David,
You hit the nail on the head…many people were employed as a result of the ADV. The GR1/4 was a superb aircraft – optimised for its low level interdiction role, though the central european mission did leave it a little short on legs compared to, say, the F111. The F3 on the other hand was a massively compromised fighter that arrived without a functioning radar, no auto wing sweep and a severely curtailed operating ceiling compared to the Lightning/F4 (even Hawk….). At the very end of its service life the F3 finally had a credible capability with ASRAAM/AMRAAM (though not a perfect integration…) but still suffered from a sub-optimal airframe. It was very fast at low level…but then it was designed as a low level bomber. Fighting an F3 after fighting a Typhoon was always a bit of an anti-climax…Yes it was wrapped up in Al Yamamah, but the Saudis bought F15Cs too. As a bomber killer the F3 served a purpose and, on its day, with JTIDS/AMRAAM/ASRAAM could spring a surprise, but it was never a ‘pure’ fighter and the F14 would have fulfilled the requirement better (albeit we’d have struggled with the TF30 engine too….).

No, the Brits would have simply substituted the Spey (both were early 1960s engines).

The Spey was slightly smaller than the TF30 and had similar airflow requirements and identical thrust (the F-14’s TF30-412 compared to the Phantom FG.1’s Spey Mk.201), so there would be no repeat of the Phantom fiasco.

TF30-412: thrust 12,350 lb (20,900 lb reheat), weight 3,969 lb, length 125” engine/235.5” with tailpipe & reheat module, diameter 42.06” (50.90” over reheat module), SFC .63/2.78 in reheat, Airflow: ~240 lb/sec

Spey Mk.201: thrust 12,250 lb (20,515 lb reheat), weight 4,093 lb, length 205” with tailpipe & reheat module, diameter 37.5” (44” over reheat module), SFC .63/1.95 in reheat, Airflow: 210 lb/sec

Of course, they could fit reheat to the RR/Allison TF41 (improved Spey) of the A-7D/E, which would give 15,000 lb thrust dry and likely ~24,000-25,000 lb with reheat.

The USA did offer the Australians some very inexpensive (if not free) B-47s to fulfill their long range bomber mission n the early 60s (they were worried about Sukarno in Indonesia) but I think the Aussies thought they were too old.

It was an optional side offer with the F-111 deal… the B-47s were to immediately replace the RAAF’s Canberras, and would be returned when the RAAF accepted their F-111s. The Australian government wisely decided to just run the Canberras on a bit longer (and then borrowed some F-4s when the F-111s were delayed for 5 years).

I’ve seen desk models of B-58 with RAAF markings but I don’t now if it was a really serious offer.

It was a tentative attempt to keep Australia from holding a competition for their Canberra replacement.

From http://www.joebaugher.com/usaf_bombers/b58_11.html

Probably due to its high cost and complexity, the B-58 was never exported to any foreign air forces. However, in 1959-60, there was an attempt to sell a stripped version of the B-58 to the Royal Australian Air Force. The RAAF B-58 was to have had the ability to carry conventional iron bombs on special wing root-mounted pylons. In the event, the RAAF was not very interested, and the project was dropped before any serious discussions could begin.

http://www.joebaugher.com/usaf_bombers/b58.html

Note that those pylons are present on the B-58 in the Strategic Air & Space museum (home of one of the Vulcans held by the USAF).

Here are a couple of photos I took on 31 March 2011 (the first was without flash, and my cheap camera didn’t like their lighting… I have a much better one now):

CH-46E conducts final flights

“What you’re seeing here today is the last CH-46 flight in Okinawa and in the Pacific,” said Brig. Gen. Steven R. Rudder, commanding general of the 1st Marine Aircraft Wing, III Marine Expeditionary Force.

Read more: http://www.dvidshub.net/news/114469/ch-46e-conducts-final-flights#.UkrPWdLTw8l#ixzz2gQpEJh1u

All the USMC CH-46E squadrons left are in the US & Atlantic.

Over 3/4 of the USMC’s former CH-46E squadrons have now received MV-22Bs.

HS748’s what? Cockpit?

Or did they mean more than one HS748?

Hint: the plural case has no apostrophe, they used the singular possessive case.

Or me.

No, the Japanese Constitution says no such thing.

The “no military exports” is a governmental policy, with support from laws that are NOT part of the Constitution.

Here is a link to the complete text of the Japanese Constitution, for you to read for yourselves, so you won’t embarrass yourselves again:
http://www.kantei.go.jp/foreign/constitution_and_government_of_japan/constitution_e.html

Or later in the Korean War (1952-53) when a detachment from VW-1, a squadron of PB-1Ws (USN B-17s with the AN/APG-20 air-search radar*), deployed to Korea to provide AEW coverage.

http://steeljawscribe.blogspot.com/2007/02/history-of-aew-project-cadillac-ii-part_27.html

http://vw1assoc.tripod.com/vw1aircraft_pb1w.html

* also used in the Avenger, Skyraider, Gannet, and Shackleton.

I have read differing accounts of that 1947 decision…

Depending on the sources, Metrovick either left the aircraft engine business on their own to concentrate on steam turbines, or were forced from the market by the Ministry of Supply.
Either way, Metrovick continued development of naval GTs, producing the G.6 for the RN’s County class DDGs and Tribal class FFs, and the Italian San Goirgio class Destroyers (D 562/563 refitted) & Alpino (F 580/581) class Frigates.

Metrovick’s aircraft engine design team was quickly snapped up by Armstrong Siddeley. Although Armstrong Siddeley already had a turbine development of their own, the ASX, they were primarily focused on turboprops and the Metrovick team was a welcome addition. Work on the F.9 continued, now renamed the ASSa.6.