Author Topic: Apophenia's Offerings  (Read 262378 times)

Offline Acree

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Re: Apophenia's Offerings
« Reply #1815 on: August 03, 2018, 12:37:50 AM »
I always loved the look of the IAR 15 and wished it had been produced in series.  Your IAR 60s capture the look of a developed IAR 15 even though they are based on the PZL platform.  Love 'em!

Offline AXOR

  • Our returned Monkey Box man
Re: Apophenia's Offerings
« Reply #1816 on: August 03, 2018, 01:00:15 AM »
I always loved the look of the IAR 15 and wished it had been produced in series.  Your IAR 60s capture the look of a developed IAR 15 even though they are based on the PZL platform.  Love 'em!
My thoughts exactly!!!
The IAR-60 is the link between IAR-15 and IAR-80....it's just awesome !!!
Great job...absolutely great !!!
Alex

Offline apophenia

  • Suffered two full days of rapid-fire hallucinations and yet had not a single usuable whif concept in the lot !?!
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Re: Apophenia's Offerings
« Reply #1817 on: August 04, 2018, 07:37:57 AM »
Thanks folks! The IAR 15 was exactly what I was going for   ;)  In a sense, the IAR 80 was Carafoli's revenge for the IAR 15 being rejected  :D

Barnes Aviation NRB-4X Navy Racer

When the British Supermarine S.6B 'retired' the Schneider Trophy in 1931, the US Navy weighed its options for future air racing. The USN's Bureau of Aeronautics decided to put a modest amount of resources in to preparing for a possible resumption of the Schneider racers. To this end, the BuAer contacted Barnes Aviation about the development potential of its tandem-engined BF-4D amphibian monoplane.

Studies by Barnes, the US Navy, and NACA confirmed that the BF-4D could be convincingly modified into a speed-record floatplane racer. The BF-4D's twin cockpits were replaced by a single pilot under a flush canopy. For take-off and landing, the pilot would pivot the cockpit covering into a windscreen and raise his seat for visibility. For added streamlining, the BF-4D's wing struts were replaced by wire bracing.

The powerplant arrangement would stay essentially the same - twin V-12s driving variable-pitch, contra-rotating propellers - but the twin Barnes diesel V-12s would be replaced by supercharged petrol engines. The BuAer accepted Barnes' redesign and issued a contract for a single example of this BF-4R as the Navy's NRB-4X. The unflown prototype NRB-4X was delivered by road to NAS Pensacola in April 1934.

Barnes Aviation NRB-5X Navy Racer

Unfortunately, the radical Barnes NRB-4X would prove unflyable. Engine heat made the cramped cockpit almost uninhabitable. On the water, visibility from 'the hotbox' was appalling. On it first high-speed taxi tests, the NRB-4X's starboard wing float began to retract. Fortunately, the USN test pilot had the presence of mind to slam the throttles closed and use the ailerons to keep the wings level until speed died off. When the aircraft finally came to a stop, the starboard wing dipped below the waves and dug into the bottom.

A redesign was needed for Barnes' Navy Racer. The first order of business was the damaged wing. Rather than repairing the original, a stiffer cantilever wing was substituted. At the same time, the trouble-prone retractable wing floats were abandoned in favour of strut-braced replacements. Controllability was improved with the application of a greatly enlarged tail fin and rudder. The cockpit was also redesigned - being moved aft and fitted with a slightly raised canopy for better visibility.

I leave the rest to the viewer. Did the Barnes NRB-5X sit idly with no races to run? Or did this new Navy Racer ace a rejuvenated Schneider Cup?
Under investigation by the Committee of State Sanctioned Modelling, Alternative History and Tractor Carburettor Production for decadent counterrevolutionary behaviour.

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1818 on: August 04, 2018, 09:52:18 AM »
Next to spats, those floats have got to be the second sleekest, most aerodynamic landing gear yet devised!

Those birds look wicked fast and are a master class in streamlining.

Great stuff!

Brian da Basher
« Last Edit: August 04, 2018, 09:54:11 AM by Brian da Basher »

Offline GTX_Admin

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Re: Apophenia's Offerings
« Reply #1819 on: August 06, 2018, 04:17:50 AM »
Wicked
All hail the God of Frustration!!!

Offline apophenia

  • Suffered two full days of rapid-fire hallucinations and yet had not a single usuable whif concept in the lot !?!
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Re: Apophenia's Offerings
« Reply #1820 on: August 08, 2018, 04:49:17 AM »
Thanks folks! Alas, Brian, no floats (or spats) this time  :(

Barnes Aviation BF-17 Super Snorter

The Barnes Navy Racer proved to be a developmental dead-end. Racer design concepts did play a part in the development of an improved BF-4D Snorter amphibian - Bill Barnes' retractable main float BF-7A Silver Lancer. However, Barnes Aviation also developed a more conventional, less mechanically-complex design for the military market. This was the BF-17A Super Snorter two-seat fighter and reconnaissance aircraft.

The BF-17A Super Snorter was powered by a single 1,050 hp Barnes B12GM V-12 (although a B12D diesel was available as an optional fit). The Super Snorter was designed for maximum speed and, to that end, the prototype was equipped with evaporative cooling. This system worked quite well but potential military customers regarded evaporative cooling as excessively vulnerable to combat damage.

The prototype was fitted with conventional radiators as the BF-17B. After being being armed with a 37mm LeTourneau motor-cannon, the prototype was loaned to the US Army Air Corps for armaments trials. The prototype was later rebuilt as the twin-tailed BF-17C and supplied to the Republic of China Air Force. An order for an additional dozen BF-17C-2 models followed.

The BF-17C-2 was the fastest and most heavily-armed fighter in Chinese service. These aircraft were delivered with a five gun fixed armament of twin synchronized 7.92 mm Brownings and three 13.2mm Brownings - one firing through the propeller spinner and one in each wing, firing outside the propeller arc. In service, the wing guns were usually removed to improve performance. Still, the BF-17C-2 was a 'hot ship' and attrition due to pilot error was very high. Most Chinese Super Snorters were written off in their first year of service.
Under investigation by the Committee of State Sanctioned Modelling, Alternative History and Tractor Carburettor Production for decadent counterrevolutionary behaviour.

Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1821 on: August 08, 2018, 08:01:34 AM »
Your Super Snorters are very nice, very nice indeed.

The Chinese one looks loaded for bear.

Brian da Basher

Offline Old Wombat

  • "We'll see when I've finished whether I'm showing off or simply embarrassing myself."
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Re: Apophenia's Offerings
« Reply #1822 on: August 08, 2018, 09:35:53 AM »
 :smiley: :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 apophenia

  • Suffered two full days of rapid-fire hallucinations and yet had not a single usuable whif concept in the lot !?!
  • Patterns? What patterns?
Re: Apophenia's Offerings
« Reply #1823 on: August 09, 2018, 03:34:28 AM »
Not whifs, but my take on three Saab Viggen proposals for the RAF.
http://beyondthesprues.com/Forum/index.php?PHPSESSID=3lu2ir0vr8sr90v2p7tf6m45h0&topic=791.msg110720#msg110720

Saab's 'least mod' 37-XE-1 was basically a standard Swedish AJ37 Viggen airframe adapted to take a single uprated Rolls-Royce Spey turbofan - the RB.168-62R.

The 37-XE-2 was to be powered by a Bristol Olympus 22R. [2] The 37-XE-2 airframe was similar to the 37-XE-1 but with a longer afterbody and a slight forward fuselage stretch - via a plug between the wing and canard surfaces.

The Saab 37-XE-3 proposal was a major redesign of the basic Viggen airframe. The 37-XE-3 would have a considerable forward fuselage stretch and a completely revised rear fuselage to accommodate twin Rolls-Royce RB.193 engines. [3] These 3-shaft turbofans, related to the Bristol BS.53, were developed with MAN for the VFW/Fokker 191B VTOL fighter.

Obviously, none of these 'British Viggen' proposals were accepted by the MoD or RAF.

______________________________

[1] The RB.168-62R would have given a service 37-XE-1 a degree of engine commonality with the RAF's Blackburn Buccaneers and F-4M Phantoms. Another uprated Spey - the RB.168-89R - was a candidate engine for the AST.403 Harrier/Jaguar replacement programme.

[2] The BSEL Olympus 22R - aka Olympus Mk.320 or BOl.22R - was the turbojet chosen for the TSR.2. The Olympus 22R could produce 30,610 lbf in reheat at sea level.

[3] Rolls-Royce also had hopes for commonality for its RB.193. A '4-poster' vectored-lift version of the RB.193 was offered as the 'New Pegasus' 11-61 for the Harrier II.
Under investigation by the Committee of State Sanctioned Modelling, Alternative History and Tractor Carburettor Production for decadent counterrevolutionary behaviour.

Offline Brian da Basher

  • He has an unnatural attraction to Spats...and a growing fascination with airships!
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Re: Apophenia's Offerings
« Reply #1824 on: August 09, 2018, 06:56:40 AM »
Looks a natural in RAF colors and I especially like the bottom one.

Excellent work and very easy on the eyes too!

Brian da Basher

Offline jcf

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Re: Apophenia's Offerings
« Reply #1825 on: August 10, 2018, 02:00:40 AM »
The Bill Barnes profiles are great.   :smiley:  :icon_fsm:
"Evil our grandsires were, our fathers worse;
And we, till now unmatched in ill,
Must leave successors more corrupted still."
Horace, 65BC - 8BC. Marsh translation.

Offline apophenia

  • Suffered two full days of rapid-fire hallucinations and yet had not a single usuable whif concept in the lot !?!
  • Patterns? What patterns?
Re: Apophenia's Offerings
« Reply #1826 on: August 10, 2018, 02:55:03 AM »
Thanks folks  :D

Commonwealth Aircraft Winjeel Turboprop Derivatives

The Commonwealth Aircraft CA-25 Winjeel was a 2-to-3 seat trainer which entered RAAF service in 1955. Intended as a basic to advanced trainer, the Winjeel was the RAAF's last single-piston-engined training aircraft. It was planned that the Winjeel would be replaced by the Macchi MB-326 as part of the RAAF's 'all through' jet training concept. But this never happened.

Studies showed that a propeller-driven 'medium' training aircraft was still required to keep attrition to an acceptably low standard. By 1970, however, the performance of the aging Winjeels was seen as totally inadequate for such a role. Commonwealth revived an earlier proposal for a turboprop-powered Winjeel. [1] To test the airframe's potential, CAC rebuilt one RAAF aircraft (CA25-22, A85-422) as the turboprop-powered CA-25T Turbo-Winjeel.

'Pinnochio', as the sole CA-25T Turbo-Winjeel was inevitably dubbed, was fitted with a 500 shp PT6A-6/C20 turboprop [2] in a DHC-2T Turbo-Beaver cowling provided by engine-maker, Pratt & Whitney Canada. The CA-25T modifications were seen as a success, serving to prove the general concept. However, the Turbo-Winjeel also revealed the limitations of the quarter-century-old Winjeel airframe. To provide a suitable turboprop 'medium' trainer for the RAAF, considerable redesign would be required.

A review of potential Winjeel replacements recommended the Beech T-34C Turbo-Mentor with the as-yet unflown Pilatus PC-7 as backup. The latter was rejected by the RAAF as unproven. The T-34 airframe, on the other hand, dated back to the early 1950s - well-proven but conceptually older than the Winjeel it was meant to replace. The Turbo-Mentor was also criticized as being too small an airframe to take full advantage of the PT6A powerplant. Commonwealth proposed a new design based heavily upon the RAAF's proven CA-25 Winjeel airframe.

The new trainer design, designated CA-35 Bunjil, [3] was a joint project between CAC and Pilatus Flugzeugwerke. The latter was to supply components from its soon to be produced PC-7 - canopy and cockpit fittings, engine mounts and cowling, and the retractable landing gear - which Commonwealth Aircraft would incorporate into a revised and strengthened Winjeel airframe. That airframe featured a narrower fuselage for its tandem seat cockpit and a large dorsal fin to added stability. [4] The powerplant was the same PT6A-20 engine used in RAAF Pilatus Turbo-Porter utility transports.

The CA-35 Bunjil entered RAAF service as medium trainers in early 1979, joining the PAC CT/4A Airtrainers which had taken up the basic training role in 1975.
_____________________________________

[1] This scheme was for a PT6A-powered agricultural derivative of the Winjeel as a follow-on to the Wirraway-based CA-28 Ceres. This proposed agricultural CA-25 was never built.

[2] The PT6A-6/C20 was an available PT6A-6 engine brought up to PT6A-20 standards.

[3] Bunjil is an Aboriginal creator deity. The Kulin nation of central Victoria depict Bunjil as an eaglehawk.

[4] Flight trials quickly revealed the need for more side area. A substantial ventral fin was added to the Bunjil prototype and then became a recognition feature of production-model CA-35s.
Under investigation by the Committee of State Sanctioned Modelling, Alternative History and Tractor Carburettor Production for decadent counterrevolutionary behaviour.

Offline The Big Gimper

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Re: Apophenia's Offerings
« Reply #1827 on: August 10, 2018, 03:59:12 AM »
Looks a natural in RAF colors and I especially like the bottom one.

Excellent work and very easy on the eyes too!

Brian da Basher

What Brian said. Great ideas for future builds.
Work in progress ::

I am giving up listing them. They all end up on the shelf of procrastination anyways.

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Offline Brian da Basher

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Re: Apophenia's Offerings
« Reply #1828 on: August 10, 2018, 06:58:30 AM »
Your CA-35 Bunjil looks every bit the business and brings to mind the SA Bulldog.

Great stuff! Your talent is off the charts!

Brian da Basher

Offline GTX_Admin

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Re: Apophenia's Offerings
« Reply #1829 on: August 11, 2018, 06:21:35 AM »
Outstanding on all of these, especially the Viggens
All hail the God of Frustration!!!