Apophenia's Offerings

[Geist]

Great work!

[john_matthews129]

Love the Corsairs!  Very nice, detailed work!   :)

[apophenia]

Following on with the Goodyear Corsairs ... but this time with a pair of RW FG-1 variants.

(Top) An early model FG-1. This fixed-wing fighter in 3-tone camouflage lacks a tailhook. Note also the short radio mast and its antenna attachment to the vertical fin (rather than the rudder top). The sliding hood is of the original 'flat type -- later 'birdcage' hoods were bulged for rearview mirrors (see below). This R-2800 powered aircraft had the usual 3-bladed Hamilton-Standard propeller.

(Bottom) A Corsair 'corncob' conversion. One of two FG-1 conversions by Pratt & Whitney to take the new R-4360 Wasp Major, a 28-cylinder 4-row radial. The first conversion was fitted with a prototype engine suited only for ground-testing. The second conversion (shown here) had a fully airworthy R-4360 for flight testing. The Wasp Major's engine mount and cowling is similar to that of later Goodyear F2G production fighters (although those aircraft had much flatter carb air intakes).

This conversion wears 2-tone camouflage and is in the process of having its national insignia repainted to match directive AN-I-9b of August 1943. At this time, bars have been added to the fuselage stars but the starboard underside wing insignia was still 'barless' (not sure about the state of the portside upper wing cocarde at this point).

[jcf]

Sweet!

I've kicked around doing a corncob conversion to the Tamiya F4U-1, I've done a bit of mocking up,
and thought about getting the Special Hobby F2G-1 for the cowling, revised front fuselage etc., but
decided it was too expensive a proposition.

Well, scratch the above comments, went on evil-bay out of curiosity to see if any 1/48 SH F2G-1 were
on offer, and damned if the Accurate Miniatures boxing didn't show up in a combo deal with Accurate
Miniatures race-plane boxing of the Eduard P-39Q, both for $69.95 with free expedited shipping.
My fingers couldn't stop themselves. 

- Oi, I received a shipping confirmation before the ebay transaction confirmation came through!

[Jeffry Fontaine]

The Odds of Modeling were in your favour today Jon!  :)

[jcf]

Yeah, couldn't resist as I had balked at the $45.00 price tag when it was new in '05.
So $10 bucks less 12 years on OK with me.

I guess I'll just have to build one of apo's bubble-topped 'regular' Corsairs with the left over
bits from the SH and Tamiya kits.
 

[apophenia]

I guess I'll just have to build one of apo's bubble-topped 'regular' Corsairs with the left over
bits from the SH and Tamiya kits.
 

Looking forward to that! So, actually, you'll almost be getting three buildable kits out of your evilBay investment 

More deviant Corsairs coming down the pike ... but first a quickie based on the Hughes H-1:

Hughes XP-34 'Harrier' -- the Hughes Aircraft XP-2 concept depicted in whif Material Division/Wright Field markings as winner of the 1935 Circular Letter X–603 pursuit competition.

The Hughes XP-2 was based closely upon the H-1 Racer. Like the Racer, the XP-2 was to be powered by a Pratt & Whitney R-1535 Twin Wasp Junior radial -- chosen for its comparatively low frontal area. [1]

The US Army Air Corps issued Circular Letter X–603 for a new pursuit on 15 Jan 1935. By the end of April 1935, a team at Hughes had revised the H-1 design into a single-seat fighter to meet X-603. Compared with the Racer, the pursuit was of all-metal construction and had a longer-span, higher aspect ratio wing with a curved trailing edge. The cockpit canopy was raised and a rearview panel was let in to the rear fuselage.

As specified by X–603, the XP–2 (an internal Hughes designation standing for 'Experimental Pursuit, Model 2') was armed with two machine guns (one in each enlarged wing fillet). Top speed was to be 347 mph at 10,000 feet (against the Air Corps' desired 325 mph at that altitude). Endurance also exceeded requirements (at 5.67 hours against the asked for 3 hours). Service ceiling was to be 31,700 feet (1,700 feet more than requested). Rate of climb at sea level was 2,500 feet per minute (versus the 2,200 required).

The XP-2's 4 minute climb time to 10,000 feet fell between the desired and minimum accepted times.  Likewise, take off and landing to clear a 50 foot obstacle was slightly less than desired (541 feet vs 500 feet) but well short of the minimum distance of 1,500 feet.

But the Hughes design was deficient in several performance areas. X-603 listed a desired stalling speed of 60 mph with a maximum 65 mph. The XP-2 was expected to stall at 70.5 mph. Required flight path angle was 10°. The XP-2's path angle would be 17°.

By the closing date of 16 May 1936, sixteen pursuit designs had been offered to the Air Corps' Material Division. The Hughes XP-2 was assessed but the competition was won by a rival design by the Wedell-Williams Air Service Corporation, based on their Model 45 racer. Designated XP–34, the Wedell-Williams was to be powered by an R-1830 Twin Wasp -- the more powerful 'big brother' to the Hughes' R-1535 engine.

The RW XP-34 was never built -- Wedell-Williams was in financial trouble. That was moot. It had already become apparent that the performance of a service P-34 would be inferior to the new Seversky P-35 and Curtiss P-36 pursuits.

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[1] The service engine would be rated at 750 hp (whereas the H-1 Racer's engine had reached 900-to-1,000 hp through the use of then-new 100 octane fuel).

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[jcf]

Nice. 

Evidently the Hughes Racer was never actually designated as the 'H-1' by Odekirk and Hughes,
that number was added some time later. The actual 'H-1' was Hughes twin-engine entry to the
X-608 competition eventually won by Lockheed with the Model 22 (P-38).

[GTX_Admin]

Nice - any chance of a XP-2 in colour?

[apophenia]

Jon: Thanks for that. The actual H-1 is very tasty!

Nice - any chance of a XP-2 in colour?

Worth a go ... but now Jon has distracted me with that X-608 submission 

[apophenia]

Berliner-Joyce Renaissance

Berliner-Joyce Aircraft Corp. had been formed in Feb 1929 by Henry Berliner and Captain Temple Nash Joyce (a former WWI Air Service fighter pilot). The firm was headquartered in Alexandria, VA with a factory at Dundalk, Maryland. The undercapitalized Berliner-Joyce Aircraft was absorbed in 1933 by North American Aviation, becoming that firm's B/J Aircraft Corp Division. In March 1933, B/J Aircraft was retitled as the General Aviation Mfg Corp.

Henry Berliner quit to found ERCO in 1933. In January 1934, Temp Joyce followed Berliner's example. He joined the sales department of the Bellanca Aircraft Co. By the outbreak of WW2 in Europe, Joyce was back in Dundalk, MA, heading the Zap Development Corporation (which promoted the 'Zap Flap' invented by former Berliner-Joyce engineer, Edward F. Zaparka). But the war in Europe suggested greater development opportunities to Captain Joyce.

Berliner-Joyce Aeronautics Co.

With Henry Berliner's blessings, Joyce reformed B/J as the Berliner-Joyce Aeronautics Co. This reborn Berliner-Joyce firm consisted of production facilities at Dundalk (alongside its subsidiary, Zap Development) and a design office/prototype assembly shop at the old B/J plant in Alexandria, VA. To that end, Joyce approached an old Berliner-Joyce customer, the US Navy for potential development contracts.

Joyce was relying in part on proximity. The 'new' B/J Alexandria facility was located on the Potomac -- just 63 miles upstream from the Naval Air Test Center (NATC) at NAS Patuxent River. Joyce had also been in contact with former employer Vought (now Vought-Sikorsky) which had accepted an offer for Berliner-Joyce to build revised wings fitted with Zap flaps and mid-chord ailerons for a Vought Kingfisher. The completed OS2U was then presented to the NATC for trials. The reborn Berliner-Joyce Aeronautics was on its way.

[apophenia]

The Zap flapped Vought OS2U was not accepted for service by the NATC trials had been completely  successful. NATC (via the Bureau of Aeronautics) offered Berliner-Joyce Aeronautics a contract for design studies of unconventional aircraft. These concepts were for radical combat aircraft based upon the major components of existing service types. On behalf of Berliner-Joyce Aeronautics, Temp Joyce accepted the challenge.

Berliner-Joyce Aeronautics' first proposal to the NATC was for a 'Scout Fighter' (SF) based on components from the Brewster F2A-2 shipboard fighter then about to enter service. In this concept, the F2A's bulky radial engine was moved to the centre of the airframe. Rather than a long extension shaft leading to the nose (as in the Bell XFL-1), the 'SF' featured short extension shafts running out through the wings (which were fitted with full-span 'Zap Flaps' and mid-chord ailerons).

The first concept ('SF-1') retained the F2A's single-row Wright R-1820 engine. The second ('SF-2') adopted the smaller-diameter Pratt & Whitney R-1830 twin-row radial. In both designs, interconnected twin-bladed propellers were housed at mid-span leaving the nose completely free. The pilot would sit in the extensively glazed nose, resulting in a much smaller frontal area than the Brewster original. Navy issues were a lack of rear view for the pilot and a strong concern that the 'SF' types would prove to be tail heavy. A lengthened nose would add weight and drag to the design.

[apophenia]

Berliner-Joyce Aeronautics defended its 'Scout Fighter' (SF) concept by pointing out that scouting rather than air combat would be the aircraft's main role. With the higher speed inherent in an aerodynamically cleaner design, the 'SF' could out-run most interceptors. Rear-view mirrors should be enough to let the pilot know who was behind him.

NATC/BuAer concerns about nose-heavyness was addressed in the next 'SF' incarnation - the SF-3. This concept was based on the airframe of the new Grumman F4F shipboard fighter. Components re-used were the horizontal tail and main undercarriage (albeit in a new tricycle arrangement). The wings would be modified to accept shafts for mid-span propellers and fitted with 'Zap Flaps' and mid-chord ailerons. Both R-1820 and R-1830 variants were offered.

To prove their concept, Berliner-Joyce offered to modify an F4F-3 with full-span 'Zap Flaps' and mid-chord spoiler-type ailerons. This modification, the firm argued, would result in superior low landing speeds without compromising manoeurabilty for both the 'SF-3' concept and the standard F4F fighter. The Navy was interested in the B/J proposal but the project stalled when Grumman insisted that no 'spare' F4Fs were available for modification.

[apophenia]

While Grumman proved less than cooperative, the reverse was true for Temp Joyce's former employer, Vought. When the NATC asked Berliner-Joyce Aeronautics to turn its attention on design studies for unconventional aircraft to the XF4U Corsair, Vought quickly supplied drawings and technical information on their new fighter.

To act as a basis for comparison, B/J first developed a Douglas SBD Dauntless analogue employing Corsair airframe components and the Dauntless' Wright R-1820 radial. The objective was not to develop a new operational type but rather to provide a baseline study for more radical proposals.

The first design study submitted was dubbed the 'Semi-Prone SB' -- a 2-seat Scout Bomber concept. This aircraft featured the same drivetrain as the Bell XFL-1 Airabonita (including the Allison XV-1710-6 V-12 engine and nose propeller driven by extension shafts. The crew of two were grouped in the nose, the navigator-gunner being armed with twin .50-calibre machines on a flexible mount.

The 'Semi-Prone' in the description refered to the pilot's position during dives. In level flight, the pilot was to sit conventionally with a fine view through the bulbous glazed windscreen. When about to enter a dive, the pilot's seat would pivot complete with gun sight, main instrument panel, and joystick. In this semi-prone position, the pilot could reach a second set of rudder pedals to complete his controls. The object of the design exercise was a superior cockpit view combined with reduced chance of pilot 'black out' during recovery from a dive.

[apophenia]

The second set of Berliner-Joyce concepts based on the Vought F4U were single-seaters. The first was the 'Prone-Pilot SB' concept. For this Scout-Bomber, the pilot lay prone for the entire mission -- the perceived advantage being a further reduced frontal area. The resulting higher speed was seen as sufficient justification for removing the second crew member and his defensive armament.

For comparison sake, a single-seater Scout-Bomber concept with a conventionally-positioned pilot was also drafted. The benefit here was superior all-around visibility and the option of heavy nose armament. This aircraft was expected to operate in the Scout-Bomber divebombing role while being capable of also flying as a shipboard interceptor.

[apophenia]

(This sequence starts here: http://beyondthesprues.com/Forum/index.php?topic=351.msg129207#msg129207 )

Since the US Navy was not yet ready for a single-seat bomber, Berliner-Joyce Aeronautics returned to its 2-seat Scout-Bomber concept. This third set of 'SB' designs differed in abandoning the liquid-cooled Allison for a much more powerful engine -- the new four-row Pratt & Whitney R-3360 radial. [1] As in the early developments, this radial engine was buried in the fuselage and drove a nose propeller through an extension shaft.

At 2,300 hp, the Pratt & Whitney R-3660 was little more powerful than the Corsair's two-row R-2800. But the R-3660 had a much smaller diameter which better suited a mid-engined layout. After reviewing variations with semi-prone pilots, armament firing through a hollow prop shaft, and other options, the BuAer chose to focus on conventional pilot seating and twin sychronized .50-calibre machine guns mounted under the nose.

Too Late for Glory

Berliner-Joyce received a contract to produce a prototype as the XSFJ-1. This aircraft was built and assembled at B/J's Alexandria facility but progress was slow. There were also concerns that the Berliner-Joyce plant at Dundalk, MA, was too busy with subcontracted component work to handle production of their new design. Accordingly, series production was assigned to the Naval Aircraft Factory.

NAF undertook some detail redesign of the XSF-1 prior to initiating production. The most obvious change of the SFN-1A, as the production type was designated, was a completely revised canopy design. Gone were the XSF-1's individually-framed clear panels in favour of clear-blown Perspex canopy segments. The tail was also revised (NAF adopting the taller tail from the Goodyear-built F2G Corsair. Aside from enhancing manoeuvrability, the new lower rudder section also automatically deflected when flaps were selected to improve low-speed handling.

Berliner-Joyce Aeronautics received a contract to rebuild the XSF-1 as the XSF-2. This would involve bringing the prototype up to SFN-1A standards while also modifying the wings to demonstrate B/J's Zap Flaps and mid-chord spoiler ailerons. Unfortunately for Berliner-Joyce, WWII ended a month after this contract was issued. The contract was cancelled in early Sept 1945 before work had even begun on the XSF-2 modifications.

[CiTrus90]

[GTX_Admin]

Well, I don't really know what to say....wow!

[Tophe]

Berliner-Joyce received a contract to produce a prototype as the XSFJ-1.

Wonderful! Thanks!

[apophenia]

Thanks folks! Of course, they can't all be winner ;p  Ever see a whif in your mind's eye that seems highly promising but the rendered version smells up the room? This was one of those!

I started with the notion of a Bearcat competitor from Lockheed based on P-80 wings (which are of longer span but slightly less area). Seemed like a good idea but once scaled, the P-80 looked way too skinny. So, the P-80 fuselage had to be hugely enlarged to fit the R-2800. And that made the Lockheed canopy look flat and tiny ... and so on, and so on

Overall effect? Poo-ey! What a stinker ;p

_______________________

BTW: I don't have regular internet access right now so apologies in advance for posting in clumps.

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[apophenia]

In the aftermath of Brexit, Britain's involvement in the 1960 European Free Trade Agreement is being discussed again. I've been working up a scenario in which the EFTA has more teeth and includes a Defence Committee (DefEFTA) aimed at procurement cooperation and commonality. While trying mash this scenario into something manageable, I've started some profiles ...

The first set springs from initial member states -- Austria, Denmark, Norway, Portugal, Sweden,  Switzerland, and the United Kingdom -- already having a limited degree of commonality in equipment.

EFTA Defence Committee Common Battle Tank -- The Centurion Upgrades

The DefEFTA's Common Battle Tank (CBT) focused on standardization through upgrades of existing Centurion vehicles. The CBT project also accommodated the coming Chieftain MBT through exchanges. Chieftain programme participants -- the UK, Sweden, and Switzerland -- arranged to divide their Centurion stocks between their reserve forces and neighbouring countries. Through these exchange, Norway received Centurions from Britain; Denmark increased its Centurion stocks by receiving ex-Swedish Strv 101s; and, eventually, Austria received ex-Swiss vehicles.

Under CBT, the Centurions would undergo two major upgrade phases. The first was Centurion 68 (the 1968 Centurion Upgrade Package). Centurion 68 consisted of equipment modernization, a modest armour protection upgrade, and a new powerplant -- the 700 hp Leyland L.60 diesel for Centurions upgraded in Britain, the 690 hp Scania 700 diesel for Swedish and Swiss upgrades.

(Top) Danish Panser 68, an example of the Swedish Centurion 68 upgrade. Note this vehicle's range-extending fuel drums and Madsen-Sætter flexible machine gun.

The second major Centurion upgrade was Cent Up 2k -- aka Centurion 2000. Cent Up 2k represented a more ambitious modernization programme than Centurion 68. The entire hull and turret was clad with Chobham composite armour (which also replaced the earlier steel armour skirts). The new standard powerplant was the 815 hp Scania 800 diesel match to a new David Brown transmission.

(Bottom) Austrian Pz2000, an example of the Swiss Cent Up 2k upgrade. Note the optional Swedish-style 'diesel armour' on its skirts and the SIG 710-4 flexible machine gun.

________________________________

[apophenia]

A degree of existing commonality in existing equipment could also be found in EFTA members' use of Hawker Hunters as strike fighters. This would result in DefEFTA's  Strike Fighter Hunter Upgrade (SFHunt) programme (... which I'll cover later). Meanwhile, one outcome of the 1963 DefEFTA agreement on common defence procurement, was a contest for a completely new 'standard' strike fighter to replace the interim, upgraded Hawker Hunters.

The Common Strike Fighter (CSF) programme to replace the Hunter upgrades was the first DefEFTA competition for a complete aircraft system. This CSF contest was won by the Swedish Saab JA/AJ.37 Viggen powered by a 15,000 lbf (dry) Svenska Flygmotor RM10 Vaster -- a license-built Rolls-Royce RB.177 with a Swedish-designed afterburner. [1] 'First adopters' for the new Saab fighter were Sweden, Norway, the UK, and Switzerland.

After delivery of the Viggen, Norway's Hunters were donated to Portugal. Sweden's Hunters were divided between sales to Finland and donations to Portugal. Swiss Hunters were sold to Austria. Denmark retained its Hunters, never adopting the Viggen.

(Top) A Swiss Saab J.37 Viggen of the Flugwaffe's Überberwachungsgeschwader. CKD assembly in Switzerland by Flugwaffewerke FFA. Note Hunter-style drop tanks.

(Bottom) Co-produced BAC-Saab GR.1 Norseman [2] of the Royal Air Force. R-R RB.177-6 'Super Medway'.

_________________________

[1] Svenska Flygmotor did not normally assign names to its products. The RM10 Vaster was following Rolls-Royce practice of naming jet engines after major rivers.

[2] The translated name 'Thunderbolt' was initially proposed for British Viggens but was rejected by the RAF. Switzerland, like Norway, simply adopted the original Swedish name.

_________________________

[jcf]

Stinker? Mmm, don't know about that, kinda resembles a single-seat bubble-top evolution of the military version
of the Hawks-Miller HM-1.



Which was of course a development of Time Flies:

[AXOR]

You were creative,great stuff!
Berliner-Joyce Brewster is by far my favorite !

[apophenia]

Ooo, Time Flies was gorgeous 
__________________________________

DefEFTA's Strike Fighter Hunter Upgrade (SFHunt) programme

As mentioned earlier, EFTA member use of Hawker Hunters led to DefEFTA's Strike Fighter Hunter Upgrade (SFHunt) programme beginning in 1962. The object of SFHunt was not a standard, EFTA-wide Hunter 'mod' but rather shared information to achieve comparable performance in the strike fighter role. Initial adopters of SFHunt upgrades were Sweden, Switzerland, and the United Kingdom.

Each participant nation in the SFHunt programme chose its own range of modifications and how to phase in those improvements. In Sweden, Saab handled Hunter upgrades. In Switzerland, it was Flugzeugwerke FFA. British Hunter upgrade work was divided between the Armstrong Whitworth and Gloster divisions of Hawker Siddeley Aviation Ltd.

The UK and Switzerland also cooperated on an engine change for SFHunt. RAF Hunters and selected Swiss airframes were fitted with the new Rolls-Royce RB.106 Tamar. This new turbojet produced 15,000 lbf dry and was intended as a 'drop-in' replacement for the Hunter's original Avon engine. Sweden opted out of the Tamar programme, retaining Avons for all of its upgraded Hunters.

(Bottom) A late-pattern 'SFHunt 90' of the Swiss Flugwaffe. Note Tamar tailpipe and the 'Sabrina reduction' (due to removal of two of the four original 30mm Aden guns).

SFHunt-standard Hunters would later serve with the air forces of other EFTA nations. Denmark got ex-RAF Tamar-powered Hunters. Other 'second hand' SFHunts were all Avon-powered -- Norway and Finland got ex-Swedish Hunters; Austria purchased early Swiss SFHunts; Portugal was donated ex-RAF (all from storage with minimal SFHunt mods).

(Top) A Luftstreitkräfte Hunter. This ex-Flugwaffe early-pattern SF Hunt is a hybrid. Avon-powered and retaining full cannon armament, this Austrian aircraft has since received the Swedish Ericsson SFHunt nose package. Note that a VHF antenna has been fitted to the fin but that this Hunter lacks the SFHunt RWR antennae fit.

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