Beyond The Sprues
Current and Finished Projects => Profiles and Pixels => Topic started by: Acree on June 10, 2012, 02:33:22 PM
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Hi Guys,
This is my first new profile in several years. It's the beginning of a series I am planning on the aircraft of a pair of fictional nations in the 1930s and 40s.
This is a Northrop Gamma 2T torpedo bomber of the Farallon Air Force. This island nation received 20 Gammas starting in 1934 to replace their Great Lakes TG-2s. In Farallonian service, the Gammas were christened 'Frigatebirds' due to their large wingspan, although they were commonly called F-birds or Gammas in service. They remained in service until 1942 with the 2nd Torpedo Squadron, whose emblem was the popular Felix the Cat, seen on the cowl of their aircraft.
The Gamma 2T could carry one 2000 pound torpedo and was armed with two fixed .30 caliber machine guns plus one flexible .30 cal in the rear cockpit and another in the ventral position, both manned by the very busy radio operator.
BTW, in the Real World, Northrop actually proposed this aircraft, in the 1930s, but found no interested buyers. The Gamma was developed into a light bomber/attack aircraft which was sold to China and into the A-17 for the USAAC.
Hope you all enjoy this profile. More are coming!
Chuck
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Nice! The Gamma does lend itself to being a torpedo bomber doesn't it?
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Very nice.
I have one in the stash. I am planning to make a NMF USAAC observation bird, O-42A.
Maybe a few more should be acquired. ;)
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Outstanding. Can't wait to see more.
Glad you are back at it Chuck!!!
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Very nice. Going Gamma rather than Delta would give you space for a huge fuselage fuel tank!
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I agree, Apophenia (and thanks to all for your comments!). The "standard" Gamma and Delta are almost identical in top speed (the Gamma being about 4 knots faster) and wing loading, but the Gamma has an almost 500 mile range advantage - all the more reason the Farallonians chose them: without aircraft carriers to extend their range, they needed the extra range to protect their far flung islands from amphibious invasion or naval bombardment.
Continued Backstory:
The indigenous Farallonian aircraft industry (Capstan Aviation, Limited) had produced five new-build Gammas under license; by the end of the 1930s they had completed an ambitious modernisation program. This consisted of installing a Pratt & Whitney R-1830 of 1,100 hp, retractable landing gear and a new cockpit located further forward. This last change was the result of the aircrews' most consistent complaint - poor visibility from the aft-located cockpit and low, heavily framed canopy. This required also a small dorsal fin to maintain lateral stability. The end result was the Frigatebird II, which had better performance but was still limited by its heavy structure and antiquated wing profile. Only 6 Frigatebird IIs were built, of which 2T8 shown below was the last surviving, being retired in 1944.
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The Frigatebird II turned out to be a 'looker', Acree. And it almost looks as if they could have squeezed that illusive third crew member under the new canopy.
Are the tail markings the Farallonian flag?
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Yes, I was surprised how good the Frigatebird II looked when I finished!
The tail markings are the Farallonian flag. I "invented" the Farallons as a very sea-faring nation. I envision a sort of Atlantic version of Indonesia in terms of geography, but more like a much bigger version of Malta in terms of culture. I chose the scallop shell as a national symbol to represent the sea, but in a relatively peaceful way. In the small scale wars I will be depicting, Farallon will be the "victim" of aggression.
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The Frigatebird II turned out to be a 'looker', Acree.
Agree completely! Very nice!
Cheers,
Logan
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The Frigatebird II looks great! Moving the cockpit forward makes a lot of sense and the end result looks much more balanced.
Looking forward to Capstan Aviation's next development.
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In 1936, the Farallonian Air Staff was seeking a replacement for the Douglas biplanes of the 6th Observation Squadron. Requirements included a range of 1200 miles, a top speed of 200 miles per hour, and a crew of 2. The aircraft needed to be a stable camera platform and be easy-to-fly. During a visit to the USA, Lance Margon, head of the Farallonian purchasing mission, chanced to meet Talbert “Ted” Abrams. Abrams pitched his P-1 Explorer, then under construction.
On paper, the P-1 looked ideal for the Farallonians. Margon tried to purchase six P-1s right off the drawing board, but Abrams lacked the production capacity, so Margon worked out a license manufacturing arrangement on behalf of Capstan Aviation, Ltd. The first aircraft, christened Capstan Observer flew in mid-1937. Sixteen Capstan Observers were built in 1937 and 1938.
During 1938, it was decided to adapt the Observer to float undercarriage for use from ships of the Farallonian Navy as well as isolated island outposts. The float modification necessitated enlarging the vertical tail surfaces, but other changes were minimal. The resulting aircraft was not well-liked, as speed and range both fell dramatically. Nevertheless, twelve Observer IIs were built and equipped 4 Navy ships and a shore-based flight of the 6th Observation Squadron.
Finally, in 1940, with the Frigatebird II development program complete, the design department of Capstan turned to upgrading the Observer. The Observer III received an upgraded engine installation and retractable landing gear, and included the ability to carry drop tanks or external stores. Planned pressurization was abandoned as being beyond the state of the art for the Farallonians. The Observer III was not built in series, but there were two prototypes: one (6-O-14) received an R-1535 radial engine in an updated cowl, and the other (6-O-15) was equipped with a Curtiss V-1570 Conqueror. Both prototypes served in the 6th Observation Squadron on strategic reconnaissance missions.
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And for those who are interested inthat sort of thing... a close up of the mascot of the 6th Observation Squadron, "Ducky."
And the logo of Capstan Aviation, Ltd.
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Interesting choice with the Abrams machine. I like the modifications you've made.
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Thanks, EH. To be perfectly honest, I haven't scaled the new engines carefully, but just went with the TLAR method (That Looks About Right). I'll work harder to scale things better in the future.
I've always liked the Abrams and thought it a shame that it didn't find a use in WWII. I see it as falling right in the gap between the big observation planes of the late 30s (e.g., O-47) and the little liaison planes that did all that work for the US Army in the war. It could have been a compromise solution (in my eyes at least) for those generals who (initially) snickered at the idea of using Piper Cubs in combat.
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That Observer looks absolutely brilliant!
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In late 1934, Farallon began to operate her first purpose-designed bomber aircraft (prior bomber aircraft had been adaptations). At the end of the US Air Mail crisis in June, 1934, the US government offered the surviving Douglas B-7 and O-35 aircraft to Farallon. With the more-capable Martin B-10 coming into service, the USAAC found no further need of the gull-winged Douglas bombers. All 8 aircraft were refurbished and brought to a standard configuration broadly matching the B-7. These aircraft entered service in the Farallonian Air Force beginning in November, 1934. They wore the unlikely "Daddy Warbucks" emblem of the 4th Bombardment Squadron.
The aircraft were initially known as B-7s (unusual for Farallonian aircraft, as most aircraft carried names rather than designations). The B-7s were well-liked by the Farallonian bomber crews, and Capstan Aviation developed an upgrade program for them in 1939. In a departure from usual Farallonian practice, the tired Curtiss Conqueror engines were replaced by Hispano-Suiza 12Y engines from France rather than an American engine. Capstan also enclosed each crew position with well-glazed compartments, greatly improving crew comfort and slightly adding to the perfomrance increase attained from the engine upgrade. B-7s receiving this upgrade officially became Capstan-Douglas Kittiwake IIs (the earlier aircraft becoming Kittiwake Is by default, although they were not generally called that in service).
Finally, in 1940, Capstan upgraded the Kittiwakes again by replacing two of the three gun positions with hydraulically-operated turrets, each mounting two .50 calibre Browning machine guns.
Both the Kittiwake II and III could carry a two-thousand pound bomb load (a 60% increase over the B-7). Increased fuel load and decreased fuel consumption meant there was a range increase as well, with the Mk II having a range of 900 miles and the Mk III being slightly decreased at 780 miles due to the added weight of the turrets.
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Outstanding!!!
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That's a great looking machine!
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That goes from being a Douglas to a long-lost Farman real fast!
Cheers,
Logan
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Your Kittiwake is a fabulous idea! I love the way the mark II has traces of the Douglas Havoc about it too!
If you will permit me one minor nitpick, I don't believe the B-7/O-35 is parasol-winged since the wing attaches to the fuselage.
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EH: Yes, I guess you're right - that should be "gull-winged" - hence the name Kittiwake! I will edit my original post!
Thanks to all for your comments!
Chuck
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Love the Kittiwake upgrades :) Using half of the F.223 nacelle is pure genius!
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Thanks Apophenia!
Now for the next update:
The FAF had an unusual structure, where there was a squadron established for each specific mission. Because the FAF generally had small numbers of each aircraft, this made for “normal” sized squadrons. However, some squadrons were quite large, and were divided into flights that were equivalent to squadrons in the RAF or USAAC.
FAF squadrons were: 1st Training, 2nd Torpedo, 3rd Fighter, 4th Bombardment (and Patrol), 5th Transport (and Liaison), 6th Observation. Aircraft and missions that did not seem to fit into these missions were generally assigned to the 1st or 5th Squadron.
It’s time to address the Farallonian Air Force fighter arm. The 3rd Fighter Squadron was being re-equipped with second-hand Boeing PW-9s as the 1930s began. By the mid-1930s, the PW-9 was decidedly outdated. When Lance Margon attended the International Air Race in Chicago in September, 1933, he witnessed Jimmy Wedell setting a new world speed record in his Wedell-Williams Model 44. The top speed of the Model 44 was almost double that of the PW-9s being flown by the FAF fighter pilots. So Margon approached Wedell about adapting the Model 44 as a fighter.
Wedell quickly designed a gun installation (two .30 caliber Brownings in side blisters firing through the cowling). The prototype was shipped to Farallon where it was tested and ultimately entered service with the 3rd Fighter Squadron. This first Model 44P (for ‘Pursuit’) was assigned the code 3-F-X. It was standard procedure to assign a letter instead of a number to aircraft which were used for test or otherwise restricted use, thus “X” for the Model 44P. During testing it was determined that wing strength was inadequate for aggressive maneuvering. It was also discovered that it was impossible to mount an effective gun sight due to the restricted visibility over the huge engine cowling covering the Pratt & Whitney Wasp Jr. engine.
Capstan Aviation set out to remedy the problems with the Model 44, by replacing wing bracing wires with hefty struts. They also fitted a higher canopy and raised the pilot position for improved visibility and replaced the Model 44’s sprung tailskid with a steerable tailwheel. The result was the Capstan Wedell Wasp. Capstan built 24 Wasps between 1934 and 1936. Capstan considered upgrade modifications for the Wasp, but studies determined that the airframe was already too close to its limit to justify the effort.
However, back in the USA, Jimmy Wedell was inspired by the Farallonian Wasp project to enter a USAAC competition for a high-performance fighter which ultimately led to the Wedell-Williams P-34.
In FAF service, the Wasp remained in first-line service with the 3rd Fighter Squadron (in diminishing numbers) until 1942.
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That Wasp looks great! :)
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Love the Wasp figher Acree :-* In fact, I've stolen it ... ;D
http://beyondthesprues.com/Forum/index.php?topic=351.msg20410#msg20410 (http://beyondthesprues.com/Forum/index.php?topic=351.msg20410#msg20410)
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Belated thanks for your Observers-1940 drawings, delicious :-*
Concerning the Farallon Nation... what-if it had ally to Japan instead of the USA? An unsinkable aircraft carrier like that, so close to San Francisco, the war might have been different...
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Kittiwake II or III look good for kit-bashing. :) Particularly suited for trying many engine (prop or jet) options.
Bill
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OK, I was working on something else, but when I read Finsrin's comment, I just had to take a moment to do this:
In 1946, Capstan Aviation was tasked with building Farallon's first jet aircraft. Capstan had obtained a license to build the Rolls-Royce Derwent engine. But early reliability problems led them to choose a multi-engine layout to reduce the likelihood of catastrophe in the event of an engine failure. So, a Capstan-Douglas Kittiwake II was brought out of mothballs to become the testbed. Named Jet Kittiwake (very original, huh?), the aircraft carried four license-built Derwents paired under each wing with the retractable main landing gear assembly between and below the engines. The FAF flew the Jet Kittiwake for four years on various tests. Illustrated is the Jet Kittiwake (coded 4-B-J) as she appeared in 1946.
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Love the Jet 'wake :) Best to plate over those fabric-covered elevators though ;)
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With a turbofan instead of the turbojet, the heat would be diluted...
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I think the jet blast is far enough below the horizontal stabilizer to be OK, especially with the downwash from the wing. Besides, it was just a test, not an operational aircraft. ;)
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And in some World of us, titanium (heat-proof) tailplanes appeared in 1920...
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I'm just yankin' your chain Acree. I love the Jet Kittiwake (and it does rather anticipates the nacelle design of the Avro Canada C.102 Jetliner -- a personal fav).
Good point Tophe ... but the Derwent was a centrifugal turbojet ;)
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Here we are with the predecessor to the Wasp in Farralonian fighter service. Lance Margon flew the Boeing PW-9 on an official visit to the Boeing Airplane Company factory in Seattle, Washington, USA in 1929. Margon was impressed with the aircraft and negotiated a contract for 20 to equip the 3rd Fighter Squadron. The PW-9s were delivered by ship to Farralonia in 1929 and 1930. Christened the Bullock, the PW-9 was very popular among the pilots, but the Air Staff recognized that they were becoming outdated almost as soon as they entered service. Consequently, while Margon and his team searched for a replacement, the development team at Capstan Aviation began work to modernize the Bullock. The result was the Bullock II, nicknamed "Wild Bull" in FAF service. To create the Wild Bull, Capstan designed a cockpit canopy and a cantilever undercarriage, equipped with spats. Most significantly, Capstan increased the upper wing span by five feet and deleted the lower wing, creating Farralonia's first monoplane fighter. The end result was a 21 mph increase in top speed, with negligible change to maneuverability. These improvements were enough to keep the Bullock in service long enough to be replaced by the Wedell Wasp.
Even longer-serving were the shore based floatplane version of the Bullock, called the Bullock FP (sometimes called Bullock III). The first seaplane conversion flew in 1932, and served shore-based flights of the 3rd Fighter Squadron until 1940, although hardly considered frontline fighters by then, they still served a useful purpose as sea search reconnaissance and liaison aircraft. Shown is the final service Bullock FP, nicknamed "Sea Cow," 3-F-23 was the personal mount of Lieutenant Lipton Margon, flight commander of C-Flight, and son of Lance Margon.
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Love the FP!
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Love 'em ... especially the camo scheme on the FP :-*
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Yes, this camo is funny. Perfect with waves, but what about a flat sea or lake? The enemy would detect it!
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True, Tophe, but if you had ever visited Farralonia, you would know that a flat sea is exceedingly rare there!
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The Farralonian Air Force's 5th Transport Squadron flew a wide variety of aircraft on several diverse missions. The squadron was responsible for troop transport, resupply, executive transport, liaison, air-sea rescue, and all manner of ancillary duties.
Budget constraints kept the FAF from acquiring large fleets of transports, but instead they used a diversity of planes, most purchased second hand. One exception was the Fleetwings F-5 Seabird. Six seabirds were purchased in 1938 for use as light tranpsorts and air-sea rescue aircraft. They served until the late 1940s.
Also shown is an ex-United Airlines Boeing 247D. Officially christened Burro in FAF service, the plane was nicknamed "Lucky 13" due to its serial number, and was universally referred to by that name.
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Love the camo on the FP!
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People nowadays forget that the purchase of stainless steel F-5 Seabird amphibians for the Farralonian Air Force was prompted by local airline use of the Fleetwings flying boat.
Farralon Airways had bought the prototype Seabird from James Reddig in 1937. In the off-season, FA-SWG was leased by the FAF to familiarize service pilots with flying boat operations. The 'Spirit of Farralonia' was lost on Airways operations when pilot struck struck submerged rocks off Port Farralon. The wrecked Seabird was recovered and later supplied spares for the FAF Fleetwings F-5 fleet.
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As 1939 dawned, war was on the horizon in Europe. Farralon’s bomber element was ready for war, but their equipment was somewhat dated. The 4th Bombardment Squadron’s “Heavy” bomber flight was equipped with the Douglas Kittiwake I, with the much-improved Kittiwake II just coming into service. The “light” bomber flight was equipped with older and less-capable Lockheed Vega bomber conversions. The FAF staff was determined to replace the light bombardment flight with an “attack” flight, equipped with modern attack bombers.
Farralon’s traditional source of military aircraft was the United States. But in 1935, the US Congress began passing a series of laws making the export of military aircraft difficult (and in some cases unlawful). Despite these restrictions, Lance Margon continued his work evaluating American military aircraft and negotiating purchase and license-building contracts, albeit in a much more low-key fashion. In the Fall of 1938, the US Army Air Corps began a competition for an attack bomber. Douglas, Martin, Stearman and North American all entered prototypes. Margon was very impressed by the Douglas entry, the DB-7B (as were the French and British missions).
However, on January 23, 1939 the DB-7B crashed during a demonstration flight. A minor scandal ensued when it was found that a French military representative was on board, and killed during the flight. The surviving French representatives were still impressed enough with the DB-7 to place a substantial order. Ultimately, this aircraft gave rise to the A-20 Havoc series of aircraft.
What was never made public though, was that Lance Margon had also been aboard that DB-7 and perished in the crash. The Farralonian authorities refused to consider the DB-7 after this debacle, and instead sent a new representative to negotiate a contract with Stearman for their X-100. The X-100 had been designed by Stearman just at the time that Stearman was being absorbed by Boeing. Since the X-100 had not found favor with the USAAC, Boeing was more than happy to make a deal to sell the design rights as well as existing tooling to the Farralonian government who promptly sold the design to Capstan Aviation. Capstan set up a new factory to build the X-100 which was named Margon in honor of the late aviator.
Capstan built 40 examples of the Margon I, which was virtually identical to the X-100 prototype in its final form. Margon Is served as light attack bombers with the 4th Bombardment Squadron from 1940 until 1947. Capstan also built 24 Margon IIs for the Patrol flight of the 4th Bombardment Squadron. This differed from the Margon I by the installation of Hall Aluminum floats. The only other difference was the deletion of the semi-retractable ventral turret, the Margon II relying on low altitude operations to prevent fighter attack from that quarter. As seen in the illustration below, the Margon II was able to carry a torpedo onthe centerline, as well as mines or bombs in the bombay.
The Margon was a very serviceable aircraft, but underpowered with its Pratt & Whitney R-2180 engines. The R-2180 was also less reliable than the FAF would desire, especially in over-water operations. Capstan therefore developed a re-engined version using the Allison V-1710-F30 which, though not much more powerful than the R-2180, had considerably better power-to-weight ratio and reduced drag. These new engines, as well as some internal and structural improvements, considerably improved the design.
While the Margon III production got underway, Capstan worked simultaneously on two further developments. The first to be completed was a dedicated attack version with a new-design “solid” nose mounting four .50-caliber machine guns and two 37mm cannon. All defensive armament was deleted, except for the two side-mounted .30-caliber guns.
The final Margon development was the Margon F.V night fighter. Development of this design began at the same time as the Margon IV, but was delayed until a suitable air-to-air radar could be acquired. This meant that the night fighter did not enter service with the 3rd Fighter Squadron’s newly-formed night-fighter flight until 1945. Besides the radar, the night fighter had all defensive armament deleted, and mounted a tray under the bomb-bay carrying four 20mm cannons.
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Color schemes on Bullock FP and Margons are favorites.
Seems no one ever does a 247. Nice :)
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UH-OH! I just realized that I left the 4th Bomb Squadron's Daddy Warbucks emblem on the Margon F.V - I'll fix that tonight and replace it with the 3rd FS's Wasp insignia. :-[
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The predecessor of the Margon as a light bomber in the FAF was the Lockheed Vega. Fourteen Vegas were purchased direct from Lockheed with deliveries commencing in 1933. Four of the fourteen served with the 5th Transport Squadron as light personnel and cargo carriers capable of carrying 7-passengers or an equivalent cargo load. The other ten were modified at the Capstan Aviation facilities as light bombers. The Vega bomber was equipped with an open dorsal gun position mounting a .30-caliber machine gun, another .30-cal. which could be fired from an enlarged window on either side of the fuselage, and a ventral tub with a bomb-aimers position in the forward part, and an open gun position in the rear, with a third .30-cal. All three of these guns were operated in combat by a single person. Offensive load included a 500-pound bomb carried externally under the fuselage centerline, and/or two 100- or 250-pound bombs on underwing pylons. Vegas served in the 4th Bombardment Squadron's light flight until replaced by Margon Is in 1940. Five survivors were converted back to cargo carriers, but the remainder were scrapped.
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Nice Vega variations. You made me dream of Mustang/Vega hybrids. Thanks!
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Thanks Tophe. I'm having a little trouble envisioning a Mustang/Vega hybrid, bit it IS fascinating.
Here are a couple more Vega variations from the creative fellows at Capstan Aviation's development and modification shop.
When the Vega bombers were retired from the 4th Bombardment Squadron, five were converted to cargo carriers. These joined the 5th Transport Squadron where they served alongside their personnel tranpsort brothers. They differed in that the converted bombers were pure cargo carriers, with a large cargo door and all armament removed. In the example below, you can see the sheet metal blanking plate over the open upper gun position, as well as where the 4th's Daddy Warbucks emblem was painted over.
Later, two further Vegas were pulled from the scrapyard for a secret conversion project. These were converted to support the Farralonian espionage program, having taken their inspiration from the RAF's Lysander III (SD). These were given a special fixed boarding ladder and a modified door for easy loading of stretchers. They normally carried a large cargo pod which could be dropped to agents or quickly loaded or unloaded on the ground. They also retained the wing hardpoints of the bomber which were now plumbed to carry auxiliary fuel tanks (droppable, but not normally dropped on operations). Most significantly (and unique among Vegas), they were equipped with landing flaps to reduce landing speed, landing roll and takeoff roll. The Vegas were painted flat black with darkened markings and entered servie in 1942 with the 5th Transport Squadron, where they were referred to as Vega Specials, but they never received an official name. One Vega Special was lost in 1944 and the other was scrapped in 1946.
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Love the Vegas! Especially the black one!
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Thanks Tophe. I'm having a little trouble envisioning a Mustang/Vega hybrid, bit it IS fascinating.
Here it is, more Mustangs in a Vega-way, than pure hybrids. Thanks again!
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This will be the final installment for the Farralonians for a while, as I will turn my attention to their rival nation for a while. But for now, the heavy bomber element of the 4th Bombardment Squadron was seeking more modern equipment as war raged into its third year in Europe. The USAAC was purchasing large numbers of the B-17E, releasing the earlier models for export. The FAF took advantage of the situation and requested to purchase 14 B-17Ds for the heavy bomber element. These second hand bombers were duly delivered in 1942 and supplemented Capstan-Douglas Kittiwakes in the heavy bomber flight. In 1943, Capstan developed a re-engined version and began to produce the Capstan-Boeing Fortress II. These were equipped with Allison V-1710 engines in a P-40E-style cowling. This installation was developed completely independently of Boeing's own XB-38 project and was ultimately more successful, relying as it did on tested engineering. The modification required an added dorsal fin to improve stability and led to slightly higher performance for the Fortress II (compared to the B-17D). Capstan built 95 Fortress IIs, before switching to the Fortress III which introduced improved defensive armament, including a very basic tail-gun position for a semi-prone tailgunner.
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Especially for Tophe! In fact, I did this almost as a joke, to see how Tophe's idea might really work out, and, I have to admit, I kind of like it. It is a Mustang-Vega hybrid (actually more of a Vega inspired Mustang transport, as Tophe might say). Anyway, here's the story:
In 1945 Capstan Aviation was directed to design a fast light transport specifically to carry the Farralonian President around the various islands of Farralon. The result was the Capstan Farralon. Three were built; shown here is the first, used by President Fahrquar from 1945 to 1951 and named "Fair Farralon."
Hope you like it, Tophe!
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I like the inline Fortresses.
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I second GTX's motion - those Forts look superb!
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Thanks, guys! I always thought the XB-38 was the best-looking Fortress ever built and one of the most gorgeous bombers ever made (RW)! It's a shame Boeing had so much trouble with the V-1710 installation.
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Especially for Tophe! In fact, I did this almost as a joke, to see how Tophe's idea might really work out, and, I have to admit, I kind of like it. It is a Mustang-Vega hybrid (actually more of a Vega inspired Mustang transport, as Tophe might say). Anyway, here's the story:
In 1945 Capstan Aviation was directed to design a fast light transport specifically to carry the Farralonian President around the various islands of Farralon. The result was the Capstan Farralon. Three were built; shown here is the first, used by President Fahrquar from 1945 to 1951 and named "Fair Farralon."
Hope you like it, Tophe!
Thanks a lot, Acree, I love it. Glory to the Farralonian president!
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Love the Fair Farralon!
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OK, I feel a little stupid asking for this help, but I need a name for Farralon's rival nation. I have a few profiles ready to post, but can't until I think of a name. Here's what I know about the country:
It is a coastal nation (think approximately Morocco in location); Farralon is about 400 miles off the coast.
It is a Fascist government modelled after Mussolini's Italy (but also admiring and having good relations with Nazi Germany).
Colors are red and black.
I was considering that it might be the historical descendants of the Barbary Coast, but with a strong central government. I was also considering the possibility that they may have started as a US colony after the US Navy/Marine expedition of 1805. What if O'Bannon and company had stayed in Tripoli, brought in reinforcements to occupy the territory and set up a US colony, which eventually (late 1800s) became independent, and turned to Italy for support.
I don't know if any of this makes sense. What are your thoughts? And, most urgently, what should I call this fictitious nation?
Thanks!
Chuck
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What language do you want them to speak?
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Well, being pretty much a monoglot myself, I was planning on using English for all my descriptions and unit designations, but it would certainly make more sense for them to speak Arabic or Italian, unless, of course I go with the American colony history, then I could use English. The more I think about it, the more I think I will go with that history. So, I guess English it is, but certainly with Arabic and Italian influences.
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I was considering that it might be the historical descendants of the Barbary Coast, but with a strong central government. I was also considering the possibility that they may have started as a US colony after the US Navy/Marine expedition of 1805. What if O'Bannon and company had stayed in Tripoli, brought in reinforcements to occupy the territory and set up a US colony, which eventually (late 1800s) became independent, and turned to Italy for support.
Using that as a starting point, what if you go with "Tripolitan"?
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Thanks GTX, I think I will go with that. I'm not really putting THAT much effort into the backstory right now, as I'm just using the story as an excuse for the profiles. But, I do want something that I can flesh out later (if I decide to). So, in a very slight modification of your suggestion, I will go with Tripolitania for the country's name, and Federal Tripolitan Air Force.
Thanks again!!!
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My pleasure.
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Farralon's great rival throughout the 1930s and 1940s was the coastal nation of Tripolitania. The main medium bomber of the FTAF at the beginning of the 1940s was the Cant Z.1011. Rejected by the Italian Regia Aeronautica, it was offered to Tripolitania, which ordered thirty. The Z.1011 was underpowered, which was the main reason the Regia Aeronautica rejected it to begin with. So, CRDA re-engined the Z.1011 with the Piaggio P.XI RC40 engine installation of the Z.1007. CRDA also added a third Lancia turret in the nose of the upgraded bomber, now known as the Z.1011bis. The new aircraft was much improved and made a formidable foe for the Farralonian Wedell Wasps.
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The Tripolitans were also offered another Regia Aeronautica reject in the Meridional Ro 51 fighter. A relatively modern fighter, yet simple in operation, it was deemed by the Italians to be ideal for the Triploitans. The FTAF purchased both the fixed-landing gear (with lovely spats) version and the floatplane Idro version. After a year of operation, the Tripolitans asked Meridionali to improve performance of the Ro 51, and the result was the Ro 51bis, which featured an upgraded engine installation (again the Piaggio P.XI RC 40) and a retractable landing gear installation. The FTAF ordered 100 of the landplane versions, as well as 7 floatplane Ro 51bis Idros.
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Outstanding!!! :)
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Why would it be so far from Farralon Islands? Independant California could be a possibility, no?
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Hi Tophe!
Independent California could be an option - of course, they would much more likely be Socialist or Communist in government. However, you're thinking of the real world Farralon Islands. My fictitious country has the same name, but a very different location - in the eastern Atlantic, about 400 miles off the coast of Africa. I chose that distance to make the air battle difficult, but not impossible.
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Sorry, Acree, I have enjoyed the drawings and not read all the text. Well, would Sicily (Sicilia locally) be a good opponent? As central in the Mediterranean sea... A civilisation movement northward from Egypt to Crete to Greece then Westward to Sicily to your Fallaron to America to China...
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I'm a big fan of the little Ro.51 so great to see it here. It will be interesting to see this rivalry play out!
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Thanks EH. I really like the Ro 51, too. Here is another iteration of the theme:
The Ro51 was developed by Meridionali (IMAM) to use the 1175 HP Alfa Romeo R.A.1000RC.41-1a (license-built Daimler-Benz DB 601). With the new engine, the Ro 51ter was the clear master of the skies over the eastern equatorial Atlantic. The new fighter had a top speed of just over 330 mph, and upgraded armament, with two 12.7mm Breda SAFAT machine guns inthe upper cowling and two more in the wings. Tripolitania ordered another 100 Ro 51ter as well as 60 Ro 51ter Idros to replace the basic Ro 51s.
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Nice.
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That works better than I'd expect! :o 8)
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Cant Z.1011 and Ro.51 together! This just gets better and better :)
For the Tripolitanian language, maybe something akin to the Berber-related Guanche, the indigenous language of the Canary Islands? That gives you a natural tie-in to Franco's Spain to make the connection with Fascist Italy.
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Thanks, Apophenia! I'll use that link when I flesh out the backstory.
Yes, EH, I was surprised too. I threw the nose of an Re 2001 onto the Ro 51 and was srprised how good it looked. IMHO, better than the Re 2001! Very aggressive looking, and with an overall airfoil shaped fuselage.
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In 1928, the Tripolitans ordered their first dedicated maritime strike aircraft, the Dornier Do D, after sending a delegation to observe operation of the Do D in Yugoslavia. In all, twenty Do Ds were delivered to Tripolitania, where they equipped the 14th Torpedo Squadron. Shown below is Beta, the second Do D delivered. Showing the orange Fort Azamor emblem on the aft fuselage, Beta served until retired in 1939, one of only 7 surviving Do Ds.
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Interesting ideas
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In 1937, the Air Development Committee of the Tripolitan government concluded talks with Ing. Mitrovich of Yugoslavia. Under their agreement, Mitrovich would relocate his design studio to Tripolitania, where a major new factory was built. Mitrovich brought with him the sole prototype of the M.M.S.3 twin-boom lightplane. This became the first product of the new Barbary Aircraft Co., controlled by the Tripolitan Government and overseen by Ing. Mitrovich. The original MMS-3 was ordered for use as an observation aircraft in support of the Tripolitan Army ground units. One hundred were ordered, but only twenty were built before they were supplanted on the construction line by the MMS-3bis. This aircraft was re-engined with the Italian Colombo S.63, to remedy the underpowered situation of the original MMS-3 with military equipment. The Colombo engine was chosen because the Tripolitans did not want to rely on a British engine source (the original MMS-3 was powered by a British Pobjoy Niagara). The MMS-3bis had about 30 percent more power with the Colombo engine. The remaining 80 aircraft on the original order were completed as MMS-3bis, and included a flexible 7.7 mm Breda-SAFAT machine gun in the rearmost seat, with an open position replacing the elegant windows of the original. The change required the addition of strengthening struts on either side of the machine gun position (replacing the central structural member of the original). Since most field units dispensed of the elegant spats on the mainwheels, these were also eliminated from the production line after the 33rd aircraft.
Finally, in 1940, the Tripolitan Navy requested a new scout seaplane, and the Barbary design team under Mitrovich adapted the MMS-3bis with a central float mounted directly under the fuselage pod, and wingtip stabilizing floats. 40 were built and were used from shore bases and various warships. The MMS-3bis Idro was not catapult capable.
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Man, talk about "odd" looking...I like! 8)
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Oh my. :-*
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Love these unconventional designs!
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In case you haven't figured it out, the MMS-3 was a real aircraft. Only one was built. When i accidentally ran across the three-view of it, I knew I had to use it. Too weird! AND, I thought it lent itself to the float treatment, too.
Chuck
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??? :-\ :-*
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Delightful airplanes.
Thank you for filling us in on Tripolitan background as well as issues with the engines. Very enlightening.
When I went to school and in my library there is no mention of this. But now I know. ;)
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I quite like the MMS-3! :)
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Here is a Barbary Ba 101, circa 1940. Backstory tomorrow... but in the meantime, see if you can recognize the bits and pieces of RW aircraft...
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Mmmmm....
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Love the Barbary but I'd hate to see what a hard landing would do to it!
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Ing. Mitrovich of Barbary Aircraft developed the Ba 101 as the Tripolitans' primary long-range patrol aircraft. Seeking something with a greater weapon load but similar range compared to the Dornier Wal (which was produced in small numbers in Tripolitania as the Ba 100), Mitrovich, ever the "outside the box" thinker, chose to keep the planing hull and forward "fuselage" of the very seaworthy Wal, and mate it to the aft fueslage of the Dornier Do 23. The profile of the Do 23 fuselage was slimmed down after elimination of the under-wing bomb-bay. The efficient Junkers-patented "double-wing" of the Do 23 was retained, but slightly increased in span by adding to the center section. A third BMW VI engine was mounted in the center position. The two sections were connected via a new-design pylon, wide enough to accomodate crewmembers' transit. The pilots' position was covered by an enclosed position copied (without license) from an RAF Short Singapore III that had force-landed in Tripoli in 1939 and was interned by the Tripolitans. The Ba 101s served until retired in 1944.
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I love your MMS3 seaplane :-* Thanks.
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Newest editions: no time for backstory... maybe tomorrow...
Chuck
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Love the Ba-152!!
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:)
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Very good
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Thanks!
If you liked the Ba 152, you'll probably like the Ba 252/253 series, too:
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Oh yes!
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Keep 'em coming! 8)
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More distant relaives of the He 51 (although you would be hard-pressed to see it)...
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:)
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Love your Barbary stuff but that MMS-3bis Idro is truly inspired! :)
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The ultimate development of the Barbary Ba 151 (and, in fact the ultimate development of the Heinkel He 51) was the Ba 551. First flown in 1952, the Ba 551 was the first pure-jet fighter of the FTAF. The more powerful and reliable Barbary BJE2291 engine was rated at 5200 pounds of thrust. This improvement allowed the Barbary designers to delete the piston engine of the Ba 451, and design an all-new nose section mounting four 12.7 mm heavy machine guns and 2 20 mm cannon. Barbary engineers also developed a tricycle landing gear for the Ba 551, which resolved many porblems of the earlier Barbary "tail-dragger" jets. The Ba 551 made a formidable fighter, almost equal to the US F-80 which was still in frontline service, with a 580 mph top speed and a heavy armament.
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Wow, from Heinkel biplane to Shooting Star analogue ... that is truly astonishing! They may be a bunch of island-bound fascisti but that Barbary crew have some game :)
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In 1942, Barbary began development of a single-seat, twin-engined heavy fighter. Powered by two 1175 HP Alfa Romeo R.A.1000RC.41-1a, the Ba 37 was fast and long ranged. The fighter was equipped with two 12.7 mm Breda SAFAT machine guns and two 20 mm MG-FF in the forward end of each tail boom, making the Ba 37 one of the most heavily armed fighters in the theater. It was also able to carry a 250 kg bomb under each inboard wing section.
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Thanks Apophenia (and others) for your comments!
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Lovin' these Barbary birds!
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:) :) :)
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I do love this (newly revealed) twin-boomer! Thanks! :-*
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I had a feeling you'd like it, Tophe!
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Very good
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I really like this Barbary theme you've got going, Acree!
Brian da Basher
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Thanks Brian!
And here's the next installment. After the Italian Regia Aeronautica rejected the Cant Z.508 as unsuitable for the heavy bomber role, and after they were finished breaking records with it, they foisted it off on their Tripolitan allies. The Tripolitans liked the heavy flying boat, which became, for a time, the largest, heaviest aircraft in FTAF service. Barbary aircraft obtained a license to build the Z.508, and built 30, which were designated Barbary Ba 200.
The Ba 200 was well-liked, but it was easy meat for Farallonian fighters as it was only lightly armed. Barbary studied upgrading the defensive armament, but determined that the additional weight would make the aircraft underpowered. Therefore, they decided to up-engine the aircraft, installing three 1175 HP Alfa Romeo R.A.1000RC.41-1a (which were now being built in Tripolitania, with the tacit approval of the Italians, but without a license from Daimler-Benz). The new aircraft was designated Ba 200bis and carried six 7.7 mm Breda-SAFAT machine guns in three manually-operated turrets. Twenty-five Ba 200bis were built and served alongside Ba 200s.
In 1942, work began on converting the Ba 200 to a land-based long range bomber. The first aircraft was a conversion of a Ba 200bis which had landed on a rocky beach, totally wiping out the planing bottom, but leaving the remainder of the aircraft mostly intact. After some 8 months of design and construction work, it was determined that a more extensive redeisign was necessary, and the first Ba 300 was finally rolled out in late 1943. This used the wing, tail, and nose of the Ba 200, but featured a completely redesigned lower fuselage, with a mid-wing layout and FOUR R.A. 1000RC.41s. The result was a heavy bomber with a range of over 1200 miles while carrying a 2000 pound payload. One hundred were built.
Barbary's next development was a land-based patrol-bomber version, which could carry torpedoes, depth charges or bombs internally and had a maximum 2450 mile range in the patrol configuration.
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Nice work! They both have a suitable 'barbarous' look about them :)
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Thanks Apophenia. I always liked the looks of the Z.508 and it LOOKS as effective as the Kawanishi Mavis (though looks can deceive!). For some strange reason it always reminded me of a hound dog (and I like dogs). The landplane version is of course, pure fantasy on my part, but the end result reminds me of the Tupolev TB-3/M-34R, or Bolkhovitkinov DB-A.
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That Ba 300 in tan is a real show-stopper!
The design and the colors all coalesce into pure eye-candy!
Brian da Basher
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Totally agree with........
Nice work! They both have a suitable 'barbarous' look about them .
That Ba 300 in tan is a real show-stopper!
The design and the colors all coalesce into pure eye-candy!
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... The landplane version is of course, pure fantasy on my part, but the end result reminds me of the Tupolev TB-3/M-34R, or Bolkhovitkinov DB-A.
It does indeed. Although somehow still looking Italian. Now if she had Brian-pleasing spats and ;) skis ...
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Since the subject of "spats" came up, I'll share my next installment: one of my favorite spatted aircraft (for no apparent reason) has always been the Caproni AP-1. It made a good impression on the Tripolitans, too. They not only imported AP-1s from Italy, but also license-built them as Ba 73s. Barbary continued development of the AP-1, first by re-engining with the Piaggio P.XI RC40 as the Ba 173 (usually referred to as AP-1bis). They later used the popular 1175 HP Alfa Romeo R.A.1000RC.41-1a engine in the Ba 273 (also called the AP-1ter). The final development was the Ba 373 which included a moderate redesign with retractable landing gear, fully enclosed cockpit, cantilever horizontal tail and new-design, metal covered rudder. The BA 373 was also more-heavily armed with 4 x 20mm cannon in the wings and 2 x 12.7 mm over the engine. The second crewmember was dispensed with, although there was room for a single passenger on ferry flights. The Ba 373 was called the Scooter and was very well-liked by pilots.
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Nice work - the AP-1/Ca.301 has been an inexplicable favourite of mine too ;D Your Ba 373 is especially imposing ... and gives a hint as to what the Caproni Ca.335 could have become. :)
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The most colorful aircraft in Tripolitan service as undoubetedly the Caproni Ca 100s used for basic flight training. Painted in vivd red and yellow for high visibility, the "Caproncino" was hard to miss in the skies over the Barbary Coast. Later, the Tripolitan trainers were painted in sand camoflage to prevent their loss to marauding Farallonian fighters.
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Tripolitania, of course also utilized the floatplane version of the Caproncino, the Ca 100 Idro. An example is shown below in the colorful red and yellow scheme.
Later, the government tasked Barbary with developing the Ca 100 into an intermediate trainer. The main requirement was that it be a low-wing monoplane to give the new pilots confidence in that configuration. Barbary made a straight-forward development by removing the upper wing, enlarging the lower wing and bracing it to the upper fuselage. The modification also required the redesign of the fuel system from the gravity feed tank located in the upper wing to a pump-feed tank located in the fuselage below the cockpits. The result was the Ba 66 shown below.
After reading about the Fleet Model 60 Fort advanced trainer being developed in Canada, Barbary's chief designer became enamored of the stepped cockpit design and developed the Ba 66bis with an enclosed, stepped cockpit, achieved by simply raising the rear cockpit by 1.5 feet.
Instructor pilots liked the stepped cockpit, but did not like the enclosures, which were unneeded in Tropolitania's hot climate. Several Ba 66s were used also as liaison and spotter aircraft, invariably with the cockpit canopies removed, as shown below.
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Somehow managed to miss the Caproni AP-1 derivatives. Great stuff!
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Thanks, EH! I've always liked the AP-1. Thanks for the comment. I thought for a while that nobody was looking at profiles anymore! ;)
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Rest assured, where-ever there are good looking Italians, I will be there! :D
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Witnessing the use of the Heinkel He 70 in nearby Spain, the Tripolitans bought both the civil and military versions in small numbers. The civil He 70Ds were soon impressed into military service where they served as high-speed light tranpsorts. The military He 70Fs were used by the light bomber squadrons, but primarily in the reconnaissance bomber role. Several were later fitted with a Barbary-designed turret developed for the later He 70ter project. This was intended to improve the He 70's weak defensive capability, but dramatically hampered speed and range.
The Tripolitan Navy requested a floatplane version of the He 70 for inshore patrol and anti-shipping duties and this was accomplished by fitting Heinkel-designed floats to the He 70D as the He 70DtW.
Barbary developed a special "strategic reconnaissance" version of the He 70 as the Heinkel-Barbary He 70bis. This used the 1175 HP Alfa Romeo R.A.1000RC.41-1a engine (which was being license-built in Tripolitania) to boost speed and payload. At the same time, the crew was reduced to 2, a pilot and a camera operator/navigator/radio operator who occupied a fuselage station. Only three examples were built and were used rarely, though effectively.
Finally, Barbary Aircraft developed the final Tripolitan extrapolation on the He 70 design, the He 70ter. This used the 1000 hp Piaggio IX radial. The He 70ter was built in both two- and three-seat version (with and without a dorsal turret).
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Oh yeah!!! Love the He-70
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Pictured below is the Ba 614 flying boat of the Federal Tripolitan Air Force - the last development of a long line which started with the import of the _________________ from __________________.
I'll post the whole line tomorrow, but major kudos to anyone who can fill in the blanks above with the correct progenitor of this line!
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OK, apparently not a lot of interest in profiles right now (or maybe just my profiles). Either way, I am not deterred...
Here is the whole line, begininng with the Dornier Do Y imported from Germany. Barbary designated the Do Y as the Ba 14 for maintenance and modification support purposes, so their first development became the Ba 114 - replacing the 3 x 500 hp radials of the original with 2 x 1000 hp Piaggio IXs. With a 33% increase in power and a reduction in weight and drag, Barbary was able to add manually operated turrets. The Ba 214 deleted the nose turret and installed more modern control fittings, eliminating the external servos of the Do Y.
The Ba 314 lowered the wing to a mid position and included an enclosed compartment for pilot, copilot and radio operator. It also exchanged the single fin and rudder with twin fins and rudders, to provide a better field of fire fo rthe dorsal gunner.
The Ba 414 added retractable landing gear. The Ba 515 was a projected four-engined development that never left the drawing board, but the Ba 614 was a flying boat, development which raised the wing above the original shoulder-mounted position and added a planing bottom and hull.
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OK, apparently not a lot of interest in profiles right now (or maybe just my profiles). Either way, I am not deterred...
There was interest from me, but I actually thought you might have started with a biplane seaplane like the Stranraer. Also, when you left the country name blank, I thought maybe it was going to be something other than the usual suspects of Germany, Italy, and Yugoslavia for Barbary, so I just didn't have the time to go sifting through all the options. I knew that the tail was the key, but I couldn't find an exact match. When I ran out of flying boats to look through, I thought you probably converted a landplane into a seaplane or even a floatplane into a flying boat. Considering that it could have been a landplane I was looking for and it could have been a transport or a bomber, I'd had enough. Then I decided, 'screw it, this'll take forever' and let you reveal it.
Not for lack of interest, though. Next time narrow the field a bit (rather than all aircraft of any country of all time), and you'll probably get more participation.
Anyway, don't assume that no response means no interest. Carry on.
Cheers,
Logan
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Good points, Logan. I wasn't actually offended or anything... just noticed a general slow-down of posts on this particular board. I posted the way I did because, when I had completed this whole line, I was shocked at how much te Do Y was transformed. For me the Ba 414 was the most surprising - looks remeniscent of a Martin B-10 (which the Do Y defiitely did not). Anyway, all fun!
Chuck
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For me the Ba 414 was the most surprising - looks remeniscent of a Martin B-10 (which the Do Y defiitely did not). Anyway, all fun!
Very much so. It has the big curved belly and the semi-recessed wheels that do that. I love the way some of your aircraft transform. While most aircraft didn't do that, it is sometimes helpful to remember things like the Supermarine Swift was the last in a long line of evolution from the Type 224, though not too much carried over sometimes. The XP-72 was basically the last of the SEV-3 line, for example.
Cheers,
Logan
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Love the Do Y lineage but, oddly, the Ba 614 has a French feel about it :)
Ooo, and fab work of the He 70s! Love the floatplane but the turreted guy makes perfect sense out of the Blitz' rather wide fuselage :-*
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You know what the Farallon Air Force needs? A Travel Air Mystery-based fighter.
Cheers,
Logan
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Interesting stuff, love that you are chosing some less travelled paths
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You know what the Farallon Air Force needs? A Travel Air Mystery-based fighter.
Maybe an unsuccessful competitor to the Capstan Wedell Wasp?
http://beyondthesprues.com/Forum/index.php?topic=1494.msg20357#msg20357 (http://beyondthesprues.com/Forum/index.php?topic=1494.msg20357#msg20357)
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Yes, or an even earlier line, since it debuted years sooner. It was the Wedell Wasp that made me think Acree might enjoy just that sort of whiffery. I had been looking at pictures of the Travel Air Mystery and thinking how it was about 10 years ahead of its time compared to what some countries were building.
Cheers,
Logan
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Well, I kinda agreed with Apophenia that the Farallon Air Force didn't "need" a Travel-Air based fighter, with the Wedell Wasp. BUT, I thought, why not. Here is the story (thanks to Apophenia for the inspiration):
When Lance Margon approached Jimmy Wedell about adapting the Wasp racer as a fighter, he had already had some experience with this process. Three years earlier, Margon's predecessor, Francois Pickering, had negotiated the purchase of three Travel Air R Mystery Ship racers from the USA. These had been used for experimental purposes mostly, but were used in a major propaganda campaign to try to fool the Tripolitans into believing the Travel Air P (as it was designated) was in wide spread service replacing the Capstan-Boeing Bullocks. In reality, only the three were ever in service, and one of these was destroyed within a few months. Lance Margon had been the pilot of that P, and had lost his left foot in the crash! The Travel Air P's each had one .30-caliber machine guns installed in a pod under each wing, with 210 rounds per gun. The Travel Airs were never very popular, being considered fast but fragile. This reputation was partly responsible for the strengthening program of the Wedell Wasp, to avoid a similar reputation.
Shown below is the second of the three Travel Air P's, 3-F-55.
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:)
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Love the Travel Air P :) I can imagine this aircraft as a float fighter (although it sounds like the structure may not be up for the job.)
Logan: I assumed that the Mystery Ship and Wedell-Williams were comtemporaries. That Travel Air really was ahead of its time!
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Hmmmmm.... me too>
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Very nice, Acree! I've always loved the Travel Air Mystery ships. Gorgeous. I've seen the real one on display in Chicago and the replica at Kalamazoo. Gorgeous aircraft. To think that it was constructed just one year after the Spirit of St. Louis, for instance (a very advanced plane in its own right) shows you just how rapidly things developed back then.
In many ways, it was the inspiration for the Wedell-Williams and Gee Bee racers that came after it. The Italians bought one and developed a fighter inspired by it, the Breda Ba-27.
(http://upload.wikimedia.org/wikipedia/commons/0/08/Breda_Ba.27_Metallico_rear_quarter_view.jpg)
Cheers,
Logan
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Love the floaty Travel Air :)
Logan: Now I've learned something else new. I'd read that the Ba.27 was inspired by the P-26. That Breda based their concept on the Travel Air is waaay more plausible!
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Yeah, though they took their time getting around to it. The Ba-27 as really a year late to the party. The fact that it was still relevant at all is more a testament to Travel Air than Breda!
Cheers,
Logan
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All true, though I'd think it a stretch to call the Ba 27 "relevant." Interesting, even cool, but hardly relevant.
I'm away for a while, so no new work for a week or more, but my next project has to do with the Boeing Monomail - a fascinating aircraft to me. I see the Farallonians developing it along the lines of the Wellesley, but maybe adapting it for an inline motor (Conqueror and/or V-1710). Hope that intrigues...
Chuck
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Looking forward to that. I vote for a V-1570 in an A-8 Shrike style cowling :)
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I was originally planning a V-1570 in an O-25C-style cowling (similar, but not as rounded). However, I like the A-8 idea, so I think I'll go that route. Maybe the Farallonians need some A-8s too!
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In 1933, the Farralonian Air Force created the Extreme Range Research Flight (ERRF) to help extend the state of the art with regards to extreme long range and high altitude. The ERRF continued to function into the mid-1950s. The first aircraft to equip the ERRF were two Boeing 221A Monomail mail and passenger planes purchased in the United States after their retirement from United Airlines service. The aircraft were given individual numbers "3" and "5" in an attempt to obscure the actual number of aircraft the ERRF operated. Aircraft number 3 was painted in the new colors of the ERRF (red engine cowl and tail with diagonal white stripe) and operated in "stock" condition. Although it's range was not strikingly great by world standards, the Farallonians got a lot of experience in learning techniques for long range flight. Ultimately the aircraft was equipped with fuel tanks in the mail compartment which increased its range to over 1200 nautical miles (over double the standard 221A).
The low-powered engine of the 221A was it's weak point, so aircraft number 5 was taken to the Capstan Aviation shops to be re-engined with a Curtiss V-1570 Conqueror engine making 675 hp (a 17% increase over the 221A's Pratt and Whitney Hornet). Though maximum speed increased to 188 mph, the main intention of re-engining was to allow a heavier fuel load to be carried. This gave the new aircraft (now designated Capstan 321A Barracuda) a range 0f 1400 miles. This was sufficient to interest the FAF in converting the 321 as a strategic bomber. Carying a bombload of 1000 pounds (comprising two 500 pounders or four 250 pounders suspended vertically in the mail / passenger bays), the 321's range was reduced to under 1000 miles. Production of the 321 was limited to 12 units and they equipped one flight of the 4th Bomber Squadron.
The Capstan 421 was the 9th production 321 used by the ERRF to evaluate another more powerful engine, in this case the 1400 hp Pratt & Whitney R-2180 radial. Load carrying capacity and range were further improved - the ERRF managed to eke out 2250 miles of range.
The final development of the line was the most unusual of all. In 1942, a Capstan 321 was taken into the experimental shops to be extensively modified for high altitude research. The highest powered engine available to Farralon at the time (the Allison V-1710) was installed, and the wingspan was increased by 12 feet (to 71' 1"). Most significantly, a second engine was installed just aft of the pilot. This was a 125 hp Menasco C-4 whose purpose was to provide power needed to pressurize Farralon's first pressure cabin. Built into the former mail and passenger compartment, this pressure cabin included a pilot station for use at high altitude. The regular (unpressurized) pilot's cabin was used for takeoff and landing, but the pilot entered the pressure cabin as altitude increased. With these modifcations, the 521 was able to reach an altitude of 31,000 feet, but the Allison engine prevented better altitude performance. Another development - inspired by German developments - was planned with a second Menasco engine provided supercharging for the Allison, but this was not proceeded with.
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Beautiful monomails Acree !! :-*
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Thank you very much, Raafif
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The Monomail is one of my favorite aircraft. Seeing it in the whiffverse is great!
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Since lack of power was the issue, and single-engine reliability was always a question - how about a twin-engined modificaiton? This was the question the engineers at Capstan asked - and they answered their own question with a Twin Barracuda of sorts, called the Capstan Manta. Equipped with two Curtiss Conqueror engines, the new bomber included a bomb-aimers station in the nose, greatly increasing th accuracy of high altitude bombing.
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The monomails and now dualmail knock it out of the park :o
Fine designs calling to be kitbashed. Love em :-*
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The Monomail is one of my favorite aircraft. Seeing it in the whiffverse is great!
Ditto
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What they said.
Cheers,
Logan
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Glad you all liked the Monomails and developments. For those to whom the Monomail is a favorite, I'm glad I didn't muck it up too badly for you! Thanks for the comments and encouragement!
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Love the Capstan 321 series :)
On the 521, I was most intrigued by this: "The regular (unpressurized) pilot's cabin was used for takeoff and landing, but the pilot entered the pressure cabin as altitude increased." A very cool concept! Was that was ever done for real, I wonder?
Love the Manta too. Is there going to be a version with defensive armament?
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Thanks for the comments!
Apophenia - I feel like I have read about that technique somewhere, but I can't remember where, and I can't find any reference right now. It definitely wasn't the Henschel Hs 130 series, or th Ju 86 high altitude variants or the Bristol 138. I can't think what it might have been, but I won't claim it as a new idea! Seems to me a logical way to defeat the problem of visibility out of an early pressure capsule.
I'm looking into further variants of the Manta, perhaps including defensive armament - I was also thinking of a dedicated ground attack variant with one or two big guns up front (a la A-38 Grizzly), or otherwise. Standby for more developments...
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Since lack of power was the issue, and single-engine reliability was always a question - how about a twin-engined modificaiton? This was the question the engineers at Capstan asked - and they answered their own question with a Twin Barracuda of sorts, called the Capstan Manta. Equipped with two Curtiss Conqueror engines, the new bomber included a bomb-aimers station in the nose, greatly increasing th accuracy of high altitude bombing.
Considering that Boeing's XB-9 was very much a twin-engined Monomail, did that affect your depiction of the Manta? For those considering modelling a Manta, it would be a good starting place. The progression from B-9 to Model 247 might also inform further evolution of the Manta.
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Actually, I had known that the XB-9 was a twin-engined development of the Monomail, but it completely did not cross my mind when creating the twin-engned development of the Barracuda (Monomail w/Conqueror). Besides, one of the best parts of the Monomail (from a purely "that looks cool!" perspective) is the aft cockpit location, which disappeared in the XB-9. As for the 247, I can certainly see the prospect of wing and tail development for the Manta following that line. Hmmmm....
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The YB-9 was quite a bit bigger than the Model 200 though. Your Manta is the same airframe size as the Monomail, right?
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Yes, the airframe IS the Monomail airframe, with a slight increase in wingspan (center section increase) and a new nose.
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Well, some scaling may be necessary, but I can see both the B-9 and Model 247 lines of development at least influencing the Manta's development. Would an export version be adapted to RR Kestrels instead?
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Well, here are a couple of export Mantas to answer that question...
More Mantas on the way tomorrow
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Very good!!! :P
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Nice silhouettes, belated congratulations...
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I want a Boeing Monomail NOW!!! In 1/48!!! I will take any format - vacuform, styrene, resin...
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Here are the dedicated ground attack versions of the Manta. The Mark II was equipped with the French Canon de 65 M (montagne) modele 1906. This was a 65 mm weapon designed for mountain troops - it was one of the first "soft-recoil" weapons in the world. In the Manta, this was a potent anti-tank weapon (at a time when few air forces had even considered such a thing) and also had great capability against shipping. The big gun was hand loaded by a dedicated gunner who had 25 rounds at his disposal. It was supplemented by two upper nose mounted 30 calibre machine guns (for self-defense and aiming purposes).
The Manta III was developed alongside the Mark II, for more "mainstream" attack duties (anti-personnel and thin-skinned vehicle). It was equipped with 8 nose mounted 30-caliber machine guns. Both the Mark II and the Mark II could also carry an eternal bombload of up to 1000 pounds, and the Mark III could carry thirty 25 pound anit-personnel bombs in dispensers in the former mail comparment.
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The Manta II was suhc a success against shipping that the Farallon navy requested a twin-float version - the result was the Manta II FP shown below. (I think it is the prettiest Manta so far).
A lot less pretty was the Capstan Beluga, an extrapolation of the monomail airframe in a whole different direction. As a medium bomber with heavy (for its time) defensive armament, the Beluga had a nose turret with one .30-calibre machine gun, and similar guns in a dorsal position modelled after that of the Martin B-10 and a ventral tunnel mount. The Beluga carried a 1000 pound bomb load, but was overweight and underpowered and not well liked by crews. Landing visibility for the pilot was even worse than other aircraft of the Monomail extended family, despite the forward repositioning of the cockpit.
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Some additional export Mantas: Seeking an upgrade to the Kestrel powered Manta, the RAF requested a Napier Dagger powered variant. This version was not used by the RAF,but was sent to South Africa, and thirteen reached Poland before September 1939.
BTW, I really like the look of the Dagger Manta - too bad the Dagger was never a really successful engine...
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Nice. How about replacing the Kestrel with the Peregrine at some point?
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Dear Acree,
you have inspired me some more Mustangs, thanks!
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Funny you should say that, Tophe! My next batch has some Mustang parts...
The Manta was the first Farallonian-built aircraft every exported to the US military. The Manta was bought by the USAAF as the A-28 Manta attack aircraft. First combat use was in Operation Torch in 1942, when Mantas flew missions into North Africa via Gibraltar.
A later development of the Manta, the A-37 Stingray was especially designed for the USAAF, but also purchased by the FAF.
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Beautiful! :-*
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Thank you, Lauhof!
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With the powerplant moved to the wings, could the cockpit be moved forward without destroying the CG. You'd lose the Monomail looks, but it might reflect a natural evolution.
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Certainly the cockpit COULD be moved forward (and I did with the Beluga). But it was not the powerplant, but the mail / passenger compartment that was in the way originally. In my concept, the mail/passenger compartment was replaced by armament (either bombay or guns/loader). In the real world, the aft cockpit position would have been a real drawback and would no doubt have been eliminated early - but fact is, I like it. I might try another forward-cockpit iteration, though.
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The P-47 canopy is a nice fit on the later A-37 but I really like the look of the Mantas with Daggers :)
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Yes, P-47 canopy has a just right look. :)
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Thanks, all!
Here are two more Manta exports with powerplant changes. First, surviving Spanish Mantas continued in service after the Civil War, but spares for the Kestrel engine were difficult to come y, so the Ejercito Del Aire sought to re-engine them. Hispano won the contract to re-engine the Mantas with the Jumo 205D imprted from Germany.
On the British front, shown here is the Peregrine engine (as requested) powering a heavily armed Manta III.
Hope you like 'em...
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This turns better and better. How was this possible? ;)
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This turns better and better. How was this possible? ;)
I second that!!! :D
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The Jumo-powered version is almost as ugly as the Ju 86, but the British Peregrine-powered Manta III is one of your most beautiful ones yet! It's really deserving of another canopy and tail! Something like the early Hawker Typhoon cockpit or something?
(http://kits.kitreview.com/images/cmr1159_box.jpg)
Cheers,
Logan
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How's this?
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To be perfectly honest, Acree, I think that's the hottest profile you've done yet.
Cheers,
Logan
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To be perfectly honest, Acree, I think that's the hottest profile you've done yet.
I'll second that!
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As I preferred the square fin, Mustang like, this new one is not my favourite, but I enjoy it completing the family :-*
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Yep. It's awesome.
If I had the $, I'd tool that up for an injection moulded 1/48 kit. I like it that much.
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Wow. I'm humbled by the compliments. THanks all. And thanks for the suggestions.
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To supplement the Boulton Paul Defiant (for which high hopes were still held then), Capstan created a turret armed variant of the Manta. Capstan designed a forward cockpit position, and designed an installation for a four-gun turret in the dorsal position. The aricraft were delivered to Britain without the turret system, which was installed by Bouton-Paul. Seeking a name befitting the partner to the Defiant, the Air Ministry named the new aircraft 'Courageous.'
The Mark II was a nightfighter version equpped with AI Mk IV radar.
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Jet versions of the Manta - the Tigershark
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Great family! from 1936 to 1956 up to date!
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How's this?
Outstanding profil! ;D
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I am actually starting to dislike you...you keep giving these great ideas and yet we do not have a kit to use to create them in plastic or resin... :icon_twisted:
Me thinks you might need to spend some time in the BTS Gulag (yes, we do have one!) for your offences...
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Jet versions of the Manta - the Tigershark
Recce nose AND tip tanks. An arrow through my heart. ;D
What did you use? I think I see:
- RT-33 nose
- Meteor Mk. I wings
- P-51 Tail
- P-47 Canopy
- Fuselage = ?
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I am actually starting to dislike you...you keep giving these great ideas and yet we do not have a kit to use to create them in plastic or resin... :icon_twisted:
Me thinks you might need to spend some time in the BTS Gulag (yes, we do have one!) for your offences...
As a guest of the luxurious BTS Gulag, your first task will be to inventory all of Greg's stash. ;D
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Jet versions of the Manta - the Tigershark
You inspired new Mustangs...
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Jet versions of the Manta - the Tigershark
Recce nose AND tip tanks. An arrow through my heart. ;D
What did you use? I think I see:
- RT-33 nose
- Meteor Mk. I wings
- P-51 Tail
- P-47 Canopy
- Fuselage = ?
It's actually an F-5A nose, the wings and fuselage are Monomail original, engine nacelles are from the Meteor (via the Jet Kittiwake), the tail is P-51 and the canopy is actually late model Typhoon (but P-47 is close enough!).
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Curtiss Shrike and developments. The single seater was a response to the turret-armed version being too heavy/underpowered. With the installation of the radial, this was remedied, and the turret was restored. Sorry, I don't feel like developing more of a backstory, but the profiles speak for themselves, mostly.
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Dang! That Shrike on floats looks almost svelte :)
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Almost!
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Love that float one! :-*
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See Comrade, a stint in the BTS Gulag does you wonders....there is a kit available of the Shrike... :)
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Jet versions of the Manta - the Tigershark
Recce nose AND tip tanks. An arrow through my heart. ;D
What did you use? I think I see:
- RT-33 nose
- Meteor Mk. I wings
- P-51 Tail
- P-47 Canopy
- Fuselage = ?
It's actually an F-5A nose, the wings and fuselage are Monomail original, engine nacelles are from the Meteor (via the Jet Kittiwake), the tail is P-51 and the canopy is actually late model Typhoon (but P-47 is close enough!).
Somehow I thought you had gone to another fuselage. My bad.
After reading up on the Monomail, we most certainly do need a kit in your favourite scale.
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See Comrade, a stint in the BTS Gulag does you wonders....there is a kit available of the Shrike... :)
Yes, my time in the Gulag was brief but instructive - I thought BTS stood for "Behind the Stash," so, I thought it might be kinda fun - but NOOOOOOOOO! BTS just meant Beyond the Sprues.
No promise that all future profiles will be kitted subjects, though. THink of it as motivation to finally do the scratchbuild you've always feared...
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BTS just meant Beyond the Sprues.
In France, BTS means Brevet de Technicien Supérieur (Diploma of High-rank Technician). This is less fun but that may help for scratchbuilding as well...
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Farallon's basic trainer... Aren't they cute?
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very nice !! :)
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Capellis transport and night bomber variants. No, there is no kit. Yes, they are ugly...
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Lovely. Very fitting. Makes me want to watch Flying Tigers again.
Cheers,
Logan
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Thanks, Logan! I've had a thing for the Capellis since I first saw that movie.
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I think that's where most aviation buffs learn about it for the first time. I assumed it was a made-for-movie airplane when I first saw it. Maybe do a version with a more conventional cockpit and tail plus some updated radials? Oh, you know what would probably be really neat? Maybe a version with a pressurized cockpit and extended wingtips for a high altitude reconnaissance version like the Ju 86P based on the research from the earlier Capstan 521.
(http://www.ares.cz/pages/obrazy/svoboda/Junkers%20Ju-86%20P.jpg)
Cheers,
Logan
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No, there is no kit.
Ah but we do have instructions on how to make one:
Part 1 (http://www.aircraftresourcecenter.com/rh/articles.php?id=17346)
Part 2 (http://www.aircraftresourcecenter.com/rh/articles.php?id=17345)
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Cool! I'd never seen that before. Certainly the best Capellis model I've ever seen (I think its only the second one I've ever seen - the other was scratchbuilt and not as good).
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Farallonian advanced trainers and light transport:
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Both Waco C-62 Percherons illustrated here took part in the invasion of Tripolitania in May, 1946. Rejected by the US military in favor of the Curtiss C-76 Caravan, the C-62 became a success in Farralonian service as an assault tranpsort in land-based and floatplane versions - the latter used for support of Farralonian Marines. The C-62 was able to carry light and medium trucks as well as artillery pieces and other equipment, deliverd right to an improvised airfield or beach.
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Nice!
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Looks like a flying tadpole. ;D
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Looks like a flying tadpole. ;D
It pretty much was... except for the 'flying' part. The real thing was never built, though someone built a flying model recently. However, the design was slightly ahead of its time, with nose and tail "through-loading" capability. It was really not necessary to build "non-strategic" transports, and they were never really successful. But I find the desing interesting nonetheless.
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I love the stuff you come up with! Bennett BTCs and Waco C-62s :) Amazing!
Oh, and I'd like to second Logan's motion for a pressurized Capelis ;)
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Thanks. I definitely have a love for the "unusual." I'll tackle an updated Capellis after I finish my Cunningham-Hall project...
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The Cunnigham-Hall 2-seat fighter based on the GA-36...
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The Capstan Capellis Carp (high altitude research, then recon-bomber) - as suggested...
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Interesting. Those Allisons look huge on it.
Cheers,
Logan
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I love the high altitude Capelli :-*
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Those Allisons look huge on it.
Yeah, they do, but they scale about right (I double-checked after your comment). The Capellis was not as big as we might tend to think. To apporximate the scale, I took a profile of a P-40E the exact size of the Capellis and reduced it to 75% (the Capellis was 42' long, the P-40E was 31.67', which works out to .75405). Then I scaled the Allison nacelles to match - so, should be pretty close.
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I love the high altitude Capelli :-*
So much that I drew Mustang in this way. Thanks! ;)
http://www.kristofmeunier.fr/r_P-51TR7_bbb.jpg (http://www.kristofmeunier.fr/r_P-51TR7_bbb.jpg)
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Another unusual aircraft I have always liked - the Hall Aluminum PTBH-2 (could have been an American He 115, if we had needed such a thing). Was quite useful to the Farallonians, though.... maybe there will be some variants...
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Very cool. I've always loved the Hall. I can't wait to see the growth variants of it!
Cheers,
Logan
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Nice. Good choice.
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Love the Carp! The Allison-powered variants look the business but the cockpit glazings on the radial-engined one are great :)
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Another unusual aircraft I have always liked - the Hall Aluminum PTBH-2 (could have been an American He 115, if we had needed such a thing). Was quite useful to the Farallonians, though.... maybe there will be some variants...
Radar...... torpedo...... seaplane cruiser...... ;D
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Missed a bunch while traveling.
Shrike and Capellis have so much "character".
However you come up with these,,, well don't forget how :)
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Some variations on the PTBH-2 theme (as promised)....
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Ahhh, lovely.
Cheers,
Logan
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Yes, nice civilian ones :-*
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Great profiles
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Thanks, guys!
Here are a couple of variations on the Boeing 247 theme:
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What engines are those? Nice profiles as usual
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They are indeed! Engines look like Curtiss Conquerors (V-1570) in Shrike cowlings.
Love the Halls too :-*
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They are indeed V-1570 Conquerors in A-8 Shrike cowlings. Thanks!
I think the Conqueror changed the look of the 247, but the trimotor treatment turned in into a totally different airplane.
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The Monomail and XPTBH derivatives are incredible!!!
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Thanks, EH!
Here is the Vought-Sikorsky SO2U Spearfish in Farallonian service. The real-world SO2U was rejected for production by the US Navy in favor of the Curtiss SO3C, even though Vought was judged the better aircraft. Lack of production capacity at Vought was the given reason. What if the production had been licensed out to Capstan in Farralonia? Here is the result:
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Two more unusual variants of the Spearfish - the Jet Spearfish used the capacious rear fuselage of the standard Spearfish to house a jet engine, whilst the AEW Sperarfish was a shipborne airborne early warning platform.
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I love the Jet Spearfish but then again prop to jet conversions are a bit of a fetish for me
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Pleasant family! :-*
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Thanks, Tophe and Arc,
Here is the Stearman-Northrop (or just Northrop) Beta in Farralonian service...
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Beta 3D :) :) :)
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Beta 3D :) :) :)
Ditto
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The betas look great any chance for them to be smuggled to Spain?
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Boris Zaharoff could see to that. ;)
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The betas look great any chance for them to be smuggled to Spain?
Certainly! Any particular model you think would be useful to the Republicans? I don't think they were inthe mood for an aerial demonstration team!
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They bought Bellanca 28-90 as a fast bomber so how about one of the two seaters as fast light bombers?
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OK, Arc, how's this? Small numbers of Farralonian Beta 3A's were sold on to Republican Spain, were they were adapted as light attack bombers. At the same time, 15 Beta 3Ds were used as light fighters. While fairly fast for the time, and nimble, they were not strudy and were easy prey for Nationalist fighters.
Feel free to change or add to the backstory!
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Thanks, they look good in that color scheme
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Great Betas
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Two more unusual variants of the Spearfish - the Jet Spearfish used the capacious rear fuselage of the standard Spearfish to house a jet engine, whilst the AEW Sperarfish was a shipborne airborne early warning platform.
How long would the AEW Spearfish serve?
(I've been having a crazy imagination of AEW Spearfish supporting export Harrier GR.1/AV-8A, even Sea Harrier FRS.1 or production N-156NN; heck, the AN/APS-20 radar lasted into late '70s with Royal Navy......)
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Two more unusual variants of the Spearfish - the Jet Spearfish used the capacious rear fuselage of the standard Spearfish to house a jet engine, whilst the AEW Sperarfish was a shipborne airborne early warning platform.
How long would the AEW Spearfish serve?
(I've been having a crazy imagination of AEW Spearfish supporting export Harrier GR.1/AV-8A, even Sea Harrier FRS.1 or production N-156NN; heck, the AN/APS-20 radar lasted into late '70s with Royal Navy......)
The radar could certainly be upgraded and made to last into the 70s or beyond, but I'm a little dubious about the Rnager engine. Perhaps a P&W engine swap could take the AEW Spearfish into the Harrier age...
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Rather than the N-156NN, it likely would've been a later design development, the N-251B which had a raised cockpit compared to the N-156 and increased wing area.
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Perhaps a P&W engine swap could take the AEW Spearfish into the Harrier age...
Um...... turboprop AEW Spearfish? ;)
Maybe from a modernised CVE or even...... a Skyhook battleship......
Okay I'll stop thinking out loud now......
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Well, P&W COULD have meant PT-6A!! Here is the dash-5 Spearfish AEW with P&W R-1340 Wasp (AT-6G installation). THe strange nose shape was needed to keep propeller clearance over the float. The Dash-5 was superseded by the Dash-7 with the aforementioned PT-6A. Finally, three Dash-7s were leant to the British ROyal Navy during the Falklands crisis where they were used briefly to provide AEW coverage for the fleet. Since there were no catapults available, the Spearfish were operated from the sea and serviced by crane.
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When you said Spearfish, I picture something totally different:
(http://www.military-art.com/mall/images/800s/dhm1716.jpg)
(http://www.natureandtech.com/wp-content/uploads/2011/08/Fairey-Spearfish.jpg)
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"When you sat Spearfish, I picture something totally different..." Very true. When I chose the name, I was looking for something aquatic that sounded a little like Kingfisher. I considered that there might be confusion, but never thought "my" Spearfish would remain in service long enough to cause confusion. Who knew? In retrospect, I should have chosen "Swordfish" instead ;).
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A quick browsing on Wikipedia seems to suggest that a lot of US-made scout planes were named after birds (Kingfisher is one, to my uneducated surprises).
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Here is Farralon's first line fighter thoughout most of the World War II era - the Northrop (later Capstan) Ninja. Based on the unsuccessful Northrop 3A fighter prototype - in the real world, Northrop sold the plans to Vought who continued the development (unsuccessfully). In my WHIF-World, they sold the plans to Capstan, who struggled to overcome the spinning problem and finally succeeded with a lengthened fuselage and anti-spin strakes. You can see the whole development below:
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Great Ninjas, my favorite is the Alison engined version
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:)
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Very nice. Always liked the Northrop 3A. I like the float variants, particularly.
Cheers,
Logan
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I'm with Logan, the 3A hits the sweet spot.
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One more super-family, thanks! :-*
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I'm keenest on the bubble-topped Ninja with the radial :)
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Yeah, Ap, I have to agree - it kinda has a Hayabusa/Hayate look without looking totally Japanese. I like the Conqueror-engine version too, though.
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Betas and their spats exude style :)
Like look of 3E Ninja VII :)
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In 1939, after placing 2nd in Bendix trophy race, Art Bussy, flying the Bellanca 28-92 attempted a crossing of the mid-Atlantic, coming up short and landing in Farralon. Tha aircraft, having landed without permission, was impounded, and eventually purchased from the owner, Bellanca Aircraft. The Farralonians converted the aircraft for long-range reconnaissance as the Bellanca Binturong. Subsequently, Capstan purchased a license ot build further examples, and began a line of development.
The first development involved replacing the wing mounted Menasco engines with the same Rnager engine mounted inthe nose. This gave a significant power increase and allowed greater load-carrying, range, and speed. This became the Binturong II.
The Binturong III came when Capstan decided to replace the three engines with two, more-powerful Curtiss Conquerors. This freed up the nose for armament, leading to the long-range attack variant armed with two locally desinged and produced 32 mm cannon and two .50 calibre machine guns.
In the Mark IV, the two engines were replaced by a single, even more powerful Allison V-1710 engine. The former wing engine nacelles were retained to house the main landing gear and its retraction mechanism as well as additional fuel. The role for the Mk Iv reverted to the original long-range reconnaissance.
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:)
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I like that!
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Nice Bellanca lineage :) Is there a Binturong V? Cuz the Binturong IV's landing gear pods could probably accommodate some serious armament!
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Well, if you insist. Actually I considered weapons and/or rafar in the pods, so here is one of each. The NF.V had AI radar in the port pod, with six .50 caliber machine guns in the starboard pod.
The Binturong VI was a heavily armed, dedicated ground attack version with two 32-mm cannons and one .50-caliber machine in each pod.
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Until the military construction boom brought about by WW II, Farralon had far more sheltered harbors, coves and lakes than prepared landing fields. As a result, the FAF was always on the lookout for capable seaplanes, and especially amphibians. However, combat capable amphibians were relatively rare in the 1930s. SOOOO, when Alex de Seversky demonstrated his SEV-3 at Port Farralon in 1934, it generated quite a bit of interest. The FAF ultimately bought the SEV-3 in both amphibian (SEV-3MAF -Military Amphibian Farralon), and fixed-gear landplane (SEV-3MLF - Military Landplane Farralon) versions.
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Might this perhaps lead to a floatplane version of the P-47? I hope so. :D
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On the SEV-3 float plane, why is there a tail wheel on the fuselage, above the tail wheel on the float? Conversion to landplane in routine? :)
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Now the designer of the Binturong VI was someone who took armament installation seriously :) None of this fannying about with rifle-calibre peashooters ;)
Liking those Severskys too!
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On the SEV-3 float plane, why is there a tail wheel on the fuselage, above the tail wheel on the float? Conversion to landplane in routine? :)
In land operation, the floats were free to swivel vertically. The aircraft actually landed on the fuselage mounted tailwheel - I think the small wheel on the floats were there just to protect the floats.
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Lovely Severskys!
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Might this perhaps lead to a floatplane version of the P-47? I hope so. :D
Well, maybe.... Here is a step or two in that direction...
By combining the amphibious float equipment of the SEV2 with the EP-106 being built for Sweden, Seversky created a relatively potent (and unique) amphibious fighter, the EP-119. The FAF was impressed enough to buy 30, but it was quickly clear that an amphibious fighter could never compete with landplanes, or even pure floatplanes in performance. However, the EP-119 was well-liked (other than its challenging takeoff and landining characteristics on land), so they ordered land-plane versions, starting with the fixed-gear EP-127. The retractable-gear EP-129 was virtually identical to its EP-106 progenitor.
Trying different engine installations led to the Napier Dagger powered EP-127D and Rolls-Royce Peregrine powered EP-127P (both fixed gear) and the Peregrine-engined EP-129P with retractable gear.
The most powerful version was the Allison-engined EP-135A. The EP-135A-2 was a development with an improved cockpit canopy. Both version of the EP-135 suffered from lateral instability and poor spin characteristics, and this led to the ultimate development, the EP-150, which was an EP-135 with a lengthened rear fuselage.
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Love the P-35 evolution profiles
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My God that seaplane must be scary to land on land anyway :o Nice job on the evolution man, very believable 8)
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Beautiful evolutionary development there. Just out of curiosity, how do you see this comparing to the evolution from the RE.2000 to the Re.2006 in Italy. There is, after all, a most distinct resemblance between the Re.2000 and the P-35.
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Beautiful evolutionary development there. Just out of curiosity, how do you see this comparing to the evolution from the RE.2000 to the Re.2006 in Italy. There is, after all, a most distinct resemblance between the Re.2000 and the P-35.
Well, it seems to me that the parallel with Reggiane development is rather close. Seversky and reggiane started with closely similar aircraft (the P-35 and the Re 2000), but, whereas Seversky/Republic went on to develop the airframe (P-35A - P-43 - P-44 - P-47), Reggiane focused mostly on engine changes (Re 2001, 2002, 2003, Re 2004), and even the Re 2005 had relatively minor airframe changes. So, the Farallonian development was more like the Italian than the American development.
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Cool!! Though I'll argue that Reggiane did a fair bit of airframe refining as they went along. Still, there's a very close resemblance between the Re.2005 and Re.2000.
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Yeah but Reggiane never did floats ... so Farralon wins ;D
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Thanks everyone for the kind comments. I'm onto a differnt thing now (at least for the moment).
The new thing: What if the US Army had taken the same approach as the Soviets regarding the transition of biplane to monoplane? Specifically, what if the USAAC had decided to push the development of biplanes as far as Polikarpov did with the I-153? I started with the Boeing P-12E as the most advanced biplane fighter in US Army service - the top profile below is a "real-world" P-12E from 1939. The next development was to replace the P-12E's 500 hp R-1340 radial in a Townend ring with a 1050-hp R-1830 in a state-of-the-art NACA cowl. Of course, significant airframe strangthening was required! This was the P-12M.
The next development included some aerodynamic refinement, including a cantilever (single-strut) landing gear, and a cockpit canopy - as the P-12N.
The most radical development was the P-12P in which the lower wing was redesigned to house the retractable main landing gear. A retractable tail-wheel was also included, and the cabane and interplane struts were replaced by a gulled upper wing and I-strut respectively. An all-round-vision canopy completed the features of the P-12P.
Thoughts?
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:)
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The P-12N & P are awe-inspiring!!!
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The P-12P is quite the inspired piece. How about a XP-12R with an early Allison V1710 and a streamlined radiator installation?
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Damn, those are nice! The P-12P is kind of Boeing meets Polikarpov with a dash of CCF/Gregor FDB-1 :)
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Very good
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That looks awesome, Acree, but did you check the scale? I don't know if an R-1830 is fitting in that. Maybe an R-1535?
Aesthetically, though, those are gorgeous. I think they're among the best-looking profiles you've ever done, if not the best!
Are you going to do an F4B-equivalent? Maybe even an F9C airship fighter replacement?
Also, one minor JMN-esque niggle. In the prewar USAAC, an engine change required a different designation. If you do anything other than an R-1340, it wouldn't have been a P-12 anymore. Annoying, but there it is.
Finally, here's a few real-world P-12 variants that you may like, though.
Boeing Model 100F (P-12F with an R-1535)
So great was the diameter of the propeller used that both take-off and landing had to be performed in the "three-point" attitude to maintain ground clearance.
(http://www.airwar.ru/image/idop/fww1/p12/p12-12.jpg)
Boeing XP-15
High-wing P-12
(http://upload.wikimedia.org/wikipedia/commons/0/07/Boeing_XF5B-1_NAN1-87.jpg)
Boeing XF6B
Navy derivative of the F4B; it was nearly entirely of metal construction, powered by an R-1535.
(http://farm3.staticflickr.com/2110/4559210229_ba05bd3a69_o.jpg)
Boeing Model 100A
This was a special convertible two-seat version of the basic Model 100 (civil version of the F4B-1series) built to the special order of Howard Hughes (hence also known as Hughes Special). Hughes undertook extensive modifications after taking delivery, adding a full NACA cowl, wheel pants, and a higher vertical tail.
(http://farm5.staticflickr.com/4011/4589666295_4806965c06_o.jpg)
Cheers,
Logan
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That Hughes Special is starting to look like a GeeBee !
I've always loved the Polikarpovs so P-12 equivalents go well with me too :)
If the US had stayed out of WW2 they wouldn't have used the P-51 or P-40 until much later - possibly 1943.
How about some profiles of these P-12s in cam ? Maybe like the 1936 trials done on various types.
Would it get a Ranger or other inline engine ??
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OK, Logan, I admit it :-[ I got lazy with my scaling and resorted to TLAR again. In this case, I badly underestimated the tiny-ness of the P-12. WHen I scaled a P-35A cowling it was honking HUGE (well beyond the frontier of ridicule). So, let's go with the R-1535 idea! A little less raw power, but probably much more realistic for the P-12 anyway. As for the designation issue, I know you're right, but I didn't want to face the idea of coming up with an alternate designation, since every "P-anything" evokes some image in our minds - so let's just chalk that one up to "it's a WHIF!"
As for the other suggestions... standby, I'll work on it when I can...
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No problem. I again want to emphasize that they look gorgeous.
I agree with apophenia that the final one looks a lot like the FDB-1 (which was also R-1535 powered). The Grumman F2F, Hughes H-1, and some variants of the Fokker D.XXI were powered by the R-1535, so it could certainly give you a very good fighter. The R-1535 still developed a very respectable 825 hp in its final form. The only major radial that I can think of from that timeframe to get over 1000 hp with that diameter was the Nakajima Sakae of A6M Zero fame. The reason the Polikarpovs always looked so tubby is that they were powered by Wright Cyclone copies and those engines were relatively huge in diameter.
Cheers,
Logan
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Ok, so here are the inline versions of the "super" P-12 developments.
The XP-12Q was tested at Wright Field with the Ranger V-770 engine. The limited power of the V-770 (only 4% greater than the P-12E), limited the performance improvement (although better aerodynamics and lighter wieght helped). All in all, the P-12Q was not accepted for production.
The P-12R was the next variant, using the liquid-cooled Allison V-1430 inline. This engine was a "scaled-down" version of the V-1710 with ten cylinders, developing 1090 hp. This version was successfully used by the USAAF and exported to several Allied nations, including China and Brazil.
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Great stuff! Your scaled down Allison will certainly nark off Continental with their IV-1430! ;)
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Whoops again! I searched for a suitable engine in the roughly 1000 hp range but smaller than the V-1710 and found nothing (how I missed the Continental, I don't know). I came up with 1430 by determining the displacement of a ten-cylinder version of the V-1710 and rounding to the nearest 10. Oh well, that's what happens when I get in a hurry.
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Damn, those look cool! :)
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Love the AVG version! And, since none of those 'Hyper' engines really panned out, your V-1430 would have to be a step up from the IV-1430 ;)
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Love the AVG version!
I agree!
Although I do find the radial version easy to get used to as well. :)
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Glad you like them! How do you feel about the jet version?
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Wow! I feel good! :-*
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Great concept. I also feel good :-*
Like to build that or close to it in plastic. :)
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Jet biplanes are very interesting to me
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The XP-12S is a hoot! Asbestos flying boots for the test pilot though ;)
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Actually I was thinking his trousers would need to be asbestos, too!
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Glad you like them! How do you feel about the jet version?
Beautiful but I have to ask exactly where the jet engine exhaust is. Is it in carefully placed locations around the cowling (much as Focke Wulf did for the FW-190TL) or is it beneath the aircraft as on the Yak-15?
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The jet pipe seems in the tail, engineer, like on a Mirage III.
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I wonder if he meant that the methods used by the Fw-190TL and Yak-15 might be more straight-forward than having to re-arrange internal components to accommodate the tail jet pipe.
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I wonder if he meant that the methods used by the Fw-190TL and Yak-15 might be more straight-forward than having to re-arrange internal components to accommodate the tail jet pipe.
Quite. Either seems preferable to toasted (or over-toasted) pilot.
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I wonder if he meant that the methods used by the Fw-190TL and Yak-15 might be more straight-forward than having to re-arrange internal components to accommodate the tail jet pipe.
I originally drew the Yak 15-style exhaust, but it was really ugly and ungainly to me. Since this is really "just for fun," and that picture was "no fun" for me, I abandoned it and went with this one. Of course I know it is pretty impractical, but it looks nice (at least to me)!
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With a titanium pilot, it is very practical, and pretty and fun, all the best :)
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Then one more vote for Fw-190TL-type (http://www.strange-mecha.com/german/luftvaffe/fw/fw.htm) installation, if you want to make another jet version (after Googling it a bit, it does seem to me the method that messes with the original look the least). ;)
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Well, OK, if you insist:
The XP-12S was totally unsuitable for squadron service due to uncontrollable cockpit heat, plus the overcrowded cockpit. The aircraft was, however, extremely maneuverable, and the five service test versions (YP-12S, later re-designated YF-12S), were sent to Fürstenfeldbruck AB, Germany where, after brief testing, they were used to form an aerobatic team, the Skyblazers, which eventually became the official aerobatic team of the US Air Forces in Europe (USAFE). The three-aircraft team flew the YP-12S for only one airshow season in 1949 before they were replaced by F-84G aircraft.
Meanwhile, an improved version was developed which used design features gleaned from documents captured from the Focke-Wulf company in Germany. This version, the P-12T, was only slightly more successful - though it solved the heat and crowding problems, it was still very short ranged and had a slow top-speed for the day.
Shown below are a Skyblazers YF-12S and a test XP-12T.
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I would have thought the XP-12T prefers a T-tail, but the flame trace seems to show this is safe like that. :)
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I would have thought the XP-12T prefers a T-tail, but the flame trace seems to show this is safe like that. :)
Hmmm .... the T-tail from the Ta 183 Huckebein would look awfully nice (and maintain the Focke-Wulf connection). An XP-12T-2 perhaps?
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YF-12S and XP-12T are some fine imagineering, paint and all :-*
They do look airworthy and either money worthy to build after a major lottery win.
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I can imagine a centrifugal flow turbojet in the XP-12T...... and it feels awesome! :-*
Thanks for your work.
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I would have thought the XP-12T prefers a T-tail, but the flame trace seems to show this is safe like that. :)
Hmmm .... the T-tail from the Ta 183 Huckebein would look awfully nice (and maintain the Focke-Wulf connection). An XP-12T-2 perhaps?
OK... seems a little crazy to me, but here is the XF-12T-2 with Huckebein-style tail, as well as the XF-12T-3 with further modernization. In 1948, Boeing finally gave up on the biplane configuration and created a monoplane version, the XF-92 (I have included the original P-12E starting point to illustrate the extent of development [LOL]).
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Among them is my favourite biplane in the World :-*
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Love the XF-12T-2 and XF-92 :-* BTW, "a little crazy" is a good thing, right?
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Thanks! Yep, "a little crazy" is a very good thing... especially around here. If I had the time and space for plastic modelling, I think I would build an XF-92. Meteor engine nacelle, F-84G wings, Huckebein tail, P-47 canopy, and pretty much any old fuselage would work... hmmm...
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Jet biplanes, lovely!
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Great stuff......