Welcome to the 1st, and possibly the last , What if GB on the FC modelling section. Please feel free to cast your eye over the weird. and in some cases, the downright whacky ideas from the participants. Remember, vote for what you like, the idea, the standard of build or in one case, the brightness of it all.
First up is davedubya`s Gotha 229 Tarnkappenbomber
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Next is FTS`s CF-4 Phantom II FGR.2 'Tigermeet 1996' with backstory
In the 1960s, Canada unilaterally gave up its nuclear capability, and cut down its European presence to only three Starfighter squadrons. Because of fiscal restraints, the Royal Canadian Air Force (RCAF) had been unable to procure CF-104 Starfighters and CF-101 Voodoos in sufficient numbers to replace all the Avro CF-100s and Canadair Sabres in service, and the RCAF had a need for a more affordable supersonic fighter.
In search of a more affordable fighter, Canada launched a competition for a lightweight fighter contract. The list of competitors was sort of bizarre, many of the entries being far from lightweight. They included the Fiat G-91, Douglas A-4 Skyhawk, McDonnell F-4 Phantom, Rockwell A-5A Vigilante, Grumman A-6A Intruder, LTV A-7A Corsair II, Republic F-105 Thunderchief, North American F-100S (a derivative of the Super Sabre), the North American F-107A, the General Dynamics F-111, and the Northrop F-5 Freedom Fighter. The RCAF had a strong preference for the F-4 Phantom, and in July of 1965 announced it as the winner and the US offered the CAF designed for the latest F-4J variant.
Also in 1965, the RAF adopted for the F-4M, designated the FGR.2 and was a complete multi-role platform. The Canadians saw the advantages of the F-4M over the F-4J, which was designed with the CAP role more in mind, and decided that a multi-role variant was a more cost effective option. The CF-4 and the F-4M were both produced on the same production lines and were powered by Rolls-Royce Spey 202/203 engines. The CF-4 was first flown shortly after the first F-4M in 1967 and the first CF-4s were delivered to the Canadain Air Force in 1969. Following the introduction of the Phantom into CAF service, all CF-104 were withdrawn from service and sold off to other operators, leaving the CF-4 as the sole supersonic fighter in service with the CAF.
In 1980, the F/A-18 was selected as the winner of the New Fighter Aircraft competition, and a production order was awarded. The Canadian Air Force received its first CF-18s in 1982. With the introduction of the CF-18 the CF-4 was no longer required and the last type was withdrawn from active service in 1986.
The aircraft which i've modelled was in service with 439 Sqn and was painted in this 'special' scheme for the 1969 Tigermeet at RAF Woodbridge.
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Following on is seven`s Harrier FGR.13 again with backstory.
Storyline:
In late 2011, trouble began to arise in Argentina, and threats were again made over the Falkland Islands. BAE had covertly taken on a few Harriers after the highly publised retirement, and began work on an interim platform to operate from HMS Invicible and possibly HMS Ocean should the need arise. They simply took the Blue Vixen radar, and placed it on the airframe of the GR7/9's they had aquired. One of these was ZD375, which somehow ended up fitted with an unidentified GR.7 wing. After a series of trials at BAE Warton, it was passed to the Royal Navy, where a full evaluation was carried out before the troubles arose. Upon hearing the threats, the MOD ordered 12 conversions, with another 2 T.12's and 2 T.8's made airworthy. 801NAS was chosen to carry the burden, and with pride and awe the squadron stood up at RNAS Yeovilton and immidiately began training with the T.8s, followed shortly by the arrival of the T.12s. ZD375 was the first FGR.13 to be placed into the squadron, after acceptance tests were completed. The full weapons outfit from the GR.9 was kept, along with the addition of the AA and ASW capabilites of the Blue Vixen system.
After 3 conversions were completed, the threat of hostilities died down yet again, and the MOD were left twiddling there thumbs as to what to do with the aircraft. After much consideration, another 12 were ordered, with the rest of the T.12's and another 2 T.8s made airworthy. 809NAS Stood up shortly after.
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Up next, Waghorns Sea Hunter and story.
BAe (Hawker) Sea Hunter
With the world-wide recession biting ever deeper the MOD decided in 2012 that it could no longer support global operations. The UK was being targeted by smugglers and pirates and the Navy had very few vessels suited for inshore patrol work.
Existing aircraft in the FAA inventory were deemed too costly for this sort of deployment due to the support resources required. It was decided to ask manufacturers for design proposals to meet the new requirement.
While sorting through the archives ready to move to a long term storage facility a BAe design engineer came across a concept sketch, dated 1958, for a float plane variant of the Hunter. He immediately realised the potential of an established design with proven structural integrity and payload capability particularly in the two seat variant. A true pilot’s aeroplane and with ease of maintenance the only problem would be acquiring sufficient airworthy numbers from the civil register. The BAe design team reworked the concept into a viable design and acquired a single T7 which was suitably modified ready to present to the MOD.
Re-engined with the FGA9’s Avon 200 and crewed by a pilot and weapons officer/observer the Sea Hunter proved an immediate hit as senior members in the Admiralty realised that with modern technology current warships could be fitted with catapults to enable greater flexibility of the fleet in the absence of the promised carrier replacements.
The Hunter shown is the original BAe prototype fitted with a radar pod and homing torpedo for coastal interdiction. The single Aden was retained for defence and supporting firepower. Able to operate in sheltered coastal waters and ports the Sea Hunter proved a successful asset in the protection of the British Isles
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And a second entry by davedubya with his Saab/Hawker Siddeley Tempest FG1
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And bringing up the rear, no jokes please, my Tu-90 effort. Although please remember you can`t vote for me as I`m the prize giver.
In the late 1940s the Soviet Union was strongly committed to matching the United States in strategic bombing capability. The Soviets' only long-range bomber at the time was Tupolev's Tu-4 'Bull', a reverse-engineered version of the American B-29 Superfortress. The development of the extremely powerful Mikulin AM-3 turbojet led to the possibility of a large, jet-powered bomber.
The Tupolev design bureau began work on the Tu-90 ("Aircraft P") prototypes in 1949. To save time and resources the new turbo jets, wing and tail designs were mated to the already existing Tu-4 fuselage. The Tu-90 prototype first flew on 2 April 1950, however, it soon became apparent that the cockpit layout and bomb bay would need to be redesigned to take into account the visibility at great speeds and larger weapons now coming into service.
By 1954, the now re-designated Tu-16, started to reach front line units in the Soviet Air force.
Hope you enjoyed the madness, please vote and then I can call the men in white coats and have the winner removed to a secure area.
