Also noting that Hawkers had a problem with the Tempest and had to add more fuel tank storage for their high horsepower engines (therefore higher fuel consumption) and they lengthened the fuse in front of the pilot (and may have set the pilot back a little?) and fitted a further 75gal tank behind the oil tank. Adding this extra volume and mass over or close to the COG.

Also noting that this option was not available to them for the Spitfires, “after the event”, as the Tempest was still a prototype or II – Mk1 or so and changes were being added to the production lines as required with the different Marks.

I believe that the same as the radials, that the Napier Sabre engine with sleeve valves, also required a detergent type oil – there was many a story of preheating an engine during the early cold dark mornings to maintain the fluidity of the oils prior to starting the H24 engine. Perhaps the viscosity was higher for them too? Different spec oils for different engines. This is a very interesting topic.

I wondered if the drop tank might not have been the cardboard temporary one? It did look rather metallic though. Anyway, what a great way to support the crews in France!!

The Sea Fury was one of the fastest prop planes in 1946 and enjoyed a good reputation elsewhere too through into the 60’s. Not surprising with a good speed of 460mph at 18000ft – considering the power of the big Centaurus. I now wonder how many are still flying with the Bristol engine? There was one in NZ 25 years ago…

One big 53.6L, powerful, 18cyl engine!

I enjoyed the 2nd Part as well, kept the mind interested in the training video anyway! Thanks 😉

WOW 676 rounds of 20mm canon – that’s gotta put a hole in something… plus 3000 rounds of .303! Those night fighters were well armed all right!! And the multi-function Fighter Bombers too…