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Typography has the wonderful ability to shape not only how we see text but also how we read it, it's there to guide us through whatever visual experience it may be with ease. It's a bit like the encouraging nudge you'd get from your mum to let you know that it's okay to go and run around the playground wild with your hands flailing in the air.
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McDonnell Douglas Phantom FGR.2, XV490, of No. 29 Squadron being armed with Sparrow and Sidewinder AAMs at Coningsby, guarded by an RAF Policeman and his dog.
McDonnell Douglas Phantom FGR.2, XV407, of No. 41 Squadron based at Coningsby in flight and displaying a weapons load of cluster bombs, Sparrow AAMs and a centreline reconnaissance pod. (Port underside view, banking away from the camera).
Sukhoi Su-15TM. Powerplants: 2×Tumansky R13-300 afterburning turbojets each producing 40.21 kN (9040 lbs) of thrust dry, and 70.0 kN (15,730 lbs) with afterburners. Top Speed:2230 km/h (1386 mph/Mach 1.86). Rate of Climb: 228 meters/second (45,000 feet/minute). Armament: 2×UPK-23 gun pods, each with 2×23 mm GSh-23L cannon, 4×K-98 (AA-3 Anab) and 2×R-60 (AA-8 Aphid) AAMs.
This time I've decided to place in my mecha AAMS BR15 Brach "Firestarter" Mark 1 in the No.6 HANGAR MAINTENANCE.The height of this diorama seem fit in nicely with enough space above the average mecha design that I build. Updated design a wall panel details with a walkway attach to it so we could have some crews looking at the mecha from the back. Might redesign the 4 long-walkway width.
Su-45 'Sokol' is an advanced fighter indigenously developed by the S.R.F. based on stolen data from O.D.E.N.'s nano-factories. Externally, it is very similar to the pre-war S-22/S-37 project, but it would be fitted with the 'Strela' M.I.R.V. missile according to plans. It features a two-dimensional thrust nozzle design and re-vamped intakes, as well as larger wing surfaces to further enhance its mobility. The internal weapons bay is smaller than the standard Su-47 in service of ODEN forces, with a capacity of 4x AAMs or 3x guided penetration bombs. However, the 'STRELA' M.I.R.V. missile that S.R.F. was able to procure in Arclight's facilities greatly enhanced its ability for anti-carrier missions, mainly thanks to its ability to launch a full saturation attack from one single aircraft. During various conflicts, the S.R.F. sunk a total of 4 air carriers with the Sokol and the powerful missiles. The total production number is around 32 to 40, making it one of the rarest fighters to be seen flying over the wastelands. At least 3 units were operated by mercenaries during the Oasis War period, dealing heavy damage to the opposing powers such as the ODEN and the EC forces.
The Hawk entered RAF service in April 1976, replacing the Folland Gnat and Hawker Hunter for advanced training and weapons training. The Hawk T1 was the original version used by the RAF, deliveries commencing in November 1976. The most famous users of the Hawk are the Red Arrows aerobatic team, who adopted the plane in 1979. From 1983 to 1986, some Hawks were equipped as short-range interceptor aircraft. 88 T1s were modified to carry two AIM-9L Sidewinder air-to-air missiles (AAMs) in addition to a 30 mm ADEN cannon gun pod; these aircraft were redesignated as Hawk T1 In a wartime scenario, they would have worked in collaboration with the RAF's Tornado F3 interceptors, which would use their Foxhunter search radars and more sophisticated navigation systems to vector the Hawks against enemy targets. The Hawk subsequently replaced the English Electric Canberra for target towing duties. The Royal Navy acquired a dozen Hawk T1/1As from the RAF; these are typically operated in a support role, often to conduct simulated combat training onboard ships. During the 1990s and 2000s, 80 Hawk T1/1A aircraft were upgraded under the Fuselage Replacement Programme (FRP) to extend their operational lifespan; sections of the centre and rear fuselage sections were entirely replaced. In 2009, the RAF began receiving the first Hawk T2, in the long term, T2 aircraft will replace the ageing T1s. Training operations on the Hawk T2 began in April 2012.
Description Sukhoi SU-51 UB General characteristics * Crew: 1 * Length: 19.8 m (65.9 ft) * Wingspan: 14 m (46.6 ft) * Height: 6.05 m (19.8 ft) * Wing area: 78.8 m2 (848.1 ft2) * Empty weight: 18,500 kg (40,785 lb) * Loaded weight: 26,000 kg (57,320 lb) * Useful load: 7,500 kg (combat load) (16,534 lb) * Max takeoff weight: 37,000 kg (81,570 lb) * Powerplant: 2× New unnamed engine by NPO Saturn and FNPTS MMPP Salyut of 175 kN each. Prototype with AL-41F1 of 147 kN each,[65] definitive version with new engine >157 kN[65] * Fuel capability: 10,300 kg (22,711 lb)[63] * Minimum Radar Cross Section (RCS): 0.5 m²[66] Performance * Maximum speed: 2,100 - 2,500 km/h (Mach 2+) [63][67] (1,300 - 1,560 mph) ; at 17,000 m (45,000 ft) altitude * Cruise speed: 1,850 - 2,100 km/h [67] (1,150 - 1,300 mph) * Ferry range: 5,500 km[68] (3417 miles) * Service ceiling: 20,000 m (65,616 ft) * Rate of climb: 350 m/sec (68,900 ft/min) * Wing loading: 330(normal) - 470(maximum) kg/m2 (67(normal) - 96(maximum) lb/ft2) * Thrust/weight: 1.19 [63] * Maximum g-load: 10-11 g[63] Armament * Guns: None on prototype. Apparent provision for a cannon (most likely GSh-301).Possible two 30mm cannons[26] * Hardpoints: Two internal bays estimated at 4.6-4.7 metres by 1-1.1 metres.[69] Other sources suggest two auxiliary internal bays for short range AAMS and six external hardpoints Avionics N050(?)BRLS AFAR/AESA built by Tikhomirov NIIP and based on Tikhomirov NIIP N035 Irbis-E. It will be the second aircraft based AESA Radar to be built by Russia, the first being the Phazotron NIIR ZHUK-A Radar in the MIG-35.[70] [edit] Designed armament Two Izdeliye 810 Extended beyond visual range missiles per weapons bay. Multiple Izdeliye 180 / K77M beyond visual range missiles. K74 and K30 within visual range missiles can also be carried.[69] Two KH38M or KH58 USHK air-to-ground missiles per weapons bay. Multiple 250–500 kg precision guided bombs per weapons bay,[69] with a maximum of 10 bombs in internal bays[71] Other possible loads include one 1500 kg bomb per weapons bay or two 400 km+ range anti-AWACS weapons on external hard-points.[68] A maximum weapons load of 7500 kg is reported.[71]
Description Mitsubishi F-2 The Mitsubishi F-2 is a fighter aircraft manufactured by Mitsubishi Heavy Industries (MHI) and Lockheed Martin for the Japan Air Self-Defense Force, with a 60/40 split in manufacturing between Japan and the USA. Production started in 1996 and the first aircraft entered service in 2000. By 2008, the first 76 aircraft are expected to be in service, with a total of 94 airframes under contract. Development Work started in 1980s under the FS-X program, and began in earnest with a memorandum of understanding between Japan and the United States. It would lead to a new fighter based on the General Dynamics (post 1993, Lockheed Martin) F-16 Fighting Falcon, and in particular the F-16 Agile Falcon proposal. Lockheed Martin and Mitsubishi Heavy Industries co-developed and co-produce the aircraft, the company is a major subcontractor to Mitsubishi, some of the early developmental work was actually under General Dynamics, who sold its aircraft division to LM in 1993. It is essentially an execution of the F-16 Agile Falcon proposal: a late-1980s plan for an enlarged F-16 which was passed over by the U.S. in favor of an all-new fighter program (Joint Strike Fighter). The F-2 used the wing design of the F-16 Agile Falcon, but much of the electronics were further updated to 1990s standards. The overall concept of the enlarged F-16 by General Dynamics was intended as a cheap counter to the then emerging threat of Su-27/MiG-29. In October 1987, Japan selected the F-16 as the basis of its new secondary fighter,[2] to replace the aging Mitsubishi F-1 and supplement its main air superiority fighter, the F-15J as well as the F-4EJ. Also during the 1980s, General Dynamics (who developed the F-16) had proposed its F-16 Agile Falcon to the USAF. While the US would pass over the design concept in favor of all-new types (F-22/JSF) and upgrades to its existing fleet, the enlarged F-16 would find a home in Japan. The F-2 program was controversial, because the unit cost, which includes development costs, is roughly four times that of a Block 50/52 F-16, which does not include development costs. Inclusion of development costs distorts the incremental unit cost (this happens with most modern military aircraft), though even at the planned procurement levels, the price per aircraft was somewhat high. The initial plan of 141 F-2s would have reduced the unit cost by up to US$ 10 million per unit, not including reduced cost from mass production. As of 2008, 94 aircraft were planned.[1] Also controversial is the amounts claimed to be paid to American side as various licensing fees, although making use of the pre-existing technology was much cheaper than trying to develop it from scratch. The Japanese may eventually make up to 94, at a cost of roughly US$ 110 million each in 2004 dollars. Much of the F-16 technology used in the F-2 was the subject of some political debate in the U.S. and Japan in the early 1990s. The technology transfers were authorized however, and the project proceeded. The F-2's maiden flight was on 7 October 1995. Later that year, the Japanese government approved an order for 141 (but that was soon cut to 130), to enter service by 1999; structural problems resulted in service entry being delayed until 2000. Because of issues with cost-efficiency, orders for the aircraft were curtailed to 98 in 2004. On 31 October 2007, a F-2B fighter jet crashed and exploded in flames during takeoff at Nagoya Airfield in central Japan. The jet was being taken up on a test flight before being delivered to the Japanese Air Force. Both test pilots survived the incident with only minor injuries.[3] Design General Electric (engine), Kawasaki, Honeywell, Raytheon, NEC, and Kokusai Electric are among the other larger participants to varying degrees. Lockheed Martin supplies the aft fuselage, leading edge slats, stores management system, a large portion of wing boxes and other components.[4] Final assembly is done in Japan, by MHI at its Komaki-South facility in Nagoya. Cockpit The F-2 has three display screens, including a liquid crystal display from Yokogawa. * a 25% larger wing area * composite materials used to reduce overall weight and radar signature * longer and wider nose to accommodate a phased-array radar * larger tailplane * larger air intake * three-piece cockpit canopy * capabilities for four ASM-1 or ASM-2 anti-ship missiles, four AAMs, and additional fuel tanks Also, the F-2 is equipped with a drogue parachute, like the version of the F-16 used by Netherlands, Norway, Greece, Turkey, Indonesia, Taiwan, and Venezuela. ] Variants * XF-2A:Single-seat prototypes. * XF-2B:Two-seat prototypes. * F-2A:Single-seat fighter version. * F-2B:Two-seat training version. Operators Japan * Japan Air Self Defence Force [edit] Specifications (F-2A) Mitsubishi F-2A General characteristics * Crew: 1 (or 2 for the F-2B) * Length: 15.52 m (50 ft 11 in) * Wingspan: 11.13 m (36 ft 6 in) * Height: 4.69 m (15 ft 5 in) * Wing area: 34.84 m² (375 ft²) * Empty weight: 9,527 kg (21,000 lb) * Loaded weight: 15,000 kg (33,000 lb) * Max takeoff weight: 22,100 kg (48,700 lb) * Powerplant: 1× General Electric F110-GE-129 turbofan o Dry thrust: 76 kN (17,000 lbf) o Thrust with afterburner: 131 kN (29,500 lbf) Performance * Maximum speed: Mach 2.0 * Range: 834 km on anti-ship mission (520 miles) * Service ceiling: 18,000 m (59,000 ft) * Wing loading: 430 kg/m² at weight of 15,000 kg (88 lb/ft²) * Thrust/weight: 0.89 Armament * 20 mm JM61A1 cannon, plus maximum weapon load of 8,085 kg: * AAMs: AIM-9 Sidewinder, AIM-7 Sparrow, Mitsubishi AAM-3, Mitsubishi AAM-4 (from FY2010) * air-to-ground weapons include: ASM-1 and ASM-2 anti-ship missiles, various free-fall bombs with GCS-1 IIR seeker heads, JDAM * others: J/AAQ-2 FLIR Avionics * Mitsubishi Active Electronically Scanned Array radar system including J/APG-1
+++ DISCLAIMER +++ Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE! Some background: The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber, originally developed for the United States Navy and Marine Corps. It was the final development in a lineage that included the Air Force's F-86 Sabre. The FJ-4 shared its general layout and engine with the earlier FJ-3, but featured an entirely new wing design. And it was, as a kind of final embodiment with the FJ-4B, a very different aircraft from the F-86 . The first FJ-4 flew on 28 October 1954 and delivery began in February 1955. Of the original order for 221 FJ-4 fighters, the last 71 were modified into the FJ-4B fighter-bomber version, of which the Netherlands received 16 aircraft under the designation FJ-4B from the USA in the course of NATO support. Even though the main roles of the MLD were maritime patrol, anti-submarine warfare and search and rescue, the FJ-4B was a dedicated fighter-bomber, and these aircraft were to be used with the Dutch Navy’s Colossus-Class carrier HNLMS Karel Doorman (R81). Compared to the lighter FJ-4 interceptor, the FJ-4B had a stronger wing with six instead of four underwing stations, a stronger landing gear and additional aerodynamic brakes under the aft fuselage. The latter made landing safer by allowing pilots to use higher thrust settings, and were also useful for dive attacks. Compared to the FJ-4, external load was doubled, and the US FJ-4Bs were capable of carrying a nuclear weapon on the inboard port station, a feature the MLD Furies lacked. The MLD aircraft were still equipped with the corresponding LABS or Low-Altitude Bombing System for accurate delivery of ordnance. The Dutch Furies were primarily intended for anti-ship missions (toting up to five of the newly developed ASM-N-7 missiles - renamed in AGM-12B Bullpup after 1962 - plus a guidance pod) and CAS duties against coastal targets, as well as for precision strikes. In a secondary role, the FJ-4B could carry Sidewinder AAMs for interception purposes. The MLD's FJ-4B became operational in 1956, just in time to enhance the firepower of the Karel Doorman, which just had its 24 WW-II era propeller driven Fairey Firefly strike fighters and Hawker Sea Fury fighter/anti-ship aircraft backed up with 14 TBF Avenger ASW/torpedo bombers and 10 Hawker Sea Hawk fighters (the MLD owned 22 of these) for an ASW/Strike profile. The Furies joined the carrier in late 1957 and replaced the piston-engined attack aircraft. In 1960, during the Dutch decolonization and planned independence of Western New Guinea, a territory which was also claimed by Indonesia, the Karel Doorman set sail along with two destroyers and a modified oil tanker to 'show the flag'. In order to avoid possible problems with Indonesia's ally Egypt at the Suez Canal, the carrier instead sailed around the horn of Africa. She arrived in Fremantle, Australia, where the local seamen's union struck in sympathy with Indonesia; the crew used the propeller thrust of aircraft chained down on deck to nudge the carrier into dock without tugs! In addition to her air wing, she was ferrying twelve Hawker Hunter fighters to bolster the local Dutch defense forces, which the Karel Doorman delivered when she arrived at Hollandia, New Guinea. During the 1960 crisis, Indonesia prepared for a military action named Operation Trikora (in the Indonesian language, "Tri Komando Rakyat" means "The Three Commands of the People"). In addition to planning for an invasion, the TNI-AU (Indonesian Air Forces) hoped to sink the Karel Doorman with Soviet-supplied Tupolev Tu-16KS-1 Badger naval bombers using AS-1 Kennel/KS-1 Kometa anti-ship missiles. This bomber-launched missile strike mission was cancelled on short notice, though, because of the implementation of the cease-fire between Indonesia and the Netherlands. This led to a Dutch withdrawal and temporary UN peacekeeping administration, followed by occupation and annexation through Indonesia. While the Dutch aircraft served actively during this conflict, flying patrols and demonstrating presence, visibly armed and in alert condition, no 'hot' sortie or casualty occured, even though one aircraft, 10-18, was lost in a start accident. The pilot ejected safely. The MLD FJ-4Bs only served on the carrier until its overhaul in 1964, after which the carrier-borne attack role was eliminated and all aircraft were transferred to land bases (Valkenburg) or in reserve storage. The Seahawks were retired from service by the end of the 1960s after the sale of the Karel Doorman to Argentina, and the FJ-4Bs were returned to the United States, where they were re-integrated into the USMC until the end of the 1960ies, when all FJ-4 aircraft were phased out. General characteristics: Crew: 1 Length: 36 ft 4 in (11.1 m) Wingspan: 39 ft 1 in (11.9 m) Height: 13 ft 11 in (4.2 m) Wing area: 338.66 ft² (31.46 m²) Empty weight: 13,210 lb (6,000 kg) Loaded weight: 20,130 lb (9,200 kg) Max. take-off weight: 23,700 lb (10,750 kg) Powerplant: 1 × Wright J65-W-16A turbojet, 7,700 lbf (34 kN) Performance: Maximum speed: 680 mph (1,090 km/h) at 35,000 ft (10,670 m) Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles Service ceiling: 46,800 ft (14,300 m) Rate of climb: 7,660 ft/min (38.9 m/s) Wing loading: 69.9 lb/ft² (341.7 kg/m²) Thrust/weight: .325 Armament: 4× 20 mm (0.787 in) cannon 6× pylons under the wings for 3,000 lb (1,400 kg) external ordnance, including up to 6× AIM-9 Sidewinder AAMs, bombs and guided/unguided ASM, e .g. ASM-N-7 (AGM-12B Bullpup) missiles. The kit and its assembly Originally, this model project was inspired by a (whiffy) Dutch F3H Demon profile, designed by fellow user Darth Panda at whatifmodelers.com. I found the idea of a foreign/NATO user of one of these early carrier-borne jet fighters very inspiring – not only because of the strange design of many of these aircraft, but also since the USN and USMC had been the only real world users of many of these types. Initially, I planned to convert a F3H accordingly. But with limited storage/display space at home I decided to apply the MLD idea to another smaller, but maybe even more exotic, type: the North American FJ-4B Fury, which was in 1962 recoded into AF-1E. I like the beefy Sabre cousin very much. It’s one of those aircraft that received little attention, even from model kit manufacturers. In fact, in 1:72 scale there are only vintage vacu kits or the very basic Emhar kit available. Th Emhar kit, which I used here and which is a kind donation of a fellow modeler (Thanks a lot, André!), a rather rough thing with raised panel lines and much room for improvements. As a side note, there's also a FJ-4B from Revell, but it's just a 1996 re-issue with no improvements, whatsoever. Another facet of the model: When I did legwork concerning a possible background story, I was surprised to find out that the Netherlands actually operated aircraft carriers in the 1950s, including carrier-borne, fixed-wing aircraft, even jets in the form of Hawker Sea Hawks. The real life FJ-4Bs service introduction, the naissance of NATO and the Indonesian conflict as well as the corresponding intervention of the Karel Doorman carrier all fell into a very plausible time frame – and so there’s a very good and plausible story why the MLD could actually have used the Fury fighter bomber! The Emhar kit was not modified structurally, but saw some changes in detail. These include a scratch-built cockpit with side walls, side consoles and a new ejection seat, plus a Matchbox pilot figure, a new front wheel (from a Kangnam Yak-38, I believe), plus a lot of added blade aerials and a finer pitot. The flaps were lowered, for a more lively look- Another new feature is the opened air intake, which features a central splitter - in fact a vertically placed piece of a Vicker Wellesley bomb container from Matchbox. At the rear end, the exhaust pipe was opened and lengthened internally. The six weapon hardpoints were taken from the original kit, but I did not use the four Sidewinder AAMs and the rather bulky drop tanks. So, all ordnance is new: the Bullpups come from the Hasegawa air-to-ground missile set, the drop tanks are leftover pieces from a Hobby Boss F-86. They are much more 'delicate', and make the Fury look less stout and cumbersome. The guidance pod for the Bullpups (a typical FJ-4B feature with these weapons) is a WWII drop tank, shaped with the help of benchmark pictures. Certainly not perfect, but, hey - it's just a MODEL! Painting and markings I used mid-1950ies MLD Sea Furys and Sea Hawks as a design benchmark, but this Fury is placed just into the time frame around 1960 when the MLD introduced a new 3-digit code system. Before that, a code "6-XX" with the XX somewhere in the 70 region would have been appropriate, and I actually painted the fuselage sides a bit darker so as if the old code had recently been painted over. Dutch MLD aircraft tended to keep their former users’ liveries, but in the FJ-4B’s case I thought that a light grey and white aircraft (USN style) with Dutch roundels would look a bit odd. So I settled for early NATO style with Extra Dark Sea Grey upper sides (Humbrol 123) and Sky from below (Testors 2049 from their Authentic Line). I also went for an early design style with a low waterline - early Hawker Sea Furies were painted this way, and a high waterline would probably be more typical. But in the face of potential seriosu action, who knows...? Things tend to be toned down quickly, just remember the RN Harriers during the Falkland conflict. I'll admit that the aircraft looks a bit simple and dull now, but this IMHO just adds to the plausible look of this whif. I prefer such subtleties to garish designs. The surfaces were weathered with dry-brushed lighter shades of the basic tones (mostly Humbrol 79, but also some 140 and 67, and Humbrol 90 and 166 below), including overpainted old codes in a slightly darker tone of EDSG, done with Revell 77. A light wash with black ink emphasizes edges and some details - the machine was not to look worn. The interior was painted in medium grey (Humbrol 140), the landing gear is white (Humbrol 130), and some details like the air intake rim, the edges of the landing gear covers, the flaps or the tips of the wing fences were painted in bright red (Humbrol 174), for some contrast to the overall grey upper sides. The MLD markings were puzzled together. The roundels come from an Xtradecal sheet for various Hawker Sea Furies, the '202' code comes, among others, from a Grumman Bearcat aftermarket sheet. The 'KON. MARINE' line is hand-made, letter by letter, from a TL Modellbau aftremarket sheet. Most stencils and warning sign decals come from the original decal sheet, as well as from a FJ-4 Xtradecal aftermarket sheet, from F-86 kits and the scrap box. I wanted these details to provide the color to the aircraft, so that it would not look too uniform, but still without flashy decorations and like a rather utilarian military item. finally, the model received a coat of semi-matt varnish (Tamiya Acryllic), since MLD aircraft had a pretty glossy finish. No dirt or soot stains were added - the Dutch kept their (few) shipborne aircraft very clean and tidy! So, all in all, a simple looking aircraft, but this Dutch Fury has IMHO a certain, subtle charm - probably also because it is a rather rare and unpopular aircraft, which in itself has a certain whiffy aura.
+++ DISCLAIMER +++ Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE! Canadair’s impressive CF-151 ‘Kodiak’ interceptor had a long development story, and the fact that Canada developed an indigenous high-end fighter after the demise of Avro Canada’s CF-105 ‘Arrow’ in the late 50ies was an amazing achievement. The Kodiak’s stillborn predecessor, the Avro Canada CF-105 ‘Arrow’, was a heavy interceptor aircraft, designed and built by Avro Canada as the culmination of a design study that began in 1953. Considered to be both an advanced technical and aerodynamic achievement for the Canadian aviation industry, the delta wing CF-105 held the promise of near Mach 3 speeds at altitudes likely exceeding 60,000 ft. (18,000 m), and was intended to serve as the Royal Canadian Air Force's (RCAF) primary interceptor in the 1960s and beyond. It was a very promising aircraft, but not long after the 1958 start of its flight test program, the development of the Arrow (including its Orenda Iroquois jet engines) was abruptly and controversially halted before the project review in 1959 had taken place, sparking a long and bitter political debate. UK also had interest in the Arrow, but this, too, was halted when the Government decided that the age of manned fighters had come to an end – the EE Lightning was just lucky enough to survive this decision. Anyway, this sudden end to the national interceptor project left Canada with a touchy defense gap in the vast Northern Territories. In 1961, the RCAF obtained 66 CF-101 Voodoo aircraft, one of the American designs the RCAF originally rejected, to serve in the role originally intended for the Avro Arrow. But this was only seen as a stopgap solution – what was needed was a missile-equipped long range interceptor with excellent range, loiter time and the ability to make prolonged dashes at high speed. A true dogfight capability was not required, since it was expected that the targets would be heavy bombers, coming in at high altitudes and subsonic speed. With the technical advances in the late 60ies, variable geometry aircraft became a promising solution to combine these requirements in a single airframe. Canadair (at that time heavily linked with General Dynamics in the USA) started in 1962 a design study for a heavy swing wing interceptor for the RCAF, which would replace the Voodoos in the 70ies. This was surely driven by the multi-purpose F-111 development for both USAF and USN at that era, but the Canadian aircraft would be a completely new design, tailored to the local needs and with an indigenous weapon system. The project received the internal code of CL-151 and was an impressive, if not elegant aircraft: with its low-set wings and the tandem cockpit for pilot and system operator it differed greatly from the F-111. Most fuel was carried in the fuselage, between the air intake ducts and the fixed wing roots. Only the outer wing parts were moveable – a much simpler construction than the F-111. The main weapons, exclusively missiles, were carried semi-recessed under the fuselage, even though pylons under the fixed wing parts, just outside of the landing gear wells, could carry drop tanks. Additional smaller hardpoints on the inner wings' leading egdes could carry up to two Sidewinder AAMs each for short range combat and self-defense. An internal gun was not mounted, even though external SUU-23 gun pods were an option. Unique features of the CL-151 were its ability to take-off and land on semi-prepared airstrips (specifically, on packed snow and soggy ground), so it received a massive landing gear with low presure twin wheels on all legs, as well as an arrestor hook for forced landings. In order to fit the main landing gear into the wing roots without sacrificing too much depth in the fuselage it received tandem bogies, similar to the Swedish Saab A37 Viggen. Another novel feature was an APU, which was installed together with a heat exchanger in the fin root, so that the CL-151 could be operated with as little maintenance infrastructure as possible. Core of the CL-151 weapon system was the indigenous CMG-151 radar. This was a state-of-the-art all-weather, multi-mode X-Band pulse doppler radar system with a huge 38” dish antenna in the aircraft’s nose - light years ahead of the vintage Hughes MG-13 fire control radar of the F-102, which was also installed in the CF-101, a design of the early 50ies. Functionally the CMG-151 was very similar to the American AN/AWG-9, even though less capable. It was designed to detect bomber-sized targets at ranges exceeding 60 miles (100 km) and it featured look-down/shoot-down capabilities, making the fighter suitable to various interception tasks, e .g. against low flying tactical bombers. The CMG-151 offered a variety of air-to-air modes including long-range continuous wave velocity search, range-while-search at shorter ranges, and the first use of an airborne track-while-scan mode with the ability to track up to 16 airborne targets, display 8 of them on the cockpit displays, and launch against 4 of them at the same time. This function was originally designed to allow the CL-151 to shoot down formations of bombers at long range. The CMG was also coupled with an infrared sighting and tracking (IRST) under the aircraft's nose, which offered with a fire control system enhancement against hostile ECM. This feature was incororated in parallel to "Project Bold Journey", which was an CAF F-101B upgrade programm, running from 1963-66. There was also a projected, corresponding long-range missile, the AIM-151 ‘Swan’. This was a derivate of the US-American Bendix AAM-N-10 ‘Eagle’, which had been developed for the US Navy’s fruitless ‘Missileer’ program. During its development, the capabilities of the new missile grew tremendously. Growing ever larger, the missile's range was extended to 100 miles (160 km), using an Aerojet-General XM59 solid-fuel motor. Since this would be beyond the range of effective semi-active homing, a new active-radar terminal seeker was added to the missile. But things got more and more complicated, and in the end the AIM-151 was cancelled in 1966. Nevertheless, the CL-151 needed a guided weapon to fulfil its task - and the aircraft' armament were also an important political decision, since the CF-101’s unguided, nuclear AIR-2A ‘Genie’ missiles had been a constant issue of debate and controversy. In the end, and as a cost-effective compromise, an updated version of the AIM-7E 'Sparrow' was bought, the AIM-7EC. This version was optimized for a longer range (50ml/80km) and equipped with better avionics, making it comparable to the British Sky Flash AAM. Four of these weapons could be carried under the fuselage, and up to four more could be mounted on the wing hardpoints. Overall, the CL-151 system was a very ambitious and prestigious project – just like the failed CH-105 before. It was not before 3rd of April 1968 until the first prototype made its maiden flight in Montreal. The aircraft’s all light-grey livery and sheer, massive size earned it the nicknames ‘Moby Dick’ and "Grey Goose'. Officially, with its service introduction in November 1969 as CF-151A, the aircraft was christened ‘Kodiak’. The Kodiak proved to be THE interceptor Canada had long been searching for – but it was costly, could have achieved more and fell victim to ever new political controversy, so that effectively only 43 airframes (two prototypes, one static test airframe, five pre-series aircraft and finally 35 serial aircraft) were eventually built at slow pace until 1973. There had been hopes to find foreign customers for the CF-151, but potential users of sucha specialized, complex and simply large aircraft limited the circle of potential users. Great Britain was already settled on the Tornado ADV and Sweden, as a neutral country, preferred a national solution which would lead to the JA37 Jaktviggen and later to the JAS 39 Gripen. So, the CAF would be the only user of the Kodiak, and all machines, except for the three initial development airframes, were allocated to various interceptor squadrons and served alongside the ageing CF-101 Voodoos, primarily in long-range patrol duties in Canada's far north. Time did not stand still, though, and technology developed in a fast pace: through the 1970s, the increasing obsolescence of the CAF’s CF-101 and the CF-104 led the CAF to plans for their joint replacement by a single type. This respective ‘New Fighter Aircraft’ program was launched in 1977 with the intention of finding a replacement for the CF-5, CF-104 Starfighter and CF-101 Voodoo. An updated Kodiak as well as Grumman F-14 Tomcat, F-15 Eagle, F-16 Falcon, McDonnell Douglas F/A-18 Hornet, Panavia Tornado and the Dassault Mirage F1 (later replaced by the Mirage 2000) were all considered and evaluated as potential replacements. Cost considerations eventually reduced the choice to the F-16 and F-18, and the F-18 ultimately prevailed, likely because of the additional safety of twin engines when flying in remote areas. The decision for the (C)F-18 was announced on 10 April 1980. This was the end of the CF-151A, just after one decade of successful service. Ironically, the CF-101s, which the CF-151 had been supposed to replace, soldiered on until retirement in the 1980s. When these had been replaced with McDonnell Douglas CF-18 Hornet fighters, the death knell for the big and complex Kodiak rang, too. The CF-151 was quickly becoming outdated and an aircraft of very limited use, despite its formidable capabilities as a heavy interceptor. But potential war scenarios had changed, and economical as well as political developments could not justify the expensive (and small) Kodiak fleet anymore. Consequently, the last CAF CF-151 flight took place on August 18th 2000, when the last indigenous Canadian fighter type was replaced by CF-18s, too. Canadair CF-151A general characteristics Crew: 2 Length: 21.2 m (69 ft 10 in) Wingspan: spread (20° sweep): 17.14 m (66 ft 3 in); swept (65° sweep): 11,65 m (38 ft 3 in) Height: 5.55 m (18 ft 2 in) Empty weight: 47,200 lb (21,400 kg) Loaded weight: 82,800 lb (37,600 kg) Max. takeoff weight: 100,000 lb (45,300 kg) Powerplant: 2× GE TF30-P-3 turbofan jet engines, rated at 12,000 lbf (53 kN) dry and 18,500 lbf (82 kN) at full afterburner Performance: Maximum speed: Mach 2.5 (1,650 mph, 2,655 km/h) at altitude and in clean configuration Combat radius: 1,330 mi (1,160 nmi, 2,140 km) Ferry range: 4,200 mi (3,700 nmi, 6,760 km) Service ceiling: 66,000 ft (20,100 m) Rate of climb: 25,890 ft/min (131.5 m/s) Armament: 4× AIM-7E3 'Sparrow' medium-/long-range AAMs, semi-recessed under the fuselage 4× AIM-9M 'Sidewinder' short range AAMs on wing hardpoints 2× drop tanks under the outer fixed wings Theoretical external ordnance of up to 15.200lb (6.900kg) The kit and its assembly A bold and weird project. It all started when I was pondering the idea of a whiffy, large VG fighter in the class of a F-4 or MiG-25. While reading book about OKB Tupolev, when I realized that the Tu-22M had pretty fighter-like lines, even for a bomber. Some math revealed that reducing the aircraft by 50% in any dimension would yield a proper airframe, and so I started out searching for a 1:144 kit which would be turned into a fine 1:72 interceptor! Strangely, respective kits are rare and expensive. The Dragon kit is 1st choice, but I found a re-boxed Dragon kit from 1985 under the obscure “New Craft” label (supposed to come from Japan) in North Carolina, only for US$12. Its fuselage and wings would be taken 1:1. Three areas needed modification/donations, though. One issue is the tail fin. The Tu-22M’s fin, with its broad root section and the tail barbette, would not look good on a 1:72 kit, so it was completely replaced with a fin from a Panavia Tornado (Italeri). On the other end of the kit, I decided to implant a new front with a tandem cockpit. At first I just wanted to cut open the fuselage’s upper side, implant some seats and cover it with a TF-104 canopy, but I discarded it as impractical. Additionally, too much of the Tu-22M’s silhouette would be left. As a surprising solution I found that the forward fuselage from a Su-15 (I had fuselage parts from a PM single-seated version still in the scrap box from my Ha-410 project) could be easily transplanted onto the Tu-22M fuselage, just in front of the air intakes! Dimensions and shape fit VERY well, and since the PM kit is cheap and widely available I ordered a NiB Su-15UM (a two-seater) from PM as a donation kit, for just US$8, instead of fighting with the single-seater. The rest were rather minor modifications: the cockpit interior was built from scratch, with dashboards from a Tornado IDS, two IAI Kfir ejection seats and side consoles made from styrene strips. Nothing fancy, but the PM kit is totally bleak... Externally, the fairing for the 1:144 AS-6 ‘Kingfisher’ missile was closed (with a piece of styrene, cut to size), jet nozzles from a Tornado IDS added (drilled open and simply glued onto the Tu-22M nozzles), and a spine implanted between the canopy and the fin. The landing gear is also completely new: the front wheel comes from a F-18 (reversed, though), the tandem bogies for the main landing gear are leftover pieces from a VEB Plasticart Tu-20/95 bomber kit, placed on struts from a F-117 kit and fitted with wheels which actually belong to the dolly in a Amodel X-20M missile kit. The missiles are leftover pieces from a wrecked Italeri Tornado F.3. The drop tanks belong to a Revell F-16 - I originally wanted to use even bigger ones, from a vintage "box-scale" F-100 from Revell, but these proved to be to bulbous: they'd contact the landing gear. Painting and markings While a lot of Soviet design went into this aircraft, the idea of a Canadian alternative/successor to the F-101 and CF-105 prevailed. Additionally, I also organized a complete marking set for CAF CF-101s (from Wintervalley in Canada), so that authentic markings could be applied. While it sounds a bit boring, the simple, all-grey livery of CAF interceptors suits the Kodiak’s elegant lines well. Hence, the whole aircraft was painted in glossy FS16515 (Testors 2039), with a black radome and a blue fin rudder with three black stripes (a 409 Squadron marking) – very simple. In order to emphasize details and pint out panel lines the model received a wash with thin black ink, as well as some dry-painting with lighter shades of grey on the upper surfaces. Canadian aircraft look rather tidy, so a thorough weathering or true worn look was not intended. Cockpit interior was painted in medium grey (Humbrol 140), the landing gear as well as the air intakes in white (Humbrol 130). The landing gear interior was painted white, too, everything was kept rather simple. Additionally, some weathering and stains were added with dry-brushed shades of grey. As mentioned before, all markings come from an aftermarket decal sheet from Wintervalley Model Products from Canada (now Canuck Models). Great stuff - if you search for authentic and high quality markings for ‘something Canadian’, look there! Finally, everything was sealed under a coat of Tamiya Semi Gloss acryllic varnish, just the glare shield in front of the cockpit became totally matt. What should I say? An idea that lingered for months finally became hardware, and it is a big and impressive bird. Surely, with the real CF-105 background, this model has a melancholic touch... Who knows what might have been if the CF-105 had not been axed in the late 50ies...? Maybe the Kodiak! ^^
