36-498: The Supermarine Seafang was a British Rolls-Royce Griffon –engined fighter aircraft designed by Supermarine to Air Ministry specification N.5/45 for naval use. It was based on the Spiteful , which was a development of Supermarine's Griffon-engined Spitfire aircraft. By that time the Spitfire was a 10-year-old design in a period of rapid technical development in aviation. The Seafang
72-647: A Griffon 101 was fitted to the Supermarine Spiteful XVI, RB518 (a re-engined production Mk.XIV); this aircraft achieved a maximum speed of 494 mph (795 km/h) with full military equipment. Pilots who converted from the Merlin to the Griffon-engined Spitfires soon discovered that, because the Griffon engine's propeller rotated in the opposite direction to that of the Merlin, the fighter swung to
108-481: A change in the disposition of the engine accessories to reduce the frontal area of the engine as much as possible. As a result, the frontal area of the bare Griffon engine was 7.9 square feet (0.73 m ) compared with 7.5 square feet (0.70 m ) of the Merlin, despite the Griffon's much larger capacity. This redesigned engine first ran on 26 June 1940 and went into production as the Griffon II. In early 1940, with
144-457: A distinguished composer. As a boy Rubbra was fascinated by steam engines and spent many hours at nearby Blisworth watching trains on the London–Crewe line. He was an accomplished artist and often sketched his favourite subjects. Rubbra attended Northampton Grammar School where he played rugby , and then Bristol University leaving in 1925 with a BSc in engineering. Rubbra's first job
180-525: A gallery in the crankshaft itself. The crankpin was second in line to the main bearing in oil flow and pressure, with oil having to flow through the main bearing first. The Griffon improved on this arrangement being the first Rolls-Royce production aero engine to use a hollow crankshaft as the means of lubricating the main and big end bearings, with oil being fed from each end of the crankshaft giving even flow to all bearings. In another change from convention, one high efficiency B.T.H -manufactured dual magneto
216-417: A set of "Low Supercharger (L.S)" gears to the already existing Medium and Full Supercharger (M.S and F.S) gears. Another modification was to increase the diameters of both impellers, thus increasing the rated altitudes at which maximum power could be generated in each gear. While the 101 continued to drive a five-blade propeller, the 121 and 130 series were designed to drive contra-rotating propellers. In 1946
252-533: Is a British 37- litre (2,240 cu in ) capacity , 60-degree V-12 , liquid-cooled aero engine designed and built by Rolls-Royce Limited . In keeping with company convention, the Griffon was named after a bird of prey , in this case the griffon vulture . Design work on the Griffon started in 1938 at the request of the Fleet Air Arm , for use in new aircraft designs such as the Fairey Firefly . In 1939 it
288-731: Is a notable current operator of the Griffon. The sole remaining technically airworthy Avro Shackleton is based at the Air Force Base Ysterplaat . However, at least one further airframe is in running condition at the Gatwick Aviation Museum and another is in running, taxiing condition at Coventry Airport , intended to be flown in a short time. Preserved Griffon engines are on public display at the: Data from Lumsden and The Aeroplane. Comparable engines Related lists Arthur Rubbra Arthur Alexander Cecil Rubbra CBE (29 October 1903 – 24 November 1982)
324-401: Is common practice to compare different piston engines and their performance potential by referring to the engine displacement or swept volume , this does not give an accurate reading of an engine's capabilities. According to A C Lovesey , who was in charge of the Merlin's development, "The impression still prevails that the static capacity known as the swept volume is the basis of comparison of
360-508: The Battle of Britain Memorial Flight . According to Arthur Rubbra 's memoirs, a de-rated version of the " R " engine, known by the name Griffon at that time, was tested in 1933. This engine, R11 , which was never flown, was used for "Moderately Supercharged Buzzard development" (which was not proceeded with until much later), and bore no direct relationship to the volume-produced Griffon of
396-495: The 1940s. In 1938, the Fleet Air Arm approached Rolls-Royce and asked whether a larger version of the Merlin could be designed. The requirements were that the new engine have good power at low altitude and that it be reliable and easy to service. Work began on the design of the engine soon afterwards. The design process was relatively smooth compared with that of the Merlin, and the first of three prototype Griffon Is first ran in
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#1732855073988432-538: The Experimental Department on 30 November 1939. Although the Griffon was designed for naval aircraft, on 8 November 1939 N E Rowe of the Air Ministry suggested fitting the Griffon in a Spitfire . Three weeks later, permission was given to Supermarine to explore the possibilities of adapting the Griffon to the Spitfire; in response, Supermarine issued 'Specification 466' on 4 December. This decision led to
468-698: The company. In 1969 he was awarded the Royal Aeronautical Society 's highest honour, the Gold Medal for 'outstanding contributions over many years in the whole field of aircraft propulsion'. His services were required once more in 1971 when he was asked, along with Stanley Hooker , to assist with developmental problems pertaining to the Rolls-Royce RB211 civil turbofan project. A. A. Rubbra died on 24 November 1982, aged 79. His brother died four years later in 1986. His memoirs, Rubbra (1990) , formed
504-483: The custom-built P-51XR Precious Metal (N6WJ) and Mustang/Learjet hybrid Miss Ashley II (N57LR). In all cases, Griffons with contra-rotating propellers, taken from Avro Shackleton patrol bombers were used in these aircraft. The RB51 Red Baron is noteworthy for holding the FAI piston-engine 3-kilometre world speed record from 1979 to 1989 (499.018 mph). The 1980 Miss Budweiser Unlimited Hydroplane dominated
540-416: The engine to be reduced as well as making the drive train more reliable and efficient. The drive for the supercharger was also taken from the front of the engine, which required a long shaft to run to its location at the back of the engine. The Merlin engine's crankshaft lubrication was via a gallery cut into the engine block to feed each main bearing and then onto a secondary adjacent big end bearing via
576-414: The expected Battle of Britain looming, on the orders of Lord Beaverbrook , Minister of Aircraft Production , work on the new engine had been halted temporarily to concentrate on the smaller 27 L ( 1,650 cu in ) Merlin which had already surpassed the output achieved with the early Griffon. Compared with earlier Rolls-Royce designs, the Griffon engine featured several improvements, which meant that it
612-441: The initial production versions, the Griffon II, III, IV, and VI series, were designed to give their maximum power at low altitudes and were mainly used by the Fleet Air Arm. The Griffon 60, 70, and 80 series featured two-stage supercharging and achieved their maximum power at low to medium altitudes. The Griffon 101, 121, and 130 series engines, collectively designated Griffon 3 SML , used a two-stage, three-speed supercharger, adding
648-478: The interim Mark 31 was ordered which was a navalised Spiteful, basically a Spiteful with an arrestor hook added. This would allow the Mark 32 to be developed; it would be the definitive naval variant, with the folding outer wings and contra-rotating propeller. The first Seafang flew in 1946; it was the first interim production Mark 31 VG471 . Although 150 of the interim variant were ordered, only nine were completed before
684-550: The later Rolls-Royce Kestrel and Buzzard aero engines. In October 1927, Rubbra (who had become known as 'Rbr' in company shorthand ) was promoted to designer, where he was further involved with the Buzzard, Kestrel and the new Rolls-Royce R . He also became deeply involved in the Goshawk , Merlin and Vulture projects. In 1934 he was appointed assistant chief designer and in July 1940 he
720-511: The order was cancelled as the urgency of an interim type was removed due to the end of the war. The first prototype Mark 32 VB895 was first flown in June 1946. It was powered by a Griffon 89 engine rated at 2,350 hp (1,750 kW) driving two three-bladed contra-rotating propellers. In August 1946, VB895 was demonstrated to the Royal Netherlands Navy at Valkenburg. The same aircraft
756-622: The position of technical director on the company board. During his time at Rolls-Royce, Rubbra married his secretary, Lilian Webster, and in 1961 he was appointed a Commander of the Order of the British Empire (CBE) , as was his brother Edmund who was a respected musical composer. In 1966 Rubbra gave up his post as technical director for health reasons but continued to work as 'Chief Technical Advisor'. In October 1968 Arthur Rubbra retired from Rolls-Royce by which time he had become vice-chairman of
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#1732855073988792-409: The possible power output for different types of engine, but this is not the case because the output of the engine depends solely on the mass of air it can be made to consume efficiently, and in this respect the supercharger plays the most important role." Unlike the Merlin, the Griffon was designed from the outset to use a single-stage supercharger driven by a two-speed, hydraulically operated gearbox;
828-442: The race circuit with a Rolls-Royce Griffon engine. It was the last of the competitive piston-engined boats, before turboshaft powerplants took over. In modern-day tractor pulling , Griffon engines are also in use, a single or double, rated each at 3,500 hp (2,600 kW). The Griffon engine continues to be used in restored Fireflies and later mark Spitfires worldwide. The Royal Air Force Battle of Britain Memorial Flight
864-553: The right on takeoff rather than to the left. This tendency was even more marked with the more powerful 60- and 80-series Griffon engines, with their five-bladed propellers. As a result, pilots had to learn to apply left (port) trim on takeoff, instead of the right (starboard) trim they were used to applying. On takeoff, the throttle had to be opened slowly, as the pronounced swing to the right could lead to "crabbing" and severe tyre wear. Some test Spitfire XIVs, 21s, and 24s were fitted with contra-rotating propellers , which eliminated
900-645: The torque effect. Early problems with the complex gearbox that was required for contra-rotating propellers prevented them from ever becoming operational in Spitfires, but they were used on later aircraft, including the Seafire FR. Mk 46 and F and FR.47, which were fitted with Griffon 87s driving contra-rotating propellers as standard equipment. The Griffon 57 and 57A series, installed in Universal Power Plant (UPP) installations and driving contra-rotating propellers,
936-544: Was also decided that the engine could be adapted for use in the Spitfire . Development was stopped temporarily to concentrate efforts on the smaller Merlin and the 24-cylinder Vulture ; the engine did not go into production until the early 1940s. The Griffon was the last in the line of V-12 aero engines to be produced by Rolls-Royce with production ceasing in 1955. Griffon engines remain in Royal Air Force service today with
972-614: Was an English engineer who designed many of Rolls-Royce 's successful aero engines . He was "placed by many alongside Royce, Rowledge and Elliot as one of Rolls-Royce's greatest engineers...". Rubbra was born in Northampton on 29 October 1903 to Edmund and Mary Rubbra who ran a watch and jewellery repair business. It is thought that the rare family surname was a form of "Ruborough", the Somerset village near Broomfield where his ancestors came from. His elder brother, Charles Edmund , became
1008-561: Was flown by test pilot Mike Lithgow in May 1947, during deck landing trials on HMS Illustrious . Compared to the Seafire F.47, its performance advantage was not deemed to be enough to disrupt series production of new navalised Gloster Meteor and de Havilland Vampire jet fighters. Also, the Seafang's low-speed handling characteristics were not as good as hoped, and the contemporary Hawker Sea Fury
1044-404: Was mounted on top of the propeller reduction casing; earlier Rolls-Royce designs using twin magnetos mounted at the rear of the engine. The Griffon 61 series introduced a two-stage supercharger and other design changes: the pressure oil pumps were now housed internally within the sump and an effort was made to remove as many external pipes as possible. In addition, the drive for the supercharger
1080-554: Was moved to the crankshaft at the back of the engine, via a short torsion shaft, rather than at the front of the engine, using a long drive shaft as used by earlier Griffon variants. Production of the aero version of the Griffon ended in December 1955, while a marine version, the Sea Griffon , continued to be produced for the RAF's High Speed Launches. From Jane's and Flight. Although it
1116-456: Was outmoded by jet aircraft, and only 18 were built. The Seafang was essentially a Spiteful redesigned for Royal Navy carrier use, with the addition of an arrester hook , a contra-rotating propeller to eliminate engine torque effects, and power folding outer wing panels. Two prototype Type 396 Seafang Mark 32s were ordered on 12 March 1945 followed by an order for 150 Type 382 Seafang Mark 31s on 7 May 1945. To expedite entry into service
Supermarine Seafang - Misplaced Pages Continue
1152-407: Was physically only slightly larger than the Merlin, in spite of its 36% larger capacity of 37- litres (2,240 cu in ). One significant difference was the incorporation of the camshaft and magneto drives into the propeller reduction gears at the front of the engine, rather than using a separate system of gears driven from the back end of the crankshaft ; this allowed the overall length of
1188-602: Was preferred as a fleet fighter. Seafang Mark 31 VG474 was used as a development aircraft for the Supermarine Attacker jet, receiving power-operated ailerons and contra-rotating propellers. The Attacker was a jet design which used the Spiteful laminar-flow wing and landing gear. Data from The British Fighter since 1912, British Naval Aircraft since 1912 General characteristics Performance Armament Rolls-Royce Griffon The Rolls-Royce Griffon
1224-686: Was promoted further to chief designer of aero engines. His design work continued with development of the Merlin, and he was a major contributor to the success of the Rolls-Royce Griffon , the last of the V12 piston engine line. In 1943 Rubbra was designing the Eagle and then began work on the Welland , the company's first turbojet engine. In 1944 another promotion to assistant chief engineer saw him working on other emerging turbojet projects. By 1954 'Rbr' had risen to
1260-637: Was used in the Avro Shackleton maritime patrol aircraft. The Griffon was produced in approximately 50 different variants, the Griffon 130 being the last in the series. Details of representative variants are listed below: Note: Several North American Mustangs raced in the Unlimited Class races at the Reno Air Races have been fitted with Griffons. These include Red Baron (NL7715C), as well as
1296-481: Was with Armstrong Siddeley although little is known of his time there. He obtained a grant from a fund originally set up by the organisers of the 1851 Great Exhibition , and secured a job as an assistant tester in the engine test houses of Rolls-Royce Limited at Derby on 13 July 1925. He was paid the sum of exactly £1 per week at that time. He worked on the Rolls-Royce Eagle XVI 16-cylinder X engine and
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