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Something coming from Robert Richardson...

falcon409 said:
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.
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Ditto for me, also. I have all of Rob's aircraft, and they are all beautiful works of art. No complaints on any of them. I only wish I had more personal time to enjoy them. Looking forward to the Seafire.
 
Lonewolfee1 said:
Interesting article about the engine in the Seafire.

http://stonehengeairmuseum.org/rolls-royce-griffon-58
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Just for clarification, the Griffon 58 is not accurate to the original Seafire 47's, it is only correct in the sense that it is the type that is used in Jim Smith's restored Seafire 47 (the 58 is actually a Griffon type originally used in Shackleton bombers). Originally, Seafire 47's were powered by Griffon 88 engines, but none of which could be sourced when Jim Smith's Seafire 47 was restored. There has been a standard practice setup to allow the use of the Avro Shackleton Griffon 58 engines in a number of the Griffon-powered Spitfires flying today (kind of like how a few Mustangs flying today use Transport Merlins, or sections of).

The Griffon 88, as originally used in Seafire 47's, were rated at 1,935 hp at sea level on take-off using the military take-off power setting of +18.0 lb. boost (66.4-in MP)/2,750 RPM (max RPM) - that would be throttle to the gate/stop. The Griffon 88's max military-rated performance with the 2-stage supercharger in low-gear was 2,350 hp at 1,250 ft ASL, using the max military-rated power setting of +25 lb. boost (80.8-in MP)/2,750 RPM, and in high-gear at 15,750 ft ASL producing 2,120 hp using the same max power settings of +25 lb. boost (80.8-in MP)/2,750 RPM. The high power setting of +25 lb. boost/80.8-in MP was only attained by pushing the throttle through the gate/stop and was only possible with 150-octane fuel, though which was standard at the time the aircraft was in service. Running only 100-octane fuel as warbirds do today, I think the typical max power that could be had today is around 55-in MP, which I think is probably around +14 lb. boost (?).
 
And another bit of Griffon trivia - the pistons were 6 inches in diameter, accurate to +/- a quarter thou. That's a four thousandth of an inch. I met an ex-RR engineer who used to turn them and had a reject at home which had been made into an ashtray, a common fate of some reject pistons.
 
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