So after dealing with rental companies, travel agencies, the museum etc, we were finally all set. Since all the equipment is considerably heavy, we figured it would be best to rent it on location. And, having learned our lesson, we know that recording aircraft requires lots and lots of cables, microphone stands and sandbags to keep everything in place when the prop wash hits them. We had to agree on a budget, find dates that worked for both them and us, making sure one of the Blom Brothers camera guys were available for those dates, make reservations for flights, hotels, rental cars and so on. Now we entered the next phase in the planning process. They had an airworthy Spitfire with a Griffon engine, and were willing to help! As an added bonus, they also had an airworthy Bearcat and a C-46 that we could potentially do ground runs with. Then, luckily, I got in touch with Jason Somes of the SoCal Wing at the Commemorative Air Force Museum in Camarillo, Los Angeles. Knowing how complex the kind of recordings we do are, I knew that I had to find another alternative. Our next lead was in the UK as well, but they had a busy schedule, and invited us to come and work around that. They were very accommodating, but also understood that the timeframe was a bit too vague to work out for us. The first one was a lead in the UK, which would have been very convenient, but it turned out it was an aircraft that was being restored with an unknown finishing date, but expected to be sometime during the summer of 2014. It was also difficult to tell which were flying and which weren’t, but after a few days I got some replies to my emails. Funnily enough, I found quite a few lists of surviving and restored Spitfires, but very few held any information on what engines were used to run them. After all, there are plenty of old Spits around, at least it seemed so when compared to Lancasters and Bf 109s, so I couldn’t see why it should be very hard to find one, not that it would have stopped me from trying anyway.Īs always, I started to work my connections by email, also Googling all the different Spitfire models that had Griffon engines and to see if there were any survivors. At this point I didn´t realise that it would turn out to be more tricky than it initially appeared. Just as I thought we were done, having just delivered a hard drive with nine rare tanks recorded in France, Pavel came back to me with another request: a Spitfire with a Griffon engine. This led him to a museum in Los Angeles, where he was able to find what he needed. In this entry, Max explains his instructions to record sounds from the “Griffon” engine of a Spitfire. We continue to publish a series of diaries with Max Lachmann about recording the authentic sounds of real military vehicles for War Thunder. See how this entry relates to other items in the archive by exploring the connections below.24 August 2015 War Thunder Sound Recordings, Part 3: The Griffon Spitfire Shortly after VE-Day the "Chiefs" were reassigned to Camp Kilmer, New Jersey, and were deactivated in November 1945. The "Chiefs" were credited with destroying 262 enemy aircraft. They originally flew British Spitfires until they were replaced with P-47 Thunderbolts, which were in turn replaced by P-51 Mustangs a year later and were flown until the end of the war. They were known as the "Chiefs" and were activated on 12 September 1942, and assigned to the 4th Fighter Group based at Debden aerodrome in Essex. 121 was the second of the three Eagle Squadrons composed of American volunteers flying out of England. The 335th Fighter Squadron was the offspring of No. Object Number - UPL 14531 - 1 January 1945 - Pilots of the 335th Fighter Squadron pose for the camera.
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