Shipbucket

WIP:

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kike-92

Nooo!!!!
Looks good, but please at least make Texas an independent country and not a part of Mexico!

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Salide - Denton - The Interrealms

I am not very active on the forums anymore, but work is still being done on my AUs. Visit the Salidan Altiverse Page on the SB Wiki for more information. All current work is being done on Google Docs.
If anyone wishes for their nations to interact with the countries of the Salidan Altiverse, please send me a PM, after which we can further discuss through email.

Thanks ezgo, this is another piece of the map im working on the remaining parts, when they are ready the entire map will be posted.

This aircraft are part of this AU.

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kike-92

BAC-VeneAvia BR-1A - FAV

Aware of the changing operational environment, the Ministry of Defense started work in 1955, attempting to define a new light bomber to replace the B-48. The requirements were eventually made official in October 1957 with the Requisito Operacional 101 (RO.101), which was issued to the main Venezuelan aircraft manufacturers in May 1958. This requirement was exceptionally ambitious for the technology of the day, requiring a supersonic all-weather aircraft that could deliver nuclear weapons over a long range, operate at high level at Mach 2+ or low level at Mach 1.2.

Across the Atlantic the Royal Air Force had presented a similar requirement under the name GOR.339 with the intention to replace the Canberra bomber. But due to its complexity and cost it was facing considerable resistance from politicians but also from the Royal Navy which wanted the Air Force to adopt the Blackburn Buccaneer. Despite resistance work on GOR.339 continued, with a deadline for submissions on 31 January 1958. The Ministry was particularly impressed with the Vickers submission, which included not only the aircraft design, but a "total systems concept" outlining all the avionics, support facilities and logistics needed to maintain the aircraft in the field. Official opinions of English Electric's management found it decidedly lacking in comparison to Vickers, but the combination of the two was felt by officialdom to be a useful marriage and accordingly the development contract was awarded to Vickers, with English Electric as sub-contractor.

Throughout 1959, English Electric (EE) and Vickers worked on combining the best of both designs in order to put forward a joint design with a view to having an aircraft flying by 1963, while also working on merging the companies under the umbrella of the British Aircraft Corporation (along with Bristol Aircraft). But By the 1960s, the United States military was developing the swing-wing F-111 project as a follow-on to the Republic F-105 Thunderchief, a fast low-level fighter-bomber designed in the 1950s with an internal bay for a nuclear weapon and although there had been some interest in the TSR-2 from Australia for the Royal Australian Air Force (RAAF), the RAAF chose to buy the F-111 in 1963 instead, leaving the project in the brink of cancellation.

But in 1964 just after the TSR.2 as it was now known made its first flight the Venezuelan Air Force became interested in the aircraft and saw it as the perfect replacement for the subsonic B-48, talks between the British and Venezuelan governments started in October for the acquisition of 150 airframes to be manufactured in Venezuela, and in order to prevent the projects cancellation the Venezuelan government agreed to fund part of the project and this together with the large number of aircraft ordered by the Venezuelan Air Force helped reduce the unit price.

Assembly of the Venezuelan TSR.2’s now called BR-1 Trueno began in late 1968 with the first aircraft entering service with the Venezuelan Air Force in late 1971 after all the states tests had been passed and all the technical problems had been solved.

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kike-92

Nice to see another what if TSR.2 after my Marineflieger and Swedish.

Thanks odysseus, i really like this aircraft in fact i am planning to make other paint schemes and maybe other variants.

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kike-92

One thing remains, to change the timeline above to keep up wih Hood original designs. Look carefully to his What If British Aircraft thread.

The aircraft seem to enter service in 1969 in RAF according to thread above, I think your timeline needs moving one or two years ahead.

For what if variants, I have posted also Indian Air Force and Imperial Iranian Air Force. Somewhere in my computer I have also Aussie variants.

Maybe production of the Venezuelan aircraft could start in late 1968 while the TSR.2 is getting ready to enter service with the RAF in 1969 and the first Venezuelan TSR makes its first flight in early 1970 and they enter service in 1971 with full production starting the same year.

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kike-92

This is better, somewhere close I think it for Australia.

Avro Canada - CF-106 Lance Mk.1



The Avro Canada CF-106 Lance is a variable-geometry fighter aircraft, designed by the Avro Canada in the Canada. It is considered to belong to the Canadian third-generation jet fighter category. Development began as early as 1959 when the Avro design team realized the Arrow would only be capable of performing very limited roles such as interception and reconnaissance and I wouldn’t be long before the RCAF asked for a more versatile aircraft to complement the Arrow.

The CF-106's predecessor, the CF-105, was fast but limited in its operational capabilities by its large size, narrow role and lack of maneuverability. The CF-106 was to be a smaller, more versatile machine designed to remedy these deficiencies, and match other aircraft like the F-4 Phantom. The new fighter was to feature improved sensors and weapon system capable of firing beyond-visual-range (BVR) missiles and also ground attack weapons.

A major design consideration was take-off and landing performance. The CF-105 with its large delta wing required very long runways which restricted their tactical usefulness. The RCAF demanded the new aircraft have a much shorter take-off run. Low-level speed and handling was also to be improved over the CF-105. This led Avro to consider lift jets, to provide an additional lift component, and variable-geometry wings designs.

The order to start series production of the CF-106 was given in December 1963. The first production CF-106 took to the air on 11 May 1965. The General Dynamics F-111 and McDonnell Douglas F-4 Phantom II were the main Western influences on the CF-106. The Canadians, however, wanted a much lighter fighter to maximize agility. Both the F-111 and the F-4 were designed as fighters, but the heavy weight and inherent stability of the F-111 turned it into a long-range interdictor and kept it out of the fighter role and the Phantom suffered considerable stability problems. The CF-106’s designers kept the CF-106 lighter than the F-4 and agile enough to dogfight with enemy fighters.

Specifications

General characteristics

Crew: One or two
Length: 16.59 m
Wingspan: 15.40
Height: 5.30 m
Empty weight: 10,500 kg
Loaded weight: 16,700 kg
Max. takeoff weight: 19,000 kg
Powerplant: 2 × Orenda Iroquois Mk.3 afterburning turbojet, (11,800 lbf / 16,700 lbf)

Performance

Maximum speed: Mach 2.32, 2,445 km/h at altitude; Mach 1.14, 1,350 km/h at sea level (1,553 mph / 840 mph)
Range: 1,570 km with six AAMs combat, 3850 km ferry
Service ceiling: 18,500 m (60,696 ft)

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kike-92