Apophenia's Offerings

[apophenia]

Cheers! Here's the final (?) installment on the Bloch fighters ...

Bloch Fighters and l’Escadrille de la Légion des Volontaires Français

Another Bloch fighter engine alternative came from an unexpected source for an equally unexpected customer. After the German invasion of the Soviet Union, a French unit was recruited to fight on the Eastern Front - the Légion des Volontaires Français (LVF). [1] This unit had a small air arm - dubbed l’Escadrille de la LVF - which was initially equipped with Potez 63.11 reconnaissance bombers supplied by Vichy. It was later decided to establish a fighter flight as well.

Although ideologically sympathetic, Marshal Pétain was uneasy about French volunteers serving in German uniforms. The Vichy regime was even unhappier about been asked to fund the purchase of Bf 109s or other German fighter aircraft for the l’Escadrille de la LVF. Instead, it was proposed that the German Occupation Authorities provide a small number of BMW 801 radials to power a revived MB 155 derivative. This was agreed to.

The SNCASO SO 158 - A Bloch By Any Other Name

The resulting fighter would emerge as the SNCASO SO 158. Aft of its firewall, the SO 158 airframe most resembled that of the Vichy Hispano-powered MB 154B (the aft-positioned cockpit helping to offset the weight of the German engine). Power was provided by early-model BMW 801C radials - which would prove a constant source of problems. Nevertheless, the SO 158 contract could be completed quickly thanks to tooling available at Châteauroux for the earlier MB 154B.

(Top) The prototype Sud-Ouest SO 158 V1 as unveiled at Châteauroux in late May 1942. Note the Vichy markings and French radio-transmitter antennae fit.

As it happens the SO 158 did not enter service with l’Escadrille de la LVF until after Vichy France was finally occupied by the Germans. This aggressive action by erstwhile 'allies' seems not to have lessened the ideological furvor of members of the LVF. But it did leave the Escadrille de la LVF with a fighter aircraft which could not be readily supported (the Châteauroux factory was already being retooled to produce German-designed airframes).

Into action on the Front de l'Est

Initially, the Sud-Ouest fighters acted as escorts for LVF Potez 63.11s flying light bomber missions. But attrition was high for the Potez on the Eastern Front and new tactics were needed. It was decided to employ the SO 158As as fighter-bombers. The aircraft were fitted with light bomb racks but their main ground-attack weapons would be their hard-hitting 20 mm HS-404 cannon (these weapons were found to be capable of even knocking out Soviet tanks - if hit from the rear quarter).

The Escadrille de la LVF quickly found itself short of HS-404 spares and French 20 mm ammunition. To address this problem, the small SO 158A fleet was divided in two. Half of the aircraft would retain the ground-attack role - complete with bomb racks and HS-404 cannons. The other half would perform a top-cover function. These aircraft would be stripped of bomb racks and re-armed with German MG15/20 cannons which were seen as adequate for the air-to-air role.

(Bottom) Operational SNCASO SO 158A in full Escadrille de la LVF markings. [1] The former 'Deux noirs' has been taken over as the Chef de section's mount. Note that this escort fighter has been fitted with MG15/20 guns but, for now, retains its wing bomb racks.

The SO 158A division of labour worked well but the Escadrille de la LVF fighters had a poor availability rate - suffering from a combination of appallingly crude field conditions, long supply lines, a shortage of spares, and - most of all - chronic overheating problems with their early-model BMW 801C engines. By the Autumn of 1943, the writing was on the wall. The SO 158As were quickly becoming worn out and the Escadrille de la LVF needed replacement fighters. [2]

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[1]  The wing Balkankreuze are identical to Luftwaffe markings but note the Escadrille de la LVF fuselage Croix bleue and other markings. This cross was in RLM 24 Dunkelblau with a superimposed Vichy roundel.

On the tailfin is the LVF's symbol in French national colours with a double-headed francisque in the centre. (Originally a Vichy régime symbol, the LVF used the francisque as its equivalent of a fasces or 'Croix gammée'.) A second francisque symbol is painted on the cowling - in this case, the badge of the Escadrille itself.

[2] With no suitable French fighters available, the obvious replacement for the SO 158A was the German Fw 190A. Instead, the Escadrille de la LVF received well-worn Bf 109s. They too were worn out but it was a moot point - on 01 Sept 1994, the LVF was disbanded and its personnel absorbed by the Waffen-Grenadier-Brigade der SS 'Charlemagne'.

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[Old Wombat]

Looks good with the 190 cowl.

[apophenia]

Cheers Old Wombat. The SO 158 cowling is a bit of a mash-up. It has the armoured nose ring and spinner of the Fw 190A combined with the sides of the Ju-88G cowling (with exhausts being a mixture of the two types. ... Now, back to the European Free Trade Agreement Defence thread:

Blackburn's B225 Bullfinch Intermediate Trainer

As previously noted, under the British government's aero-industry rationalization programme, an emphasis was placed on separating civil from military products. One result was Beagle military designs and their derivatives being promoted under the Blackburn name. Thus, the civil B121 Pup appeared under the Beagle banner while the military B125 Bulldog trainer was a Blackburn product.

Blackburn began to come into its own again with the B236 Boarhound COIN aircraft. A similar transmogrification occured with the Blackburn B225 Bullfinch intermediate trainer. Like the Bulldog, the Bullfinch sprang from Beagle's original B.121M Bullpup studies. It adopted the retractable undercarriage planned as a B125 option but Blackburn went a step further.

A slender, tandem-seat fuselage was mated with B125 tailplane and wings. [1] There was also a considerable increase in power with installation of a 240 hp Blackburn 6BGS Botha six-cylinder engine (with power eventually being increased to 300 hp for take-off in the B225 Srs.4). [2] The B225 Bullfinch would serve with the RAF as well as being exported Sweden. A turboprop derivative - the B225TP - was considered as one stage but this was eclipsed by the appearance of the Pilatus-Short PC-7.

Hunting's Revived Emphasis - Jet Trainers

Hunting Engineering turned most of its incomplete civil transport design work over to HSA. Under government financial support guidelines, Hunting was to concentrate on military aircraft. The first new project was the 'Super Provost' project - aimed at replacing Hunting Percival Jet Provosts with an evolved type.

The outcome of the 'Super Provost' studies was initially known as the Hunting Headmaster. Differing from the Jet Provost mainly in its tandem seating, this type entered RAF service as the Hunting Master T.Mk.1 - and that shortened name stuck. Although a go-it-alone British project, the Master would later also be assembled under license in Switzerland by FFA for the Flugwaffe.

A related type to replace export Strikemasters was the Hunting Huntress (with extra fuel tankage in a covered-over rear cockpit) [3] and the more refined (and successful) single-seat Huntmaster. For both types, gun armament consisted of an optional belly pod for an Aden cannon (25 mm or 30 mm calibre) or twin wing pylon machine gun pods. [4] Another single-seat export variant - the Hunting Hyena - featured a built-in gun armament of twin 25 mm Adens. The Hyena featured enlarged wingtip tanks to replace fuselage fuel tankage lost to ammunition stowage.
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[1] The narrower fuselage resulted in a comparative reduction in wingspan to 9.05 metres.

[2] This was Blackburn Aero Engines' version of the Franklin 6AGS. Rights to the Franklin line had been bought from Aero Industries in 1961. Franklin tooling was transferred from the US to Brough in 1963.

[3] Although the rear cockpit was 'plated over', the Huntress fuselage followed the 'bulged' fuselage profile of the twin-seat Master.

[4] The standard pod was armed with twin 7.62mm SIG 710-6F machine guns. Optional pods were armed with non-EFTA machine guns; a single 15 mm Besa 2 heavy machine gun; or a 20 mm Madsen cannon.

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[Tophe]

Hunting's Revived Emphasis - Jet Trainers
The outcome of the 'Super Provost' studies was initially known as the Hunting Headmaster. Differing from the Jet Provost mainly in its tandem seating, this type entered RAF service as the Hunting Master T.Mk.1.

I love your Master imaginative aircraft!
The only problem I have is the name, it is like a Master aircraft made by a Master in design (yourself)!

[apophenia]

EFTA Top Cover - Guarding the GIUK Gap

Iceland held EFTA 'Associate Member' status from the outset of the organization. In Jan 1969 -  through sponsorship by Norway and the UK - Iceland becomes a full member. Thereafter, by agreement within the DefEFTA Council, air defence duties for Iceland were assumed by the air forces of Britain, Norway, and Denmark. This also served to partially fulfill a NATO requirement to monitor the 'Greenland-Iceland-UK Gap'.

When the 'GIUK Gap' deployments began, the RAF relied on Avro Archon interceptors, the Danes on Saab J 35 Drakens and the Norwegians on J 135 Super Drakens. Responsibility for the air defence of Iceland was passed between the three countries on a rotating basis. On occasion, however, fighters from two or more of these air forces were detached to Keflavik airbase for joint exercises.

Aging Avros - The Late-Version Type 774G Archon Interceptors

Due to the lack of a suitable replacement, updated Avro Type 774 Archons served on later in RAF service than expected. The penultimate update [2] was the Archon F.Mk.4A which could be distinguished from the F.Mk.3 primarily by their extended ECM tail 'stingers'. Less obvious were the uprated Bristol-Siddeley BE.30-16 Zeus turbofans and improved GEC-Ferranti AI 22B Blue Wolf radar inside the F.Mk.3-style ogival radome.

(Top) A Keflavik-based Archon in all-over 'GIUK Grey' with 'lo-viz' national markings. [1] Squadron markings have been obscured by special 'Red Force' exercise colours. Despite being on exercise, this F.Mk.4A is armed to the teeth! On the twin belly mounts are DH Firestreak Mk.3B AAMs. On the wing pylons, HSA Red Top NG missiles are on the inboard position while BAC-Saab Seeker short-range 'dog-fight' missiles occupy the outboard pylons. [3]


Super Swede - The Saab JA 135 Super Draken

The Saab JA 135 Super Draken was an incremental improvement upon the original J 35F-model Draken. The JA 135 (an export designation) had a higher-power Volvo Flygmotor RM7 engine - a 16,500 lbf (dry) Rolls-Royce RB.106-206 Tamar with Swedish afterburner - replacing the Draken's RM6C (Avon 300). Visually, the new fighter could be differentiated from the old by its repositioned cockpit (with its Viggen-type canopy) and larger nose radome. [4]

(Bottom) A Saab JA 135 Super Draken of 338 Skvadron, Luftforsvaret at Kevlavik. [5] Note the 338 Skv checkerboard band applied around nose and along the drop tank.

Like the J 35F model Draken, the Super Draken carried a single 30 mm Aden cannon in its starboard wing. Other improvements included a larger Terma-Erisson IR ball sensor (mounted in front of the cockpit) and a new Saab RS 135 ejection seat. Later Swedish Air Force J 35N Super Drakens introduced a slightly 'humped' dorsal spine to increase internal fuel supply. A similar model - the J 135D - eventually replaced the Danes original J 35F Drakens. [6]

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[1] The monochrome 'GIUK Grey' would later be replaced with two-tone 'Air Superiority Grey' on all remaining Archon F.Mk.4A and '4Bs.

[2] The Archon F.Mk.4B (Avro Type 774H) was essentially an F.Mk.2B airframe uprated to '4A standards with slight improvements. A visual clue for this Mark was the introduction of an IRST 'ball' for the first time. That IR sensor was a variation on the Terma-Ericsson N75 'ball' fitted to the Super Draken (replacing the licensed Hughes N71 aka AN/AAR-4 in its underfuselage fairing fitted on the J 35F).

[3] These outboard pylons appeared on the Archon F.Mk.3, replacing the F.Mk.2's launcher rails mounted the outboard sides of their fuel/undercarriage pods.

[4] This accommodated the new Saab PS-04/A radar set (intended as a direct replacement for the J 35F's licensed PS-03/A, the PS-04/A ende up with a larger diameter scanner).

[5] The home base of 338 Skvadron is Ørland hovedflystasjon under 138 Luftving.

[6] The J 135D lost its gun armament and introduced wingtip launch rails for Saab Rb 33 Ssökare (Seeker) short-tange AAMs. Main armament were two DH Firebrand Mk.1A medium-range AAMs.

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[Tophe]

Aging Avros - The Late-Version Type 774G Archon Interceptors
Due to the lack of a suitable replacement, updated Avro Type 774 Archons served on later in RAF service than expected. The penultimate update [2] was the Archon F.Mk.4A

I love your Archon!
but I did not recognize this shape. I asked Google and it told me from https://www.aviationsmilitaires.net/v2/base/view/Model/2110.html that the Avro 774 is similar to the Shakleton 4-engined slow patrol airplane. I prefer your one!

[apophenia]

Well done Tophe! I could never find any info on a 'Real World' Avro 774 

'Planes from Portugal - Projetos do Porto

The Corporação Aeronáutica do Porto (CAP or simply 'Porto') had its origins in the British Auster lineage. When the British Government bought Beagle in 1964, a product rationalization was initiated. Work continued at the Rearsby plant on Beagle civilian types but the future of the Shoreham plant was less obvious to planners at DH Group (the new management overseers). The Auster brand name remained an asset but its product line had become decidedly passé.

On forming, Beagle had seen a number of Auster types being produced under license in Portugal by government-owned Oficinas Gerais de Material Aeronáutico (OGMA) outside Lisbon. Since Portugal was an EFTA member in need of financial assistance. The British Government decided to make a 'gift' of the Auster name and tooling to the Portuguese Government. Since the object of this exercise was to broaden the Portuguese manufacturing sector, one stipulation was that the military-controlled OGMA should not be the producer of future Portuguese Austers. [1]

After a brief survey, the Portuguese Government concluded that the best location for this new manufacturing business was the northern city of Porto (often 'Oporto' in English). Under the financial assistance agreement, Britain would ship tooling for the Auster A.61 Terrier and A.109 Airedale from Shoreham to a new facility at Porto. Meanwhile, OGMA would also transfer Auster D.4, D.5, and A.113 Husky production to the new plant. OGMA would continue to service Auster airframes for the Força Aérea Portuguesa (FAP) but new production was concentrated exclusively at Porto. [2]

Enter Embraer - Porto Products Proliferate

Beginning in 1973, Porto became the European distributor for the products of Brazil's Embraer. The  Força Aérea Portuguesa was the first European customer for the Embraer EMB 110 Bandeirante twin-turboprop utility transports. [3] These aircraft were Brazilian-made but final fitting-out was done by Porto or OGMA, in the case of government-supplied military equipment. (Porto also acted as a distributor for the products of an Embraer partner firm - Indústria Aeronáutica Neiva Ltda.)

In late 1974, Porto and Embraer agreed to co-develop more radical derivatives of the Bandeirante. One concept which was to be overtaken by events was the EP 112 - a large-cabin EMB 110 derivative powered by twin 750 shp PT6A-34s or Napier equivalents. The EP 112 project was abandoned when the '-34 variants engines became standard fits on the Bandeirante itself. Two slightly later joint projects would have happier outcomes.

For Porto, both of the surviving joint projects were aimed at making further inroads into the European commercial aviation market. A secondary concern was satisfying a FAP requirement for a smaller utility transport which would be more economical to operate than the EMB 110PM Bandeirante. To this end, Porto led in the development of the single-turboprop EP 114 Douro [4] while Embraer was project lead for the EP 124 Carajá powered by two piston engines. [5]

(Top) Camouflaged Embraer/Porto EP 124PM in FAP service in the Azores

Projetado de Porto - The Embraer/Porto EP 114 Douro

From Porto's perspective, things did not go according to plan. In a surprise move, the FAP rejected the EP 114 Douro in favour of Embraer's EP 124 Carajá as its EP 124PM 'Açores' second-string utility transport. Funding difficulties meant that the first of six FAP EP 124PM 'Açores' did not enter service until the early '80s ... by which time, Porto had assembled and fitted-out numerous Carajá airframes for the civilian market.

Porto persisted with development for their EP 114 Douro turboprop. Progress was slow but the prototype EP 114 finally flew from Francisco Sa Carneiro (OPO) Airport in the summer of 1982. While the originally intended customer had shown no interest, the Douro was well-timed for an emerging market in small, often nocturnal parcel carriers where low noise-emission was critical. In the end, the EP 114 Douro would prove a modest but lasting commercial success while the twin-engined EP 124 Carajá would remain overshadowed by its larger, turboprop ancestor.

(Bottom) Third prototype Porto EP 114 prior to application of display livery for its US tour

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[1] OGMA coordinated with Porto on Austers for the Portuguese military - including some prototyping - but all production work would be undertaken at the new facility in Porto.

[2] Porto was jointly-owned by the Portuguese Government and a local industrial combine, Altri SGPS SA. Initially, the new firm operated as 'Auster' while being legally named as the Corporação Aeronáutica do Porto. The shortened form of 'AeroPorto' caused more than a little confusion and, outside of its homebase city, CAP became known simply as 'Porto'.

[3] FAP took on three distinct EMB 110 variants (all powered by Napier-built engines), these were the transport EMB 110PM (Portugual, Militar) 'Carga' equivalent to the FAB C-95/C-95A; the EMB 111PS (Portugual SAR) search-and-rescue variant equivalent to the FAB SC-95; and the EMB 111PP (Portugual, Patrulha) maritime patrol aircraft equivalent to the FAB P-95 'Bandeirulha' (but fitted with a GEC-Ferranti search radar in place of the Brazilian version's APS-128 set).

[4] The city of Porto is located in the Upper Douro River region. In assigning this name, Porto was also following a new FAP policy of naming transport aircraft types for major rivers.

[5] For Porto-assembled EP 124s, engines were 300 hp BAE B6G Bothas. Brazilian Carajá (usually listed as 'EMB 124s') had a choice of that Blackburn powerplant or US Lycoming IO-540s.

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[apophenia]

http://beyondthesprues.com/Forum/index.php?PHPSESSID=50ve6j26fg6ldh45ist2lkri64&topic=2618.msg131480#msg131480

Greg asked for a FAP Lightning ...

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'Relâmpago' - The English Electric Lightning in Portuguese Service

A military coup in 1974 brought more than a decade of Portuguese colonial conflict - the Guerra do Ultramar - to an end. With it came an easing of restrictions on supply of military equipment from NATO allies. This included the supply of 15 ex-RAF Lightning F.6 fighters from Britain towards the end of 1974.

The aircraft were ferried to Portugal by pilots from the Força Aérea Portuguesa (FAP) who had already received conversion training in Britain. By Christmas of 1974, the Lightning was in service with Esquadra 51 at BA5 (Base Aérea Nº 5) at Monte Real north of Lisbon.

(Top) Esq 51 Lightning F.6 in standard RAF day fighter finish, BA5, February 1975

Although Lightning two-seat conversion training was done in Britain though an agreement with the RAF, two single-seat Lightning F.6s were also assigned to EICPAC (Esquadra de Instrução Complementar de Aviões de Caça or the Advanced Fighter Training Squadron) which was based alongside Esquadra 51 at BA5. In 1978, Esquadra 51 was re-designated as Esquadra 201 Falcões but markings remained the same - other than the addition of a diving falcon badge added to the tail.

In the early 1980s, FAP Lightnings began cycling through OGMA (Oficinas Gerais de Material Aeronáutico) outside Lisbon for major maintenance and repair work. All paintwork was stripped to fully inspect airframes for corrosion and other wear, after which the fighters received a fresh coat of paint. The new scheme was overall medium grey with new, 'lo-viz' national insignia. [1]

(Bottom) The same Lightning F.6 after OGMA refurbishment, Esq 201, November 1984

The FAP Lightnings served until January 1990. [2] At the end of that month, a Falcões detachment returned from the Azores and active flying ended. The Lightnings were retired and Esq 201 was stood down on 28 Jan 1990. [3]

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[1] Individual aircraft 'buzz numbers' for FAP Lightnings were also omitted at this stage.

[2] By this stage, attrition had dictated that Esq 201 'reclaim' the EICPAC training Lightnings.

[3] Esquadra 201 would be re-activated at BA5 in October 1993 with F-16 Fighting Falcons.
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[GTX_Admin]

Thank you.  I had a slightly different back story in mind but your's will do.

[ChernayaAkula]

Whoa, nice! 

[john_matthews129]

Love the Lightnings! 

[apophenia]

...  I had a slightly different back story in mind ...

Care to elaborate? 
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Saunders-Roe Scout Variations

Conservative Government plans had both Bristol and Saunders-Roe being subsumed into Westland to create a single British helicopter manufacturer. The new Coalition Government elected in 1959 allowed the take-over of the helicopter division of Bristol but insisted that Saunders-Roe remain independent as a maker of small helicopters. Saro had won a reprieve.

The first move at Saro was an attempt at improving the in-service Wasp and Scout light utility helicopters. An opportunity was presented by Napier which offered a Canadian-made PT6B for a trial installation. This anticipated a production version powered by a Napier Rapier NT6B turboshaft (the P.531/6). The trial conversion (the P.531/4) was quite successful but the smaller engine was also less powerful than the original Blackburn Nimbus powerplant. As a result, the 'Napier-Scout' went no further.

Somewhat more successful was the Scout-based Saro P.551 Salamander AH.1. [1] This was an armoured, two-seat assault helicopter derivative of the Scout
airframe. The crew were protected by an armour-glass windscreen and the new forward fuselage had armour-plate lower-side and bottom panels (crew seats were also armoured). [2] The rear fuselage and powerplant were identical to the Scout AH.1 as were the tail surfaces (other than featuring enlarged endplates).

The Saro Salamander AH.1 entered British Army service in late 1970. Other than training machines, no Salamander was ever based in Britain - all were 'forward deployed' to either northern Norway or Denmark. The Salamander was most useful at developing anti-armour helicopter tactics. As a combat helicopter, the Salamander lacked power and, as a result, its armament was relatively weak.

In 1979-1980, the British Army began receiving new Lynx-based Westland Warrior AH.1 attack helicopters. As the Warriors were phased in, remaining Salamanders were transferred to the Royal Marines. [3] In RM service, these remained Salamander AH.1s (the 'AH' now being for 'Assault Helicopter' rather than 'Army Helicopter'). RM Salamanders added Kongsberg Penguin anti-shipping missiles to their range of weaponry. Eventually, the RM would follow the British Army's lead and replace its aging Salamanders with navalized Warriors.

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[1] Salamander may seem an odd name for a flying machine. Apparently, the reference is to the salamander's mythical abilities to survive fire (or, in this case, hostile ground fire).

[2] Weight concerns prohibited the planned installation of armoured side panels to protect the engine and transmission.

[3] The Royal Marines also received a handful of ex-British Army Scout AH.1s. The Salamander was very similar to in-service RM Saro Wasps but the ex-Army Scouts allowed the Royal Marines to gain shipboard experience with skid landing gears.
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[apophenia]

Hawker Siddeley (Blackburn) Brigand carrier fighter

I haven't developed any real backstory for this one ... just had the notion of British-designed RN Phantom alternative (other than the Hawker P.1154). These would serve aboard the refurbished and refitted RN carriers HMS Eagle and Ark Royal (I'm assuming the CVA-01 concept never emerged in this EFTA scenario).

I'm imagining a Blackburn concept for a 'thin wing' Buccaneer (the Blackburn P-143) that develops into a clean-sheet fighter/interceptor design (the P.144 Brigand) for a generally 'skinnier' aircraft (while retaining the Bucc's cockpits and radar).

Radar would actually be the Ferranti AI.23C 'AIRPASS III' a close relative of the Buccaneer's Blue Parrot set. As with the Buccaneer S.2, the Brigand's engines are twin R-R Spey turbofans ... but now fitted with afterburners.

This Brigand F.2 is shown armed with four Red Top NG missiles for fairly short-endurance intercept missions. For longer-endurance missions, drop tanks would be carried on the inboard pylons and the belly pylon (if mounted). I've put this down as a Hawker Siddeley aircraft because a small run of such airframes would probably cost Blackburn its shirt.

With hindsight, I'm thinking that the afterburner exhaust nozzles are likely underscale. Also, maybe the tailfin should have been more highly modified (more sweep, for example)? Any other critiques or thoughts?

BTW: I've based this image on some lovely Czech Master box art (CMR72-238) ... but I can't make out the artist's signature (Jan somebody?)

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[Empty Handed]

I love love love the Brigand!

With hindsight, I'm thinking that the afterburner exhaust nozzles are likely underscale. Also, maybe the tailfin should have been more highly modified (more sweep, for example)? Any other critiques or thoughts?

I think you've already hit the nail on the head. Maybe something along the lines of a Su-15 Flagon back end? I think the tail sweep is fine until it goes near-vertical. Perhaps delete the upper section and extended the sweep thus moving the horizontal tail further aft? Or possibly heresy but move the horizontal tail completely to the fuselage?

NV137 serial is for a Beaufighter. Perhaps XV870-something? Unallocated and just between a batch of Buccaneers & the cancelled F-111Ks.

Really great concept. Hope you expand on it.

[Old Wombat]

What about a more F-4 Phantom type exhaust nozzle set up?

Could do with a slightly larger tail & more angle at the top. So, perhaps move the entire tail back a little & add a bit to the front edge, taking it straight up to the T-tail, without the bendy bit the Bucc has?

[ChernayaAkula]

Love the Saunders-Roe Salamander! 

[CiTrus90]

[john_matthews129]

Man, that Brigand is great!  Love the illustrations, as always!

[elmayerle]

Love that Brigand!!  I agree that a more sharply swept vertical would be more likely, perhaps a straight leading edge from near the front of the present fillet to the top front corner of the fin would work.  For the back end, perhaps something along the lines of the Ye-152A or J-8II would work.  Since I can't see keeping the Buccaneer's tail airbrake on this aircraft, you should be able to work that backend for better reducing base drag.

[apophenia]

Thanks folks and great suggestions all for the Brigand. I wasn't going to expand on this ... but now I feel another Brigand coming on 

Empty Handed: Thanks too for the RW serial gen. My NV137 serial was a bit of unresearched nonsense. For my EFTA scenario, I'd changed all RAF serials to a brand new series starting AXxxx and BXxxx. I picked the NV serial at random for naval aircraft 

[jcf]

So, if you save SARO, does that mean the hovercraft division doesn't become BHC? 

[apophenia]

Thanks again for the well-thought-through suggestions for improving my Blackburn P.144 Brigand concept. Here's my stab at most of those suggestions ...

In the top pair of scrap views the RW Buccaneer S.2 (again, taken from the CMR box art) is compared with my original Brigand image. As can be seen, the Brigand's fin has been swept back slightly more and the horizontal tail positioned further aft.

The second pair show Empty Handed's suggestions. Left, the sweep of the entire fin/rudder has been increased placing the horizontal taiplane further aft as well. Right, a similarly-shaped fin with the tailplane moved down to the fuselage.

The bottom side-view shows Evan's suggestion of a fin with a straight leading edge. I think the latter is the most plausible ... although, IMHO, EH's increased sweep T-tail mod retains the most family likeness with the Buccaneer.
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Jon: Only Saro's small helicopter division at Eastleigh (Southampton, ex-Cierva) is preserved.

[Empty Handed]

Your new serial system opens a lot of doors.

Love the new tails. I wonder what one will prove most popular. The heretical (love that) is my least favourite and I think increased commonality with the Buccs would be a key selling point. I agree the increased sweep mod is the most fitting for a Blackburn product (but then I would  ) with Evan's mod being ideal for an evolved (export?) variant.

Great idea in all iterations.

[Old Wombat]

I think Evan's version best suits a fighter, especially a supersonic one, as there's less likelihood of turbulence over the rudder surfaces at trans- & supersonic speeds.

EmptyHanded's looks good but I don't think the tail would work as well with those kinks in that speed range.

[apophenia]

Thanks folks. More to EFTA scenario stuff come ... but guess which bozo forgot to load his new image onto the travel drive today