Shipbucket

My original post has been amended. My apologies, I was excited to include those photos. haha

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Sergeant in the US Marine Corps
MV-22 Osprey Avionics Technician

"Just consider me the forum's resident V-22 expert."

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My Completed Work!!!

Short SC.6 Seamew GR.2

Development,
Adapted from the Short SB.6 Seamew AS.1 for colonial emergency use as a cheap light attack aircraft capable of short take off operation in remote areas off unprepared strips the GR.2 was developed with a Armstrong Siddeley Double Mamba after the original single engined version failed due to lack of power to carry a useful load.

Variants,
One prototype rebuilt from a GR.1 standard Seamew, 30 Production aircraft ordered but only 4 built that were then quickly scraped after 1957 accident of the prototype.

Accidents and mishaps
Short Brothers' test pilot Wally Runciman killed while flying the prototype Seamew GR.2 as part of an air display at Belfast's Sydenham Airport on 9 June 1957.

Specifications,
Type: light attack and close support aircraft.
First flight: 19 September 1956
Retired: 1958
Crew: one
Length: 38 ft
Wingspan: 56 ft
Height: 13 ft 5 in
Wing area: 550 sq ft
Empty weight: 11,635 lb
Gross weight: 18,200 lb
Max takeoff weight: 19,000 lb

Engine: Armstrong Siddeley Double Mamba 1x ASMD.4 3,875 hp (2 x ASMa.6)
Maximum speed: 264 mph
Cruise speed: 157 mph
Endurance: 6 hrs (internal fuel on normal cruise)

Armament: 2x wing pod mounted ADEN 30 mm revolver cannon, 150 rounds per gun and up to 2,000lb of bombs and rockets on 6 wing hard points.

Hi guys, long time no see

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“Close” only counts with horseshoes, hand grenades, and tactical nuclear weapons.
That which does not kill me has made a grave tactical error

Worklist

Source Materiel is always welcome.

Hispano Aviación HA-250 Lanza



Prototype shown at Le Bourget in 1961, with Spanish Air Force emblems.



HA-250A. Attack version for the Spanish Air Force. The model carries the "lizard" camouflage used in the Sahara.



HA-250P: HA-250A with the communications systems, of the Portuguese Air Force.

Hispano Aviación HA-250 Lanza

The Hispano Aviación HA-250 "Lanza" was an attack aircraft built by the Hispano factory of Seville for the Spanish Air Force in the sixties.

In the Spanish Civil War, the rebel side formed the "grupos de ca-denas" (chain groups), specialized in close air support. Are equipped with biplanes such as the He 51 and the Hs 123. But in the post-war period, economic shortages and international isolation precluded their replacement, and the planes that the U.S. supplied in the fifties cannot be deployed in colonial wars. When the Ifni crisis erupted in 1957, only the HA 1112 "Buchon" (local copy of the Bf 109) was available, but perform bad. Texan trainers was purchased, but they were too vulnerable.

In 1951 Hispano Suiza (later called Hispano Aviación) began the de-velopment of a specialized CAS aircraft, inspired in the central engine Messerschmitt Me 509. The EdA required an aircraft with heavy weapons, well protected against ground fire, and with a range of 1,500 km (to reach the Canary Islands from the mainland). Later, a maximum speed of 700 km/h was required, to be escorted by the jet that Hispano was building (the HA-200 Saeta). These requisites seemed impossible, but in 1953 Dr. Ferdinand Brander, an Austrian engineer who had been taken to the USSR in 1945 to lead the team who developed the Kuznetsov NK-12 turboprop, reached Spain. Brander came the drawings of the 4,500 kN (6000 HP) TW-2, a turboprop derived from the Jumo 004.

The HA-250 was a large aircraft (almost like a Dornier Do 17) with a 6,200 HP Elizalde León turboprop (Spanish copy of the TW-2). It was fitted with a constant speed counter-rotating propeller, and a 20 mm revolving cannon was housed in the shaft. A complex gearbox moved the two propellers and the barrels. The aircraft carried 800 kg of armour for the cockpit (similar to the Northrop F-5A) and the fuel tanks (located on the fuselage and wing roots). The control was hydraulic, but could be manual in case of loss of the system. Two bulges in the wings hosted the landing gear, and protected the aircraft in hard landings with the gear retracted.

The development was very long due to troubles with the Lion engine and the gearbox, and it wasn't until 1960 that the first prototype flew, which was shown in 1961 in the Le Bourget Air Show. The plane attracted a lot of interest, but due to the end of the colonial wars no orders were placed, with the exception of that of the Spanish Air Force. In 1965 the first serial aircraft were delivered, and production ended in 1973 after 230 units.

The HA-250 Lanza (Spear) was engaged in combat in 1967, in the second Ifni war against insurgent bands supported by Morocco. The HA-250 operated from poorly prepared fields on reconnaissance, attack or helicopter escort missions. Despite its size was very agile and was able to escape of the Moroccan MiG-17 fighters. Only four aircraft were lost, three in accidents and one by ground fire.

The HA-250 attracted the attention of Portugal, which needed to strengthen its aviation force in its African colonies. Forty Spanish planes were purchased, which after few modifications were sent to Angola, and operated until the end of the war in 1974. None were shot down, although three were damaged by Strela missiles. At the end of the war the aircraft returned to Portugal, but were withdrawn shortly afterwards. Spain withdrew the last plane in 1981.

Specifications:

Type: single-seater attack and close support aircraft.

Length: 13,40 m

Wingspan: 14.30 m

Height: 5.40 m (gear extended).

Empty weight: 4,700 kg.

Maximum weight at take-off: 9,300 kg.

Engine: 1 x Elizalde León turboprop, 6230 HP (4,650 kN).

Maximum speed: 760 km/h

Cruise speed: 430 km/h

Range (with internal fuel): 2,500 km Maximum with 100 kg of weapons: 3,200 km

Ceiling: 7,800 m

Armament: 1 x 20 mm Mauser 5-barrel rotary cannon, 560 rounds. Up to 3,200 kg of bombs and rockets.

Greetings

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Tu regere imperio fluctus Hispane memento

In the early 1960's, the USN issued the VAL requirement for the replacement of the A-4 Skyhawk. This requirement asked for an single seat aircraft, based on an existing airframe, which could deliver a load of 12 Mk 82 bombs 600 nautical miles away. The payload/range favored the use of the new TF30 engine.
IRL, the entries were the following: Grumman proposed an single seat A-6 intruder without it's capable radars and folding horizontal tail, Vought proposed an subsonic airframe based on the F-8 crusader with the TF30 engine, Douglas proposed an slightly enlarged skyhawk with TF30 engine and north american proposed an enlarged Fury with TF30. Needless to say, the vought proposal won.
It wasn't that the Grumman proposal was an bad airplane, it was just not at all what fitted an Skyhawk replacement. The other proposals were all derived from existing aircraft but changed considerably, the winning proposal that lead to the A-7 Corsair II might have differed the most from it's 'origin' of the set. Taking that in mind, Grumman had no chance at all.

So, what if they took a different approach? What if Grumman decided to take the A-6 intruder as base, and keep as much as possible while designing an all new, TF-30 powered, single seat, smaller and cheaper aircraft. I decided to imagine grumman taking that approach, and the result is below.






The result, the Grumman A-7 Avenger II, is basically an scaled down A-6 in arrangement. The hull is all new, as is the inner wing. The outer wing and folding mechanism are literally the A-6's. While except for the outer wing all the external shape is modified or completely different from the A-6, many of the moving parts and actuators are the same type. The aircraft were similar enough that they could share both spare parts supplies, tooling, maintenance crews and pilots if needed.
The payload pylons were also similar to the A-6, so they were capable of fitting the same weapons and adapters. However, due to the shorter inner wing, proximity of the landing gear and the addition of a sidewinder rail, the inner pylons could not take tripple storage racks. The prototype also had a folding horizontal tail, but the Navy objected to this feature and it was not fitted to the production models. The aircraft was also fitted with a single M61 gatling gun in the wing root.

All in all, it is clear that while this aircraft shared the planform and all-weather wing of the A-6, the role of this aircraft was quite different. She flew with lighter, more varied loads and could somewhat defend herself against other aircraft. The smaller size but big wing meant her wing load was lighter, even with heavy weapon loads, which meant more manouvrability. The higher bypass engine provided more efficiency, and while she had less thrust and smaller fuel tanks the smaller size of the aircraft made speed and range about the same for both aircraft in most conditions.

The A-7 was designed around an maximal operational load of 12 Mk 82 bombs on the outher pylons and a heavy load (2 Mk 83 bombs, 1 Mk 84 bomb or a big fuel tank) on the inner pylons.

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Drawings are credited with J.Scholtens
I ask of you to prove me wrong. Not say I am wrong, but prove it, because then I will have learned something new.
Shipbucket Wiki admin

Janus-Mayer JM-374

The JM-374 was a light attack aircraft and trainer designed and built during the mid-to-late 1970s by the Kingdom of Aufzen. Following the Great War, the air forces of the post-Hythrian states were largely supported and supplied by the Diotan states of Aufzen and Morsig. This resulted in an eclectic mixture of wartime-era indigenous aircraft and stocks of older Diotan aircraft. However, at the beginning of the 1960s, Aufzen began to push for self-reliance among the post-Hythrian states. These states began to standardize and rearm, with the aim of having each state being able to fund and manage their own defenses and even provide some offensive capability, such as the intervention in the Korigian Civil War. The JM-374 resulted from the program to standardize the attackers of the Aufzenian sphere. Intended to be affordable above all, and export intended, none actually saw service with the Aufzenian Air Force but it saw service with a myriad of foreign air forces such as East Siadria, Hymuth, Cossia, and several others. Development was finished in 1977, and it served from 1979 until the present day, with some still serving as trainers in several air forces.

The aircraft had five hardpoints and could carry up to 6,600 lbs of payload. Powered by a single NM170 engine that provided 40 kN of thrust, it could achieve a top speed of about 750 mph at altitude. It had a length of 41 feet and a wingspan of 31 feet.

Westralian Aircraft Consortium WA.38 Taipan

In the late 1960s, Western Aerojet engaged in a number of studies looking towards an aircraft to fill the attack role for the Royal Westralian Air Force. It came to the conclusion that a supersonic jet aircraft capable of flying at low-level in all weather, broadly comparable to the in development SEPECAT Jaguar, would be the best fit for a potential Westralian attack aircraft. Initial development began in 1968, though was quickly interrupted with the merger of key Westralian aerospace companies into Westralian Aircraft Consortium, and the allocation of significant resources to the Project Silversun supersonic reconnaissance aircraft. It was not until 1974 that development resumed on the prospective aircraft as a private venture, progressing reasonably smoothly. Thanks to the pause in development, emerging technologies such as digital fly-by-wire (with mechanical backup), CRT multi-function displays and HOTAS became integral to the aircraft, making it the first Westralian 'electric jet'. The first prototype was completed in 1979 and first flew in 1980, however by this point the RWAF had firmly made it known it had no interest in purchasing the aircraft, forcing WAC to orient it to the export market. Notably, WAC approached Australia and New Zealand with offers for the aircraft, even painting prototypes in camouflage similar to that of aircraft already operated by the respective countries. Throughout the 1980s, WAC would tour the aircraft around airshows, even taking them to Farnborough, attempting to stoke enough interest to secure a buyer. Unfortunately for the Taipan, the Jaguar had already secured much of the market, being cheaper to purchase and operate. The closest Taipan got to securing a buyer was in New Zealand, which expressed some significant interest in the type to replace its A-4s, though ultimately decided against the purchase in the late 80s. This failure to secure any operator meant that ultimately only four prototypes would be built, though these soldiered on as test airframes for WAC well into the 21st century.



The WA. 38 Taipan was similar in many respects to its competitor the SEPECAT Jaguar, though differed in some key areas. Most notably, it was powered by a single Rolls Royce Spey Mk202, fitted with a thrust reverser similar to that in the SAAB Viggen. Further more, it was twin tailed, and the wings were fitted with very large LERX that assisted in slow speed and landing performance. To combat Dutch Roll, which early wind-tunnel tests had shown as a potential problem, the wing tips were turned down, introducing some necessary instability in the roll axis. This, and the stalky undercarriage, earned it the nickname 'TSR-2 Junior' in the aviation press. In the cockpit, a centre mounted stick and left hand throttle fitted with HOTAS controls improved ergonomics over previous aircraft, and the two MFDs (non-colour) and single INS Moving maps display allowed easy operation of all key aircraft and mission systems. The modern HUD was an added bonus, being broadly similar to those in the new F-16 and FA-18. The aircraft lacked a radar, however was fitted with a LRMTS in the nose, much in the same way as on Jaguar.

In the air, test pilots regarded the Taipan as nice handling machine, easy to control and reasonably maneuverable, especially down low where the higher bypass and afterburner of the Spey engine meant there was plenty of power. Acceleration below 35,000ft was good, superior to that of the Jaguar, though top speed was somewhat slower at Mach 1.4 thanks to a slightly draggier airframe and an intake design that struggled with higher speeds. At higher altitudes, the Taipan was less refined and more sluggish, gradually worsening above 35,000ft. Takeoff and landing performance was especially good, thanks to the large LERX, blown-flaps and thrust reverser, along with the 20,500lbf of thrust available from the Spey engine (though this was reduced to roughly 19,000lbf when blown flaps were activated). Takeoff and landing with a reasonable tactical load was able to be accomplished within 500m in testing, though more often STOL operations would be conducted with 700m to limit wear on brakes and suspension components. The beefy landing gear and high set air intakes enables the Taipan to operate from unprepared dirt strips and stretches of road, such as those that were prevalent in the sparser areas of northern Westralia.

In terms of armament, the aircraft was capable of carrying a wide selection of air-to-ground munitions. Fitted with five hardpoints (potentially 7, as the aircraft was designed to be compatible with overwing rails), range of unguided bombs, including the British GP and American Mk-80 ranges, cluster munitions and Matra rocket pods made up the majority of the Taipan's weapons fit. AGM-65 Mavericks were potentially the most lethal munition able to be carried by the aircraft, providing a precision attack capability. Tests were conducted with other laser guided munitions, mainly LGBs, though the lack of buyers meant that this capability was not ardently pursued and ultimately never achieved in full. External fuel tanks were able to be fitted to the centre and inboard pylons. In terms of air-air armament, it relied on the AIM-9 Sidewinder or its internal gun. The Taipan was originally designed to be fitted with two ADEN cannons, though late in its development it was decided to fit a single Oerlikon KCA in the starboard gun blister, owing to its heavier round and better ballistics improving gunnery accuracy. The additional space saved was used to increase ammunition capacity to 300 rounds over the 150 per gun originally.



General Characteristics

Crew: 1
Length: 17.40m (excluding nose probe)
Wingspan: 9.77m
Height: 4.59m
Empty Weight: 17,200 lbs
MTOW: 37,300 lbs
Powerplant: 1 x Rolls Royce Spey Mk202
Dry Thrust: 12,140lbf
With Reheat: 20,150lbf

Performance

Maximum Speed: Mach 1.1 at MSL, Mach 1.4 at 35,000ft
Combat Range: 541nm hi-lo-hi in internal fuel
Service Ceiling: 45,000ft
Rate of Climb: 23,500ft/min

Armament
Cannon: 1 x Oerlikon KCA 30mm with 300 rounds
Hardpoints: 5 (4 x under wing, 1 x ventral)
Bombs: Mk. 80 series, British 500lb, 1000lb GP, BL.755 cluster bomb, CBU - series munitions
Rockets: Matra 2in rocket pod
A/G Missiles: AGM-65 - series
A/A Missiles: AIM-9 - series

Mahler Flugzeugwerke AG, Ma. 233

In 1945, Mahler Flugzeugwerke AG saw an opportunity to design a replacement for the twin engine ground attack aircraft then in service with the Oscian Army Air Corps. Intended to utilize the most advanced technology of the time, the new aircraft would be a clean sheet design, not based on any existing aircraft platform. A design was finalized in 1946 that would combine the capabilities of a medium bomber and an attack aircraft into a flexible combat aircraft.

However, with the end of the war in October 1946, the need for the aircraft steadily declined. Mahler, being the enterprising company that they were, decided to fund a pair of prototype aircraft themselves with the hope of marketing them to the newly-formed Oscian Air Force and, if that failed, to friendly nations. Originally utilizing a pair of R-2800-54 radial engines, a pair of Armstrong-Siddley Double Mamba turboprops would be supplemented in late 1948. On May 15th 1950, the first of the two prototype aircraft took to the skies, drawing the attention of the Air Force.


The two aircraft were formally accepted into operational testing in 1951, and were tested in-combat during the First Peninsular War until 1953.


Specifications (Ma. 233A):
In Service: 1951-1955 (Military), 1957-1969 (Mahler FZW AG)
Length: 69.19 Feet (21.09 Meters)
Height: 22.87 Feet (6.97 Meters)
Wingspan: 66.08 Feet (20.14 Meters)
Weight: 38,300 lbs (17,372 kg)
Powerplant: 2x Armstrong-Siddley Double Mamba Turboprop Engines
Speed: 305 kts (350.9 mph) cruise, 350 kts (402.7 mph) never-exceed speed
Range: ~1,000 nmi (1,150 mi, 1,852 km)
Armament: 4x Browning .50 Caliber Machine Guns, 2x A/N M3 20mm Cannon, provisions for 8,000 lbs internal and 1,500 lbs external stores
Crew: Two (Pilot and Radio Operator/Navigator)


After Operational Testing was complete, Mahler was handed a list of alterations. The Oscian Air Force tested the aircraft again until 1955, when the aircraft were finally rejected. Mahler bought the two aircraft back and converted Prototype #1 into a testbed aircraft for their R&D department, a role in which it would serve until 1969.





I have a feeling this won't go well for me, but by the time I realized I needed to start over with my submission it was too late. Here it is, anyways.

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Projects:
Panelbucket - Aircraft Avionics and Instrument Panels in 15px=1cm: http://shipbucket.com/forums/viewtopic.php?f=19&t=10389
Clyde's Eagles - Cessna Aircraft since 1945: http://shipbucket.com/forums/viewtopic. ... 7&p=204669
Im Schatten des Adlers - An Alternate History Timeline: http://shipbucket.com/wiki/index.php/Ca ... des_Adlers

writeup soon, need a nap urgently

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w o r k l i s t :
Hatsuyuki-class Escort Ships . . . <3

Spain, CASA 1.155 Bucardo
A urge for the desire to, at least partake in the challenge for fun.


In addition to being used by the Ejército del Aire, the Força Aérea Portuguesa took use of the 1.155 for their use as their standard-issue attacker. Replacing the Bristol Blenheim Mk. I/IVs that were in service before the war, it called for the removal of all weapons (the 20mm cannons and the 13.2mm machine guns).

Outfitted with 6x 12.7mm machine guns in the wings, they were tropicalized for usage over the rather dense jungles of Angola, Mozambique, and Guinea-Bissau. it would serve the first four years in the Portuguese Colonial War, before the Fiat G.91 filled in the gap when they were finally recalled back to Lisbon and retired, in 1966-1967.


First flying in August 1954, the 1.157-KLA was powered by the Daimler-Benz DB 610A 24-cylinder inline engine. This variant was developed to see if the inline configuration was still viable for ground attack, which was instigated by Ilyushin's Il-2/Il-10 series. This included additional armor for the aircraft, including up to 12mm for the undersides of the engine block and up to 15mm of sheet armor for the pilot, as well as up to 30mm for the bulletproof cockpit glass.

This increase resulted in a decrease of speed by 25km, bringing the total maximum to 658km/h, as well as increasing the overall weight by about 400kg. In addition, the payload capacity was decreased by 50kg. This proved little, as it was considered almost costly to utilize a rather troublesome engine AND utilize armor needed to protect it rather than to procure a new set. With those factors, it was cancelled in 1955, and the aircraft was converted back to 1.155 standard.

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In your dreams. ~ Yae Miko
報園-872 (方義鑑銃)
Patriotic Presentation Number 872, Q-102 (A6M3-32 captured in Buna, New Guinea)