This aircraft was constructed in 1988 at the request for a reliable, high performance "Sport" aircraft that would be suitable for Air Show work as well as competing in the Reno Air Races every September. This aircraft was somewhat of a "prototype" for our Fury conversion components.

The original British Centaurus Engine was replaced with a Curtiss-Wright R-3350-26WD from a Douglas Skyraider. Although not the most powerful, the 26WD is one of the most refined versions of this engine. At Reno Elevation of 5000 feet, it is capable of pulling 58 inches of manifold pressure with Anti-Detonant Injection (ADI). This results in nearly 3000 horsepower- enough to propel the 8500 lb aircraft to well over 420 mph on the Reno course.

First start in 1988

First new engine start in 2005

The conversion package also utilizes a propeller from a Skyraider with an oversize spinner and afterbody assembly constructed from Carbon Fiber. The spinner closes the engine cooling inlet to less than 1.5 inches and results in substantial gains in speed over the stock unit which has over a 3.5 inch opening.

A Tuned Exhaust system was also utilized in place of a more "stock" appearing setup. Since most of the accessory cowling was missing when the project was acquired, a totally new cowling was fabricated aft of the stock clam-shell engine cowlings. The panels are also easily removable to facilitate maintenance. The exhaust was ducted into an "augmenter" styled chute. This allows the exhaust to exit the aircraft in a more efficient manner and also gives this particular aircraft a very unique sound. The result is an extremely clean installation package that is also very efficient. Engine Cylinder head temps are extremely low thanks in part to the cowling system and the efforts of Curtiss-Wright engineers.

After several years of development, we have an oil cooler that replaces the leakage prone British units. The Original British Oil Cooler does not handle the higher flow generated by the 3350. Our new unit is a bolt in replacement except for the modern AN fittings. This allows for AN plumbing from the engine to the cooler and back.

The original hydraulic system was discarded save for the hydraulic actuating cylinders. These were modified to accept readily available American Seals and an entirely new system designed using off-the-shelf surplus units, mostly from the Skyraider. This makes for an exceptionally reliable and tight hydraulic system. A wheel and brake setup from an early generation Lockheed P-80 was also utilized in place of the original air brake setup. Hydraulically boosted master cylinders from the Skyraider are used again to create a powerful, yet reliable braking system.

Part of the conversion involved removing the original aft cockpit wall to allow for installation of a jump seat. With space restrictions on the new rudder pedal/master cylinder system, maximum rudder pedal travel was not available. Also, most British aircraft are known for their tight cockpits. The solution was to move the pilot's seat aft approximately five inches to allow for more leg room. A control stick from an F4U-5 Corsair brings the stick grip back to a nominal position as well.

A solid tail wheel replaces the pneumatic British tail wheel. Although some tail gear failures have been attributed to the solid tail wheel, several failures have been observed in aircraft running the pneumatic tail wheel as well. We have had new upper housings fabricated from 7075-T6 billet material. It has been beefed up in the critical areas to provide an ideal replacement for the weaker British component.

With these modifications, this transforms an already impressive airplane into one of the most desirable and capable Sport Aircraft available today.