Bager1968So they got 1 number off by 1… Martin B-57.
Bager1968Neither of the link nor the post indicates the Drawings orginal author which is MihoshiK, one of the founders of the bucket.
Actually, the link Wanshan posted is the incorrect link… here is the link to where that drawing is on Richard’s site… and it does credit MihoshiK (drawing & credit 2/3 down the page).
Bager1968Re: Fedeykin & Swerve’s side discussion about convoys on page 1:
note, all 3 story links have been taken down by their respective sites, I include them to show where they came from
http://www.lloydslist.com…n-call-…d=1225729774221
On call Convoy requests on the rise
Justin Stares Brussels – Tuesday 4 November 2008THE European Union anti-piracy cell is already receiving five requests a day from ships looking for protection from pirates in the Gulf of Aden, writes Justin Stares in Brussels.
Shipowners were initially reluctant to join the Brussels convoys but have since changed their mind, said piracy cell chief Andres Breijo.
The convoys, led by two French frigates and overseen by a Spanish reconnaissance aircraft, began offering transits to commercial shipping last month and have already been swamped by requests.
“Shipowners did not initially welcome the service because it meant adjusting their schedules and waiting for the warships to depart,” said Cap Breijo, right. “This costs money. “But since then they have changed their minds and we are now receiving five protection requests a day.”
The demand has created “asset problems” for the EU because the two frigates can only “fully” protect two ships each. Given the fortnightly sailings in each direction across the gulf, this is wholly inadequate for the 300 ships, which are in the gulf on any given day, Capt Breijo said.
But frequencies will be improved once the EU’s first armada arrives in the region in December. Separate and complementary Nato forces are also expected to take part in the convoy operation and a Russian vessel is also co-ordinating with the EU operations, Capt Breijo said.
While a frigate can only fully protect two ships, other vessels are reported to have tagged along. The French frigates have already seen off several attacks, said the EU chief, without giving details. “Other ships can stay close,” he said. “It can be a deterrent. It is better than being on the outside [of the convoy].”
Ten nations have pledged support for the EU’s first joint naval operation, scheduled to last a year.
http://www.icc-ccs.org/in…f-aden-&catid=60:news
Alert to all ships transiting the Gulf of Aden
31 October 2008The European Union (EU) has initiated a ‘Close Support Protection’ system for vessels transiting the Gulf of Aden. The French navy will be the first to offer this service.
The French Navy is able to provide protection teams onboard two merchant vessels at a time. Only two vessels will have the protection teams onboard upon request. The rest of the ships intending to follow this ‘group of protected vessels’ can do so without the protection teams onboard. The presence of the warships will deter pirates from attacking any vessels in the group. Vessels can also call the nearby warships for assistance when attacked by pirates.
In the next three months, following slots are proposed:
Point A (SW of the Gulf of Aden): 12°30N-045°00E
Point b (North of Socotra Island): 14°40N-053°00EFrom A to B:
– 28 to 29 October
– 21 to 22 November
– 25 to 26 November
– 4 to 5 December
– 22 to 23 DecemberFrom B to A:
– 30 to 31 October
– 23 to 24 November
– 27 to 28 November
– 6 to 7 December
– 24 to 25 DecemberAll rendezvous are on first day of slot at 0800 LT (A: GMT + 3, B: GMT + 4). Average speed is 14 knots.
– Technical agreement between ship-owners and French navy has to be established prior to the protection team being embarked.
– Protection is free.Civilian vessels willing to benefit from such escorts have to make contact 10 days before slot.
Enquiries regarding exact time and date of departure, please contact:
French Force commander staff for Indian Ocean Tel: (redacted) / E-mail: (redacted) This e-mail address is being protected from spambots. You need JavaScript enabled to view itPlease note: last minute changes may arise.
Ships have the option to follow the ‘group of protected vessels’ by French navy or transit via the established maritime security patrol area in the Gulf of Aden.
Masters using the Maritime Security Patrol Area (MSPA) and those following the ‘group of protected vessels’ are not relieved of their obligation and should continue to maintain a strict 24 hour lookout using all available means to get early warnings of an approaching threat. Some vessels have been attacked/hijacked in the corridor.
Masters are also reminded that all suspicious/attempted/actual attacks reported to coalition warship should also be reported to the 24-hour IMB Piracy Reporting Centre helpline:
Tel: +60 3 2031 0014
Fax: +60 3 2078 5769
Telex: MA 34199 IMBPCI
http://www.fairplay.co.uk…y.a…3000000&phrase=
French to patrol off Aden in EU scheme
Pirates might find themselves outgunnedFRENCH naval guards can now be put on merchant ships free of charge while transiting the Gulf of Aden.
French navy ships might also escort the protected ships under the close protection system initiated by the EU this weekend.
Two vessels can have guards on at any time after a request from the shipowner or operator 10 days before the transit is to take place. Ships that intend to follow the protected vessels also may do so.
A statement issued via the International Maritime Bureau said: “The presence of the warships will deter pirates from attacking any vessels in the group. Vessels can also call the nearby warships for assistance when attacked by pirates.”
Companies that wish to become protected will have to establish a ‘technical agreement’ with the French navy before any protection team is deployed.
Details can be obtained from the French Force commander staff for Indian Ocean Tel: 00 33 4 94 02 89 49 / E-mail: [email]alindien@free.fr[/email] FRENCH naval guards can now be put on merchant ships free of charge while transiting the Gulf of Aden.
Bager1968An older, and quite modestly sized example, would be the Canadian Iroquois/Tribal class. All considered, the flight deck is remarkably small, a testament to the efficacy of Beartrap haul down gear.
Designed as DDH’s to all intents and purposes – i.e their primary weapons system was their helicopter. I cant off the top of my head think of another frigate design that could embark two Sea King class helicopters.
Actually, the RCN did designate them “DDH” from the start… what they may have re-designated them as later does not change the fact that their builders considered them Destroyers.
Bager1968No, Ja… you know better than that!! Kaman did NOT walk off… they were still there until the end.
It was Litton (prime sub-contractor for the avionics system) that bailed, forcing Kaman to get a new avionics contractor.
New life for an old sprite
Sea Power, Dec 1997 by Burgess, Richard R
The SH-2G(A)s will be equipped with the Litton Guidance & Control Systems-built Integrated Avionics System (ITAS), a “glass cockpit” that, according to Kaman officials, will make the SH-2G(A) the “most sophisticated, most integrated rotary-wing platform flying.”
Northrop Grumman Receives Integrated Tactical Avionics Development Contract for Royal Australian Navy Helicopter Program
HERNDON, Va., July 29, 2002 — Northrop Grumman Corporation (NYSE:NOC) was selected by Kaman Aerospace International to develop a critical component of the Integrated Tactical Avionics System (ITAS) that will allow the Royal Australian Navy Super Seasprite SH-2G(A) helicopter to perform its multi-mission role.
The ITAS capabilities include real-time combat information management, real-time mission planning with coupled navigation, and real-time fusion of information from the SH-2G(A)’s vast sensor and communications suite. The helicopter uses advanced “glass cockpit” avionics systems, which provide information on computer displays that give crew members complete and up-to-the-moment awareness of the tactical situation.
Northrop Grumman Information Technology is responsible for design, development and acceptance testing of combat information and coupled navigation subsystem software for the color multifunction display and mission data processor. This includes a Tactical Data Management System, which correlates data from the SH-2G(A) sensors and data link contacts and processes requests and commands from the operator. A Data Link Management System controls message exchange so that the SH-2G(A) can participate in operations with the United States and other allied nations. The tactical navigation component helps navigate the helicopter, enabling the SH-2G(A) to automatically fly selected routes.
As you say, others also joined in… but note that Kaman was there all the way: this statement for example http://prnwire.com/cgi-bin/stories.pl?ACCT=104&STORY=/www/story/05-16-2006/0004362735&EDATE= of 16 May 2006, and it was with Kaman, and no other, that the Australian Government negotiated the termination of the contract.
Bager1968Hey, the RAAF’s F-111s were basically complete in 1969, when they were shrink-wrapped until the structural problems the USAF was experiencing were fixed. They were unwrapped in 1972, fixed (new main-wing carry-through boxes), and flown to Australia from the US in 1973.
Bager1968Therefore just a maybe provoking question! Why not choose an UH-72 Lakota-based design as it would offer the benefits of a common airframe, the Lakota was intruduced very quickly and without any severe probles (as far as I know !) … or once again the political battle as it’s an European based design ?
Deino
Maybe because the Lakota is specifically stated to NOT be a “Combat-rated airframe”, and is specifically RESTRICTED from operating in combat zones?
To beef it up to be combat-survivable (not fall apart at the first burst of light-arms fire) would take a complete redesign of the airframe structure… basically a new aircraft.
Bager1968And some ROC F-86s, and RAAF CAC Sabres, and USAF F-86s post-Korea.
CAC Sabre mk.32 of the RAAF:
Bager1968In the new “Flypast” Hurricane special it is said that the Hurricane destroyed more enemy aircraft than any other Allied fighter.
I hardly think the Me-109 qualifies, do you?
Note: these are claims, not confirmed:
Spitfire = ~6,800 ETO/MTO only
Non-Spit Brit claims = ~4,000 ETO only
P-38 = ~3,900 kills total world-wide
P-51 = 4,950 in ETO/MTO only
P-47 = 3,752 in ETO/MTO only
F6F = 5,000+ PTO only
F4F = 1,327 (USN/USMC only)
F4U = 2,139 total WW2
Soviet… who knows?
The Luftwaffe lost just under 1,900 aircraft during the BoB, (internal records), the RAF claimed 2,399 kills during the BoB.
Bager1968The ship in question are being replaced by the 16-DDH type, and in any case, Japan does not export military equipment, so the question is a moot point.
In any case, Japanese ship building cost are low enough so that it JMSDF can build new hulls rather than extending the lives of older ones. These steam powered destroyers represented an interesting concept, but they don’t have much of a future.
:rolleyes::rolleyes:
He was NOT asking for a “rebuild” of the existing ships, he was asking for a design for a NEW-BUILD EQUIVALENT… and not just Japanese… from ANY nation!
Your job: design a modern day equivalent ship using systems of today and tomorrow. I’m open to western/US/EU, eastern/Russian and Asian/Chinese variants.
Bager1968What makes J-10’s aerodynamics 4.5? Canards? Hardly enough, dont you think? 🙂
YES… Canard!! Not to mention specially design area to reduce radar cross section. 4th generation fighter where have this kind of features?
U don’t believe ask, Dassault or BAE.. :diablo:
http://www.airtoaircombat.com/images/viggen_lg.jpg
So would this be a 4.5 gen aircraft then?:rolleyes:
Or this?
The Curtiss-Wright XP-55 Ascender (Curtiss-Wright CW-24), was a 1940s United States prototype fighter aircraft built by Curtiss. Along with the XP-54 and XP-56, it resulted from United States Army Air Corps proposal R-40C issued on 27 November 1939 calling for unconventional aircraft designs. A highly unusual design for its time, it had a canard configuration, a rear mounted engine, swept wings and two vertical tails.
The first XP-55 (42-78845) was completed on 13 July 1943 and had the same aerodynamic configuration as the final prototype CW-24B. The aircraft made its first test flight on 19 July 1943 from the Army’s Scott Field near the Curtiss-Wright plant in St Louis, Missouri.
Bager1968A modified version of the U.S. Navy’s F4F, the Grumman Model G-36A provided the Royal Navy with its first high-performance single-seat monoplane carrier fighter. Named “Martlet I” in British service, these 81 aircraft had originally been ordered by France and were taken over by the British after France surrendered. Powered by 1,240 horsepower Wright “Cyclone” radial engines, the first “Martlets” entered service in September 1940, and achieved the first “kill” for any American-built fighter in British service on Christmas day of that year, when a German Ju-88 was forced down near Scapa Flow.
Several other versions of the design followed in 1941. The 100 “Martlet II” and 30 “Martlet III” types had 1,200 horsepower Pratt & Whitney “Twin Wasp” engines, like the American F4Fs. Most “Martlet IIs” also had folding wings. These early “Martlets” had considerable combat service, flying from shore bases and from aircraft carriers, including the pioneer escort carrier, HMS Audacity. Very maneuverable by European standards, and heavily armed, they were a serious threat to enemy aircraft.
The “Cyclone” powered Grumman F4F-4B, a type built solely for transfer to the British, became the “Martlet IV”. Like later versions of the design, these 220 planes were provided through Lend-Lease, rather than by sale, and were delivered starting in 1942. Next in the series were over 300 “Martlet Vs”, identical to the U.S. Navy’s General Motors-built FM-1, with Pratt & Whitney engines. Surviving units of these two types were redesignated “Wildcat IV” and “Wildcat V” in January 1944. There were also 340 “Wildcat VI” fighters, the equivalent to the USN’s FM-2. The first of these arrived in 1944.
The later British “Martlets” and “Wildcats” were extensively used at sea, primarily based on escort carriers though some were also carried aboard fleet carriers. In addition to anti-submarine work, teamed with “Swordfish” strike aircraft, they participated in amphibious operations in the Mediterranean and Normandy, helped make oceanic aerial reconnaissance unhealthy for the German air force and successfully competed with enemy fighters for control of the air over European shores.
More Martlet info can be found here: http://www.faqs.org/docs/air/avf6f.html
http://www.faqs.org/docs/air/avf6f.html
The Hellcat was also heavily used by the British Royal Navy’s Fleet Air Arm (FAA). A total of 252 F6F-3s were supplied beginning in March 1943. The FAA had originally wanted to call it the “Gannet F.I (Fighter Mark I)”, but by this time they were realizing that changing the names of Yank aircraft in their service caused more confusion than it was worth, and so the aircraft was simply called the “Hellcat F.I”.
Two squadrons were built up in 1943, being dispatched on the HMS EMPEROR for convoy duty late in the year, where they saw no real combat. When the EMPEROR returned to Britain in early 1944, the ship was sent north in March as part of OPERATION TUNGSTEN, the attack on the German battleship TIRPITZ in its protected Norwegian fjord. The Hellcats fought in wintry weather, taking on German Bf-109Gs and FW-190As, and claiming three kills for the loss of one of their own.
The Hellcat Is did not participate in the Normandy invasion in June 1944, but the EMPEROR did participate in the invasion of southern France in August. US Navy Hellcats also fought in that operation, flying from the “jeep” carriers KASAAN BAY and TULAGI. The Hellcats performed strikes and shot down a handful of German aircraft.
By this time, the FAA was receiving the F6F-5, with deliveries running to a total of 930. Most were “Hellcat F.II” fighters, with some unknown number fitted with four extended launch rails under each wing, for a total of eight, to carry British 27.2 kilogram (“60 pounder”) unguided rockets.
About 70 of the Hellcat IIs were 70 F6F-5N night fighters, these being given the British designation of “Hellcat NF.II”. Blackburn Aircraft also converted a number of fighters to a photo-reconnaissance standard, with three cameras in the rear fuselage. These machines were given the designation “Hellcat PR.II (Photo-Reconnaissance Mark II)” if they were unarmed and “Hellcat FR.II (Fighter-Reconnaissance Mark II)” if they retained their guns.
The FAA Hellcat IIs saw service against the Japanese beginning in August 1944, in particular operating around Malaya and the East Indies. Most of the FAA Hellcats were out of service by the end of 1945, some squadrons being immediately disbanded with the end of the war. Some Hellcat NF.IIs and PR.IIs remained in service into 1946, and a few Hellcats were retained as hacks or other second-line purposes into the early 1950s.
Bager1968I doubt there is substance to these reports.
:cool::cool::cool:
Bager1968My understanding was that at at least one point in the program, there was a revision (read toughening) of the required flight-safety standards the aircraft had to meet… which required a major re-work of the flight-control software, etc… so it was not all Kaman’s fault… hence the awarding of the aircraft to Kaman without their having to re-fund Australia for funds already paid.
Bager1968Don’t get so upset… look here:
http://www.world-nuclear.org/info/inf40.html
Nuclear Power in France
(August 2008)
* France derives over 75% of its electricity from nuclear energy. This is due to a long-standing policy based on energy security.
* France is the world’s largest net exporter of electricity due to its very low cost of generation, and gains over EUR 3 billion per year from this.
* France has been very active in developing nuclear technology. Reactors and fuel products and services are a major export.In 2006 French electricity generation was 574.5 billion kWh gross and consumption about 482 billion kWh – 6700 kWh per person. Over the last decade France has exported 60-70 billion kWh net each year and EdF expects exports to continue at 65-70 TWh/yr.
France has 59 nuclear reactors operated by Electricité de France (EdF) with total capacity of over 63 GWe, supplying over 430 billion kWh per year of electricity, 78% of the total generated there.
From being a net electricity importer through most of the 1970s, France now has steadily growing net exports of electricity, and is the world’s largest net electricity exporter, with electricity being France’s fourth largest export. (Next door is Italy, without any operating nuclear power plants. It is Europe’s largest importer of electricity, most coming ultimately from France.) The UK has also become a major customer for French electricity.
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