Shipbucket

By the mid 1960’s a requirement was identified by the Venezuelan Air Force for a jet powered strategic airlifter with a payload of 42 tonnes and a range of 5.000 km, this coincided with the RAF’s own requirement for a similar aircraft. At the time, Shorts was developing a jet powered variant of its Belfast transport, although there was interest shown from the RAF but the British government was hesitant to approve funding for the aircraft because much of its resources were already on the TSR.2. However, in 1964 with the Venezuelan Air Force ordering 150 aircraft and funding part of the development the RAF found itself able to start development of the new aircraft but it still lacked enough funding. When Venezuelan officials presented the requirements for their own strategic airlifter to the British the similarity between the two-aircraft prompted both sides to suggest the possibility of working together to save costs in the same way it was done with the TSR.2.





Development began in 1965 with VeneAvia and Shorts as the main contractors and with the Rolls Royce RB178 chosen as the power plant. The basic design was made around the Belfast’s fuselage with a new nose, wings and tail. One unusual aspect of the aircraft was that it was designed to meet both military and civil airworthiness standards, this was due to the manufacturers intentions to offer it as a civilian freighter. The Venezuelan prototype was rolled out of the VeneAvia factory at Maracaibo on 25 August 1969 and first flew on 21 December. The company and the Air Force then started an operational testing program and the delivery of 68 aircraft. On 5 September 1969, the British prototype conducted its maiden flight from Sydenham Airport, Belfast the testing program then started with the RAF expected to receive 25 airframes beginning in 1971.



The aircraft now designated T-34 Bisonte by the Venezuelan Air Force entered service in 3 March 1971 with the British variant now designated as Bison C.1 entering service on 10 March 1971. The T-34 was soon used for trans Pacific transport flights to Vietnam where the aircraft saw extensive service transporting supplies and weapons for the Vietnamese armed forces. Both VeneAvia and Shorts marketed the aircraft abroad with some success, the first foreign costumer for the aircraft was Canada, which ordered 36 for the RCAF in 1972 with the first aircraft delivered in 1974, this were designated CC-154 Bison in Canadian service.





Development of new variants continued with the first being the T-34B/Bison C.2 with uprated engines, in-flight refuelling capability and increased fuel capacity in 1974, this was later developed into the KT-34B/Bison KC.2 tanker while AWACS and Maritime patrol variants were also offered but cancelled since it was considered the aircraft didn’t have enough range and was too big for both roles. In 1974, the aircraft found three new costumers, with Brazil, Mexico and the Republic of China placing orders for 42, 36 and 58 respectively bringing the orderbook to 265 aircraft at the time.



The T-34C/Bison C.3 is a comprehensive update of the Anglo-Venezuelan airlifter, introducing an EFIS flight-deck, Fly by wire controls, new engines and other systems. Development of the new variant began primarily to offer customers a replacement for their ageing fleet of Bisons. The VAF and the RAF were unprepared to fund the development of a new Bison variant and this spurred VeneAvia and Shorts to develop an improved Bison as a private venture, aimed at both Venezuelan, British and export with the driving requirement being to keep operation and acquisition costs as low as possible. VeneAvia and Shorts (now part of Bombardier) had worked to reduce assembly costs, adopting a modular assembly process, and kept pressure on their suppliers to keep costs down.



The new airframes differ little from their predecessor, the new variant features composite flaps and leading edge surfaces, as well as other structural components but the airframe is otherwise unchanged. The aircraft has two choices of engines, the Aerotécnica TR-11A-45 and the Rolls-Royce RB211. Just like earlier variants it can be fitted with a refuelling probe and underwing air-to-air refuelling pods. Inside the Bison has simplified wiring and systems reducing acquisition and operating costs. Some of the biggest savings though come from the new two crew cockpit with two HUDS, four large multifunction displays, five monochrome displays and side sticks replacing the traditional control column.



The first of six development Bisons (three T-34Cs for the VAF and three Bison C.3s for the RAF) rolled out in September 1993. In late 1994, the VAF had ordered 50 aircraft, the UK 25 Bison C.3s to replace the remaining C.1s, and Canada 24 CC-154Cs.

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kike-92

EXCELLENT work Kike

Jolly WELL DONE my old fruit bat

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https://discord.gg/5PHq8Dk
My artwork is posted here: https://www.deviantart.com/adenandy/gallery/all

That is one very sleek looking airlifter and good engine choices too, seems a logical design overall.

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Hood's Worklist
English Electric Canberra FD
Interwar RN Capital Ships
Super-Darings
Never-Were British Aircraft

Very nice, agree with Hood also. Any specifications please?

The Jet Belfast was to be more close to C-141 Starlifter as design philosophy. Does Bison follow this philosophy or comes close to Soviet Il-76 Candid? Does it has 5,000 km range with full load of 42 tons?

Thanks for the comments guys!

@odysseus1980: The Bison is closer to the il-76 but it is slightly lighter which means that its range is somewhat greater (5.000 to 5.200 Km at 42 tons) and the fuselage is also a bit more spacious which allows to transport larger objects. The T-34C/Bison C.3 have almost double the thrust (40.000lbf) increasing capabilities significantly.

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kike-92

Impressive! Reminded me of a streamlined (and more legant) Il-76. One of your best AU works here.

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My Worklist
Sources and documentations are the most welcome.

-Koko Kyouwakoku (Republic of Koko)
-Koko's carrier-based aircrafts of WWII
-Koko Kaiun Yuso Kaisha - KoKaYu Line (Koko AU spinoff)
-Koko - Civil Aviation

Thanks BB, im now working a couple of other liveries and the tanker variant.

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kike-92

Nice drawings.

Mirage 4000 Argentine Air Force & Navy
In late 1979 Argentina entered talks with France regarding the purchase of the Mirage 4000. In February 1980, the country placed an order with Dassault for 36 single-seat Mirage 4000CAs and 12 twin-seat Mirage 2000BAs (with A standing for "Argentina") for the Air Force and 18 Mirage 4000CAs and 6 Mirage 4000BAs for the Naval Aviation. Previously, negotiations were underway for a purchase of up to 150 aircraft, which would have paved the way for joint production with Fábrica Militar de Aviones. In any case, the number of aircraft ordered was too small for such an arrangement. Argentina nevertheless had the option to produce a number of Mirage 4000s under license that was later executed due to the country's tense relationship with the United Kingdom. With the delivery of the first seven aircraft on June 1983 to the 3rd Air Interceptor Squadron, the Argentine Air Force became the second foreign user of the type. The service's early aircraft were powered by the Snecma M53-5 engine which were quickly replaced by the more-powerful M53-P2 engine. 3rd Air Interceptor Squadron formally converted to the type in January 1984; within twelve months of the first delivery, the Air Force had received all 48 aircraft ordered followed by the Navies 24 aircraft a year later. Before deliveries were completed the Air force ordered a further 24 aircraft to equip a third interceptor squadron.



In 1986, when the Falklands War broke out, the Mirage 4000 performed remarkably well during the whole conflict in the South Atlantic, especially because of the Mirages capability to carry the AM-39 Exocet anti-ship missile and its long range. Armed with Exocets, the aircraft were involved in the destruction of several enemy ships. During Operations from April–June 1986, Mirage squadrons flew over 500 sorties. Air force Mirages flew air defence and strike escort missions, while Navy Mirages conducted anti-ship missions during which they fired over 50 Exocet missiles. The capture of RAF Mount Pleasant meant the British task force could not approach the islands due to fear of being intercepted by Exocet carrying Mirages, a fear that was realized on 2 May when a flight of four Navy Mirage 4000s escorted by six air force mirages attacked the British task force 550 kilometers northeast of the islands, the aircraft fired a total of 8 missiles sinking three ships and damaging another three while the escorts shot down five CF-106s that had been scrambled from the HMS Queen Elizabeth (CVA-01). This engagement not only highlighted the Exocet effectiveness but also the Mirages superiority against the CF-106 in all aspects a trend that would not change throughout the war with the CF-106s and Buccaneers suffering heavy losses against the Mirage. The situation turned critical for the British on 15 May when the Argentine Navy launched a simultaneous attack on the British task force using aircraft from the ARA Veinticinco de Mayo and ARA Rivadavia (Ex HMS Centaur) combined with Mirages flying from the Falklands totaling 18 aircraft, the operation ended with seven British ships sunk and eight damaged among which was the aircraft carrier HMS Hermes that was incapacitated and forced to return to the Ascension islands. While the mission was successful the six aircraft including two Mirage 4000s were lost to surface to air missiles and anti-aircraft artillery.



Unable to break through the Argentine defenses and suffering devastating losses the British task force was called back to the ascension islands on 9 June in order reorganize and prepare for a second attempt at invading the islands. Due to great losses, the cost of maintaining such a large fleet in combat and lack of international support, this second attempt never happened and the British capitulated on 14 June 1986 ending the war and finally granting Argentina control over the islands. The impressive service of the Mirage 4000 in 1986 prompted Argentina to consider the acquisition of a further 48 new interceptors and 36 Mirage 4000D strike aircraft. In 1990 Dassault offered the Mirage 4000-5, a comprehensive upgrade with full multi role capabilities improved fly-by wire system and digital avionics. In 1993, the Argentine government approved upgrade for the Mirage 4000 fleet.

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kike-92

I like that scenario, nice camo in Mirage 4000. But read also a pm send about my scenario for that war.