the Buchons! I didn't know that the ME109 prototype had a RR Kestrel engine, which is very ironic and surprising, given the steps that were taken after WW1 with the Treaty of Versailles to prevent Germany from rebuilding militarily or creating an Air Force - a mistake that we repeated years later in selling the Russians our early jet engines that they copied and used in their Mig's to shoot down our Sea Furys during the Korean War! And of course the prototype ME109's cowling design appears to be very similar to that used later for the Spanish Buchon. It would be interesting to see one of the many flying Buchons made representative of the ME109 prototype.
@@HighFlight
Thanks again . I think we are pretty much on the same page here, perhaps I should be clear it is my perception that
the DB 's were for a long time hidden in enthusiasts premises waiting for a home ?? . I found a lot of v interesting info
particularly about the german engines in Callum Douglas's book " The secret Horsepower race" . In summary their overriding issue was alloy ingredients for steels used in valves, resorting to chrome plating in the end. But Callum explains this in detail.
Just an observation but if ever there was a reason for sleeve valves they had a very good one !
ingredients