I'm trying to imagine it in Colombian colors.Never heard of it before. I am trying to visualize it in South Vietnamese colours for some reason
I'm trying to imagine it in Colombian colors.Never heard of it before. I am trying to visualize it in South Vietnamese colours for some reason
Sea Vixen FAW.3 in Royal Navy Service
In 1961, the Royal Navy Fleet Air Arm was very interested in acquiring the US Navy's latest carrier borne fighter, the McDonnel-Douglas F-4 Phantom. It seemed the answer to all their problems of a successor to the Sea Vixen, twin-boomed fighter, which would fly from the planned CV-01 carrier.
However, a monetary crisis intervened and the British Government firmly put it's foot down and declared that the successor to the Sea Vixen would, it seems be well, another Sea Vixen!
De Havillands had worked out how to fix some of the worse problems of the Sea Vixen. It improved the size and the shape of the Sea Vixen's radar scanner and brought the radar operator out of his "Coal Hole" and placed him in a tandem cockpit, behind the pilot, where his eyes would be useful in a dog fight. They improved the missiles carried by the aircraft, adding some Blue Jay radar homing missiles, based on the Red Top IR guided missile. They retained the Red Tops the previous versions had been armed with as well and kept the 30mm Rarden cannons, much to the delight of the pilots.
The Kit
The model is based on an illustration of an F-14 nose which was added to a Sea Vixen fuselage, which I have unfortunately lost track of. It fitted surprisingly well, actually, coming from a Hobby Craft kit. The Missiles were converted from standard Red Tops. The fuselage is from a Frog kit. Painted with a hairy stick from Tamiya Acrylics and the decals came from a aftermarket sheet.
It kinda makes me think of a Sea Vixen capable of using Long-Range Missiles, if it could carry them.Sea Vixen FAW.3 in Royal Navy Service
In 1961, the Royal Navy Fleet Air Arm was very interested in acquiring the US Navy's latest carrier borne fighter, the McDonnel-Douglas F-4 Phantom. It seemed the answer to all their problems of a successor to the Sea Vixen, twin-boomed fighter, which would fly from the planned CV-01 carrier.
However, a monetary crisis intervened and the British Government firmly put it's foot down and declared that the successor to the Sea Vixen would, it seems be well, another Sea Vixen!
De Havillands had worked out how to fix some of the worse problems of the Sea Vixen. It improved the size and the shape of the Sea Vixen's radar scanner and brought the radar operator out of his "Coal Hole" and placed him in a tandem cockpit, behind the pilot, where his eyes would be useful in a dog fight. They improved the missiles carried by the aircraft, adding some Blue Jay radar homing missiles, based on the Red Top IR guided missile. They retained the Red Tops the previous versions had been armed with as well and kept the 30mm Rarden cannons, much to the delight of the pilots.
The Kit
The model is based on an illustration of an F-14 nose which was added to a Sea Vixen fuselage, which I have unfortunately lost track of. It fitted surprisingly well, actually, coming from a Hobby Craft kit. The Missiles were converted from standard Red Tops. The fuselage is from a Frog kit. Painted with a hairy stick from Tamiya Acrylics and the decals came from a aftermarket sheet.
and just maybe keep De Havilland is businessI like it, it keeps Centaur, Hermes and Victorious viable throughout the 60's and 70's.
The Grumman 134R LARA entry
The LARA competition was to create the OV-10 Bronco - a light, armed reconniassiance aircraft for COIN operations. Along the way entries were received from various manufacturers, including Grumman. Twin turboprop powered and heavily armed the aircraft was a twin seater.
The Kit
What do you get when you combine these two kits? You end up with this, the Grumman 134R for the US Army's LARA competition or rather my interpretation of it. Combining the nose of a TA-4 and the body of a Grumman Mohawk, finish with a hairy stick and the decals from an old ESCI set.
You really got me with that one. Read Mirage iii , then we have F5 and then it looked the story looked like the F5 and finally a pic. a Mirage. Good workThe Short March North
In 1962 the Kennedy Administration stated a requirement for a low-cost export fighter, selecting the Boeing Mirage IIIW as winner of the F-X competition on 23 April 1962 subsequently becoming the "F-5A". It was ordered into production in October that year. It was named under the 1962 United States Tri-Service aircraft designation system, which included a re-set of the fighter number series (the General Dynamics F-111 was the highest sequentially numbered P/F-aircraft to enter service under the old number sequence).
Boeing built 624 F-5As (including three YF-5A prototypes) before production ended in 1972. These were accompanied by 200 two-seat F-5B aircraft. These were operational trainers, lacking the fuselage mounted cannon but otherwise combat-capable, while 86 RF-5A reconnaissance variants of the F-5A, fitted with a four-camera nose were also built. In addition, Canadair built 240 first generation F-5s under license, with CASA in Spain adding a further 70 aircraft.
The first contract for the production F-5A was issued in 1962, the first overseas order coming from the Royal Norwegian Air Force on 28 February 1964. It entered service with the 4441st Combat Crew Training School of the USAF, which had the role of training pilots and ground crew for customer nations, on 30 April that year, it still not being intended that the aircraft be used in significant numbers by the USAF itself.
This changed with testing and limited deployment in 1965. Preliminary combat evaluation of the F-5A began at the Air Proving Ground Center, Eglin AFB, Florida, during the summer of 1965 under project Sparrow Hawk, with one airframe lost through pilot error on 24 June. In October 1965, the USAF began a five-month combat evaluation of the F-5A titled Skoshi Tiger. Twelve aircraft were delivered for trials to the 4503rd Tactical Fighter Squadron, and after modification with probe and drogue aerial refuelling equipment, armor and improved instruments, were redesignated as the F-5C. Over the next six months, they performed combat duty in Vietnam, flying more than 2,600 sorties, both from the 3rd Tactical Fighter Wing at Bien Hoa over South Vietnam and from Da Nang Air Base where operations were flown over Laos. 9 aircraft were lost in Vietnam, 7 to enemy ground fire and two to operational causes. Although declared a success, with the aircraft generally rated as capable a ground-attack aircraft as the F-100, but suffering from a shorter range, the program was considered a political gesture intended to aid the export of more F-5s than a serious consideration of the type for U.S. service.33 From April 1966 the aircraft continued operations as 10th Fighter Commando Squadron with their number boosted to 17 aircraft. (Following Skoshi Tiger the Philippine Air Force acquired 23 F-5A and B models in 1965. These aircraft, along with remanufactured Vought F-8 Crusaders, eventually replaced the Philippine Air Force's North American F-86 Sabre in the air defence and ground attack roles.)
In June 1967, the 10th FCS's surviving aircraft were passed to the air force of South Vietnam, which previously had only Cessna A-37 Dragonfly and Douglas A-1 Skyraider attack aircraft. This new VNAF squadron was titled the 522nd. The President of Vietnam had originally asked for F-4 Phantoms used by the Americans, but the VNAF flew primarily ground support as the communist forces employed no opposing aircraft over South Vietnam.
That however changed when the Army of the Republic of Vietnam (ARVN) embarked on Operation Lam Son 719 in 1971. The operation, intended to be a limited, short campaign to interdict the North Vietnam supply line, known as the "Ho Chi Minh Trail" which ran through Laos, proved to be an unqualified success. The PAVN was caught completely unprepared for a ground offensive and quickly crumbled in front of the ARVN forces, supported heavily by US and RVNAF (Republic of Vietnam Air Force). The RVNAF made extensive use of its F-5A, which had started to be supplmented by an improved version, the F-5E, which had a much more powerful J-79 engine. Hammering the few points of resistance the South Vietnamese rapidly advanced up the Loatian "Pan Handle" and found themselves poised on the "Plain of Jars" opposite North Vietnam. Seizing the moment, President Nguyên Van Thiêu decided that after a short pause, to regroup and move reinforcements into Laos, the ARVN would swing East and attack North Vietnam.
This decision was taken against the direct wishes of the US Government. However Nguyên Van Thiêu took the unprecedented step of removing himself from the Presidential Palace in Saigon and hence making himself incommunicado to the US Ambassador who had come a calling to make sure he understood exactly what the Wishes of the US Government were. Thiêu had travelled to the advance Headquarters of the force engage in Lam Son 719, deep inside Laos.
The victories of Lam Son 719 galvanised the peoples in both Vietnams. For the first time the people of the Republic of Vietnam felt their country was theirs' and was winning against the feared Communists from the North. In the North, the people of the Peoples Democratic Republic of Vietnam felt under threat. Here was an invasion force about to spring down from the mountains and threaten their very existence. For the forces of both nations, their most pressing problem was manpower. The South's was primarily in the South and moving it rapidly into Laos was a problem. For the North, their best units and a large proportion of their manpower, was in the South, fighting there. It became a race against time as each attempted to redeploy their forces and prevent the other from doing the same.
After a four week wait, the offensive opened. Just as the Viet Minh had after the successful Battle of Diên Biên Phu, the ARVN swept down from the Laotian hills. They encountered heavy opposition. However, they had caught the PAVN (Peoples' Army of Vietnam) flat footed. They had been planning a major invasion of the south in 1972, after the expected withdrawal of US Forces. While most of their best troops were in the South, many of their elite forces were actually out of the country, training in the Soviet Union. In particular their armoured corps were "training on the steppes of Odessa" en masse. What was available was their "home guard" and units in training. Their capabilities were patchy at best. There were also large numbers of Anti-Aircraft guns and gunners, which would prove often to be better fighters than the other units, taking a heavy toll of ARVN armoured vehicles.
As the ARVN forces advanced, the US Government began to give tacit approval to the ARVN offensive and ordered air support be provided. Up until then, the tiny RVNAF had been stretched to provide everything that was required. The VNPAF (Vietnamese Peoples' Air Force) had attempted to fight but found itself unable to achieve much. It's relatively small number of MiGs found itself largely outclassed as the RVNAF pilots found themselves finally able to engage in dogfights with their hated enemy. Unhindered by the Rules of Engagements which had been imposed on the US pilots in North Vietnamese skies and which had given the VNPAF such an advantage, the RVNAF soon achieved air superiority. The wreckage of crashed MiG-17s and 21s littered the landscape, downed by the better flown F-5s, Canberras, Skyraiders. Even a T-28 Trojan managed to bag a MiG-17 which it caught taking off.
In the South, the NLF (National Liberation Front - Viet Cong) and PAVN (Peoples' Army of Vietnam) units deployed there attempted to prevent ARVN reinforcements from advancing northwards. However, whenever they came out into the open to attack, they rediscovered the hard learnt lessons of Tet'68 about US firepower. The US units which had stayed behind in South Vietnam made short work of them, along with the overwhelming air support they had available to them.
China, alarmed at the events unfolding on it's southern boarder found itself unprepared for intervention. Five years of the ongoing Cultural Revolution had demoralised and confused the rank and file. The leadership had been purged so often that no one was willing to stick their necks out. Even the removal of badges of ranks, in an egalitarian spirit meant that it was difficult for messages to be passed as couriers couldn't or wouldn't give their messages to those they considered to be of insufficient rank. While Chinese troops massed on the Vietnamese border, the US cautioned Beijing through indirect channels (there being no US recognition of the Revolutionary Government and so no US Embassy in Beijing) intervention would be met with "utmost force" and the PRC itself would not be spared. Mao and Chou en Lei, alarmed at the even by Nixon's standards, aggressive and belligerent language decided to sit by and observe events as they played out.
The USSR was also caught flat-footed and unable to directly intervene. Brezenhev briefly considered imposing a fresh blockade on Berlin but got cold feet at the last moment. Fearful of the possibility of West Germany or South Korea undertaking their own wars of reunfication, the Soviet High Command began to beef up the defence facing each of those countries.
Hanoi fell on 25 April 1972. PAVN forces retreated to the Chinese border where they were allowed to cross. Minor fighting continued throughout the countryside but it was obvious the North had been defeated. The Government in Saigon recognised it was going to face an on-going insurgency but it would take some considerable time for it to become a large danger.
When the news was announced, it was reported that President Nixon and Secretary of State Kissinger looked at each other and remarked that the world was changing and for the better it seemed. In reality, they stared in amazement at each other and said, "Damn!" Neither of them or anybody else in the world had expected the South to win. Vietnam was reunited.
The aircraft depicted is that of an F-5A from the RVNAF 522nd Fighter Squadron during the air campaign over North Vietnam.
The Kit
The kit is the venerable Revell Mirage III, finished with Vallejo paints, brush painted. The markings are from an equally venerable Esci F-5A set which featured those for a Northrop F-5A. The seat is an Aeroclub metal one. The Revell kit is quite good, nicely details with raised panel lines and even includes a complete Atar 9C engine!
This airplane looks like a fat pig and the pilots thought it flew like one, too. I am absolutely shocked that it could get to Mach 1. I like the polished metal finish you gave this model and some others. I know the CF-100 is very similar to the F-89 Scorpion, so I am wondering why it wasn’t licensed for production like the F-86 Sabre.The Avro Canada CF-100 Canuck in RAAF Service
When the RAAF entered the Korean War in 1950, it was very obvious that it's F-51 Mustangs were very much behind the curve of moden aeronautical developments. The USAF was already fielding large numbers of jet aircraft, the F-80 Shooting Star, the F-84 Thunderstreak and the soon to be introduced F-86 Sabre. The Communists were quick to introduce their latest aircraft in the MiG-15, which completely outclassed the RAAF's piston-engined aircraft. Hurriedly, the RAAF ordered Gloster Meteors from the UK, having already had limited experience with the type, just after WWII when in 1946 a Meteor captured Australian newspaper headlines when it flew over Melbourne at 788 km/h (490 mph). Imported on 7 June 1946, this Meteor F 4 carried out trials at Laverton and Darwin and, at one time, carried two identification numbers - the RAF serial EE427 and the RAAF allocation A77-1. However, it was not until 1951, when Meteors went into action with No 77 Squadron in Korea, that these aircraft made their mark in RAAF history.
Ninety-three Meteor F 8s and six Meteor T 7s were allocated to the Korean War with scattered serial numbers ranging between A77-2 (T 7) and A77-982 (F. They were used mainly in the ground-attack role, but also accounted for three MIG-15s. Forty-one F 8s and three T 7s returned to Australia aboard HMAS Vengeance, and continued on in service with the RAAF, as second-line fighters until 1963. The Meteor was an excellent introductory aircraft to jet propulsion, however as was discovered when facing the far faster and more manoeuvrable, swept-wing fighters it had severe limitations.
Another was that the Meteor was purely a clear weather fighter, with no radar. The RAAF found this limited it's usefulness, particularly in the wintery skies above Korea. So, it began a search for an all-weather fighter compliment to it. Internationally, there were several alternatives available - a variant of the Meteor (based on the T.7), the F-89 Scorpion and the Canadian CF-100 Canuck. However, due to the massive re-equipment of the RAF and USAF as a consequence of the Korean War emergency, neither the UK or the US would be in a position to fulfil any orders from the RAAF for several years. When the performance characteristics of the three contenders were compared and confirmed by an investigating commission sent overseas to test the aircraft, the CF-100 was a clear winner, particularly when it was able to demonstrate that it could break the sound barrier in a dive. Avro Canada, manufacturers of the CF-100 were quite willing to negotiate a license production agreement with Australia.
The Australian Government Aircraft Factories started licensed production of 50 CF-100 Canuck aircraft in 1953 (48 fighters and 2 TF-100 trainers). Entering service with the RAAF serial A82, they were issued to Nos 21,22 and 23 Squadrons. During their service lives from 1954 to 1966, the CF-100s were steadily upgraded from Mk.3 to Mk.5 standard, with the main changes being to electronic equipment and eventually armament. Unlike Canadian and Belgian versions, the RAAFs were armed to carry 4 x 30mm ADEN cannon instead of the standard 8 x .50in machineguns, an armament they retained throughout their careers. In 1960, while waiting their replacement, they were finally upgraded to operate air-to-air missiles (2 x AIM-7C Sparrow and 2 x AIM-9B Sidewinder). Their advanced, for the day, radars and air intercept systems allowed them to find and destroy targets in all weathers and times of day, an advantage particularly in the tropical storms experienced in and around Darwin and far North Queensland when the main day fighter for the period, the CA-27 Avon Sabre lacked any radar.
The aircraft depicted is that of A82-5, serving with 21 Squadron, Richmond, in 1960. Unusually, this aircraft does not carry it's serials, which in the various pictures of it has never been fully explained.
The Model
This is the venerable Hobbycraft CF-100 Mk.4, in 1/72 scale. It is constructed as standard, except for the addition of four underwing hardpoints and the missiles they carry. I experimented on this model with Baremetal Foil. As a consequence, I've learnt a lot and will more than likely continue to use it (or plain Aluminium foil) in future for bare metal finishes. I'm pleased with the results. Much better than anything I've achieved from a tin of paint.
Just an alternative trouser leg of time. The CF-100 was an excellent choice for a Commonwealth which should have banded together but didn't.This airplane looks like a fat pig and the pilots thought it flew like one, too. I am absolutely shocked that it could get to Mach 1. I like the polished metal finish you gave this model and some others. I know the CF-100 is very similar to the F-89 Scorpion, so I am wondering why it wasn’t licensed for production like the F-86 Sabre.
Did the original Hunter kits have folding wings? I don't know if any real Hunters had them IOTL. For the Herne, I like the nose and cockpit section, but I don't think it would be possible to mount large fuel tanks on hardpoints on the folding section of the wing and so far from the fuselage. On the F/A-18, hardpoints 1 and 9 are the wingtip mounts for AAMs and are the only hardpoints on the folding section of the wing. Hardpoints 2 and 8 are inboard of the fold, and then only the inboard wing hardpoints 3 and 7 (plus the centerline hardpoint 5) are plumbed for fuel tanks.Hawker Sea Hunter development - the Hawker Herne, 1962
As related in this build thread, the RN FAA adopted the Hawker Sea Hunter in 1958. The FAA was delighted with their new fighter. Finally they had something as good as the RAF! However, it was a visual only interceptor, which was not suitable for use in the cold and stormy North Atlantic when defending the fleet against possible Soviet bombers.
Their Lordships therefore requested that Hawker do something about this state of affairs! Sir Sydney Camm responded with a proposal to adopt the Hawker P.1109 to shipboard use. Equipped with an AI intercept radar and two or four Firestreak IR guided Air-to-Air missiles, it seemed like an ideal solution. However their Lordships listening to what their experts in the FAA said, demurred. They believed that using a radar and flying a plane was too much for one man and asked if it was possible to make the P.1109 a two seater. Camm of course agreed and offered the P.1109 adapted to carrying two crew, utilising the tandem seat trainer nose which was not adopted by the RAF, with an uprated Avon engine offering an extra 1,000 lbs of thrust to compensate for the heavier weight of the radar and it's operator, it was accepted. After trials, the tail was enlarged to compensate for the longer nose and it was in this form that it was adopted for service by the FAA, first seeing service in 1962. As a consequence of their Lordships desire to differentiate themselves from the RAF, the aircraft was renamed the Hawker Herne - Herne of course being the Celtic God of the Hunt. Usually carrying two, on short range intercept missions it could carry four Firestreak missiles, along with its two 30mm Aden Cannons and was able to detect possible threats at medium range with its radar in the dark or bad weather.
The Kit
The model is a Revell Hunter. It has been modified with a tandem seat trainer cockpit plus a P.1109 nose. It has a pair of Firestreak missiles added and a new tail. It has been painted with a hairy stick with Tamiya paints. Decals came from the spares box.