Author Topic: Apophenia's Offerings  (Read 905415 times)

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1925 on: November 17, 2018, 07:20:47 AM »
Nope, the Doh!! moment was me forgetting to bring with backstories with me at the same time as the images  :-[
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline GTX_Admin

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Re: Apophenia's Offerings
« Reply #1926 on: November 18, 2018, 02:24:52 AM »
Nope, the Doh!! moment was me forgetting to bring with backstories with me at the same time as the images  :-[

I'll shuffle over, maybe the pair of us can push this door open...
All hail the God of Frustration!!!

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Offline signal

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Re: Apophenia's Offerings
« Reply #1927 on: November 18, 2018, 04:26:44 AM »
Love your artwork, very believable. Not too far off the subject, I hope, but your
cartoon of the kid and the door reminds me that the only man in my Army Platoon
who could not drive an Army vehicle with a stick shift was the only man with a
college degree.

Offline Old Wombat

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Re: Apophenia's Offerings
« Reply #1928 on: November 18, 2018, 04:57:30 PM »
When I was monitoring alarm systems we had a brain surgeon (No joke!) who had no idea how to work his security alarm pad (4-digit number & #, eg:1234#, turned it both on & off). He actually had to call a staff member out or his wife had to accompany him if he came in to work out of hours.
"This is the Captain. We have a little problem with our engine sequence, so we may experience some slight turbulence and, ah, explode."

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1929 on: November 20, 2018, 06:12:01 AM »
The 'Skinny' Halifax

This scenario spins off from the Rolls-Royce Vulture-powered H.P.56 bomber being delayed for a four-engined derivative - the H.P.57 Halifax. In the RW, Handley Page was none too keen on this request. Here, HP's Radlett design office have successfully argued that the revised H.P.57 will be a mediocrity. In its place, Radlett has put forward two heavy bomber designs. One is the advanced, cannon-armed H.P.58 concept. The second is the H.P.59 - a heavily reworked derivative of the H.P.57 design.

The Air Ministry encouraged the development of a hybrid design. This would combine the 'conservative' H.P.59 airframe with simplified elements of the H.P.58's armament. In place of the conceptual cannons, this hybrid would mount a number of remotely-controlled 'barbettes' armed with machine guns. The result, it was hoped, would be a faster bomber which would still be adequately protected. Handley Page agreed to this concept and work was quickly begun simultaneously on an H.P.59A prototype and its remotely-controlled armament system.

(Top) Initial Handley Page H.P.59A concept (prior to Air Ministry inspection of HP's cockpit/nose mockup)

When the H.P.59A prototype - now known as the Halifax - was completed at Radlett, its complex armament system was far from ready. Accordingly, the prototype was fitted with dummy barbettes along with appropriate ballast. This allowed Handley Page to confirm airframe balance and begin performance trials. However, when the aircraft was delivered to the A&AEE's new 'digs' at Boscombe Downs in October 1939, the armament system was still bedevilling Fraser-Nash technicians on their test rig. The Handley Page heavy bomber was very much a second 'iron in the fire' - with Avro Manchesters already being delivered to the RAF - but that did not reduce the urgency of H.P.59A delivery for the Service, the Air Ministry, or the new Ministry of Aircraft Production.

(Below) Prototype Handley Page H.P.59A Halifax Mk.I as flown with 'dummy' barbettes.

Handley Page's problem was not delivery of H.P.59A airframes - those were already rolling down the Radlett production line. The difficulty was that not a single Fraser-Nash barbette armament component had been delivered to Handley Page for installation in the new bomber. This prompted the AM and MAP to recommend emphasis shift to Avro bombers. In this new scheme, the Napier Sabre- or Bristol Centaurus-powered Manchester II was to be abandoned in favour a revised, 4-engined Merlin-Manchester III. Handley Page was to explore less radical armament options for future H.P.59 production. Meanwhile, production H.P.59As were to be diverted to Coastal Command as GR Mk.IAs.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1930 on: November 20, 2018, 07:13:07 AM »
I like these HPs very much. The barbettes are a great touch!

Your imagination and artistic skill are off the charts.

Brian da Basher

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Re: Apophenia's Offerings
« Reply #1931 on: November 21, 2018, 01:42:16 AM »
 :smiley:
All hail the God of Frustration!!!

You can't outrun Death forever.
But you can make the Bastard work for it.

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1932 on: November 22, 2018, 05:35:00 AM »
Cheers folks!

The 'Skinny' Halifax in Coastal Command Service

Almost all Radlett-built Handley Page H.P.59A Halifax bombers were delivered to Coastal Command as GR Mk.IA long-range patrol aircraft. No.58 Squadron at RAF Holmsley South was the first Coastal Command unit to take on the new type, converting from the twin-engined Armstrong-Whitworth Whitley. Working up on the new type immediately prompted comparisons with the Whitley. The gains in range and payload with the Halifax GR Mk.IA were appreciated but diminished defensive firepower compared with the was also immediate apparent.

On defensive armament installation, Handley Page had been caught between the Air Ministry and the Ministry for Aircraft Production. The former wanted a weight of armament equivalent to that of the failed Fraser-Nash remotely-controlled barbette system. The latter demanded minimal disruption to the production line with no further delays in service deliveries. Accordingly, the new defensive armament took advantage of the remote sighting positions as much as possible. As delivered, the Halifax GR Mk.IAs were armed entirely with flexibly-mounted machine guns, consisting of a nose-mounted 0.303-inch Browning and single Vickers GO machine guns in four positions - the tailcone, belly cupola, and port and starboard aft hatches (replacing the planned sighting 'bubbles').

(Top) Handley Page H.P.59A Halifax GR Mk.IA as delivered to No.58 Sqn, RAF Holmsley South [1]

Annie Get Your Gun

Handley Page was now under pressure to deliver future H.P.59 derivatives with more effective defensive armament for both Coastal and Bomber Commands. Radlett had two former Fokker designers working in the design office. These Dutch engineers proposed a tail turret similar to that of the Fokker T.V bomber. Neither Dutchman had been directly involved with the Fokker turret but designing a similar unit for the Halifax created no great difficulty. The turret was a rotating cone mostly glazed with Perspex. This cone was rotated electrically but the single, gimballed gun was aimed manually. Gun armament for this turret was a single 20mm Oerlikon cannon.

With Fraser-Nash bowing out to concentrate on conventional turrets for Avro, two Halifaxes - one Mk.IAs and one Mk.II - were provided to Boulton-Paul as armaments test beds for powered turrets. No difficulty was found in fitting a mid-upper turret - Boulton-Paul mounting its Type C Mark II 2-gun turret. However, neither Command was pleased by the drag penalty imposed by this turret - speed was, after all, one of the H.P.59A's few advantages over the Avro Lancaster). Worse was Boulton-Pauls' Type L ventral turret - a bulbous 4-gun unit. As an interim fit, Handley Page devised a fixed belly gun position. In this ventral 'bath', the gunner lay prone to aim and fire his single Browning gun in a limited arc to the rear and down. [2]

(Bottom) Halifax B.Mk.II assigned to Boulton-Paul fitted with HP tail position, BP Type C dorsal turret, and tufted BP Type L belly turret.

Coastal and Bomber Commands differed in their views on flexible-guns mounted in hatches. Coastal Command saw these mounts as potentially useful but preferred belt-fed Brownings over drum-fed Vickers GO guns. [3] Bomber Command saw little utility in gun hatches - at least for nocturnal ops - so these were omitted from later-production B.Mk.II bombers.

____________________________________

[1] Salt air is hard on all aircraft finishes but Halifax GR Mk.IAs - with Coastal Command white painted over standard Bomber Command black - quickly took on a scruffy appearance.

[2] The new ventral 'bath' design necessitated the forward movement of the entrance door. This made entry rather more awkward but facilitated emergency egress for both the ventral gunner and the two hatch gunners stationed directly above this jettisonable door.

[3] Demand on Browning production forced Coastal Command to compromise on the use of Vickers GO hatch guns until early 1945.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1933 on: November 22, 2018, 06:24:13 AM »
Your Handley Page H.P.59A Halifax GR Mk.IA in that Coastal Command scheme is a stunner!

There's just something about that scheme that always gets me. Besides how hard it is to paint that is.

Magnificent!

Brian da Basher

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1934 on: November 22, 2018, 06:39:48 AM »
Thanks Brian. I've only tried that white-undersides Coastal Command scheme once in 3D - on a 1/72nd Liberator. The effect was totally underwhelming ... so I weathered it until it looked like it had flown through a mud storm  :P
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline jcf

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Re: Apophenia's Offerings
« Reply #1935 on: November 23, 2018, 01:25:53 AM »
 :smiley:  :smiley:

Noice, and I think you've got the basis for a speculative
twin engined Sabre powered Volkert unarmed high/speed
bomber. Give it an even shallower rear fuselage and an
H.P. 47-ish single fin and it'd look good.  :smiley:
“Conspiracy theory’s got to be simple.
Sense doesn’t come into it. People are
more scared of how complicated shit
actually is than they ever are about
whatever’s supposed to be behind the
conspiracy.”
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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1936 on: November 27, 2018, 06:36:58 AM »
The 'Skinny' Halifax (Continued)

The last of the Merlin-engined Halifax patrol aircraft for Coastal Command were the Halifax GR Mk.IIIs. There was no 'Halifax GR Mk.II' but the GR Mk.III incorporated many of the features of the Halifax B Mk.II model - including the 'long' nose cap, belly 'bath' position, enlarged waist gunner positions, and the 'rotating cone' tail turret. Early-production GR Mk.IIIs also retained the Boulton-Paul Type A mid-upper turret from the Halifax B Mk.II but this gun position was eliminated on later-production GR Mk.IIIs.

The Halifax GR Mk.IIIA introduced ASV Mk.II surface-search radar antennae - the upper fuselage antennae masts earning the GR Mk.IIIAs the nickname 'Stickleback'. Other than the ASV Mk.II set and some internal equipment changes, the Halifax GR Mk.IIIA was essentially the same as the preceding GR Mk.III model. Late-production Halifax GR Mk.IIIAs were interspersed on the line with GR Mk.IIICs featuring a gun pack under the cockpit for use against U-Boats which chose to fight in out on the surface. The first gun packs mounted four longer-ranging 0.5-inch Browning machine guns. These were eclipsed by packs armed with twin 20 mm Oerlikon cannons.

The fixed 20 mm gun packs were a follow-on from experiments with forward-firing cannon armaments which could be depressed. The one-off Halifax GR Mk.IIIB was fitted with twin barbettes mounted on either side of the forward fuselage. These barbettes could be depressed up to 20° while the guns were being fired. The concept was intended to prolong the firing run on surfaced submarines. However, developing guns sights capable of aiming the cannons through this arc proved very difficult and the project was abandoned in favour of the fixed-gun Halifax GR Mk.IIIC. [1]

(Top) Handley Page H.P.59C Halifax GR Mk.IIIA fitted with twin 20 mm gun barbettes for trials. Note the ASV Mk.II antennae and Vickers GO gun in the nose position.

The next production type for Bomber Command was the Halifax B.Mk IV. This model could be considered a dedicated 'Pathfinder' type. Although there were a number of detail differences, the obvious external changes were enlarged vertical tail fins and more-compact, better-streamlined engine exhaust 'muffs'. The B.Mk.IV also introduced a completely new tail turret design which allowed the gunner to sit rather than kneel. [2] This tail position had a very limited traverse compared with other British bomber turrets but was armed with two of the new, hard-hitting Vickers 15 mm high-velocity cannons.

A less obvious change for the Halifax B.Mk IV was its Boulton-Paul Type M belly turret. At a glance, the new Type M resembled the fixed belly cupola of the GR Mk.IA. However, the Type M was a fully-powered turret armed with twin Browning guns aimed through a periscopic sight. Traverse for this belly turret was 200°. Almost all Halifax B.Mk IVs also carried a BP Type A Mk.II mid-upper turret (the exceptions being dedicated electronic counter- and counter-counter measures aircraft - which were sometimes being referred to, unofficially, as 'Halifax B.Mk IVE's. [3]

The Halifax B.Mk.IVA model introduced the H2S radar set (many B.Mk.IVAs being updated Halifax B.Mk.IVs). All B.Mk.IV pathfinders also carried Oboe navigational aids (other navigation and bomb-aiming aid fitments varying between aircraft over time depending upon their efficaciousness). Ammunition supply for the tail turret was increased and later aircraft were fitted with Boulton-Paul Type M Mk.II belly turrets armed with twin 0.5-inch Browning heavy machine guns. One Halifax B.Mk.IVA was tested with a semi-retractable H2S radar radome.

(Bottom) Halifax B.Mk.IVA pathfinder of 635 Sqn, Group 8, at RAF Downham Market, Norfolk, in late 1943. Note distinctive pathfinder tail markings and revised R/T antenna arrangement.

____________________________________

[1] Ejected shell casings from the 20 mm guns tended to fly into the inner propeller discs. This was easily remedied with ejector chutes to guide the spent casings. Aerodynamic problems caused by the moveable guns' housings posed a bigger challenge. When the gun pods were depressed, they deflected the slipstream upwards. That deflected slipstream then pushedthe nose downwards - hardly a desirable attribute during high speed firing runs at very low altitude.

[2] This turret design was inspired by American B-17E heavy bombers then arriving in the UK.

[3] 'Halifax B.Mk IVE' ECM aircraft had the mid-uppers removed and plated over as part of their conversion process.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1937 on: November 27, 2018, 06:37:57 AM »
The final production Halifax model was the B Mk.VI. Another pathfinder specialist, the Halifax B Mk.VI had no radical improvements. Rather, the B Mk.VI incorporated all the improvements introduced to the Halifax B Mk.IV through its production run as well a few experimental installations trialled on that earlier Mark. The Mk.IV production-line improvements incorporated included higher tail-gun ammunition capacity and 'upgunning' to B.Mk.IVA standards with 0.5-inch Browning guns in the nose position and belly turret. [1] Experimental Mk.IV improvements incorporated into the Halifax B Mk.VI included a semi-retractable H2S radome and extended wingtips intended to improve performance at altitude.

(Top) Halifax B Mk.VI flown by S/L Alec Cranswick, DFC, DSO. No.35 Sqn, No.5 Group, RAF Graveley. Pathfinder tail markings had not yet been applied when this aircraft was lost in July 1944. Personal markings are the Cranswick family crest beneath the cockpit and mission marks on the forward nose.

Improving the Breed? - The Handley Page H.P.60 Halifax B Mk.V Prototype

Out of sequence here is the Halifax B Mk.V prototype which flew after the Halifax B Mk.VI was already being delivered for operational use. The B Mk.V was intended to provide a major performance boost over the series Halifax B Mk.IV. There were two main focuses - lightening carried equipment where possible and reducing aerodynamic drag with new engine nacelles. Compact cowlings were taken directly from the de Havilland Mosquito (the outboard cowlings being directly interchangeable with that DH aircraft). Initial plans also called for the leading radiators from the Mosquito to be employed as well. That proved impractical as a complete redesign of the main undercarriage and its nacelles would be required. Instead, radiators for both engines on either wing to be grouped together on the inboard nacelle.

(Top) Halifax B Mk.V prototype as flown. Note low-drag Mosquito cowlings and paired radiator bath on inboard nacelle.

Ironically, the sole Halifax B Mk.V prototype never flew with the extended wingtips meant to improve the type's altitude performance. It was intended to add these tips to the prototype's modified B Mk.IV wings but the aircraft was lost before this could be implemented. The Halifax B Mk.V inflight engine fires were caused by a fault with the starboard radiator grouping. Unintentionally, this fire confirmed Air Ministry concerns that battle damage to the paired radiators would make the B Mk.V overly vulnerable in combat. In any case, the H.P.60 Halifax B Mk.V design had been eclipsed by the more heavily revised H.P.70 concept.

____________________________________

[1] Plans to rationalize ammunition supply never really materialized. Rifle-calibre 0.303-inch guns were increasingly replaced with the larger Brownings but the Halifax B Mk.VIs retained the quad-0.303 BP Type A mid-upper turret. On-going indecision as to whether new dorsal turrets should be armed with twin 0.5-inch machine guns or 15 mm cannons was a major factor.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1938 on: November 28, 2018, 06:24:46 AM »
The updated tail gun position a`la B-17 really makes these for me!

Great stuff as always, apophenia!

Brian da Basher

Offline GTX_Admin

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Re: Apophenia's Offerings
« Reply #1939 on: November 29, 2018, 01:35:06 AM »
!'m thinking the B-25 might be more inspiration in regard to the tail gun shown here.

For the early versions:



For the later versions:

« Last Edit: November 29, 2018, 01:36:42 AM by GTX_Admin »
All hail the God of Frustration!!!

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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1940 on: November 29, 2018, 07:16:40 AM »
Thanks folks!

!'m thinking the B-25 might be more inspiration in regard to the tail gun shown here.

Yes, definitely an influence ... the Mitchell was in the original backstory but I just couldn't remember exactly when the B-25 got its 'sit-up' tail position  :-[
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline GTX_Admin

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Re: Apophenia's Offerings
« Reply #1941 on: November 30, 2018, 01:15:56 AM »
The B-25 received its "sit up tail position" with the B-25H in roughly mid 1943.
All hail the God of Frustration!!!

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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1942 on: December 01, 2018, 07:13:21 AM »
Thanks for that Greg  :smiley:

Planned Descendants of the Handley Page H.P.59 Series

Handley Page's H.P.65 concept was for a twin-engined medium bomber to replace the indifferent Armstrong-Whitworth Ablemarle. [1] The H.P.65 fuselage made as much use as possible of H.P.59 structures. The wing for the H.P.65 was, however, completely new. Whereas the H.P.59 series had a three-part wing with a 'flat' centre section, the H.P.65's advanced, laminar-flow wing was to be made in two, dihedralled parts joined on the centre-line.

The H.P.65 Hartlepool - as Handley Page dubbed their medium bomber concept - was to be powered by a pair of the new 18-cylinder Bristol Centaurus radial engines. The main undercarriage was also completely new and with a simpler retraction arrangement than with the H.P.59 series. The structure was to be entirely of metal other than the fabric-covered control surfaces (the concerns about shortages of strategic materials which prompted the mixed construction of the Ablemarle having proved largely unfounded). However, as promising as the Hartlepool appreared to be, the Ministry of Aircraft Production decided against proceeding with the H.P.65. [2]

(Top The unrealized Handley Page H.P.65 Hartlepool medium bomber as proposed)

Handley Page also proposed a 'big brother' for the H.P.65 Hartlepool. This, the H.P.70 Hull was to be a heavy bomber with much more structural commonality with the H.P.59/H.P.60 airframe. In effect, the H.P.70 Hull was an H.P.60 Halifax fitted with a longer-span version of the H.P.65's laminar-flow wing. Power was to be provided by four Bristol Centaurus engines - the H.P.70 'power eggs' being identical to those planned for the Hartlepool. The main undercarriage was that of the H.P.60 but the H.P.70 was given a new, self-centring tailwheel unit fitted with two, smaller-diameter tires.

A detail difference appeared in the new bomber's slightly extended nose. Not only was the nose-cap glazing more aerodynamically shaped, it also eliminated the hand-held nose gun with a new powered barbette armed with twin 0.5-inch Browning machine guns. This barbette had a limited traverse but considerable depression. The

In contrast with the H.P.65 Hartlepool, the H.P.70 Hull was seen as a highly desirable, 'least-mod' development of - and ultimately a replacement for - the H.P.60 Halifax. Unfortunately, fully occupied with urgent war production, Bristol was unable to dedicated much effort to the development of the Centaurus. Reluctantly, MAP officials concluded that Bristol should focus its Centaurus efforts on supplying this 18-cylinder radial to Hawkers for their Tempest II and Fury fighters. Further development of the H.P.70 Hull concept was abandoned.

(Bottom The unrealized Handley Page H.P.70 Hull heavy bomber as proposed)

____________________________________

[1] In Handley Page's internal designation system, H.P.61-through-H.P.64 were reserved for further, potential Halifax B Mk.V developments.

[2] Although the Air Ministry and RAF wanted the H.P.65 design pursued, it was conceded that the Hartlepool was likely to have little performance advantage over the American medium bombers already being supplied under Lend-Lease.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline jcf

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Re: Apophenia's Offerings
« Reply #1943 on: December 02, 2018, 12:42:43 AM »
The real world H.P. 65 Super Halibag.



« Last Edit: December 04, 2018, 07:38:02 AM by jcf »
“Conspiracy theory’s got to be simple.
Sense doesn’t come into it. People are
more scared of how complicated shit
actually is than they ever are about
whatever’s supposed to be behind the
conspiracy.”
-The Peripheral, William Gibson 2014

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1944 on: December 04, 2018, 06:01:24 AM »
The real world H.P. 65 Super Halibag.

Exactly, except skinnier and no turbo Hercules 38s. But the single-spar laminar-flow wing stays

BTW: This is another case of no images showing for me (maybe because of the whatifmodellers link?).
__________________________________

The 'Even Skinnier' Halifax - the Handley Page H.P.75 Hastings

The Handley Page H.P.75 Hastings was derived from two unbuilt H.P.60 Halifax derivative concepts. One was the H.P.72 - a variant of the unrealized H.P.70 Hull heavy bomber. The H.P.72 was to have had turbocharged engines and incorporate a pressurized cockpit and tail position (with a return to the remotely-controlled turrets of the original H.P.59A Halifax). That original H.P.72 concept died along with the rest of the H.P.70 series but the Air Ministry remained intrigued with the possibilities for a moderately-pressurized cockpit.

The second was the H.P.80 heavy bomber concept which basically matched a stretched H.P.60 Halifax fuselage with a wider-span version of the H.P.70 Hull laminar-flow wing. Other than length and span, the biggest difference between the H.P.70 concept and the H.P.80 was the latter's use of an entirely new tricycle undercarriage. The H.P.75 Hastings was to combine features from both earlier concepts. The biggest challenge for the design team was the unavailability of the powerful 18-cylinder Bristol Centaurus engines.

The Air Ministry stipulated the use of much lower-powered Bristol Hercules radials which precipitated a major redesign. The resulting H.P.75 Hastings retained the pressure cockpit and nose barbette from the original H.P.72. The H.P.72's short-span laminar-flow wing was also retained but mated to a slimmer fuselage. This reduced the  H.P.75's bombload but this was judged acceptable for a dedicated 'Pathfinder' aircraft. The Hastings also adopted the H.P.80's tricycle undercarriage - nose gear of which displaced the semi-retractable H2S radar scanner.

On the H.P.75 Hastings, the H2S radome was relocated to the former belly turret position. That turret gave way to twin, lower-fuselage gun hatches for flexible 0.5-inch Brownings. The armament was rounded out with H.P.70 tail and mid-upper turrets and the chin barbettes. The latter gun position was remotely-controlled by the bomb-aimer. The mid-upper was a Frazer-Nash FN-160 manned turret armed with two Vickers 15 mm cannons. The tail turret was also armed with twin 15 mm Vickers but had no commonality with the twin-gun H.P.60 tail turret. The new tail position cocooned the gunner in armour plates with his reflector sight viewed through armour glass and the whole enclosed within a heated 'bubble' of Perspex. [1]

(Top) First prototype Handley Page H.P.75 Hastings with Bristol Beaufighter cowlings for its four Hercules engines.

Ironically, the H.P.75's new cockpit section was not pressurized - this now seen as unnecessary for the pathfinder role. [3] The new nose shape was more aerodynamic while allowing for the future possibility of introducing modest pressurization. With pressurization abandoned for the moment, the opportunity was taken to let more glazing into the nose section of the second prototype H.P.75 Hastings. This aircraft also featured glazed escape hatches in its upper fuselage - increasing natural interior lighting while improving emergency egress.

The major external change on the second H.P.75 were more streamlined Handley Page-designed cowlings for its 600-series Hercules engines. This series of Hercules also exchanged Bristol's traditional cowling-nose exhaust-collector ring in favour of a new rearward-directed exhaust system. The second H.P.75 was finished in a SEAC scheme as this was now the intended major area of Hastings operations. However, the War in the Pacific ended before the Hastings entered full production. Handley Page proposed that the partially-complete airframes on its Radlett line be completed to H.P.75C maritime patrol standards but this was rejected by the RAF in favour of conversions of the more plentifully-available Avro Lancaster.

(Bottom) The unrealized Handley Page H.P.70 Hull heavy bomber as proposed

Fin
____________________________________

[1] It was intended that the new tail turret eventually be upgraded with Automatic Gun-Laying using a Village Inn radar system.

[2] The use of exhaust-driven turbo-superchargers was also abandoned as unnecessary at an early stage in the H.P.75 design process.

[3] This series of Hercules also exchanged Bristol's cowling-nose exhaust-collector ring in favour of a new rear-facing exhaust system.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline jcf

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Re: Apophenia's Offerings
« Reply #1945 on: December 04, 2018, 07:39:19 AM »

Exactly, except skinnier and no turbo Hercules 38s. But the single-spar laminar-flow wing stays

BTW: This is another case of no images showing for me (maybe because of the whatifmodellers link?).


Updated the links, no longer point at What-If.
“Conspiracy theory’s got to be simple.
Sense doesn’t come into it. People are
more scared of how complicated shit
actually is than they ever are about
whatever’s supposed to be behind the
conspiracy.”
-The Peripheral, William Gibson 2014

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1946 on: December 05, 2018, 08:39:33 AM »
Ju-88 looking nose on Allied bomber is quite perverse.

The execution is outstanding too!

I like the cut of your jib, apophenia!

Brian da Basher

Offline finsrin

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Re: Apophenia's Offerings
« Reply #1947 on: December 05, 2018, 11:10:59 AM »
Fine examples of bombermania British style  :smiley:

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1948 on: December 06, 2018, 06:56:21 AM »
Thanks folks!

Brian: As you can probably tell, I have a soft spot for that Ju 388 nose.

Jon: Thanks for changing the Super Halibag links! I'm going to have to have a go at the RW H.P.65 some day...  :smiley:

No real backstory for the next ones except that Sweden gets access to the German BMW 801 radial engine sometime in 1943.

The first domestic Swedish monoplane fighter - the FFVS J22 - was underpowered with its SFA-built Twin Wasp engine. [1] However, the planned replacement - the DB 605-powered Saab J21 - was still some way off. An expedient solution was to adapt the J22 airframe to the somehat larger and heavier German BMW 801D-2 radial. In November 1943, the second of two P22 prototypes was re-engined to test this concept. As expected, trials showed that the P22/P23 hybrid lacked sufficient fin and rudder area to fully manage the extra 650 hp now available.

Next, a P23 prototype was created as a J22 production line conversion. [2] The fuselage was lengthened with an additional forward bay, effectively moving the wings and undercarriage forward in relation to the cockpit. The main landing gear was also strengthened but, otherwise, no major revisions were needed. Production proceeded in fits and starts - largely dependant upon German ability and willingness to ship the promised BMW 801Ds, Kommandogerät automatic engine control units, and VDM-9 propellers. The first production model J23 fighter entered Flygvapnet service in the Autumn of 1944. [3]

_____________________________

[1] Svenska Flygmotor AB had reverse-engineered the Pratt & Whitney R-1830 radial and built it without a license as the SFA STWC-3G. Based at Trollhattän, SFA was a joint subsidiary of Volvo and Bofors.

[2] In the RW, the Flygvapnet designation J23 was to have been applied to the Saab L-23 - the so-called Swedish Mustang alternative to the pusher J21.

[3] A prototype J23A was tested with four 13.2 mm FN-Browning wing guns (akin to the earlier J 22-2/J 22B). A projected J23B armed with twin 13.2 mm machine guns with a pair of 20 mm Bofors akan m/45 cannons underslung in pods was overtaken by the preferred Saab J21 fighter.
_____________________________

BTW: The images were based on a Plane Encyclopedia J22A sideview combined with the canopy and undercarriage from the Planet Models box art.

 -- http://www.plane-encyclopedia.com/wp-content/uploads/2016/10/1.-FFVS-J.22A-F10-22185_03.png
 -- https://www.scalemates.com/products/img/3/5/2/1027352-12741-71-pristine.jpg

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Offline GTX_Admin

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Re: Apophenia's Offerings
« Reply #1949 on: December 07, 2018, 01:31:07 AM »
If you're playing with the J22, any chance of a standard one in Ethiopian markings to serve alongside their real world B-17s:

All hail the God of Frustration!!!

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But you can make the Bastard work for it.