Apophenia's Offerings

[apophenia]

Yep. For a carrier aircraft - with inherit stowage concerns - ballasting probably makes more sense than a longer airframe. Easier to whif too 

[apophenia]

https://www.abc.net.au/news/2020-01-23/nsw-rfs-air-tanker-crashes-near-numeralla-bushfire/11893554

For those who haven't heard, on 23 January, Coulson's Large Air Tanker N134CG was lost near Cooma, NSW, with its crew of crew. With the tragic crash of Tanker 134, I was hestitant to start throwing around what-if waterbomber concepts. However, in light of the urgency surrounding air tankers, I've decided to press on ,,,

All I'm really doing is illustration a concept already broached. The Hellenic Air Force is considering eliminating their Canadair CL-215 fleet for economic reasons. My proposal is that an Australian state (or states) make an offer to Athens for these aircraft and have them shipped to Oz for refurbishing and rebuild.

My notion was to upgrade the CL-215s to CL-415EAF (Enhanced Aerial Firefighter) standards using Viking Air kits delivered to Australia. To broaden the appeal/usefulness of these aircraft, I've shown the rebuild with CL-415 MP (Multi-Purpose) features - MSS antennae farm, etc. My thought was that whichever state took on the Canadairs could contract them (through Surveillance Australia?) for patrol/SAR work outside of fire season.

BTW: The rego VH-NSW belongs to the state government (currently NSW Department of Lands) and would have to be tranferred from their Cessna 421C (operated by Bathurst Aircraft Maintenance Centre).

[ericr]

 

[apophenia]

Happy Australia Day to all!

Not a whif this time, but a tribute to the crew of Air Tanker 134...

[Brian da Basher]

That's a very thoughtful tribute, apophenia.

A salute to the selfless brave who risk all for Australia.

Brian da Basher

[apophenia]

Inspired by this: http://beyondthesprues.com/Forum/index.php?topic=129.msg166526#msg166526

SAPAC-LL (Lockheed-Latécoère) L-246F Guerrier Étoilés

Avions Marcel Dassault submitted an upgraded version of its MD550 Mystère Delta, Britain's Fairey Aviation put forward a French-engined development of the Delta 2, Sweden offered its Saab J35 Draken, and US Lockheed submitted the F-104 Starfighter. Controversially, the latter was the chosen design to re-equip the Armée de l'Air. [1]

The variant chosen was the Lockheed-Latécoère Model L-246F powered by the French Atar 09B turbojet. [2] Other major French equipment was a main armament of a centreline-carried Matra R.530 IR or semi-active radar-homing missile and Thomson-CSF Cyrano I bis radar set. Once accepted for AdA service, the name Guerrier Étoilés (Star Warrior) was chosen for the new fighter (although, early on, Lockheed-Latécoère referred to the L-246F as the 'Lancier').

The Guerrier Étoilés' single Matra R.530 missile was backed up by two wing pylon-mounted AIM-9B Sidewinder short-range IR missiles for self-defence (these would be replaced from the mid-1970s by French-made Matra R.550 Magics) and a gun armament. For the Guerrier Étoilés IA and II, the gun was a 20 mm M612 'Vulcain' 6-barreled Gatling cannon, a licensed-built GE M61 Vulcan by Manurhin of Mulhouse-Bourtzwiller. These were replaced by twin 30 mm DEFA 552 guns on the 'GÉ' IIIC and later production fighters. [3]

Below A Lockheed-Latécoère Guerrier Étoilés IIC of EC 2/13 'Alpes', BA 132 Colmar-Meyerheim, 1963

(To be continued ...)

_______________________________________

[1] Officialdom regarded both the MD550 and Saab J35 to be underdeveloped. A similar conclusion was drawn on the British submission - despite a research prototype having flown in 1954.

[2] The full corporate name was l'Société Anonyme de Production de l'Avion de Chasse - Lockheed-Latécoère (SAPAC-LL) representing the combined interests of the US Lockheed Aircraft Corporation and France's Groupe Latécoère.

[3] The M612 proved prone to misfeeds and ejected link caused damage. The USAF solved this problem by adopting the linkless M61A1, the Armée de l'Air preferred a domestic product.

BTW, the 'donor' profile was a CF-104 done by Lieuwe de Vries.

[apophenia]

SAPAC-LL (Lockheed-Latécoère) L-246FB Guerrier Étoilés

The Lockheed-Latécoère Guerrier Étoilés IIC fighters were backed up by small numbers of two-seat Guerrier Étoilés IIB operational trainers. [1] (These Atar-powered aircraft replaced J79-powered F-104B trainers on loan from the USAF.) Unlike the single-seat Guerrier Étoilés IICs which were built entirely at Toulouse-Montredon, the two-seat cockpit sections of the IIBs were supplied by the Lockheed Aircraft Corporation.

In part, attention drawn to the imported 2-seat cockpit sections would lead to a scandal known as L'accord du siècle (or 'Deal of the Century'). Evidence given by Lockheed lobbyists at a US Senate inquiry revealed that the corporation had bribed foreign officials into accepting F-104 purchases. This led to a French contract review by the OEAP (l'Observatoire économique de la commande publique). [2] The OEAP investigations cleared former ministre de la Défense. No investigation was made of the follow-on ministre de la Défense nationale, Charles de Gaulle. [3]

Although no charges were ever laid relating to L'accord du siècle, Lockheed's reputation never really recovered in France. When, in 1966, the Armée de l'Air opened a competition for a new avion de combat multirôle (ACM), the Lockheed-Latécoère candidate was quickly eliminated. That contest would be won by the Dassault Mirage IIIE, a type which would eventually eclipse all Guerrier Étoilés aircraft in French service. By 1971, the last Guerrier Étoilés had been donated to Greece as a part of NATO aid to

Below A dual-control Lockheed-Latécoère Guerrier Étoilés IIB of EC 3/2 'Alsace' 2 ème EC, based at BA 102 Dijon-Longvic, September 1967. Note that this aircraft carries a captive AIM-9B Sidewinder on its centreline pylon as a training stand-in for the IR-guided version of the Matra R.530 missile.

_______________________________________

[1] The Guerrier Étoilés IIB trainer followed the IIC fighter into service. The designations were not sequential but, rather, the suffix letters indicated role - 'C' for chasse (fighter) and 'B' for biplace (2-seat) as in biplace d'entraînement.

[2] The OEAP, working alongside the DAJ (Direction des Affaires Juridiques), reported directly to 'Bercy', l' Ministère de l'Économie et des Finances.

[3] Jacques Chaban-Delmas served as minister from Nov 1957 to May 1958. Pierre de Chevigné then held the post for half a month but had no involvement with the 'Lockheed' file. Charles de Gaulle was ministre de la Défense nationale from June 1958 to Jan 1959. However, the OEAP was understandably reluctant to launch an investigation into the activities of le président de la république!

[ChernayaAkula]

These are beautiful!  Interesting just how much the different radome changes the look.

The Swedish proposal also sounds interesting. Also in the long run regarding possible French-Swedish cooperation in defence matters.

[Brian da Basher]

These are beautiful!  Interesting just how much the different radome changes the look.

Indeed and those Starfighters sure look magnifique in those colors too!

The rudder stripes and masterful rendering of NMF bring it all together beautifully.

Brian da Basher

[Jeffry Fontaine]

Exactly what Moritz has stated above.  The switch to the Mirage III radome makes a real difference on the F-104 design. 

[dams301]

Love your interpretation with the backstory 

The Cyrano nose looks really good 

[apophenia]

Thanks folks. I was pleased with the retouches but, to my eye, the SAPAC-LL Guerrier Étoilés loses some of the appeal of the original Starfighter. Somehow the J79 exhaust gave the F-104 a perky look and the French Cyrano radome makes the front end a bit stumpy

This time, inspired by the Extended Spanish Civil War GB, I'm playing with MiG-3s ...

Чтобы улучшить породу ...

The production MiG-3 was an improvement over the MiG-1 but there was room for improvement. And Artem  Mikoyan and MI Gurevich were well aware of the fate of failed aircraft designers in Stalin's USSR. The first scheme - the MiG-5 - introduced a new, one-piece wooden wing. [1] To improve reliability, the troublesome Mikulin AM-35A was to be replaced with the new and more powerful Mikulin AM-37. A second scheme involved replacing the AM-35A with a Klimov V-12.

With a rating of 1,050 hp, the candidate Klimov M-105P engine was much less powerful. However, the M-105P was also significantly smaller than the Mikulin V-12, the AM-35A also weighing 565 lbs more than the Klimov. This scheme - dubbed MiG-3-105P - was then combined with the new wing for the proposed MiG-5 design. The result was the MiG-7 which Mikoyan and Gurevich presented as an improved, lightweight version of the MiG-3. In fact, the MiG-7 represented a fairly extensive redesign.

The thrustline was considerably raised. It was already higher in the M-105 but the smaller Klimov engine block also sat higher in the fuselage than the AM-35A. However, that provided space for a coolant radiator positioned beneath the engine rather than slung beneath the rear fuselage. The result was better weight distribution and reduced drag. [2] The lighter weight engine also allowed armament to be increased. The rifle-calibre guns were eliminated, 12.7 mm Berezin UBs doubled, and a 20 mm ShVAK motor-cannon added.

Bottom A MiG-7 series I of the 177th Fighter Aviation Regiment, PVO. 'White 59' wears the standard factory scheme. This consisted of a pale version of AMT-7 blue undersides with upper surfaces of AII medium green and dark green (here showing a distinctly brownish tone).

Top A MiG-7 series IA distinguished by a third 12.7 mm Berezin firing through the propeller hub. [3]. Captured by the Luftwaffe, this MiG-7 has been repainted for delivery to RLM Erprobungstelle at Rechlin. The original scheme shows the colour variations apparent in Soviet laquer aircraft paints. The VVS markings have been overpainted in RLM 71 Dunkelgrün. Large recognition panels have been added in RLM 04 Gelb along with German national markings.

______________________________

[1] This new wing retained the MiG-3's Clark YH profile but eliminated the 'flat' centre section. The MiG-5 designation would later be reassigned to the twin-engined Mikoyan-Gurevich DIS (Dalnij Istrebitel' Soprovozhdenya) long-range fighter.

[2] It was also believed that shorter coolant pipe lines would serve to lessen vulnerability to battle damage.

[3] This work-round was dictated by temporary supply shortages of cannons. The MiG-7 series II was to restore the ShVAK cannon but the Ukrainian assembly factory being overrun by the Wehrmacht thwarted those plans.

[Brian da Basher]

I like your MiG 7s and especially the over-painting of the markings on the captured version.

This aircraft seems ripe for "the treatment" so it was a delight to see your excellent permutations, apophenia!

Brian da Basher

[elmayerle]

Love your MiGs.  Perhaps a later update/rebuild of the SAPAC-LL Guerrier Étoilés will use Mirage F.1 radomes and ATAR 9K50 engines?

[apophenia]

Love your MiGs.  Perhaps a later update/rebuild of the SAPAC-LL Guerrier Étoilés will use Mirage F.1 radomes and ATAR 9K50 engines?

That would make sense. I had the Guerrier Étoilés going to Greece as MAP aid.  So, yeah, ... 9K50s and Cyrano IVs to match the Hellenic AF's  Mirage F1CG fleet 

[elmayerle]

Love your MiGs.  Perhaps a later update/rebuild of the SAPAC-LL Guerrier Étoilés will use Mirage F.1 radomes and ATAR 9K50 engines?

That would make sense. I had the Guerrier Étoilés going to Greece as MAP aid.  So, yeah, ... 9K50s and Cyrano IVs to match the Hellenic AF's  Mirage F1CG fleet 

That does cry out for a profile or two.

[apophenia]

That does cry out for a profile or two.

As a part of NATO aid, France donated its fleet of Guerrier Étoilés fighters to Greece in 1970-1971. There, they first joined the Hellenic Air Force's 114 Combat Wing Starfighters (which had been provided to Greece under MAP since 1964). Commonality issues with the F-104s  were, in part, solved by issuing the French fighters to two new squadrons - 331 and 332 Mira (both at Tanagra AB northwest of Athens).

The donated Guerrier Étoilés had all been upgraded to IIE standards (ie: Guerrier Étoilés IICs rebuilt with uprated Atar 9K-50 engines and Cyrano IV radar sets. Despite going directly from dépôts de réparation to Greece, the upgraded fighters were redesignated Guerrier Étoilés IIEG (for Grèce). While 331 and 332 Miras were working up, one flight of 'GÉ' IIEGs went to the 347 Mira, a new attack squadron at Nea Anchialos AB.

Top Hellenic Air Force Guerrier Étoilés IIEG of 347 Mira at Nea Anchialos AB in mid 1974. This aircraft is fitted with a practice bomb dispenser on it centreline pylon and has a US-style IFR probe mounted. Note early-style individual aircraft number on the rear fuselage.

The 'GÉ' IIEGs' service with the 347 Mira was short-lived. It was quickly realized that the aircraft was far from an ideal fighter-bomber and the type was replaced in 1975 by LTV A-7H Corsairs. The former 347 Mira aircraft were then divided between 331 and 332 Miras or became advanced trainers at the HAF Academy at Dekelia AB (in Tatoi).

Bottom A Guerrier Étoilés IIEG of 332 Mira 'Geraki' (Hawk) at Tanagra AB (northwest of Athens). This aircraft wears a special airshow scheme on its tail and a large 332 badge under its cockpit. Despite the airshow 'finery', '221' still carries a Matra R.530 on its belly pylon.

[apophenia]

I forgot to mention my bits in the Extended Spanish Civil War GB/Alt. Spanish Civil War GB:

Last Aid from the Luftwaffe
http://beyondthesprues.com/Forum/index.php?topic=9033.0

Spanish Yak Fighters
http://beyondthesprues.com/Forum/index.php?topic=9038.0

Spanish Republican MiGs
http://beyondthesprues.com/Forum/index.php?topic=9040.0

[apophenia]

Operation Henchman - The Canadian 'Mistel' Programme

In concept, the RCAF's Operation Henchman dated back to the immediate postwar years - obviously inspired by wartime German experiences with Mistel pick-a-back combinations. The original concept for 'Henchman' was a pairing of Mitchell and Mustang acting as what became known in RCAF parlance as the 'mount' and 'jockey', respectively. The proposed pairing quickly changed - first substituting a Lancaster 10 'mount' and, later, a Vampire F.3 'jockey'.

Operation Henchman moved into a hardware phase in mid-1948 when an English Electric-built Vampire F.3 (17007) was trial-mounted on the back of a Lancaster 10U (FM224) at the Winter Experimental Establishment at RCAF Station Namao, Alberta. [1] In early October 1948, some 'captive' flight testing was undertaken with the unmanned Vampire 17007 (with flight control retained by FM 224). In late November 1948, flight tests with the fighter piloted and jet engine running commenced at Namao. A second Vampire, 17044, was modified to allow 'live' separations during the summer of 1950. However, RCAF plans were shifting and Operation Henchman went into a hiatus as all further experiments with Vampires were shelved. [2]

In 1952, the Director-General of Air Research ordered that pick-a-back experiments be resumed with the explicit goal of providing experience with stand-off weapons. Lancaster FM224 was upgraded to 10XH standard with a new, more streamlined pylon on its back. The new 'jockey' component would be a Lockheed T-33 (14679 or 14691) modified into a single-seater. [3] This new combination was test fitted at the Central Experimental and Proving Establishment in July 1954. [4] 'Captive' flight trials began in late September with T-33 14691 on top. Over the Winter of 1954-1955, preparations were made for the first 'live' separation of 'jockey' and 'mount'.

For this 'live' release, a new 'mount' was created from Lancaster 10AP KB976 (recently repaired after receiving Category B damage in a hard landing). As Lancaster 10XH (02), KB976 was stripped of much of its internal equipment. Its pilot's canopy was removed and the cockpit skinned over, replaced by a small 'bubble' canopy. [5] In late April 1955, KB976 made its first successful 'live' release of 'jockey' T-33 14679. This was followed by further 'captive' test flying with 'jockey' 14691 in control.

The final mission for KB976 came on 12 September 1955. Flying from RCAF Station Comox, the Henchman pair circled over Georgia Strait before heading across Vancouver Island. Flying in escort were a standard T-33 and a pair of Avro CF-100 Canucks from 409 AW (F) Squadron. As planned, KB976's pilot and nav bailed out over Flores Island where a Sikorsky HO4S-2 helicopter (55320) of RCN HU-21 was on station. [6] Some 20 miles out over the Pacific, the separation process was begun - with 'jockey' 14679 accelerating and climbing slightly prior to release. The escorting 'Night Hawk' T-33 squawked 'freeload' to inform Comox of a clean separation.

To this point, everything had gone perfectly for the Operation Henchman's first simulated operational mission. But it quickly became apparent that the 'mount' was not functioning according to plan. One minute after separation, the Lancaster autopilot was meant to push KB976 into a terminal dive. Instead, the Lanc seemed intent upon pressing on towards Japan! Of course, such a malfunction was why the CF-100s accompanied the flight. After two quick firing passes, the 'Clunks' had shot out two of KB976's engines and the flaming Lancaster was headed for a watery end.

The boffins from the Central Experimental and Proving Establishment regarded their simulated operational mission as a near complete success. The final problem, it was thought, could easily be avoided by installing a second autopilot for redundancy. In any case, the autopilot was unrelated to the targeting system which would be employed of genuine operation missions. The Director-General of Air Research was less easily impressed. While the inevitable questions arose about autopilot and targeting system reliability, the bigger issue for the DGAR was what specific operational requirement could be satisfied with remote-controlled bombers whose airframes were now more than a decade old.

(To be continued ...)

_____________________________

[1] The project was actually under the control of the Experimental and Proving Establishment at RCAF Station Ottawa (Rockcliffe), assisted by the RCAF (National Research Council) Unit at Arnprior, Ontario. However, the W.E.E. at Namao was better equipped to do the conversion work in its 'off season'.

[2] This was in anticipation of 1951 replacement of Vampires in frontline RCAF service by the new Canadair-built Sabre swept-wing fighter.

[3] The new, shorten canopy provided space on the c/g for lifting lugs (allowing the T-33 to be hoisted into position over the Lancaster's dorsal mounting pylon). Although this mod resembled the canopy of the earlier Lockheed F-80 fighter, the 'T-33J' canopy was hinged at the rear (rather than sliding).

[4] The Central Experimental and Proving Establishment had been formed through the amalgamation of the Winter Experimental Establishment, E&PE Rockcliffe, and the RCAF (National Research Council) Unit.

[5] On planned operational missions, direct control of the 'mount' was needed only during take-off. Control would then be assumed by the 'jockey' aircraft, after which the Lanc pilot and navigator would bail out.

[6] Further out to sea, the formation was shadowed by a Canso SAR flying boat from 121 Composite Unit from RCAF Station Sea Island.

[GTX_Admin]

 

[ericr]

quite convincing, and quite surprising   

[Empty Handed]

Interesting concept. Looking forward to the TBC.

[kitnut617]

What about something along these lines Stephen

[Small brown dog]

Marvellous and got me thinking to

[Brian da Basher]

Oh that's nice and I really like the sole bubble on top for the pilot!

Few things are more fun than torturing the fictional flight crew.

Unless it's torturing the imaginary ground crew.

Well done and most beautifully rendered!

Brian da Basher