New Requests for Profiles as of May 18 2024

No worries Rusel, I'll add more Bos along with the Dorniers and HFBs to the request.

More VSTOLs, this time of the Do 231 variety.

Thanks for that, thought that might be Egypt, but wasn't sure.  I'm too use to reffering to East Germany as the DDR.

Most exllnt
I’m especially taken by the version with a combo of Pegs n turbofans?!
Tho I’d assume one would need both mountings to have Pegs to have any sort of reasonable vtol effect for that sized beastie

Edit “taken with how they turned out” kinda Arnie backing up Bruce, sorta image. So yep I luv the combo look indeed, so thems be the definite for the run with a few double Pegs Vs to test
2x23k Pegs ~44-46k about same range for 1x22 of 42-50ish?

Thanks, John!

The start of a big run for Rusel in this update with RAAF CF-105s. First up, a couple of early variants

In addition, a potted history of the type in RAAF service:

The Avro Canada CF-105 Arrow in RAAF Service

In 1961, two years after the CF-105 had been accepted into RCAF service, the Australian government of the day approached their Canadian counterparts with a view to evaluating the Canadian design for RAAF service.

Over a three month period, CF-105s were flown by RAAF pilots in Canada, then the test unit packed up and was shipped in its entirety to Australia, arriving at RAAF Amberly airbase in December of 1961.

The Australian government negotiated an agreement where Hawker-DeHavilland Australia would manufacture the type under licence for RAAF service along with any potential contracts for other buyers within the South Pacific.

The first Squadron, No 3 Sqn, took delivery of its new Arrows in 1964 after returning from Malaysia earlier that year, leaving their CA-27 Sabres for the RMAF.

By 1965, No 80 Squadron had reformed on the type also being tasked with the air defence role, predominantly stationed in the north of Australia at RAAF Tindal.

Both of these squadrons operated the initial variant of the Arrow also in service with the RCAF, known to the Canadians as the Arrow Mk 2 and designated the CF-105 Arrow in RAAF service.

Meanwhile, HDH Australia had been refining the design of the type for Australian service and by late 1966, the first CF-105A Arrow had undergone flight trials with ARDU’s main operations flight at RAAF Laverton in Victoria.

The CF-105A differed from it’s Canadian parent with the replacement of the heavy metal canopy by a clear perspex type along with replacing the Orenda Iroquois engines with DeHavilland Gyron units, the Canadian engines proving troublesome in RAAF service. Additionally, the type’s main undercarriage had been redesigned to allow two wing pylons to be placed at the point of the dogtooth leading edge, allowing large 1500lt drop tanks to be carried, significantly increasing the big jet’s endurance and operational range. Adding to this, a fixed IFR probe could also be fitted, further increasing the type’s operational flexibility.

The CF-105A entered service with No 82 Squadron in early 1967, tasked with defence of the eastern Australian seaboard, operating out of RAAF Williamtown in NSW.

By 1968, with three squadrons operating variants of the type, the big Canadian machine was proving exceedingly popular in RAAF service, with a posting to one of the squadrons being considered quite a feather in the cap amongst the pilots of the RAAF’s fighter community.

The success of the initial conversion led to the second purely Australian production variant, the CF-105B. This type really began to showcase the adaptability of the design to roles beyond that of bomber defence and once its initial trials were passed, were produced for all three Arrow squadrons along with new units to operate the type.

One of the most significant changes in the design was the replacement of the central weapon ‘module’ that saw this unit and it’s AAM trapezes replaced with a large fuel tank and a pair of 30mm cannon. The wing pylons of the -105A were added to by a smaller pair of pylons outboard of these capable of carrying the much more effective AIM-9 Sidewinder. In addition, the larger pylons could carry a wider variety of stores including AIM-7F Sparrows, AGM-12B Bullpup ASMs and FR.20 ‘buddy’ refuelling pods.

No 30 Squadron was the first of the squadrons to stand up on the type that were not original Arrow operators. With their radar systems configured for an air-to-ground role and carrying AGM-12Bs, the CF-105Bs of the squadron along with those of No 31 Squadron were tasked with long-range interdiction missions including over-water strike capability, with No 30 flying out of RAAF Amberley in Queensland and No 31 joining No 80 Squadron at RAAF Tindall. All squadrons were issued with the FR.20 pods, allowing ad-hoc tanker missions to be flown regardless of the squadrons’ operational roles.

In late 1975, the penultimate variant of the type was produced, the CF-105C. Changes to the type were a new nose and radar system, along with an IRST. Weapons included the new AIM-9L and AIM-7M or Skyflash with the AIM-9L also present on new ‘shoulder’ pylons attached to the main inner wing pylons in addition to the outboard ones. Strike stores included the Martel missile in both AJ.168 & AS.37 versions.

Two other sub-variants were produced, the CF-105C(K), a tanker variant and the CF-105C(R), a dedicated reconnaissance machine. The CF-105C(K) used a new weapons bay pallet that saw the internal cannon & large fuel tank replaced by a smaller fuel tank and HDU system, whilst the CF-105C(R) deleted the internal cannons and saw the new nose replaced by another nose with a smaller ground-mapping system along with a battery of cameras. Squadrons standing up on the type were No 6 Sqn at Amberley with the recon machine whilst No 99 Sqn at RAAF Richmond flew the dedicated tanker variant.

The final variant produced initially in 1978 was the CF-105D. This was powered by Rolls-Royce Olympus engines, had a new canopy fitted and a new nose with a large multi-role radar and IRST. In addition, the previous fixed IFR probe was replaced by a smaller retractable system.

New weapons for this last type included the AIM-54 Phoenix LRAAM which could be carried on four dedicated pylons along with the British Sea Eagle anti-ship missile later in the type’s service along with the weapons previously cleared for the -105C.

In addition, the ‘buddy’ refuelling pod was issued to units flying this latest type and a new reconnaissance pallet was developed replacing the internal gun and fuel tank without needing to change the aircraft’s nose, these aircraft designated the CF-105D(R) replacing the older CF-105C(R)s of No 6 Sqn, with the older recon machines being refitted as -105C(K) tanker machines as attrition replacements.

More variations on the CF-105 in this update.

Quite so.

More Arrows, this time the penultimate variant of the type with the final design tomorrow.

No idea, it's off an F-101B

Haven't seen either IRL, but there's noticeable differences betwixt the two.

Now we’re getting what looks like Phantom noses on the Arrow airframe. Nice work, John.

Fast approaches the end of the month.

Thus it is time for my second request of the month.


General Aircraft Pt.2





GAL.39

Type: carrier-borne general purpose aircraft
Powerplants: two 500 hp Bristol Aquila engines
Date: 1938
Number built: none

This twin-engine Torpedo-Bomber-Reconnaissance-etc. project was designed to Spec. S.30/37 in two variants: the GAL.39A with a 50-foot span, and the GAL.39B, with moveable outer wings (perhaps for dive bombing) and a 44' 9" span. A tricycle undercarriage was required by the January 1938 specification, as well as provision for a floatplane version. Neither the GAL.39 nor the competing Blackburn B.22 resulted in any order.





GAL.40

Type: four-engined transport
Powerplants: four 1050 hp Rolls-Royce Merlin engines (GAL.40A), four 1175 hp Bristol Hercules engines (GAL.40B)
Date: 1938
Number built: none

This design, which featured a pressure cabin and tricycle undercarriage, was submitted to Spec. 15/38 which asked for a long-range, 10- to 30-seat landplane airliner, and was drafted in two variants, GAL.40A and GAL.40B, which differed in the choice of engine types. Four companies responded to the tender, but none of the aircraft was produced, though the Fairey F.C.1 went as far as the full-scale mockup stage before cancellation of the program in October 1939.





GAL.41

Type: twin-engined research aircraft
Powerplants: two 95 hp Pobjoy Niagara III engines
Date: 1938
First flight: 11 May 1939

This experimental prototype was meant for pressure cabin tests with the view to develop the full-sized GAL.40 stratosphere airliner. It was based on the Monospar ST-25 Universal with a completely new forward fuselage integrating a pressure vessel that contained two seats. A 27 hp motor car engine (a Douglas Sprite modified by Aero Engine) was fitted with a supercharger fan to provide pressurization air, was mounted in the extreme nose, maintaining sea-level pressure up to 15,000 ft, with a progressive rate of production above this height. The GAL.41 became the first British airplane to fly with a pressurized cabin.


Number built: 1 [T45=T-0222]

Specifications
Length: 26 ft 4 in
Wing span: 40 ft 2 in

Performance
Cruising speed: 110 mph
Endurance: 3.5 hr





C-W "Swan"

Type: twin-engine transport
Powerplants: two de Havilland Gipsy Six inline engines (see below)
Dates: 1936 (early C-W design), 1937 (redesign), 1938 (General Aircraft takeover)

The C-W Swan was an advanced design for a small size passenger transport. Initially envisaged as a light transport with boom-like rear fuselage to be powered by two Villiers-Hay engines, the Swan was completely redesigned. With its sturdy appearance, its twin tail and streamlined fuselage, the new Swan echoed American types such as Lockheed's Electra Jr. and Hudson transports. Power was to be provided by a choice of two de Havilland Gipsy Six variants, with the American Wright Whirlwind and Pratt & Whitney Wasp Junior considered for the more powerful versions. In fact, the latter was to equip the planned prototype (already registered as G-AERO, no less!), but all work on the Swan was halted when the company was closed in 1938.

When General Aircraft took over the assets of the bankrupt C-W Aircraft, the Swan design was also part of the package. However, there is no evidence that the company ever considered to produce the type. Actually, the fact that it did not receive a "GAL." number seems to indicate that the project was shelved for good and that only the Cygnet was seen as potentially marketable for the company — which is kind of a shame considering the fact that the whole Monospar family was nearing the end of its production and General Aircraft would have benefitted from a modern small transport to replace it.


Number built: none [registration G-AERO reserved]


Figures below are given for (1) the de Havilland Gipsy Six I, (2) the de Havilland Gipsy Six II, and (3) the Wright Whirlwind or P&W Wasp Jr.

Specifications
Span: 46 ft
Length: 36 ft
Height: 10 ft
Empty weight: 3460 lb (1), 3660 lb (2), 4460 lb (3)
Loaded weight: 5800 lb (1), 6000 lb (2), 7000 lb (3)

Performance
Maximum speed: 190 mph (1), 205 mph (2), 250 mph (3)
Cruising speed: 165 mph (1), 175 mph (2), 225 mph (3)
Cruising range: 660 miles, 700 miles (2,3)
Rate of climb: 900 ft/min (1), 1000 ft/min (2), 1500 ft/min (3)





GAL.46

Type: high-altitude pressurized fighter
Powerplants: two 1270 hp Rolls-Royce Merlin engines
Date: 1940
Number built: none

This was a single-seat high-altitude fighter project submitted to Spec. F.4/40 (Operational Requirement OR.81). It was to be pressurized and featured a tricycle undercarriage with twin wheels on all units. Four 20-mm cannons were clustered in fairings located on either side of the cockpit area. The design lost to Westland's P.14 Welkin.





GAL.62

Unknown allocation.

It has been suggested that this might have been a medium glider design submitted to Spec. X.30/46.


As always, all comments, suggestions, hints and tip are welcome.