Apophenia's Offerings

[apophenia]

Maybe a whiff within a whiff could be a Ecuadorian CR.42...

More Italian stuff coming soon 
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With the outbreak of WW2 imminent, there were to be a series of aircraft-delivery disappointments for the Fuerza Aérea del Ejército Equatoriana (FAEE). Most serious was that of the Gloster SS.37E Gavilán (Sparrowhawk) fighters. At the last moment, Whitehall chose to redirect these Gladiator biplanes towards China's KMT government in Chungking. [1] Neither of the Airspeed AS.5DC Azor crew trainers were delivered and only one of the three Avro 652E Aninga patrol and reconaissance-bombers ordered arrived in Ecuador (RAF deliveries having priority).

Likewise, despite some deposits paid, options on British aircraft could not be exercised after September 1939. That eliminated the possibility of any Ecuadorian Miles M.2X Hawk Trainers (meant to supplement the aging Curtiss-Wright CW-16E fleet). There had also been a November 1938 'expression of interest' in the Blackburn B-24E (Ecuador) divebomber. However, no contracts were ever signed for this Mercury-powered equivalent to the Skua Mk.I prototypes. [2] Informal negotiations had also been underway to procure torpedo bombers from the UK - Britain had offered the Fairey Swordfish or ex-RAF Vickers Vildebeests but the FAEE wasn't interested in either of these seemingly obsolete biplanes.

The first six Hawker Harpía recce-bombers did arrive to supplement the 'Alfa Romeo' fleet. The Harpía biplanes were actually ex-RAF Hawker Hart Mk.Is rebuilt with radial engines. The Harpías were powered by the same Mercury VIIIA engines intended for the Gavilán fighters. These engines were fitted to refurbished, ex-RAF Harts stripped of their Kestrel IB V-12s and fitted with the same motor mounts as that of Hawker's Swedish Osprey. Ecuadorian options on a second batch of Harpía could not be fulfilled due to war work (although Hawkers would honour Ecuador's deposit payments after WW2).

Top A newly-delivered Hawker Harpía of Desca 'B', Escuadrilla de Bombarderos, Ala de Combate 12, based at Destacamento Aérea (DA) Andoas. The locally-applied camouflage is the early Amazónica scheme - often referred to as 'Pepinillos Recogidos' (Pickled Gherkins).

Although planned to augment the IMAM Ro.37bis fleet, the Harpías proved capable of showing the 'Alfas' a clean pair of heels. Popular with crews, the Harpías deployed to FAE detachment airstrips in Amazónica. Desca 'B' at DA Andoas had three Harpías in permanent rotation. Another three were rotated through DA Santa Maria Nieva (the latter field seeing Ro.37s when Harpías had to be withdrawn to BA Guayaquil for major maintenance. On average, at least four Harpías were 'on station' in Amazónica. These near-permanent forward basings put the Harpías on the frontline when the Guerra peruano-ecuatoriana broke out in July 1941.

The Harpías made a good showing in the 'guerra del 41' despite their modest bomb loads. Amazingly, none of the Hawkers were lost in combat. However, by the time of the 29 January 1942 Armisticio, all of the Harpías had suffered some form of damage and the small fleet was virtually worn out. With the end of active hostilities, all Harpías were returned to Guayaquil for assessment and a complete overhaul. However, the first action was robbing the six Harpías of their Bristol Mercury VIIIA powerplants - the surviving Bristol Busardo I fleet was now given priority for all Mercury engines remaining in Ecuador.

The Fábrica de Aviones Militares Ecuatorianos' recommendation was to relegate the Harpías to an advanced training role. With reduced power being acceptable in this role, the Harpías could be re-engined with 650 hp Alfa Romeo 125 R.C.34 radials made surplus by the earlier upgrading of Ro.37bis recce-bombers. This scheme was accepted by the Oficina del Comandante General - FAE and FAME began modifying the Hawker airframes to accept the Ro.37bis engines. [3] Once airframe refurbishment was complete, FAME was able to re-deliver five Hawkers to the FAE (Harpía '181' having been sacrificed to supply parts for its former wing-mates). The new 'Entrenadora Harpía' - or, more properly, FAME/Hawker Harpía IIE - joined the FAE's Escuela Superior Militar de Aviación in the Summer of 1943. After serving at BA Guayaquil for almost two years, four surviving Harpía IIE relocated with ESMA to BA Salinas in early 1945. The last 'Entrenadora Harpía' stood down in March 1947.

Bottom Hawker Harpía IIE (Entrenadora), FAE Escuela Superior Militar de Aviación, BA Guayaquil, May 1944

________________________________
 
[1] Fortuitously, engines ordered for the diverted Gaviláns did arrive in Ecuador. So too did engines for the undelivered, second batch of Hawker Harpías.  Being identical to the 825 hp Mercury VIIIA radials fitted to the Hawker Harpía, these engines became part of the spares pool.

Later on, some of the Gavilán engines were fitted to Busardo IIs. Later inquiries in Italy about access to Alfa Romeo Avio-built Mercurys (or 'Mercurius') revealed that only 37 such engines had ever been produced by Avio back in 1933-1934.

[2] In mid-September 1939, the Ecuadorian embassy in Knightsbridge was informed by Blackburn Aircraft  Limited that it was no longer in a position to accept foreign orders.

[3] It was found that the existing motor mounts would readily accept the 'new' engines. This was not a complete surprise since the origins of the Italian radial were in the Bristol Pegasus - a longer-stroking derivative of the Mercury.

BTW: The Harpías are based on two profiles by Clave - one Demon and one Hart Trainer.

[Geist]

Great!

[apophenia]

Overseas Again - la Misión de Aviación Ecuatoriana en Italia

Thwarted in further British purchases, procurement efforts turned to Italy - one of the few major aircraft-making countries not embroiled in the European conflict. In 1939, an Ecuadorian purchasing commission - la Misión de Aviación Ecuatoriana en Italia - was set up in Rome. Initial interest was expressed in the Caproni Ca.310 light bomber (also in use with Perú) and the more powerful Fiat C.R.25 (as a heavy fighter companion to the Busardo). Neither aircraft was purchased - Caproni (having interests in Perú) being particularly uncooperative. Inquiries about access to Alfa Romeo Avio-built Mercurys (or 'Mercurius') revealed only 37 such engines had ever been produced in 1933-1934. Instead, attention was diverted to available Pegasus derivatives - Alfa's 127 R.C.55
(750 hp at 5,500 m/18,000 ft)

The Italian the Ministero dell'aeronautica did offer a range of former Regia Aeronautica aircraft for immediate delivery. Of these, the FAEE declined the Caproni Ca.101 (this bomber-transport was regarded as obsolete but the decision was also perhaps influenced by chilly relations with Caproni) and the experimental Piaggio P.32 II medium bomber types. Thanks to briefings by Ecuador's Comité de planificación de Aviación Militar, there was no interest in offers of more IMAM Ro.37bis recce-bombers either. [1] Where the Italian aviation mission did bear fruit was in procuring fairly modern, ex-Regia Aeronautica assault and fighter aircraft - respectively, the Breda Ba.64 and Fiat G.50/I types.

Tapa Superior de Italia from the Società Italiana Ernesto Breda

Four ex-Regia Aeronautica Breda Ba.25/Lynx trainers were agreed to but it was the offer of 16 Breda Ba.64s which was accepted with alactrity. The monoplane assault-bomber received direct approval from Ministro Vicente Santistevan Elizalde himself). The Ba.64 was being replaced in Italian service by the more advanced Ba.65 but, by South American standards, the 1936-37 vintage Ba.64 was quite a formidable combat aircraft. Plans were afoot to it improve performance. Alfa Romeo proposed re-engining the FAEE Ba.64s with Alfa's own, more powerful 9-cylinder radial - the similarly-sized, 750 hp Alfa Romeo 126 R.C.34. [2]

In the plan devised by Alfa with el Comité, the Ba.64s would be fitted with the new 126 R.C.34s while the original 650 hp Alfa 125 R.C.34 radials would replace the Piaggio Stella P.IX R.C.40 engines of the FAEE's Ro.37bis fleet. At el Comité's request, Alfa Romeo prepared 12 conversion kits and crated 18 750 hp Alfa Romeo 126 R.C.34 9-cylinder radials for Ecuador - sufficient to convert a dozen Breda airframes to Ba.64/126 standards with a stockpile of spare engines. A sample Ba.64/126 - complete with SM.79 cowling - was shipped to Guayaquil to act as a pattern aircraft for conversions by the Fábrica de Aviones Militares Ecuatorianos (FAME). [3] In Ecuadorian service, the Ba.64 would be named Batará (Antshrike). [4]

Top Breda Ba.64 Batará II (Ba.64/126 conversion) under test by FAME at Guayaquil. Breda '740' - the Alfa Romeo pattern aircraft - retains its original Italian camouflage with roughly over-painted FAEE markings.

The six unaltered Bredas were to become Batará I operational trainers - although all were what the Italians called Biposto (the Ba.64 Doppio Comando trainer variant not being on offer to Ecuador). The re-engined Ba.64/126 became Batará II cazabombarderos issued to frontline assualt squadrons. There was a plan to rebuilt some of the 125-engined aircraft as dual-control trainers but this was not realized. However, one further variant was developed the Ba.64/130 or Batará IIA. This was a one-off conversion to test the suitability of the smaller-diameter Bristol Mercury to the Breda airframe. The conversion was considered a success but all available Mercury engines were needed to support the Busardo fleet.te the

Bottom Breda Ba.64 Batará IIA being tested with a Bristol Mercury. This engine was replaced by a 750 hp Alfa Romeo 126 R.C.34 prior to '741' being issued - in June 1941 - to Escuadrilla de Asalto , Ala de Combate 8, based at Destacamento Aérea (DA) Pavayacu.

FAME has carefully over-painted the original camouflage pattern with now-FAE Ecuador amazónico colours of Verde Jungla (Jungle Green), Bosque Verde (Forest Green), and Verde Pálido (Pale Green). '741' has been inscribed with the name of a national hero - Francisco Javier Eugenio de Santa Cruz y Espejo.

Along with the Hawker Harpías, the Bredas took the brunt of the 'guerra del 41'. By definition, the Asalto role meant low-level flying in the face of the enemy. The FAE Batarás were well-armed - although 7.7 mm Breda-SAFATs replaced the original 12.7 mm wing guns to save weight - but the Ba.64s had almost no armour protection for their crews. The Batarás also revealed an unfortunate tendency to ignite when struck by incendiary rounds. Despite their shortcomings, the Bredas were always to be found in the thick of things. Most of the combat fell to the more powerful Ba.64/126 Batará IIs but one of the most memorable air-ground actions of the war was performed by Batará I trainers flown by instructor pilots from ESMA. It was sorties by these half-forgotten Ba.64/125 operational trainers which scattered Perú's Czech-built LTP tanks as the Perúvian Army tried to advance up the Ecuadorian coast.

________________________________
 
[1] Although the notion of fitting Ro.43 floats to the 'Alfa Romeo' was flirted with by el Comité.

[2] The increase in power was not seen as an impediment - both Ba.64 prototypes had been powered by 700 hp Bristol Pegasus radials - the starting point for both the Alfa Romeo 125 and 126 engines.

[3] The rather grandly-named Fábrica de Aviones Militares Ecuatorianos was really a FAEE repair depot.

[4] The Batará (Antshrike) is a small but aggressive insectivorous passerine bird.

BTW: The Batará sideviews were modified from a Ba.64 profile by Zygmunt Szeremeta.

[GTX_Admin]

 

[apophenia]

Although the Misión de Aviación Ecuatoriana en Italia was keen on the offer of Breda ba.64s, the gem amongst ex-Regia Aeronautica aircaft was the Fiat G.50/I. This monoplane fighter was far from the best in the world but it should be more than a match for Perú's seven new North American NA-50 'Torito fighters. On offer from the Italian Ministero dell'aeronautica were early model, CMASA-built G.50 serie I fighters with enclosed cockpits - a feature heartily disliked by Regia Aeronautica pilots. In December 1939, the first of 12 Fiat G.50/Is were loaded aboard a freighter in the Porto di Marina di Pisa for shipment to Ecuador. [1]

The first crated Fiats were Offloaded at Guayaquil in early January 1940. The initial pair of G.50/Is were assembly by the Fábrica de Aviones Militares Ecuatorianos (FAME) by the beginning of March. As acceptance trials commenced, the second pair of crated Fiats arrived in port. Trials showed that the new fighters would be tricky for less experienced pilots - particularly in their spinning characteristics. Naturally, the FAEE was anxious to confirm performance figures in order to gauge the Fiat against its most potent potential opponent - Perú's seven new 'Torito' fighters.

The Perúvian fighter had a slight edge in speed but was expected to be less manoeuvrable than the G.50. [2] The two aircraft types were similar in size with the NA-50 being marginally larger (with a span of   11.36 m versus the G.50's 10.99 m and wing areas of 21.9 m² for the NA-50 versus 18.25 m² for the Fiat.) The two fighter types had similar rates of climb but the Fiat's service ceiling was almost 1,000 m greater than that of its rival. Perhaps most important was the G.50 greater weight of fire - having twin synchronized 12.7 mm Breda-SAFAT machine guns versus the NA-50's two rifle-calibre guns. Both fighters could be fitted with wing racks to carry light bombs (although such racks were not fitted to the FAE G.50 fleet until after the 'guerra del 41').

Beyond accepting surplus G.50/Is, the Misión de Aviación Ecuatoriana en Italia had also placed orders for 10 more advanced serie II fighters - the Fiat G.50/II. This order was quickly amended for a similar number of longer-ranged and aerodynamically-refined Fiat G.50bis fighters. However, in June 1940, Italy announced that it was halting exports of combat aircraft and Ecuador's Fiat G.50bis fighters were diverted to the Regia Aeronautica instead. As luck would have it, complete powerplant sections - engine, propellers, and cowlings - for the 10 G.50bis had already been dispatched for Guayaquil. This would serve as useful spares for the Ecuadorian Fiats as well as help keep part of the Busardo bomber fleet operational during the Guerra perúano-ecuatoriana

Top A Fiat G.50/I Falco ('727') under acceptance trials with the VPC (the Vuelo de Prueba Central), BA Guayaquil, June 1940. Note that FAEE markings have not yet been fully applied - this fighter is lacking tail stripes, wing roundels, and its individual aircraft number has only been chaulked onto its fin.

The assembled Fiat G.50/Is - or Falco (Falcon) as it was dubbed in Ecuadorian service - quickly entered service with the Escuadrilla de Cazas, Ala de Combate 10 at BA Guayaquil but this was mainly for show. It was known that the Cuerpo Aeronáutico del Perú already had their North American fighters in operational service - generally serving alongside Curtiss-Wright CW-22 advanced trainers. The newly rebranded Fuerza Aérea Ecuatoriana (FAE) followed suit - basing the G.50s with three of the force's Curtiss-Wright CW-19R advanced trainers. [3] In reality, the 'operational deployment of the FAE's Fiats was more of an extended 'working up' phase. Plenty of 'bugs' needed to be worked out but most were readily attended to. The G.50/I's cockpit canopy was another matter altogether.

As delivered, the G.50/I had fully-glazed cockpit covering - with unarmoured windscreen, sliding canopy, and an elegant, clear rear decking. This was fully in tune with modern practice (and essentially similar to the arrangement on CAP NA-50s). Poor quality Italian acrylic on the G.50/I canopies was one issue but the sliding canopy was also prone to jamming. A simple expedient which cured both problems was locking the sliding hood into its open position. This afforded pilots' a clear view without fear of being trapped in the cockpit by a jammed canopy. The problem was that top speed dropped to only 285 mph - a full ten mph less than the Perúvian fighter. Fortunately, the FAE was well aware of Italian efforts to solve the canopy issue. The Regia Aeronautica also locked its canopies open but the G.50/II (serie II) had eliminated the troublesome sliding hood altogether.

Ultimately, the FAE elected to follow the Italian example. By the summer of 1941, all of the Ecuadorian G.50s had their canopies removed an 'solid' sheet-metal fairings installed to replace the glazed rear panels. These modification nearly restore previous performance - top speed of the G.50 (mod) being measured at 293 mph. In the meantime, other less obvious changes had been made to the G.50 airframes. [4] The biggest was the installation of 'overload' fuel tanks in an attempt to address the Fiat's comparatively short range. [5] In total, four overload tanks were installed for an added capacity of 600 litres of fuel. These new,  Argentine-made overload tanks included twin 100 L wing tanks (replaced the G.50's small anti-personel bomb bays) and two 200 L tanks in the rear fuselage. The fuselage tanks were only feasible because the Ecuadorian G.50/Is were not fitted with wireless gear and other internal equipment was re-arranged.

Bottom A Fiat G.50 (mod) Falco of Escuadrilla de Caza, Ala de Combate 11, based at BA Macas during the 'guerra del 41'. Note the revised cockpit arrangement. This fighter has also lost its mud-collecting tailwheel spat while gaining a yellow nose (foreshadowing postwar FAE recognition markings).

The G.50 (mod) was not a huge improvement over the original G.50/I but the Fábrica de Aviones Militares Ecuatorianos was justifiably proud of its achievement. In testing the conversión de prototipo G.50 (mod), FAME had warned of some handling concerns with the modifications. The new rear fuselage tanks pushed the c/g close to the aft limit resulting in some loss of directional stability when the hindmost tank was full. As a result, the rear fuselage tanks became regarded as a 'ferry' tank and was generally left empty. Following that practice, the G.50 (mod) was almost as spritely as the original G.50/I but with much longer 'legs'. The FAE Fiats could never compete with their Perúvian counterparts on range but they bested the NA-50 in most other respects. In their intended role as short-range interceptors, the FAE's Falcos did everything that was originally asked of them.

_____________________________

[1] Ordered in two distinct batches, the G.50s were serialled 712-717 and 725-730 by the FAEE. The only real difference between them was that the second batch lacking fittings for an optional pair of 7.7 mm Breda-SAFAT wing guns.

[2] Available information listed the NA-50's top speed at 295 mph at 2,900 m while the Fiat could manage a close 293 mph - but at 5,000 m. Manoeuvrability assumptions were based on the 'Torito' having inherited the broad-chorded wing from its NA-16 trainer forebearer.

[3] The two Curtiss-Wright designs were closely related. CAP's CW-22 had a more powerful engine (420 hp versus 350 hp for the FAE's CW-19R) and a retractable main undercarriage.

[4] Despite the range and pace of introduced changes, the suffix for modificado was only applied after the introduction of the overload tanks.

[5] As delivered, the G.50/I had a range of only 445 km. This compared very poorly with the NA-50's normal range of 1,038 km with an overload potential of 1,462 km (or more than triple the Fiat's range!)

[GTX_Admin]

 

[apophenia]

My continuing Ecuador backstory became waaay too long. What follows, believe it or not is the severely cut down version...

The 1941 war with Perú took its inevitable course. Ceasefire terms were humiliating and most Ecuadorians blamed the sitting president - Carlos Alberto Arroyo del Río. This led to an unsuccessful coup attempt by the seudoliberale Alianza Democrática Ecuatoriana in May 1942. The failed attempt left the way open for a successful coup in June 1942 by the right-wing Partido Político Acción Nacionalista Revolucionaria Ecuatoriana (ARNE).

Once in power, ARNE back efforts by an officers' organization - the Liga Militar (Military League) - to instigate an indigenous uprising in la Región Amazónica. Beginning in late 1942, the Liga had been smuggling Spanish-supplied arms east. [1] When defence minister, Coronel Jorge Rodríguez Sáez, took the reigns of power in November 1942, the Liga's scheme gained official (albeit, still secret) support from Quito. By 1944, a full-scale guerilla war was brewing in the east. In Quito, this was seen as just desserts for the Perúvian occupiers and their American handlers. [2]

Ecuador's low-key but overtly anti-American stance made a strong post-WW2 relation with Britain essential. Closely observed, it would be obvious that Coronel Sáez had strong falangist leanings. But Britain wasn't playing close attention to remote Ecuador in 1943-44. As a result, Quito was able to extract British government promises for military aid for Ecuador to commence after the successful conclusion of the war in Europe. In August of 1944, an Ecuadorian military mission made its way (aboard neutral shipping) to the UK. Although given low priority by UK officials, mission members were able to make useful contacts among the UK's armament's producers.

A post-WW2 plan was drawn up by a joint forces (Fuerzas Armadas del Ecuador) committee. For the FAE, it was decided to focus on Merlin-powered combat aircraft - namely the Spitfire fighter and Mosquito attack bomber. In general terms, this scheme was agreed to by Whitehall. But everything changed with the July 1945 UK general election. The Labour Party was less inclined to buy Coronel Sáez's championing of democracia while elections were suspended due to the claimed threat of a re-emergence the Costa/Sierra divisions which had led to the Ecuadorian civil war. Nevertheless, the new UK government would honour most of the procurement agreements and payments made by Ecuador to date.

It had always been understood that detailed equipment choices would be based upon weapons deemed not needed for the on-going campaign against Imperial Japan. Problems arose when British choices overlapped with US-supplied material. A case in point was the Supermarine Spitfire F.Mk.XVI which was powered by an American-made Packard Merlin engine. The aircraft in question had already been shipped to Guayaquil. It is arguable whether the Labour government could have stood up to the American protests but they did not. Instead, Foreign Secretary Ernest Bevin used the issue to renege on British deliveries of Mosquito fighter-bombers. The promised Canadian-made FB Mk.26s had Packard engines and other US-made equipment. All other Mosquito variants were claimed to be needed for the war on Japan.

Military mission members were at Filton talking about Blenheim parts when they were informed by Bristol staff that earlier-model Beaufighters were already be stored at RAF Maintenance Units prior to disposal. Ecuador had its edge - monies deposited on Mosquito was requested transferred to surplus Beaufighters instead. With no US-equipment angle to play, Whitehall reluctantly agreed to the sale of older Beaufighters to Ecuador. This produced shipments of Beaufighter Mk.VI and Mk.VIC for the FAE - mainly sourced from No. 19 MU, RAF St. Brides.

Shipments of other British aircraft to Ecuador followed. These included trainers (Miles Magister Mk.Is, ex-RAF; Miles M.27 Master IIIs, ex-Royal Navy; and Oxford Mk.Is, ex-RAF), target tugs (Miles M.25 Martinet TT.Mk Is ex-Royal Navy), fighter-bombers (Hawker Typhoon[/i]s, ex-RAF), and transport/maritime patrol aircraft (based on Vickers Wellington GR Mk.XIV airframes, ex-Coastal Command). All of these aircraft types were in active FAE service by the outbreak of the 'guerra del 47'.

________________________

[1] In 1942, Franco's Spain was the only country willing and able to replenish stocks of weapons for the Ejército Ecuatoriano. However, most of the delivery proved to be well-worn French-made small arms used in the Spanish Civil War. Of no interest to the EE, these arms were smuggled in to indigenous rebel groups in Amazónica - backed with promises of future independence for the region.

[2] Both Quito and Ecuadorian popular opinion held the US responsible for orchestrating the 'guerra del 41' (or, at least, unfairly favouring Perú). As a result, the 'interim' government refused to ratify the ceasefire agreement, attend the 1942 Pan-American Conference, or sign US-led regional initiative such as that which led to the the Rio Pact joint defence treaty.

[apophenia]

Only one Mosquito ever arrived in Ecuador. This aircraft was purchased from a California photo-survey company looking to standardized on US-made F-4 Lightnings. This aircraft is usually listed as a Canadian-built Mosquito FB Mk 26 but it has a bomber-type canopy. The exact 'parentage' of HC-DHM has never really been determined.

Top De Havilland Mosquito HC-DHM of EEFA photo-survey company, operating out of Quito-Cotocollao in 1946. The only markings on this hybrid aircraft besides registrations and small company titles is 'Mosquito' mascot on the cowlings with the name 'Zancudo'.

Marked as a civilian aircraft, the sole Mosquito flew under Ecuador Encuesta de Fotos Aéreas Ltda. But EEFA Ltda was shell company of the Ecuador's Ministerio de Defensa Nacional and all personel were seconded from the Fuerza Aérea Ecuatoriana. 'Zancudo' disappeared over la Región Amazónica in late 1946. No trace was ever found and Perú did not claim the Mosquito's destruction.

With no ex-RAF Mosquitos forthcoming, the FAE accepted Bristol's recommendation of Beaufighters (pending availability of Brigands). The first Beaufighters arrived in Ecuador before the end of 1945 but the Beaus did not enter full FAE service until almost a year later. By then, Ala de Combate 8's Escuadrilla de Asalto was in the process of being redesignated Esc. de Ataque.

Bottom Bristol Beaufighter Mk.VIC, Escuadrilla de Asalto (Ataque), Ala de Combate 8, based at BA Macas for operations over la Región Amazónica during the 'guerra del 47'. Note that Negra 5 is a 'Cañón-Beau' - being fitted with neither bomb racks nor rocket rails. This aircraft was delivered with inappropriate full rudder stripes [1] which have been overpainted and the correct tail flag applied.

___________________________

[1] Since 1945, operational FAE aircraft wore flags. Only trainers and non-tactical transport aircraft retained full rudder stripes.

[Sport25ing]

Oh, I thought they would have participated directaly in the war  ; nonenless, nice job 

[apophenia]

Sport25ing: If you mean WW2, then no. But in my AltHist, Peru and Ecuador have a few more goes at each other 

Meanwhile, a brief diversion from Ecuador ...

Based on this discussion: http://beyondthesprues.com/Forum/index.php?topic=402.msg170632#msg170632
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The Allison Powered Spitfires

With the Supermarine Spitfire designated priority type, early consideration had been given to overseas production. For ease of delivery to Britain, Canada was the obvious production spot but the Spitfire airframe was considered too advanced. Instead, Canada's fledgling aero industry was assigned the task of producing less demanding Hawker Hurricane fighters.

Quite separately, thought was given to alternative engines for the Spitfire should Rolls-Royce Merlin production be compromised. The only plausible replacement engine candidate was the US-made Allison V-1710. In its early form, this engine was already in RAF service on Curtiss Tomahawk. A revised version of this engine with a raised thrust line was thought suitable for the Spitfire. Accordingly, a ground instruction airframe - Spitfire K9797 - was repaired and modified to accept the American V-12. [1] Although physically larger than the Merlin, installation of a 1,150 hp Allison V-1710-F3R (USAAF V-1710-39) provided no insurmountable hurdles. The Ministry of Aircraft Production dubbed the Allison engine Accipiter but the name did not stick. [2]

The Spitfire Mk.X, as the re-engined airframe was re-designated, had a reduced performance compared with Merlin-powered Spits but this was considered acceptable for the North African theatre. Accordingly, in 1941, plans for Spitfire production in Canada were revisited. Ottawa was enthusiastic about the scheme so it was decided to phase out Canada Car & Foundry's Fort William, Ontario Hurricane production in favour of Allison-powered Spitfires. The first were Spitfire Mk.XIs assembled from British-made components but fitted with Lend-Lease 1,150 hp Allison V-1710-F3R (USAAF V-1710-39) engines. These fighters were also armed with American weapons - four wing-mounted Browning .50-inch machine guns.

The Spitfire Mk.XII is considered the first truely Canadian variant (although it too incorporated some British parts). This fighter increased armament to six 'half-inch' Brownings although the Spitfire Mk.XIIA for the RCAF reverted to a four-gun armament. The Spitfire Mk.XIII was single prototype fitted with the British Spitfire Mk.V's 'C' wing armed with twin 20 mm British Hispano cannons and a quartet of .303-inch Brownings. This model was eclipsed by the main production model, the Spitfire Mk.XIV. This fighter was armed with twin 20 mm cannons (installed overseas) and a pair of .50-inch Brownings (although RCAF Spitfire Mk.XIVAs retained four Brownings).

The weak point for the Allison-powered Spitfires was their low-rated superchargers. In 1943 it was decided to experiment with exhaust-driven turbosuperchargered engines. To that end, an early Spitfire Mk.XI was rebuilt with what was effectively one-half of a P-38H Lightning's powerplant. Re-engined with a 1,425 hp Allison V-1710-F17L, this engine's exhaust pipes were routed along the fuselage to drive a General Electric B-13 turbosupercharger mounted in the Spitfire's belly.

The turbosupercharged prototype conversion - RCAF #984, redesignation as a Spitfire Mk.XV - didn't last long. On a test flight, the 'blower' installation caught fire. Test pilot (and CCF aeronautical engineer) Victor Stevenson attempted to regain the Fort William airstrip but was forced to bail. Both pilot and flaming Spitfire Mk.XV came down in Lake Superior. Stevenson was quickly picked up by a rescue launch, the wreckage of the Spitfire Mk.XV would not be recovered for almost a month.

After the RCAF's final Spitfire Mk.XIVA was delivered, it was decided to phase out Allison-powered Spitfire production. Instead, CCF received Spitfire DP845 as a pattern airframe for future Rolls-Royce Griffon-powered Spitfires. Thereafter, CanCar's Fort William plant produced near-finished airframes to be shipped to the UK for completion with Griffon engines, Rotol airscrews, and other British-made components.

____________________________

[1] K9797 was the 11th production Spitfire but was written-off in 1938 while in service with 19 Squadron. As an early-model airframe which had received few upgrade features, K9797 was judged a good candidate for experimental modifications.

[2] The name choice seems to have reflected Roll-Royce naming practices. Accipiters are raptors, including Sparrow-hawks (Accipiter nisus) and Goshawks (Accipiter gentilis).

[jcf]

 
That's a convoluted path the exhaust pipes take to the turbo.
Did Petter consult on the design? 

[finsrin]

That's a convoluted path the exhaust pipes take to the turbo.
Did Petter consult on the design? 

Yes rather convoluted.  Though ain't lot of room work with.  Still, rather convoluted.   

[apophenia]

That's a convoluted path the exhaust pipes take to the turbo.

It is indeed but, as finsrin suggests, there are limited options on the Spitfire ...

Taking the pipes straight back to an upwards-facing turbo (P-38-style) would block the portside cockpit hatch. Mounting the turbo under the engine (P-37-style) would shorten exhausts but also displace Supermarine-style oil tank (but to where?). Mounting the turbo on the front fuselage side (Ki-87-style) would impinge upon the main fuel tank. So, yeah, limited options.

With hindsight, the sensible thing would be an Allison with a two-stage, two-speed supercharger (à la Merlin 60 series). But, for reasons unknown, the USAAF rejected Allison's supercharger suggestions along that line (and Britain wasn't going to fund its development). My dodge (since the CCF Spitfire were already 'non-standard') was to drop the Allison and make the later Canadian-made airframes analogues for the RW Mk.XII.

[GTX_Admin]

 

[Jeffry Fontaine]

Faced with all of those installation issues, I suppose this would be the best you could manage with all of the physical limitations and restrictions caused by the existing fuselage design.  A two-stage supercharger system might have sorted out the problems but would the longer cowling/engine create center of gravity issues for the Spitfire?

[apophenia]

Cheers Jeff. I don't think that a 2-stage Allison would have created insurmountable problems for the Spitfire airframe. A 2-stage V-1710 would be long though. Still, the Spit coped with Griffon installations which weighed 500 lbs more than the longer V-1710.

Back to Ecuador, but still on Spitfires ...
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Swapping Awkward for Elegant - Supermarine Spitfire G.50 Replacement

A priority for Ecuador's immediately post-WW2 buying binge was replacement fighters. The choice fell to the Supermarine Spitfire F.Mk.XVI - a 'bubble-topped', Merlin-powered aircraft. [1] The 'Spitfire 16' as it would become known in Ecuador was a somewhat ironic choice. Its powerplant was a US-made Packard Merlin engine. (That fact would later prompt an American diplomatic protest which, in turn, elicited an official apology from the UK government for the unauthorized re-export of US equipment.) The 'Spitfire 16' was light and short-ranged but, under any conditions, the British aircraft was far superior to Peru's latest fighter - the Curtiss P-36G.

Armament for the 'C' winged 'Spitfire 16' was twin 20 mm British Hispano cannons with a quartet of 7.7 mm Browning machine guns in the outer wings. Initially, it was hoped to replace the rifle-calibre guns with 12.7 mm Breda-SAFATs but that scheme was abandoned to speed the transfer of ex-RAF fighters to the FAE. The Spitfires were simple stripped of paint and had FAE markings applied before being shipped off for Ecuador. In FAE service, the outermost pair of Browning guns were removed to save weight (and in the believe that this would enhance manoeuvrability),

Top A 'Spitfire 16' of Escuadrilla de Caza, Ala de Combate 11, based at BA Macas for operations over la Región Amazónica during the 'guerra del 47'. Basic markings are standard for all FAE Spitfires. AdC 11 variations included aircraft had Reconocimiento Amarillo (Reco Yellow) stripes on their tails, leading edges, and spinners. In this case, the spinner is plain 'RA', some received black-and-yellow Abejorro (Bumblebee) stripes.

AdC 11's 'N' has a highly unofficial personal emblem on the cowling. The pugnacious duck in uniform and 'O ye cannae' slogan suggests a Scots pilot with former experience of Royal Navy Seafires. There was someting of a double standard on personal markings in the FAE. While such markings were forbidden for regular FAE personnel, with foreign 'soldados de la fortuna' the practice was often winked at by officialdom. Note that 'N' mounts one of the troublesome 205 L (45 imperial gallon) 'cigarro' drop tanks on its belly rack.

Bottom A 'Spitfire 16' of Escuadrilla de Caza, Ala de Combate 10 based at BA Guayaquil. AdC 10 Spitfire markings differed in detail from those of AdC 11. Aircraft 'E' shows its unit's 'RA' fin/wing tip panels and cowling ring. Most AdC 10 Spitfires had olive or black anti-glare panels although this aircraft lacks one. In a few cases, spinners were painted bright colours (although el rojo de CAP was banned). A few AdC 10 aircraft featured both 'RA' wing tips and AdC 11-style leading edge reco panels.

Note that this aircraft carries 2 1/5 victory marks beneath its windscreen. That suggests that 'E' was the mount of Alférez (F/O) Juan María Hernández who had gained such a score while flying Fiat G.50s in 1941. Again, such personal markings are unofficial and probably applied after the resumption of hostilities in March 1947.

___________________________

[1] The engine choice was meant to aid in commonality of spares since the Blenheim replacement of choice was the de Havilland Mosquito. Ironically, the British government never did agree to sell Mosquito fighter-bombers to Ecuador.

[apophenia]

My continuing Ecuador backstory became waaay too long. Here's the bare facts. The 1941 war with Perú took its inevitable course. Ceasefire terms were humiliating and most Ecuadorians blamed the sitting president - Carlos Alberto Arroyo del Río. This led to an unsuccessful coup attempt by the seudoliberale Alianza Democrática Ecuatoriana in May 1942. The failed attempt left the way open for a successful coup in June 1942 by the right-wing Partido Político Acción Nacionalista Revolucionaria Ecuatoriana (ARNE).

Once in power, ARNE back efforts by an officers' organization - the Liga Militar (Military League) - to instigate an indigenous uprising in la Región Amazónica. Beginning in late 1942, the Liga had been smuggling Spanish-supplied arms east. [1] When defence minister, Coronel Jorge Rodríguez Sáez, took the reigns of power in November 1942, the Liga's scheme gained official (albeit, still secret) support from Quito. By 1944, a full-scale guerilla war was brewing in the east. In Quito, this was seen as just desserts for the Perúvian occupiers and their American handlers. [2]

Ecuador's low-key but overtly anti-American stance made a strong post-WW2 relation with Britain essential. Closely observed, it would be obvious that Coronel Sáez had strong falangist leanings. But Britain wasn't playing close attention to remote Ecuador in 1943-44. As a result, Quito was able to extract British government promises for military aid for Ecuador to commence after the successful conclusion of the war in Europe. In August of 1944, an Ecuadorian military mission made its way (aboard neutral shipping) to the UK. Although given low priority by UK officials, mission members were able to make useful contacts among the UK's armament's producers.

A post-WW2 plan was drawn up by a joint forces (Fuerzas Armadas del Ecuador) committee. For the FAE, it was decided to focus on Merlin-powered combat aircraft - namely the Spitfire fighter and Mosquito attack bomber. In general terms, this scheme was agreed to by Whitehall. But everything changed with the July 1945 UK general election. The Labour Party was less inclined to buy Coronel Sáez's championing of democracia while elections were suspended due to the claimed threat of a re-emergence the Costa/Sierra divisions which had led to the Ecuadorian civil war. Nevertheless, the new UK government would honour most of the procurement agreements and payments made by Ecuador to date.

It had always been understood that detailed equipment choices would be based upon weapons deemed not needed for the on-going campaign against Imperial Japan. Problems arose when British choices overlapped with US-supplied material. A case in point was the Supermarine Spitfire F.Mk.XVI which was powered by an American-made Packard Merlin engine. The aircraft in question had already been shipped to Guayaquil. It is arguable whether the Labour government could have stood up to the American protests but they did not. Instead, Foreign Secretary Ernest Bevin used the issue to renege on British deliveries of Mosquito fighter-bombers. The promised Canadian-made FB Mk.26s had Packard engines and other US-made equipment. All other Mosquito variants were claimed to be needed for the war on Japan.

Military mission members were at Filton talking about Blenheim parts when they were informed by Bristol staff that earlier-model Beaufighters were already be stored at RAF Maintenance Units prior to disposal. Ecuador had its edge - monies deposited on Mosquito was requested transferred to surplus Beaufighters instead. With no US-equipment angle to play, Whitehall reluctantly agreed to the sale of older Beaufighters to Ecuador. This produced shipments of Beaufighter Mk.VI and Mk.VIC for the FAE - mainly sourced from No. 19 MU, RAF St. Brides.

Shipments of other British aircraft to Ecuador followed. These included trainers (Miles Magister Mk.Is, ex-RAF; Miles M.27 Master IIIs, ex-Royal Navy; and Oxford Mk.Is, ex-RAF), target tugs (Miles M.25 Martinet TT.Mk Is ex-Royal Navy), fighter-bombers (Hawker Typhoon[/i]s, ex-RAF), and transport/maritime patrol aircraft (based on Vickers Wellington GR Mk.XIV airframes, ex-Coastal Command). All of these aircraft types were in active FAE service by the outbreak of the 'guerra del 47'.

________________________

[1] In 1942, Franco's Spain was the only country willing and able to replenish stocks of weapons for the Ejército Ecuatoriano. However, most of the delivery proved to be well-worn French-made small arms used in the Spanish Civil War. Of no interest to the EE, these arms were smuggled in to indigenous rebel groups in Amazónica - backed with promises of future independence for the region.

[2] Both Quito and Ecuadorian popular opinion held the US responsible for orchestrating the 'guerra del 41' (or, at least, unfairly favouring Perú). As a result, the 'interim' government refused to ratify the ceasefire agreement, attend the 1942 Pan-American Conference, or sign US-led regional initiative such as that which led to the the Rio Pact joint defence treaty.

[apophenia]

I've lost motivation on the Ecuador story. So, I'll just finish with this ...

The Ecuadorian Military Mission to Britain was thwarted in procuring what it hoped would be the Fuerza Aérea Ecuatoriana's premier postwar fighter aircraft. The Bristol Centaurus-powered Hawker Tempest II would have made an ideal interceptor and fighter-bomber while sharing engine type with the hoped-for Bristol Brigand strike aircraft. That scheme quickly fell apart. The RAF would spare no Tempest IIs and the new Labour government took the opportunity to refuse all exports of Centaurus engines.

As a substitute for Tempest IIs, RAF contacts recommended substituting the older Hawker Typhoon fighter-bomber which was already being withdrawn from frontline RAF service. Whitehall had no objections to selling surplus Typhoons (which, June 1945, were already being gathered at storage facilities at Aston Down, Kemble, and Lichfield). The only apparent difficulty was yet another new engine type - the trouble-prone Napier Sabre H-24. In consultations with Bristol, somewhat startled staff were presented with a rather improbable 'solution' - substituting the Bristol Hercules radial which was about to enter FAE service on the twin-engined Bristol Beaufighter attack aircraft.

One RAF Typhoon F.Mk.Ib was supplied to Bristol's Filton design department. It is unclear how far any design work progressed but it is unlikely to have proceeded beyond taking measurement. Bristol had related experience (with the similar, Centaurus-powered Hawker Tornado) however it was quite clear that there would be little postwar market for re-engined Typhoons. Nor was it at all clear that Ecuador could afford the development costs for such an extensive re-working of war-worn airframes.

Top The 'Hercules-Typhoon' concept prompted by the Ecuadorian Military Mission to Britain. It is unlikley that Bristol took this proposal very seriously.

Even with their 'non-standard' engines, the standard Hawker Typhoons were seen as a valuable addition to the FAE. These were powerful aircraft with a proven wartime record as a ground-attack type. By comparison with other potential fighter types, the Typhoons were also relatively inexpensive. Accordingly, a selection of Typhoon F.Mk.Ibs from various RAF Maintenance Units were gather at Kemble in Gloucestershire for disassembly and crating in preparation for transport by road to Portishead quay in Somerset.

The 'Tifón' entered FAE service in January 1947. All 16 aircraft were carefully-selected Typhoon Ibs with 'bubble' canopies and 4-bladed propellers. These aircraft had been stripped of all paint and markings at Kemble and received simple FAE markings of Ecuadorian tail flages and roundels (with the fuselage roundels formed painting the inner 'rings' on an ID yellow panel). Anti-glare panels were quickly added after the aircraft had been delivered to the newly-formed Escuadrilla de Ataque, Ala de Combate 20. AdC 20 was an 'all volunteer' made up exclusively of ex-Commonwealth pilots and ground crews with Typhoon experience.

With the outbreak of the 'guerra del 47', all AdC 20 aircraft received heavy overpainting of their silver airframes. This was a field mod authorized by the unit commander who was convinced that the low-flying, stripped Typhoons would be too easily spotted by intercepting fighters. All of AdC's Typhoons were over-sprayed in a random blotch pattern of various shades of green (and, occassionaly, browns).

Bottom Typhoon Ib of Adc 20, at BA Macas, March 1947. Note that the entire upper surface has been overpainted in green (save the rear fuselage ID panel). Oddly, the cannon covers on 'F' seem to be in their original RAF Medium Grey. Note too that no FAE aircraft numbers have been applied (a fairly common ommission in those busy times).

This Typhoon was one of the first lost over Perúvian-occupied territory. Perú claimed a victory for its light anti-aircraft artillery batteries. The Australian pilot of 'F' - who bailed out successfully - later said that he had flown through a flock of large white birds.

A popular assumption is that FAE Typhoons were rocket armed. In reality, all AdC 20 Typhoons were fitted with bomb racks. FAE rocket attacks were all performed using Miles Martinet trainers. [1]

_______________________________________

[1] The RAF had trialled a Martinet with six rocket rails during the war. FAE Martinets fitted with rocket rails had only four - two per wing. In FAE service, the British RP-3 60-pound rocket projectile was referred to as the RP-27 (Proyectil de Cohete de 27 kg).

[perttime]

Perhaps an R-2800 would work on a Typhoon too.

[GTX_Admin]

 

[GTX_Admin]

Perhaps an R-2800 would work on a Typhoon too.

You were saying...

[apophenia]

Very nice Greg! Is that a P-60E cowling?
________________________________________

The 1939 Battle of Khalkhin Gol over Mongolia had demonstrated the Nakajima Ki-27's marginal superiority over early-model Soviet Polikarpov I-16 monoplane fighters. It was anticipated that later model I-16s would reduce or eliminate that edge - especially in weight of fire. At the same time, company and Imperial Japanese Army test pilots found the planned Ki-27 replacement fighter - the Nakajima Ki-43 - to be a disappointment. The Ki-43 prototype proved little faster than the Ki-27 and less manoeuvrable. Clearly an interim 'fix' was needed.

With Professor Hideo Itokawa and engineer Yasumi Koyama fully engaged in perfecting the Ki-43, the task of redeveloping the Ki-27 was assigned to Jingo Kurihara (general manager of Nakajima Hikoki K.K.'s main Utsunomiya plant). In reality, design work on the revised Ki-27 fell to engineer Setsuo Nishimura. The key goals were increased speed (especially when diving) and longer-ranging armament all while retaining as much of the original Ki-27 airframe as possible. To that end, Nishimura and his team undertook a thorough redesign of the Ki-27 - aiming more to employ individual structural parts from the Ki-27 rather than assembled components.

The obvious route to higher speeds was increased power. Ichiro Sakuma of Nakajima's aero-engines division was able to squeeze more power out of the Kotobuki radial by increasing its compression. The resulting Kotobuki 4-Kai - producing 740 hp for take-off and 800 hp at 2,900 m - entered production at Nakajima's new Musashino plant. Trialled in an otherwise standard Ki-27, the Kotobuki 4-Kai modestly increased top speed to 298 mph at 3,500 m. That increase also came at a cost - range was reduced to 600 km engine life reduced. However, to design staff, added frontline maintenance burdens were acceptable for the potential performance increase in the revised fighter.

Meanwhile, structural revisions had begun. In order to increase diving speed (to match the I-16), it had been decided at an early stage to adopt a retractable main undercarriage similar to that of the trouble-prone Ki-43. Beyond the obvious changes to the wing structure, this also required the nose to be lengthened (to accommodate new wheel wells). At a stroke, a solution to the armament challenge suggested itself. Lengthening the nose also meant a longer armaments bay. In place of the Ki-27's two rifle-calibre Vickers-based Type 89 guns, the new aircraft would carry twin 12.7 mm Ho-102s (a licensed-built Breda-SAFAT gun). [1] A basic form for the revised fighter was nearly complete. The only other change of note was a slight repositioning of the wing to restore the centre of gravity.

Initially, IJAAF planners called this Ki-27 evolution a Shisaku Jusentoki (Army Experimental Heavy Fighter) - the 'heavy' reference being to the fighter's armament of twin 12.7 mm guns (which the IJA regarded as 'cannons'). Once accepted for construction, the designation 'Army Type 99 Fighter' (1939 being the year 2599 in the Japanese calendar) was applied. As a short form, the aircraft would be called the Nakajima Ki.37. This designation had previously applied to a twin-engined Nakajima heavy fighter. [2] Re-assigning a 'Ki' designation was slightly odd and may suggest an attempt to hide from the Rikugun Koku Hombu (Army Air Headquarters) that rather major redesign work was underway.

Top Prototype Nakajima Army Type 99 fighter at Utsunomiya airfield in November 1939

The Army Type 99 fighter prototype flew on 10 Nov 1939. By then, the Khalkhin Gol conflict was over. (Work on the Type 99 had continued to counter the increasingly sophisticated fighters being met over China.)  No problems were encountered on the first flight although no attempt was made to retract the main undercarriage and the aircraft was powered by a standard Kotobuki Ha-1 Otsu engine. Luck held until 08 Dec 1939 when the new Kotobuki 4-Kai powerplant was installed. On the first flight with the new engine, the weather closed in, forcing the test pilot to circle off the coast. [3] Then, the prototype's new engine began vibrating and over-heating. The pilot declared his emergency and was instructed to try landing on Hiraiso beach at Hitachinaka. Fortunately, the tide was out and the prototype was put down on the sand with its undercarriage extended and no further damage.

Meanwhile, the new fighter had entered production alongside the last Ki-27s at Nakajima's Utsunomiya plant. The first was delivered to the IJAAF in late January 1940. Working-up training lasted until early March 1940 when the first Ki-37s redeployed to Foochow in SE China. There, the Ki-37s proved superior to any fighter in Chinese service. In the summer of 1940, Soviet aviation personnel in China were withdrawn. The Ki-37s were then able to establish complete air-superiority over the South-East until the arrival of the American Volunteer Group. With the delivery of AVG P-40Bs, the balance changed. The Curtiss repeated the advantages of the I-16 over the Ki-27 - the P-40s could roll into a dive and disengage from combat with Ki-37s whenever they chose. Fortunately for the IJAAF, the refined Nakajima Ki-43 was already replacing the Ki-27s and Ki-37s in China.

Bottom An operational Nakajima Ki-37 Ko deployed to Foochow. Note that this fighter had been fitted with a camouflaged propeller spinner taken from a Ki-37 Otsu.

_________________

[1] This was intended as a temporary expedient. Chuuou Kougyou K.K. was already working on their Ho-103, a Browning-based gun firing the same Vickers/Breda 12.7 x 81 SR cartridge. The Ho-103 would appear it 1941 but its synchronized firing rate (only ~400 rpm) proved inferior to that of the Breda-based Ho-102 (700 rpm).

[2] Work on this earlier Ki-37 (and the rival Mitsubishi Ki-39) had been halted in favour of a Kawasaki design (the Ki-38 which which would, itself, be eclipsed by Kawasaki's later Ki-45 Toryu).

[3] Fortunately, the prototype's wireless set had finally been installed on 08 Dec 1939 and the pilot was able to consult with the control tower at Utsunomiya.

BTW: The sideviews combine elements of profiles by Zygmunt Szeremeta and Ronnie Olsthoorn.

[kitnut617]

Perhaps an R-2800 would work on a Typhoon too.

From what I've read, the problem with installing a radial onto a Typhoon was what was hanging off the back of a radial, it clashed with the main spar. Same thing with the Vulture. What Hawker did was drop the spar down three inches which gives it a deeper fuselage section, and because that made it different, they called the aircraft the Tornado.

[GTX_Admin]

Very nice Greg! Is that a P-60E cowling?

Nope.  P-47

[apophenia]

Nope.  P-47

Ah! I think it was the Tiffie spinner that threw me off.

Robert: Too true. Doubtless Camm would have preferred a single airframe capable of accommodating either engine type without major modification. The Type N/Type R split was dictated by that humungous 2-speed supercharger hanging off the back of the Vulture. Fortunately, that steel-tube centre fuselage section made the creation of a slightly deeper fuselage a reasonably simple affair.

One puzzle for me was the original, aft positioning of the radiator bath on the first Tornado prototype. The Vulture only weighs 90 lbs more than the Sabre ... so why bother repositioning the bath?

Weight brings me back to my improbable Ecuadorian concept for a Hercules-Typhoon. Obviously, the Hercules is much less powerful than a Sabre, but it also weighs quite a bit less (~430 lbs). So, the Hercules-Typhoon could have its engine mounted further forward and avoid spar entanglements. By contrast, dry weights for the Centaurus was 2,695 lb while the R-2800 was 2,360 lb (same as the Sabre, less radiator of course).