Author Topic: Apophenia's Offerings  (Read 905457 times)

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1775 on: May 15, 2018, 04:32:47 AM »
... and another quickie retouch. This is the first of two prototype Handley Page H.P.101 military transports. Like BOAC's H.P.97 'Pacific' airliner upon which it was based, the H.P.101 used the powerplant, wings, and tail unit from the H.P.80 Victor bomber. The H.P.101 differed from the H.P.97 in having clamshell rear loading door for cargo instead of a lower passenger deck.

The first prototype H.P.101 had square-cut windows similar to those of de Havilland Comet 1. Fortunately, Handley Page was able to learn from DH's misfortune. The first prototype was soon grounded and replaced on trials by the revised second prototype. The first prototype was then used for stress testing after donating many of its major components to the first production example.

The production-model Handley Page Harrow C.Mk.1A entered RAF service in 1958. These aircraft differed from the prototypes mainly in having enlarged tailplane 'bullets' and Comet 4-style mid-span fuel tanks. The Harrow C.1As were used primarily for trooping - especially on Mid-East and UN deployments. The RAF had other trooping transports but the Harrow C.1A had the advantage of being able to carry 85 fully-equipped troops ... with all their equipment, weapons, and supplies stowed on the lower level.

A Harrow C.2 was proposed which was to employ the longer-span wings of the Victor B.2 along with that bomber's Rolls-Royce RCo.11 Conway turbofan engines. Unfortunately, no RAF order for the C.2 was forthcoming [1] and the Sapphire-powered Harrow C.1A had to soldier on. In 1972 it was decided to re-equip the Harrow fleet as long-range air-to-air refuelling tankers. To that end, the rear loading doors were sealed, a refuelling operator's station installed, and three hose-and-drum units mounted. One HDU was mounted in the former starboard loading door, the others were pylon-mounted on the wings (just outboard of the external wing tanks).

The hard-worked Harrow C.1A(K) was scheduled to leave service in 1985. However, RAF budget cuts threatened to the fleet with early retirement in 1980. Weighing whether to retain the C.1A(K)s or Victor B(K).1A tanker conversions delayed that decision. This reprieve allowed the Harrow C.1A(K) to play a major role in the Falklands conflict - both as IFR aircraft and for trooping. The Harrows were retired the following year, their place taken by converted Lockheed Tristars.

______________________________

[1] Sir Frederick was resolute that Handley Page remain an independent firm. This flew in the face of  Whitehall's then-current Merge-or-Die agenda.
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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1776 on: May 29, 2018, 06:22:18 AM »
A simple one. What if Kawasaki couldn't negotiate a license-production deal with Daimler Benz?

I have a vague memory that the Hispano-Suiza HS 12Y was in the running for JAAF service at one point. So, here is a Kawasaki Ki-61-Ia Hien interceptor powered by a 1,100 hp Kawasaki Ha.39 V-12 (assuming a domestic Hispano development programme akin to that of the Klimov M-105P).

The Ki-61-Ia dispensed with the troublesome, jam-prone Japanese version of the HS.404 moteur-canone. In place of the Ki-61-I's 20mm and synchronized rifle-calibre guns, the Ki-61-Ia mounted three 12.7 mm heavy machine guns (what appears to be a 20 mm muzzle is actually a Huck's starter dog). The Ki-61-II heavy interceptor would add a further pair of 12.7 mm wing guns.

BTW, these sideviews are based on a Jerry Boucher profile of an Akeno fighter school machine.
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Offline Hardrada55

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Re: Apophenia's Offerings
« Reply #1777 on: May 30, 2018, 01:27:57 AM »
It seems like before WW2 the Japanese experimented with many different liquid cooled in-lines. 

The Mitsubishi Ha-2 of the mid-1930s was a Hispano Suiza 12Y clone.  Japan built 367 of them.  The Ha-2-II developed 940hp@2300rpm; 2196ci; 555kg

The Mitsubishi Ha 21 was supposed to be a development of the Hisso but was of smaller displacement at 1470ci; 900hp@3050rpm; 485 kg;  The Mitsubishi Ha 121 was a further development giving 1070hp. 

Nakajima built an engine in 1939-40 called NLF.  An inverted V-12; 950hp@2700rpm; 1689.7ci; 495kg

Before Kawasaki committed to the Daimler Benz inspired Ha 40, they built the Ha 9, which was the engine used in the Kawasaki Ki10 "Perry" fighter. 


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Re: Apophenia's Offerings
« Reply #1778 on: May 30, 2018, 01:41:55 AM »
 :smiley:
All hail the God of Frustration!!!

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Offline jcf

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Re: Apophenia's Offerings
« Reply #1779 on: June 01, 2018, 06:27:31 AM »
Cool, but like all 12Y powered aircraft, underpowered and would stay that way.  ;D
License for the 12Z perhaps?
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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1780 on: June 02, 2018, 07:24:31 AM »
Hardrada55 - Thanks for the details ... I thought that there was a Japanese HS 12Y but good to know for sure. The The Mitsubishi Ha 121 sounds close to what I had in mind.

Jon: Too true. I was imagining a Klimov-style development history for this engine.


Update I just realized that I never mounted the radial-engined versions of the Ki-61  :-[  So, here they are ...

A variation on the Hien theme. Kawasaki was slow getting the Ha.40 engine into production (the Ki-60 was powered by an imported DB 601A). So, what if no further DB 601s were available but the IJA wanted the airframe proven before ordering?

Step one, trial the airframe with a Nakajima Ha-25 (a Sakai borrowed from an A6M2-N Rufe) and follow up with a Mitsubishi Ha-102 (in a Kawasaki Ki-45 cowling).
« Last Edit: June 14, 2018, 05:38:22 AM by apophenia »
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Re: Apophenia's Offerings
« Reply #1781 on: June 06, 2018, 04:57:30 AM »
Springing off from Logan's concept for a common camouflage scheme for a France-sized fictitious country ...

http://beyondthesprues.com/Forum/index.php?topic=7832.msg141873#msg141873

Here are two Tanganyikan fighters circa 1993. Although 'standardized', there is no fixed camouflage pattern for TDF/AW [1] aircraft. The specified colours are Udongo (Earth brown), Nyasi (Grassland tan), and Msitu (Forest green). However, actual colours vary widely since they come primarily from German-supplied former NVA/LSK stocks. The greatest variation is to be seen in Nyasi since this is a locally-mixed colour.

All Tanganyikan combat aircraft are assigned bird names in Swahili.

(Top) MiG-21UM Kipanga of No.6 Sqn based at Dar. These two-seat fighter-trainers are regarded as being fully operational interceptors.

(Bottom) WSK-Mielec Lim-5(Tn) Nyuki-kula fighter-bomber of No.5 deployed to Ikoma in the northwest. [2] Note that this Lim has had its original white aircraft number overpainted in blacked).

With the resumption of German military aid, ex-NVA/LSK Lim-5s were provided as interim combat aircraft to replace now-unsupported Chinese Shenyang J-5s. The Lim-5(Tn) designation reveals equipment added specifically to suit Tanganyikan operational conditions.

Initially, the Lim-5s served as fighter-interceptors with No.6 Sqn and fighter/fighter-bombers with No.5 Sqn. However, within three years, No.6's Lim-5s were already being replaced by ex-NVA/LSK MiG-21s. [3] The Lim-5s served on with No.5 Sqn (bolstered by Aero L-39 Msitu/Bushshrike light strike aircraft). In 1998, the last operational Lim-5s gave way to the first MiG-23BNs.
____________________________________________

[1] Both English and Swahili names for the Air Wing are considered correct. The former is the Tanganyika Defence Force/Air Wing (TDF/AW). The latter is the Nguvu ya Ulinzi ya Tanganyika/Mrengo wa Air - hence the 'NUT/WA' titles below individual aircraft numbers on tail fins.

[2] Ikoma is listed as an 'Air Base' but 'Forward Operating Base' would be more accurate.

[3] The TDF/AW would eventually receive three each of MiG-21UM and MiG-21US Mongol B two-seaters along with a total of 16 MiG-21 fighters (in a mix of 'PFM and 'SPS models).
« Last Edit: June 27, 2018, 02:05:04 AM by apophenia »
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Re: Apophenia's Offerings
« Reply #1782 on: June 27, 2018, 02:08:10 AM »
[remounted]

In Tanganyika, ex-NVA/LSK Mil Mi-2 helicopters served in several forms in both the Land Force and Coastal Force. As a result, three different Swahili names were applied to the type. [1] In 'Jeshi' (TDF/LF) service, the Mi-2T transport helicopters were named Kiboko (Hippopotamus) while armed assault helicopters were the Ngiri (Wart Hog). When kitted out a gunship, the Ngiri received the sub-type designation Mi-2TG. Fitted with rocket pods, the Ngiri became an Mi-2TR (Roketi).

A Striped Suit for the Hippo

An Mi-2T Kiboko in highly distinctive Polisi markings originally applied for the 1998 Dar-es-Salaam Aerospaci la Afrika Mashariki airshow. The 'milia-milia' ('stripey') scheme [2] caught the public's imagination and helped draw attention to the Kibaha Polisi's anti-poaching activities - especially when deployed to remote rural areas.

'Milia-milia' wears POLISI titles and is operated by police personnel. However, the anti-poaching squads report to the MWT (Mamlaka ya Wanyamapori Tanganyika or Tanganyika Wildlife Authority) and the Mi-2T is actually on loan from the TDF-LF. All TDF-LF markings have been overpainted for this special scheme - including the serials, roundels, and 'HATARI' (DANGER) tail markings.

Most police aircraft are flown by Sergeant-Pilots (Polisi Majaribio-Sergent). The only other flight crew member is the flight engineer (Helikopta-Mkuu or 'Chiefie') who also mans the flexible gun. [3] The anti-poaching dismount team (Kukamata) are normally led by a Luteni pili (2nd Lieutenant). Although police personnel, the Kukamata are armed like typical 'Jeshi' squadies.

Gunship Garb - Bigger Tusks for the Wart Hog

The Mi-2TG Ngiri gunship came in a range of forms. [4] This 'Hog' is a later-model Mi-2 attrition replacement shown mounting the Polish-supplied gun pod. Although gun pods are intended as mission kits, note that this aircraft has had its starboard aft window opening permanently enlarged for added firepower. [5]

This aircraft sports full-colour roundels as briefly adopted to improve TDF/LF aircraft recognition during the renewed border tensions with Uganda in 2006. The standard door gun kit mounts an MG3 GPMG (below which is a fabric draught-excluder). Note that the cockpit doors of this 101 Kivita (No. 101 Squadron) Ngiri have been removed (perhaps in preference to following orders to overpaint unit markings) but no armour plates have been added. [6]

____________________________________________________

[1] Coastal Force Mil Mi-2s were named Avoti (Avocet).

[2] In Swahili, a zebra is called a Punda Milia (or 'striped ass').

[3] The heavy machine gun shown is a Type 53 (a Chinese copy of the Soviet SG-43 Goryunov). The pintle-mount is in the starboard window to leave the door free for Kukamata dismounts.

[4] Early kits mounted podded GSh-23L twin-barrelled 23 mm cannons. To distinguish them from the 30 mm variants, the '23s' are usually referred to as 'Kiboko Gunships' rather than Ngiri.

[5]  The starboard window weapon was usually an MPiKM (AK) automatic rifle or, on occassion, an L4A6 Bren light machine gun.

[6] Also unusually, this 'Wart Hog' carries no long-range fuel tanks on its pylons.
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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1783 on: June 27, 2018, 02:11:40 AM »
[Remounted]

Tanganyika Defence Force/Coastal Force Aircraft

This standard scheme for TDF/CF aircraft is all-over medium grey with lo-viz roundels in six positions and a small Tanganyika flag on the sides of the fin. Below the flag is 'NUT/NP', the abbreviation for Nguvu ya Ulinzi ya Tanganyika/Nguvu ya Pwani (literally, TDF/Power of the Coast). TDF/CF codes are distinct - being 'NP' for Coastal Force followed by an individual aircraft number.

From 1982, the TDF/CF's coastal surveillance aircraft was the Cessna Albatrosi (Albatross) obtained in three batches. The Albatrosi was a stock Cessna 310Q light twin with the only real concession to its military role being rearward-facing observer's seats. Several concepts have been put forward to fit the Albatrosi with some form of surveillance radar - either nose- or belly-mounted - but none of these have come to fruition. The Albatrosi continue their coastal patrol role equipped only with high-powered binoculars and air-drop survival packs.

There is virtually no variety within 'Coastal' aircraft schemes. This aircraft does, however, carry the TDF/CF crest on its nose indicating that this is the 'personal mount' of the unit CO, Kamanda Abeid Makamba. TDF/CF codes are 'NP' for Coastal Force followed by an individual aircraft number, '62'. In this case, the individual number stands for the second aircraft of the sixth NUT/NP type. [1] 'NP-62' is also the only Albatrosi with polishing spinners ('NP-61' and 'NP-63' both having shorter, early-model 310Q spinners painted grey.) [2]

The Westland Wasp is a former NUT/NP aircraft transferred to the Police Field Force's (PFF) Police Marine Unit. [3] As an interim finish, this helicopter retains its 'Coastal' scheme of all-over grey with a few PMU adornments - including dayglow SAR panels and PMU badges on the front doors. When ready for Depot Level Maintenance, this Wasp is scheduled to be repainted in the standard PFF scheme of white uppers with dark blue lower surfaces. [4]

____________________________________________________


[1] For the record, NUT/NP aircraft types were/are: 1 - Miles Gemini (ret'd); 2 - Beagle Airdale (ret'd); 3 - Bell 47G (ret'd); 4 - Westland Wasp (tranferred to Police); 5 - Cessna 404 Titan (transferred to TnGAS); 6 - Cessna 310Q; 7 - Aerospatiale As.312 Bata (Duck, Wasp replacement); and 8 - Mil Mi-14 Mwali (Pelican).

[2] 'NP-60' has matt black spinners but this aircraft is held in reserve and is usually inactive.

[3] The Police Marine Unit received all former NUT/NP Wasp helicopters while the Police Air Wing received ex-NUT/JA Westland Suni or 'Scout'. (The armed Nungu (Porcupine) Scout variants went to the PFF's Emergency Response Team.)

[4] This colourful and glossy PFF scheme also obviated the need for high-visibility SAR panels.
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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1784 on: June 27, 2018, 02:26:08 AM »
Sidelined Supermarines - Fighter Derivatives of the Supermarine S.5 Race

The now-all-but-forgotten Supermarine Sea Snake reconnaissance-fighter originated as a private venture submission for a float fighter based upon the S.5 Schneider Trophy racing monoplane. The incompleted fourth Type 220 S.5 airframe was revised to serve as the prototype Type 220M Sea Snake.

Prototype N270 revealed some dramatic differences from the S.5 racer. The wire-braced wooden wings of the racer were replaced by metal structure, fully-cantilevered wings of reversed-gull layout. The object here was to reduce the height of the float struts. The latter were paired struts covered with a streamlined fairings which also enclosed the engine coolant radiators. Extra float-mount rigidity came from forward wire-bracing and rear 'V' struts (the portside strut also have steps for cockpit access).

The Type 220M also had its cockpit raised to provide a more reasonable view for the pilot. The powerplant was similar to the S.5 racer's 'broad arrow' W-12 engine - but, in this case, a service-rated 570 hp Napier Lion XIIA. Armament consisted of twin 0.303" Vickers guns mounted in the 'bend' of the gull wings.

The prototype Type 220M was followed by a series of five Sea Snakes intended for service trials. The RAF was largely satisfied by the performance of Supermarine's Type 220M but could find no dedicated role for the Sea Snake which, it was found, could only operate from sheltered water. A proposed land fighter derivative - the Type 220L Snake - seemed more promising but, the Air Ministry concluded, the Napier Lion W-12 had run its course as an engine for fighter aircraft.
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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1785 on: June 27, 2018, 02:30:38 AM »
(See Reply #1784 Sidelined Supermarines on the previous page for the beginning of this story ...)

Supermarine's Type 222 Serpent interceptor monoplane of 1932 was derived from the earlier Type 220M Sea Snake float-fighter. As the Air Ministry and RAF had made clear that they were no longer interested in the Napier Lion W-12, a new engine type was required. Having worked closely with Rolls-Royce on the 'R' series race engines for the S.6 and S.6B, Derby's smaller Kestrel V-12 was an obvious choice.

The Type 222 Serpent design differed from the unbuilt Type 220L only in detail. The wheel trousers were refined, eliminating the faired-in coolant radiators. Instead, a single, semi-retractable radiator was positioned beneath the fuselage in the wing centre-section. Serpent armament was increased to four 0.303" Vickers guns - two in the upper cowling synchronized to fire through the propeller disc with an option of two more in the wings.

The RAF initially considered the Type 222 as a back-up for Air Ministry Specification F.7/30. The Serpent matched the F.7/30 contest's demand for a four gun armament but failed to meet that Specification's minimum landing speed.  [1] Service testing of the Serpent began but, when Supermarine entered its Goshawk-powered Type 224 for F.7/30, the RAF lost all interest in the Type 222.

(Top) Supermarine Type 222 Serpent prototype at Martlesham Heath, July 1932

Responding to private enquiries from Argentina, the Type 222 was 'demilitarised' as a racer. With all military equipment removed, the Serpent prototype was shipped to Buenos Aires in early 1934. The erstwhile 'Argentine Racer' was part of a rather obvious ruse. To the north of Argentina, the Gran Chaco War had been raging between Bolivia and Paraguay. Arms shipments to either country fell under an embargo of the League of Nations. As soon as the Type 222R racer was unloaded, it was painted in camouflage colours, given Paraguayan markings, and flown north to Ascuncion.

(Bottom) Supermarine Type 222R Serpenta in Fuerzas Aéreas Nacional del Paraguay colours. Note that the lowest portion of the undercarriage trousers has been removed to avoid mud accumulation.

Re-arming the Type 222R proved more challenging than expected. The synchronising gear had been removed and no armed, Kestrel-powered fighters were available to provide a model. In the end, it proved simpler to fit an unsynchronised armament in the wings. Twin Italian 12.7 mm Breda guns taken from a damaged Caproni AP.1 attack aircraft were installed in the wing bays. However, the Type 222R - or Serpiente - was employed almost exclusively as a fast reconnaissance aircraft. The Serpenta fired its guns only once in air combat. In November 1934, the Type 222R engaged Bolivian Cuerpo de Aviación fighters During the Battle of El Carmen. One Bolivian Curtiss-Wright Osprey was claimed damaged [2] before the Serpiente disengaged to report on the retreat of the Cuerpo de Caballería boliviano.

The Supermarine Type 222R Serpiente survived the Gran Chaco War but ground-looped at Asunción shortly after the end of the conflict. The damaged Type 222R was returned to its Argentine owners in March of 1935 and, after assessment, the Serpiente was finally scrapped in early 1936.

________________________________

[1] This was compounded by Type 222  Serpent's tendency to 'float' during landing.

[2] This 'damaged' claim by pilot Tte.1º PAM Pabón Argaña was never confirmed. Earlier, while flying the Serpiente, Capitán PAM Carmelo Peralta had strafed CA on the ground. This occurred during the 8 July 1934 attack on the Bolivian fortified base of Ballivián but no claims were made.
« Last Edit: June 27, 2018, 02:33:23 AM by apophenia »
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Offline apophenia

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Re: Apophenia's Offerings
« Reply #1786 on: June 27, 2018, 02:36:39 AM »
Fairey Super Battle

By 1939, Battle light bomber production was in full swing at Fairey's facility at Heaton Chapel, Stockport and by Austin Motors' shadow factory at Longbridge, Birmingham. However, pre-war air exercises had already revealed ominous signs that the underpowered Battle might not be operationally viable. Work was already underway at Fairey to develop what became the Super Battle.

The Super Battle began as a 'least-mod' development of the in-production Fairey Battle light day bomber. Increased power was paramount and Fairey's Hamble design office considered three new engine possibilities: Fairey's own P.24 'twin 12-cylinder', the Bristol Hercules II radial, and, as a back-up, the Napier Sabre I. Fairey pushed hard for the P.24 but the Air Ministry stipulated Napier's H-24 powerplant.

The heavier engine was accommodated by shifting it aft (compared with the Battle's Merlin installation). This was managed by eliminating the Battle's separate forward cockpit bay and relocating the pilot into the semi-monocoque fuselage proper. This reduced the Super Battle's complement to a crew of two - with pilot doubling as bomb-aimer, [1] while the air gunner had to juggle navigation and wireless operation tasks.

A prototype Super Battle (converted Battle L1924) was completed in August 1939 but this aircraft would never fly. After its third Sabre engine failed in ground tests, the Air Ministry ordered the Super Battle programme abandoned.

From 'Armoured Battle' to Austin Aurochs

The engineless L1924 was sent to Austin Motors to act as an assembly instructional airframe. There, it inspired Austin's 'Armoured Battle' - a mid-1940 anti-invasion project. At the outset, Austin was exploring the possiblity of applying external armour protection to the basic Battle airframe. Although promising, it was obvious to Air Ministry officials that a heavily armoured Battle would be an even poor performing than the standard day bomber. In a radical move, Austin's small design office proposed a drastic reduction in span by eliminating the Battle's wing centre section.

Although the design was promising, the Ministry for Aircraft Production believed that Austin was out of its depth and immediately transferred design work on the 'Armoured Battle' from Austin to Fairey. Hamble undertook a review of Austin Motors's work and simplified the design. The obvious change was the moving of the coolant radiators to the side of the fuselage. This way, the same armour covering protected both radiators, crew, and a new central fuselage fuel tank at the same time. Another change came from Dowty which had been asked to revise the Battle main undercarriage design. [2] Dowty came back with a clearer and entirely new main gear design where the main wheels rotated 90 degrees Curtiss-style to lie flat in the wing.

Other than its undercarriage bays, the 'new' wing was structurally unchanged from Battle outer panels. Fairey proposed a forward-firing armament of 8 or 12 .303" Browning machine guns. Other offensive armament consisted of 250-lb GP bombs carried in individual bomb-bays. Defensive armament was made up of twin Vickers GO guns in an armour-glass protected rear cockpit. Due to the urgency of the times, there was no prototype - the first aircraft was also the first production Austin Aurochs Mk.I to roll out of Austin Motors' new Eldon, Birmingham plant.

(To be continued)
_________________________

[1] A periscopic bomb-sight was to be mounted on the portside of the pilot's cockpit for this purpose.

[2] In the original scheme, the Battle main gear struts were to compress upon retraction to shorten the undercarriage legs.
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 #1787 on: June 27, 2018, 02:41:46 AM »
Austin Aurochs - the Armoured Avenger

By the time that the Austin Aurochs Mk.I achieved squadron service in October 1940, all thought of anti-invasion measures were beginning to fade. The armoured Aurochs were used to good effect shooting up German invasion barges tied up in French Channel ports. The squadrons were pulled back into reserve and after-action reports used to improve the breed.

Crews appreciated the armour protection which encouraged agressive use of the Aurochs. Experience was showing the value of forward-firing armament over inaccurately-dropped GP bombs. The need for longer-ranging gun armament had also become obvious. There was also room for improvement in defensive armament. The twin Gas-Operated guns had a very limited range of traverse and visibility was poor through the armour glass of the rear canopy.

Both armament problems had been anticipated and the final few Aurochs Mk.I were modified on the production line as cannon-armed Mk.IIs. Whereas the thick Battle wing had been seen as an aerodynamic liability, it became a positive boon when installing cannon armament. Defensive armament was improved through the substitution of Bristol B.I gun turrets (also retrofitted to create Aurochs Mk.IAs). This installation solved the traverse issue and visibility problem but at the cost of lighter armament and reduced armour protection for the gunner.

The Aurochs Mk.IIs mounted the handful of available 37 mm COWS guns adjusted for pneumatic cocking and firing. Of course, the COWS gun was out of production and alternatives needed to be found. [1] The answer came when British Hispano deliveries increased. After a trial installation in a Battle, four 20 mm guns became standard on the Aurochs Mk.III production model. [2] The Mark III also received the twin-Browning Bristol B.II turret. All but the first few Aurochs Mk.III also had twin Volkes dust filters for the side-draught carburettors - dictated by the decision to deploy the Aurochs as armoured tank-killers in the Western Desert ...

_________________________

[1] Under early consideration were a sextet of 20 mm Oerlikons or a pair of American Oldsmobile 37 mm guns. Neither weapon type had the necessary muzzle velocity for the role envisioned.

[2] Besides the quartet of cannons, the Aurochs Mk.III also had four forward-firing 0.303" Browning machine guns in the outer starboard wing and another two Brownings in the portside wing.
« Last Edit: June 27, 2018, 02:44:43 AM by apophenia »
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

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Re: Apophenia's Offerings
« Reply #1788 on: June 27, 2018, 03:27:10 AM »
Love all the recent posts. :smiley:
All hail the God of Frustration!!!

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But you can make the Bastard work for it.

Offline elmayerle

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Re: Apophenia's Offerings
« Reply #1789 on: June 27, 2018, 03:37:48 AM »
Love these recent posts.  The Battle variants would definitely give me ideas for whiffing the kit I have, if I didn't already have plans for a Battle GR.VI in mind.
« Last Edit: June 27, 2018, 11:13:50 AM by elmayerle »

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1790 on: June 27, 2018, 03:40:22 AM »
Cheers folks :) Looking forward to seeing what the Battler GR.VI looks like ;)

Here's another ... a RW (but unbuilt) project - the Koolhoven F.K.56 L.V.B.

I know next to nothing about this project. It was put forward in early February 1940 and the 3-view drawing shows obvious changes from the original, February 1939 production-model F.K.56 combat trainer. Notable changes are mainly F.K.58-type features - tailplane, pilot's canopy, lower fuselage profile, etc. Another difference was the adoption of a neater main undercarriage. ( Of course an even simpler explanation for these 'differences' might be that NV Vliegtuigenfabriek Koolhoven hired crap technical artists  :P )

To my eye, the engine also seems to be of slightly larger diameter than the Wright R-975E3 radial of the 1939 production F.K.56. The rear exhaust location rules out Bristol types. So, perhaps a Pratt & Whitney Wasp R-1340? [1]

At first, I thought that L.V.B. might be for 'Lichte Verkenner Bommenwerper' (since the revised design was obviously intended to take on a secondary light bomber role). It was then pointed out to me that L.V.B. likely stood for the LuchtVaartBedrijf (or 'Aviation Company') a technical office component of the LVA.

_________________________

[1] Diameter for the R-1340 was 51.75 inches versus 45.0 inches for the R-975 Whirlwind.
« Last Edit: June 27, 2018, 04:42:49 AM by apophenia »
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 #1791 on: June 30, 2018, 04:50:32 AM »
Curtiss P-53 Sabrehawk

No backstory here. Somewhere, I came across a mention of the '1/72nd' Monogram 'Mini Masterpieces' Curtiss P-40N kit actually scaling out at 1/66th. That's quite a difference!

Here's the approximate measurement that prompted this whif ...

P-40N (in 1/1 scale) = span 11.05 m ; length 9.653 m

P-40N 1/72nd scale = span ~158 mm ; length ~141 mm

P-40N 1/66th scale = span ~175 mm ; length ~157 mm

1/66 to 1/72 scale = span 12.60 m ; length 11.30 m

1/1 Hawker Tempest = span 12.00 m ; length 10.00 m

If I've got the arithmetic right, the 1/66 P-40N scales out to be even larger than a Tempest. So, into the oversized Curtiss goes a license-built Napier Sabre and, hey presto, the Curtiss P-53-1-CU Sabrehawk :D

Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline elmayerle

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Re: Apophenia's Offerings
« Reply #1792 on: July 01, 2018, 06:09:25 AM »
Nice!!  That would be one way to whif that model kit.  Loved the scrap view of a bubble canopy, too.

Offline AXOR

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Re: Apophenia's Offerings
« Reply #1793 on: July 01, 2018, 06:56:22 AM »
Woooow that looks so great....awesome work !!!
Alex

Offline apophenia

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Re: Apophenia's Offerings
« Reply #1794 on: July 08, 2018, 03:43:13 AM »
Thanks folks  :D

Al Fresco Chinese Style - the Shenyang JJ-9 and J-9 Foo-Dog

When the Soviet MiG-19 fighter was introduced onto Chinese production lines as the J-6 (Jianjiji 6), it was clear to Shenyang designers that the days of their J-5 copy of the MiG-17 fighter were ending. Meanwhile, rival Factory No. 132 (Chengdu) had begun production of a J-5 based two-seat trainer derivative - the JJ-5 (Jianjiji Jiaolianji 5). [1] Chengdu were also about to introduce the advanced MiG-21F fighter to their production lines as the Mach 2-capable J-7 Fishbed. Shenyang was being squeezed out.

With the J-6 fighter about to be out-classed by the Chengdu J-7, Shenyang designers turned their attention to designing a superior J-5 based fighter trainer. In contrast with Chengdu's rather derivative design, the Shenyang JJ-9 concept mated J-5 components with more advanced features. The JJ-9 retained only the wings and empennage of the J-5 fighter. A new, slimmer fuselage was evolved to accomodate a Liming Wopen-6C axial-flow turbojet in the interest of commonality with the twin-engined J-6 fighter. [2] The WP-6C was a non-afterburning development of the Tumansky RD-9, producing 6,600 lbf in full military power. [3] Side engine intakes were used which allowed a lower forward cockpit for the student pilot (with a commensurately improved forward view for the instructor compared with the pitot-intaked JJ-2 and JJ-5).

The JJ-9 was ordered off the drawing board but only a dozen pre-production examples entered service with the air wing of the PLA in late 1967. Some minor development 'bugs' had to be worked out but, overall, the JJ-9 was a complete success. However, for reasons of its own, the PLA chose to replace the JJ-2s with simpler Chengdu JJ-5s. Orders for the Shenyang JJ-9 were cut back to a minimum with the developed JJ-9A model being cancelled outright.

(Top) The final pre-production Shenyang JJ-9 fighter-trainer in service with a PLAAF test unit.

Fortunately, a single-seat fighter derivative was in the works - the J-9. Shenyang received permission to continue development of this fighter for potential export to client states (such as Albania). As an export fighter, the J-9 was considered a J-5 Fresco replacement intended to be technologically simpler than the J-6 Farmer.

Later assigned the Western codename Foo-Dog, [4] the J-9 introduced the Liming Wopen-6D engine with a modest afterburner, bringing thrust up to 7,950 lbf for short bursts. Compared with the J-5, gun armament was reduced to only two 23mm Norinco Type 23-1 (Nudelman-Rikhter NR-23) cannons. This was made up for by installing twin launch rails for Zhuzhou PL-2 air-to-air missiles. [5] Radar ranging was provided by the rather unimaginatively named 'CL' set (from Ce-jÜ Lei-da or 'ranging radar' in Chinese). [6]

Progress on the Shenyang J-9 was brisk with the new fighter incorporating improvements planned for the unbuilt JJ-9A trainer (most obviously, the revised auxiliary air intakes for the Wopen-6D). Compared with the JJ-9, the J-9's cockpit was repositioned (to free space for the Type 23-1 guns and their ammunition). At the request of the PLAAF, the J-9 also incorporated the canopy from the J-7 fighter. [7] The prototype J-9 flew in the Summer of 1968.

Since the J-9 wings and empennage used the same jigs as the J-5, the production line change over to the new fighter was comparatively quick. Procurement discussions were underway with Albanian officials but these would be interrupted by a new directive from Beijing. Effective immediately, all J-9 production was to be redirected to the People's Republic of Vietnam. The highly manoeuvrable, missile-armed Foo-dog was going to war.

(Bottom) '3061', a Shenyang F-9 Foo-Dog-A of the Vietnamese 923rd Fighter Regiment based at Tho Xuan in September 1969. This aircraft carries Russian-made R-3S missiles. [8]

_________________________

[1] The Chengdu design grafted the two-seat cockpit from the earlier JJ-2 trainer (a Soviet MiG-15UTI copy) onto the J-5 airframe.

[2] A secondary goal was to allow Liming to cease production of Klimov-based centrifugal-flow turbojets while joining Chengdu Aircraft Engines in producing the new WP-7 engine for the J-7 fighter.

[3] Compared with the J-5, military power was only increased by 650 lbf but this added to the performance advantage inherent in the JJ-9's reduced frontal area.

[4] The name Foo-Dog came from the 'Lion Dog' statues displayed at the entrance to Chinese Buddhist temples. Perhaps inevitably, the J-9s were usually redubbed 'Foo-Fighters' by US forces in Vietnam.

[5] The J-5's third, Type 37 (Nudelman N-37) cannon was eliminated to save weight and simplify ammunition logistics for client state air forces. The PL-2 was a Chinese copy of the Soviet R-3S (as per MiG-17), aka AA-2 Atoll-A infrared-guided missile. An add-on belly pack was available with a single Type 37 or twin Type 23-1 guns (although the weight of this installation precluded any missile armament).

[6] The CL 'ranging radar' was a copy of the Soviet SRD-5MN Baza-6 set intended for the Chengdu J-7.

[7] The incorporation of this MiG-21F canopy revealed PLAAF ponderings on the J-9 as a potential single-seat 'lead-in' advanced trainer for the Chengdu J-7.

[8] Chinese PL-2s were still under-going PLA trials at this time. Full production of the PL-2 at Zhuzhou would not begin until August 1970.
Froglord: "... amphibious doom descends ... approach the alter and swear your allegiance to the swamp."

Offline elmayerle

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Re: Apophenia's Offerings
« Reply #1795 on: July 08, 2018, 04:00:01 AM »
Plausible and attractive; I enjoyed this entry in alternate history.

Offline Old Wombat

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Re: Apophenia's Offerings
« Reply #1796 on: July 08, 2018, 04:23:49 PM »
 :smiley:
"This is the Captain. We have a little problem with our engine sequence, so we may experience some slight turbulence and, ah, explode."

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1797 on: July 09, 2018, 02:33:06 AM »
I really like your Sabrehawk!

Looks sleek and menacing!

Brian da Basher

Offline Jeffry Fontaine

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Re: Apophenia's Offerings
« Reply #1798 on: July 09, 2018, 03:32:23 AM »
Developing a MiG-15 variant with a pointy nose.  Who could have imagined such a thing?  Really looks quite plausible and it makes you wonder if this could have become a more potent adversary in real life.  Adding AAM to the mix certainly gives it a more dangerous look. 
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Offline Acree

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Re: Apophenia's Offerings
« Reply #1799 on: July 09, 2018, 07:31:25 AM »
Looks like a baby Fantan (not surprisingly).