Beyond The Sprues
Current and Finished Projects => Profiles and Pixels => Topic started by: Litvyak on December 12, 2011, 01:58:15 AM
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Well, after having a right me of a time getting registered and able to log in, I'm finally here too!
Big Thank You to GTX for getting this new spot going. :)
I debated for a bit whether to take a new username, but I decided against it. One, because this is the name I use at all modelling fora, and two, because forum here or there, Lydia Litvyak was one of my childhood heroes and that's not changing, ever!
I also debated for a bit whether I should post my old profiles too... I may yet do so for my alternate-Hungary ones, but I decided not to repost the AltCan profiles, as they - along with an ever-growing amount of minutiae - can be seen at http://altcan.webs.com/index.htm (http://altcan.webs.com/index.htm).
For now, I'll get started with this as-yet unpublished profile: AltCan's Boeing CP-207 Argus II:
(http://i674.photobucket.com/albums/vv104/litvyak/cp207.png)
"As a replacement for the aging CP-140, the RCAF decided to cut costs by purchasing an existing design (though politics were the reason the RCAF opted for an American-built aircraft, instead of acquiring new-build Canadair CP-140s with upgraded systems). Boeing built the airframes of the first two to P-8 specifications, but apart from flight-related systems and avionics, the aircraft were delivered incomplete in 2009 to de Havilland Canada, who installed the Canadian-designed and built sensor suite and ASW equipment. The remaining 18 units will be built completely by Boeing, including installation of sensors and other equipment, which is to be delivered to Boeing from Canada. As such, the CP-207, while externally virtually identical to the American P-8, is significantly different from its American counterpart. Deliveries commenced in December 2009 with two units to 404 Sqn. A total 30 of to be delivered by 2014 (serials 207001-207030), at which time the last of the CP-140 Aurora are to be retired. "
A new page for the CP-207 has been added to the AltCan site, which, I would ask, if you're interested in my Alternate Canada, do please check regularly, as there are lots of minute details too small to post here that I'm gathering together there (e.g. squadron histories, etc.).
The next batch of profiles will include something for you Aussies, too! ;)
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Excellent first profile; keep them coming
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Nifty. Moar!
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Congratulations for the new one, and thanks for the link (I have discovered the nice Archers there, enriching very much the Mirage family)...
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Excellent! Maple leaves are always a welcome touch!
Brian da Basher
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Moving on with more from the AltCan world...
Avro Canada CF-105 Arrow
(http://i674.photobucket.com/albums/vv104/litvyak/cf105-rcaf-1.png)
Delivery scheme, Arrow Mk. II, RCAF 417 Sqn, 1961-1965 - silver-leaf roundel, old-style serials.
(http://i674.photobucket.com/albums/vv104/litvyak/cf105-rcaf-2.png)
Second scheme, Arrow Mk. II, RCAF 417 Sqn, 1965-1972 - new-leaf roundel, new-style serials. The new serial system was introduced by the RCAF in 1964 (extended to RCAF and CA aircraft in 1968 as part of the Armed Forces Rationalisation Plan). Though drawings were prepared for the Arrow in late 1963 with the new-style serials and the old roundel, these were never applied before the introduction of the new flag in 1965; when that happened, new drawings were made to reflect the new roundels, and so the jump was made straight from old roundel and old serials to new roundel and new serials.
(http://i674.photobucket.com/albums/vv104/litvyak/cf105-rcaf-3.png)
Final scheme, Arrow Mk. II, RCAF 417 Sqn, 1972-1988. The "air superiority blue" scheme was introduced for air defence aircraft in 1972. Drawings were prepared in 1987 for the Arrow in the lo-viz grey scheme to be introduced in 1988, but the Arrow was retired before any could be repainted.
(http://i674.photobucket.com/albums/vv104/litvyak/arrow-raaf.png)
Delivery scheme, Arrow Mk. II, RAAF 76 Sqn. In late 1961, 15 of the 35 Arrows built were delivered to the RAAF.
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;D
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Keep it up and you'll have me singing "O Canada" again, something I practically never do sober.
Gotta love stuff from the Great White North!
Brian da Basher
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Nice work!! Loving the Arrows :in-love:
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Some Navy for a change:
(http://i674.photobucket.com/albums/vv104/litvyak/as3.png)
The RCN received 16 TBM-3 Avengers second-hand from the US Navy in 1946. The cause is lost to history, but for whatever reason, the 16 aircraft were delivered from the US in this non-standard scheme. Since the RCN had planned on rebuilding these aircraft even before they were delivered, it was decided to not bother repainting them, and they remained in this scheme from delivery in 1946 until they were rebuilt between 1949 and 1951. They received the designation Avenger AS.3 in RCN service. They were flown by VS 880 off HMCS Warrior from 1946 to 1948 and from HMCS Magnificent from 1948 until rebuilding.
(http://i674.photobucket.com/albums/vv104/litvyak/csg1.png)
Eight of the Avengers were rebuilt in 1949-50 as anti-submarine aircraft with the addition of a MAD pod on the port after fuselage and other sensors, and the removal of the turret. These were designated CSG1 Avenger in the RCN's 1950 designation scheme. The CSG1s were operated by VS 880 on HMCS Magnificent from 1950 to the type's retirement in 1960, having only ever worn this scheme in RCN service.
(http://i674.photobucket.com/albums/vv104/litvyak/cwg1.png)
The other eight Avengers were rebuilt in 1950-51 as AEW aircraft by the addition of an air search radar and the replacement of the after canopy with a solid enclosed space for the radar operators. Designated CWG1 Avenger, they were operated by VAW 890 aboard HMCS Magnificent from 1951 to 1957, when the squadron was redeployed to Maggie's replacement, HMCS Bonaventure. They remained in service until 1962 when they were retired, at which time VAW 890 was stood down (the squadron was reformed only in 1970 when the RCN took delivery of CE-121 Hawkeye AEW aircraft to operate from the second HMCS Bonaventure).
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Nice Avengers!
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A whole batch now...
(http://i674.photobucket.com/albums/vv104/litvyak/cfm1.png)
The RCN took delivery of 48 F2H-3 Banshees from McDonnell in 1952 to serve as fighters and fighter-bombers based aboard HMCS Magnificent. Designated CFM1 Banshee, the 48 aircraft were given serials 1001 through 1048 and were split between two squadrons, VF 870 and VF 871; the assignment of the aircraft was denoted both by lettering and by distinctive colouring on the rudder. In 1957, Maggie was decommissioned and the two squadrons were reassigned to her replacement, the first HMCS Bonaventure (CVL 22). The Banshees were delivered in the standard RCN scheme of the time, slate over light grey, and remained so until 1968.
(http://i674.photobucket.com/albums/vv104/litvyak/cf102.png)
In 1968, as part of the Armed Forces Rationalisation Plan, the Fleet Air Arm's aircraft were redesignated in accordance with a new Unified Aircraft Designation System applicable to all aircraft of the RCN, RCAF and CA. Under this system, the Banshees were given the designation CF-102. In the same year a new paint scheme was introduced for all RCN aircraft not designated as trainers or SAR aircraft, similar to the previous but replacing the slate with dark sea blue 502-101. The Banshees remained in service for two years in the new scheme, until they were replaced by the CF-110N and retired.
(http://i674.photobucket.com/albums/vv104/litvyak/barracuda.png)
When the "new" RCN was established in 1946, amongst the aircraft it inherited were twelve Fairey Barracuda Mk. II torpedo bombers. Given the serials 401 through 412, they were split between two squadrons, VF 825 and VF 826, both stationed aboard HMCS Warrior until her decommissioning in 1948, after which both squadrons became shore-based, VF 825 at HMCS Shearwater and VF 826 at HMCS Patricia Bay. From 1946 to 1950 they wore the standard RCN sea camo scheme; the illustration depicts an aircraft of VF 825.
(http://i674.photobucket.com/albums/vv104/litvyak/cbf1.png)
In 1950, the Barracuda's were redesignated CBF1 Barracuda under the Navy's new aircraft-designation scheme. Also in that year, the slate-over-grey paint scheme was introduced. This was applied to the Barracudas, though they remained in service only until 1952, when they were retired and replaced in VF 825 and VF 826 service by the Hawker Sea Fury.
(http://i674.photobucket.com/albums/vv104/litvyak/birddog-1.png)
To fill the need for an FAC/artillery spotting aircraft, the Canadian Army took delivery of forty Cessna L-19s in 1954. Designated Bird Dog Mk. I (serials 501-540), they were also often used in a courier role. This illustration depicts a Bird Dog in the overall green scheme used by aircraft based in Canada, with the early CA roundel and Red Ensign as a fin flash.
(http://i674.photobucket.com/albums/vv104/litvyak/birddog-2.png)
CA aircraft based in Europe wore this unique green/brown camouflage; the illustration depicts a European-based aircraft before 1965, with the early CA roundel and Red Ensign.
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Some nice stuff there. I especially like the pre-Unification birds.
Regards,
John
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...and the second half:
(http://i674.photobucket.com/albums/vv104/litvyak/birddog-3.png)
With the introduction of the new Canadian flag in 1965, the red ensign was replaced as a fin flash by the new Canadian flag; at the same time, the CA roundel was replaced by the standard new-leaf RCAF roundel.
(http://i674.photobucket.com/albums/vv104/litvyak/birddog-4.png)
Aircraft stationed in Europe received the same updates in 1965 as Canadian-based aircraft.
(http://i674.photobucket.com/albums/vv104/litvyak/co119-1.png)
In 1968, the Bird Dogs were redesignated CO-119 Bird Dog under the Unified Aircraft Designation System introduced as part of the Armed Forces Rationalisation Plan. The only way this affected the CA's painting and lettering schemes was the replacement of the old serial numbers with the new ones, which in the Bird Dog's case were in the 119001 through 119040 range. As an interesting side-note, the 119 designation had been assigned to the Fairchild Boxcar in the RCAF's designation system of 1964 which became the basis for the UADS of 1968, but as the Boxcars were retired by 1967, the 119 slot was free for the Bird Dog, and thus reused - the only case of a re-use of a designation number.
(http://i674.photobucket.com/albums/vv104/litvyak/co119-2.png)
A post-1968 CO-119 in the European scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/co119-3.png)
CO-119s (and other CA aircraft) deployed to Vietnam were repainted in the USAF-style "Southeast Asia" camo scheme also used by the RCAF.
(http://i674.photobucket.com/albums/vv104/litvyak/co119-4.png)
After the withdrawal from Vietnam in 1975, many of the Bird Dogs that returned from Vietnam were reassigned into a training role and repainted into this overall yellow scheme. Though officially designated trainers and were mostly used to pull targets for air defence artillery training, these aircraft continued to serve in a courier role as well. The CO-119s were withdrawn from the FAC/spotter role when the CO-182 Skylanes were taken up in 1979, but 14 continued in their target tug role until 1983, when the type was finally retired.
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Some nice stuff there. I especially like the pre-Unification birds.
Regards,
John
Thanks, glad you like!
AltCan didn't have a unification like RW did, instead there was the "Armed Forces Rationalisation Plan" in 1968. This introduced a "Unified Aircraft Designation System" (based on that of RW, but in-timeline, based on a new system introduced in 1964 by the RCAF), but more significantly, redefined the role of each of the armed services more strictly:
The Army lost all its fixed-wing assets except for the Bird Dogs (and later the Skylanes; the Dynaverts were deemed helicopters for the purposes of the AFRP) - the fixed-wing assets went to the RCAF, and in exchange the Army received all of the RCAF's helicopters, except those assigned to base rescue duties. UAVs are also all Army-assigned, except for those few that were operated by the RCN.
Early in the planning stages of the AFRP, consideration was given to transferring aircraft belonging to RCAF's Maritime Air Command (that is, RCAF's anti-submarine and maritime patrol assets - at the time, the Argus and Neptune) to the Navy. In the end, though, the decision was made that land-based fixed-wing aircraft regardless of role would belong to the RCAF, and the RCN would retain only those aircraft capable of shipboard operations - helicopters and carrier-based aircraft, and, for a brief time, flying boats and a handful of drones.
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Sweet Bird Dogs! :)
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(http://i674.photobucket.com/albums/vv104/litvyak/blackfoot-ca-1.png)
The Canadian Army took delivery of 35 Sikorsky H-34s in 1954-55, designating them Blackfoot AHC Mk. 1 under the Army's 1951 designation scheme and assigning them serials in the 601-635 range. Despite the 'AHC' designation, they were used in a variety of roles by Army Aviation. Those aircraft stationed in Canada received the standard overall green scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/blackfoot-ca-2.png)
CAA Blackfeet played an important role in the Army's European operations as well; like other Army Aviation aircraft assigned to Europe, the AHC.1s wore the standard CAA European camouflage.
(http://i674.photobucket.com/albums/vv104/litvyak/blackfoot-ca-3.png)
The 1965 introduction of the new Canadian flag resulted in a modification of the markings on all CAA aircraft. The changes were minor, however, replacing only the flag used as a 'fin' flash and the roundel.
(http://i674.photobucket.com/albums/vv104/litvyak/blackfoot-ca-4.png)
Europe-based AHC.1s also had their roundels and flags replaced - more quickly, actually, than those aircraft based in Canada. While a few Canada-based Blackfeet retained the old roundel and Red Ensign into mid-1966, those in Europe were re-marked within three months of the issue of the new specifications.
(http://i674.photobucket.com/albums/vv104/litvyak/ch126-ca-1.png)
As part of the AFRP, the AHC.1s were redesignated CH-125 and given the new serials 126651 through 126685. Further, the Army received the RCAF's two Blackfeet in 1968 (with new serials 126630 and 126631). Apart from slight adjustments to the lettering, no changes were made to the overall finish of Army Aviation's CH-125s; the two taken over from the RCAF, however, were repainted into the standard overall green scheme. This was the last scheme worn by CH-125s. Most were retired in 1971, but the two RCAF units, which had been re-engined with PT6T engines and designated CH-125T, remained in service until 1973.
(http://i674.photobucket.com/albums/vv104/litvyak/ch126-ca-2.png)
European-based aircraft likewise received the new lettering; the illustration shows the last CH-125 to wear European camouflage - it was repainted into Southeast Asian camouflage in 1970.
(http://i674.photobucket.com/albums/vv104/litvyak/ch126-ca-3.png)
With Canada's entry into the Vietnam War, Army Aviation CH-125s were deployed to Vietnam to serve behind the lines, primarily as ambulances to transport the more seriously wounded to hospital ships; as such, all were marked with the large red cross roundel. Despite being used mostly behind the lines, nine were lost during the war (seven to enemy action). Like the Canadian-based aircraft, the type was withdrawn from use in 1971 and destroyed on the spot in Vietnam.
RCAF:
(http://i674.photobucket.com/albums/vv104/litvyak/blackfoot-rcaf-1.png)
The RCAF received two Sikorsky H-34s in 1955, which were designated Blackfoot Mk. I and given the serial numbers 9630 and 9631. These were used in the SAR role by 403 Sqn out of RCAF Calgary; illustrated is Blackhawk 9631 as it appeared from delivery in 1955 through to the end of the AB+3 era in 1958.
(http://i674.photobucket.com/albums/vv104/litvyak/blackfoot-rcaf-2.png)
The lettering of the RCAF's Blackfeet was modified in 1958 when the switch was made from the AB+3 system to the more stable 4+RCAF system. In the Blackfoot's case, in addition to the change of ID markings, this entailed the removal of the full "Royal Canadian Air Force" titles.
(http://i674.photobucket.com/albums/vv104/litvyak/blackfoot-rcaf-3.png)
In 1964, the RCAF introduced a new aircraft designation system, under which the Blackfoot was redesignated CH-125 Blackfoot, which change required a modification of the lettering on the aircraft. Beyond the change in the numbers, though, the "RESCUE" titles were also changed in colour from black to dayglo orange. Late in 1964, 403 Sqn was redeployed to RCAF Terrace.
(http://i674.photobucket.com/albums/vv104/litvyak/ch126-rcaf-1.png)
By October 1965, the RCAF's CH-125s were repainted along with their other SAR helicopters into a new scheme, distinctive from Navy and Army Aviation SAR helicopters. This scheme was retained until both CH-125s were transferred to the Army in 1968. As an aside, the two CH-125s were re-engined with PT6T engines in 1967.
(With this post comes the first hint of a new Army designation scheme that was in use from 1951 until the introduction of the UADS in 1968. More info later!)
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What if I win the lottery?
(http://i674.photobucket.com/albums/vv104/litvyak/domainedumirage.png)
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:D
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That idea came from a RL experience...
We (dad, stepmum and me) were in Dijon in 2009, and we went on a day trip of seven wineries in the Côte de Nuits, with a tour guide who drove us around so we didn't have to worry about the drinking bit.
Anyways, part of the trip was a visit out to the grapes, and as we were standing in the Clos de Vougeot, the guide talking about the vines, I heard a noise... looked up... saw two Mirage 2000s fly by. I got excited, of course, and yelled, "Dad! Mirages! Look!"... after which the guide looked at me a little oddly, and suggested that if I like airplanes, we should go to Savigny-les-Beaunes, to the Chateau Savigny, which is a winery in itself, but with an additional attraction: a museum of around 80 aircraft, 300 motorcycles, 20 firefighting vehicles, some dozens of Abarth racing cars (the owner of the chateau raced Abarth cars), and a bunch of old "long-legged" tractors for vineyards. What a perfect spot - airplanes and wine together! (We got a few bottles of their wine, too, of course...)
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Love the Blackfoot AHC! But I'm amazed at how good the Bird Dog looks in all-over yellow. Nice!
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I love your altcan site and profiles though I think it's a shame that they bought the Banshee instead of the Canadair/NAA-Columbus proposal that crossed the Orenda-powered Sabre with the F-86K and navalized it using experience from the Fj-2/-3 Fury. That would be a most interesting aircraft.
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....oooh. THAT sounds nifty. Never heard of the proposal...
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It does, doesn't it! Any more details on that Jon?
I'm imagining a Sabre Dog nose, CL-13 aft fuselage, FJ-3 noseleg and wings.
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....oooh. THAT sounds nifty. Never heard of the proposal...
The only reason I know of it is that I used to work with a gent who'd been in NAA-Columbus' Advanced Design group. You'd want the F-86K nose with the 30-mm cannon rather than the F-86D nose with the retractable unguided rocket launchers and they'd likely use the Sabre Mk.6 aft fuselage with the more powerful engine. Other than that, I reckon apophenia has nailed the basics.
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Some I forgot I did...
(http://i674.photobucket.com/albums/vv104/litvyak/ch139-1.png)
CH-139 Bluejay - Fleet Canada 105 (licence-built MBB Bo-105). The first 30 were delivered from 1977 to serve as trainers; they've worn this yellow scheme ever since. Another 12 trainers were delivered in 1980.
(http://i674.photobucket.com/albums/vv104/litvyak/ch139-2.png)
From 1993, 53 new-built Bluejays were delivered to the CA as replacements for the CH-118 Iroquois in non-combat utility roles. These were painted up in standard CA green.
(http://i674.photobucket.com/albums/vv104/litvyak/ch139-3.png)
A number of CH-139s saw work in Afghanistan in non-combat transport roles; these were given the standard CA desert scheme.
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Nice work!
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Really like the Canadian Lo vis desert stuff!!
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Thanks! I got the inspiration from the RW CH-178s.
Which, unfortunately, last report has being at Graf Ignatievo in Bulgaria... which I assume means they won't be coming to Canada. Would've liked to see one in the standard greens... :(
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Some of those might also make good subtle whiffs that would force people to go checking their records to check whether or not Canada really used them...the most delicious kind IMHO.
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....oooh. THAT sounds nifty. Never heard of the proposal...
The only reason I know of it is that I used to work with a gent who'd been in NAA-Columbus' Advanced Design group. You'd want the F-86K nose with the 30-mm cannon rather than the F-86D nose with the retractable unguided rocket launchers and they'd likely use the Sabre Mk.6 aft fuselage with the more powerful engine. Other than that, I reckon apophenia has nailed the basics.
I'm thinking I'm going to do this, rewrite a bit to replace the Banshee in AltCan with this!
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Love the CH-139 Bluejay in CH-178 colours Litvyak! But I'm already dreaming of CF MBBs in Kandahar with overhead PAH sights ;)
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Nice. This would look great with my CAA CH-154 Tahre.
Do you have the blanks for a UH-1B/C Gunship? I think the CAA used these as we'll. ;)
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Thank for the compliments!
I have a drawing for the UH-1C, but it's not yet blankified...
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... blankified...
He he. Not sure if that's your coinage but I like it ;D
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... blankified...
He he. Not sure if that's your coinage but I like it ;D
I'd never heard it before. I have a tendency to molest words like that, though...
I wonder. Is there a model of the QE-class carrier (the new one)? I've got it into my head to build (eventually) a model of the new Magnificent-class carriers, which is a slightly scaled-up, nuc-powered version of the QE... and just a random thought about that - if there's one in 1:600 from Airfix, yous think 1:700 aircraft would make it look slightly bigger, or much bigger? (I've never done anything in either scale so have a hard time picturing it., though I do have the HMS Ajax kit in 1:600 and a Gato-class SS in 1:700 (to become HMCS Grilse))
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So, here's a teaser before I run to work: the Canadair CFC1 Cutlass!
(http://i674.photobucket.com/albums/vv104/litvyak/cfc1-nmf.png)
I used Cutlass for now as I couldn't think of anything better... it's a naval sword, right? :P But if anyone has a better name, I'd be happy to hear it! (Naming is open until I finish the actual profiles).
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Cool. Could I ask you do one based on a F-86D? I have two of the Hasegawa's in the stash (got them cheaper than the F-86Ks).
Thanks.
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Looking good.
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Cutlass would be problematic considering the F7U used the name prior to when this Sabre variant would be built... perhaps Dirk or Spadroon? Naval swords don't give you a whole lot of choice...
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What about Sea Dog? The D model was the Saber Dog?
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Awesome Sea Sabre/Sea Dog/Sea Cutter...Something that lends it a little more reality is that Canadair was originally going to licence build the D Sabre, but difficulties with the radar in the NA vehicle was delaying it, so the stock Sabre was adopted instead. Had they gone with the D design, your Sea Cutter would be even more plausible!
Alvis 3.1
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Thanks for the compliments!
The name "Sea Dog" got me to thinking... how about "Jacktar"? It's not a sword, but definitely naval, quite traditional... hopefully I'll have some profiles finished today after I get home from work.
I haven't yet touched AltCan Sabres for the RCAF, but Alvis, you've got me thinking. When did the D enter service? As I have things written out right now, RCAF used Sabre Mk. II from 1950 to 1953, when they were replaced by the Mk. IV; perhaps the Mk. IV/V/VI could all be D-variants?
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The first production F-86D-1-NA (50-455) was delivered to the USAF in March of 1951.
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Cool, so then a D-based Sabre Mk. IV is plausible, sticking with the 1953 in-service date.
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So, here's a teaser before I run to work: the Canadair CFC1 Cutlass!
([url]http://i674.photobucket.com/albums/vv104/litvyak/cfc1-nmf.png[/url])
I used Cutlass for now as I couldn't think of anything better... it's a naval sword, right? :P But if anyone has a better name, I'd be happy to hear it! (Naming is open until I finish the actual profiles).
Way nice looking and an inspiration to model same. I agree, though, that "Cutlass" is not a name you want to use. Perhaps they could borrow from the USN and call it a "Fury"?
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I don't think the RCN would go for "Fury" - these jets were, of course, the replacement for the Hawker Sea Fury in carrierborne service...
Here's a couple of finished profiles!
(http://i674.photobucket.com/albums/vv104/litvyak/cfc1-vf870-1.png)
Canadair CFC1 Jacktar (or Sea Dog, haven't decided yet, but I think I'll opt for one of those two!), VF 870 (HMCS Magnificent) - the first one delivered, as it appeared when it first arrived on Maggie in 1952.
(http://i674.photobucket.com/albums/vv104/litvyak/cf102-vf871-1.png)
Canadair CF-102 Jacktar, VF 871 (HMCS Bonaventure) - the last one delivered, as it appeared when it last left Bonnie in 1970.
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I redid my Avro Canada CF-110N Spectre profiles to fit with my adjusted RCNAS schemes; here are a few of the new profiles:
(http://i674.photobucket.com/albums/vv104/litvyak/cf110n-vfa870-1.png)
CF-110N 110858 of VFA 870, HMCS Bonaventure circa 1983. 858 was the only Spectre to score air-to-air kills in two wars: the four red stars are kills from Vietnam, the sun represents an Etendard shot down during the Falklands War.
(http://i674.photobucket.com/albums/vv104/litvyak/cf110n-vfa873-2.png)
CF-110N 110959 of VFA 873, HMCS Queen Charlotte circa 1992. 959 scored a ship kill against an Iraqi patrol boat and an air-to-air kill against an Iraqi Mirage F1 attempting to flee to Iran during the Gulf War.
(http://s674.photobucket.com/albums/vv104/litvyak/cf110n-vfa873-1.png)
Another view of 959, this one as it appeared prior to the introduction of the loviz scheme. Due to the rudder markings identifying VFA 873, the squadron received the nickname "CP Air".
(http://i674.photobucket.com/albums/vv104/litvyak/cf110n-vt900-1.png)
CF-110N 110962 of VT 900. VT 900 is the last remaining operator of the CF-110N, where it is used for carrier-landing training.
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Awesome Spectres!!!
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I don't think the RCN would go for "Fury" -
I don't know...Canadian Fury sounds like a terrifying prospect...or a powerful drink! ;) ;D
Nice profiles.
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You have captured the F-86D perfectly in a Navy look. Very much a mid 50s thru 60s style. :)
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Thanks both of you! :)
I don't know...Canadian Fury sounds like a terrifying prospect...or a powerful drink!
My only stumbling block regarding the name "Fury" is that these were replacing the Hawker Sea Fury. Would they really have gone to reusing a name /right away/?
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Why not? It's not the identical name and it fits with the other naval usage of Sabre derivatives (besides, I understand the basic concept was proposed as a "Fury" - FJ-4NE). Of course, the proposed FJ-5 in RCN markings would be spectacular.
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I agree with you about the naming conundrum Litvyak. Canadair was happy to use the Sabre name for RCAF and export 'Swords'. So, if not 'Jacktar', how about 'Sea Sabre'?
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Thanks both of you! :)
I don't know...Canadian Fury sounds like a terrifying prospect...or a powerful drink!
My only stumbling block regarding the name "Fury" is that these were replacing the Hawker Sea Fury. Would they really have gone to reusing a name /right away/?
Sorry, when I mentioned Canadian Fury, I was talking about the idea of a bunch of furious Canadians... ;)
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Maybe for something different, use the name of one of coastal First Nations tribes?
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I decided to go with Jacktar. Very Navy, very "Royal". :)
Here's a couple of new profiles...
(http://i674.photobucket.com/albums/vv104/litvyak/canso-vp851-1.png)
The RCN operated the Consolidated/Canadian Vickers Canso during the war; post-war, three squadrons were equipped with the Canso, using them in a patrol role - VP 851, VP 852 and VP 853. From 1946 until 1950, they wore the standard RCN camo scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/canso-vp851-2.png)
In 1950, with the introduction of the new designation scheme, the type was redesignated CPV1 Canso (for the Vickers-built aircraft; the Consolidated-built aircraft became CPY1). In the same year, VP 852 and VP 853 transitioned to the Albatross, while the healthiest of the Cansos were gathered together in VP 851, the squadron was reclassified a SAR squadron, and the Cansos received the standard RCN SAR scheme, which they wore until the type's retirement in 1957.
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Nice.
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love the SAR scheme :)
but without wings, they're not FLYING-boats :icon_crap:
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Love the 1950 scheme :-*
For those keeping score (as opposed to going JMN -- Litvyak has the exclusive rights to her own universe!), RW Canadian Vickers built PBY-5A amphibians which the RCAF called Cansos. RCAF flying boats retained the RAF name, Catalina.
The closest RW match for Litvyak's aircraft would be the Catalina VI (PB2B-2) built by Boeing Canada on Sea Island, BC.
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You know...
Only now after having it pointed out did I notice that the drawing I used as a base for my own is the flying boat and not the amphib! :uuu:
I did *intend* for this to be a Canso, not a Catalina... well, imagine it's an amphib. I don't feel like redoing it right now. :P
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Chubby Canso tires now mentally inserted ;D
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Lovely profiles
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Lovely profiles
I heartily agree! I bet these profiles have many thinking of how to whiff a Cat'!
Brian da Basher
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Going back to fix some older profiles; I've discovered some information from the AltCan quantum reality that I didn't know before, and so some of my earlier profiles are a bit erroneous.
So, here's some of the first batch of fixed profiles, starting with the CF-108 Archer...
(http://i674.photobucket.com/albums/vv104/litvyak/cf108a-409-1.png)
Archer Mk. 1 of 409 Sqn - the first one delivered for service, in 1961; it was lettered/marked like this until 1964.
(http://i674.photobucket.com/albums/vv104/litvyak/cf108a-409-2.png)
In 1964 the lettering was changed to reflect RCAF's new numbering system. Here's a CF-108A Archer of 409 Sqn as it appeared from 1964 to 1965. (409 Sqn was the only RCAF unit to operate the Archer Mk. I/CF-108A)
(http://i674.photobucket.com/albums/vv104/litvyak/cf108a-409-3.png)
In 1965 Canada got its new flag, and the RCAF roundel was updated to contain the new-style maple leaf. Here's another CF-108A of 409 Sqn as it appeared from 1965 to 1966. In 1966 409 Sqn re-equipped with CF-108C (Archer Mk. II) and the Mk. Is were all sent to the South Vietnamese air force.
(http://i674.photobucket.com/albums/vv104/litvyak/cf108c-416-1.png)
416 Sqn was the first to equip with the Archer Mk. II in 1963, deploying immediately to Europe; they appeared like this until 1964.
(http://i674.photobucket.com/albums/vv104/litvyak/cf108c-416-2.png)
Renumbered in 1964 - a 416 Sqn CF-108C; they looked like this until 1965.
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(http://i674.photobucket.com/albums/vv104/litvyak/cf108c-416-3.png)
A 416 Sqn CF-108C with the post-1965 roundel; they looked like this until 1969.
(http://i674.photobucket.com/albums/vv104/litvyak/cf108c-409-2.png)
CF-108Cs were deployed to Vietnam between 1968 and 1975, with 400, 409, 416, 423 and 445 Sqns. This is "Demon Lady" of 409 Sqn.
(http://i674.photobucket.com/albums/vv104/litvyak/cf108c-409-3.png)
After the war, 409 Sqn returned to Canada and its CF-108Cs were repainted in the air superiority blue scheme, which they wore until the type was retired from combat roles in 1984. This is "Demon Lady" as she appeared after returning to Canada. Though bureaucracy forced the removal of the nose art, the kill marks and the name was allowed to remain.
(http://i674.photobucket.com/albums/vv104/litvyak/cf108c-416-5.png)
When 416 Sqn returned to Canada from Vietnam, its aircraft were repainted into the standard CAS scheme - which was very similar to the European camo these aircraft wore prior to deployment to Vietnam; the underside colour is the only difference. 416 and 409 Sqns were the only operators of the Archer to remain active after the Vietnam war; 400, 423 and 445 Sqns all transitioned to other types or were stood down.
(http://i674.photobucket.com/albums/vv104/litvyak/ce190-rcaf-1.png)
CE-190 Alpha Jet of 414 Sqn. Ex-Luftwaffe aircraft converted in 1991 to combat jammers; the paint is the standard loviz recce/EW scheme based on the WW2-era low-level recce scheme used on some RAF PR Spitfires.
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They all look great.
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They all look great.
Yes lovely !
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Nice Archers!
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God looking birds
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Some new stuff!
In 1971, twelve CF-108C were rebuilt as combat jammers and given the designation CEF-108.
From their arrival at the RCAF's Electronic Warfare Unit until 1975 they wore this scheme, which was the standard for recce aircraft:
(http://i674.photobucket.com/albums/vv104/litvyak/cef108-ewu-1.png)
Where previously there were separate schemes for ELINT and recce aircraft operating with the EWU, in 1975 a new scheme was introduced for all aircraft of the EWU. The CEF-108s wore this for only a brief time, however, as they were transferred to 414 Sqn in 1977:
(http://i674.photobucket.com/albums/vv104/litvyak/cef108-ewu-2.png)
In 1977 the "Electric Archers" were transferred from EWU to 414 Sqn, where they were repainted into the standard recce scheme introduced in 1975:
(http://i674.photobucket.com/albums/vv104/litvyak/cef108-414-1.png)
In 1988, low-visibility schemes were introduced to Canadian military aircraft; the loviz scheme for recce birds was based on the previous one, with modifications only to the colours of the roundels and lettering. The CEF-108s retained this scheme until their retirement in 1992:
(http://i674.photobucket.com/albums/vv104/litvyak/cef108-414-2.png)
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Some new stuff:
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-435-1.png)
Fairchild Boxcar Mk. I in the delivery scheme, 435 Sqn, 1953-1958.
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-408-2.png)
Boxcar Mk. I of 408 Sqn, 1958-1960.
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-435-3.png)
Boxcar Mk. I of 435 Sqn, 1960-1964.
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-408-4.png)
CC-119 Boxcar of 408 Sqn, 1964-1967. By the time of the introduction of the new flag in 1965, the Boxcars were already slated for retirement, so none of them ever received the new roundel.
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More Boxcars:
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-ewu-1.png)
Boxcar Mk. II - modified for ELINT operations - of the Electronic Warfare Unit, 1956-1958. Two aircraft were converted - 22119 and 22130.
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-ewu-2.png)
Boxcar Mk. II of the EWU, 1958-1960.
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-ewu-3.png)
Boxcar Mk. II of the EWU, 1960-1964.
(http://i674.photobucket.com/albums/vv104/litvyak/cc119-ewu-4.png)
CEC-119 Boxcar of the EWU, 1964-1967.
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Nice
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For the era, I've always liked the Boxcar.
Cheers,
Logan
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Lovin' those Boxcars! Any chance of a RAF or RAAF one?
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Love the electric Boxcar but pink for the photo-recce Archer was brilliant :)
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Lovin' those Boxcars! Any chance of a RAF or RAAF one?
How's this?
(http://i674.photobucket.com/albums/vv104/litvyak/raaf-boxcar.png)
I loosely based the scheme on one I found of an RAAF Bristol Freighter. Hope you like it! :)
Love the electric Boxcar but pink for the photo-recce Archer was brilliant :)
Thanks! I rather like that one, too. To the point that I'm actually thinking of building it in plastic, getting AltCan decals made, etc...
There will be some more new stuff in a little bit. And I have 6 days off now, so probably there will be quite a few coming (if the weather stays as ugly as it is right now...)
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So, the existing new stuff I haven't yet shown.
May I present the Canadair CA-114 Attacker?
A COIN/light-strike variant of the CT-114 Tutor - similar to the CL-41G that Canadair made for the RMAF in the real world, this has built-in cannon and two hardpoints for rocket pods (which I think I may have drawn too small on the profiles, but oh well...
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-424-1.png)
The Attackers entered RCAF service in 1967 - right in time for use in Vietnam, where they saw extensive action. This is an Attacker of 424 Sqn in the SEA camo.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-427-2.png)
After the withdrawal from Vietnam, most Attackers (those of 424, 427, 443, 447 and 450 Sqns) returned to Canada, where they were repainted into the standard CAS scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-432-2.png)
432 Sqn, however, was redeployed to RCAF Baden-Soellingen, and their Attackers received the standard 1CAD camo.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-450-3.png)
Three squadrons - 424, 427 and 450 - continued to operate the CA-114 beyond 1988, and these were repainted into the loviz grey scheme. The last CA-114 was retired in 1989.
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The CA-114 was also popular on the export market, primarily amongst third-world air forces.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-eire.png)
Ireland isn't third world, but the Irish Air Corps opted for the CA-114 in the light-strike role.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-honduras.png)
The Honduran Air Force bought 26 Attackers new, and in 1988 bought a further dozen second-hand from the RCAF.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-lebanon.png)
The Lebanese Air Force bought 14 Attackers in 1969.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-phil.png)
The largest customer of the CA-114, apart from the RCAF, was the Philippine Air Force, who bought 66 between 1968 and 1971.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-rcyaf.png)
The Royal Ceylon Air Force bought 24 Attackers in 1967-68. These remained in service for many years and saw action (with the Sri Lankan Air Force) against Tamil separatists.
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Outstanding RAAF Boxcar! Thanks. I am actually tempted to get a 1/48 RCM Fairchild C-119 Boxcar Vacuform kit to model that one.
I agree re the small rocket pods...maybe say they are training pods... ;)
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(http://i674.photobucket.com/albums/vv104/litvyak/ca114-rmaf.png)
The Royal Malaysian Air Force operated 40 Attackers between 1969 and 1993.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-rraf.png)
The first export customer was the Royal Rhodesian Air Force, who received 22 CA-114s in 1967 and 1968.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-senegal.png)
The Air Force of Senegal purchased 16 refurbished and upgraded Attackers in 1987 from the RCAF.
(http://i674.photobucket.com/albums/vv104/litvyak/ca114-vnaf.png)
The Republic of Vietnam Air Force operated a total of 127 Attackers, though the bulk of these were technically owned by the RCAF and "lent" to the VNAF. After the war, there were enough Attackers left in Vietnam that the Vietnamese People's Air Force was able to operate 30 of them into the mid 1980s.
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I do like the attackers and an excellent selection of schemes, perhaps some South African or Omani?
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Outstanding RAAF Boxcar! Thanks. I am actually tempted to get a 1/48 RCM Fairchild C-119 Boxcar Vacuform kit to model that one.
Oooh! Oooh! Do it! Do it!
I'm planning on getting a 1/72 Boxcar to build as an RW EWU "electric" Boxcar, but I wonder: is there a 1/144 C-119 kit? I'd do the RAAF one too, if there's a 1/144 kit available.
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The CA-114s are great!!!
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Thanks for the compliments! :)
So moving on, here's the first batch of Clunks - the Avro Canada CF-100 Canuck Mk. III!
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-409.png)
The Canuck Mk. III had only a very limited period of service with the RCAF, being used by three squadrons between 1952 and 1955. This is a "Clunk" of 409 Sqn.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-419.png)
419 Sqn also operated Canuck Mk. IIIs. The 1950s was an interesting time from the point of view of schemes used on fighters - although the basic scheme was unpainted, natural metal, and standardised schemes for placement of insignia and ID marks were used, each squadron decorated its aircraft differently.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-445.png)
The third squadron to operate the Mk. III was 445 Sqn. In 1955, the Mk. IIIs were withdrawn, and the bulk of them were passed on to Latin American air forces.
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(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-chile.png)
The Mk. IIIs were only three years old when supplanted by the Mk. IV in RCAF service, and the Chilean Air Force happily purchased 30 ex-RCAF Mk. IIIs in 1955, ushering them into the jet age. The Canucks remained in service in Chile until 1969.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-dominica.png)
Another Latin American country to buy second-hand Mk. IIIs was the Dominican Air Force who took 22, also in 1955. This was the island nation's first fighter jet, and the FAD operated them until 1972.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-india.png)
The Indian Air Force purchased 50 new Canuck Mk. IIIs from Avro, along with a licence to manufacture them; they were designated "Kirpan" in IAF service. The 50 Canadian-built aircraft were operated by the IAF until 1964, and were replaced by a HAL-designed derivative.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-rocaf.png)
Canada supplied the Kuomintang government on Taiwan with 58 new Canuck Mk. IIIs in 1953, which the Republic of China Air Force operated as front-line interceptors until 1956, when they began to be replaced by Mk. Vs; the Mk. IIIs remained in service with reserve squadrons until 1972.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk3-raf.png)
The Royal Air Force purchased a small number of new Mk. IIIs from Avro Canada. The only front-line squadron to operate them was 5 Sqn, and they remained in service only 4 years before being withdrawn and returned to Canada. Several of the ex-RAF Clunks found new life with the RCAF as CEF-100s.
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Some damn fine creations there...
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More Clunks! Now moving on to the Mk. IV...
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-409.png)
409 Sqn was one of the original operators of the Mk. III, and transitioned to the Mk. IV in 1955.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-419.png)
419 Sqn was the first of the three Mk. III-operating squadrons to transition to the Mk. IV, starting the process already in 1953 and finishing in 1954. The third operator of the Mk. III was 445 Sqn, but they bypassed the Mk. IV and went directly to the Mk. V.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-423.png)
423 Sqn stood up in 1953 receiving an early batch of Mk. IVs.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-425.png)
425 Sqn stood up in 1954 with Mk. IVs, and was designated a Francophone squadron. This was displayed prominently with the French-language titles on the nose, which was made possible by the relaxed attitude towards decoration of aircraft that was prevalent in the 1950s.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-432.png)
432 Sqn was the second to reform in 1954 with Canuck Mk IVs.
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(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-433.png)
433 Sqn was the third of three to be reformed in 1954 as an operator of the Mk. IV.
While the Mk. III had some success in the export market, the Mk. IV did even better, with the air forces of several Commonwealth Realms opting for the Mk. IV.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-belgium-11sqn.png)
The Belgian Air Force bought 53 Mk. IVs that were originally ordered by the RCAF, but were diverted while still on the production line. They served from 1954 to 1962.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-israel.png)
The Israel Defence Force Air Force bought 60 Mk. IVs. These saw action during the Suez crisis, and this example, number 67 - now on display at the Israeli Air Force Museum - became the first Canuck ever to score an air-to-air kill, when it shot down an Egyptian Spitfire over the Suez Canal. The IDF-AF Canucks were operated until 1970; they saw heavy use during the 1967 war.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-luftwaffe-jg71.png)
The Luftwaffe received 76 Mk. IVs in 1955-56, and remained in service until 1963. This is a Canuck of JG-71 "Richthofen", which is now on display at the Luftwaffenmuseum at Berlin-Gatow.
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(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-mexico.png)
The Mexican Air Force obtained 70 ex-RCAF Mk. IVs in 1956, operating them until 1977.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-raaf.png)
The Royal Australian Air Force had been interested in the CF-100 from the beginning, and had tested a Mk. III extensively. However, the decision was made to delay a purchase until the Mk. IV was ready. In the end, the RAAF bought ten direct from Avro, while CAC built a further 110. The Canuck was the backbone of the RAAF interceptor force from 1953 until 1960. CAC experimented with several derivative possibilities, but none of those ever reached production.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-rnzaf.png)
The Royal New Zealand Air Force ordered 36 Mk. IVs in 1954. The order was originally placed with Avro Canada, but with Avro's production lines being at capacity with construction of CF-100s for the RCAF, Belgium and Israel, as well as with Jetliners for civilian customers, the order was shifted to Australia at Avro's request. The RNZAF operated their CAC-built Mk. IVs until 1971.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk4-rsaaf.png)
The last order for Mk. IVs came in late 1955, when the Royal South African Air Force requested 72. These were delivered in 1956, and the last Mk. IV to roll off the production line was an example for the RSAAF.
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Keep them coming!!!
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Looks great now we wait for the swept wing version
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And the STOVL version!
(http://i729.photobucket.com/albums/ww291/joncarrfarrelly/CF100_STOVL-01.png)
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The swept-wing version - CF-103 Super Canuck - is indeed in the works. It's a bit of a ways away yet, though, you may have noticed I'm going alphabetically... :P
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Wow, that's brilliant! Was that an RW proposal for serious??
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Wow, that's brilliant! Was that an RW proposal for serious??
As far as I am aware, yes. I am tempted to build it one day.
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Love the Clunk. Ever thought of drawing some strike versions with bomb loads? Wasn't it offered to USAF as a B-26 replacement up against the Canberra and B-51?
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Thanks! The Clunk is one of my personal favourites, too.
As for a strike version - the CF-103 with the swept wings - at least, my AltCan version - is primarily a strike fighter; it was used mostly in the SEAD role in Vietnam.
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The ROCAF Clunk just so happens to fit into an Alt.-ROC on Mainland China post-1950 story that I know is being worked on...... ;) :)
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I wonder how it would look with a big gun and multiple pylons loaded with weapons...ala a Canadian A-10/Su-25...
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Wow, that's brilliant! Was that an RW proposal for serious??
As far as I am aware, yes. I am tempted to build it one day.
Litvyak: The V/STOL Clunk was a real proposal but it didn't get very far. Designed by Avro Canada's Project Research Group, the Orenda-built BE.53/2s would not have Harrier-style rotating jet nozzles. Instead, each BE.53/2 would have two Avro Canada patented 'eyelid' nozzles -- one forward of the wing leading edge, the other in the rear of the nacelle -- which were adjustable for fine pitch control.
These eyelid nozzles had been developed and tested for Avro Canada's submission for the US Navy's TS-140 Mach 2 'daylight' fighter competition. [See the start of my 'Avro Canada VTOL Fighter':
http://beyondthesprues.com/Forum/index.php?PHPSESSID=tdphjid659134qjp5muql1i9m6&topic=910.0 (http://beyondthesprues.com/Forum/index.php?PHPSESSID=tdphjid659134qjp5muql1i9m6&topic=910.0)
The 'puffer' pipes mentioned would be routed through the 'D' section of the leading edge to each wing tip (plus nose and tail). AFAIK, there was no plan to interconnect the BE.53/2s so what the PRG planned to do in the event of engine failure is anyone's guess.
Avro Canada management was underwhelmed and the V/STOL Canuck concept was never submitted to the RCAF. Two reasons for management's tepid response seem probable:
* Hawker's P.1127 could do the same job on a single BE.53;
* Avro Canada knew that its parent firm, Hawker Siddeley, wouldn't welcome any distractions from their more promising design from Kingston.
I'd add internal competition for resources to that list. Mario Pesando and the PRG had to focus most of their energy on the CF-105 while John Frost and the rival Advanced Projects Group were working on a completely new design -- the P.450, a Mach 2 thrust-ejector canard fighter.
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Thanks! The Clunk is one of my personal favourites, too.
As for a strike version - the CF-103 with the swept wings - at least, my AltCan version - is primarily a strike fighter; it was used mostly in the SEAD role in Vietnam.
Cool. The Clunk has all the features to make a great strike fighter. All weather navigation thanks to the radar (which had a ground mapping mode) and second crewman. Plenty of space for bombing and radio nav avionics in place of the big Hughes air to air engagement computer. Long endurance, high manoeuvrability and speed down low and surprisingly quiet. Hard hitting with the gun pack (big enough for four 30mm Adens in place of the eight .50s) and underwing stores. Also it looks pretty tough in the face of flak because of the separated engines, long jet pipes and empty tail structure.
I have an AltHist story about Australia and the Netherlands going to war with Indonesia over Dutch New Guinea in 1962 where the RAAF ends up with all the ex RCAF Clunks for use as COIN strike fighters. JFK puts in place a military embargo on Australia because he wants to hand over West Papua to Indonesia to keep them unaligned so Australia has to acquire weapons from other sources. One of which is the Canada who still under Diefenbaker are happy to provide surplus aircraft and new builds.
The RAAF goes to Canada to buy second hand Canadair Sabres (to back up the CAC Avon Sabres) and gets an offer for some 500 Clunks many with lots of hours left (and many more besides because of underestimation of the airframe’s life of type by Avro). The purchasing mission buys them because they are cheap and the RAAF needs interceptors to protect the North West coast of Australia against any Indonesian attacks. When they arrive in Australia they are found to be the perfect plane for providing interdiction against Indonesian infiltration into New Guinea. Kind of a jet powered B-26K Invader.
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...Advanced Projects Group were working on a completely new design -- the P.450, a Mach 2 thrust-ejector canard fighter.
Whaaaat? Got any more info on this??
<RAAF Clunks>
Sounds like a great story! I do hope you'll be sharing more of it!
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I love the various CF-100s. Any chance of seeing CT-41R's (radar in nose as lead-in trainer for F-104, not sure if it went beyond paper study but I'm sure it didn't progress beyond an aerodynamic testbed) as I could see those with a pair of radar-guided AAMs as supplimentary point-defense aircraft.
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Well, there's no CF-104 in AltCan, but perhaps with an Archer nose?
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And here's the last batch of "boring" RW-equivalent Clunks - the Mk. V:
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-409-1.png)
409 Sqn was one of only two to have operated all three in-service variants of the Canuck.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-413-1.png)
413 Sqn transitioned to the Canuck Mk. V in 1957, having previously operated Sabres.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-414-1.png)
414 Sqn was another unit new to the Clunk with the Mk. V. Like 413 Sqn, they operated Sabres until 1957.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-419-1.png)
419 Sqn transitioned from the Mk. IV to the Mk. V in 1956.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-423-1.png)
Like 419, 423 Sqn was a Mk. IV operator that moved on to the Mk. V in 1956.
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(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-425-1.png)
425 Sqn was another to carry on operating the Canuck, switching from the Mk. IV to the Mk. V.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-428-1.png)
428 Sqn stood up in 1956 with a batch of Mk. Vs.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-432-1.png)
432 Sqn was another to transition from the Mk. IV to the Mk. V...
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-433-1.png)
...as was 433 Sqn.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-416-1.png)
416 Sqn was a Europe-based Sabre squadron that transitioned to the Canuck in 1957.
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(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-419-2.png)
After re-equipping with the Mk. V in 1956, 419 Sqn deployed to RCAF Zweibruecken in 1957.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-423-2.png)
423 Sqn joined 419 Sqn at RCAF Zweibruecken in 1957.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-440-1.png)
440 Sqn was another Europe-based Sabre squadron that re-equipped with Mk. V Clunks in 1957.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-445-1.png)
After the Mk. IIIs were withdrawn in 1955, 445 Sqn remained active - on paper; the squadron was originally to have re-equipped with the Mk. IV, but instead the transition was delayed until the Mk. V was ready for introduction. 445 Sqn thus became the first RCAF operator of the Mk. V. Interestingly, one of the last Canucks off the production line - 18789 illustrated here - also ended up with this squadron, as a replacement for an airframe lost in a training accident.
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(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-409-2.png)
1958 marked the end of the era of colourful, distinctive squadron markings on fighters of the RCAF. With the introduction of the new 4+RCAF designation system came the introduction of a new, standardised marking scheme, and enforcement of standards became much stricter. As such, from this point on, all Canucks based in Canada appeared as this 409 Sqn Clunk illustrated here, with the only difference being the squadron badge on the fin.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-445-2.png)
The story was no different for the aircraft based in Europe, with markings becoming standardised throughout the fleet. This Mk. V of 445 Sqn serves as a definitive example of Europe-based Clunks post-1958.
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The Mk. V also enjoyed some success on the export market, with three new countries joining the list of Canuck operators, and one returning customer: the Republic of China. Guatemala also joined the club after taking over 18 ex-RCAF birds in 1961.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-guatemala.png)
The Guatemalan Air Force bought 18 ex-RCAF Mk. Vs in 1961, keeping them in service until 1980 (but by then there were only 6 in operation, the others having been cannibalised for spares).
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-rocaf.png)
Pleased with their experience with the Mk. III, the Republic of China Air Force ordered 97 Mk. Vs in 1955, placing the order the day after the RCAF placed their order for the variant. These replaced the Mk. IIIs in front-line service, and remained in service until 1963.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-korea.png)
The Republic of Korea Air Force ordered 80 Mk. Vs in 1956, which served as front-line interceptors until 1962. They were stationed primarily around Seoul, Taegu and Pusan.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-saudi.png)
The Royal Saudi Air Force received 66 Canuck Mk. Vs in 1957. These were the RSAF's primary interceptors until 1966, after which they were relegated to reserve duties. 26 of them were sent to Canada in 1965 for reconstruction to CRF-100 specification, and these remained in operation until 1976.
(http://i674.photobucket.com/albums/vv104/litvyak/cf100mk5-thai.png)
The second export order for the Mk. V came from the Royal Thai Air Force, who ordered 30 in 1955. Thai Clunks remained in service until 1971.
So! That's all the CF-100s that are RW designs... next will come the versions unique to AltCan - the CEF-100, CRF-100 and CQF-100...
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Sweet Clunks! The Indian, Luftwaffe and RoKAF ones are firm favourites!
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Agree wholeheartedly, some really nice examples and some are definite 'double-take' material.
Regards,
John
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Thanks for the compliments!!
Empty - I agree with you on the Luftwaffe one, it's one of my favourites of the lot, too. I'm also rather partial to the Israeli and Saudi ones. And soon we'll get to the fun ones, the ones with a bit of design changes... :)
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Clunktastic. Maybe one of the Israeli Clunks should be drawn with the Suez Operation ID strikes (black and yellow). The stipes that kind of disproved the British and French claims that there was no conspiracy with the Israelis (Duh!). Look forward to the additional marques.
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...Advanced Projects Group were working on a completely new design -- the P.450, a Mach 2 thrust-ejector canard fighter.
Whaaaat? Got any more info on this??
A little bit... I covered it (tangentially) at the very end of my Group Build piece. PM inbound.
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Well, there's no CF-104 in AltCan, but perhaps with an Archer nose?
That would work quite nicely.
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In 1960, Canadair rebuilt 414 Sqn's Mk. V Canucks to photo-reconnaissance aircraft.
(http://i674.photobucket.com/albums/vv104/litvyak/crf100-414-1.png)
When the aircraft were returned to 414 Sqn, they retained their old serial numbers, but were given a new designation: Canuck Mk. VR
(http://i674.photobucket.com/albums/vv104/litvyak/crf100-414-2.png)
With the introduction of the RCAF's new designation system in 1964, the Mk. VR was redesignated CRF-100 Canuck. The aircraft remained only a very short time as illustrated here, as the new flag was introduced the following year, bringing about a new roundel for the RCAF.
(http://i674.photobucket.com/albums/vv104/litvyak/crf100-414-3.png)
The new roundels were applied to 414 Sqn's CRF-100s through 1965, but otherwise their appearance remained unchanged. The scheme illustrated here was seen on 414's Photo-Clunks until 1975.
(http://i674.photobucket.com/albums/vv104/litvyak/crf100-414-4.png)
In 1975, a new paint scheme was introduced for photo-recce aircraft, and 414 Sqn's CRF-100s were repainted in accordance with the new painting diagram. They remained as illustrated here until the type's retirement in 1981.
(http://i674.photobucket.com/albums/vv104/litvyak/crf100-saudi.png)
Of all the foreign operators of the Canuck, only the Royal Saudi Air Force opted to return their aircraft to Canadair for conversion to CRF-100 specification. The RSAF sent 26 of their Canuck Mk. Vs for conversion in 1965, and they remained in service with the Saudis until 1976.
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From 1956 a total of 14 Canucks were rebuilt to EW aircraft - four Mk. IVs (serials 18414, 18466, 18471 and 18473) and ten Mk. Vs (serials 18783-18786 and 18793-18798) underwent the conversion. These were then redesignated Mk. IVB and Mk. VB.
(http://i674.photobucket.com/albums/vv104/litvyak/cef100-ewu-1.png)
The newly-converted aircraft were assigned to the Electronic Warfare Unit, retaining their old serials.
(http://i674.photobucket.com/albums/vv104/litvyak/cef100-ewu-2.png)
In 1958 they underwent a minor change in the lettering, after the AB+3 system was replaced with the 4+RCAF scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/cef100-ewu-3.png)
In 1960, the "Electric Clunks" of the EWU were repainted into the new standard scheme for electronic warfare aircraft, with the minor difference that these were overall white, instead of white over grey.
(http://i674.photobucket.com/albums/vv104/litvyak/cef100-414-1.png)
In the same year, 414 Sqn received a small number of Mk. VBs.
(http://i674.photobucket.com/albums/vv104/litvyak/cef100-414-2.png)
In 1964, they were redesignated CEF-100 Canuck under the new RCAF designation system.
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(http://i674.photobucket.com/albums/vv104/litvyak/cef100-ewu-4.png)
An example of a CEF-100 belonging to the EWU, as they appeared briefly in 1964-65.
(http://i674.photobucket.com/albums/vv104/litvyak/cef100-414-3.png)
In 1965, 414 Sqn's CEF-100s received the new roundels. They remained looking like this until their transfer back to EWU in 1968.
(http://i674.photobucket.com/albums/vv104/litvyak/cef100-ewu-5.png)
EWU's aircraft also received the new roundels in 1965. After taking 414 Sqn's CEF-100s back in 1968, the EWU continued operating them until 1971, until they were finally retired. One survives on display at the Science & Technology Museum in Ottawa.
The Central Experimental & Proving Establishment operated a large number of Canucks over the years; many of these were rebuilt in various ways, some quite bizarre. The CE&PE used their own designation and numbering system for these experimental aircraft, all beginning with 'Q' (the reason for the use of this letter remains a mystery).
(http://i674.photobucket.com/albums/vv104/litvyak/cqf100-1.png)
One of CEPE's more bizarre-looking modifications was Q13, which was a Mk. IV fitted with the nose of an Archer Mk. I. Built in 1960, it was initially used to test the Archer's radar system, but it remained operational until 1965 for various other experimental uses.
(http://i674.photobucket.com/albums/vv104/litvyak/cqf100-2.png)
From 1965 on CEPE rebuilt a number of Canucks into unmanned drones. Most of these did not last beyond their maiden flight, as they were used for target practice in the development and testing of SAM systems for the Army...
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Those recon birds look good.
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In 1960, Canadair rebuilt 414 Sqn's Mk. V Canucks to photo-reconnaissance aircraft.
([url]http://i674.photobucket.com/albums/vv104/litvyak/crf100-414-1.png[/url])
When the aircraft were returned to 414 Sqn, they retained their old serial numbers, but were given a new designation: Canuck Mk. VR
Nice. Whose recce nose did you use?
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Nice. Whose recce nose did you use?
Thanks.
I made it up myself. :)
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Nice. Whose recce nose did you use?
Thanks.
I made it up myself. :)
Now I need to figure out how to scratch build it. You don't happen to have a 3D model of it, do you? :-)
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Yow! A cornucopia of Clunks ... go Litvyak :)
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Gimper: I don't... but I do have Sketchup! I can try poking about and seeing if I can't come up with a 3D model of it.
Apophenia: Glad you liked them - I had fun making them! That's the last of the ones I've had planned, though as inspiration strikes, you may be seeing more in white/green/orange... :D
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A question, if I may. Is the Archer based on the studied, but never built, CF-104?
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A question, if I may. Is the Archer based on the studied, but never built, CF-104?
Of course you may!
No... or, not really.
The backstory is that Avro got together with Dassault to work on a project, as initially it seemed that the RCAF and AdA requirements were very similar. So they worked together developing the fighter, but as the time passed, there were more frequent disagreements, and, too, the requirements of the respective air forces changed and diverged... so the two companies stopped the co-development venture but continued the project separately, which ultimately led to the Avro Archer and the Dassault Mirage III.
As the profiles show, the Archer and the Mirage III have some noticeable differences, especially the Archer Mk. I. What I did was to use a Mirage III fuselage with Arrow-like intakes and cockpit/canopy, a Nesher nose and a few other minor detail changes.
Having just made my very first ever eBay purchase - the old Hasegawa Kfir kit - I'll have most of what I need to get started on an Archer in plastic. A Mk. I, to get the nifty (if a bit clumsy) Arrow canopy... but I'm thinking I may do it as a CEF-108A instead of a CF-108A... because I want to build a pink airplane. :P
On another note, the /second/-ever eBay purchase came within moments of the first, I found an Aeroclub vacform fuselage for an F-86D/K... so as soon as I can find an FJ-4 kit in 1/72 I can start building a Jacktar, too!
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The Emhar kit is the only one available in 1/72, save for q couple vacfomrs, an old Airmodel vacform and a slightly newer Rareplanes vacform(I've got both, actually). I'm tempted to do one as a Jacktar and one as a "Night Fury" in USN nightfighter markings. Of course, then there are the various Super Fury proposals for further modelling using various bits and pieces (the FJ-5 that the gent behidn RetroMechanix has a bok on looks particularly appealing with bits of FJ-4, F-107, and F-100 in it). I'm also wondering how an ultimate FUry/Sabre would look, combining the F-86H fuselage with the FJ-4 wings.
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http://www.72nd.webs.com/aircraft/NA/FJ-4.htm (http://www.72nd.webs.com/aircraft/NA/FJ-4.htm) ... says there was a Revell kit, too? I assume then that that's way, way long OOP...
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[url]http://www.72nd.webs.com/aircraft/NA/FJ-4.htm[/url] ([url]http://www.72nd.webs.com/aircraft/NA/FJ-4.htm[/url]) ... says there was a Revell kit, too? I assume then that that's way, way long OOP...
Might be the reboxed Emhar kit. It is the Emhar molds; I just checked my local stash and I had examples of both. IMHO, Revell did a better job of packaging and has more attractive decals.
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There's this on eBay:
http://www.ebay.com/itm/AVIATION-North-Amrican-FJ-4B-Fury-Model-Kit-/190492323263?pt=UK_ToysGames_ModelKits_ModelKits_JN&hash=item2c5a3a2dbf (http://www.ebay.com/itm/AVIATION-North-Amrican-FJ-4B-Fury-Model-Kit-/190492323263?pt=UK_ToysGames_ModelKits_ModelKits_JN&hash=item2c5a3a2dbf)
and
http://www.ebay.com/itm/EMHAR-1-72-NORTH-AMERICAN-FJ-4B-FURY-MODEL-KIT-/390416034808?pt=UK_ToysGames_ModelKits_ModelKits_JN&hash=item5ae69bebf8 (http://www.ebay.com/itm/EMHAR-1-72-NORTH-AMERICAN-FJ-4B-FURY-MODEL-KIT-/390416034808?pt=UK_ToysGames_ModelKits_ModelKits_JN&hash=item5ae69bebf8)
It's amusing, there are far more, and varied, 1/48 kits of it for sale.
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Thanks for those links. I'll think about it - though I'll probably hold out until I can find one on this continent.
In the meantime been putzing around in gimp, fixed up some Canberra profiles, and I've started eyeing that RoG Mustang and an Airfix Firefly I have in the stash... thinking I should hack /those/ up first into some combo-monstrosity to get a feel for doing a major cut-up job like that, /before/ I try doing so with the Jacktar; the Archer bash should be rather more straightforward, though...
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Felt like doing something a bit different, so here's the Avro Canada C.102 Jetliner. Four versions for now - two CPAL, one pre-revolution Cubana and one from one of my favourite airlines of all time, Panagra. More will come later...
(http://i674.photobucket.com/albums/vv104/litvyak/jetliner-cpal-1.png)
CP delivery scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/jetliner-cpal-2.png)
CP early 1960s.
(http://i674.photobucket.com/albums/vv104/litvyak/jetliner-cubana.png)
Cubana.
(http://i674.photobucket.com/albums/vv104/litvyak/jetliner-panagra.png)
Pan American - Grace Airways. This Panagra scheme has long been one of my favourites, it looked great on the DC-6 and DC-7 and I think it looks right at home on the Jetliner, too!
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And some new stuff from AltCan: The de Havilland Canada DHC-4 (CC-111) Caribou was designed in response to a Canadian Army Aviation requirement for a STOL-capable transport aircraft. Though it was found satisfactory, in the event only 8 were delivered of an initial plan for 25 for the CAA; the other 17 were diverted to the Government of Canada and ended up with various government departments.
(http://i674.photobucket.com/albums/vv104/litvyak/cc111-ca-1.png)
Army Aviation's DHC-4s were designated Caribou AC.2, with the eight aircraft delivered in 1961 and numbered 701-708. All eight were deployed to Europe and thus wore the standard CAA Euro camouflage straight from the factory.
(http://i674.photobucket.com/albums/vv104/litvyak/cc111-ca-2.png)
In 1965, the Canadian Red Ensign previously used as a fin flash was replaced with the new Canadian flag, and the roundel was replaced with the new RCAF standard roundel. The Army's Caribous all retained this scheme until they were transferred to the RCAF as part of the Armed Forces Rationalisation Plan in 1968.
(http://i674.photobucket.com/albums/vv104/litvyak/cc111-zbbf-1.png)
The RCAF ordered only a single Caribou in 1961, designating it Caribou Mk. I. After a brief period at RCAF Winnipeg, it was sent to RCAF Zweibruecken in Germany, where it served as part of the base flight, transporting the senior officers of the 1st Canadian Air Division between RCAF stations and other points in Europe.
(http://i674.photobucket.com/albums/vv104/litvyak/cc111-zbbf-2.png)
In 1964, the RCAF's lone Caribou was redesignated CC-111 Caribou. Apart from the change in lettering, the aircraft's appearance remained unchanged.
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Love the C.102 in CPAL livery (especially with the Goose)! And Cubana as a customer is very clever. But Pan Am? Poor Howard Hughes will be spinning even faster in his grave ;)
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(http://i674.photobucket.com/albums/vv104/litvyak/cc111-zbbf-3.png)
In 1965, the single CC-111 - like the rest of the RCAF's aircraft - received the new roundel based on the maple leaf in the new Canadian flag. After this change, the Zweibruecken Caribou's appearance remained unchanged for over two decades.
(http://i674.photobucket.com/albums/vv104/litvyak/cc111-bf-1.png)
In 1968 under the terms of the Armed Forces Rationalisation Plan the RCAF took over the eight Caribous that had been delivered to Army Aviation. They were assigned to 413 (Transport) Sqn initially, though that was only a paper assignment: by the time the air force actually took delivery of the aircraft several weeks later, it had been decided that they would be assigned to base flight duties. RCAF bases at Cold Lake (Alta.), Terrace (BC), Bagotville (Que.), Winnipeg (Man.), Gander (Nfld.), Inuvik (NWT), Borden (Ont.) and Trenton (Ont.) each received a single Caribou. These were painted into the standard base-flight scheme of white and yellow, with the base assignment indicated with a flash.
(http://i674.photobucket.com/albums/vv104/litvyak/cc111-zbbf-4.png)
With the introduction of loviz schemes in 1988, the Zweibruecken Caribou was repainted into the new standard scheme for transport aircraft. 111001 was the only CC-111 to wear this scheme. Another interesting fact about RCAF Caribous is that none of them ever left the hemisphere they were initially deployed to: the eight taken over from the Army and assigned to base flight duties never left North America and only seldom ventured to the United States, while 111001, after arriving in Europe, never returned to North America: after it was withdrawn in 1991 it was sold to an airline in Namibia, where it continues working to this day.
(http://i674.photobucket.com/albums/vv104/litvyak/cc111-bf-2.png)
Aircraft assigned to base flight duties were repainted to overall black with white lettering in 1988. The CC-111s all remained at the same posting they started their RCAF careers with until their retirement; the last one, 111006 of RCAF Terrace, was retired with a small ceremony on November 20, 1993.
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Love the C.102 in CPAL livery (especially with the Goose)! And Cubana as a customer is very clever. But Pan Am? Poor Howard Hughes will be spinning even faster in his grave ;)
Glad you like! I'm planning a few other schemes, too - CP Air orange, three Pacific Western schemes (red-white-red tail, overall white, blue wedge) and a variety of other second-hand and original Canadian operators (Eastern Provincial, Wardair, Nordair, Quebecair...). Hughes will get his, too - I've got TWA on the list, too, along with National and Northeast for US customers. Only one customer on my list outside of the Americas, though - TEAL of New Zealand, but then a list of interesting Latin Americans - Varig, Real, Faucett... it just struck me that the Jetliner would be idea for Latin America.
As for Pan Am/Grace, Hughes here or there, I had to! It's just such a great scheme, it looks good on everything. I've got a series of Tupolevs (104, 114, 124, 134, 144, 154) that are all started (but not finished) in Panagra livery (and all four Pacific Western ones).
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Nice C.102s!
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Taste is a personal thing ... except when it comes to CP Air orange. It looked great on everything from DC-3s to Jumbos!
Actually, the C.102 would've been perfect for some of CP's longer, thin routes ... Whitehorse comes to mind.
I love the lo-viz Caribou but that Cold Lake base flight scheme is really sharp!
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Taste is a personal thing ... except when it comes to CP Air orange. It looked great on everything from DC-3s to Jumbos!
Actually, the C.102 would've been perfect for some of CP's longer, thin routes ... Whitehorse comes to mind.
Yeah, that's why I was thinking it'd be pretty popular as a second-hand aircraft with regionals like Nordair and Quebecair...
...as for the orange, it's one of my favourites. The first airplane I flew on was an orange DC-8 (YVR-AMS) (followed by a Malev Il-18, AMS-BUD). I don't /remember/ anything about these flights, as I was around 18 months old - but the first flight I /do/ remember was also in orange - a 747, YVR-AMS again, in 1979 (again followed by a Malev flight; the return was a year later, Bremen-London via Pan Am 727, then LHR-YYZ via Air Canada L1011). Anyways, the point is, whenever we had reason to go to the airport, there were two things I loved to see: CP orange and PWAL blue. And this gives me yet more airliner-whiffery ideas...
I love the lo-viz Caribou but that Cold Lake base flight scheme is really sharp!
Which one, the black? I got the idea for that from the CT-133 that was done up in all black with white lettering including roundels (I'm actually planning to build that, have the decals and the Sword kit but am a bit intimidated by the PE and resin in it...)
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Woo hoo! My fave airplane and fave airline, a CP C.102! :)
Awesome!
Alvis 3.1
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And here some orange goodness, just to make it orange!
(http://i674.photobucket.com/albums/vv104/litvyak/jetliner-cpal-3.png)
C.102
(http://i674.photobucket.com/albums/vv104/litvyak/tu104-cpair.png)
Tu-104
:)
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So here's another batch of AltCan stuff - in world, unique oddities.
The Canadian Army tested a wide array of helicopters over the years, and developed a process whereby if a type was sufficiently interesting after preliminary review and testing, a single example would be leased for extended in-service trials.
(http://i674.photobucket.com/albums/vv104/litvyak/sycamore-ca-1.png)
A single Bristol Sycamore was taken up for extended testing in 1948, and given the placeholder serial number 999 (this number became somewhat traditional for extended-test aircraft over the years). Operated for six months during 1948 with the designation Sycamore, the Army eventually decided in favour of the Hiller H-23 Nomad and the Sycamore was returned to Bristol.
(http://i674.photobucket.com/albums/vv104/litvyak/alouette-ca-1.png)
In 1960 the Canadian Army leased a preproduction example of the Sud Aviation SE3160 for a test period scheduled to last one year. Given the designation AHX.1 Alouette, it crashed during a mission near Petawawa, Ontario. Though the cause was found to have been a combination of pilot error in severe weather, the Army abandoned its interest in the type.
(http://i674.photobucket.com/albums/vv104/litvyak/belvedere-ca-1.png)
In 1961, the Army took on a Bristol Type 191 for testing over a 12-month period. Given the designation AHX.2 Belvedere, the helicopter was tested in a variety of roles - search and rescue, assault transport, etc. Bristol made an offer of 25 of the aircraft in October of 1961; however, a month earlier, Vertol had proposed their CH-46 Sea Knight then in development as an alternative, and in the end the Army decided to wait for the Sea Knight, and the Belvedere returned to the UK in March 1962. As an aside, Bristol offered a variant, the Type 193, to the Royal Canadian Navy, but the RCN was at that point quite satisfied with its Piasecki Retrievers, and no Belvederes of any version were ever delivered to Canada.
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(http://i674.photobucket.com/albums/vv104/litvyak/ch160-ca-1.png)
The Army leased a Sikorsky UH-60A in 1981 for a twelve-month test period, giving it the designation CH-160 Blackhawk. The results of the testing were positive, and the Army wanted to place an order for 40, but funding could not be secured, and the single CH-160 was returned to the US Army.
(http://i674.photobucket.com/albums/vv104/litvyak/ch153-ca-1.png)
The Army tested a single Sokol W-3 for six months in 2002. Designated CH-153 for the duration of the test period, the response of the crews to the helicopter was lukewarm, and no orders were placed.
(http://i674.photobucket.com/albums/vv104/litvyak/ch166-ca-1.png)
Needing a heavy-lift capability for the initial deployment to Afghanistan, the Canadian Army leased a single Mil Mi-26 "Halo" from the Ukraine in 2001. Given the designation CH-166 Halo, it was well-liked by its crew. The Army in Afghanistan found great utility in the helicopter, and the lease was extended from the initial 12 month period, remaining in use by the CAA until it was finally returned to the Ukraine in 2005. The positive experience with the Mi-26 was a significant contributing factor to the decision made that same year to place a sizable order for another Mil product, the CH-178 Hurricane.
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Nice ones - love them all.
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More AltCan stuff... I got on a roll this morning...
(http://i674.photobucket.com/albums/vv104/litvyak/cornell-cfs-1.png)
The RCAF had 34 Fairchild Cornell Mk. III on strength in 1946. These were all trainers assigned to the Central Flying School (as the VC-era squadron code "CB" indicates). After the decision was made to standardise basic training on the Chipmunk, the Cornells were retired fairly quickly, with the last block of 12 being withdrawn in 1950. These were sold off to private buyers, and several are still airworthy today, making the rounds at airshows - some in RCAF markings.
(http://i674.photobucket.com/albums/vv104/litvyak/cc109-412-1.png)
Canadair delivered ten CL-66 transports to the RCAF in 1960 - a Canadair-built version of the Convair CV-440 Metropolitan. Given the designation Cosmopolitan Mk. I, they were assigned to 412 Sqn and used for VIP flights. Over the years, only some of the lettering changed, otherwise the CC-109s - as they were redesignated in 1964 - retained this basic appearance until their retirement in 1988.
For nearly 30 years, Canadian military pilots from all branches of service received their basic flight training on one airplane: the de Havilland DHC-1 Chipmunk.
(http://i674.photobucket.com/albums/vv104/litvyak/ct120-ca-1.png)
Army Aviation took delivery of eight DHC-1 trainers in 1949. Designating them Chipmunk, they were based at Fort Kaministiquia in Port Arthur, Ontario, where they were used to give CAA pilots their basic flight training. In 1951 they were redesignated Chipmunk AT.1, and they remained in use by CAA until 1968, when they were transferred to the RCAF. Since then, Army pilots receive basic training alongside RCAF recruits at the RCAF's Central Flying School at RCAF Portage la Prairie (Man.). The illustration shows a Chipmunk as it appeared prior to 1965.
(http://i674.photobucket.com/albums/vv104/litvyak/ct120-cfs-2.png)
The RCAF started taking delivery of the Chipmunk from 1946, with a total of 78 being delivered. Designated Chipmunk Mk. I - the last 50 being fitted with a new engine and thus designated Chipmunk Mk. II - these served as the air force's basic trainers from 1946 all the way to 1972; they were redesignated CT-120 Chipmunk in 1964. The illustration shows a Chipmunk Mk. II as it appeared between 1951 and 1958.
(http://i674.photobucket.com/albums/vv104/litvyak/ct120-vt900-3.png)
The RCN Fleet Air Arm received 24 Chipmunk Mk. II between December 1946 and March 1947. Assigned to the VT 900 training squadron at HMCS Port Hardy (BC), they were used in the training of RCNAS pilots until 1973. In 1950 the type was redesignated CTD1 Chipmunk, and in 1958, VT 900 was redeployed to HMCS Debert (NS). Under the AFRP the CTD1s received the RCAF's designation, CT-120, in 1968, and remained in use at Debert until 1973, when the aircraft were retired and basic training of pilots was moved to the Central Flying School at RCAF Portage. The illustration depicts a CT-120 as it appeared from 1964 until retirement in 1973.
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(http://i674.photobucket.com/albums/vv104/litvyak/ch147-ca-1.png)
In 1974, the Canadian Army found itself needing more assault-transport ability during its participation in the Vietnam War. With Canadair's factories filled to capacity building Dynaverts and other aircraft. CAA was thus forced to look elsewhere, and they turned to Boeing Vertol, a company whose products Army Aviation was very familiar with. Since the Sea Knight (CH-113A Voyageur in Canadian parlance) had been out of production for several years, Vertol delivered 14 CH-47s to the Army in 1974. Designated CH-147 Chinook, these were delivered from the factory in the Southeast Asia camouflage scheme, and were delivered to Vietnam. Upon arrival, the crews were given crash familiarisation courses with assistance from US Chinook units. Six were lost during their near-year in theatre; these were subsequently replaced.
(http://i674.photobucket.com/albums/vv104/litvyak/ch147-ca-2.png)
After the war's end in 1975, the "Chooks" returned to Canada, where they were repainted into the standard green scheme with yellow lettering.
(http://i674.photobucket.com/albums/vv104/litvyak/ch147-ca-3.png)
In 1984, the Army made a minor change to the markings on its aircraft, substituting the yellow lettering for black.
(http://i674.photobucket.com/albums/vv104/litvyak/ch147-ca-4.png)
The black lettering didn't last very long, however, as in 1988, the loviz scheme was introduced that year. Though several years newer than the CH-113s, the Army withdrew the Chinooks in 1991, selling them to the Netherlands.
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(http://i674.photobucket.com/albums/vv104/litvyak/cc129-412-1.png)
72 Dakota Mk. III were on strength in 1946, serial numbers 898-969, forming the backbone of the RCAF's air transport capability. Like in the Sabre and Canuck squadrons, the pre-1958 period showed great variance in the schemes applied to the Dakotas, with each squadron having their own appearance. Some were more creative than others - 412 Sqn, as illustrated here, had an airline-like look to their aircraft from the time the squadron was re-established in 1947.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-413-1.png)
413 Sqn used a white over bare metal scheme accented with a red arrow through the window line. The unit was reformed in 1946 with Mitchells in the transport role, which were supplemented with Dakotas in 1948. This scheme lasted only a brief time, however, as the unit's aircraft were transferred away in late 1950 in preparation for reformation as a fighter squadron operating the Sabre.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-414-1.png)
The Black Knights were another squadron that operated Dakotas only briefly: reformed in 1948, they flew Dakotas until 1950, when they were stood down again to reform two years later as a Sabre squadron. Though short-lived, this scheme nevertheless was significant, as it was the main inspiration for the standardised scheme introduced in 1960.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-426-1.png)
426 Sqn's Dakotas were left unpainted after the wartime camouflage was stripped.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-435-1.png)
435 Sqn operated two Dakotas from 1946, both painted in yellow and black tiger stripes like this, as they were used as target tugs.
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(http://i674.photobucket.com/albums/vv104/litvyak/cc129-402-1.png)
After transitioning to the Dakota in 1957 and becoming a transport unit, 402 Sqn was deployed to Europe, and their aircraft received the standard 1st Canadian Air Division camouflage scheme - the only Canadian Daks to do so. They remained this way until the unit returned to Canada in 1963.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-412-2.png)
The only change to 412 Sqn's aircraft made in 1951 was the replacement of the VC-era unit and aircraft codes with the newly introduced AB+3 scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-426-2.png)
426 Sqn's aircraft retained their bare metal finish after the change to AB+3 in 1951.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-435-2.png)
435 Sqn continued to operate their two Dakotas in the target-tug role until 1952, when the unit transitioned to the Boxcar and became a transport squadron; the two C-47s were retired and sold.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-412-3.png)
In 1958 the RCAF introduced the current 4+RCAF identification codes, and at the same time, standards for painting were strengthened, and the colourful variety that had existed from 1946 through to the late 1950s came to an end. The new standard for transports from 1958 on was this overall bare metal finish.
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(http://i674.photobucket.com/albums/vv104/litvyak/cc129-426-4.png)
In 1960 the standard 'red lightning' scheme was introduced for transports, bombers and other types; the variant of the scheme used on transports had white over sky blue, separated by the lightning stripe. 426 Sqn was the only Dakota unit in Canada at the time of the change, though after returning to Canada in 1963, 402 Sqn's Dakotas were also repainted into this scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-402-3.png)
By the time the 1964 introduction of the new designation scheme - under which the Dakota was redesignated CC-129 Dakota - 402 Sqn was the only remaining RCAF squadron still operating the Dakota (aside from the two belonging to CEPE).
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-402-4.png)
In 1965, 402 Sqn's Dakotas received the new roundel, and this scheme lasted all the way until the retirement of the CC-129 from regular operations in 1989. Drawings were made for the CC-129 for the new loviz scheme, but it was never applied.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-ewu-1.png)
The Electronic Warfare Unit formed in 1955 with four Dakotas, each with a different internal fit of EW equipment. These lasted until 1956, when the Daks were retired, replaced by the newly-converted "Electric Boxcars".
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(http://i674.photobucket.com/albums/vv104/litvyak/cc129-448-1.png)
The Central Evaluation and Proving Establishment was formed in 1951, and its flying section, designated 448 Sqn, operated two Dakotas for personnel and equipment transport. CEPE aircraft were distinguished from others by the orange/green striping. From 1951 until the end of the AB+3 era in 1958, CEPE/448 Sqn's unit code was PX.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-448-2.png)
In 1958 the current 4+RCAF scheme was introduced, and CEPE's two Dakotas were not exempted from the change.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-448-3.png)
In 1960, in line with other transport Dakotas, CEPE changed from a bare metal base to a white painted base, though this was the only element of the new standard scheme that was incorporated; there were drawings prepared for an overall white aircraft with a green/orange lightning stripe in place of the red/white stripe, but this was not implemented on the unit's Dakotas.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-448-4.png)
In 1964, the lettering was changed to reflect the new designation system introduced by the RCAF...
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-448-5.png)
...while a year later, the roundels were replaced with the current style of roundel. 448 Sqn operated their two CC-129s in this scheme until they were finally retired in 1988.
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(http://i674.photobucket.com/albums/vv104/litvyak/cc129-vr840-1.png)
Of the Dakotas on hand, the RCN continued to operate four past 1946. Carrying serial numbers from 801 through 804, all four were operated by VR 840 squadron in the standard sea camo scheme from 1946 to 1950.
(http://i674.photobucket.com/albums/vv104/litvyak/cc129-vr840-2.png)
In 1950 the RCNAS introduced several changes, both in painting and in type designation. The Dakota was redesignated CCQ1 Dakota, and they were repainted into the new standard slate over grey scheme. They operated like this until 1967, when the three remaining aircraft (one was lost written off after a landing mishap in 1961) were retired and sold to a commercial operator.
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Some new stuff...
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-4pldg-1.png)
The Canadair CL-84A Dynavert Mk. II - an assault version of the Dynavert Mk. I - was introduced to Army service in 1967, one year after the Mk. I. From February through April of 1967 three units were equipped with the "T. Rex" - 4th Princess Louise Dragoon Guards (illustrated), 17th Duke of York's Royal Canadian Hussars and Le Régiment de la Chaudière. By 1968, all three units had been deployed to Vietnam.
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-kocr-1.png)
By the time the King's Own Calgary Regiment was equipped with the Mk. II in August 1967, Canada had begun its involvement in Vietnam (as illustrated here). As such, its Dynaverts were delivered from the factory in the Southeast Asia camouflage. The Royal Westminster Regiment followed the same path, after taking delivery of its Dynaverts in October 1967.
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-17rch-2.png)
The Dynaverts of the 17th Duke of York's Royal Canadian Hussars were repainted into the SEA camo immediately prior to the unit's deployment to Vietnam. Not illustrated here, but the same happened with the 4th Princess Louise Dragoon Guards and the Chaudière regiment. The lettering was adjusted in 1968 to reflect the type's new AFRP designation: CA-131 Dynavert.
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(http://i674.photobucket.com/albums/vv104/litvyak/ca131-rc-3.png)
After the withdrawal from Vietnam in 1975, all five units returned to Canada. The Chaudière Regiment (seen here), along with the King's Own Calgary Regiment and the Royal Westminster Regiment all received permanent assignments in Canada. As such, their aircraft were repainted into the standard overall green used on Army aircraft stationed in Canada.
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-17rch-3.png)
After a very brief stay in Canada, the 17th Duke of York's Royal Canadian Hussars (illustrated) and the 4th Princess Louise Dragoon Guards deployed to Fort Lahr, West Germany and Fort Wonju, South Korea, respectively. As such, they received the standard Army Aviation overseas camouflage.
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-rwr-4.png)
In 1984 the specification for lettering was changed, replacing the yellow lettering with black. Illustrated here is a Dynavert of the Royal Westminster Regiment (home base Fort Abbotsford (BC)).
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-4pldg-4.png)
The change from yellow to black lettering in 1984 also applied to aircraft stationed overseas, as shown here by a T. Rex of the 4th Princess Louise Dragoon Guards, who were stationed at Fort Wonju, South Korea until 1992.
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(http://i674.photobucket.com/albums/vv104/litvyak/ca131-kocr-5.png)
In 1988, the green low visibility schemes replaced both the overall green used on aircraft stationed in Canada, as well as on aircraft stationed overseas. After the Dragoon Guards returned to Canada from Korea and retired their Dynaverts in 1992, the King's Own Calgary Regiment transferred to Korea in their place. This Dynavert of the Calgarians shows off the loviz green scheme well. The Calgarians returned to Canada in 1994, retiring their Dynaverts at that time.
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-rwr-6.png)
In late 1990, the Royal Westminster Regiment deployed to Saudi Arabia after Iraq invaded Kuwait, and the unit's aircraft were repainted into this improvised desert scheme. After the campaign was launched to liberate Kuwait, the Westies took part as well with great effect against Iraqi armour and positions - over twenty years after the Dynavert made its combat debut in Vietnam.
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-usmc.png)
After seeing the successes the Canadians were having with the Dynavert in Vietnam, in 1969 the United States Marine Corps requested the type for their own use in the war. While a small number of the USMC's Dynaverts were built by Canadair, the majority were built under licence by Kaman; they were designated AV-3 Dynavert in American service.
(http://i674.photobucket.com/albums/vv104/litvyak/ca131-aus.png)
In 1970, the Australian Army ordered 50 Dynaverts from Canadair for their own use in Vietnam. The Australians modified the Canadian AFRP-era designation for their own use, calling them A-131 Dynavert.
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Wow! Dyna-mite!
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Oooh, those Dynaverts look evil! >:D
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Oh if only there were a Dynavert kit...in 1/48
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Oooh, those Dynaverts look evil! >:D
Don't they, though? As I was finishing up the outline, I stopped to give my work an ogle, and my first thought was, damn, in the AltCan reality, seeing those pop up from behind the trees or a hill must not have been a high point of a Viet Cong's day! And a subsequent thought was this: you know that quote attributed to a Mujaheddin, about being afraid only of the Russians' helicopters? Well, I thought, perhaps in *that* world, it's attributed to a Vietnamese: "We're not afraid of the Canadians, but we are afraid of the Dynavert!"
Personally, I think the two Canadian loviz schemes and the USMC scheme suit it best...
Oh if only there were a Dynavert kit...in 1/48
Well, I'm sure you know Sharkit does one in 1/72. I'm planning to get one for my series of RealCan builds. One could probably hack up a Mk. II Dynavert using that, the upper cabin of a Mi-28 and the lower nose/turret bit of a Mi-24, but that'd be a pretty expensive kitbash there...
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Okay dammit. Please tell me I can score a Dynavert kit in 1/144 scale. I'll sacrifice puppies and kittens to get it.
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As far as I know, the only Dynavert kit is the one in 1/72 from Sharkit...
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Also... damn. That's the first time TWO people have mentioned wanting to build what I've drawn (or something inspired by it), on the same subject!! Thanks guys! :D
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I'll sacrifice SC for one in 1/48. >:D
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And here's some common or garden variety CL-84 Dynaverts:
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-ca-1.png)
The Canadian Army took delivery of sixteen CL-84s in 1966, designating them Dynavert AHA.2, carrying serials in the 3104 to 3119 range.
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-ca-2.png)
In 1967, the Dynaverts were deployed to Vietnam and were painted in the Southeast Asia camouflage scheme as used on helicopters: on helicopters, the camo wrapped around, whereas on fixed wing aircraft the underside was painted light grey.
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-ca-3.png)
With the introduction in 1968 of the Unified Aircraft Designation system the Dynavert AHA.2 was redesignated CH-131 Dynavert, and the aircraft were relettered by their crews in Vietnam. They saw extensive action, and nine of the sixteen were lost by the end of the war.
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-ca-4.png)
After returning to Canada in 1975, the Dynaverts were repainted into the standard overall green. Three were transferred to the Canadian Coast Guard in 1977, while the remaining four were withdrawn in 1979 and sent to the Royal Canadian Mounted Police.
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-448-1.png)
After testing of the prototypes was completed and the CL-84 Dynavert entered production, the two remaining prototypes were transferred to the RCAF's Central Evaluation & Proving Establishment, where they were used in various experiments as well as occasional transport duties until 1983, when both were transferred to museums - one is at the Canadian Air & Space Museum at the former RCAF Downsview, while the second was sent to the museum at Plant 42 in Palmdale, California - two of the prototypes were tested there in 1968 by the USAF.
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A total of 43 CL-84 were built for Canadian customers: 16 for the Army, 12 for the Coast Guard, and 15 for other customers, including the provincial governments of Ontario and British Columbia.
(http://i674.photobucket.com/albums/vv104/litvyak/cl84-ccg.png)
The Canadian Coast Guard received three new CL-84s from Canadair in 1966. This was supplemented by a further nine in 1969 - the last nine built - and another three transferred from the Army in 1977. The CCG operated their Dynaverts until 1988.
(http://i674.photobucket.com/albums/vv104/litvyak/cl84-rcmp.png)
The Royal Canadian Mounted Police received four ex-Army Dynaverts in 1979; they were used primarily in the Northwest Territories, and were finally replaced in 2003 by Mil Mi-17s bought new from Russia.
Apart from the 43 built for Canadian customers, 78 were delivered new to foreign customers.
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-ran.png)
The Royal Australian Navy received 14 CL-84s new from Canadair in 1967.
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-rn.png)
The Royal Navy took delivery of 12 Dynavert Mk. I from Canadair in 1967-68. These were assigned to 845 Naval Air Squadron and were used in support of Royal Marines operations from HMS Albion.
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(http://i674.photobucket.com/albums/vv104/litvyak/cl84-fin.png)
The first foreign order for the Dynavert came from the Finnish Air Force, who took delivery of a total of eight CL-84s, two in 1966 and six in 1967. The Ilmavoimat's Dynaverts were retired in 1982.
(http://i674.photobucket.com/albums/vv104/litvyak/ch131-roc.png)
The Army of the Republic of China was largest single operator of CL-84s in the world, having operated a total of 28 units. Fifteen were delivered in 1967 and thirteen in 1968. They enjoyed a long life in ROCA service, the last Chinese Dynavert being retired in 1994.
(http://i674.photobucket.com/albums/vv104/litvyak/mv3-uscg.png)
The third foreign order came from the United States Coast Guard, who purchased ten for service in Alaska and Hawaii, with five delivered in 1967 and five more in 1968. Designated MV-3 Dynavert, they were withdrawn in 1976 and sold to private hands; a few are still in use.
(http://i674.photobucket.com/albums/vv104/litvyak/cl84-rsaaf.png)
The last foreign order came from South Africa, who took delivery of six CL-84s in 1967. The RSAAF operated them until 1990, and they saw combat in Angola.
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Love all those CL-84s! But now you've just got to do a Mi-17 in RCMP livery!
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An RCMP Mi-17 is on The List. ;)
I /was/ initially thinking of a Mi-25, but then I figured that'd probably be just a teensy bit Too Much. :D
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An RCMP Mi-17 is on The List. ;)
Cool. Gotta be the Kelowna Flightcraft Mi-17KF Kittiwake of course ;)
I /was/ initially thinking of a Mi-25, but then I figured that'd probably be just a teensy bit Too Much. :D
Yeah, that'd be a bit of a jump up from the cops' usual Eurocopter AS350 B3s ;D
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How about a scaled-up Dynavert as a joint Canadair-Bell effort with the engine nacelles moved out to the wing tips and using prop rotors without the interfaace problems that rotating nacelles have (sheesh you wouldn't believe how congested that area gets). For those who don't need the stowing wing and nacelles, this would work well; it could also be adapted to a modified Dash 8 fuselage.
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Ooh, Bell going to work with Canadair instead of Boeing to build the Osprey? If I'm understanding your suggestion right - something like the Osprey, but with the Dynavert-style tilting wings, instead of the MV-22-style fixed wing?
I dunno about Canadair going for a DHC fuselage, though. :P I suddenly had a vision of a fuselage based on the design of the Yukon/Britannia, though modernised somewhat, of course... or perhaps one based off the CRJ?
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Pretty much the idea. I was thinking Canadair could acquire DHC before Boeing did and make it legitimate (as 'tis, Boeing did propose a V-22/Dash-8 civil tiltrotor - I'm going to have to fish my old ESCI 1/72 V-22 kit out, if I can find it, and see whether it or the Hobbycaft kit as the more accurate nacelles as the least accurate ones would go on the civil tiltrotor and I know the Hobbycraft ones are none too accurate). You really need a high-wing fuselage like the Dash 8 has because you need all the ground clearance you can get with tiltrotors (as I remember, the V-22 can only go so far forward from the vertical position while on the ground - I have seen one back up that way).
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Pretty much the idea. I was thinking Canadair could acquire DHC before Boeing did and make it legitimate (as 'tis, Boeing did propose a V-22/Dash-8 civil tiltrotor - I'm going to have to fish my old ESCI 1/72 V-22 kit out, if I can find it, and see whether it or the Hobbycaft kit as the more accurate nacelles as the least accurate ones would go on the civil tiltrotor and I know the Hobbycraft ones are none too accurate). You really need a high-wing fuselage like the Dash 8 has because you need all the ground clearance you can get with tiltrotors (as I remember, the V-22 can only go so far forward from the vertical position while on the ground - I have seen one back up that way).
Good point re the high wing, though it's something obvious that I should have noticed!
Re: Canadair and DHC. In AltCan Canadair is still a Crown corporation - the governments there have all been very sensible as regards Crown corporations and handled all of them like Polymer Corp. was dealt with here - assign only qualified executives instead of using them as cushy jobs for friends, and then let said executives run the business as needed. As C. D. Howe said to the first Polymer CEO (paraphrased): "This is no different than the private sector - except that the Government of Canada is the sole shareholder. Run the business well and profit, you'll survive; if you run it into the ground, you'll die." And in handling the Crown corps like this, the unprofitable ones die (with very few exceptions that are essentials, like rail service in remote areas, and creative means are found to deal with other socially necessary but unprofitable things like some air transport in the North: use RCAF transports!), while the well-run ones profit, and the dividends are an extra source of revenue for the Government that can be invested in infrastructure, or put towards paying for the money-losing but necessary things...
...anyways, with that bit of background out of the way, I can move on to the question of de Havilland Canada. As I've worked out the Canadian aerospace industry *there*, (as I recall - I can't find the notes I'd made) Avro is private, DHC is (was) private, Canadair is Crown, Fairey-Fleet is Crown (the result of the Crown taking over Fairey Canada and Fleet and merging them), P&W Canada is private, Orenda is private (probably a wholly-owned subsidiary of Avro), and I think Bristol is private, too, but I'm not sure now. That covers the major ones anyways.
What would be the motivation for DHC to sell itself to Canadair? Being a Crown corporation, if Canadair were to initiate the takeover, I'm sure some elements of the business sector would make noise about nationalisation going too far, etc., especially if DHC is being profitable. Buuuuut... private ownership doesn't necessarily mean profitability, even with a good product, so if DHC were in some sort of financial trouble, the government could well intervene to keep a very important firm going. With the Crown owning all of the designs now, further rationalisations could be made, say with DHC dealing with civilian passenger aircraft (taking over the Challenger from Canadair?) and Canadair with military aircraft and heavy transports... this way, it's easy: Canadair needs a high-winged fuselage for developing a tiltrotor with Bell? It's easy as a call over to DHC and saying, hey, we need the Dash 8 fuselage for this project...
And in the meanwhile, some new profiles:
(http://i674.photobucket.com/albums/vv104/litvyak/dragonfly-436-1.png)
The Sikorsky H-5 was the RCAF's first helicopter. Seven were delivered in 1947, designated Dragonfly Mk. I and given the serials 9601-9607. All were assigned to 436 "Elephant" Squadron (VC-era unit code of 436 Sqn was BO), which was reformed that year as a helicopter unit at RCAF Abbotsford (BC). The Dragonflies were delivered in bare metal, and the large "RESCUE" titles were added by the unit within a month of delivery.
(http://i674.photobucket.com/albums/vv104/litvyak/dragonfly-436-2.png)
In 1951 two major changes came to the appearance of the Dragonflies. First was the change in the identification system, with the RCAF switching from the VC system to the AB+3 system that year; under the new system, 436 Sqn's new ID code was XK. Also in that year, dayglo was added to RCAF SAR aircraft. The Dragonflies retained this appearance until 1954.
(http://i674.photobucket.com/albums/vv104/litvyak/dragonfly-436-3.png)
After 436 Sqn received the Ojibwa Mk. I in 1954, within a few months the Dragonflies were relegated to a training role and repainted into the standard overall yellow training scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/dragonfly-436-4.png)
In 1958, the RCAF abandoned the AB+3 ID system and introduced the current 4+RCAF system. This adjustment was the last change made to the appearance of the Dragonflies, which were retired in 1961.
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(http://i674.photobucket.com/albums/vv104/litvyak/ct128-442-1.png)
A total of 79 Expeditor Mk. III were on strength in 1946. They were given serials in the 1400-1478 range, but not all remained in operation. The 'youngest' ones were gathered together at RCAF Blatchford (Edmonton, Alta.), and ten were assigned to 442 "City of Vancouver" Sqn at RCAF Sea Island (Richmond, BC) that had stood up that year as a composite air reserve squadron. They operated the Expeditors alongside Mustangs and Harvards.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-442-2.png)
In 1951, the RCAF switched to the AB+3 identification system, and 442 Sqn's aircraft were accordingly relettered; the unit code changed from BU to SL. The Mustangs were transferred to the newly-reformed 443 Sqn that year.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-443-1.png)
443 "City of New Westminster" Squadron reformed in 1951 at RCAF Sea Island as a composite air reserve squadron with 442 Sqn's Mustangs and eight Expeditors reactivated from the Blatchford stocks. 443 Sqn's Expeditors retained this scheme until 1958.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-442-3.png)
In 1955, 442 Sqn's Harvards were retired, while the fleet was expanded with four more reactivated Expeditors. At the same time, the unit was redesignated an active force transport squadron. The yellow stripes indicating a reserve unit were removed and full-text titles were added.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-442-4.png)
In 1958, the identification markings were changed from the AB+3 system to the 4+RCAF system, and at the same time the titles were changed to the standard RCAF letterforms.
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(http://i674.photobucket.com/albums/vv104/litvyak/ct128-443-2.png)
443 Sqn remained an Air Reserve squadron, and in 1958 the lettering on its aircraft was also changed to the AB+3 system. As was the case with 442's Expeditors, due to the small size of the aircraft, the lettering was adjusted to fit - the 'RCAF' after the roundel was omitted, but full-text titles over the windows were added.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-443-3.png)
New painting schemes were introduced across the board for RCAF aircraft. For Air Reserve aircraft, the new specification changed the scheme from bare metal with yellow striping to overall white, with the yellow retained in the same position. 443 Sqn's Expeditors wore this scheme until 1964, when their aircraft were retired and the unit stood down.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-442-5.png)
442 Sqn's Expeditors, however, were repainted into the new standard scheme for transport aircraft of white over sky blue with a red lightning stripe.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-442-6.png)
In 1964, the type was redesignated CT-120 Expeditor (serials 128400-128478) - the 'trainer' designation being assigned due to the aircraft being used primarily for navigation and crew training. Despite this, the aircraft retained the standard transport painting scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/ct128-442-7.png)
The final change made to the CT-128's appearance was the replacement of the old roundels with new-leaf roundels in 1965. Not all had the change made, however, as by late 1965 the first had been retired, and some were withdrawn before having received the new roundels. The last RCAF Expeditor was retired in 1967 and is now on display at the Museum of Flight in Langley, BC.
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Great selection of schemes. That Black Caribou just has sinister dripping off of it somehow. Looks like something that land quietly and leaves quickly with lots of carnage in between. I never had a chance to build my 144 scale Expeditor resin kit. Like the H5 ' s.
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How about a scaled-up Dynavert as a joint Canadair-Bell effort with the engine nacelles moved out to the wing tips and using prop rotors without the interfaace problems that rotating nacelles have (sheesh you wouldn't believe how congested that area gets). For those who don't need the stowing wing and nacelles, this would work well; it could also be adapted to a modified Dash 8 fuselage.
Evan: Out of curiousity, why move the nacelles out to the tip? It was my impression that Irbitis was trying to keep air flow from the props moving over the flaps/ailerons in the hover.
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Litvyak: Gotta love the Expeditor. Maybe an updated PT6-powered version circa 1963?
AltCan Canadair: Keeping Canadair a Crown Corp is wise (one RW viewpoint would be that Canadair becomes a milchcow for Electric Boat begetting General Dynamics ... although that is probably slanted jingoism and a bit simplistic.
Canadair might be a less tempting target for Toronto journos if the tax money was spread outside of Montreal. How about Canadair takes over CCF's aircraft facilities? That wouldd give Canadair additional assembly shops in Ontario (Fort William/Thunder Bay) and possibly Nova Scotia (the old CCF Amherst plant reborn?).
CL-84 evolution: RW Canadair was planning a range of CL-84 variants including ground attack types (with side-by-side or tandem canopies) and the slightly enlarged CL-84 SCS (for the USN's Sea Control Ship concept). The SCS version was to powered by GE T64 turboshafts, so you've got some commonality there with the Buffalo.
For an further enlarged version, you've got two RW stepping-off points. One is Canadair's original CL-62 tactical transport (for NBMR 4), the other is the later CL-246 twin-wing airliner design. The latter has the advantage of a pressurized fuselage but didn't have full wing tilt.
You might combine the two concepts. A shortened CL-246 derivative with full wing-tilt gives a fully VTOL civilian companion to the STOL CL-246 aircraft. A related design with a rear loading-ramp gives you a VTOL tactical transport for the RCAF.
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How about a scaled-up Dynavert as a joint Canadair-Bell effort with the engine nacelles moved out to the wing tips and using prop rotors without the interfaace problems that rotating nacelles have (sheesh you wouldn't believe how congested that area gets). For those who don't need the stowing wing and nacelles, this would work well; it could also be adapted to a modified Dash 8 fuselage.
Evan: Out of curiousity, why move the nacelles out to the tip? It was my impression that Irbitis was trying to keep air flow from the props moving over the flaps/ailerons in the hover.
Mainly because efficient propr-rotors have to be large and putting the engine nacelles at the end of the wings allows the maximum blade length. The V-22's moving blades come quite close to the fuselage.
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Great selection of schemes. That Black Caribou just has sinister dripping off of it somehow. Looks like something that land quietly and leaves quickly with lots of carnage in between. I never had a chance to build my 144 scale Expeditor resin kit. Like the H5 ' s.
Thanks! :)
Oddly enough, though, that black Caribou is a base flight bird, painted black like that for /high/ visibility!
I recently finished a 1/72 Expeditor as a RW RCN bird, the Pioneer2 kit. It wasn't the best kit I've ever built, but it looks okay on the shelf if you don't take too close a look... though it definitely needed the resin Wasp Juniors from Engines & Things - the kit parts were pure rubbish.
Litvyak: Gotta love the Expeditor. Maybe an updated PT6-powered version circa 1963?
Ooh, there's an idea. As I've read, it was first tested on a Bugsmasher, too, so that'd be perfectly appropriate! I think I should be able to adapt the nacelles of a Super King Air to work with an Expeditor's wing...
AltCan Canadair: Keeping Canadair a Crown Corp is wise (one RW viewpoint would be that Canadair becomes a milchcow for Electric Boat begetting General Dynamics ... although that is probably slanted jingoism and a bit simplistic.
Canadair might be a less tempting target for Toronto journos if the tax money was spread outside of Montreal. How about Canadair takes over CCF's aircraft facilities? That wouldd give Canadair additional assembly shops in Ontario (Fort William/Thunder Bay) and possibly Nova Scotia (the old CCF Amherst plant reborn?).
That's a good idea, and it gives me some inspiration to do some more research and work out some AltCan corporate histories. I like the CC&F idea!
And I just had another idea hit me, as regards DHC and Canadair: DHC was doing reasonably well, but overestimated just how well, and bought Boeing's Canadian operations (in... when. I need to figure that out. Early 80s?)... but that turned out to be an overreach, leading to financial difficulties for the company. The government gets unnerved by the prospect of losing not one but two important firms in the aerospace sector, and decides to intervene, making what's essentially an "unrefuseable offer" to the majority shareholders; DHC thus becomes a sort of "3P Corporation", in that the Crown holds 55% of the stock, the other 45% is openly traded on the TSX...
CL-84 evolution: RW Canadair was planning a range of CL-84 variants including ground attack types (with side-by-side or tandem canopies) and the slightly enlarged CL-84 SCS (for the USN's Sea Control Ship concept). The SCS version was to powered by GE T64 turboshafts, so you've got some commonality there with the Buffalo.
For an further enlarged version, you've got two RW stepping-off points. One is Canadair's original CL-62 tactical transport (for NBMR 4), the other is the later CL-246 twin-wing airliner design. The latter has the advantage of a pressurized fuselage but didn't have full wing tilt.
You might combine the two concepts. A shortened CL-246 derivative with full wing-tilt gives a fully VTOL civilian companion to the STOL CL-246 aircraft. A related design with a rear loading-ramp gives you a VTOL tactical transport for the RCAF.
These are all interesting ideas... is there a source for further info, concept art maybe? (I'd have a similar question for a few other Canadair projects - CL-43, 45, 95, 97, 98, 99 and 203...).
That gets me thinking, too: who would get that big VTOL tactical transport, the RCAF or CAA? ;D
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I have a copy of an Air Enthusiast edition that has an article about Canadair paper planes including some tilt wings and a four engine tilt wing transport. I'll fire up the old scanner and post a copy of this article here unless anyone objects?
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AGRA: That "four engine tilt wing transport" is the CL-246 project that I was talking about.
As the cutaway in that Air Enthusiast article shows, wing tilt was only 15° (IIRC). I was postulating a full 90° tilt version for STOL
These are all interesting ideas... is there a source for further info, concept art maybe? (I'd have a similar question for a few other Canadair projects - CL-43, 45, 95, 97, 98, 99 and 203...).
Litvyak: I'll email you about those Canadair projects.
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And so...
(http://i674.photobucket.com/albums/vv104/litvyak/ct128a-442-1.png)
In 1964, the RCAF had five CT-128s rebuilt, replacing the Wasp Junior engines with the Pratt & Whitney Canada PT-6A. The new aircraft were designated CT-128A Expeditor and were returned to 442 Sqn. The first five - 8423, 8441, 8477 and 8478 - were joined in 1965 by two more, 8470 and 8471, and by an eighth and final one in 1966, 8475. After the retirement of the as-built Bugsmashers in 1967, a detachment of the squadron was moved to the recently-opened CFJB Terrace (BC). This detachment took all 8 CT-128As with them, using them to provide scheduled passenger and light cargo service on socially important but unprofitable routes in northern BC, northern Alberta and the Yukon until 1978, when the BC and Yukon governments bought the eight aircraft and continued the service as a two-province Crown corporation under the name of Aurora Airways.
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The Army of the Republic of China was largest single operator of CL-84s in the world, having operated a total of 28 units. Fifteen were delivered in 1967 and thirteen in 1968. They enjoyed a long life in ROCA service, the last Chinese Dynavert being retired in 1994.
Where is Henry Yeh when we need him? Or maybe they'll see some actions around the communist Manchuria ;D
Awesome regardless. :)
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Who is Henry Yeh?
To clarify, I'm writing the descriptive paragraphs from an in-universe viewpoint; as Canada recognises only the Taipei government as the legitimate government of all China, they obviously wouldn't say "Taiwanese Army". Generally, in print anyways, RW-Taiwan is referred to as "Republic of China" or "ROC", while RW-PRC is referred to varyingly as "Communist-occupied mainland China", "Red China" or - very rarely, primarily in left-wing periodicals - as the "People's Republic of China". The word "China" is very rarely used in any official setting, and when it is, it refers to the Taipei government.
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Who is Henry Yeh?
A fellow currently working on a ROC on Mainland China Post-1950 story.
Communist Manchuria was first thought up by arc3371.
Both timelines depict Nationalist victory at the Chinese Civil War.
To clarify, I'm writing the descriptive paragraphs from an in-universe viewpoint; as Canada recognises only the Taipei government as the legitimate government of all China, they obviously wouldn't say "Taiwanese Army". Generally, in print anyways, RW-Taiwan is referred to as "Republic of China" or "ROC", while RW-PRC is referred to varyingly as "Communist-occupied mainland China", "Red China" or - very rarely, primarily in left-wing periodicals - as the "People's Republic of China". The word "China" is very rarely used in any official setting, and when it is, it refers to the Taipei government.
I did move from Taiwan to Canada after all, so I know the in-universe POV. I was just messing around. ;)
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Where is Henry Yeh when we need him?
He's only an invite away.... ;)
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No new profiles for the moment, but I did get some initial sketches done on AltCan's more important aerospace companies - Avro Aerospace, Bristol Aerospace, Canadair, de Havilland Canada, Fairey-Fleet, Orenda Aerospace and Pratt & Whitney Canada:
Avro Aerospace, Ltd.
One of the Big Three of Canada's aerospace industry. Established in 1945, it is a privately owned company and is the second-largest employer in the Dominion. Best known for its production of military and civilian aircraft ranging from fighters to airliners, Avro is involved in a very wide array of manufacturing outside of the aerospace fields. Avro Transit Ltd. and Avro Railcar Ltd. are wholly-owned subsidiaries established after Avro took over Canadian Car & Foundry's non-aviation divisions; Canadian Applied Research, Ltd. is another subsidiary most notable for its development of the Canadarm for the American Space Shuttle. Other important subsidiaries are Dominion Steel & Coal Corporation, the Sydney & Louisburg Railway, Algoma Steel and Halifax Shipyards, Ltd.
Bristol Aerospace, Ltd.
Established in 1930, by the end of the Second World War MacDonald Bros. Aircraft Co. had become one of the most important repair and overhaul centres for the RCAF. In 1954 it was purchased by the British Bristol Aeroplane Co. and was renamed Bristol Aeroplane Company of Canada. Its primary work was the manufacture of seaplane floats and engine components, in the 1960s diversifying into developing air-launched weapons systems and components for the Canadian Space Program. In 1960 the British parent company was incorporated into British Aircraft Corporation, and Bristol Canada was bought by an ownership group comprised of Rolls-Royce, de Havilland Canada and North American Aviation. It was renamed Bristol Aerospace, Ltd. in 1967, and since 1973 it is publicly traded on the Toronto Stock Exchange. Over the years Bristol has drifted away from its roots in aircraft maintenance and component manufacture, and is now focussed on its air-launched weapons systems and systems for the Canadian Space Administration.
Canadair
One of the Big Three. Formed in 1944 as a Crown corporation, absorbing the operations of Canadian Vickers Ltd. In 1950 Canadair signed a long-term cooperation agreement with Convair of the USA, which was a merger in all but theory, as the Canadian government retained a 50%+1 majority of the ownership in the company. Three years later, after Electric Boat Co. bought Convair and merged to form General Dynamics, the government repurchased the other 49.9% company from GD. In 1957 Canadair absorbed Canadian Car & Foundry's aviation interests, expanding its manufacturing capability with the addition of the CC&F plants in Ontario. Canadair has since become one of the supporting pillars of the Canadian aerospace industry, alongside de Havilland Canada and Avro Aerospace.
de Havilland Aircraft of Canada, Ltd.
One of the Big Three. Formed in 1928 as a subsidiary of the British de Havilland Aircraft Co., producing trainers and, during the war, the Mosquito. Following the war DHC began production of indigenous designs that became vitally important to Canada, as well as undertaking licence production of aircraft for the Royal Canadian Navy (CP-121, CE-121, CC-121). Following national control during the war, the company was reprivatised in 1947. It also took an important role in the development of the testbed hydrofoil HMCS Bras d'Or, and, subsequently, the Valiant-class ASW patrol hydrofoils delivered to the RCN between 1972 and 1974. DHC was also instrumental in getting the Canadian space program underway with the design and construction of the DHC Solaris launch rocket in 1966.
The DHC-7 commuter airliner became an important product, entering service in 1977. The success of the Dash 7 led to the development of the DHC-8 ("Dash 8") which was to become an even greater commercial success after its introduction to service in 1984. However, the board of directors overestimated the health of the company in 1980 when it acquired Boeing's Canadian operations, and despite the resounding success of the Dash 8 DHC found itself in financial difficulties, and in 1987, fearing the collapse of a vital part of the Canadian aerospace industry, the government took over controlling interest of the company by acquiring 55% of the stock and leaving the remaining 45% publicly traded on the Toronto Stock Exchange.
Fairey-Fleet Ltd.
Fleet Aircraft of Canada Ltd. was established in 1928 in Fort Erie (Ont.) after Reuben Fleet acquired the foreign rights to the American Consolidated Aircraft Co.'s light trainer aircraft. Fleet manufactured various trainers for the RCAF and light aircraft for civil aviation. In 1957 it was acquired by the Government of Canada, continuing operation as a Crown corporation.
After Westland Aircraft took over the British Fairey Aviation Co. Ltd.'s aviation interests in 1960, the Canadian Government purchased Fairey Canada from Fairey UK. Fairey Canada Ltd. operated as an independent Crown corporation for two years. In 1962 it was merged with Fleet to form Fairey-Fleet Ltd, and in 1968 it absorbed Found Bros. Aviation Ltd.
Fairey-Fleet is active in the manufacture and development of a wide array of aviation-related equipment; one notable achievement was the invention of the Beartrap shipborne helicopter recovery system in the early 1960s. The Fleet Aerospace Division is focussed on helicopters and components, while Fairey undertakes aircraft maintenance and overhaul, flight control systems and other hydraulic equipment, instruments, and has recently begun serial production of the Fairey Trigull amphibious aircraft for the civilian general aviation market.
Orenda Aerospace, Ltd.
Established in 1944 as a Crown corporation named Turbo Research, from the start it dealt exclusively with jet propulsion. In 1946 it was sold to Avro Canada, of which it has been a wholly-owned subsidiary ever since. Orenda's engines have been a vital part of Canadian aviation, powering the majority of jet-powered aircraft in Canadian military service, as well as being in use around the world in civilian and military applications.
Pratt & Whitney Canada, Ltd.
A wholly-owned subsidiary of the American Pratt & Whitney company established in 1928 as a service centre for P&W engines, since 1952 it develops and manufactures turbine engines. PWC engines power a large portion of turboprop-powered aircraft in Canada, and also enjoy great popularity around the world.
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Some new profiles I've had finished for a while but have been lazy to put up...
(http://i674.photobucket.com/albums/vv104/litvyak/cc117-412-1.png)
The RCAF received eight Dassault Falcon 20 in 1967. Designated CC-117 Falcon (serials 117001-117008), they were operated by 412 Sqn as VIP transports until their retirement in 1988, spending their entire RCAF career in this scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/ce117-414-1.png)
In 1979, three CC-117s - 117003, 117004 and 117007 - were rebuilt for the EW role and redesignated CE-117 Falcon. They were assigned to 414 Sqn and repainted into the standard dark grey used on ELINT aircraft.
(http://i674.photobucket.com/albums/vv104/litvyak/ce117-414-2.png)
The CE-117s had their high-visibility lettering replaced with loviz lettering in 1988, but they retained the overall 501-302 finish. They were retired in 1991.
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These were based on suggestions from Apophenia - thanks! :)
(http://i674.photobucket.com/albums/vv104/litvyak/fawn-ca-1.png)
Fifteen Found FBA.2 trainers were taken up by Canadian Army Aviation in 1963, numbered 20 through 34 and designated Fawn AT.3. The possibility of easily re-equipping them with skis or floats led to their frequent use in training CAA pilots for water or snow landings. They remained in service until 1968, when under the AFRP they were transferred to the RCAF. They were not operated by the RCAF, however, instead were donated for use by the Royal Canadian Air Cadets.
(http://i674.photobucket.com/albums/vv104/litvyak/finch-ca-1.png)
Army Aviation operated 7 Fleet Finch trainers from 1946 until 1949, with the designation Finch.
(http://i674.photobucket.com/albums/vv104/litvyak/finch-cfs-1.png)
The RCAF had 59 Fleet Finch Mk. II trainers on strength in 1946. They were used by the Central Flying School, but after the decision was made to standardise with the DHC Chipmunk, the Finches were retired and sold, the last being gone by the end of 1947.
(http://i674.photobucket.com/albums/vv104/litvyak/finch2-ca-1.png)
In 1949 the Canadian Army took delivery of 45 Fleet 80 Canuck light aircraft, designating them Finch II. Redesignated Finch AT.2 in 1951, they were used in training and liaison duties until 1968. Like the Fawns, under the terms of the AFRP they were transferred to the RCAF, who sold them off instead of continuing to use them; several were donated to the Air Cadets.
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(http://i674.photobucket.com/albums/vv104/litvyak/cff1-vf830-1.png)
The Royal Canadian Navy had 25 Fairey Firefly on strength in 1946. Operated by VF 830 and VF 831, both based on shore at RCNAS Shearwater, the aircraft of the two units rotated to and from deployments to HMCS Warrior from 1946 to 1948. In 1948, Warrior was replaced by HMCS Magnificent, and the deployments continued as before. The Fireflies wore the standard sea camo from 1946 until 1950.
(http://i674.photobucket.com/albums/vv104/litvyak/cff1-vf831-2.png)
In 1950 the Fireflies were repainted into the new slate over grey scheme and redesignated CFF1 Firefly. They remained in service until 1954.
(http://i674.photobucket.com/albums/vv104/litvyak/cpg1-vp854-1.png)
A total of 22 Grumman Goose flying boats were on strength with the RCN Fleet Air Arm in 1946. The sixteen JRF-5s were designated Goose Mk. II (serials 9001-9016), while the six G-21D were designated Goose Mk. III (serials 9017-9022). All were used in the SAR role by VP 854 based at RCNAS Patricia Bay (BC).
(http://i674.photobucket.com/albums/vv104/litvyak/cpg1-vp854-2.png)
New lettering standards were introduced by the RCN in 1950, along with a new designation system that redesignated the Geese CPG1A Goose (JRF-5) and CPG1B Goose (G-21D). VP 854 was redeployed in 1957 to HMCS Cape Young (NWT), and the Geese were retired in 1959 and sold to private buyers.
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(http://i674.photobucket.com/albums/vv104/litvyak/ccg1-vr840-1.png)
VR 840's Dakotas were joined in 1957 by eight Grumman C-1 Traders in 1957, giving the RCN more significant COD capability than what helicopters could accomplish. Designated CCG1 Trader (serials 1501-1508), they remained in service until their replacement by the Greyhound in 1967. All eight were sold to the Netherlands.
(http://i674.photobucket.com/albums/vv104/litvyak/cc121-vrc840-1.png)
The Traders were replaced in 1967 by the Grumman C-2 Greyhound, which under the RCN designation scheme were known as CCG2 Greyhound. Thirty were delivered in 1967 (serials 1601-1630) and split between two squadrons, VRC 840 and VRC 842. The factory-applied slate over grey scheme was not long to remain, however, as the blue over grey was introduced the following year.
(http://i674.photobucket.com/albums/vv104/litvyak/cc121-vrc840-2.png)
In 1968 the Greyhounds were repainted into the new standard dark sea blue over grey scheme. With the introduction of the Unified Aircraft Designation System that year the CCG2s were redesignated CC-121 Greyhound and given the new serials 121201-121230. VRC 840's CC-121s wore this scheme until their retirement and replacement by the CC-121A in 1988; VRC 842's Greyhounds looked like this until 1971.
(http://i674.photobucket.com/albums/vv104/litvyak/cc121-vrc842-3.png)
In 1971, the RCN commissioned the new carrier HMCS Queen Charlotte. VRC 842 was reassigned to the new carrier, and its aircraft were relettered appropriately. They retained this scheme until 1988, when the CC-121 were retired and replaced by the CC-121A.
(http://i674.photobucket.com/albums/vv104/litvyak/cc121a-vrc840-1.png)
In 1988, 35 new-construction Greyhounds were delivered to the RCN. Designated CC-121A Greyhound (serials 121701-121735), they arrived from the factory in the new loviz grey scheme. They underwent a modernisation in 2006-07 that extended their service life to beyond 2030. Though currently split between VRC 840 on HMCS Bonaventure and VRC 842 on HMCS Queen Charlotte, they will be split three ways in 2015, when VRC 841 is to be reactivated for deployment to HMCS Magnificent scheduled to commission that year.
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Nice to see Fleet getting a look in Litvyak! The Found Bros built boxy-looking airplanes but the Canuck/Finch AT.2 looks very perky in CA yellow :)
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Greyhounds process thru my kit-bashing mind as having:
Gun turret on top.
F-14 or F-18 radome in nose
Air-to-Air missiles under wings
Yes - wacco.....
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Well, I've started working on a new design for the CF-305, one that doesn't look like a YF-23 and an F-22 got busy in a secluded hangar. Rather, I tried to do one that's inspired by/at least vaguely reminiscent of Avro's P.450...
(http://i674.photobucket.com/albums/vv104/litvyak/cf305-proto1.png)
Anyone have any suggestions how it could be made more plausible, before I put more work into making a finished drawing?
One I've already thought of is perhaps to make that long goose-neck shorter...
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From what I see there, you need to tweak the inlets a bit if you're going for the diverter-less inlets like the F-35 has; there's an aerodynamic reason for the bump just forward of the inlet. Have you considered moving the main wing aft and replacing the horizontal tails with planform-aligned canards? Something a bit cleaner than the J-20's take on that?
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Canards: That would make the thing look even /more/ like the P.450! I'll play around with that some and see what result I can come up with.
Thanks for the pointer about the intakes, I'll take another look at that, too; yes, the idea was for inlets like the F-35's.
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-shrug- What can I say? I lived for four years working on the F-35 and became quite familiar with it (hard not to when you're designing the inner details). As I said, planform-aligned canards would work well and be something different. What size aircraft are we talking about? I can probably throw out some suggestions for engines and such.
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Interesting...
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Interesting...
Well, I guess that's better than "that's ridiculous"! ;D
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Well, here's a whole pile of new profiles...
(http://i674.photobucket.com/albums/vv104/litvyak/ch146-ca-1.png)
From 1995 the Canadian Army took delivery of 114 Bell 412s built under licence by Fleet Canada as the replacement for the CH-118 Iroquois, CH-135 Twin Huey and CH-136 Kiowa in most roles. Designated CH-146 Griffon (serials 146501-146614), they are used in transport, observation, MEDEVAC, light gunship and other roles.
(http://i674.photobucket.com/albums/vv104/litvyak/ch146-ca-2.png)
Griffons are also used by the army for domestic SAR operations; these are painted in the standard yellow SAR scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/ch146-ca-3.png)
Griffons were also deployed to Afghanistan, where they wore the loviz desert scheme and were used for a variety of purposes.
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(http://i674.photobucket.com/albums/vv104/litvyak/ch146-rcaf-1.png)
28 CH-146 Griffon replaced the CH-118 Iroquois in 1994-95 in RCAF base flight duties (serials 146801-146828). Unlike the Army's Griffon's, the RCAF units were built by Bell.
(http://i674.photobucket.com/albums/vv104/litvyak/ch146n-hu20-1.png)
The RCN received 16 CH-146N Griffon from Fleet Canada, a navalised version of the Army's Griffon (serials 146901-146916). Operated by HU 20 (RCNAS Patricia Bay), HU 21 (RCNAS Shearwater) and HU 22 (HMCS Cape Young), they are shore-based but frequently deploy to the helicopter-capable ships of the Pacific, Atlantic and Northern Fleets respectively.
(http://i674.photobucket.com/albums/vv104/litvyak/ch146n-hu23-1.png)
HU 23 squadron of the RCN Fleet Air Arm based at HMCS Cape Young operates four CH-146N in the SAR role.
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(http://i674.photobucket.com/albums/vv104/litvyak/harvard-cfs-1.png)
42 Noorduyn-built Harvard Mk. II were on strength in 1946 (serials 3800-3841), the majority of them assigned to the RCAF's Central Flying School at RCAF Summerside (PEI). The last of the CFS Harvards was withdrawn in 1950, having been replaced by DHC-1 Chipmunks, but the type remained in operation with reserve units.
(http://i674.photobucket.com/albums/vv104/litvyak/harvard-442-1.png)
RCAF reserve units operated the Harvard from 1946, as well - 400 Sqn (VC-era code AA) and 401 Sqn (AB) flew them from 1946 until 1948, while 442 Sqn (BU) operated them from 1946 until 1955.
(http://i674.photobucket.com/albums/vv104/litvyak/harvard-411-1.png)
411 Sqn (Air Reserve) (AB-era unit code KH) received Harvards from the CFS in 1952. Along with 442 Sqn, 411 Sqn operated their Harvards until the type's final retirement in 1955.
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(http://i674.photobucket.com/albums/vv104/litvyak/ct155-cfs-1.png)
Twenty BAe Hawk 100 designated CT-155 Hawk and numbered 155301 through 155320 were delivered in 2000 to the RCAF. 5309 through 5320 are assigned to the Central Flying School and serve as the RCAF's primary jet trainer, officially having replaced the CT-114 Tutor in that role in 2006.
(http://i674.photobucket.com/albums/vv104/litvyak/ct155-441-1.png)
441 Sqn was reformed in 2000 at RCAF Cold Lake as an Aggressor squadron and were assigned Hawks 5301 through 5308. The eight aircraft are painted in four unique aggressor schemes - 5301 and 5302 wear this "desert" scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/ct155-441-2.png)
441 Sqn's Aggressor Hawks 5303 and 5304 wear this scheme, known as "Faux Pas".
(http://i674.photobucket.com/albums/vv104/litvyak/ct155-441-3.png)
Aggressor Hawks 5305 and 5306 wear the "Grape" scheme...
(http://i674.photobucket.com/albums/vv104/litvyak/ct155-441-4.png)
...while 5307 and 5308 wear the "Lizard" scheme.
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(http://i674.photobucket.com/albums/vv104/litvyak/ct155-431-1.png)
The 431 Aerial Demonstration Squadron, aka "Snowbirds", retired their CT-114 Tutors in 2006 and replaced them with twelve Hawks numbered 155321 through 155332.
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Any chance of T-45 equivalents showing up in RCN markings? Might the Hawk 200 show up as a low-cost supplement for some dfensive purposes? Perhaps crossed with the T-45 equivalent?
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The RCN FAA still has Spectres at VT 900 for carrier-landing training at Pat Bay (the last operational CF-110s of any variant), and they're getting due for a replacement, so the T-45 is definitely a possibility! I don't know of any other carrier-capable aircraft off hand that'd be suitable for said training...
As for the Hawk 200: those could fill the gap left after the retirement of the CA-114 Attackers (RW: CL-41G Tebuan is the closest equivalent). As it stands right now, the RCAF has the one strike squadron with Rattlers, and 8 fighter squadrons (with CF-188 and CF-201). While I don't think the DND would see a need to raise six squadrons worth of Hawk 200s (there were six squadrons of CA-114s), standing a few squadrons up as Air Reserve squadrons could probably be worthwhile... something to think about, for sure! :)
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(http://i674.photobucket.com/albums/vv104/litvyak/ce121-vaw890-1.png)
When the RCN decided to build the two Queen Charlotte-class carriers to replace the Colossus-class HMCS Bonaventure, the Fleet Air Arm decided that a native AEW capability was required. To fulfill this need, the FAA opted for the Grumman E-2 Hawkeye. Due to it being a relative of the CP-121 Tracker and the CC-121 Greyhound, it was designated CE-121 Hawkeye. Twelve were delivered (serials 121601-121612) and operated from 1970 to 1988 by VAW 890 (on HMCS Bonaventure (II)) and by VAW 891 (on HMCS Queen Charlotte).
(http://i674.photobucket.com/albums/vv104/litvyak/ce121-vaw892-1.png)
When the new-construction CC-121A Greyhound were ordered in 1986 to replace the original Greyhounds delivered in 1967, twelve further airframes were ordered which were used to replace the original Hawkeyes. These new-build CE-121s were given the same serials as the old ones, and were divided between VAW 890 and VAW 891. In preparation for the commissioning of the HMCS Magnificent in 2015, VAW 892 will be raised at RCNAS Shearwater in 2014, and will be permanently assigned to the new carrier once it is commissioned.
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(http://i674.photobucket.com/albums/vv104/litvyak/cc130-435-1.png)
Four Lockheed C-130B Hercules were delivered to the RCAF in 1960, designated Hercules Mk. I. This illustration depicts a CC-130B in the delivery scheme with the old roundel and pre-1964 serial number (serials 10301-10304). In 1962, the RCAF took delivery of twenty C-130E, designating them Hercules Mk. II (serials 10305-10324).
(http://i674.photobucket.com/albums/vv104/litvyak/cc130-408-2.png)
In 1964, the Hercules Mk. I was redesignated CC-130B Hercules (new serials 130301-130304) and the Mk. II was redesignated CC-130E Hercules (new serials 130305-130324), opting to use the American subtype designator rather than assigning 'A' and 'B' to the two. Shown here is a CC-130E of 408 Sqn in the 1964-65 transitional scheme featuring new lettering with the old-style roundel.
(http://i674.photobucket.com/albums/vv104/litvyak/cc130-429-3.png)
From 1965 the old roundels were replaced with the new-leaf roundels, resulting in this, the ultimate appearance of the original Hercs in RCAF service. 435 Sqn's four CC-130B were retired and sold in 1974, while the CC-130E were withdrawn in 1975-76, with the Hercules being replaced in RCAF service by the CC-127 Keewatin.
(http://i674.photobucket.com/albums/vv104/litvyak/cc130j-408-1.png)
After an extensive study for a replacement for the Keewatin, the RCAF decided to return to the Hercules, ordering 36 CC-130J Hercules from Lockheed (serials 130325-130360). The first CC-130J arrived in 2012 and was assigned to 408 Sqn; 424, 426 and 435 Sqns are to transition to the J model by the end of 2013.
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Interesting...
Well, I guess that's better than "that's ridiculous"! ;D
Just about everything in this forum is ridiculous...that's what makes it fun...why differentiate for your stuff... ;)
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When the RCN decided to build the two Queen Charlotte-class carriers to replace the Colossus-class HMCS Bonaventure
Tell me more...please.
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(http://i674.photobucket.com/albums/vv104/litvyak/cc127-426-1.png)
The CC-127 Keewatin was the result of a cooperation between de Havilland Canada and Kawasaki Heavy Industries of Japan to develop a transport aircraft of a similar class to the Lockheed C-130 Hercules. Though the versions for the Japanese Self-Defence Forces and the RCAF were visually nearly identical, there were significant differences: the Kawasaki-built JSDF C-1s had a higher payload but significantly shorter range than the RCAF's DHC-built CC-127s. Forty Keewatins (serials 127501-127540) entered RCAF service from 1974, entering service with 426 (illustrated) and 435 Sqns. 408 Sqn converted to the CC-127 in 1975, and 429 Sqn in 1976.
(http://i674.photobucket.com/albums/vv104/litvyak/cc127-424-1.png)
The CC-127s were repainted into the current loviz dark grey scheme used on transport aircraft from 1988. 429 Sqn's Keewatins were transferred to 424 Sqn in 1989 (illustrated here), and 413 Sqn received several in 1993. They are still in service, but are gradually being replaced by the CC-130J.
(http://i674.photobucket.com/albums/vv104/litvyak/cc127-431-1.png)
431 Sqn "Snowbirds" has operated a CC-127 since the unit's formation in 1978, using it as a support aircraft carrying parts and ground crew when the demo team is travelling from airshow to airshow. It is still in service, and there are no immediate plans to replace it.
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When the RCN decided to build the two Queen Charlotte-class carriers to replace the Colossus-class HMCS Bonaventure
Tell me more...please.
Well, first off, I made a mistake - the original Bonnie was a modified Majestic class, not Colossus, but that's by the by...
In 1960 the RCN decided to replace Bonnie with two new-built carriers. Studies led to the selection in 1962 of a design based on the design of the American Forrestal-class supercarrier. However, it was decided that the 60,000+ ton size of the Forrestal was a little bit beyond what the RCN could either handle or need, so a reduced-size version of the design was developed as a major cooperative effort between Versatile Vickers in Montreal, Davie Shipbuilding in Lévis, Yarrows Ltd. in Esquimalt (BC) and Burrard Dry Dock in North Vancouver (BC), along with the cooperation of the Norfolk Navy Yard, the builders of the USS Forrestal. By 1964 the design was finalised, and the shipyards at North Vancouver and Lévis were expanded in 1964-65 to handle the 48,900 ton bulk of the new carriers. The keels were laid in 1966 - HMCS Queen Charlotte, named after the Queen Charlotte Islands, as the lead ship at Burrard Dry Dock <<non sequitur, this just made me realise that the North Vancouver waterfront and Lower Lonsdale/Esplanade area would be IMMENSELY different in AltCan!>>, and the second HMCS Bonaventure at Davie.
Queenie was launched in May 1970 and commissioned into the RCN June 1971 as the flagship of the Pacific Fleet. A month later, the original Bonnie was decommissioned. The new Bonnie was launched in October 1970 and commissioned in July 1971 as flagship of the Atlantic fleet.
These ships can carry up to 72 aircraft operationally; at present, the standard air wing consists of 70 aircraft - 36 CF-201N Seafire II fighters in two squadrons, 8 CEF-110N Spirit combat jammers, 4 CE-121 Hawkeye AEW and 6 CP-170 Viking ASW aircraft, 4 CC-121A Greyhound transport aircraft, along with 8 CH-148 ASW and 4 CH-148 minesweeping helicopters.
Both saw service in Vietnam, Bonnie took part in the Falklands War, Operation Allied Force (Yugoslavia 1999) and the Libyan intervention of 2011, while Queenie took part in the first Gulf War/Operation Friction and in the initial phase of the operations in Afghanistan in 2001.
Queenie is to be decommissioned in 2014 and Bonnie in 2015, to be replaced by the new Magnificent-class CVNs under construction (HMCS Magnificent is to be launched in July of this year and scheduled to commission in 2015, the third Bonnie is to commission in 2016, and the second Queenie in 2020). If of interest, I can give more info on the Maggie, too...
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(http://i674.photobucket.com/albums/vv104/litvyak/cf188-409-1.png)
The competition to determine the replacement of the CF-108 Archer saw the McDonnell-Douglas F/A-18 beat out three other contenders - the Avro Canada C.111, the Dassault Mirage F.1 and the General Dynamics F-16. 114 were ordered in both A and B models, replacing the CF-108 and complementing the CF-110 Spectre as the RCAF's front line fighters. Five squadrons - 410 and 425 in 1983, 409 in 1984 (illustrated), 416 and 419 likewise in 1984 transitioned from the Archer to the CF-188 Hornet, as they were designated in RCAF service (serials 188401-188514). From delivery until 1988 they wore the then-standard air superiority blue scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/cf188-425-2.png)
In 1988 the Hornets were repainted into the current loviz light grey scheme used on fighters. Illustrated here is a CF-188A of 425 Sqn. The Hornet is to be replaced in squadron service by the CF-305 Arrow II starting by 2015.
(http://i674.photobucket.com/albums/vv104/litvyak/cf188-448-1.png)
The Central Evaluation & Proving Establishment took four Hornets in 2008 from RCAF stocks, for use in the testing of air-launched ordnance and other experiments.
(http://i674.photobucket.com/albums/vv104/litvyak/ct145-402-1.png)
The RCAF bought two Beechcraft Super King Airs in 1975 to use as navigation trainers. Assigned to 402 Sqn, they were given the designation CT-145 Huron (serials 145101 and 145102) and painted in the standard yellow trainer scheme.
(http://i674.photobucket.com/albums/vv104/litvyak/ct145-402-2.png)
In 1993 the Hurons were repainted into the current overall dark blue trainer scheme.
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Aaaaaaaaaaaaaaand the last batch for now!
(http://i674.photobucket.com/albums/vv104/litvyak/ch178-ca-1.png)
Following the positive experience with a Mil product over the 5-year lease of the CH-166 (Mi-26) from 2001 to 2006, the Canadian Army ordered 24 Mi-17V-5 from Mil, designating them CH-178 Hurricane (serials 178701-178724). They are in service as heavy transports and assault/troop insertion duties.
(http://i674.photobucket.com/albums/vv104/litvyak/ch178-ca-2.png)
The CH-178 has seen extensive duty in Afghanistan in the CA's desert scheme, as it is perfectly suited for the environment its predecessor, the Mi-8, was designed for.
(http://i674.photobucket.com/albums/vv104/litvyak/ch178-rcmp.png)
The first Canadian operator of the Mi-17, however, was the Royal Canadian Mounted Police, who bought Mi-17s through the Canadian Mil and Kamov representative, Kelowna Flightcraft. The RCMP supplemented their Mi-17 fleet in 2007 with four more, this time of the V-5 variant very similar to the CH-178.
(http://i674.photobucket.com/albums/vv104/litvyak/cc137-437-1.png)
To fill the need for new VIP transports - and the need for an aerial refueller more suited to higher-speed operations than the C-130 - the RCAF bought six Boeing 707-347C second-hand in 1972. Designated CC-137 Husky (serials 137101-137106), they were modified from the airliner standard into a VIP configuration with tanker capability (only four refuelling systems were purchased, however, which were moved between airframes periodically). Operated by 437 Sqn, they wore the standard white/sky transport scheme until 1988.
(http://i674.photobucket.com/albums/vv104/litvyak/cc137-437-2.png)
In 1988 the Huskies were repainted into a unique variant of the loviz dark grey transport scheme - the only one to retain the lightning bolt. Though replaced in the VIP role by the CC-150 Polaris (likewise second-hand airliners), they remained in service as tankers until 1998, when the CC-150s were modified to serve in that role (though the use of the Polaris as a tanker was short-lived, being supplanted by the CK-176 in 2007).
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I love the CC-127s. :)
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In 1960 the RCN decided to replace Bonnie with two new-built carriers. Studies led to the selection in 1962 of a design based on the design of the American Forrestal-class supercarrier. However, it was decided that the 60,000+ ton size of the Forrestal was a little bit beyond what the RCN could either handle or need, so a reduced-size version of the design was developed as a major cooperative effort between Versatile Vickers in Montreal, Davie Shipbuilding in Lévis, Yarrows Ltd. in Esquimalt (BC) and Burrard Dry Dock in North Vancouver (BC), along with the cooperation of the Norfolk Navy Yard, the builders of the USS Forrestal. By 1964 the design was finalised, and the shipyards at North Vancouver and Lévis were expanded in 1964-65 to handle the 48,900 ton bulk of the new carriers.
So something similar in size to the CVVs?
Now cough up the Maggie info and nobody needs to get hurt...
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I thought I recognized the Kawasaki C-1 ! Nice re-paint/mark 's.
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Thanks for the compliments, but the bulk of them for the CC-127 should go to Apophenia, who gave me the idea for the DHC/Kawasaki cooperation on the Keewatins.
As for Maggie:
The RCN unveiled its "Navy 2020" plan in 1995, which among other things called for the replacement of the Queen Charlotte-class carriers with larger carriers starting in 2015, with a third to be added by 2020 to allow for the maintenance of a carrier battle group at sea at all times.
In 2001 it was announced that a scaled-up version of the Royal Navy's Queen Elizabeth design would be used, with nuclear propulsion. In 2004, the MIL-Davie facility in Levis, Quebec started an expansion program to accommodate vessels of up to 70,000 tons; the construction was finished in 2008 and the RCN placed the order for the construction of the lead ship, to be called HMCS Magnificent, in 2009. She was laid down in the same year, and is to be launched in 2012 and commissioned in 2015.
The order for the second carrier, to be christened HMCS Bonaventure, was placed in 2010, with construction contracted to Chantiers de l'Atlantique in Brest, France, as the MIL-Davie facility has only one drydock capable of handling a ship of this size. The keel was laid in late 2010; the ship is to be launched in 2013, taken to Canada for outfitting and is to be commissioned in 2016.
The third ship, to be called HMCS Queen Charlotte, is to begin construction in 2015 at MIL-Davie after the commissioning of HMCS Magnificent.
The standard air wing is to be comprised of 36 CF-201N Seafire II multirole fighters, 8 CEF-201N Avenger II combat jammers, 3 modernised CE-121 Hawkeye AEW aircraft, 6 CP-170 Viking ASW patrol aircraft, 6 CC-121A Greyhound transports, as well as 12 CH-148 Petrel helicopters (8 ASW, 4 minesweeping), though it would be possible to operate 84 aircraft.
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Hmmm, a nuclear, enlarged QE class sounds interesting.
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Some very interesting stuff in this thread! :)
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So, would the Huskies eventually get re-engined with either CFM-56s or with late-model JT8Ds, as the USAF is doing with their E-8s? For that matter, how about the winglets that Boeing-Wichita demonstrated did work on the 707?
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So, would the Huskies eventually get re-engined with either CFM-56s or with late-model JT8Ds, as the USAF is doing with their E-8s? For that matter, how about the winglets that Boeing-Wichita demonstrated did work on the 707?
Well, as per my notes, the Huskies end up sold to the USAF for new E-8s or whatever, while they're replaced with the CC-150 Polaris - which in AltCan is /not/ an Airbus... but I don't want to give away more than that yet. ;)
For the moment, though, everyone loves Hueys, so here are some:
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-std-1.png)
Canadian Army Aviation operated a large number of Bell UH-1 helicopters for all manner of duties, from tactical transport to MEDEVAC to SAR; over the years 1964 to 1995 a total of 225 saw service with the CA. 25 were delivered from Bell in 1964, designated Iroquois AHU.3A1 (serials 2001-2025). 18 of these were delivered from Bell in the overall green used on CAA aircraft based in Canada.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-euro-1.png)
The other 7 of the first batch of 25 AHU.3A1 were delivered from Bell in the CA's European camouflage scheme and were deployed to Europe; the illustration shows one as they appeared from delivery in 1964 until the introduction of the new flag in 1965.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-euro-2.png)
In 1965 the Red Ensign was replaced by the new blue flag, and the old CAA roundel was replaced with the new RCAF roundel. The Army's Europe-based aircraft saw this change made most quickly. Iroquois 2069 seen here is a Bell-built Iroquois AHU.3A2 (serials 2026-2075) as it appeared from delivery in 1966 until 1968. The AHU.3A2 had minor differences from the AHU.3A1, and were the last CA Hueys built by Bell in the US.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-std-2.png)
Starting from 1967, all Hueys built for the CA were built under licence by Fleet Canada. The first batch from Fleet, delivered in 1967 with serials 2076-2090, were designated Iroquois AHU.3B. These were identical to the Bell-built AHU.3A2, and had American-built engines installed into the airframes built by Fleet.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-sar-1.png)
Starting in 1966 some CA Hueys were assigned permanently to the SAR role, given the designation Iroquois AHR.1, and painted in a scheme virtually identical to that used on the RCN's SAR helicopters. 2062 seen here is a Bell-built AHR.1A2 (the variant designators were identical to those of the AHU.3, even if a certain variant was not operated in the SAR role!).
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(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-vn-1.png)
The Canadian Army deployed to Vietnam in 1967, and took their Hueys with them, where they played a role for Canadian operations equivalent to the role American UH-1s meant to US operations. CA AHU.3s were painted into a wraparound Southeast Asia camo scheme seen here. 2044 seen here is a Bell-built AHU.3A2.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-vn-2.png)
In 1968, CA aircraft were renumbered according to the AFRP designation scheme introduced that year. Under this, the AHU.3 were redesignated CH-118 Iroquois. AHU.3A1 became CH-118A (serials 118501-118525), AHU.3A2 became CH-118B (118526-118575), while the Fleet-built, American-powered AHU.3B were given the new designation CH-118C (serials 118576-118590). CH-118C 118590, named "Evelyn" after the pilot's wife, is shown here as it appeared before its last sortie on October 9, 1973. That day saw heavy fighting between the NVA and a Canadian Army unit, and Capt. Steve Hryvnak had made five successful MEDEVAC runs before setting off on his sixth of the day. As his helicopter touched down to make the pickup, it was struck by an anti-tank rocket, killing the copilot, CWO Frank Demetlika and the medic, 2Lt Eric Pritchard. Hryvnak and his gunner, Sjt. Mark MacAdam survived, but the helicopter was too damaged to fly again. Hryvnak and MacAdam salvaged the helicopter's door gun, and used it to protect themselves and the wounded soldier until another helicopter could be sent in to make the pickup. Subsequently, Hryvnak and MacAdam were both awarded the Victoria Cross.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-euro-3.png)
The CH-118D (serials 118591-118680) was the second of the Fleet-built Huey variants, generally identical to the CH-118C but fitted with a Canadian-made engine. 118600 seen here was built in 1969 and deployed to Europe, and illustrates the scheme seen on Europe-based Hueys between 1968 and 1984.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-sar-2.png)
118643 illustrated here was a CH-118D assigned when new in 1972 to domestic SAR duties. The scheme seen on 8643 is the SAR scheme used on CA helicopters between 1968 and 1980.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-std-3.png)
The fourth and last of the Fleet-built CH-118s was the CH-118F (serials 118700-118776), and featured a more powerful engine than its predecessor, the CH-118E, and replaced other systems common to the D and E models with newer systems. 118776 seen here was the last of the Fleet-built Hueys, coming off the production line in 1975, and showing off the scheme used on Canadian-based helicopters between 1968 and 1984.
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(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-std-4.png)
In 1984, the yellow lettering on CA aircraft was replaced with black, but otherwise the painting schemes remained unchanged, retaining the overall green on aircraft based in Canada; this scheme was in use for only four years, being replaced by the loviz scheme in 1988. Seen here is 118765, a CH-118F that spent most of its life in Alberta.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-euro-4.png)
As on the Canadian-based aircraft, the yellow lettering on overseas-based CAA aircraft was replaced by black in 1984. The scheme remained in use until 1988, when it was replaced with the overall-green loviz scheme, doing away with a separate camouflage scheme for aircraft based overseas. 118711 shown here was a CH-118F based at Fort Lahr, West Germany, until 1991. Instead of returning to Canada when the deployment to Germany ended, it was sold to the newly-formed Slovenian Air Force, along with the other Lahr-based CH-118s.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-sar-3.png)
Following the Navy's lead, the CA replaced the white/dayglo SAR scheme with an overall yellow scheme in 1980, as illustrated here by CH-118F 118704. This was the last SAR scheme worn by CA Hueys, retained until the type's retirement in 1995.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ca-std-5.png)
In 1988 the CA introduced the overall-green low-visibility scheme shown here, which was applied to all CA helicopters regardless of whether they were based in Canada or overseas. 118699 seen here was the last of the Fleet-built CH-118E variant off the production line in 1974, which was basically a CH-118D but with improved armour around the engine and the pilots' cabin. This improvement was made as a direct result of experience in Vietnam, and was rushed into production. However, the engine - the same as in the CH-118D - proved insufficient for the heavier, new airframe, and only 19 of the E variant were built between November 1973 and January 1974, before production was halted for three months to allow completion of the development of the CH-118F, which had not only a more powerful engine suitable for the E model airframe, but made several other improvements over the D and E models. 118699 was delivered in SEA camo and deployed to Vietnam. Its service there was brief, however, and in 1975 it returned to Canada after the Canadian withdrawal from Vietnam. Upgraded to CH-118F standard in 1976, until 1987 it was based in Ontario, wearing overall green, then was repainted into overseas camo and sent to Fort Wonju, South Korea. In 1988 it was repainted into the loviz scheme seen here, and remained in Korea until 1992, when it was retired and sold to a Korean scrapper.
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(http://i674.photobucket.com/albums/vv104/litvyak/ch118-rcaf-1.png)
In 1965-66, the RCAF received 36 UH-1s from Bell in the US. Identical to the Army's Iroquois AHU.3A-2, the RCAF designated them CH-118 Iroquois (serials 118301-118336). After the AFRP of 1968 incorporated the CA and RCN aircraft into this designation scheme, the RCAF Hueys received the CH-118B designation along with the former AHU.3A-2s. The RCAF's CH-118s were assigned to base flight duties and wore this red/white scheme for the duration of their careers. The RCAF was the last of the three services to operate the Huey, retiring them in 1996.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ht40-1.png)
In 1964, the RCN tacked an order for eight Hueys onto the Army's initial order from Bell for 25. Designated CHTB2 Iroquois (serials 5001-5008), they were operated by HT 40 as training helicopters, having replaced the eight CHTB1 Sioux previously used in that role.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-ht40-2.png)
In 1968 under the unification of designation systems under the AFRP, the Navy's Hueys were redesignated CH-118A Iroquois (new serials 118901-118908), the A variant-designator due to their being identical to the Army's AHU.3A1. HT 40 operated the Iroquois as trainers until 1973, when pilot training was centralised at the RCAF's Central Flying School. The CFS only taught fixed-wing operations, however, and pilots due to become helicopter pilots for the Army and Navy transferred from CFS to Sidney (BC), where helicopter training is contracted out since 1973 to Vancouver Island Helicopters, Ltd.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-hu23-1.png)
After HT 40 was disbanded and pilot training transferred, the unit reformed six months later as HU 23 and was assigned to HMCS Cape Young (NWT), retaining the eight CH-118s to perform SAR operations in the Arctic, painted in the standard RCN SAR scheme of white and dayglo orange until 1980.
(http://i674.photobucket.com/albums/vv104/litvyak/ch118-hu23-2.png)
In 1980 the RCN replaced the existing SAR scheme with an overall yellow scheme; all eight CH-118s were repainted. One was lost in an accident in 1984, and HU 23 continued operating the remaining seven until 1995, when they were retired and sold.
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Love it all -- especially the RCMP Mil! Good to see the CC-127 Keewatin. Are you going to do the Pegasus version? Or was that too 'out there'? ;D
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Here's a little teaser of another alt-history project I'm working on, the Dominion of British Columbia. The starting point of this project is, what if BC never joined Confederation?
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/spitfire2-rbcaf-1.png)
British Columbia's air industry (I could give more detail, but I won't, so as not to give away any surprises!) joined the EFA program in 1985. Designated Spitfire F.2 (the trainer variant is Spitfire T.1) by the Royal British Columbian Air Force, they entered service in 2003 and form the backbone of the RBCAF's air defence capability.
Just thought I'd toss this out there as a little teaser... there's lots more AltBC to come! (And, of course, still plenty more AltCan, too!)
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Splendor Sine Occasu! Love the lo-viz BC roundels :-*
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I've been a little quite this past week, because I've been working on something I think will be a bang of an introduction to my "Dominion of British Columbia" althistory after the Eurofighter/Spitfire II teaser.
With lots of help from Apophenia - all credit to the engines (well, except the Wright radials) goes to him, as well as for a plethora of other tips - I've developed a whole family of a WW2 era airplane with a multitude of variants...
Supermarine Aviation Works Ltd. set up a subsidiary in British Columbia in 1921 to manufacture the Supermarine Sea King for the Royal British Columbian Navy. Supermarine Aircraft of British Columbia Ltd. soon expanded, building other Supermarine (UK) designs and local modifications for the Navy and for civilian customers.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk1-1.png)
After the rejection by the Air Ministry of the Supermarine 224 in 1934, Supermarine BC took over the designs and modified it with the intention of providing a fighter for the RBCAF, who were interested in the 224 from the beginning. The new design replaced the RR Goshawk with the Wright Cyclone F.3, resulting in the Supermarine Skemcis (F) Mk. I ("Skemcis" (pronounced kinda like "skem-heess", the "c" is pronounced similarly to the 'ch' in proper Hochdeutsch "ich" (NOT like "ish" or "ik"!) - /skɛmçis/ for the IPA-minded amongst you) is the Secwépemc/Shuswap word for "grizzly bear"). A single prototype was built and extensively tested by both Supermarine and the RBCAF. These tests were successful, and the RBCAF placed an order for an initial batch of forty aircraft.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk2-1.png)
The serial version of the Mk. I entered production in 1936 was designated Skemcis (F) Mk. II. These were powered by the Cyclone F.3 and were fitted with six Vickers Mk. IV machine guns. The illustration shows BE*D, the fourth F Mk. II delivered to the RBCAF. Only 14 Mk. IIs were built, however, all of them ending up with No. 1 Sqn RBCAF (unit code BE).
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk3-1.png)
Of the initial order for forty, the first 14 were built as Mk. II, but from the fifteenth unit on, the Vickers machine guns of the F Mk. II were replaced with six Browning machine guns. The remainder of the order - 26 aircraft - were built with this modification, and were designated Skemcis (F) Mk. III. Seen here is Skemcis F Mk. III (s/n 16), the first of the Mk. IIIs. The KS unit code identifies this as an aircraft of No. 3 Sqn RBCAF, which was the second unit to convert to the Skemcis.
Even as the Mk. II entered production, Supermarine BC had begun work on a new variant of the Skemcis...
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LOVE the Skemcis - especially the Mk III. Looking forward to the next variant. This is my kind of whif! :-*
Chuck
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Oh those do look nice!!!
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I was debating how to present the rest of the Skemcis family, finally I decided to do it chronologically. So, here goes! :) (And my previous reference to credit for engines going to Apophenia *really* becomes valid from here on out!)
Even as the Mk. II and Mk. III were getting into production, Supermarine BC was busy at work on a new variant of the Skemcis, with retractable undercarriage, four Hispano Mk. II cannon and - important especially for operation outside of southwestern BC - an enclosed cockpit. Not one but two prototypes were built and tested in 1937...
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk4-1.png)
Designated Skemcis (F) Mk. IV, the first of the prototypes retained the Wright Cyclone F.3 of the previous versions. The XS "unit code" on this and other prototype aircraft wasn't truly an RBCAF unit code, rather the air force assigned X(x) ID codes to aircraft being tested by or for the aircraft; the second letter of the code identified the manufacturer, thus "XS" can be defined as "eXperimental Supermarine".
Vancouver-based Hoffar-Beeching Shipyards got into the aero engine business in 1923, quickly establishing a division, Hoffar Aero Engines, to specialise in the manufacture and development of aircraft engines. In 1934, HAE obtained a licence from Société Lorraine to manufacture the Mizar and Algol radial engines in BC, which established a relationship between Hoffar and Lorraine. In 1936, HAE introduced the HLV-12A Petrel, a North Americanised version of the Lorraine 12H Pétrel glycol-cooled upright V-12, which developed 1700 hp, had direct fuel injection, 5.71" x 5.71" bore and stroke and had a dry weight of 1090 lbs.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk5-1.png)
The second of the prototypes, the Skemcis (F) Mk V was identical to the Mk. IV in all respects, except it replaced the Wright radial with Hoffar's latest version of the Petrel series, the HLV-12A-2. Instead of fuel injection it had an updraught Bendix carburettor and developed 800 hp, but was otherwise identical to the 12A (though the 12A-2 was 10 pounds heavier).
The RBCAF evaluated both prototypes, and was quite pleased with both. In the end, it was decided that the Petrel-engined variant was the better option; it was not an insignificant factor in the decisionmaking process that the Petrel was built in BC, and not sourced from a foreign - and potentially hostile (given tensions over the Alaska-BC border) - source.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk6-1.png)
The RBCAF thus placed an order in early 1938 for eighty Skemcis F Mk. VI fighters from Supermarine. Slightly different from the Mk. V prototype, the Petrels fitted to the production F Mk. VI were rated at 880 hp, and revised the armament fit to two Hispano Mk. II cannon and four Browning machine guns. Seen here is a Mk. VI of No. 2 Sqn RBCAF some time between 1938 and 1941.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sf-mk1-1.png)
The Royal BC Navy had been watching the progress of the Skemcis project with great interest as well, and after the RBCAF decided on productionising the Hoffar-engined Mk. V prototype, the FAA commissioned Supermarine to devise a floatplane variant for use by the RBCN as a patrol fighter. Supermarine's long experience with seaplane design and its long-standing relationship with Hoffar made this project go smoothly and quickly, and the first prototype Sea Skemcis SF Mk. I was ready inside six months. It was fitted with the same Petrel engine as on the RBCAF's F Mk. VI, but it retained the four Hispano cannon of the Mk. V prototype. A two-float version was briefly considered, but in the end Supermarine's engineers decided a single, main central float with smaller pontoons under the wings would be a more suitable layout for a fighter. The Navy was well pleased with the prototype and promptly placed an order for twenty, with delivery starting in May of 1939. The production version was designated SF Mk. I B; the first ten were stationed at Skidegate on the Queen Charlotte Islands and operated as part of the RBCN's "White Fleet" (the RBCN divided its operations into two regions, North Coast and South Coast; the North Coast operations were designated "White Fleet", while the south coast was "Blue Fleet"), while the second ten operated out of Port Hardy on Vancouver Island. The SF Mk. I were used to patrol the central and north coast where sparser population or other conditions made it difficult or undesirable (for various reasons) to establish permanent air force or navy bases. Operating out of Skidegate, the fighters were able to quickly respond to occasional American harassment of BC fishing boats in disputed waters, and for a time (that is, until the USN could respond by posting float-fighters of their own in the area), BC fishermen took all advantage of the air superiority, oftentimes going into water that even the BC government acknowledged as Alaskan (and claiming navigational error if called out on it). This activity - and harassment by both sides of the others' ships - was reduced significantly after the arrival of USN Vought Kingfishers to Alaska.
Apart from wing-wagging the Sea Skemcis never got into any sort of entanglement with the Kingfisher (...but in the opinion of this historian, the Grizzlies would've wiped the floor with the Kingfishers! ;) )
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:-* 8) :P :-*
AWESOME!!!
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At 9:00 AM Pacific Standard Time on September 4, 1939 - five and a half hours after the Dominion of Newfoundland - BC declared war on Germany. As the armed forces of BC began to mobilise to help Britain with the war, British Columbian industry got itself into gear.
Hoffar had been working on a further development of the Petrel, increasing the bore and stroke to 6" x 6". Fitted with a Bendix carburettor, the new HLV-12A-4B Tern had a dry weight of 1150 pounds and produced 1090 hp when running on 90 octane fuel (1000 hp with 86 octane fuel). The testing of the Tern had begun in July of 1939, and by September it was ready to enter production.
The RBCAF was impressed with the Tern, and placed an order with Supermarine for Skemcis F Mk. VI fighters equipped with the new engine. This became the Skemcis F Mk. VII A. The first unit to equip with the F Mk. VII A was No. 7 Sqn RBCAF, who deployed with their new fighters to England in August of 1940, after the Battle of Britain had begun in earnest. Though the Skemcis performed admirably, losses during the campaign forced the unit to convert to Spitfires, and No. 7 Sqn - which became the first of the nine British Columbian Article XV squadrons as 391 Sqn RBCAF - operated Spitfires for the duration of the war.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk7-1.png)
No. 9 Sqn RBCAF converted to the F Mk. VII A in November, 1940, deploying to Egypt in early 1941. After receiving desert modifications and the standard RAF desert camouflage, No. 9 Sqn's F Mk. VII As performed well in the Middle East. TR*E seen here was the mount of F/o David Ross of Kaslo, BC; he was shot down in this aircraft in June, 1941. In 1942, No. 9 Sqn became the second BC Article XV unit, redesignated 392 Sqn RBCAF, its unit code becoming M3 at that time. Later that year, the squadron converted to the Skemcis F Mk. IX.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-pr-mk1-1.png)
A number of F Mk. VII A were converted to Skemcis PR Mk. I standard in early 1940, following the same general system as was used to convert the first PR Spitfires. The only unit to equip with the PR Mk. I was 111 Sqn RBCAF, who received all 12 aircraft that were converted.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk7-ussr.png)
After the German invasion of the USSR, the Soviets were in desperate need of modern aircraft capable of putting up a fight against the Luftwaffe, and so Supermarine BC started producing F Mk. VIIs for the Soviet Air Force. These replaced the Hispano cannon and Browning machine guns with eight 12.7 mm Berezin UBS machine guns, and were given the designation Skemcis F Mk. VII B; in Soviet parlance they were known as "Скемхис" ("Skemkhis") or "Гризли" ("Grizli"). They proved popular with the Russians, who operated them with some success against the Luftwaffe. White 23 illustrated here was the mount of Lydia Vladimirovna Litvyak when she flew with the (men's) 437th Fighter Regiment. She became the first female fighter pilot to score an air-to-air victory when she downed a Ju-88, then some moments later her second kill, a Bf 109G-2. Two weeks later she made ace after downing another Gustav; this was her last kill flying a Skemcis, as she was transferred to an all-female unit operating the Yak-1.
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:-* 8) :P :-*
AWESOME!!!
Ditto!!
BTW, is it just me or does the first one "XZ-F" have a slight Corsair look happening?
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The gull wings and the radial do give it a Corsair-ish appearance, don't they?
Though, in RW terms: I used Corsair wings to draw the Skemcis wings, though the Skemcis wings are a bit longer in chord than those on the Corsair.
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Though of course you take this a little further and maybe have a Skemcis variant with Bristol Taurus or Bristol Hercules or Bristol Centaurus....
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Stay tuned. Lots more to come yet... ;)
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Well stop wasting time answering me and get profiling!!! Hurry!!! >:(
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>:(
You don't want to go there. ;P
The profiles are done - it's just the stories/text that need translation from Notespeak (Litvyak dialect) into English!
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sf-mk2-1.png)
In early 1941, Supermarine began producing a follow-on to the Navy's float-mounted Sea Skemcis fighter. The new Sea Skemcis SF Mk. II replaced the Petrel engine of the SF Mk. I with the much more powerful HLV-12A-4B-1 Tern. The A-4B-1 was itself an improvement over the A-4B introduced the previous year, featuring some revisions to the carburettor over the earlier model. The new engine had a dry weight of 1175 pounds and produced 1100 hp - 210 hp more than the A-2 Petrel that powered the SF Mk. I.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sb-mk1-1.png)
The RBCN FAA introduced a new type in May 1941, a torpedo bomber version of the Sea Skemcis. Like the SF Mk. II, the new Sea Skemcis SB Mk. I was powered by the HLV-12A-4B-1 Tern, but unlike the float-equipped fighter, the torpedo bomber was mounted onto two large floats fixed to the wings, instead of a single large float mounted under the fuselage coupled with underwing pontoons. This arrangement was necessary to allow the aeroplane to carry an 18" torpedo slung under the belly.
The Skemcis F Mk. VII A was followed by the Skemcis F Mk. VII B, which was virtually identical to the VII A but replaced the HLV-12A-4B engine with the HLV-12A-4B-1. The VII C first appeared in the second half of 1941.
Hoffar continued improving the A-4 Tern engine, and several months after the introduction of the A-4B-1, the HLV-12A-4B-2 was ready for production. The new variant of the engine made some adjustments to the electrical system, as that on the A-4B-1 proved less reliable than expected, but was otherwise identical to the previous engine.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk1-1.png)
In late 1941, Supermarine produced a prototype of a carrier-capable version of the Skemcis, designated Sea Skemcis F Mk. I. The RBCN at that point had no need for the type, but Supermarine built it to offer to the RN. After the opening of the Pacific theatre, this point of view changed, and the RBCN began investigating the possibility of acquiring carriers of its own.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk8-1.png)
Around the same time as the carrier-capable Sea Skemcis was being built, Supermarine began building the Skemcis F Mk. VIII fighter. This was equipped with the HLV-12A-4C "Tern FI", which replaced the carburettor with an Atlas-Imperial fuel injection system. This provided a noteworthy increase in power output over the A-4B, providing 1150 hp with a dry weight of 1220 pounds. Shown here is an F Mk. VIII of No 5. Sqn RBCAF stationed at RBCAF Terrace from January 1942. No. 5 Sqn was originally slated to be deployed to Europe, but after the Japanese attack on Pearl Harbour, the BC Air Ministry decided that existing RBCAF units would stay at home to defend BC, and only newly-raised units would be transferred to the European theatre.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-pr-mk2-1.png)
Along with the F Mk. VIII, a small number of Skemcis PR Mk. II were built between December 1941 and February of 1942. This was the first Skemcis variant purpose-built for the recce role, and featured a fuselage redesigned to carry the cameras, while retaining two Browning machine guns as defensive armament. Twenty were built, with six going to 111 Sqn RBCAF (shown here) and the remainder to 104 Sqn RBCAF. These introduced a new painting scheme for PR aircraft, of overall PRU mauve.
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk8-mexico.png)
In the event, only a small number of F Mk. VIII were built for the RBCAF (enough to equip one squadron, along with a few going to No. 2 OTU). However, to fill the need for immediately-available aircraft, the US Army Air Corps ordered sixty in March 1942. Before the order could be filled, though, the USAAC asked Supermarine to delay the order, deciding instead to wait for the upcoming Mk. IX. The details of the subsequent deal are lost to history, but the original order ended up being diverted to the Mexican Air Force. After receiving the first thirty, the Mexicans wanted to double the order. However, the Supermarine plant was already nearing capacity building for the RBCAF, the Soviets and the RAF, and the new, larger factory at Kelowna was not yet complete. After the opening of the new plant, however, the order was completed, and Mexico received a total of 110 F Mk. VIII. Interestingly, the only combat that the F Mk. VIII saw during the war was with 201 Sqn of the Mexican Expeditionary Air Force in 1944-45.
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Those last floaters are SEXY!!! :-*
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Those last floaters are SEXY!!! :-*
Thanks! I'm very partial to all the SB variants, myself. :)
So, moving on:
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk2-1.png)
After the decision was made to obtain carriers for the RBCN after the opening of the Pacific theatre, the BC Admiralty ordered a batch of of the carrier-capable Sea Skemcis to begin training of FAA crews in carrier operations. An order was placed for thirty productionised variants of the Sea Skemcis F Mk. I. Designated Sea Skemcis F Mk. II, the first series-built carrier-capable Sea Skemcis differed from the Mk. I in the design of the empennage, and it replaced the HLV-12A-4B-2 Tern engine with the fuel-injected HLV-12A-4C that was also used on the Skemcis F Mk. VIII and PR Mk. II. Delivered in March and April 1942, they were assigned to FAA training units, but with the beginning of the Aleutian campaign in June of that year, 14 were quickly deployed to assist US forces in that theatre.
Though introducing a fuel-injected variant, Hoffar continued work on the normally aspirated Tern as well, leading to the HLV-12A-4D which reached production in May, 1942. At 1200 lbs (dry) the A-4D was 25 pounds heavier than its predecessor, the A-4B, but with its improved supercharger it produced 1200 hp - fully 100 hp more than the A-4B2 and 50 hp more than the fuel-injected A-4C.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk9-1.png)
The first Skemcis to receive the new HLV-12A-4D was the Skemcis F Mk. IX, which began production as soon as the new engine was available. Aside from the engine, the F Mk. IX featured a redesigned tail section. TR*V seen here was delivered to 392 Sqn RBCAF, replacing the F Mk. VII they had previously operated.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-pr-mk3-1.png)
Next to receive the new engine was the Skemcis PR Mk. III. This had not only an improved powerplant, but from the cockpit back was completely different from the PR Mk. II. In June of 1942, the RBCAF shifted to an FAA-style of identification, dispensing with squadron codes and using only the unchanging serial of the aircraft. BC23094 seen here was a PR Mk. III of 104 Sqn RBCAF, which took part in the Aleutian operations. The 2 in the serial identifies this as a recce aircraft, while the 3094 is the serial number itself - the 3000-3499 range was allocated to RBCAF reconnaissance aircraft.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sf-mk3-1.png)
The float fighter also benefitted from the A-4D engine: the Sea Skemcis SF Mk. III featured the new nose design introduced with the Skemcis F Mk. VIII, and the tail was based on the newly revised version used on other variants introduced around the same time. The first of the SF Mk. IIIs were delivered to their units in July, 1942. BC53569 illustrated here was based at RBCNAS Bella Coola, and a local Native artist painted the nose in a traditional Coast Salish design representing an Orca. Also of note is the USN-style paint scheme: after it became clear that the RBCN would be operating closely with its American counterpart, it was decided that adopting USN-style paint schemes would help to minimise the risk of friendly-fire accidents.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sb-mk2-1.png)
The Sea Skemcis SB Mk. II was essentially identical to the SF Mk. III, though it retained the key differences - twin floats, torpedo shackle, and 3-man crew. Being classified a bomber, the new aircraft, delivered starting in July, 1942, were painted in the USN's ASW scheme of dark gull grey upper surfaces, light gull grey sides and glossy insignia white undersides, while areas of the fuselage sides in the shadow of the wings were painted non-specular insignia white.
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk3-1.png)
Towards the end of 1942, the RN designated a carrier that would be crewed by British Columbians and operated in the Pacific theatre. This would turn out to be HMS Ameer, and though the ship and its crew would be part of the RN (and commanded by RN officers), the air element was to be provided by the RBCN FAA. As such, the RBCN ordered Supermarine to begin construction of an A-4D-powered variant of the carrier-capable Sea Skemcis, which became the Sea Skemcis F Mk. III, and the first of the Sea Skemcis F variants to be built from the outset with combat operations in mind. Aside from the engine, the Mk. III featured improved armour around the cockpit.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk9-usa-1.png)
After the USAAC had put its order for Skemcis Mk. VIII on hold pending the arrival of the Mk. IX, the first twenty of the Skemcis F Mk. IX built were delivered to the USAAF in May, 1942 and designated P-65A Grizzly*. These were delivered with the old-style roundel that was phased out that month (in fact, the last of the first batch of P-65As was the last aircraft delivered with that style of roundel). This P-65A soon found itself in Alaska, taking part in the Aleutian operations.
* RW note: I know there was RW an XP-50 variant designated XP-65, but in this alt-world, that was designated XP-50B!
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk9-usa-2.png)
The remainder of the original order for 60 F Mk. IXs, and the subsequent order for 80 more, were delivered with the newer style of roundel omitting the red dot. This P-65A, "Leah", belonged to a USAAF unit deployed to Australia and took part in the defence of Darwin.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk9-ger.png)
In March, 1943, a Skemcis F Mk. IX of 392 Sqn RBCAF had to make an emergency landing at a German-held airfield. It was sent to Germany for evaluation, and ended up with the Luftwaffe's "Zirkus Rosarius", which tested the aircraft and used it for various training purposes.
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Wow! These Skemcisi are great!!!
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Indeed. :) :)
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk10-1.png)
A year after the introduction of the F Mk. IX, Supermarine began producing the Skemcis F Mk. X. This was a considerable departure from the earlier variant, blatantly different even to the untrained observer, what with the bubble canopy replacing the cage-like frame canopy of the Mk. IX and earlier variants. The empennage also underwent some minor revision, while for a powerplant it was equipped with the new HLV-12A-4E. This was a further development of the injector-equipped A-4C "Tern FI". Fitted with Atlas-Imperial direct fuel injection, the A-4E was a significant improvement over both its immediate, normally-aspirated predecessor, the A-4D, and over the A-4C: the A-4E produced 1280 hp compared to the 1200 of the A-4D and the 1150 of the A-4C, while at 1220 pounds (dry) it was only 20 pounds heavier than the A-4D, and identical in weight to the A-4C. BC01268 "Kawak Cayoosh III" ("Flying Horse III" in Chinook Wawa, BC's second official language) was the Skemcis F Mk. X flown by F/o Gary James of No. 10 Sqn RBCAF. Gary James scored his first four kills flying the F Mk. IX (Kawak Cayoosh I and II), while his fifth kill came in 268, making him the RBCAF's first Native ace.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk10-raaf.png)
The Royal Australian Air Force received its first F Mk. Xs from BC, and then several hundred more were built in Australia for both the RAAF and the RNZAF.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sf-mk4-1.png)
The Sea Skemcis SF Mk. IV incorporated design changes seen in the Skemcis F Mk. X - the redesigned canopy and empennage, along with the A-4E engine. This was also the first RBCN type to receive the USN 3-tone camouflage scheme as delivered from the factory.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sb-mk3-1.png)
In August, 1943 a new variant of the torpedo bomber was introduced, the Sea Skemcis SB Mk. III. This featured a completely new design for the crew areas, with the pilot and bombardier sitting in the upper cockpit, with an enclosed cabin in the aft section of the fuselage for the radio operator. The empennage was also redesigned, based on a new design that was initially intended for a follow-on to the Skemcis F Mk. X. However, some delays in the F Mk. X project caused the SB Mk. III to be the first to enter service with the new-style tail. The SB Mk. III was the only Skemcis type to be powered by the HLV-12A-4E-1, which was a strengthened version of the A-4E that produced 1300 hp when running on 100-octane fuel.
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The Coast Salish orca nose-art is a stroke of genius! (http://i107.photobucket.com/albums/m309/ChernayaAkula/Emoticons/377.gif)
<...>
([url]http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sf-mk4-1.png[/url])<...>
Me gusta! :-*
Someone with mad skillzTM should render that in plastic!
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The Coast Salish orca nose-art is a stroke of genius! ([url]http://i107.photobucket.com/albums/m309/ChernayaAkula/Emoticons/377.gif[/url])
Thanks! When I started working on the nose art, I started with a fairly typical shark mouth... and then it occurred to me that Coast Salish-style nose art would be perfectly fitting to an aircraft based in historical Coast Salish territories! Getting the orca right took longer than doing the rest of the colouring of that profile. :P
<...>
([url]http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sf-mk4-1.png[/url])<...>
Me gusta! :-*
Someone with mad skillzTM should render that in plastic!
Wait till you see the SB Mk. IV ;)
Moving along...
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk11-1.png)
Originally intended to enter service in the summer of 1943, developmental difficulties delayed the introduction of the Skemcis F Mk. XI until November of that year. The F Mk. XI was conceived as a high-altitude version of the F Mk. X, but during development a new design for the tail was conceived (a variant of this design was implemented on the SB Mk. III). There were some snags in the development of the cabin pressurisation system which slowed the project down, but a fortuitous side effect of the delay was that by the time it was ready for production, Hoffar had finished development of the HLV-12A-4G. This was a further improvement on the A-4E model, retaining the Atlas-Imperial DFI but producing 1325 hp. A small number of F Mk. XI operated in the Pacific theatre, but the majority of them went to RBCAF and RCAF units operating in Europe. The redesigned aft fuselage incorporated a larger fuel tank, which allowed these units to escort bombers almost as far as Mustangs could do. The Mk. XI remained in production until the end of the war, being the only F variant equipped with a pressurised cabin.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-pr-mk4-1.png)
Simultaneously to the F Mk. XI, Supermarine BC developed the PR Mk. IV as a high-altitude compliment to the PR Mk. III. Only a few score were built, but their high altitude and high speed - one of the fastest of the single-engined fighters of the war - made them relatively safe, and few were lost.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk4-1.png)
By the time the Sea Skemcis F Mk. IV entered service in September 1943, it was somewhat anachronistic, in that it retained the cage-like canopy, whereas other variants of the Skemcis were already being built with the bubble canopy. However, the FAA pressingly needed attrition replacements, and the easiest way to address this need was to continue building the Mk. III, but incorporating the slightly modified empennage similar to that of the Skemcis F Mk. IX; indeed, the Sea Skemcis F Mk. IV could be said to be a navalised Skemcis F Mk. IX with an A-4G engine. This variant never entered regular production, being built only in small batches as needed for attrition replacement while development of a "proper" replacement type continued.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk5-1.png)
When it was announced in mid-1943 that the RBCN would be crewing a second carrier, pressure increased on Supermarine to develop a more capable version of the carrier-capable Sea Skemcis fighter. Supermarine responded by navalising the Skemcis F Mk. X then in production, at the same time putting pressure onto Hoffar for an improved engine. The engine that resulted was the ultimate of the Tern series - the HLV-12A-4K. This featured a 2-speed 2-stage supercharger that put out 1400 hp, which made the new Sea Skemcis F Mk. V the most powerful of all Skemcis variants built until that time. The first batch was delivered to the FAA in February of 1944, in just enough time to raise the new air wing to be assigned to HMS Indefatigable which entered service on the same terms as HMS Ameer did the year prior - the RBCN provided the crew and the air wing, the RN provided the officers. Sea Skemcis F Mk. V BC53723 was delivered part of that first batch, and was named "Spirit of Caulfeild" after the West Vancouver neighbourhood, whose residents pooled together to pay for the construction of a fighter for the Navy. The yellow-black-yellow spinner is the colours of Caulfeild SC, whose football [soccer] team plays in the Vancouver Regional Division 1 (so, third or fourth division overall), but whose rugby team is a perennial force in the upper half of the tables in the All-Dominion Rugby Union Division 1.
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Hoffar Aero Engines received an intact DB 605 retrieved from a Bf 109 that belly-landed in England in 1942. Impressed with the design, a team of Hoffar engineers led by Harold Bolas began working on a derivative that was originally envisaged as powering a mid-engined pursuit design proposed by Parnall. While the Parnall scheme never materialised, HAE continued working on the new engine design. At the end of 1943 a few test engines using salvaged DB 605 components were tested. Designated HLV-12A-5 Heron, these test engines produced 1690 hp. From there, the design was modified and improved, slowly moving further from its Daimler-Benz roots until in late March 1944 another trials type was built. Weighing 1600 pounds (dry), the HLV-12A-5-1 had steel cylinder blocks and matched the 1690 hp output of the A-5. One was fitted to a Skemcis F Mk. XI for flight testing. By August of 1944 a pre-production type, the HLV-12A-5-2 was ready. Thanks to aluminium cylinder blocks the weight of the A-5-2 remained 1600 pounds, but the power output surged to 1775 hp. Twenty of the A-5-2 were built for use in limited production versions of a new Skemcis variant.
After the successful testing of the A-5-1 on the modified Skemcis F Mk. XI, in September 1944 Supermarine built a batch of prototypes powered by the HLV-12A-5-2 Heron. Designated Skemcis F Mk. XII A, the new fighter was based on the F Mk. XI with its nose redesigned to accomodate the new engine. A total of ten were built, which were extensively tested by the RBCAF. Along the same lines, Supermarine built ten Sea Skemcis F Mk. V with the redesigned nose and the A-5-2, designated Sea Skemcis F Mk. VI Aand likewise remained in BC for extensive testing by the FAA.
While the A-5-2 powered variants were being tested in combat, Hoffar perfected the finalised, regular production version of the Heron. The HLV-12A-5-3 took the previous version and fitted a two-stage supercharger, which resulted in an increase of 200 hp - to 1975 hp - for only a 90 pound increase in dry weight.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-2.png)
The production version of the land-based fighter, the Skemcis F Mk. XII B began in earnest after Christmas, 1944. From January 1945 on, Australian factories also began manufacturing the design. Fitted with the A-5-3, the new fighter proved itself a dominant force in the skies in both the European and Pacific theatres. Shown here is F Mk. XII B BC01448 "Blonde Dynamite" flown by Flt Lt Kirk Macdougall of No. 3 Sqn RBCAF, based at Antwerp, Belgium in February 1945. This aircraft is representative of the appearance of No. 3 Sqn's aircraft after the unit's maintenance crews applied the distinct RBCAF roundels (as had been in use since 1942 on the RBCAF Ensign) to the newly-arrived aircraft. No. 3 Sqn were the first unit to do so starting in October 1944, without authorisation - but after several other units in Europe followed their lead in late 1944 and early 1945, orders were issued from RBCAF command to apply the roundels to all aircraft not operating in the Pacific theatre "when the opportunity arises". No. 3 Sqn followed the troops into Germany, and was stationed at an airfield near Osnabrueck until early 1946. On returning the BC the nose art was ordered removed, but the (by then) four kill markings were retained until the aircraft's retirement in April, 1947.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk6-1.png)
The next of the Heron-powered production variants was the Sea Skemcis F Mk. VI B, which were built in numbers to replace all remaining earlier variants of the Sea Skemcis operated by the air wings of HMS Ameer and HMS Indefatigable operated by the RBCN, as well as for the air units of HMS Nabob and HMS Puncher operated by the Royal Canadian Navy. Through 1944 RBCN FAA aircraft began to receive the USN's overall glossy sea blue scheme, and the Sea Skemcis F Mk. VI B destined for the RBCN were all delivered in this scheme. Shown here is BC 53888 "Crazy Eights", flown by Lt. Charles Aebischer from HMS Indefatigable. Lt. Aebischer holds the distinction of scoring the first kill made by this variant of the Sea Skemcis.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sb-mk4-1.png)
The RBCN started receiving the Sea Skemcis SB Mk. IV torpedo bomber in April 1945, immediately deploying them to Pacific islands to continue prosecuting the war against the Japanese. During 1944, the RBCN introduced its own variant of the three-tone ASW scheme using BC Standard colours - Extra Dark Sea Grey, Dark Gull Grey and Light Sea Grey.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-pr-mk5-1.png)
A small number of Skemcis PR Mk. V were built before the end of the war, basically identical to the earlier PR Mk. IV but incorporating the new nose design and the new engine.
Even as the first HLV-12A-5-3 were coming off the production lines, Hoffar developed the next iteration. The HLV-12A-5-4 Heron had a 2-speed 2-stage supercharger and produced 2090 hp, and had a dry weight of 1720 pounds. When it entered production in mid-May, 1945, they were fitted to the three Skemcis variants still in production, becoming the Skemcis F Mk. XII C, the Sea Skemcis F Mk. VI C and the Sea Skemcis SB Mk. IV B. Only a small number of each was produced by the end of the war - around 75 of the land-based fighters, eight of the carrier-based Sea Skemcis and seven of the SB.
So: that's the survey of the Skemcis family until the end of the war... but there's still some more to come yet! :)
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Yow, somebody has been productive! Go Litvyak!
Cayoosh is still my fav but Crazy Eights is hot too!
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Yeah, I've been busy for sure!
I've got a couple more things I want to do (post-war Skemcis), and then I'll have to slack off on profiling for a little while to give myself some respite and get to work on some plastic projects I've been neglecting (Archer, RW CH-178, CH-118, Sabre and CF-18) and wanting to start (a big (1/32 or maybe even 1/24) Spitfire of some sort, an RBCN ship, and a couple other things)... and I'm not even including here things that have had a tiny start (painting a few cockpit parts on an RW RCN Sea Fury, for example). I really do have "modellers' ADHD"! :P
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Okay, the profiles have lost me for a moment. Is the HLV-12A-5-2 Heron an inverted-V engine like the DB605 or a V engine? The shaping of the cowling says inverted-V but the placement of the exhausts doesn't match that, being way too high up, as would be expected for a standard V engine.
Other than that, gorgeous work here.
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The Heron series are inverted-V... and, d'oh, you're right about the exhausts. Put it down to vapour lock in the brain!
I was just about to open Gimp to do some work on post-war Skemcis stuff, but I guess step one now will be to fix the exhausts on the existing ones.
Thanks for catching that!
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There - they're fixed! You may have to hit reload the page to see the updated pictures.
And now to get to work on some postwar ones! :)
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Along the same lines, where are the engine intakes on those engines? I know the DB605, like all the DB series, had an intake on the port side feeding the first supercharger impeller. Does the HLV-12A-5-2 Heron do the same, on either side, or does it use a downdraft or updraft air intake?
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The intakes? On the chin... x_x
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Lov'n all these!
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Waw... :-* :-* :-*
Alex
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The Skemcis Post-War, Part 1: British Columbia
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-3.png)
Around 60 of the 73 Skemcis F Mk. XII C built during the war remained usable after war's end, and these continued to be operated by the RBCAF. After the rationalisation of late 1946, it was decided to remove all other fighter types from service, retaining only the F Mk. XII C of all the war-era fighters operated by the RBCAF. Redesignated Skemcis F.12C in January 1947, the sixty-some fighters built during the war were slowly replaced by newly-built aircraft starting in November, 1946, and the total was increased to 100 by the end of 1947; the new-build aircraft were designated Skemcis F.12D. The Skemcis remained BC's front-line fighter until 1951, when it was replaced by the Supermarine Attacker. From 1951 they remained in use by Air Reserve squadrons until the final retirement in 1960. Illustrated here is a Skemcis F.12D as operated by an Air Reserve squadron sometime between 1951 and 1960, wearing the roundel used by BC Defence Force aircraft from 1947 to 1960.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk6-2.png)
In 1946, the carrier HMS Indefatigable was formally returned to the Royal Navy. However, as negotiations for its transfer to the RBCN began almost immediately, the ship never left HMBCS Rainbow at Esquimalt, and in 1947 it was commissioned into the RBCN as HMBCS Indefatigable. Thirty Sea Skemcis F.6D were built in 1947 for the air wing of the carrier; this type was identical to the wartime Mk. VI C, of which only eight were built by war's end. The new-built aircraft carried the new FAA paint scheme of Extra Dark Sea Gray over White and sported the roundels introduced in that year. By 1949, questions were being raised as to whether BC truly needed an aircraft carrier, and by April 1950 plans were being made to dispose of the ship. The outbreak of the Korean War in June of that year gave BC's carrier a reprieve, as HMBCS Indefatigable and its air wing took part in that conflict. Illustrated here is a Sea Skemcis F.6D as it appeared right after the war, sporting two red stars to mark the kills scored by its pilot, Lt. Edgar Zarazun. After the war, the Admiralty returned to the plans for disposal of the carrier, and in October 1954 it was sold, along with its air wing, to the Royal South African Navy.[/b]
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sb-mk4-2.png)
The seven Sea Skemcis SB Mk. IV B built during the war and twenty SB Mk. IV A survived the war and were retained by the FAA. During 1948 they were converted to maritime patrol role, removing the torpedo launching facilities and replacing the bombardier's position with an observer. Given the new designation Sea Skemcis SP.1, they remained in service until 1961. These also received the new paint and roundels from 1947, and remained in service until 1961. Though a new roundel and a new registration system was introduced in 1960, these aircraft were already slated for withdrawal by then, and thus never received the new markings.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-sb-mk4-rmbc.png)
In 1960, seven of the Sea Skemcis SP.1 were transferred to the Royal Mail of BC. These were converted for use as mail couriers to serve the multitude of island communities on the BC coast. After the remaining SP.1s were retired by the RBCN in 1961, they were placed in storage, and over the years were used as a parts store for the mail planes. These became a familiar and appreciated sight all over the BC coast, and remained in use until 1983.
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The intakes? On the chin... x_x
Ah, an updraft system, then, to fee the supercharger set-up. Works for me and I can probably cite examples with a bit of research.
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I just got finished looking at your whole thread and you have some tremendous work here, I particularly like all the Skemcis variations.
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I just got finished looking at your whole thread and you have some tremendous work here, I particularly like all the Skemcis variations.
Thanks - I'm glad you've enjoyed them. I've had fun so far coming up with and making all of them, but the Skemcis has been a proper blast! :)
So here's some more!
The Skemcis Post-War, Part 2: Other Wartime Operators
During the war, various Skemcis variants were operated by BC, Canada, Australia, New Zealand and the UK in large numbers. Of these, the UK and the US declared all their Skemcis as surplus, and they were sold off either for scrap or to private customers; some US P-65B (Skemcis F Mk. XI) are still around, heavily modified as air racers. BC has already been covered, and of the other wartime operators, Canada, Australia and New Zealand continued operating the Skemcis well beyond the end of the war...
Australia
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-raaf.png)
Skemcis production was set up in Australia during the war, to equip RAAF, RAN and RNZAF squadrons with various marks of the Skemcis. The last of these was, of course, the Skemcis F Mk. XII B. The plans for the HLV-12A-5-4 Heron engine were sent to Australia as well, and production facilities were converted to manufacture the Skemcis F Mk. XII C for the Royal Australian Air Force, but at war's end only two had been completed. The RAAF decided that the new variant would be a suitable type for operation post-war, as it was arguably the most advanced type in the inventory at the time, and not only that, but the factories were already ready to build it in number. Therefore, the RAAF brass decided to standardise on the F Mk. XII C as one of the primary post-war aircraft types. Around 100 were built, remaining in use with regular force units until 1951, and further remained operated by reserve squadrons until 1962.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk6-ran.png)
After the RAAF decided to go with the Skemcis F Mk. XII C as a post-war fighter, the Royal Australian Navy opted for the Sea Skemcis F Mk. VI C to form the fighter element of its carrier air wings. CAC received a licence to produce the type, and the first of the new aircraft rolled off the production line in late 1946. They remained in front-line service with the RAN until 1956, and saw action flying off HMAS Sydney during the Korean War, and during the Malayan Emergency.
Canada
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-rcaf.png)
Some units of the Royal Canadian Air Force had converted to the Skemcis F Mk. XII B by war's end, and these remained flying until 1947-48. By 1948, the first jet fighters had arrived to Canada in the form of DH Vampires, but a fighter to equip Air Reserve squadrons was desired, and finally the RCAF decided to retain the F Mk. XII B and to buy a batch of new-build Skemcis F Mk. XII C. These entered service with the air reserve units by 1948, and remained in use until 1959.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk6-rcn.png)
The Royal Canadian Navy wasn't an operator of the Sea Skemcis during the war, but did inspect the RBCN Sea Skemcis F Mk. VI C near the end of the war. Needing a modern type to equip HMCS Warrior, the RCN opted for the Mk. VI C. These were delivered in 1947-48, but by the time squadrons could convert completely to it, Warrior had been replaced by HMCS Magnificent. The Sea Skemcis operated from Maggie until replacement by McDonnell Banshees in 1955.
New Zealand
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-rnzaf.png)
During the war, the last Skemcis variant to be received by the Royal New Zealand Air Force was the Australian-built Skemcis F Mk. X. They were slated to receive CAC-built Skemcis F Mk. XII C, but the war's end interrupted that plan. However, after the CAC lines were restarted, the RNZAF decided to opt for the latest variant of a type with which they were well familiar, and so renewed the order that had been placed during the war. The F Mk. XII C remained operational in New Zealand until 1953 in a front-line role, and until 1956 in secondary and reserve roles.
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The bubble canopy variants are real lookers!
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Cool!
Have you considered South Africa as a post war user. It could look quite fetching in those early springbok roundels.
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Haha... South Africa will turn up in Post-War Part 3. :D
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Just a random thought...
Look at
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk2-1.png)
and then at
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-2.png)
If you didn't know the story, would you guess at /all/ that the latter is the ultimate derivative of the former? :D
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Love the post-war stuff Litvyak!
Ah, an updraft system, then, to fee the supercharger set-up. Works for me and I can probably cite examples with a bit of research.
Actually, the Heron's supercharger was fed from the side just as the DB 605's was. Litvyak reference about chin intakes was for the oil cooler and radiator.
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The Skemcis Post-War, Part 3: New-Build Aircraft
Mexico
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-mex.png)
The Fuerza Aérea Mexicana (Mexican Air Force) placed an order for 90 Skemcis F Mk. XII C already in April of 1945, accepting the condition put forth by Supermarine BC that deliveries may be slow, as the priority of production had to be placed on aircraft destined for the RBCAF, RCAF and USAAF. Once the war was over, however, the production capacity was available to fulfil the order, and deliveries commenced in January, 1947. The Mexicans had had positive experiences with the Skemcis F Mk. VIII during the war, and were well pleased with the new variant as well. They remained in service in Mexico until 1960.
Netherlands
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk6-rnln.png)
In late 1947 the Royal Netherlands Navy was negotiating the purchase of a Colossus-class aircraft carrier from the Royal Navy, and after the deal was settled, the RNLN placed an order with Supermarine BC for 30 Sea Skemcis F.6C to equip the air wing of the new carrier, called HNLMS Karel Doorman. They remained in service until being replaced in 1955 by Hawker Sea Hawks.
South Africa
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk6-san.png)
When the RBCN began planning to divest itself of the aircraft carrier HMBCS Indefatigable in early 1950, it first offered it to other Commonwealth navies and a few other navies. At the time, only Brazil and Denmark expressed interest in acquiring the vessel, but the Korean War intervened and the RBCN kept the carrier in service. At war's end, however, the BC Admiralty returned to its disposal plans, and by this point the South Africans had changed their position and decided to make an offer for the ship. The Brazilians also put in an offer, but the Danes had since decided against such an acquisition. The Brazilian and South African offers were very similar, and in the end the BC government authorised the sale to South Africa, it being another Commonwealth nation. The ship was thus sold to the South African Navy as part of a package which included the ship and its entire air arm - Avenger AS Mk. IV (redesignated S.4 in 1947) and Sea Skemcis F.6D that had been built new for the RBCN in 1947. Along with that, the package included the arrestor equipment that had been used at HMBCS Rainbow (the RBCN's shore-based facility with airstrip at Patricia Bay, Victoria) for training. Former RBCN FAA maintenance and flight crews also went to South Africa to help train the new crews. As South Africa had no prior naval aviation history, they opted to retain the BC paint scheme and BC numbers on the aircraft (901-930, less 909 and 920, which had been lost during the Korean War). The carrier was christened SAS Guy Hallifax and was home to the South African F.6Ds until 1960, when they were replaced by the de Havilland Sea Vixen.
Thailand
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-rtaf.png)
The Royal Thai Air Force received forty new-build Skemcis F.12D in 1947. They were used as front-line fighters until 1960, and then in the COIN/light strike role until 1967, when they were finally retired.
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I totally love the torpedo bombers! :)
Couldn't stop imagining an Allied counterpart to the Mogami class or Ise class loaded with these planes.
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Ooh, thanks for the idea! I've just started to play around in vaguest terms with the historic fleet of the RBCN... that'll be something I'll look into, for sure!
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That Thai machine is yet another example of
PROFILE
PORN!!
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The Skemcis Post-War, Part 4: The "Skemcis F.91" Rebuilds
Looking to find a profitable way to dispose of the large number of surplus aircraft after the war, Supermarine BC came up with the idea of taking healthy Skemcis airframes, refurbishing them to zero-hour condition and rebuilding them to replace the original engine with a newly-built HLV-12A-5-4 Heron. This was intended as a lower-cost alternative to buying new F.12C/F.12D aircraft for the air forces of smaller, less wealthy nations.
Two such projects were realised with sales; the "lower-end" one at a lower price per unit was based on the Skemcis F Mk. IX, given the new designation Skemcis F.91 and found three customers:
Bolivia
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk9-fab.png)
The Fuerza Aérea Boliviana (Bolivian Air Force) was the largest buyer of the F.91, receiving a total of sixty through 1947. They remained in service until 1958, after which most were scrapped; however, a few were converted into crop dusters.
El Salvador
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk9-fas.png)
Arguably the most interesting paint scheme to ever be applied to a Skemcis was that of the Fuerza Aérea Salvadoreña. The FAS bought eight F.91s in 1948, using them as fighters and COIN aircraft until 1963.
Guatemala
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk9-fag.png)
The Fuerza Aérea Guatemalteca (Guatemalan Air Force) was the last air force to buy any variant of the Skemcis, new or rebuilt, having bought twelve F.91s in 1949; they also hold the distinction of being the last air force in the world to operate the Skemcis in any capacity, as the last four were retired in 1974. By this point they had long been out of the front-line fighter role, and were used in counter-insurgency operations.
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Those rebuilt Skemcis look amazing! That El Salvador camo is wild but the Guatamalan is my fav :)
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The Skemcis Post-War, Part 5: The "Skemcis F.92" Rebuilds
Similar to the F.91 were rebuilds were the rebuilds Skemcis F.92, the difference being that these were rebuilt from healthy, surplus Skemcis F Mk. X. Though only two air forces opted for the F.92, more of these were produced than of the less expensive F.91 variant, with a total of 98 F.92 delivered compared to the 80 F.91.
Ecuador
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-f92-fae.png)
The Fuerza Aérea Ecuatoriana (Ecuadorian Air Force) bought 32 Skemcis F.92 in 1947. Several were lost in accidents during the first few years of service, but from 1952 until the type's retirement in 1957 the F.92 had a perfect safety record in FAE service.
Ethiopia
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-f92-ieaf.png)
Ethiopia set up a program to rebuild its air force in 1946 with aid money from the USA and the UK, but neither of those powers were interested in providing the direct assistance, and so Ethiopia turned initially to Sweden to set up its new air force. In 1948, the IEAF became interested in the Skemcis rebuild program after it was brought to their attention by one of the Swedish officers, whose brother had emigrated to BC in the 1920s. The Ethiopians thus ended up ordering the F.92, and a total of 66 were delivered between mid-1948 and early 1949. These were Ethiopia's first fighters, and over the years were used in the fighter and light attack roles until they were replaced by the F-86 from 1960. The last Ethiopian F.92 flew in 1961.
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The Skemcis Post-War, Part 6: Second-hand Aircraft
A number of second-hand Skemcis of various marks ended up in post-war service with other air arms; these originated from BC and American stocks.
Costa Rica
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk10-cr.png)
Costa Rica had no air force until after WW2, when the Fuerza Aérea Militar was set up in 1946 with British Columbian assistance. In addition to several trainers and four second-hand Lancaster bombers, the RBCAF provided eight Skemcis Mk. X to form the fighter element of the new force. BC advisers and training crews remained in Costa Rica until 1952; the following year the FAM withdrew the Lancasters, and by 1955 only half of the fighters were operational. In 1956 the FAM was formally disbanded and merged into the army as an Aviation Company, but it got little to no funding and the unit was forced to cannibalise parts to keep aircraft in the air. By 1957 only three, by 1958 only two remained operational, and in 1959 Costa Rican combat aviation ceased to exist due to neglect and disinterest.
Haiti
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk10-haiti.png)
The Haiti Air Corps received ten P-65B Grizzlies (Skemcis F Mk. X) from the US in 1947, along with a further fifteen F Mk. Xs from BC intended as parts sources. They remained in operation until 1966.
Israel
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk11-idf.png)
IDF-AF Skemcis F Mk. XI
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-idf.png)
IDF-AF Skemcis F Mk. XII
The fledgling Israeli Air Force operated a handful of clandestinely-acquired Skemcis Mk. XI and Mk. XII between 1948 and 1950, alongside many other second-hand types.
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And the final instalment of the Skemcis saga...
The Skemcis Post-War, Part 7: Third-hand Aircraft
Katanga
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/seaskemcis-f-mk6-katanga.png)
The air force of the unrecognised state of Katanga operated a number of Sea Skemcis F.6D during the period of the state's existence between 1960 and 1963. Though never admitted, these aircraft were supplied to the Katangan rebels from South Africa. The Katangans were engaged in combat with the ANC, an enemy they shared with South Africa, and the South African Navy had replaced the Sea Skemcis with Sea Vixens to operate from their carrier SAS Guy Hallifax in that year.
Biafra
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/skemcis-mk12-biafra.png)
The Skemcis F Mk. XIIs operated by the Biafran Air Force remains the biggest question mark in the Skemcis story - the origin of these aircraft remains a complete mystery to this day, as nobody has been able to discover where these aircraft came from. What is known, however, is that the Biafrans operated at least nine Skemcis in a ground attack role between 1967 and 1970.
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Wow... that was a lot of work! But an IMMENSE amount of fun coming up with all that. I hope you've all enjoyed them, too! :)
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Needs a jet variant...maybe Yak style???
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I did do some rough paper sketching of late-wartime plans for new variants, including a jet-powered version... I might eventually get to doing those as profiles, too, but there are a couple other things I'm more actively working on for the moment... :)
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Some more AltBC stuff!
BC took part in the construction of the Pinetree Line in the early 1950s, contributing six stations to the line, including three located at existing airbases (RBCAF Comox, RBCAF Kamloops, RBCAF Tofino). BC also took part in the initial planning stages of the Mid-Continent Line (RW Mid-Canada Line), but by the time construction began in 1956, tensions with the US over the BC-Alaska border had resurfaced in another instalment of the long-running "Salmon Wars". BC withdrew from the Mid-Continent Line project in protest over a collision between an RBCN patrol boat and a USCG cutter (each side maintains the other was at fault, and each side maintains it was in their territorial waters). This forced a replanning of the line, with the stations originally to have been in BC relocated to the Yukon territory.
The Soviet threat was still there, however, and something needed to be done. Despite the difficulties between the US and BC, and despite BC's withdrawal from the Mid-Continent Line project, the US nevertheless invited BC to join the North American Air Defence Command (NORAD) then being formed by Canada and the US. BC, however, was reluctant to join; the initial British Columbian position - playing along with public opinion - was that the border dispute had to be settled before any other BC-US matters could be dealt with. Over the next few years, the US continued to try to convince BC to join, but BC became further reluctant; through informal contacts with the RCAF, along with previous experience with the Pinetree Line, the RBCAF came to the conclusion that as willing as the US was to fund the construction of new radar stations, it was not very forthcoming with the information gleaned by those stations.
Nevertheless, the BC government and Chiefs of Staff were fully aware that facing the Soviet threat would be much easier if the effort were coordinated with the USAF and the RCAF; politics played a role, however, and as long as public opinion was strongly anti-American, as it was in the 1956-1959 period, Prime Minister Bennett was unable to do anything that seemed to be bowing to American pressure (at least, not if he wanted to be re-elected!). By 1962, however, BC quietly began discussing joining NORAD with the US. In late 1963, the US State Department issued a statement in which they took responsibility for the accident between the USCGC Dexter and the HMBCS Skidegate (though the statement was carefully worded to avoid mention of whose jurisdiction the incident took place in). This went over reasonably well with the BC public, and there was little reaction when, in 1964, BC officially joined NORAD.
As part of BC's contribution, the RBCAF had to raise two interceptor squadrons. The US recommended that the RBCAF get the F-104 Starfighter for these squadrons, suggesting that having a common type between the three participating air forces would be a good thing, and also suggesting that BC could buy Canadian-made CF-104s from Canadair. The RBCAF agreed with the line of reasoning, but reserved the right to decide for itself, and in the event considered several other aircraft alongside the F-104.
Two CF-104s, along with RCAF crews, arrived in BC in 1965 to assist the RBCAF in extensively testing the type; RBCAF testers also travelled to the UK and France to test other options, and later in the year, a number of RBCAF pilots were sent to Edwards AFB, where they received training on the F-104. By this point, the officers who had been in the UK and France had returned to BC, and it was taken as a certainty that the RBCAF would be getting Starfighters to fulfil BC's portion of NORAD air defence efforts.
Thus it came as a considerable surprise when in September of 1966 the RBCAF announced it was placing an order with British Aircraft Corporation for 24 Lightning F.6 and 4 Lightning T.55 to equip the two interceptor squadrons. The Americans were a bit miffed, and some suggested that BC never had any intention of buying the F-104 and that the whole affair was orchestrated as a way for BC to thumb its nose at the US while appearing not to do.
(Of course, the REAL reason - which nobody in the AltWorld will ever know - is that I have an F.6 in the stash that I've been wondering what to do with since I got it...)
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/lightning-1.png)
No. 2 Sqn RBCAF ("Thunderbird"), which had stood down after the end of the war, was the first to equip with the Lightning, receiving their aircraft in 1967 and deploying to RBCAF Dease Lake; No. 1 Sqn RBCAF ("Raven") converted to the Lightning later that year and deployed to RBCAF Terrace, both in the extreme north-west of BC (near the Alaska Panhandle). Illustrated here is a Lightning F.6 as they appeared from delivery in 1967 until 1976.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/lightning-2.png)
In 1976 the RBCAF introduced a new roundel, and replaced the tricolour fin flash with the shield of the BC arms as a fin flash. The Lightnings, along with all other RBCAF aircraft, received these , but otherwise the markings remained unchanged, and the Lightnings remained in overall bare metal. At some point in the early 1970s, No. 1 Sqn applied the Raven from their squadron badge to the tail of their aircraft. The Lightning F.6s remained in service in BC as front-line interceptors until 1980, after which the four T.55 trainers were transferred away from the squadrons to the Flight Training School at RBCAF Comox. They remained flying there until 1985, after which they were retired and sent to various technical colleges around the Dominion for use as instructional airframes.
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how about up-arming those Lightnings with the combo rocket/fuel tanks + more rocket-pods under the wings like the sales-demo aircraft :D
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Love the skemcis!! :)
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Super camo schemes. :)
Need to refer to them for future builds.
Bill
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Love the Lightnings ... but I'm imagining Ethiopian F.92s that were parked in the weeds sometime in the early '60s being 'discovered' and 'de-skorpioned' by BC peacekeepers decades later ;D
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So for those of you who wanted to see a jet variant of the Skemcis...
In late 1943, the RBCAF began to become interested in a jet-powered fighter, and asked Supermarine to work on a design. Supermarine obliged, setting to work on designing a fighter based on the Skemcis, to be powered by two Rover W2B engines. Starting with the Skemcis F Mk. XII as a basis, Supermarine's "Dark Corner" (as their special/secret projects group had come to be known) produced a design that, by the time the final drawings were prepared for the first prototype, had little in common with the familiar Skemcis besides the canopy and the empennage.
(http://i674.photobucket.com/albums/vv104/litvyak/skookumskemcis-1.png)
Called the Skookum Skemcis F Mk. I ("skookum" is a Chinook Wawa word that in this context can be translated as "super"), the first flying prototype was powered by two Rover W2B/27 engines mounted side-by-side in the belly of the new airframe. A single nose intake, ovoid in shape, fed the two midships-mounted powerplants. Not only was the entire forward section of the fuselage redesigned, but the inverted gull wings that had been a hallmark of the Skemcis were replaced by straight wings of a new design with slotted flaps and Frise ailerons. Painted overall white, BC76013's armament fit was two Hispano Mk. V 20 mm cannon. The 20 mm cannon were a stopgap, however, fitted until the development of a new 30 mm cannon was completed. 013 was rolled out in January 1945 and was used primarily for ground-based testing, but made its first of three flights in April of that year after being disassembled and shipped by rail to Kelowna. The results were considered a satisfactory start, but an improved second prototype was already being built...
(http://i674.photobucket.com/albums/vv104/litvyak/skookumskemcis-2.png)
The second Skookum Skemcis prototype, BC76014, left the Dark Corner in May, 1945 and was immediately shipped to Kelowna to join 013. Where 013 was powered by two Rover W2B engines with 1600 pounds thrust each, 014 was fitted with two RR Derwent Mk. I. Each providing 2000 lbs of thrust, 014 was tested extensively over the BC Interior over the next three months. Like 013, 014 carried two 20 mm Hispano cannon, and it became the first of the Super Skemcis prototypes to fire its cannon - but only on the ground.
(http://i674.photobucket.com/albums/vv104/litvyak/skookumskemcis-3.png)
The third - and last - Skookum Skemcis prototype was regarded as a pre-production example; it is because of this that it left the Dark Corner wearing regular RBCAF camouflage, though still carried an ID number in the series reserved for experimental aircraft. BC76015 replaced the two Derwent Mk. I engines with two Derwent Mk. IIs, which produced an extra 400 pounds of thrust in total. This improved the aircraft's performance, as did some tweaks to the wing and empennage design. 015 also finally received the armament that had been intended for the previous two prototypes, the new Tobin AC.2 Mk. 1 30 mm autocannon.
After his original company was taken over by Arnold Thompson Tool Co. in 1916, Frank Tobin moved from Canada to BC in 1918 and established the Tobin Firearms Co. Ltd. in 1918. Initially producing shotguns and rifles for hunting and for the BC Army, Tobin was contracted to manufacture Vickers-designed machine guns for the earliest pre-war variants of the Skemcis. While also manufacturing small arms for the Army during the war, Tobin licence produced the Berezin UBS machine guns fitted into the Skemcis F Mk. VII B that had been manufactured for the Soviet air force. Through the contacts thus established, Tobin received an example of the Nudelman-Suranov NS-23 23 mm cannon in late 1944. A small batch of NS-23 were manufactured by Tobin as test weapons, receiving the AC.1 designation, while almost immediately, work began on a 30 mm derivative of the NS-23; this would become the AC.2. The AC.2 showed great promise, and the RBCAF decided that the new jet fighter should be armed with this weapon. The AC.2 fired 600 30x122 rounds per minute at a muzzle velocity of 2200 feet per second. While the development of the cannon itself went smoothly, the automatic loading and casing-trapping system for use on the Skookum Skemcis had some difficulties, which resulted in the delay that led to only the third prototype being built with the AC.2, instead of using the new cannon on the first prototype as had been planned.
Skookum Skemcis 015 made its first flight on the morning of August 14, 1945 - just a few hours before the Japanese surrender was announced. The end of the war made the need for the new fighter much less pressing, and construction on the fourth prototype was halted. 014 and 015 did undergo further testing as late as 1946, but in the end Supermarine BC decided to proceed with developing a BC-specific variant of the then-new Supermarine (UK) Attacker design.
013 and 014 flew to Vancouver on July 18, 1946, after which they were sold to and scrapped by an auto wrecker in Surrey, while 015 made its last flight on February 14, 1947 - a ferry flight to Vancouver. It was stored in a corner of a hangar at RBCAF Sea Island until July, 1952, when it was taken across the road to Vancouver International Airport, and put on display in the terminal building as "BC's first jet fighter". Though it has since been relocated to the main hall of the new Terminal 2, Skookum Skemcis 015 has been on display ever since as a monument to BC's aviation history.
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oooh very nice, thatd make for a really nice model 8)
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Glad you like it!
Not sure how I'd go about building a model, though! The tail is from Polikarpov ITP, canopy is XP-40Q, wings/landing gear are from the Yak-15, nose is modified from the Yak 15, the after portion of the belly including the exhausts and the blast shielding is from the MiG-9...
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I recognized the Mig-9 parts! Beautiful profile.
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:)
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Nice new silhouette, Litvyak :-*
Do you know the Jet-Spitfire at http://hushkit.wordpress.com/2012/06/27/the-ultimate-what-if-the-supermarine-jetfire/ (http://hushkit.wordpress.com/2012/06/27/the-ultimate-what-if-the-supermarine-jetfire/) ?
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No, I didn't know about that! Thanks for pointing it out, that was pretty nifty. :)
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Nice job onthe Skookum Skemcis. :) Looks better than the MiG-9 and also better looking (IMHO) than the late model Skemcis.
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Thanks, Acree!
Re: Skemcis late marks, As is said in Hungarian, "tastes and slaps differ" - I love that (to my eye) aggressive look given to it by the M6A-style nose. That said, I think of the land-based variants, the marks VIII, IX and X are my favourites.
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I agree - both about the Mks XIII, IX and X AND about beauty being inthe eye of the beholder. The whole series is a great work, though!
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The Skemcis continues to impress!
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Well, back to some AltCan... for the website's Falkland War page, I made a new profile:
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-prince-george-1.png)
HMCS Prince George - the sub sunk by the Argentine navy. The Prince Rupert-class subs were built in Canada to a slightly modified Oberon design.
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Now that's different. I like - love to see more sub profiles!!!
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Here's another:
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-lord-stanley.png)
HMCS Lord Stanley of Preston - Canada's first nuclear-powered submarine, based on a modified Oberon design with a CANDU-type reactor modified for submarine use. Lord Stanley became the first and so far only Canadian sub, and only the second nuclear sub in the world, to sink a ship in anger after sinking the ARA Piedrabuena during the Falklands War.
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And a couple more AltCan subs, though these correspond to RW subs, too; the only real difference here are the ensign/jack and name marking on the hull...
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-grilse.png)
HMCS Grilse - the first submarine commissioned into the postwar RCN. Modified Gato-class, ex USS Burrfish, in service 1961-1969 for training and gaining experience with submarine operations. Returned to the USN in 1969 and scrapped.
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-okanagan.png)
HMCS Okanagan - one of three British Oberon-class subs commissioned into the RCN - HMCS Ojibwa in 1965, HMCS Onondaga in 1967 and HMCS Ojibwa in 1968. These formed the RCN's first active submarine force. After introduction of the Prince Rupert-class SSKs between 1971 and 1974 the O boats were shifting to a training and proficiency-maintenance role, seldom leaving Canadian waters. Onondaga was the first to decommission in 1986, Ojibwa in 1987 and Okanagan in 1988. Onondaga is preserved as a museum.
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Here's the last batch of AltCan submarines!
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-rainbow.png)
HMCS Rainbow - ex US Navy submarine USS Argonaut was leased from the USN and commissioned into the RCN in 1968, replacing HMCS Grilse in the training role from 1969. After the commissioning of the fifth and last of the Prince Rupert-class SSKs in 1974, Rainbow was decommissioned and returned to the US, as the training and proficiency-maintenance role was taken over by the three Oberon-class boats.
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-sir-wilfrid-laurier.png)
HMCS Sir Wilfrid Laurier - The decision to commission a fleet of nuclear subs was made in 1983, based on the generally positive experience with HMCS Lord Stanley. The decision was made to use a British or French design to save time and avoid having to reinvent the wheel; the decision finally went in favour of the RN's Trafalgar class, and eight were ordered and commissioned between 1987 and 1994, named after early Prime Ministers. The first two were built in the UK, the remaining six were built by Canadian Vickers in Montreal and by Versatile Pacific in Vancouver. The primary difference between the MacDonald-class boats from the original RN design is the design of the reactor - the Canadian boats are powered by a CANDU-type reactor. The lead boat, HMCS Sir John A. MacDonald, is to decommission in 2013, and the remainder will be decommissioned one by one as the class' replacements, the Laura Secord-class, is commissioned. The last two MacDonald-class boats, HMCS Sir Robert Borden and HMCS William Lyon Mackenzie King are to be decommissioned in 2020.
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-laura-secord.png)
HMCS Laura Secord - In 1995, the RCN unveiled its "Navy 2020" plan, which called for the replacement of the MacDonald-class of nuclear submarines, with nine to be in service by 2020. It was decided to purchase a licence to build vessels of the French Barracuda design, and the first two, to be called HMCS Laura Secord and HMCS Major-General Sir Isaac Brock, were laid down in 2004. They were launched in late 2010, underwent sea trials through 2011 and were commissioned this year. As with the MacDonald-class boats, the original design was modified in terms of the powerplant, the Secord-class boats receiving a CANDU-type reactor. HMCS Laura Secord and HMCS Sir Isaac Brock were commissioned into the RCN on Dominion Day, July 1, 2012 at Halifax. Brock is to set out on a round-the-world goodwill tour at the end of July, 2012; scheduled port visits include Washington D.C., USA; Stanley, Falkland Islands; Auckland, New Zealand; Sydney, Australia; Cape Town, South Africa and London. The first two boats are to be followed by one new boat each year from 2014 until 2020. The third boat, to be called HMCS Joseph Barss is to be launched at the end of 2012 and commissioned in early 2014, and the fourth, HMCS Tecumseh, has begun construction at Versatile Pacific Shipyards in BC, and is to commission in 2015.
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:)
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(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-bonaventure.png)
HMCS Bonaventure (CV 22) - two ships built to a modified Forrestal design, HMCS Queen Charlotte (CV 23) and HMCS Bonaventure were commissioned in 1971 to replace the modified Majestic-class HMCS Bonaventure (CVL 22). The image here is illustrative of Bonnie during the Falklands campaign (as suggested by the Army CH-147 Chinook helicopter on the lift). Somewhat shorter than the Forrestal-class, the Queen Charlotte-class carriers deleted the forwardmost lift and replaced the guns with four Sea Cat SAMs. Queenie is flagship of the Pacific Fleet, while Bonnie is the flagship of the Atlantic Fleet. These ships can carry up to 72 aircraft operationally; at present, the standard air wing consists of 70 aircraft - 36 CF-201N Seafire II fighters in two squadrons, 8 CEF-110N Spirit combat jammers, 4 CE-121 Hawkeye AEW and 6 CP-170 Viking ASW aircraft, 4 CC-121A Greyhound transport aircraft, along with 8 CH-148 ASW and 4 CH-148 minesweeping helicopters. Both took part in the Vietnam War, HMCS Bonaventure played an important role in the Falklands War, in NATO operations against Yugoslavia (Operation Allied Force) and in the 2011 operations against Libya, while HMCS Queen Charlotte took part in the first Gulf War and in operations in Afghanistan.
(http://i674.photobucket.com/albums/vv104/litvyak/bonnie-island.png)
Close-up view of the island. In the early 1980s, the standard air wing comprised 36 CF-110N Spectre fighters in two squadrons, 4 CE-121 Hawkeye AEW, 6 CP-121 Tracker ASW aircraft, 4 CC-121 Greyhound transport aircraft, along with 8 CH-124 Sea King ASW and 4 CH-124M Sea King minesweeping helicopters. During the Falklands deployment, Bonnie carried only 36 CF-110N, 2 CE-121 and 2 CP-121 of the standard complement, the remaining aircraft being left in Canada to make room for the CH-147 Chinook helicopters of 706 Transport & Rescue Helicopter Squadron (Canadian Army) and two companies from the Queen's Own Rifles of Canada.
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I hope that phantom is going to drop its landing gear soon... :o
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I hope that phantom is going to drop its landing gear soon... :o
Unless of course the RCN perfected the rubberised deck concept that the RN abandoned in the 50s.
Great looking ship by the way.
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Not rubber, antigrav!
Anyways my CF-110 profiles were done gear up and I couldn't be bothered to draw tiny wheels under it... though that might be a bit ironic there considering the boat... :P
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Ehem...its a "ship", not a boat!!! Submarines and surface craft under 50m in length are boats, anything over is a ship. You've been warned ;)
Nice drawing man! I do have some designs for smaller carriers I want to show you though if you want to play with around with it.
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Ehem...its a "ship", not a boat!!! Submarines and surface craft under 50m in length are boats, anything over is a ship. You've been warned ;)
In the Royal Navy parlance a submarine is always a boat. Her Majesty’s Submarine never a HM Ship. The definition being a ship is something one can strut the deck of but a boat being something one hops into. Which would make for an interesting committee meeting if a RN descended Navy was ever to acquire some kind of full stealth vessel like the Sea Shadow. Is it a boat or a ship? Then there are launches and barges…
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Just about all, if not all submariners refer to their subs as boats. My comment was supposed to reflect that, guess I missed a comma. Textbook definition I've always heard is a vessel's length is the determining factor. If the RN is different well they certainly have a right to be. They have been doing it a lot longer than most of the rest of us :D
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Ehem...its a "ship", not a boat!!! Submarines and surface craft under 50m in length are boats, anything over is a ship. You've been warned ;)
Nice drawing man! I do have some designs for smaller carriers I want to show you though if you want to play with around with it.
Sure, could be worth looking at! :) Right now I'm working on the carriers in which there's overlap between RW and AltCan - Warrior, Maggie and Bonnie (CVL 22), while I figure out just exactly what I want to do for the Magnificent-class CVNs that are to replace the Queen Charlotte class carriers. All I know so far is that it's a nuc-powered scale-up of the RW RN QE class.
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Here are some AltCan profiles I'd forgotten I'd finished!
(http://i674.photobucket.com/albums/vv104/litvyak/ch136-ca-vn-1.png)
The CH-136 Kiowa (serials 136201-136428) entered service with the Canadian Army in 1971, the first ten being delivered from the USA, while the remainder were built under licence by Fleet Canada. The first few dozen Canadian-built Kiowas were sent directly to CA units in Vietnam, where they were used primarily as light gunships, and occasionally in the MEDEVAC role until the withdrawal in 1975.
(http://i674.photobucket.com/albums/vv104/litvyak/ch136-ca-std-1.png)
The ten American-built Kiowas remained in Canada for familiarisation and conversion training, while many more Canadian-built units, remained in Canada for use in various roles. The scheme seen here is the first used on home-deployed CH-136s, overall green with yellow lettering, used between 1971 and 1984.
(http://i674.photobucket.com/albums/vv104/litvyak/ch136-ca-euro-1.png)
The first overseas CA units not in Vietnam to receive the Kiowa were those stationed at Fort Wonju, South Korea, in 1972; subsequently, CA units in Europe also received the CH-136, all wearing the standard overseas camouflage. The yellow lettering was used from delivery until 1984.
(http://i674.photobucket.com/albums/vv104/litvyak/ch136-ca-std-2.png)
(http://i674.photobucket.com/albums/vv104/litvyak/ch136-ca-euro-2.png)
In 1984, the CA replaced the yellow lettering with black, but otherwise the paint remained unchanged until 1988.
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(http://i674.photobucket.com/albums/vv104/litvyak/ch136-ca-std-3.png)
In 1988, the CA did away with the overseas camo, standardising all tactical helicopters - including the CH-136 - in overall green with loviz lettering. This scheme was in use on all Kiowas until the type's retirement in 1995.
And, here's something new:
(http://i674.photobucket.com/albums/vv104/litvyak/hmcs-warrior.png)
HMCS Warrior - the Royal Canadian Navy's first post-war aircraft carrier. Leased from the Royal Navy and operated from 1946 until 1948, it carried 37 aircraft operationally, a mix of Fairey Firefly, Fairey Barracuda and Hawker Sea Fury aircraft.
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:)
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I love your postings on an alternate Canada. Do you not have a timeline-history on how this came on about and on the foreign affairs in this scenario?
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Thanks, glad you enjoy it! :)
I don't really have a timeline made up (yet)... there's just been the tidbits that come up here and on the AltCan site (http://altcan.webs.com/ (http://altcan.webs.com/) ). Haven't really got to compiling a timeline yet, what with there also being other projects going on concurrently (especially now with the AltBC project, too!).
Divergence point is basically the end of WW2... foreign affairs haven't worked out too much beyond little bits and pieces - like, far more and more extensive cooperation between the Commonwealth Realms, Canada took part in the Vietnam War and in the Falklands War, Canada to this day recognises the Taipei government as the legitimate government of all China, etc.
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Nice drawing man! ...
Ehem ... that's the "1st lady of whiff" yer talkin' too. Now you've been warned ;D
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Well she apparently didn't care so.... ;D
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I myself say "man" and "dude" without regard to gender of the listener... by this point, I think those have become non-gender-specific terms, at least when used as an interjection... :D
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And here begins the latest instalment of AltBC stuff...
Supermarine Swan Song
The last indigenous BC combat aircraft
The RBCAF entered the jet age operationally in 1951 with the Supermarine Attacker, as manufactured by Supermarine BC in a de-navalised version. Intended as a fighter, it wasn't greatly suited for the role, and by 1955 it was relegated to the ground attack role after the Supermarine (BC) Swift F.1 entered service.
In 1959, the BC-ised version of the Supermarine Scimitar entered service with the RBCAF in the FGA role; these aircraft were built in BC by Supermarine as a de-navalised version of the British Scimitar, and apart from the different cannon fit (Tobin AC.2 30 mm cannon instead of Aden) and the lack of naval equipment, the Scimitar FGA.1 was quite similar to its RN counterpart.
Almost as soon as the Swift F.1 entered RBCAF service, work began on a replacement, a further development of the Swift. Unfortunately, problem after problem came up, continually delaying progress on the project, and in 1958 de Havilland BC proposed to the RBCAF a land-based version of the de Havilland (UK) Sea Vixen then in the late stages of development; DHBC promised that the type could enter service in BC by 1961. Supermarine also insisted that the new Swift-based fighter would be ready by 1961 as well, but the RBCAF was sceptical of this claim, and so they turned to DHBC, promising an order for the Vixen if a prototype to production standards was ready by January 1960. DHBC delivered - early, with the production-standard prototype taking to the air in September 1959. The RBCAF kept its word, placing an order for 80 Vixens that entered service from late 1960; the Swifts, which had been problematic, were retired after only 5 years in service.
The procurement of the Vixen bought Supermarine time to continue work on the new Swift-derived fighter, after the RBCAF said that it would expect to be looking to replace the Vixen around 1970. In mid 1963, the RBCAF gave the go-ahead to a Supermarine project called "Skookum Scimitar". This official go-ahead was actually just the first public acknowledgement of a "black project" that had been in the works in Supermarine's "Dark Corner" since 1960 - a Scimitar-based multirole fighter. The stated intention of the Skookum Scimitar project was to field an aircraft that would eventually replace both the Scimitar and the Vixen in RBCAF service.
Once the go-ahead was given, all work on the Swift-based project was stopped, and all of Supermarine's capabilities were focussed on the new project. In May 1964, a Scimitar test mule flew with basic Skookum Scimitar electronics, followed in June by another Scimitar test mule with an interim radar set. By November, the first aerodynamic prototype was ready, a modification of a Scimitar airframe. This underwent several tweaks before the first flying prototype Skookum Scimitar was rolled out in August 1965. This was a two-seat version of the Scimitar powered by two Rolls-Royce Spey 202. A modification of a Scimitar airframe, it retained the original Scimitar nose as it did not have a radar fitted.
The second flying prototype took to the air in early September 1965; this was essentially identical to the first, but it incorporated the new nose, designed to house a new radar system then in development at Ferranti. The flights of the two prototypes produced much data to study, and over the winter and following summer a great deal of work was done in further refining the design.
In October, 1966, the first pre-production Skookum Scimitar made its maiden flight, and glamour shots of the aircraft taken from a distance were released to the public in November. These showed the major, immediately-noticeable difference between the prototypes and the refined design - the empennage had undergone a complete redesign.
The RBCAF ordered a batch of five pre-production Skookum Scimitars on 8 November 1966, and extensive trials of the five aircraft were undertaken in northern BC between December 1966 and September, 1967, while in March of 1967 the aircraft was given a formal RBCAF designation, and the Supermarine Shukopoots ("Rattlesnake" in Chinook Wawa) was born.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/ss-protos.png)
(tbc!)
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:)
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Supermarine Swan Song, continued
In October 1967, the first production-standard Shukopoots FGA.1 made its maiden flight and began service trials, with three more taking to the air over the subsequent three weeks. The four LRIP aircraft, BC7600 through BC7603 were temporarily fitted with a Blue Circle radar set (that is, concrete ballast) until January 1968, when Ferranti finally delivered the first production AI.23 (Blue Parrot/AIRPASS II) radars. These sets were installed onto BC7600 through BC7603, and radar integration trials were completed in April 1968. 1 OTU accepted the production Shukopoots FGA.1 in May, and production began to fulfil the first RBCAF order for 66 aircraft. The Shukopoots FGA.1 was IOC declared on 17 August 1968 with No. 101 Sqn RBCAF.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga1-1.png)
Through the remainder of 1968, aircraft were delivered to No. 101 (S) Sqn, based at RBCAF Cranbrook, and No. 10 (S) Sqn, at RBCAF Terrace. The aircraft of both these units were delivered in the standard RBCAF strike camo scheme of Forest Green (BCSI-59-403), Dark Green (BCSI-59-404) and Dark Slate Grey (BCSI-59-606) over Sky (BCSI-59-503). The production Shukopoots FGA.1 retained the twin Tobin AC.2 30 mm cannon of the pre-production examples, and for air-to-air combat were capable of carrying Firestreak and Red Top missiles. In the air-to-ground role, the Shukopoots introduced two new weapon systems to the RBCAF - the French AS-20 ASM and the American AGM-62 Walleye glide bomb, which greatly improved the RBCAF's ability to effectively attack surface targets. Various iron bombs could also be carried.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga1-2.png)
The third unit to convert to the Shukopoots FGA.1 was No. 5 (MS) Sqn, which had since 1959 been a dedicated maritime strike unit based at RBCAF Comox. 5 Sqn's aircraft wore a distinct camouflage scheme of Blue Grey (BCSI-59-508) and Dark Slate Grey (BCSI-59-606) over Haze Grey (BCSI-59-603).
(tbc)
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The Shukopoots look great
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga1-saaf.png)
International interest in the Shukopoots FGA.1 was disappointing, but it was well known that Supermarine was working on an improved variant even as the first FGA.1s began to roll off the production line; this is perhaps a factor in the limited interest. In the event, the FGA.1 found only one foreign customer - the South African Air Force. The SAAF ordered a total of 60 aircraft - 54 fully combat capable FGA.11 and 6 T.11 trainers, which replaced the aft bombardier/radar operator's equipment with a second set of flight controls for the instructor. The SAAF operated their Shukopoots until 1991, and through the late 1970s and the 1980s they saw considerable action in the Border War with Angola. Shown here is an FGA.1 of No. 3 Sqn (SAAF).
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f1-1.png)
While production of the FGA.1 was getting up to speed and successfully replacing the Scimitar in the strike role, work continued on the development of a dedicated air-superiority fighter to replace the DHBC Vixen as the RBCAF's tactical fighter. Using the FGA.1 design as a starting point, Supermarine made a number of significant changes. Immediately noticeable is the single-seat cockpit and the different nose - where the FGA.1 used the Ferranti AI.23 ("Blue Parrot") radar specifically suited for the strike role, the F.1 carried the Magnavox AN/APQ-104, which was designed for air interception. As an air-combat specialist, the F.1 could not carry the air-to-surface missiles that could be used by the FGA.1, though it could carry iron bombs. To make up for this, the air-to-air capability of the F.1 was expanded: in addition to the Firestreak and Red Top AAMs, the F.1 could also carry the Blue Dolphin AAM, a radar-guided version of the Red Top. The standard weapons load for an F.1 was two Blue Dolphin and two Red Top missiles.
The Shukopoots F.1 entered squadron service in 1971 with No. 7 (F) and No. 3 (F) Squadrons, with No. 9 (F) Squadron following in 1972. The F.1s were delivered from the factory in the last air superiority scheme to have been worn by the Vixens - upper and lower surfaces painted Sky (BCSI-59-503) with side surfaces painted French Grey (BCSI-59-604).
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fr1-1.png)
A third variant had also been in the projected, but this was deemed least important of the three, and so serious work began only after the FGA.1 had been delivered to squadron service. The Shukopoots FR.1 was a photo-recce variant that removed all weapon capabilities (though retaining one cannon for emergency self-defence) and replacing it with a new nose. This nose carried an array of cameras, along with a Texas Instruments AN/APQ-99 radar. A total of twenty were built, using the FGA.1 tooling. These entered service in 1973, ten aircraft going to No. 104 (PR) Squadron, and another ten to No. 111 (PR) Squadron. In 1974, however, 111 Sqn temporarily stood down in preparation for converting to a fighter squadron, and all twenty of the FR.1s were gathered at 104 Sqn.
(tbc!)
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Shukopoots F.1 --- is right on in profile, colors, write up. :)
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Love the Shukopoots!!! I'd love to see some in SEA camo (night and day) in an alternate Vietnam with Canadian involvement. Keep 'em coming 8)
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I do have something Vietnam-related to come... though perhaps not quite what one might expect! ;)
Am curious though - what is the difference between 'day' and 'night' SEA camo? I'm only really familiar with the green+green+tan scheme like on this AltCan CF-108C:
(http://i674.photobucket.com/albums/vv104/litvyak/cf108c-409-2.png)
(Note: While Canada of the AltCan-World from which the CF-108 originates did get involved in Vietnam, the Canada of the AltBC-World did not; as to whether BC got involved or not, I'll leave you in suspense until the next batch of profiles are done... ;) )
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If memory serves me correctly, "night" SEA camoflage has a black underside and possibly a darker color than the tan on the upper surfaces. I believe the SEA-pattern B-52's were in the "night" scheme.
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Ooooh nice CF-108!
Yep, "night" SEA was simply black in lieu of white on the undersides. The B-52s carried the black halfway up the sides and covered the vertical tail as well.
Here's some links to the scheme. You need to darken your greens a bit.
Day:
(http://www.jpsmodell.de/dc/draw/f4e_sea.jpg)
http://www.jpsmodell.de/dc/schemes/sea_e.htm (http://www.jpsmodell.de/dc/schemes/sea_e.htm)
Night:
(http://www.jpsmodell.de/dc/draw/b52d_sea.jpg)
http://www.jpsmodell.de/dc/schemes/sacsea_e.htm (http://www.jpsmodell.de/dc/schemes/sacsea_e.htm)
Don't get SEA confused with the similar "Asia Minor" scheme:
http://www.jpsmodell.de/dc/schemes/asiamin_e.htm (http://www.jpsmodell.de/dc/schemes/asiamin_e.htm)
Consider me in suspense then ;D
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More of the Supermarine Swan Song - Operation Housecat
(hopefully this is at least sorta plausible...!)
In 1970, Supermarine announced that it had received an order for 90 Shukopoots FGA.1 from the US Air Force. Given the US' unwritten "not built here" rule, this order came as something of a surprise in aviation and defence circles. The ninety aircraft - given the factory designation Shukopoots FGA.21 and the USAF designation F-112A Rattlesnake (and given serial numbers 70-0020 through 70-0109, reused from a block assigned to a cancelled F-111D order) - were delivered to Edwards AFB in between December 1970 and February 1971, where they were all assigned to the 6510th Test Wing. Over the following months, two squadrons were formed to operate the F-112s, which were successively deployed to Vietnam in 1971 and 1972. In early 1973, the last F-112A returned from Vietnam to Edwards AFB, where the aircraft were returned to the 6510th TW, where they remained until they were returned to Supermarine in the summer of 1976.
The F-112A had a significantly different weapons fit than the Shukopoots FGA.1, though it retained the Blue Parrot radar. Instead of the two AC.2 30mm cannon, the F-112A was fitted with two 20mm Pontiac M39 cannon. In terms of missile capability, it was capable of carrying the AIM-9E air-to-air missile, as well as the AGM-12 Bullpup air-to-surface missile and the AGM-78 Standard ARM anti-radiation missile. Of course, a wide array of iron bombs could be carried as well, along with Paveway I series LGBs. Further, the IFR system was replaced with a USAF-style receptacle for refuelling via boom.
Very little information was available at the time about the F-112 and its operations, and the RBCAF was perhaps understandably secretive about the formation of Shukopoots squadrons and about some extensive training deployments made by RBCAF personnel to Edwards AFB. Given the lack of concrete information, several conspiracy theories arose around the question of the Supermarine F-112 Rattlesnake.
The official story, issued by the RBCAF, the USAF, Supermarine, the BC Defence Ministry and the Pentagon, was that the USAF had purchased the aircraft simply for use in Vietnam, and after the withdrawal, the type became superfluous to needs. Initially the USAF considered using them as drones, but decided instead to return them to Supermarine, who dismantled them to sell off as parts.
The full, true story of the F-112 didn't emerge for decades. In 2004 an article was published in the Vancouver Dominion newspaper, in which a man identified only as a retired RBCAF officer described in vague terms RBCAF operations in the 1970s, mentioning Edwards AFB among other things, and hinting about operations in Vietnam. Over the following year, a few other ex-RBCAF officers came out with similar stories, some vague, others somewhat more specific. But the story remained mostly out of the public eye, restricted to the attention of those with an interest in aviation or history, until in October 2005 it came out that Flt Lt George Nikolich of the RBCAF had been awarded a posthumous Victoria Cross in 1974, confirmed by a letter leaked to the Victoria Times-Colonist by an employee of the Defence Ministry. "How could that be?" was the question on the minds of BC's public, when such great fanfare was made about Sgt Dennis Gordon in 1991, when he was awarded the VC for heroism during the Gulf War. Sgt Gordon was the first British Columbian to receive the VC since WW2! At least, that was the official story until the leak of the Defence Ministry document. The Defence Ministry's only comment was to acknowledge that yes, Flt Lt Nikolich was indeed awarded the VC in 1974, but would comment no further as the events surrounding the award were still classified. The "retired RBCAF officer" of the original Vancouver Dominion article resurfaced, still without being named, saying that he was in the same unit as Flt Lt Nikolich, at the same time, and that all of the squadron was there for the award ceremony that was attended only by squadron members, Air Vice Marshal Edwin McDougall, the Governor General, several other high-ranking BCDF officers and a USAF general. After this, the issue gradually faded from the public mind until 2009, when a book was published by the "retired RBCAF officer" under a pen-name, which told the entire story. Though neither the Defence Ministry nor the RBCAF has commented either way on the veracity of the book's claims, and the USAF's official response to inquiries from the BC media was along the lines of 'we were not aware such a book had even been published', the story is nevertheless plausible. Which story is true? We'll have to wait until the relevant files start becoming declassified in 2019...
In the long history of up-and-down relations between BC and the United States, the late 1960s was an 'up' period, at least on the governmental level; general public sentiment, however, was less favourable, especially because of the war in Vietnam.
The Dominion government, however, was broadly in agreement with the aims of the war, but due to public opinion it was unable to openly commit to the effort. So, in late 1968, secret discussions began between HMDG and the US Government which led to an agreement culminating in the USAF order for the Shukopoots.
BC made a two-year commitment to aiding the war effort, subject to re-evaluation after the two years was up. Under the terms of the agreement, the RBCAF would send two squadrons to Vietnam, one squadron at a time, for a period of 12 months each. Of this 12 months, only 8 were spent in-theatre. Two months were spent in training with the USAF prior to deployment, followed by four months in Vietnam. This was followed by a month's leave, during which squadron members could, if they wished, return to BC. The unit then returned to Vietnam for another four month combat tour, after which the unit returned to the US, where it helped train up the replacement squadron for a month before returning to BC.
Since it couldn't be openly known that BC was taking an active part in the war, a deception strategy was devised. It was part of this strategy which brought about the USAF order for the Shukopoots. Another part was the selection of the personnel who would take part in the deployments - only those who were eligible for North American Eyes Only clearance would be assigned to the operation, codenamed "Housecat". Another factor to consider was language, but more on this later...
From delivery until 3 March 1971 all the F-112A were located at Edwards North Base; on that day, No. 9 (F) Squadron (RBCAF) arrived at Edwards with brand-new Shukopoots FGA.1s in RBCAF markings, after the unit's pilots had undergone a conversion course to the Shukopoots FGA.1 in January-February 1971. The rest of the squadron's personnel arrived over the course of the next two weeks. From there, they redeployed in secret to Nellis AFB, where they spent their two months' training for operations in Vietnam. Once there, they flew only in the F-112s, and during their absence, their FGA.1s were flown by USAF pilots, mainly for appearance's sake.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga1-f112-1.png)
9 Sqn deployed to Vietnam on 3 June 1971 as the 392nd Tactical Fighter Squadron, part of 49th Wing based at Holloman AFB, New Mexico. The choice of number - one that was not assigned to any USAF unit at the time - is significant: during WW2, 9 Sqn was an Article XV squadron operating as 392 Sqn RBCAF (this is a tidbit that was soon latched onto by the conspiracy theorists - an example of them being right sometimes!). The aircraft carried the HO tail code, and the squadron personnel wore USAF uniforms, and each member was given a fictitious personal history, complete with false papers - memorising new birthplaces, high schools, and other such details was part of the two-month training program. As mentioned earlier, language* was a factor in the selection of personnel to be assigned to Operation Housecat. They had to be fluent in English, of course, and had to have as little of the distinctive BC accent as possible. This meant that the vast majority of personnel selected were from either the Greater Vancouver area or the area around the towns of Trail, Salmo and Creston, where the accent is quite similar to that of eastern Washington state: a BCer from Victoria or Prince George, for example, would have great difficulty passing off as an American (or as a Canadian, for that matter!).
<<* Side note: yes, I *have* even worked out details of the AltBC dialect!>>
Operationally, "392nd TFS" flew Wild Weasel missions for the first seven months of their combat time, thus their aircraft were painted in the day version of the USAF's SEA camo scheme. The Shukopoots proved well-suited to this role, but at the beginning of their last month in combat, they were shifted to night strike operations and their aircraft were repainted in the dark version of the SEA camo.
After the 392nd finished their eight months of combat duty, they returned to Nellis AFB where they spent a month training up their replacements prior to returning home to BC with the FGA.1s they flew down with to RBCAF Terrace where they spent two weeks being debriefed, then picking up their new aircraft - the Shukopoots F.1. Gradually, 9 Sqn crews who had taken part in combat operations were reassigned to RBCAF strike units - 5, 10 and 101 squadrons.
The second squadron to take part in Operation Housecat was 111 Squadron. 111 Sqn had been a recce unit since it was first established before WW2, but it had stood down in 1959. Pilots and ground crews selected to take part in Housecat were gathered into the newly re-established 111 (S) Squadron, where they underwent conversion to the Shukopoots FGA.1 before heading to Nellis AFB with their new aircraft. From then on, their story was similar to 9 Sqn's. 111 (S) Sqn RBCAF became "399th TFS" of 49th Wing - night-attack specialists throughout their combat deployments to Vietnam.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga1-f112-2.png)
It was during one of these missions in 1972 that Flt Lt George Nikolich earned his posthumous Victoria Cross. During a pre-dawn strike, Nikolich's wingman, F/o Doug Davis, took considerable damage from a SAM strike. The aircraft remained flyable, however, and Nikolich escorted Davis back towards their airbase. During the return flight, they were bounced by a pair of VPAF MiG-17s. The MiGs drove in to try to finish off Davis' damaged aircraft. Nikolich's first Sidewinder shot downed the MiG leader, but the second MiG successfully evaded the second (and last) missile. Nikolich then observed that the MiG was going after Davis again, so he attempted to distract the MiG again. In the ensuing dogfight Nikolich made a mistake that saved Davis: the MiG had managed to get onto Nikolich's six, but the spacing was closer than Nikolich had assessed with his backwards glance, and his in an attempt to get off the MiG's nose, Nikolich pulled up sharply. This brought him directly into the MiG's line of flight, and the VPAF pilot was unable to dodge. Both Nikolich's F-112 and the VPAF MiG were destroyed in the collision, but it put Davis in the clear, who was able then to nurse his damaged aircraft back to base. After the debriefing, 111 Sqn's officer commanding submitted Nikolich's name for the Victoria Cross to RBCAF command. Due to the secrecy around British Columbian involvement in the War, the Air Chief Marshal forwarded the recommendation directly to the Prime Minister and the Governor General. After the official confirmation of the award in 2005, Flt Lt George Nikolich VC was given a full state funeral in Victoria.
399th TFS/111 Sqn returned to Nellis AFB in the beginning of 1973, where it underwent the same wind-down process as did 392nd TFS/9 Sqn, dropping off their F-112As and flying home in their FGA.1s. However, 111 Sqn exchanged their FGA.1s for ten new FR.1s, becoming a recce squadron as they had previously been.
The Vietnam experience brought much new data for Supermarine to study, which directly influenced the design of FGA.1's replacement, the Shukopoots FGA.2.
The survivors from the 90 F-112A which had been "ordered" by the USAF remained in the US until 1976, after which they were crated up and returned to Supermarine by rail. Supermarine dismantled the aircraft into components and sold the entire lot to the South African Air Force to serve as a parts store in October of 1977, when it became apparent that the UN would soon impose a mandatory arms embargo against South Africa.
(tbc with F.1 exports!)
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Great storyline! I love the conspiracy theory angles :D
At one point (referring to the Vancouver Dominion article) Flt Lt Nikolich becomes a Sqn Ldr? Posthumous promotion or just a glitch?
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Just a couple of nit-picks:
The Colt Mk 12 was a US Navy weapon that fired a completely different type of 20mm and would never be ordered by USAF. Instead they used the Pontiac M39 20mm.
The US air war in VietNam was not active in 1973. The North had invaded the South in 1972 (Easter Offensive) which had sparked the massive LINEBACKER I & II air campaign against the North. This lead to a cease fire in 1973. While the insurgency continued in the South there were no major US air offensives against the North or Ho Chi Minh Trail after LINEBACKER II.
But 1971-72 would be a very fruitful time for the Shuki to be involved in VietNam. You have the massive COMMONDO HUNT VII campaign against the Ho Chi Minh Trail in summer 71-72. Then you have the Easter Offensive and LINEBACKER I & II.
But apart from these minor nit-picks it’s a fantastic idea.
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Love the profiles and the story!!!! Nice touch with the covert angle, well done. That camo just fits the Shukopoots doesn't it? 8)
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I like AGRA's "Shuki"! I was leaning towards 'Poots but it's not very butch.
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How about "Shukos"?
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Thanks everyone! *phew* Relieved you all like it! Was worried it may be a bit over the top. :P But I had fun coming up with it!
At one point (referring to the Vancouver Dominion article) Flt Lt Nikolich becomes a Sqn Ldr? Posthumous promotion or just a glitch?
Glitch - and fixed. I'd started out with him as a Sqn Ldr but then decided that's probably a bit too high a rank to be right out there on the tip of the blade.
Just a couple of nit-picks:
The Colt Mk 12 was a US Navy weapon that fired a completely different type of 20mm and would never be ordered by USAF. Instead they used the Pontiac M39 20mm.
Fixed - thanks! I wanted something American instead of the BC-made Tobin cannon, looked first at the F-4, thought no, that'd probably need too much of a redesign, then thought, hm.. F-8? Ooh, 20mm should work! Didn't even think to think the USN and USAF might use incompatible ordnance...
The US air war in VietNam was not active in 1973.
<snip>
Hmmmm, you're right, of course.
And now I've thought of a solution and will amend the text appropriately in a moment: instead of 3 years/18 months, the agreement is for 2 years/12 months. So 9 Sqn does its two month training in the US and deploys to Vietnam in July 1971 as I'd written. They're in combat for four months, then get October off, then back in for four months, then go back to the US in March to train 111 Sqn up; 111 arrives Nellis in February, does their two months training, gets to Vietnam in April, gets August off, back to Vietnam in September, and their second four months is up at the end of December 1972 - accidentally but neatly coinciding with the end of Linebacker II.
I like AGRA's "Shuki"! I was leaning towards 'Poots but it's not very butch.
Shuki is great and I think vastly better than 'poots... because the latter A, sounds too much like "putz" in English, and B, Chinook Wawa - opoots means behind, rear... Shukopoots literally is rattle-behind or rattle-rear (like the word for skunk means stink-behind). So I don't think British Columbian pilots, who speak English and are probably at least conversant in the Wawa, would call their rides a putz or an arse... :D But Shuki, Shuker, Snake I could all see. :)
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That camo just fits the Shukopoots doesn't it? 8)
Yeah, somehow, it really does! Certain schemes just seem to fit certain airframes like if they were planned for each other, and I think this has turned out to be one such!
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Sorry for the three in a row... but I've edited the original text to reflect the changes to the deployments... and added something I forgot to add originally, regarding the personnel selection process... :)
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Definitely lookers in that camo!
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More of Supermarine Swan Song - Shukopoots F.1 exports
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f1-caf-1.png)
In the late 1960s, the Royal Canadian Air Force was engaged in a drawn-out selection process for a new fighter. Initially, the RCAF wanted the F-4 Phantom, but McDonnell's unwillingness to allow licence production in Canada proved a dealbreaker. Other types were considered, and Supermarine, via the RBCAF, kept the RCAF up to date on progress with the Shukopoots; an RCAF test pilot flew the first second prototype Shukopoots twice, and thereafter a small team of RCAF evaluators were present at the tests of the subsequent pre-production aircraft. When it became apparent that only Northrop was willing to allow Canadair to licence-build a new fighter, the RCAF finally decided in 1968 to go with the Shukopoots, considering it a far superior platform than the F-5.
Canadair undertook licence production of the aircraft for the Canadian Armed Forces Air Command (reunification happening before production could commence) starting in 1969 (thus predating the F.1), though Supermarine did give the type an internal designation - Shukopoots F.11. The CF-111 Rattlesnake was something of a hybrid of the Shukopoots FGA.1 and F.1 variants - an F.1 airframe carrying an AI.23 radar and capable of carrying the an air-to-air weapons fit equivalent to the F.1 (AIM-9 and AIM-7 for the CF-111), and an air-to-ground missile load the equivalent of the FGA.1 (AGM-62 Walleye and AGM-12 Bullpup). Canadair built 89 CF-111A single-seat and 45 CF-111D two-seat Rattlers, which in 1978 were rebuilt with Spey 205 engines. The CF-111As remained in front-line service with 433 and 434 Sqns until 1988, while the CF-111D remained operational with 419 (Tactical Fighter Training) Sqn until 1995.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f1-iqaf-1.png)
The first export customer for Supermarine-built F.1s was the Iraqi Air Force, who ordered 65 F.1s along with 8 T.1s. The Iraqi F.1s were given the designation Shukopoots F.31 (the trainers were T.31) and called "rattlesnake" by the Iraqis, and were delivered in 1972. They saw extensive service in the Iran-Iraq war, putting up a satisfactory record: 14 kills for 16 losses (though in its defence, 7 of the losses were kills scored by Iranian F-14s). They remained in service until the first Gulf War as well, during which one was shot down in an intriguing irony: the kill was made by an RBCAF Shukopoots F.4! Many were destroyed on the ground, and about a dozen took refuge in Iran, but those airframes have not flown ever since. The last known flight of an Iraqi Shukopoots F.31 was in 1993, when it was shot down by an American fighter patrolling the southern no-fly zone.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f1-haf.png)
The second foreign order came from the Hellenic Air Force who ordered 66 F.1s. Designated Shukopoots F.41, they were wired to carry AIM-9 and AIM-7 missiles instead of the Red Top and Blue Dolphin, but were otherwise identical to the RBCAF's F.1s. Greek pilots converted to the type in BC at RBCAF Terrace. The HAF F.41s were retired in 1984.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f1-ieaf.png)
The Imperial Ethiopian Air Force had established a relationship with the RBCAF after WW2, when the RBCAF helped Ethiopia set up a new air force. The IEAF was also no stranger to Supermarine BC products, either, having flown the Skemcis F.92 from 1946 until 1960. In 1972, the IEAF was looking for a replacement for its F-86 Sabres, and quickly decided on the Shukopoots - in part because BC was willing to provide air-to-air missiles (though only the Red Top), whereas the Americans, who had offered the F-5A, were not. The IEAF received 44 Shukopoots F.51 in 1973, a year before the Derg overthrew the government of emperor Haile Selassie. Though the government changed later in the 1970s, the Ethiopian Air Force continued to operate the Shukopoots; they played a vital role in the Ogaden War, during which Ethiopian F.51s quickly established air superiority despite being outnumbered by Somali MiG-21s - the Red Top missiles proved a decisive factor. After Ethiopia began receiving Soviet aid, the Shukopoots fell into disuse; several can still be found rotting away at airfields in the country.
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More Supermarine Swan Song!
The Shukopoots FGA.1 had a reasonably long career with the RBCAF, with the first aircraft entering operational service in 1968 and the last being withdrawn from front-line use in 1975. However, by the end of 1972 Supermarine was working on a new version, in large part based on feedback received from RBCAF pilots who had flown the FGA.1 in combat in Vietnam. Before the feedback started to arrive, Supermarine and the RBCAF were intending to rebuild the FGA.1s with the new Spey 203, but the lessons learned in Vietnam were significant enough that it was decided to incorporate new features into the replacement for the FGA.1.
The first difference between the new Shukopoots FGA.2 over the FGA.1 was, of course, the engine. Replacing the Spey 202 was the Spey 203, which had a modified reheat control system that allowed for a faster reheat light-up time. The wing was also redesigned. Leading edge slats were added to increase manoeuvrability at the expense of speed, and the FGA.2's wing had greater flap deflection than the wing of the FGA.1.
Weaponry was also expanded: the addition of the AGM-65 Maverick had been planned as part of the intended FGA.1 rebuild program, but based on their experiences with the missile operationally in Vietnam, 9 Sqn's pilots enthusiastically recommended adding the AGM-78 Standard ARM anti-radiation missile. Further capability additions were the AS.34 Kormoran I anti-ship missile and Canadian-made CRV-7 rockets. In the air-to-air role the FGA.2 was still limited to the Red Top and Firestreak AAMs, but in the air-to-ground role the FGA.2 became truly potent - iron bombs, CRV-7 rockets, along with AS.20 and AGM-65 air-to-ground missiles, the Kormoran anti-ship missile, the AGM-62 Walleye glide bomb and the AGM-78 anti-radar missile gave the RBCAF a very wide range of attack possibilities.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga2-1.png)
The FGA.2 entered squadron service in 1974, receiving serials ranging from BC76200 through BC76262. The first aircraft going to No. 101 (Strike) Sqn at RBCAF Cranbrook. In 1974, the RBCAF introduced new painting schemes across the board, and the new strike scheme was applied to 101 Sqn's FGA.2s at the factory. The new scheme was Forest Green (BCSI-59-403) and French Grey (BCSI-59-604) over Sky (BCSI-59-503). In 1976, 101 Sqn deployed to Osan AB, South Korea, for 9 months.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga2-2.png)
No. 5 (Maritime Strike) Sqn based at RBCAF Comox was the next to replace its FGA.1s with FGA.2s, later in 1974. Though all FGA.2s were capable of carrying the Kormoran anti-ship missile, only 5 Sqn used the Kormoran (for the same reasons, 5 Sqn did not train with or use the AGM-78 anti-radar missile). Along with everything else, the maritime strike camo scheme was modified in 1974 as well - the FGA.2s were delivered in the new scheme of Blue Grey (BCSI-59-508), Ocean Blue (BCSI-59-509) and Ocean Grey (BCSI-59-605) camo over Haze Grey (BCSI-59-603). The closest the FGA.2 came to actual combat in the maritime strike role was a training mission with live Kormorans in which 5 Sqn attacked and sank a pair of WW2-era destroyers that the RBCN had removed from its strategic reserve and donated to the air force for this purpose. British Columbians occasionally got entertainment (or a fright!) when travelling on the BC Ferries Port Hardy - Bella Coola - Prince Rupert route, when 5 Sqn aircraft would make mock attack runs against the ferries. These were done in cooperation with BC Ferries, and passengers were warned well in advance of the fighters' arrival, so that they could go to (or leave) the deck in time to see (or hide from) the spectacle. These were generally well-received by the travellers, who got to get a rare glimpse into how their Air Force operated.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga2-3.png)
No. 10 Sqn was the last of the three strike squadrons to replace its FGA.1s with FGA.2s, receiving theirs in the winter of 1974-75. Being based in the north at RBCAF Terrace, a new scheme introduced in 1975 was applicable to 10 Sqn's aircraft - the Northern scheme (though commonly referred to by civilians as the "arctic" camouflage). This scheme consisted of Snow White (BCSI-59-002), Ice Blue (BCSI-59-502) and Forest Green (BCSI-59-403) over Dawn Blue (BCSI-59-501) with lettering in Antiglare Black (BCSI-59-004). This unique scheme was rarely seen away from the airbases at Terrace and Dease Lake, so were extremely popular when they paid visits to airshows in southern BC and elsewhere.
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Love this latest batch! The maritime strike version is my favorite 8)
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga2-raaf.png)
The Royal Australian Air Force leased new-build 24 FGA.2 in 1975 for a two-year period for extended evaluations, as they were considering a larger order including acquiring a licence to build the type in Australia. The RAAF FGA.2s were given the factory designation Shukopoots FGA.12. Though the RAAF was pleased with the type, the plan for acquiring and building a fleet of them had to be shelved due to budgetary constraints, and the 24 aircraft were returned to Supermarine in 1977.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga2-fap.png)
The 24 ex-RAAF aircraft were overhauled by Supermarine, and were then bought by the Fuerza Aérea Peruviana (Peruvian Air Force) in late 1977. The Peruvians were also well pleased with the FGA.12, and in 1978 they purchased 40 more FGA.2s from the RBCAF after they were replaced by the FGA.3. These then formed the backbone of the FAP's strike capability, and they remained in service until 1993.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga2-rokaf.png)
In 1973, a group of officers from the Republic of Korea Air Force visited the RBCAF to evaluate the Shukopoots FGA.1 then in service. The visitors were also shown around Supermarine, and were briefed on the development of the new FGA.2. The Koreans were suitably impressed, and the ROKAF test pilots who flew the FGA.1 were enthusiastic about the aircraft, and on returning to Korea the visiting group presented the Korean defence ministry with a glowing report and a recommendation to obtain the type. After negotiations were finished, the ROKAF ordered 40 aircraft to be delivered in a finished state from Supermarine, and kits for a further 60 that were assembled by Korean Air Lines. Korea's FGA.2s - designated KF-2 방울뱀 (Bang-ulbaem, "rattlesnake") in ROKAF service and Shukopoots FGA.22 by Supermarine, have been upgraded several times since their introduction and are in service, to be retired in the next few years.
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You are doing super profiles and schemes.
Number 10 squadron scheme really messes with my vision to make ID on aircraft and perhaps to follow it visually. :) :) :)
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f2-1.png)
Three years after the introduction of the F.1, Supermarine rebuilt them with Spey 203 engines in 1974. These were redesignated Shukopoots F.2 in RBCAF service, keeping the original serial numbers in the BC7670 through BC76132 range. While they were at the factory, they were repainted into the new fighter scheme of overall Sky 503 introduced that year. Apart from the new engines, though, the aircraft remained identical to the F.1. No. 3 (F) Sqn was the first to receive its F.2s in 1974, followed by No. 9 (F) and No. 7 (F) Squadrons in 1975. Later in 1975, 111 Sqn converted from recce to fighters, and the F.2 fleet was split four ways instead of three.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f2-2.png)
In 1976, the BCDF introduced new roundels for RBCAF and RBCN FAA aircraft. The new RBCAF Type D roundel was based on the WW2-era RAF Type B roundel. The F.2 had the new roundel applied that year, but otherwise the scheme remained unchanged.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fr2-1.png)
After the F.2 rebuild program was finished, Supermarine turned to the FR.1, rebuilding them with the new Spey 203 engine as well. Like the F.2, the Shukopoots FR.2 remained otherwise unchanged from the FR.1, but were repainted into the new recce scheme of French Grey 604 over Recce Mauve 505. The new recce scheme was specified in 1974, but the FR.1s never received the new paint, as they were already slated for rebuilding. After the rebuild, all FR.2s were gathered together at 104 (PR) Sqn, with the former 111 (PR) Sqn converting to fighters with the F.2.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fr2-2.png)
Like the F.2, the FR.2 also had their roundels replaced with the RBCAF Type D roundel introduced in 1976.
The FGA.2s, however, never received the Type D roundel, as their replacement, the all-new FGA.3 was already starting production in 1976; thus, the Type C roundel could be seen on Shukopoots variants as late as 1977.
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga3-1.png)
The FGA.2 turned out to have a short career with the RBCAF - introduced in 1974, and the last one was withdrawn by 1977 and sold to Peru. The FGA.2 was replaced from 1976 by the Shukopoots FGA.3, which featured a redesigned nose housing the new Blue Fox radar, an IR seeker and a laser designator. Air-to-air capability was the same as on the FGA.2, with option to carry Firestreak or Red Top AAMs. The air-to-ground options were considerably different, too. Gone was the ability to carry the AS.20 ASM that were withdrawn in 1975; in its place, the capability to carry the AM.39 Exocet was added. Other ASM options remained the same as on the FGA.2 - AGM-65 Maverick, AGM-78 Standard ARM, AS.34 Kormoran I, AGM-62 Walleye glide bomb. Also retained were the CRV-7 rocket and iron bomb capability, but a significant addition was the on-board laser designator which allowed the use of laser-guided bombs - in the RBCAF's case, these were the Paveway II series: GBU-10 2000 lb, GBU-12 500 lb and GBU-16 1000 lb.
As with the FGA.2, the first unit to receive the FGA.3 was No. 101 (S) Squadron at RBCAF Cranbrook, who in 1978 repeated their 1976 adventure by deploying for six months to Osan AB, South Korea, in 1979.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga3-3.png)
No. 10 (S) Sqn received their FGA.3s in 1976 as well, based at RBCAF Terrace with a detachment at RBCAF Dease Lake. 10 Sqn took part in the inaugural Maple Flag exercises at CFB Cold Lake in 1978.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga3-2.png)
No. 5 (MS) Sqn of RBCAF Comox received their FGA.3s in 1977. As was the case with the Kormoran missile, only 5 Sqn trained with and used the AM.39 Exocet. After the introduction of the Exocet in 1977, the Kormoran was removed from use and the RBCAF stockpile was returned to Germany.
From 1978, all FGA.3s were rebuilt to FGA.4 standard by replacing the Spey 203 engine with the Spey 205, and adding the option to carry the AIM-9L Sidewinder AAM and the Matra Durandal anti-runway bomb.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f3-1.png)
1978 saw the introduction of the Shukopoots F.3, which included major changes from its predecessor the F.2. Immediately evident is the completely redesigned nose/cockpit area. The F.3 replaced the AN/APQ-104 radar of the F.1 and F.2 with the export version of the Hughes AN/APG-63 system. The larger diameter of the AN/APG-63 necessitated the redesign of the nose, and it was decided to modify the cockpit layout and canopy design at the same time. Along with the radar change was the installation of the new Spey 205, which featured modifications to improve reliability and service life. The armament fit was also expanded, adding capability for the AIM-9L Sidewinder and the Skyflash. With these, the F.3's AAM capability grew to Firestreak, Red Top, Sidewinder, Blue Dolphin and Skyflash. The F.3 turned out to be an excellent fighter, and remained in RBCAF service until replaced in 1988 by the F.4.
The "Salmon Wars" continue - the "Accidental War" of 1983
The reader may note the small USAF insignia under the cockpit of the illustrated F.3... this was a relic of 1983's "Accidental War".
Through 1982 and the beginning of 1983 the RBCN and BC Coast Guard became much more aggressive in patrolling BC-claimed waters, chasing off Alaskan fishing boats that were fishing in disputed areas. In early 1983, tensions spiked after an Alaskan fishing boat shot down a BCCG helicopter. The captain of the vessel later reported that the shots fired were intended only as a warning to try to chase the helicopter off, but several rounds hit the pilot's side window, killing the pilot, who slumped over onto his controls, sending the helicopter crashing into the sea. The fishing boat rescued the other two crew members, who were questioned by Alaskan police before being returned to BC on a commercial flight through Whitehorse, Canada.
The downing of the BCCG helicopter caused a massive public outcry in BC, stoking anti-US sentiment and tensions over the disputed area on the Alaska-BC border to levels not seen since 1939, when RBCN Sea Skemcis and USN Kingfisher float-fighters were deployed to the area, or 1956-1959 after the collision incident between the patrol boat HMBCS Skidegate and the cutter USCGC Dexter. In response, the RBCAF increased air patrols over land and sea claimed by BC; the patrols were undertaken by No. 9 (F) Squadron based at RBCAF Terrace, supplemented by a detachment from No. 3 (F) Sqn normally based at RBCAF Comox. In response, 21st TFW based at Elmendorf AFB sent detachments of F-4Es and F-15As to Juneau airport, where they operated similar patrols over the extent of US-claimed territories.
On 11 May 1983, the first exchange of fire took place when a USCG cutter intercepted a BC fishing boat. The fishing boat put out a distress call, which was responded to by an RBCN hydrofoil patrol boat. The fishing boat ignored the cutter's order to withdraw from the area, responding that the cutter was in BC waters and that a report had been made regarding the incursion into BC territorial waters. The cutter repeated the warning, and after the second warning was ignored, the cutter put a shot across the bow of the fishing boat. The boat sent another message, this time reporting that it was under attack. The RBCN patrol boat HMBCS Sir Matthew Baillie Begbie arrived several minutes later thanks to its high speed, and without warning opened fire on the USCG cutter with its 12.7 mm machine gun, killing one of the USCG crewmen who was on deck. The cutter returned fire, missing the patrol boat. The patrol boat called to the cutter, informing it that it was illegally in BC waters, that it had acted aggressively against a ship flying the BC civil (red) ensign, and that if the cutter did not immediately withdraw, it would be attacked with the patrol boat's MM.39 Exocet missiles. The cutter backed down and departed, and on the following day the US Navy sent a Spruance-class destroyer from Naval Station Bremerton to the area. With the retirement of the cruiser HMBCS New Westminster in 1979, the RBCN had no surface ship nearly as large as the Spruance-class ships, but it did have SSKs and the missile-armed PHMs. The E-class submarine HMBCS Excalibur was sent north, along with three more PHMs from Esquimalt to supplement the five stationed at Prince Rupert and Skidegate.
As the situation was escalating rapidly, BC and US diplomats began talking, with the first meeting between the BC Foreign Minister and the US Secretary of State happening at Calgary, Canada, attended by the Canadian Minister of Foreign Affairs. This first round of talks started on 21 May and lasted six days before breaking down on 27 May after neither side was willing to compromise to a degree satisfactory to both sides. On 30 May, BC offered to submit to mediation with the UK serving as the arbiters, but the US rejected this proposal, claiming that the United Kingdom would be biased in favour of BC. The Americans made a counter-proposal on 2 June, offering Mexico as the mediator, but BC rejected this for the same reasons.
By that point, air patrols of both sides had become a daily thing, each side prodding at the other. On 24 May, four USAF F-4Es made a dash towards Prince Rupert; they were intercepted off the coast by RBCAF Lightnings of No. 1 (F) Sqn from RBCAF Terrace. After entering visual range, the F-4Es turned around and returned to base. On 26 May, three Shukopoots FGA.3 from the No. 10 (S) Sqn detachment at RBCAF Dease Lake undertook a "retaliation", in which they flew west at low level, hugging the terrain until popping up to buzz downtown Juneau at low level, causing several thousand dollars' worth of damage in broken windows; as the USAF fighters deployed to Juneau airport were up on patrol at the time, the FGA.3s managed to return to BC without being intercepted. This was the first instance of an air mission that entered airspace over undisputed land; the officer commanding the 10 Sqn detachment was chastised, but apart from the formal reprimand, no action was taken against him.
Such exchanges continued for over a week, each side testing the other. The largest of these occurred on 3 June, when four F-4Es armed for air-to-ground, escorted by four F-15As, headed for RBCAF Dease Lake. They were intercepted by Lightnings of No. 2 (F) Sqn based at Dease Lake, and after their RWRs went off when locked onto by SAMs of the Royal BC Artillery's air defence unit stationed at the base, the US aircraft withdrew.
A day earlier, the submarine Excalibur successfully closed on the USN destroyer, closing in to well within kill range off the stern of the ship; instead of torpedoes, however, the sub captain sent out a sonar ping and surfaced, making the signal "Bang, you're dead. Go home."
On 4 June, a USAF patrol of two F-15s intercepted an RBCAF patrol of Shukopoots F.3s of No. 9 (F) Sqn over the waters of Dixon Entrance north of the Queen Charlotte Islands. Not for the first time, the fighters dropped tanks, and also not unusual was the dogfight that broke out between the four aircraft. In all previous cases, the dogfighting ended after the given leader had his tail 'waxed'. In this instance, however, the furball got a bit more aggressive. The F.3 leader tangled with the F-15 leader, and eventually the American managed to get the position, locking himself onto the F.3's six. An opportunity opened up for the number two F.3, who pounced onto it, getting on the aft of the F-15 leader and sending an AIM-9L up the American's starboard tailpipe. The engine disintegrated and the pilot ejected. The F.3 leader had the presence of mind to go level, immediately radioing for a Coast Guard or Navy vessel to pick the American pilot up. The fighters all disengaged and returned to base, and the USAF pilot was quickly rescued by an RBCN patrol boat.
On 5 June, the BC Defence Ministry grounded all RBCAF activity at Dease Lake and Terrace and recalled all RBCN vessels to their home ports, though allowing BCCG boats to remain active; this action was taken in order to give a concrete signal to the US that this incident was unintentional, and that BC had no desire to escalate the situation further. The US responded by issuing a similar order on the 6th, with USAF fighters returning from Juneau to Elmendorf AFB and the USN destroyer returning to Bremerton.
On 9 June, another meeting of foreign ministers took place at Calgary, at which an agreement was made to have a meeting between the US President and the Prime Minister of BC in Manila, Philippines on 14 June. Over the next three days an agreement was hammered out. Though the question of the border remained unresolved, Dixon Entrance and the other disputed waters were declared a "fisheries total exclusion zone" (FTEZ) in which all commercial fishing was outlawed. Further, the area was declared off limits to USN and RBCN ships except with prior approval of both parties, and USCG and BCCG vessels would jointly enforce the no-fishing rule in the FTEZ. The BC government also paid for the cost of repairs of the damage in downtown Juneau caused by the buzzing by RBCAF aircraft, though both sides agreed to assume the respective losses of materiel themselves (one BCCG helicopter and one USAF fighter destroyed). Since the implementation of the FTEZ the situation has settled considerably, and no major incidents have taken place in the nearly 30 years that have since passed. This has been facilitated by the joint patrols operated by the USCG and BCCG. When a violation is noted, both BCCG and USCG vessels intercept, and once the nationality of the violating vessel has been identified, the coast guard of that country handles the eviction.
Though tensions remained fairly high for about a year, by 1986 the situation had settled itself to such a degree that BC and the US reached an agreement on border crossings, whereby passports were no longer required at land crossings between the two countries.
Footnote: F/o Frank Hamilton, the pilot who shot down the USAF F-15, was given a formal reprimand and suspended from flying for six months starting on 22 June 1983. However, the USAF roundel "kill mark" that had been applied to his aircraft remained there until the aircraft was overhauled in 1985, and was re-applied after its restoration for display at the BC Aviation Museum in 2003 (the 20th anniversary of the Accidental War). Further, the kill is officially acknowledged by the RBCAF as a combat kill, though it is generally not publicised.
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Very very nice! :D
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga3-iaf.png)
The Indian Air Force first expressed interest in the Shukopoots in 1975, and after extensive negotiations and planning the IAF, Supermarine and RBCAF worked out an acquisition plan in in four stages. In 1976, a group of IAF pilots arrived in BC to undertake conversion training and instructor training on the Shukopoots FGA.2, followed by a second group in early 1977. The second stage was the delivery in 1977 of 20 Shukopoots FGA.3 and 10 Shukopoots T.3 by Supermarine to the Indian Air Force. These were delivered to India and assigned to an operational conversion unit where the newly-trained instructors trained other pilots and ground crews in flying and servicing the type.
Designated दंदशूकः (Daṃdaśūkaḥ - "Viper" in Sanskrit) by the IAF and Shukopoots FGA.13 by Supermarine, the IAF's version of the FGA.3 featured some differences from the BC version in terms of weapons-carrying abilities. Instead of the Tobin AC.2, the Vipers were fitted with two ADEN 30 mm cannon, and in terms of air-to-air missiles, Red Top capability was retained, and missiles made in BC by DHBC were supplied, however after arriving in India the aircraft were modified to operate with the Soviet R-60 AAM, as well. In the air-to-ground role, iron bombs and laser-guided bombs could be carried (though in India's case the LGBs were of Soviet origin), along with the AM.39 Exocet; capability for the Soviet Kh-23 ASM and UB-30 rocket pod was added after the aircraft arrived in India.
In 1978, forty more Vipers were supplied in kit form from Supermarine while Hindustan Aeronautics Ltd. (HAL) set up production facilities to manufacture the type under licence, and from 1979 a further 100 were added to the Indian inventory. In 1988 Indian Vipers were upgraded with the Spey 207 engine. The type is still operational, though is scheduled to be withdrawn by the end of 2013.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f3-iaf.png)
India also expressed significant interest in the air-superiority version of the Shukopoots, and pilots evaluated the new F.3 in BC in 1978. A similar plan to the Viper was worked out, and 30 Shukopoots F.13 - designated विद्युत् (Vidyut - "Flash" in Sanskrit) by the IAF - were delivered at the beginning of 1980.
As the USA was unwilling to allow export of the AN/APG-63 radar to India, the Indian Air Force purchased thirty Cyrano IV radars from France in 1979. These were shipped to BC, where they were integrated into the Vidyuts being built for the IAF. As with the Vipers, the Vidyut also had different weapons capabilities than the F.3s made for BC, including replacement of the Tobin cannon with the ADEN. Of the F.3's AAM capability, only Red Top and Skyflash were retained (the UK having permitted the export of BC-made Skyflash missiles to India), and after arriving in India, the aircraft were modified to operate with the Soviet-made R-60 and R-23 missiles as well.
HAL began licence production of the Vidyut in 1982, building 100 more for the IAF. The Indian-made Vidyuts replaced the Cyrano radar with the Thomson-CSF RDM, which type was retrofitted to the BC-made Vidyuts in 1983. Like the Vipers, the Vidyuts also underwent an upgrade program starting in 1988 that saw the replacement of the original Spey 205 with Spey 207 engines. The Vidyuts were in service until 2003, being replaced by the Su-30MKI.
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More Shukis later, but for now, something a bit different - airliners for AltBC!
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In 1965, Inter-Dominion Airways ordered eight HS Trident 1C for its Vancouver-Calgary, Vancouver-Edmonton and Vancouver-Portland (Oregon) services. Established in 1930 as a subsidiary of Empire Airways, in 1940 Inter-Dominion became a BOAC subsidiary, and from 1951 IDA aircraft carried liveries inspired by those of the parent company. IDA was pleased with the aircraft, and five Trident 1E were ordered in 1967. IDA's Trident fleet then flew from Vancouver to Calgary, Edmonton, Winnipeg, Regina and Whitehorse in Canada, along with Portland, Anchorage and Los Angeles in the United States. The addition in 1968 of the Trident 2E with its longer range allowed the addition of new destinations - non-stop services from Vancouver to Toronto, Montreal, Ottawa, Chicago and Dallas, as well as two longer journeys: Vancouver - Mexico City - Kingston (Jamaica) and Vancouver - Victoria - Honolulu.
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1971 saw the introduction of eight Trident 3B and a new livery to Inter-Dominion. With the eight 3Bs, IDA's fleet of Tridents with a range under 1800 miles grew to 21, which allowed for an increase in service frequency on key routes, such as those between Vancouver and Calgary, Winnipeg and Los Angeles. The Trident 3B was significant to BC, in that several subsections were manufactured by DHBC.
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The 1974 merger of BOAC and British European Airways to create British Airways affected Inter-Dominion as well, and a new livery was introduced based on the new BA scheme - though with the addition of the BC sun, it was more distinctively IDA than the BOAC-era liveries had been. Starting in 1977, this livery became a frequent visitor to Las Vegas as well, after IDA began daily flights to Sin City. After the discovery of fatigue cracks in British Airways' Trident fleet in 1977, all Tridents in BC were overhauled by de Havilland BC; in 1979, DHBC outright bought the Trident's type certificates.
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In 1984 a new livery was introduced once again, once again based on the new British Airways scheme. In 1985, British Airways sold IDA to a BC conglomerate and a new, distinctive livery was introduced that year. However, the airline had already begun retiring its Tridents, and none of them received the new livery before the retirement of the last Trident in 1987.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/trident-abc.png)
Air British Columbia was set up in 1950 by a private consortium of BC and American investors to provide regional service in BC and the north-western United States. Air BC, as it was commonly called, was a latecomer to the Trident, ordering only seven Trident 3B in 1972 - primarily because of the tax credits offered by the BC government to airlines who bought the type, in an effort to create more work for the BC aviation industry. Air BC operated their Tridents on the Vancouver-Denver, Vancouver-Portland and Victoria-Portland routes for only nine years, selling their Tridents in 1981 to an airline in Africa.
(more Tridents later, too!)
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(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f4-1.png)
After ten years in service, the last F.3 was withdrawn in 1988 after being replaced in front-line service by the Shukopoots F.4 starting in 1987. This, the ultimate air superiority Shuki, was equipped with the export version of the AN/APG-70 radar with improved fire control system, and the new Spey 207 engine, which featured changes to the reheat and nozzle over the Spey 205, and added an extra compressor stage. Adding the new DHBC Skyflash Mk. II AAM (the so-called "Active Skyflash", it was an improved version of the Skyflash Mk. I with an active radar seeker), its arsenal of air-to-air missiles grew to include both Skyflash variants, Firestreak, Red Top, Blue Dolphin and AIM-9L Sidewinder. By 1990, the standard loadout was four AIM-9L and four Skyflash Mk. II. No. 111 (F) Sqn took part in Operation Hastings, the BC contribution to Desert Storm. 111 Sqn pilots were credited with a total of four air to air kills, with two of those kills scored by Flt Lt Harbinder "Harry" Singh Bains, who on the first night of the war shot down an Iraqi MiG-29, and a few nights later, in an interesting irony, an Iraqi Shukopoots F.31. Both kills were made with the Skyflash Mk. II. The F.4 enjoyed a long career with the RBCAF, being retired in 2004 after the arrival of the Spitfire II.
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In 1987, the existing Shukopoots FR.2 were put through a major overhaul, rebuilding the airframes to zero-hour condition, and being fitted with a modernised cockpit, improved avionics, an all-new camera system and Spey 207 engines. They were also repainted into the same scheme as used on the F.4s, a new unified air superiority + recce scheme of Sky 503, Haze Grey 603 and French Grey 604 with Ocean Grey 605 lettering. The complete overhaul of the airframes gave the FR.3 a long service life, being finally retired in 2011 after new conformal recce packs for the Spitfire II were delivered.
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Love the camos on the recce-Shuks!
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Supermarine had had high hopes for the export prospects of the F.4, and indeed it was a very capable fighter. Unfortunately, no foreign orders came to pass. Several NATO members expressed interest in the type, including Denmark, Norway and Greece, but Supermarine was unable to match the cost-offer put forth by General Dynamics, and so the Shukopoots F.4 lost out to the F-16 on economic grounds. In other cases - notably India and Brazil - it was the choice of radar that prevented the export: while the AN/APG-70 was a significant part of why the F.4 was as good as it was, the US refused to allow export of the radar to these countries.
This had already become apparent with the Shukopoots F.3 and its AN/APG-63 radar, which had forced Supermarine and India to find an alternate system - the Cyrano IV - for the Indian Vidyuts. Thus in 1986, after the cancellation of the F-20 program, the US authorised the sale as-is of the AN/APG-67 project to BC.
The Sensors Division of the BC Telephone Company was established in 1951 to manufacture ground-based radar systems for civilian and military use. The BC Defence Procurements Establishment, who had purchased the AN/APG-67, assigned the project to BCT-Sensors, who by 1988 had a production-ready system completed. This was given the designation "Blue Gold". Despite the similarity, this was not a Rainbow Code name, though the name was a tip of the hat to the names of the Blue Parrot and Blue Fox systems; BC Telephone's corporate colour scheme at the time was blue, gold and white. The Blue Gold was further refined over the years, with the Blue Gold II replacing the Blue Gold in RBCAF service in 1999, and the Blue Gold III being the radar of choice for the RBCAF's Eurofighter Spitfire F.2 until the Blue Gold IV, an AESA system, is ready for service.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga6-1.png)
The RBCAF started receiving its first Shukopoots FGA.6 in 1988. These were new-built airframes with the nose modified for the new Blue Gold radar, and were powered by the Spey 207. The air to air capabilities were identical to that of the FGA.5 - Red Top could be carried, but the standard was the AIM-9L Sidewinder. Air-to-ground ordnance was similar to the FGA.5 as well - iron bombs, CRV-7 rockets, Paveway II-series LGBs, Matra Durandal anti-runway bombs. Amongst air-to-ground missiles, the FGA.6 options differed somewhat from the FGA.5: the Sea Eagle, AGM-65 Maverick, Martel, AGM-88 HARM and AM.39 Exocet capability was retained, while the AGM-62 Walleye glide-bomb was deleted. Added were the Penguin and AGM-123 Skipper.
With the FGA.6 a new - and, as it happened, final - strike scheme was introduced which was applied to all strike aircraft, replacing the three previous schemes with one scheme of Ocean Grey 605, Forest Green 403 and Marking Grey 607 camouflage over Haze Grey 603. The FGA.6 wore this scheme for the entirety of its RBCAF career - 22 years from 1988 to 2010, which was third in length after the 33 years (1978-2011) of the FR.3 and the 23 years (1988-2012) of the T.4.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-fga6-2.png)
The FGA.6 first saw action in Operation Hastings, the BC contribution to Operation Desert Storm. The RBCAF deployed one fighter squadron (111 Sqn with Shukopoots F.4) and one strike squadron, 101 Sqn, with the FGA.6. Prior to deployment they were repainted in a desert scheme of RAF Desert Sand over BC standard Sky 503.
Over the years the FGA.6 also took part in operations in Yugoslavia (1999) and Afghanistan (2001-2010).
The inability to secure any export sales of the F.4 was a significant setback to Supermarine. The FGA.6 received some interest as well, but in the event no sales were forthcoming. The Dark Corner had been working on a number of projects in the meanwhile, but the likelihood of any of these coming to fruition was reduced to near zero after BC signed on to the EFA project in 1985. Supermarine contributed to the design of the Eurofighter Typhoon (Spitfire F.2 in RBCAF service) and though scaled back, Supermarine exists to this day, manufacturing components for the Typhoon and, since 1984, UAVs for the BC Army. The Dark Corner continues to do its work, primarily focussing on UAVs of all sorts and air-launched weapon systems.
Ironically, the end of Supermarine as a constructor of complete aircraft and its restructuring as a components and UAV manufacturer was beneficial to BC. Had Supermarine tried to compete against the Eurofighter with a new design of its own, it may well have ceased to exist completely by now, whereas it continues to play an important role in the BC Aerospace industry, supplying components not only for Eurofighter but for De Havilland BC and other customers.
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Nice work! The Shuki aged well didn't she? :-*
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Sorry I'm late to the party, Litvyak, but I've got to say you have incredible talent, especially for airliners!
Brian da Basher
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Following the end of the Second World War, consideration was given to the elimination of all tank units of the Royal BC Armoured Corps, given the limited utility of the heavy tank in a mountainous country such as BC. In the end, it was decided to retain three tank regiments - in order of precedence, the Royal British Columbia Regiment, the British Columbia Dragoons and the Queen's Own British Columbia Hussars, with each regiment containing two tank battalions and one armoured recce battalion; the tank battalions operated the M4A3E8 Sherman. In 1948, when the Sherman was withdrawn, the Hussars (or, "The Cavalry", per their nickname) converted to three armoured recce battalions, leaving only two regiments with heavy armour. And these two both underwent a restructuring, being reduced to two battalions: one (regular force) tank battalion and one (militia) armoured recce battalion. In that same year, the Sherman's replacement, the Centurion, entered service with the RBCR and the BC Dragoons. The Centurion lasted until 1969, when it in turn was replaced by the Chieftain Mk. II
In 1986, the BC Army decided that, given the minor importance of the tank in British Columbia's military doctrine, instead of buying tanks of a new design, it would be more cost-effective to rebuild the Chieftain tanks operated by the Royal BC Armoured Corps' two tank regiments. The Chieftain entered service in BC in 1969, replacing the Centurion. Subsequently, they underwent two upgrades, the first in 1976 installing, amongst other things, the Thermal Observation & Gunnery Sight, and the second in 1981 installing Stillbrew armour.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/tyee.png)
The rebuild program was authorised in 1986 and began in 1987, resulting in the Tyee Mk. I ('tyee' is the Chinook Wawa word for 'chief, chieftain'; the Sovereign is called 'hyas tyee' - 'big chief' - in the Wawa). The Tyee retained the Chieftain hull and running gear, but received a new 1000 hp supercharged MTU MT881 Ka-500 multi-fuel diesel engine with Renk HSWL 284 transmission, Chobham armour and the turret of the Challenger I, built under licence in Burnaby, BC by the Dominion Bridge Co. They entered service with "The Royals" (as the RBCR is commonly called) and "The Mounteds" (the nickname of the BC Dragoons, whose original name was the BC Mounted Rifles) in 1988. It became the only post-war tank type of the BC Army to see combat, when 1st Battalion Royal BC Regiment was deployed to Saudi Arabia as part of Operation Hastings, BC's contribution to Operation Desert Storm.
The illustration shows a Tyee of the Royal BC Regiment. The Tyee remained in service until 2010, when it was replaced by the Indian Arjun tank.
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Nice work Litvyak ... and I love the Dominion Bridge tie-in ;)
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Tanks, airliners, fighter-bombers...is there nothing you can't do?
Impressive as all get-out!!!
Brian da Basher
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We are yet to see any airships or spacecraft...hint, hint!!!
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A Litvyak airship?
I'd be in heaven!
A little inspiration perhaps...
Brian da Basher
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Communist Airship Lennin ? -- I think "HHA Litvyak" (Her Highest Airship) would be more like an air/oceanliner - decorated in nice homely style with cute chintz curtains on the windows ? :D
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We are yet to see any airships or spacecraft...hint, hint!!!
Unfortunately, visionless beancounters in Victoria pulled the plug on BC's moonshot before Dominion Bridge could complete the required 250 km of launch ramp ::)
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Apophenia: ROFL!
raafif: Not quite sure that the chintz curtains would really be my style... ostentatiously Victorian, perhaps, 1920s, sure, cyberpunk, sure... :P
That poster is certainly interesting. If I'm not wrong it's in Azeri, and it's pretty unusual to see Soviet propaganda posters in languages other than Russian. So, very definitely interesting!
I've got an idea for something "spacey", which I may get to profiling up at the weekend...
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This seemed the most appropriate spot to say 'Happy BC Day' to all British Columbians (whether in reality or just in spirit)!
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Belatedly, happy BC day from me too!
What a crazy week-ish... what with my (rare occurrence!) party-weekend, then watching the Olympics, being at my dad's, and work, I haven't got much of any profiling work done, but I have been slowly working on this, if anyone's interested:
http://altcan.webs.com/altbc/ (http://altcan.webs.com/altbc/)
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Well, you have been busy! Nice work on the AltBC site Litvyak :)
http://altcan.webs.com/altbc/ (http://altcan.webs.com/altbc/)
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The Fleet Air Arm of the Royal BC Navy got its start - as did Supermarine of BC - in 1921, after the RBCN issued a requirement for an amphibious patrol aircraft.
A representative of Supermarine in the UK proposed the Sea King, and the RBCN placed an order for 15. Initially, the navy had in mind that they be built by Hoffar-Beeching Shipyards, but Supermarine suggested that a local subsidiary in BC would be more suitable, for a variety of reasons.
Hoffar was insistent that they be allowed to build the aircraft, but in the end it was decided to follow Supermarine's proposal, and a new BC subsidiary of the company was set up to build these aircraft - and, as it would later turn out, other Supermarine (UK) designs for military and civilian customers in BC, Canada and the US, along with - later - local Supermarine BC designs.
To compensate Hoffar - and of the mind that it makes better sense logistically - the locally-built aircraft would replace the Hispano-Suiza 8 engine of the Sea King with Liberty L-8 engines rebuilt by Hoffar Aero Engine. The resulting aircraft, the Supermarine Squamish Mk. I was armed with a single Lewis .303 machine gun and the fifteen were used up and down the BC coast.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/squamish.png)
From 1926, the thirteen remaining aircraft (one had been lost in a landing accident, another damaged beyond economical repair in a storm) were returned to Supermarine, where they were rebuilt with Hoffar's new HIV-8A-2 "Hawk" engine and were redesignated Squamish Mk. II. The Hawk engine was only a slight increase in power of the rebuilt Liberty engine (about 10 hp - the basic Hawk produced 300 hp), but it had the perceived benefit of being entirely locally-built. With the introduction of the Supermarine Skeena in 1928, the Squamish was relegated to secondary duties and training (on Okanagan Lake in the Interior), and finally retired in 1931. Several were disarmed and sold to private buyers, but unfortunately none have survived to the modern day.
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Sweet. :)
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Nice! I can imagine the Squamish Mk. IIs in the Okanagan being drafted for spotting during the wildfire season. Hmm, bright yellow and red seasonal markings?
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In 1929 the Royal BC Navy issued a requirement for a float-equipped fighter that could operate from any suitable harbour on the BC coast. Several proposals were received, including a variant of the P-12/F4B on floats from Boeing of BC, and entirely new designs from Bolas, De Havilland BC and Supermarine BC.
After weighing the options, the RBCN committed itself to Supermarine's proposal, and instructed the firm to produce a single prototype of the proposal.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/stingray-mk1.png)
The result was the Supermarine Stingray Mk. I, which made its first flight in May 1930. The design was based on Supermarine UK's S-6A racer with several modifications, especially in the cockpit area. Instead of the racing-specific Rolls-Royce R engine, the Stingray Mk. I was equipped with Hoffar's HIV-12A Harrier V-12, which produced 475 hp. Further, it was equipped with two Vickers machine guns.
Testing of the Mk. I was undertaken in English Bay, Vancouver and at Seal Cove, Prince Rupert through the rest of 1930, and an order was placed for 22 aircraft at the end of the year.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/stingray-mk2.png)
The production version, the Supermarine Stingray Mk. II, differed from the prototype in that it was powered by a supercharged version of the HIV-12A engine, which boosted output by 50 hp to 525 hp. Deliveries began in February of 1931, and the first four were retained at the RBCN experimental facility at Quadra on Vancouver Island, while the remaining 18 were split between the White Fleet (north coast) and Blue Fleet (south coast). Prince Rupert and Vancouver were the main bases where more extensive maintenance was undertaken, but through the type's service life they spent more time away from these bases at other bases such as Skidegate, Bella Bella, Bella Coola, Gibsons, Port Alberni and Port Hardy, and there were seldom more than two Stingrays at any given location.
(tbc)
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The Stingray is cool!
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:)
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:)
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Love the Singray! But now I'm wondering about the Boeing, Bolas, and DHBC submissions >:D
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Elegant silhouette :-* thanks
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More Stingrays!
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/stingray-mk3.png)
After 22 Stingray Mk. II were delivered to the RBCN, the FAA decided to order 14 more. These were slightly modified, being armed with four Browning machine guns instead of two Vickers machine guns. Otherwise identical to the Mk. II, the Stingray Mk. III were delivered in 1934, painted in the overall Cerrux grey scheme authorised that year. Though sufficient to needs, the Stingrays were not especially popular with pilots during the winter!
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/stingray-mk4.png)
The Stingray Mk. II and Mk. III were somewhat underpowered, so upon learning of Hoffar's new prototype engine, the Petrel, the Admiralty ordered a single Mk. III to be modified to use the new engine in 1935. The resulting Stingray Mk. IV prototype was the first aircraft to be powered by the experimental HLV-12X engine. At 600 hp, the Petrel produced 75 hp more than the Harrier engine that powered the earlier Stingrays, and while not an enormous jump, it was noticeable. Add to that the fact that the production version of the Petrel was to produce 700 hp, and the FAA decided this was a worthwhile project and decided to continue.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/stingray-mk5.png)
The RBCN ordered the construction of two new prototypes, designed from the outset to use the new HLV-12A engine, the first production version of Hoffar's Petrel engine. This produced 700 hp, which finally gave the Stingray the performance it needed to become more than 'adequate'. The new design also addressed pilots' major complaint, the open cockpit being unfriendly in the winter. The two Stingray Mk. V prototypes were built to the new specifications, with an all-new fuselage being built for the first prototype, whilst using the wings, floats and empennage of a damaged Mk. II; the second prototype, X16, was built all-new. Delivered to the Navy in mid 1936, they were extensively tested, then after production was ordered, the two remained in use as conversion trainers until the end of 1937.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/stingray-mk6-1.png)
The Admiralty ordered the production of 32 Mk. Vs in December of 1936, but when Hoffar informed the Navy that an uprated version of the Petrel would enter production in March of 1937, the FAA decided to delay the order. The new engine, the HLV-12A-2, replaced the direct fuel injection of the 12A with an updraught Bendix carburettor, and along with some other modifications, the result was a major performance boost. With 880 hp available, the Stingray Mk. VI was a capable fighter, and Supermarine immediately began working on a more advanced variant, with all-new wings, with an eye to keeping up with the advances being made at Hoffar's. In the end, however, development of further Stingray variants was abandoned in favour of the new float-based Sea Skemcis SF.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/stingray-mk6-2.png)
The sky grey over white scheme introduced at the end of 1936 for flying boats and permanently float-equipped aircraft turned out to be short-lived, as in the spring of 1938 a new scheme was introduced, of extra dark sea grey and dark slate grey camouflage over Cerrux grey undersides. The Stingray Mk. VI entered squadron service in the summer of 1937, but by the autumn of 1940 they began to be withdrawn, to be replaced by the newly-arriving Sea Skemcis SF Mk. I. However, the outbreak of the Pacific war in December 1941 resulted in a brief respite for the Stingrays. New squadrons were raised to operate the newly-built Sea Skemcis SF Mk. I and SF Mk. II aircraft, and around a dozen Stingrays remained in service until late 1942, when they were finally replaced by the Sea Skemcis SF Mk. III.
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:)
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Love the Stingray line! The S.6B look has almost disappeared by the mk VI, though.
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My favourite is the Mk V. Thanks for this creation. :)
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Love the Stingrays! BTW, the aluminium-block HLV-12X Petrel would also have quite a bit lighter than the old Harrier engine.
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Thanks, all! Glad you like them! :)
Apophenia: ooh, that would make the performance boost over the Harrier seem even more noticeable, no? In turn the whole airplane is lighter because of that, and... yeah. :)
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Yep, light is good for fighters ... especially in sea boots ;)
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Here's a teaser of something in the works...
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion of BC/sycamore-rbcaf-1_zps8b9290c0.png)
The first helicopter in BC was a Bristol Sycamore, numbered BC0101, received by the RBCAF in late 1949. It was tested extensively, and two more were added in late 1950 and early 1951. In June, 1951, an order was placed with Bristol for a further 3, which were delivered in 1953. These first six Sycamores were used by the RBCAF primarily for transporting officers and other hop-about duties, with one frequently used for transporting the Prime Minister or the Governor-General.
(Much more to come on this subject...)
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I always thought the Sycamore was a neat helo for that era in helicopters. I bet you could do an outgrowth of it that would eventually get you something somewhat Hip-esque, like a Bristol 203 or 214.
Cheers,
Logan
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Outstanding......
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nice ... are we going to see Mr Belvedere ?
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Yeah, Mr. Belvedere and his descendants will be showing up, too.
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Yeah, Mr. Belvedere and his descendants will be showing up, too.
Nice !! now where can I get my hands on a few of the airfix kits .....
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Well, I do have one in my stash... but it's kinda already earmarked for something...
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a guy on ebay seems to have sold 15 of them & still has 10 available for $8 each .... guess they were never popular kits :D
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Hmm, may have to consider getting another...
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Been a while, but here's something new...
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/shukopoots-f4-2_zps61069bdc.png)
In 1990, No. 7 Sqn RBCAF repainted one of their Shukopoots F.4 into the camo scheme used by the squadron's Skemcis F Mk. VII A fighters in 1940, to commemorate the 50th anniversary of the Battle of Britain. No 7 Sqn RBCAF was the first unit of the Royal BC Air Force to deploy to the UK to take part in the Battle of Britain.
Shuki looks good even in her grandmother's dress, I think! :)
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:)
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That is an interesting bird
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Like the commemorative scheme on the Shukopoots! :)
Takes me back too. There seems to be a cycle of girls raiding their grandmother's closets for vintage duds. And, appropriately, the '40s stuff was always the best.
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Like the commemorative scheme on the Shukopoots! :)
Takes me back too. There seems to be a cycle of girls raiding their grandmother's closets for vintage duds. And, appropriately, the '40s stuff was always the best.
Yeah, Bomb Girls (grrr at those idiots at Global for cancelling the best show ever!!) proved that, too! (Though I also love the 1920s flapper styles).
I do have another commemorative scheme in mind, but it's proving difficult to draw so far.
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I do have another commemorative scheme in mind, but it's proving difficult to draw so far.
Looking forward to that.
... grrr at those idiots at Global for cancelling the best show ever!! ...
And they wonder why television viewership is plummeting! But don't get me started on my Danny Cohen/The End of BBC rant >:D
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([url]http://i674.photobucket.com/albums/vv104/litvyak/cc130-435-1.png[/url])
Four Lockheed C-130B Hercules were delivered to the RCAF in 1960, designated Hercules Mk. I. This illustration depicts a CC-130B in the delivery scheme with the old roundel and pre-1964 serial number (serials 10301-10304). In 1962, the RCAF took delivery of twenty C-130E, designating them Hercules Mk. II (serials 10305-10324).
([url]http://i674.photobucket.com/albums/vv104/litvyak/cc130-408-2.png[/url])
In 1964, the Hercules Mk. I was redesignated CC-130B Hercules (new serials 130301-130304) and the Mk. II was redesignated CC-130E Hercules (new serials 130305-130324), opting to use the American subtype designator rather than assigning 'A' and 'B' to the two. Shown here is a CC-130E of 408 Sqn in the 1964-65 transitional scheme featuring new lettering with the old-style roundel.
([url]http://i674.photobucket.com/albums/vv104/litvyak/cc130-429-3.png[/url])
From 1965 the old roundels were replaced with the new-leaf roundels, resulting in this, the ultimate appearance of the original Hercs in RCAF service. 435 Sqn's four CC-130B were retired and sold in 1974, while the CC-130E were withdrawn in 1975-76, with the Hercules being replaced in RCAF service by the CC-127 Keewatin.
([url]http://i674.photobucket.com/albums/vv104/litvyak/cc130j-408-1.png[/url])
After an extensive study for a replacement for the Keewatin, the RCAF decided to return to the Hercules, ordering 36 CC-130J Hercules from Lockheed (serials 130325-130360). The first CC-130J arrived in 2012 and was assigned to 408 Sqn; 424, 426 and 435 Sqns are to transition to the J model by the end of 2013.
I know this is going back in time, but could you please make a Snowbirds C-130 support plane?
Thanks and regards,
CPT Mike
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I know this is going back in time, but could you please make a Snowbirds C-130 support plane?
Thanks and regards,
CPT Mike
Well, AltCan RCAF's Snowbirds use a CC-127 Keewatin as a support plane (there should be a profile of it somewhere back there). That said, I *may* do one at some point, but I've just got started on another bunch of AltBC stuff... and honestly, the AltBC concept is holding my attention a lot more than AltCan... but one never knows, I may well go back to that at some point.
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As promised, the AltBC stuff is starting to flow again!
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/firefly-fr1a-1_zps444f01ed.png)
In 1943, the Royal BC Navy began to operate the Fairey Firefly FR Mk. I as part of the air wing of HMS Ameer, and from 1944, HMS Indefatigable as well. After the failure of the Falcon F Mk. I, Fairey's BC facilities were available, and production began of the Firefly for the Royal Navy and the Royal Australian Navy. A total of 33 of these BC-made Fireflies went to the RBCN, serials BC27000-BC27017 and BC27028-BC27042.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/firefly-fr1a-2_zps9750a3ac.png)
In 1944, RBCN aircraft - following the USN painting standards as they had since the start of the Pacific war - began to be use the new overall glossy sea blue scheme. "Lucky Thirteen" seen here operated from HMBCS Indefatigable.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/firefly-fr1b-1_zps2d3d5b84.png)
After Hoffar started production of the HLV-12A-5-2 Heron engine, one was experimentally fitted at Fairey's to a Firefly. The result impressed the RBCN enough to order a batch, which was then designated Fairey BC Firefly FR Mk. I B. In the end only 14 were built before the end of the war, all delivered to the RBCN (serials BC27048-BC27061), and they were not able to contribute meaningfully to the war effort.
(...more to come on this subject!)
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:)
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Love the Fireflies -- especially with the Heron engine :-*
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Well it's been a looooooong time, but I'm back at this!
I had a thought which rather tickled me so I decided to run with it - nothing so mundane as Eurofighters for the RBCAF - no, this will be something entirely different! This change also entails a fairly significant reworking of some already-extant tidbits of information, but I'll attend to the details as things go.
I hope you'll excuse the lengthy preamble to come here before we get to the actual profiles, but a bunch of somewhat-tangential background info is necessary in order to make the story to go with the profiles make sense!
So, on with the story!
De Havilland Aircraft of British Columbia Ltd. had a very long history of manufacturing British de Havilland designs for the local market, and after the war it began manufacturing designs of other British manufactures, including de Havilland Canada. By 1967, when DHBC began licence construction of the DHC-4 Caribou for the RBCAF and export to the Asia-Pacific region (the rest of the world was handled by DHC), the co-operation between DHBC and DHC was quite close, manufacturing other DHC types for the civilian market in BC and for export to the five westernmost US states - Hawaii, Alaska, Washington, Oregon and California.
At the end of the war, DHBC had had three plants at its disposal - the original one on Annacis Island in New Westminster, where post-war the production of civilian seaplane types was the primary focus, along with construction of sections of larger types for assembly at the larger facility in Richmond.
The Richmond facility on Sea Island was, during the war, immediately adjacent to to the factory of the Bolas Aeroplane Ltd. and RBCAF Sea Island. After Fairey Aviation Co. of British Columbia absorbed Bolas in 1951, Fairey moved production of Bolas types to its facility in Victoria and sold the Sea Island site to DHBC. This was amalgamated into the existing facility, and after the closure of RBCAF Sea Island in 1964, the air force facilities were sold, split between DHBC on one side and the Floats Division of Hoffar Aircraft (by then part of the Armstrong-Siddeley Group).
The third facility available to DHBC was at Abbotsford, which was built during the war to build Mosquito fighters. In 1959, DHBC became seriously involved in the Trident airliner project, with DHBC being foreseen as a manufacturing point for Tridents for the Asia-Pacific, western US and Latin American markets. To this end, the Abbotsford facility was greatly expanded, and by 1966 it was ready to begin production of the Trident; the first BC-built Trident rolled off the production line in 1968. <Needless to say, in the AltBC world the Trident was much more successful than in the real world!>
In 1961, DHBC became completely independent of the rather incestuous arrangement of the British aeronautical industry, after the British parent was absorbed by Hawker Siddeley (Armstrong/Bristol/Hawker Siddeley did, however, become involved in the BC aero industry, after Armstrong Siddeley took over the Hoffar Group in 1948). In the following years, other DH subsidiaries likewise became independent - DHC, DHA in Australia and DHSA in South Africa. From 1961 on, DHBC was owned by a BC-based ownership group.
In 1974, DHBC bought the Rotorcraft Division of Yarrows Shipbuilding, taking over production of the Yoho and Yarksis series of helicopters, amongst other, less-important types.
In 1977, DHBC and DHC merged to form De Havilland North America, but the two divisions continued to operate mostly independently, with some rationalisation of production lines taking place to eliminate duplicate production lines.
In 1983, the first flight of the Kehloke ('ring-tailed eagle' in Chinook Wawa) took place. This was a 155-190 passenger airliner, intended to be the replacement for the Trident series, and to compete with Boeing's 737 and McDonnell-Douglas' MD80 families. In 1984, Inter-Dominion Airways of BC placed the first order for the Kehloke, putting 28 on firm order and an option on 14 more. The first was delivered to IDA in December, 1985, by which time firm orders for 55 and options on a further 98 had been received from a total of 12 airlines.
Despite the fair success of the Trident and other types and the promising start to the production of the Kehloke, the early 1980s were a difficult period for DHNA, and in March of 1986, it was bought out by Boeing amidst assurances that production lines would remain open. The Boeing takeover was finalised by October 1987, in which month Boeing closed down its original BC-based subsidiary based in Victoria.
In February 1990, after the 55th Kehloke was delivered, fulfilling the original firm orders, Boeing announced the closure of the Kehloke production line, converting the remaining options to 737 variants whilst honouring the original terms. In retaliation, in April the BC government cancelled an order for 3 Boeing 767s which were to have been delivered to the RBCAF for use as long-range VIP transports; in the following month, an order was placed with Boeing's rival McDonnell-Douglas for 3 MD-11s in VIP configuration to fulfil the role envisioned for the 767s; these were designated Detroit CV.1 in RBCAF service.
In August 1991, after significant downsizing of its operations in British Columbia, including closure of the Sea Island facility, Boeing converted the scaled-back Abbotsford plant to the construction of wings for a number of their products, the completed wings then being transported by rail to Everett, WA. Until 1998, the Abbotsford facility also continued to produce parts for the Kehloke as required by law.
The Sea Island facility went in part to a newly-formed company, Sea Island Aeroplane Co., which has since utilised the facility for maintenance and overhaul of a wide variety of aircraft; the rest of the site was razed and was used for construction of a new terminal for Vancouver International Airport - the US And Canada Terminal (the original terminal remains in use for domestic flights, and a third terminal was built at the same time as the US&C for International flights.
After 5 years of sales attempts, Supermarine had failed to secure export orders for either then-current variant of the Shukopoots, the F.4 and FGA.6, and in June 1992 they announced the end of Shukopoots production. Much of the large Kelowna plant went idle apart from the production of Shukopoots parts and overhaul work, along with production of UAV and air-launched weapons. Through the following two years, Supermarine's Dark Corner continued to work on various projects, including UAVs, air-launched weapons, and several possibilities for a Shukopoots successor. However, apart from a man-portable UAV system for the Army which also gained significant foreign interest (and actually gathered firm export orders!), none of these projects met with success, and in May 1994, Supermarine sold the weapons department to Fairey BC.
In 1995, MiG and Sukhoi offered variants of the Fulcrum and Flanker respectively to the RBCAF as potential Shukopoots replacements, but these offers were met with no interest from BC.
Apart from the deal with India in 1975 to manufacture the Shukopoots under licence there, the last major aircraft export order received by Supermarine was from South Korea in 1973, and the twenty years of slim income had begun to wear down the patience of Supermarine's owners. By November 1995, the ownership group had begun to consider selling out, and both McDonnell-Douglas and the newly-formed Lockheed Martin expressed interest. However, the ownership group wass in no real rush to sell, and the secret nature of much of the Dark Corner's work presented some difficulty to a potential sale to foreign owners.
The DHBC/Boeing debacle was a huge blow to BC's aeronautical industry, with the almost complete dismantlement of what had been one of the largest employers in the Dominion and the termination of airliner and helicopter construction in BC. Helicopter manufacture did resume in the form of Kelowna Flightcraft Ltd. licence-building Kamov and Mil designs for sale in North America, but the loss of airliner manufacture was a severe setback. That collapse left Supermarine as the last remaining major aerospace player in BC, and not wishing to see another similar situation, under the encouragement of the Ministry of Labour & Industry and the Ministry of Defence Production, HMDG announced the buyout of the Supermarine ownership group in February 1997, establishing the Supermarine Aerospace Corp. as a Crown Corporation subordinate to the Ministry of Defence Production. First priority was to be given to the development of a replacement for the Shukopoots.
Such a move was not unheard of in BC history, as several times over the years the Crown nationalised certain corporations in sectors deemed to be of strategic value - most notably the creation of BC Ferries in 1960 (taking over the strike-plagued Black Ball Line and all other privately-owned coastal ferry services; the Crown Corporation is subordinate to the Ministry of Transport and the ferry lines are considered integral parts of the highway system) and the formation of the BC Hydro & Power Authority, which amalgamated all power and generating facilities in the Dominion as a Crown Corporation as well.
Through 1997 and into 1998, Supermarine continued work on what had become known as the Fighter 2000 project, but without any significant progress; the BC government rejected the idea of joining the Eurofighter consortium on the grounds that the result would not be sufficiently self-sufficient. In that light, it is perhaps strange that, when Supermarine recalled the earlier Russian offer and made a proposal to MiG for a co-operative development of a new fighter for the RBCAF, HMDG agreed. For their part, Russia and MiG agreed too, and history happened...
The MiG-29SMT (Object 9.18) project was emerging around the time of Supermarine's expression of interest in a collaboration, and this aircraft drew considerable interest from Supermarine's engineers, although in the event, a different approach was taken.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/mig29sbk_zps7dbe9f44.png)
A first prototype "concept" was built fairly quickly in Russia, with the goal of exhibiting it at MAKS 1999. Designated MiG-29SBK (with 'BK' standing for British Columbia), the new aircraft was a true multirole fighter based on the airframe of the MiG-29S (Object 9.13S), with a glass cockpit, fly-by-wire, a helmet-mounted targetting system and a mixture of Russian and BC avionics, though this first prototype carried a Russian-made radar and a single GSh-30-1 cannon and was powered by two Klimov RD-33 engines.
The next three prototypes were built up in BC using empty airframes built in Russia and shipped to BC, arriving in Vancouver aboard an An-225 freighter. Designated Supermarine Spitfire 2 by Supermarine and Spitfire F.1 by the RBCAF. These featured the same glass cockpit as the MiG-29SBK with much the same avionics fit, but incorporating more BC avionics than the Russian-built prototype, along with the BC-made IFF system used on the Shukopoots and a few other BC-specific systems that are kept classified as BC secrets.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/spitfire2f1-1_zpsdc202a40.png)
The first of the three prototypes was powered by two RD-33 engines, like the MiG-29SBK, and carried a BC Tel-Sensors Division Blue Gold I radar as used on the Shukopoots FGA.6. Completed in May 2000 and first flown later that month, it was shown to the public at the annual Abbotsford Air Show in August 2000.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/spitfire2f1-2_zps4670971d.png)
The second and third BC-made prototypes had a significant difference from the first - they were powered by the Rolls-Royce Spey 207, which gave both increased power and greater efficiency than the Klimov engines. While the second carried the Blue Gold I radar, the third carried the first of the much-improved Blue Gold II radar.
Over the course of 2000-2001 some complications arose regarding the division of labour between Russia and BC, with Supermarine insisting on airframes being built from scratch locally with (minimal!) Russian-sourced equipment being installed in BC, whereas the MiG side wanted to supply airframes to be assembled and fitted out in BC. In the event, the question was settled at the governmental level. The aircraft would be built entirely in BC with necessary components shipped from Russia, as Supermarine had insisted; ; in return, MiG would receive a slightly higher per-unit royalty from Supermarine, and the BCDF would be required to purchase some entirely Russian-made equipment over the following ten years to compensate for the Russian government compensating MiG financially. This arrangement led to the purchase of Pantsir-S1 (SA-22) SP SAM launchers and BM-30 Smerch MRLs for the BC Army, Beriev Be-103 utility seaplanes for the RBCN (designated Taganrog SU.1) and the S-300PMU SAM system for the RBCAF.
(to be continued...)
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The Spitfire 2 seems a logical choice as you explain ;)
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Love the backstory ... and the Spey-powered MiG-29 as Spitfire concept! :-*
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Thanks guys, glad you like it! Here's the continuation...
Tooling arrived in BC from Russia in mid 2002, and a production line was set up, with the first of 10 pre-production aircraft - designated Spitfire F.2 - rolling out in June 2003.
(http://i674.photobucket.com/albums/vv104/litvyak/Dominion%20of%20BC/spitfire2f2-1_zpsd6a4b7c3.png)
The ten F.2s, painted in the same three-tone scheme used on the Shukopoots F.4 fighters then in service, were delivered to No. 1 OTU, the last arriving at the test centre at RBCAF Fort Nelson in November 2003. Over the following year they were extensively tested, and various weapons and systems integration trials were undertaken. Like the second and third F.1s, the F.2s were powered by the Spey 207. The glass cockpit received some adjustments based on feedback from the test pilots who flew the F.1s, the IRST was improved, and new software for the computer - written entirely in Lisp - was installed. Retained from the F.1 was the helmet-mounted targetting system, which was integrated into the computer system together with the Blue Gold II radar; six targets could be tracked and two engaged simultaneously, and it was hoped that the all-new Blue Gold III still in development at BC Tel - Sensors would allow an increase in those numbers.
Where the F.1s were successfully tested only with air-to-air weapons - the AIM-9L, the semi-active Skyflash Mk. I and the active Skyflash Mk. II, the F.2s underwent extensive integration tests with air-to-surface weapons - the AGM-65 Maverick, the AGM-88 HARM, the AM.39 Exocet and two missiles new to the RBCAF. The Kh-29D, similar in role to the AGM-65, is a variant of the AS-14 "Kedge" with imaging infrared guidance, a 270 kg armour-piercing warhead and a maximum range of 30 km, while the Kh-59MK (a variant of the AS-18 "Kazoo") is a long-range anti-surface or anti-ship missile with a turbofan engine, an active radar seeker, a 320 kg shaped-charge warhead and a range of 285 km; the Kh-29D is to be manufactured under licence by Fairey BC. Lastly, to go with the on-board laser designator introduced on the F.2, extensive and successful tests were undertaken with the Paveway II series of laser-guided bombs.
During the manufacture of the ten pre-production F.2s, Supermarine's engineers - or, better put, the experienced workers on shop floors - realised that the tolerances and quality of the Russian-made tooling left something to be desired. After a series of meetings between the shop stewards, the engineering team and the RBCAF, it was decided to recreate the tooling locally to the more BC-typical standard of precision. This caused a bit of a delay, but that, too, was overcome.
(to be continued!)
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Excellent stuff! :)
The BC techs re-engineering the MiG tooling to Western standard is much like what happened with Finnish MiG-21s in real life.
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And here some orange goodness, just to make it orange!
([url]http://i674.photobucket.com/albums/vv104/litvyak/jetliner-cpal-3.png[/url])
C.102
([url]http://i674.photobucket.com/albums/vv104/litvyak/tu104-cpair.png[/url])
Tu-104
:)
Love these!!
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Yeah. I love the idea of a CPA C.102 Jetliner but that Tupolev just looks so right!
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So, I see it's been five years since this thread was last updated... it's also been that long since I've made any new profiles... but I've just finished some. I present the De Havilland BC DH.50B Bluebird. Similar to the British Puma-engined DH.50 and DH.50A, but powered by the Hoffar HIV-8A-2 Hawk inverted V8, and with a partially enclosed cockpit.
(https://dominionofbc.miraheze.org/w/thumb_handler.php/9/9a/DH50B-vias.png/1024px-DH50B-vias.png)
The very first DHBC-built aircraft, DH.50B G-BCVI of Vancouver Island Air Service (c/n C1/1929) in its original livery, as preserved at the Royal BC Museum. VIAS was one of the predecessors of Air BC.
(https://dominionofbc.miraheze.org/w/thumb_handler.php/9/9d/DH50B-qca.png/1024px-DH50B-qca.png)
Queen Charlotte Airways operated three DH.50Bs; this one (VB-QCB, c/n C10/1930) flew with QCA until its sale in 1949. QCA was merged with several other airlines in 1952 to create Pacific Western Airlines.
(https://dominionofbc.miraheze.org/w/thumb_handler.php/a/ac/DH50B-bcal.png/1024px-DH50B-bcal.png)
The last DH.50B built (VB-IAH, c/n C18/1932) was for B.C. Air Lines; it is on display at the BC Aviation Museum in its original appearance. BCAL became Inter-Dominion Air Lines in 1936.
For more information on the DHBC DH.50, see here: https://dominionofbc.miraheze.org/wiki/De_Havilland_BC_DH.50_Bluebird (https://dominionofbc.miraheze.org/wiki/De_Havilland_BC_DH.50_Bluebird)
Now... just because I haven't been making profiles doesn't mean I've been idle - I've been doing *loads* of work on AltBC stuff, everything from language and politics to sports and railways and airlines... and been dumping it all here: https://dominionofbc.miraheze.org/wiki/British_Columbia (https://dominionofbc.miraheze.org/wiki/British_Columbia). Hope you have fun exploring stuff, I've had a lot of fun doing it, love delving into the littlest details like transit fares and suchlike... and there's still LOTS more to come!
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Great to have you back!!! Love the profiles! :smiley: :smiley:
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Heya, thanks! It's good to be back! :)
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Great to see you back! The D.H.50B looks great - such a weirdly wonderful looking airplane.
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Good to see you back! :smiley:
DH.50 looks good, a bit reminiscent of the DH.9 passenger variant.
(https://upload.wikimedia.org/wikipedia/commons/d/dc/G-AUED.jpg)
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Welcome back Xen! And what a return :smiley:
All nice profiles but that Queen Charlotte Airways bird takes the cake (or I'm just a sucker for 'Accidental Airline' liveries?) :-*
And I'm wondering ... Jim Spilsbury being who he was, did VB-QCB (or one of its stablemates) ever operate on floats?
https://dominionofbc.miraheze.org looks like a labour of love. A quick glance and I was entranced! For now, I'm bookmarking it. I suspect that, once I've committed to a dive down that Alt-BC rabbit-hole, I may be gone for some time ;D
DH.50 looks good, a bit reminiscent of the DH.9 passenger variant.
For a bit of Aussie DH.50 content, see: https://aeropedia.com.au/content/de-havilland-dh-50/
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Cool.
Your big project is quite the thing and I like the inclusion of the First Nations aspect,
but doesn’t the name “Dominion of British Columbia” fly in the face of that inclusion?
Yes, I get that it’s your world, but being BC born I find it clunky and antiquely British,
especially the word “Dominion” which has very negative connotations, and not just for
First Nations peoples. To be blunt it’s very much a settler term and anachronistic
in our current world.
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Thanks for the welcomes back and comments! :)
DH.50 looks good, a bit reminiscent of the DH.9 passenger variant.
Credit for that belongs to DH, everthing other than the cockpit and the engine area is taken from the original DH.50.
All nice profiles but that Queen Charlotte Airways bird takes the cake (or I'm just a sucker for 'Accidental Airline' liveries?) :-*
And I'm wondering ... Jim Spilsbury being who he was, did VB-QCB (or one of its stablemates) ever operate on floats?
QCA did have floatplanes (and seaplanes, too... there will be some modern-day seaplane coastal airliners coming one day, if you poke around you might find a text mention of it...). Also, I took a few liberties, like QCA dating back to 1930...
https://dominionofbc.miraheze.org looks like a labour of love. A quick glance and I was entranced! For now, I'm bookmarking it. I suspect that, once I've committed to a dive down that Alt-BC rabbit-hole, I may be gone for some time ;D
Thanks! It really has been! And there's a *lot* there... things like the Schedule of Railway Fares and transit fares... I've simulated out the entire history of the BC Football League using Championship Manager... worked out postcodes... in other words all manner of minutiae... in the process of all of which I've learned a great deal and acquired a number of really intriguing books like "Sawlogs on Steel Rails" (logging railways on Vancouver Island), "Sternwheelers, Sandbars & Switchbacks" (lake boats and railways in the Kootenays), books about other railways nobody remembers like the Victoria & Sidney and Lenora Mount Sicker... and discovering periodicals like Boundary History etc...
Cool.
Your big project is quite the thing and I like the inclusion of the First Nations aspect,
but doesn’t the name “Dominion of British Columbia” fly in the face of that inclusion?
Yes, I get that it’s your world, but being BC born I find it clunky and antiquely British,
especially the word “Dominion” which has very negative connotations, and not just for
First Nations peoples. To be blunt it’s very much a settler term and anachronistic
in our current world.
I'm such a Vancouverite I was born at VGH.
Basically to answer your question simply, *there* is a different world from *here*. There is a *lot* that is different around the world in that universe, so many things can't be directly compared between the two universes. You could say that *there* is a world based on a lot of "how things could have been" if some things were different. One of the most basic foundations of *there* are what I've read about James Douglas, what if his attitudes etc spread further and took firm root, and what if something John Robson said in 1864 had been taken firmly to heart "Every acre of land we obtain by improper means we will have to pay for dearly in the end, and every wrong committed upon those poor people will be visited on our heads". So the connotations words like "Dominion" took on *here* didn't happen *there* because BC was/is very different with regards to relations between First Nations and settlers (though, by no means perfect: I haven't committed anything to paper yet about it, but floating in my head are the thoughts that the head tax and Komagata Maru incident happened *there*, too).
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Lady Litvyak is back! :D Great! :icon_beer: First Ron/"sotoolslinger" returns after a long time, now the Phantom Lady is back. 2021 isn't all bad.
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Welcome back!
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Great to see you back! Looking forward to more of your alt Canada stuff. :smiley:
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Welcome back!
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Jumping forwards in time a bit (because I lost patience with drawing rigging and struts...), the first post-war commercial aircraft built by DHBC was the DHBC-1 Dove, a BC-ised version of the DH.104 Dove powered by two Hoffar HIV-12A Harrier inverted V-12s each producing 475 hp. This was a significant increase in power over the UK-built Doves, making the BC version notably faster. More detailed information: https://dominionofbc.miraheze.org/wiki/De_Havilland_BC_DHBC-1_Dove (https://dominionofbc.miraheze.org/wiki/De_Havilland_BC_DHBC-1_Dove)
(https://dominionofbc.miraheze.org/w/thumb_handler.php/a/a5/DHBC-1-pwal-1.png/800px-DHBC-1-pwal-1.png)
The very first DHBC-1 Dove built (c/n C212/1947) was delivered to Associated Airways of Alberta, Canada registered CF-SCA; Associated was one of the airlines included in the 1952 merger of several BC and Albertan airlines to create Pacific Western Airlines. CF-SCA, seen here in the first Pacific Western livery, was written off in 1957 after sustaining damage in a runway excursion at Cape Perry, Northwest Territories.
(https://dominionofbc.miraheze.org/w/thumb_handler.php/9/9f/DHBC-1-pwal-2.png/800px-DHBC-1-pwal-2.png)
This Dove (VB-CBQ, c/n C236/1948), seen here in Pacific Western's second livery introduced in 1967, was originally delivered to PWAL predecessor Central BC Airways; it was sold to Ransome Airlines of the US in 1972.
(https://static.miraheze.org/dominionofbcwiki/thumb/b/b7/DHBC-1-pwal-3.png/800px-DHBC-1-pwal-3.png)
The last Dove to fly with Pacific Western (VB-LBF, c/n C300/1952), seen here in Pacific Western's 1972–1979 livery, was originally delivered to Port Alberni Airways as the 300th commercial aircraft built by DHBC; it was retired in 1979.
More Doves to come later!
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Nice! I always liked the Dove - it looked 'perky' to my eye. But the Hoffar Harriers definitely improve its looks :smiley:
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(https://dominionofbc.miraheze.org/w/thumb_handler.php/5/58/DHBC-1-cubana-1.png/800px-DHBC-1-cubana-1.png)
The first customer for the DHBC-1 Dove outside BC or Canada was Cubana, with this example (CU-T1203, c/n C219/1947) and a second (CU-T1204, c/n C220/1947) being delivered in 1947. CU-T1203 served with Cubana until 1982, when it was transferred to subsidiary Aero Caribbean.
(https://dominionofbc.miraheze.org/w/thumb_handler.php/1/11/DHBC-1-cubana-2.png/800px-DHBC-1-cubana-2.png)
This Dove (CU-T1206, c/n C254/1949), seen in Cubana's late 1950s livery, was the fourth of the original five ordered by Cubana. Like its sisters, it was transferred to Aero Caribbean in 1982.
(https://dominionofbc.miraheze.org/w/thumb_handler.php/e/e7/DHBC-1-cubana-3.png/800px-DHBC-1-cubana-3.png)
In the 1970s, Cubana introduced a new livery that was used until recently; it is modelled here by the third Dove of a total of nine to be delivered to the airline (CU-T1205, c/n C240/1948).
(https://dominionofbc.miraheze.org/w/thumb_handler.php/9/98/DHBC-1-aerocaribbean.png/800px-DHBC-1-aerocaribbean.png)
The last Dove built (c/n C349/1954) was delivered to Cubana as CU-T1219. Transferred to Aero Caribbean in 1982, it is seen here in its last livery before retirement; it was the last Cuban Dove to be retired.
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You really need a floatplane version in this mix... ;)
(https://i.pinimg.com/originals/9a/81/b9/9a81b97e92e5abf84c502707ff78b711.jpg)
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From that angle in flight you can really see the familiar lines of the DHC Otter and Twin Otter.
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You really need a floatplane version in this mix... ;)
For sure! Hmmm ... One of the Alberni Airways pair on floats for the Port Alberni Harbour Quay to Ucluelet run? Maybe in an August 1975 centennial livery?
I got pulled down the https://dominionofbc.miraheze.org rabbit-hole yet again!
Browsing BE English, I was intrigued to see that "Yod-dropping is present in all BC dialects". Does that suggest more immigration from East Anglia and environs than in OTL? Or is it just a rationalization? (There is certainly lots of yod/yod-dropping inconsistency in OTL BC usage.)
For those curious (see what I did there?), yod-dropping refers to losing the small 'y' sound inserted between consonents and vowels.
BTW: Yod-dropping is distinct from YOD-dropping which means never having to go back to CFB Cold Lake ever again ;)
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hey Litvyak,
The Doves are nice, can you include the D.H. 114 Heron in this set of profiles ?
I may get my hands on one in the next 12 months ....
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hey Litvyak,
The Doves are nice, can you include the D.H. 114 Heron in this set of profiles ?
I may get my hands on one in the next 12 months ....
A BC-ified version of the Heron (as the DHBC-2 Heron) will be forthcoming...
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Browsing BE English, I was intrigued to see that "Yod-dropping is present in all BC dialects". Does that suggest more immigration from East Anglia and environs than in OTL? Or is it just a rationalization? (There is certainly lots of yod/yod-dropping inconsistency in OTL BC usage.)
That's a possibility, though mostly it's part of a generalised North American English pattern which for one reason or other took hold more than other features. I haven't really given much deep thought to immigration patterns from England in specific, but there was very significant Welsh immigration in the area around RW Revelstoke - called Blaenau *there* (which is among the top 5 in population).
BTW: Yod-dropping is distinct from YOD-dropping which means never having to go back to CFB Cold Lake ever again ;)
Hahahaha
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That's a possibility, though mostly it's part of a generalised North American English pattern which for one reason or other took hold more than other features. I haven't really given much deep thought to immigration patterns from England in specific, but there was very significant Welsh immigration in the area around RW Revelstoke - called Blaenau *there* (which is among the top 5 in population).
According to the University of Nottingham's Key to English Place-Names, 'stoke' comes from OE stoc (a secondary settlement) implying an "outlying farm/settlement". With early efforts to farm along the Columbia River valley, that makes perfect sense.
-- http://kepn.nottingham.ac.uk/map/place/Devon/Revelstoke (http://kepn.nottingham.ac.uk/map/place/Devon/Revelstoke)
Blaenau translates as 'highlands', which makes even more sense. (Cymraeg sydd orau!)
Mind you, the root blaen apparently means stream/river source ... which doesn't fit quite so well for Revelstoke :P
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Is there a reason why the Welsh moved to this area?
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According to Wikipedia, Revelstoke, British Columbia, was named after Edward Baring, 1st Baron Revelstoke. The town was renamed in his honour, commemorating his role in securing the financing necessary for completion of the Canadian Pacific Railway
In general, I can see people moving to America picking areas that are not too different from the original home, in terms of climate or what you can do for a living.
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Thanks perttime, that fits. When Canadians aren't complaining about bankers, they voting for them or naming stuff after them :P
More trivia: The original town was called Farwell - there is still a Farwell Park - but was renamed Revelstoke after the CPR came through, as you said.
Is there a reason why the Welsh moved to this area?
Mining opportunities would be my guess.
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Is there a reason why the Welsh moved to this area?
I haven't really dug into the history of that, yet...
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And finally something new - another 'big story'
DHBC Breaks (Almost) Big - the Trident
(https://static.miraheze.org/dominionofbcwiki/b/b4/Trident_7A_top_view.png)
Airlines in British Columbia, particularly Air BC and Inter-Dominion, closely followed the developments in the United Kingdom surrounding the British European Airways requirement for a new jet airliner. Shortly after De Havilland UK proposed the DH.121 in 1957, it was proposed that DHBC might produce the type for the North American market. Letters of intent were signed by BEA for 24 Tridents and by Inter-Dominion for 25 in 1958, which got the project underway. However, when BEA modified its requirements and persuaded DH to make a smaller aircraft, IDAL withdrew its interest.
After some negotiation, however, it was agreed that DHBC would take over development of the larger design; since the smaller DH.121 Trident - this name was announced at the Farnborough Airshow of 1960 - was to use the smaller Spey engine, Hoffar Aero Engines acquired a licence to build the Rolls-Royce RB.141 Medway engine that had been intended for the larger design. Restructuring of the British aviation industry - which led to the complete independence of De Havilland BC in 1961 - caused some delays, but in the same year the DHBC project was formally designated DHBC-7 Trident. Despite the division of effort, however, much work was undertaken jointly by DHUK and DHBC, with the result that the British Trident 1 and the British Columbian Trident 7 shared a great deal in common, to the extent that there was a high degree of parts commonality between the two types.
Although the Trident 1 undertook its first flight in January 1962, it was another four years until the Trident 7A first took to the sky.
DHBC-7 Trident 7A
The Trident was groundbreaking in many ways, being the first aircraft in the world capable of landing in below-minimum (Category II) conditions. This autoland system was operated by three independent autopiilots capable of guiding the aircraft automatically during airfield approach, flare, touchdown and even roll-out from the landing runway, which made it possible to operate the Trident when other aircraft were forced to divert. The three-person cockpit crew was also assisted by an innovative moving-map system displaying the aircraft's momentary position, and was the first aircraft to be fitted with a quick-access flight data recorder. The standard equipment fit included two VOR-ILS systems, dual ADF, HF and VHF radios (the HF radio equipped with SELCAL), three radio altimeters, a transponder, and weather radar.
The three engines were located in the aft section of the fuselage, two in nacelles mounted on either side, with the third in the centre on the same plane as the outboard engines; air was supplied to the centre engine via an intake mounted atop the fuselage at the base of the vertical stabiliser via an S-duct. Only the nacelle-mounted engines were fitted with thrust reversers. Each Rolls-Royce/Hoffar RB.141 Medway engines of the Trident 7A operated an independent hydraulic system via an engine-driven pump powering nose wheel steering, brakes, undercarriage, and all flight surfaces; two electrically driven pumps were supplied as a backup for the hydraulic system.
A Garrett AiResearch GTCP-85 APU was fitted in a fairing at the base of the vertical stabiliser above the centre engine to run the air conditioning system, start the engines, and drive generators to supply electric power on the ground; the APU could be operated in flight to drive the hydraulic backup pumps. Initially a distinctive feature of the BC Trident, the fairing-mounted APU was later added to the British Trident 2E.
Aside from the latter being ten feet longer, the greatest difference between the Trident 1 and the 7A was in the wings. Whilst the 1 had a span of 89' 10", the wing of the 7A was based on that of the Trident 1E of 1965, which had a 95 foot wingspan and surface area of 1,446 square feet; the DHBC designers took this a step further, increasing the span to 98 feet and an area of 1,462 square feet by adding Küchemann wingtips to the 1E design - this design was used by Hawker Siddeley on the Trident 2E and 3B. They were made of aluminium alloy stringers and skins of continuous wingtip-to-wingtip construction with a six-cell centre section box across the fuselage, a two-cell box from the wing root to a point at 40% of the span, and a single-cell box from there to the wingtip. The wings featured full-length leading edge slats and three-section double-slotted trailing edge flaps and ailerons of metal construction; the forward outboard flap acted as an airbrake, whilst the forward inner flap served as a spoiler or lift dumper. The leading and trailing edge devices were operated by off three independent hydraulic systems, of which only one was needed for full activation; there was no provision for manual reversion. Fuel was stored in five wing-internal tanks - two in each wing and one in the wing centre section; pressure fuelling was completed via a single point on each wing.
The tailplane of the Trident 7A was fifteen inches taller than that of the Trident 1; this was another DHBC feature adopted by Hawker Siddeley, in this case on the Trident 3B. It had an all-metal vertical surface with a rudder and an all-moving horizontal stabiliser with geared and slotted trailing edge flaps without trim tabs.
The undercarriage was arranged in a tricycle configuration. The twin-wheel nose gear, fitted with a Lockheed oleo-pneumatic shock absorber, was offset two feet from the centreline to retract sideways into its well; this arrangement freed up the extra space needed by the bulky autoland equipment positioned beneath the cockpit. The main gear had quad-wheel bogies with wheels arranged side-by-side and were fitted with Hawker Siddeley shock absorbers. They rotated 90 degrees and increased six inches in length during retraction into the under-fuselage centre section wells. Wheels were supplied by Hoffar's Automobile Division built to a Dunlop design with tyres from Dunlop, fitted with multiple disc brakes with the Dunlop Maxaret anti-skid system. An optional gravel kit was available to allow the Trident 7A to land on unprepared strips; this was made available for all subsequent DHBC Tridents.
Cabin pressurisation and air conditioning was achieved by means of two Hawker Siddeley Dynamics aircon systems, of which only one was needed for complete cabin pressurisation. The aft section, the undercarriage wells, and the wing centre section were unpressurised. A pneumatic system was installed for lavatory water and toilet flushing.
Baggage, cargo, and mail were carried in two below-decks holds fore and aft of the wing, accessed via a single hatch for each located starboard; like the main doors, they were of plug type. An optional aircon system was available to allow for the transport of live animals in the forward hold.
The first prototype Trident 7A (c/n C826/1966), registered VB-TRI, was completed in March 1966 and made its maiden flight on 11 April; two more were completed in May (VB-TRJ, c/n C835/1966) and June (VB-TRK, c/n C843/1966). TRK was written off after a landing accident following a test flight, but the other two prototypes were converted to a Combi configuration and transferred to the Royal BC Air Force in 1970, which operated them until 1992; the first prototype is preserved at RBCAF Kelowna.
Production of the Trident 7A had begun on the basis of a firm order for 25 from Inter-Dominion placed in 1965, followed a month later by an order for nine from Air BC; but a major coup came shortly afterwards, when Southern Airways of the US placed an order for fourteen. Two other American airlines placed orders for the Trident 7A, Pacific Southwest Airlines for five and Panagra Airways for eight, a total of twelve were sold to Brazil - six each to VARIG and Cruzeiro do Sul, and five went to Air Jamaica of the West Indies, but only eight were sold outside of the Americas, to All Nippon Airways of Japan. Pacific Western Airlines (twelve), Awyr Cymru Newydd (two), and the Royal BC Air Force (three) were the other three customers. Including the prototypes a total of 105 Trident 7A were built between 1966 and 1973; the last one (c/n C1322/1973) was delivered to Panagra Airways.
Five remain in service as of 2022, of which three are with Aerosucre Colombia; these had been converted to freighters in 2000. The other two - both having been converted to Combi configuration, are in Angola, one with Air Gemini and the other owned by Transafrik International and operated on behalf of TAAG Angola Airlines.
(to be continued...)
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Very nice :smiley: (And good to see that Hoffar Brothers are still in the game :D )
I'm guessing that there are Trident 7A profiles to follow?
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Very nice :smiley: (And good to see that Hoffar Brothers are still in the game :D )
Well it's a complicated story, but yeah, Hoffar are still around. Armstrong Siddeley bought HAE in 1948, building complete engines until 1950; they planned to produce the AS Sapphire but that fell through, so AS created Hoffar Auto to make use of the huge plant at Lumby... that was eventually spun off and today is owned by BC Rover-Leyland, still building cars. Aero moved back to Dollarton to build components for DHBC and Supermarine BC and Armstrong Siddeley as well... from 1961 Bristol Siddeley, from 1966 for Rolls Royce, from 1971 for BAC, from 1977 for British Aerospace... since 1999 it's the Hoffar Division of BAE Systems... so it hasn't been an independent company in half a century but the brothers' name still lives on.
I'm guessing that there are Trident 7A profiles to follow?
Yup, here's the first batch!
(https://static.miraheze.org/dominionofbcwiki/f/fa/Trident-7a-idal-1967.png)
The launch customer of the Trident 7A was BOAC subsidiary Inter-Dominion Air Lines, who took delivery of twenty-five between 1967 and 1973. Five were sold in 1978 - four to Libyan Arab Airlines and one to Kenya Airways, but the rest served IDAL reliably and accident-free over the next two decades. 1995 saw the sale of three to Canadian Airlines International and the retirement of a fourth, followed by one retirement in 1996. Two were retired each year over the next three years; of the remaining eight, four were retired in 2000 and four in 2001. The last flight of a Trident 7A was flown by VB-IDT (c/n C1259/1972) from Edmonton, Alberta, Canada to Kelowna on 28 August 2001. Shown here is the first production 7A (c/n C858/1967). Delivered to Inter-Dominion as VB-IDA, it was retired in 1998.
(https://static.miraheze.org/dominionofbcwiki/f/f3/Trident-7a-abc-1967.png)
The second batch of three Trident 7As off the production line were delivered to Air BC, who received nine between 1967 and 1971. The first off the roster was VB-ABE (c/n C985/1968) sold to Air Mauritius in 1981, followed by VB-ABB (c/n C873/1967) to Air Burundi in 1991. The remaining seven were retired between 1997 and 2000; the last flight of an Air BC Trident 7A was from Meziadin to Prince George on 19 July 2000, flown by VB-ABH (C1119/1970). Shown here is VB-ABC (c/n C874/1967), the third to be delivered to Air BC; it was retired in 1998.
(https://static.miraheze.org/dominionofbcwiki/d/d5/Trident-7a-southern-1967.png)
Southern Airways of the United States were the first foreign airline to order the DHBC Trident, receiving a total of fourteen between 1967 and 1973; the third batch of three rolled out of the factory were delivered to Southern. On 14 November 1970 N116S (c/n C1018/1969), operating as charter Flight SO932 from Kinston, North Carolina, to Huntington, West Virginia, crashed into a hill just short of the Tri-State Airport, killing all 75 passengers and crew; pilot error was determined to be the cause of the crash, with the plane descending "below Minimum Descent Altitude during a non-precision approach under adverse operating conditions, without visual contact with the runway environment". Almost exactly two years later, on 10 November 1972 N115S (C932/1968) was operating Flight SO49, a scheduled route service from Memphis, Tennessee to Miami, Florida via three stops in Alabama and Florida, when it was hijacked by three men demanding a ransom of $10 million. After flying around eastern part of North America making stops at various airports in the US and Canada, it ultimately landed in Havana, Cuba, where the three hijackers were arrested at gunpoint and the plane was released to return to the US. Aside from these incidents, Southern had an excellent safety record with the Trident 7A, and the remaining thirteen were all passed on to Republic Airlines when Southern merged with North Central Airlines. All thirteen were still in service when Republic was absorbed by Northwest Airlines, who continued to operate them into the late 1990s; the last one - N115S - lasted until 2002.
More to come later!
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:smiley:
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(https://static.miraheze.org/dominionofbcwiki/d/d2/Trident-7a%28c%29-rbcaf-1976.png)
In order to supplement the Canadair Calgary (CL-44) transports operated by 103 (Transport) Squadron, in 1970 the Royal BC Air Force acquired the first two prototypes of the Trident 7A (c/n C826/1966 and C835/1966). Registered BC2601 and BC2602, these were immediately converted to Combi configuration through the addition of a 10' by 6' cargo door on the port side between the two passenger entry doors. Three more were delivered new from De Havilland, one each in 1971 (BC2603, c/n C1129/1971), 1972 (BC2604, c/n C1222/1972) and 1973 (BC2605, c/n C1320/1973), each built to Combi specification by the factory; although a number were converted to Combi configuration in subsequent years, these were the only Tridents built new as such. BC2603 was retired in 1991, and the remaining four in the following year, replaced by the McDonnell Douglas Detroit VC.2 (MD-11). BC2601, as the first Trident built, was transferred to the Air Force Association's Historical Flight, which operated it as a support aircraft until 2009. Since then it has been stored at RBCAF Kelowna; there are plans for it to be eventually transferred to the BC Aviation Museum.
(https://static.miraheze.org/dominionofbcwiki/1/18/Trident-7a-panagra-1969.png)
Panagra Airways began its long association with the Trident in 1969, when it took delivery of the first of eight Trident 7A, eventually going on to operate a total of 79 Tridents of various types - despite having inherited 41 Boeing 727s when it absorbed Braniff International in 1970 and a further 59 when National Airlines was merged into Panagra in 1980. The 727-000 and -100 models were all retired by 1986, but Panagra's original trijet, the Trident 7A, soldiered on until 1997, when the last of the eight, N504PG (c/n C1121/1971), was retired. Shown here is N907PG (c/n C1322/1973), the last Trident 7A built; it was delivered to Panagra in 1973 and sold to Shabair of Zaire in 1995.
(https://static.miraheze.org/dominionofbcwiki/9/91/Trident-7a%28c%29-transafrik.png)
The oldest Trident still in regular service is Trident 7A(C) S9-PST (c/n C955/1968), owned by Transafrik International of Angola, bought from First Air of Canada in 2006. First Air had converted it to Combi configuration in 2004 after purchasing it from Royal Aviation; it was originally delivered to Pacific Western. It is the third Trident 7A owned by Transafrik and, as can be seen from the TAAG herald to the left of the forward passenger door, it is operated under contract to TAAG Angola Airlines to serve a diamond mine.
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Very nice! That down-swooping cheat line on the RBCAF and Air BC examples suggests a smiley face (current Group Build opportunity?).
You mentioned a "twin-engine Kehloke" in your Inspiration/Engineering Dept. post. Would that be a 'Bident' derivative? If so, would this twin also be RB.141-powered?
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Very nice! That down-swooping cheat line on the RBCAF and Air BC examples suggests a smiley face (current Group Build opportunity?).
I do have a Trident 7A in the pipeline for the GB!
You mentioned a "twin-engine Kehloke" in your Inspiration/Engineering Dept. post. Would that be a 'Bident' derivative? If so, would this twin also be RB.141-powered?
I see what you did there! The Kehloke is indeed a derivative of the Trident, but I'm not sure about the powerplant yet - all Trident 7 variants are powered by the Medway, but the Trident 8/Skookum Trident uses the JT8D-209; whether this is because further development of the Medway was unsatisfactory/abandoned or simply not yet available in time for the, I don't know for certain, but I was leaning towards the former.
Meanwhile, I did another Air BC Trident:
(https://static.miraheze.org/dominionofbcwiki/d/db/Trident-7a-abc-1984.png)
Trident 7A VB-ABH (c/n C1119/1970) in the livery introduced in 1984, as it appeared when it made the last flight of an Air BC Trident 7A on 19 July 2000, from Meziadin to Prince George. The Trident 7A left Air BC service before introduction of the current livery in 2010.
(you might have noticed that the previous livery was based on the RW BC Air Lines scheme; this one is based on the one Air BC used when I was a kid).
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Lovely! I remember those schemes. Back in the early '70s, Air BC Mallards had a simple cheatline in blue with the wordmark in the same colour on the rear fuselage. (At the time, I worked across the tarmac at Pacific Avionics.)
I had a memory of their Goose being in the same scheme. But an online search shows a Goose with red cheatline, 'B.C. Air Lines' titles and a red-circled 'Thunderbird' logo on the tailfin. (Maybe they were all red and my memory here is just faulty?)
-- https://1000aircraftphotos.com/Contributions/FordCharles/6797.htm
I have a soft-spot for that 'Thunderbird' logo (which made a bit of a comeback years later on some of the 'Twotters').
Agreed on the Medway being tricky. I know it was phased out of production sometime in the early to mid '60s but have never been able to confirm a date.
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Awyr Cymru Newydd of BC entered the jet age with a pair of Trident 7As delivered new from DHBC in 1971 and 1972, and in 1980, the fleet was doubled through the purchase of two from All Nippon Airways. All four were passed on to Kootenay Airways when the two airlines merged in 1983.
(https://static.miraheze.org/dominionofbcwiki/4/4e/Trident-7a-acn-1971.png)
The two Trident 7As delivered new to Awyr Cymru Newydd in 1971 and 1972 were painted in ACN's original livery dating back to the airline's establishment in 1950, based on the colours of the Welsh Cross of St David, and using the Golden Dragon (Y Ddraig Aur) of Owain Glyndŵr on the tail.
(https://static.miraheze.org/dominionofbcwiki/d/de/Trident-7a-acn-1979.png)
In 1979 ACN introduced a more vibrant new livery based on the colours of the Welsh flag of 1959; it was unveiled on Trident 7A VB-CYW.
(https://static.miraheze.org/dominionofbcwiki/d/d4/Trident-7a-acn-1980.png)
The two Tridents bought from All Nippon Airways in 1980 were flown to Blaenau by ACN pilots from Tokyo to Blaenau via a stop at Unalaska (Dutch Harbor), Alaska. They entered service immediately in this hybrid ANA/ACN livery, given ACN titles and the red dragon upon arrival in BC; VB-CZA seen here was repainted into full ACN colours in April 1981; VB-CYZ didn't receive the green and red scheme until August 1982 - less than a year before ACN was merged into Kootenay Airways.
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Very nice! I especially like the 1979 Awyr Cymru Newydd scheme :smiley:
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Thanks, I rather like it, too! I was actually pleasantly surprised by the hybrid livery, in my mind's eye I thought it would be much more unpleasant than it turned out. It's still not *nice*, though - good as ANA's Mohican scheme looks with ANA titles, the red dragon somehow clashes with the blue, but I thought it would be worse.
I'm thinking of making a minor tweak to the first one, and making the white be bare metal, too, when I get around to doing older ACN planes; I think that would fit better with the general trends in airline colour schemes of the late 40s and early 50s.
It just occurred to me that in the early 50s there would have been two airlines in BC with black and yellow, since those were QCA's colours too...
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Canadian Airlines International was established in 1986 through the merger of Nordair and Eastern Provincial Airlines. The aircraft are inscribed "Canadian" on the port side and "Canadien" on the starboard.
(https://static.miraheze.org/dominionofbcwiki/2/2f/Trident-7a-canadian-1994.png)
Canadian bought five Trident 7As, two from Pacific Western in 1994, and three from Inter-Dominion in 1995. They were painted in the original scheme dating back to 1986, featuring the logo on the tail that blended elements of the logos of both Nordair and EPA.
(https://static.miraheze.org/dominionofbcwiki/d/d1/Trident-7a-canadian-1999.png)
A new livery, known as "Proud Wings", was introduced in 1999; unfortunately, the striking scheme didn't cut as well on the three-engined Trident as it did on aircraft without a central engine. The 7As lasted nearly a decade with Canadian: C-GCIB was the first to be retired in 2002, C-GCID seen here was the last, in 2004.
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Oooo, those are nice!
I especially like the 'Proud Wings' scheme with the more naturalistic goose :smiley:
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I used to have this wonderful 3'x4' Proud Wings poster. I hope I still have it somewhere.
(https://i.pinimg.com/originals/fc/7e/e5/fc7ee51e660706b364bcb5a0f44be3f6.jpg)
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Oooo, those are nice!
I especially like the 'Proud Wings' scheme with the more naturalistic goose :smiley:
Thanks! These were fun to make too... I particularly enjoyed figuring out the logo on the first one, to merge the EPA goose with the Nordair... thingy. But the goal all along for having Canadian exist in AltBC despite PWA and CP still being around was the Proud Wings scheme. It's an all-time favourite!
I used to have this wonderful 3'x4' Proud Wings poster. I hope I still have it somewhere.
(https://i.pinimg.com/originals/fc/7e/e5/fc7ee51e660706b364bcb5a0f44be3f6.jpg)
That's glorious! I hope you still have it, too!
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Can you make a profile with this?
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Can you make a profile with this?
Do you have that as a png file ideally with a transparent background?
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(https://static.miraheze.org/dominionofbcwiki/5/56/Trident-7a-kootenay-1983.png)
After the merger with Awyr Cymru Newydd, the Tridents kept the basic ACN livery, with only the titles replaced and the red dragon removed. This livery was made the standard for Kootenay Airways in 1985, with the pre-merger Kootenay Airways fleet receiving the red and green stripes as well.
(https://static.miraheze.org/dominionofbcwiki/f/f1/Trident-7a-kootenay-1994.png)
In 1994, Kootenay Airways introduced a new logo that is still in use, applying it to the tail of its aircraft to replace the plain white; also, the titles were changed in appearance, with the port side featuring the company name in English, whilst the starboard side carried it in Welsh, Awyr Cwtnae. All four Trident 7As were retired prior to the introduction of the current livery in 2012.
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(https://static.miraheze.org/dominionofbcwiki/9/9f/Trident-7a-pwal-1968.png)
Pacific Western was the fourth airline to take delivery of the Trident 7A, painted in the livery introduced the year before. VB-PVA seen here was the first delivered to PWAL; it was lost in an accident in 1980.
(https://static.miraheze.org/dominionofbcwiki/d/df/Trident-7a-pwal-1972.png)
A new livery was introduced in 1972, so only the first ten Trident 7As were delivered in the 1967 colours; the last two, VB-PVK and VB-PVL, received the new paint scheme at the factory.
(https://static.miraheze.org/dominionofbcwiki/6/6e/Trident-7a-pwal-1979.png)
In the event, it was only seven years before the wedge scheme was replaced, with all Trident 7As being repainted into the new livery from 1979.
(https://static.miraheze.org/dominionofbcwiki/1/10/Trident-7a-pwal-1989.png)
Between 1989 and 1994, Pacific Western were the primary shirt sponsor of Vancouver Rowing Club's football section - one of BC's most popular football clubs; this was advertised by featuring the PWAL logo on the players' shirts, and Rowing Club's emblem on Pacific Western's aircraft, placed prominently next to the forward entry door. One wonders how passengers who were supporters of Rowers' rivals such as Royal City or Vancouver City felt upon boarding... (see https://dominionofbc.miraheze.org/wiki/Vancouver_Rowing_Club (https://dominionofbc.miraheze.org/wiki/Vancouver_Rowing_Club) for the Rowers' history).
(https://static.miraheze.org/dominionofbcwiki/6/6d/Trident-7a-pwal-1994.png)
Only a single Trident 7A remained in service with Pacific Western when another new livery was introduced in late 1994. With a sale expected at any time, VB-PVB became the last aircraft active in the 1979 livery; ultimately, it was repainted in 1998, less than a year before its retirement in 1999.
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Very nice! But your final scheme on VB-PVB is a stunner :smiley:
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Great profiles! :-* Cool to see the progressions through the years.