Spino's What-If Modeling Universe

[Spino]

Photos and backstories of models I'm making as part of a shared universe to follow.

[Old Wombat]

 

[Spino]

F-107E "Sabre II", 527th TFS Operation El Dorado Canyon, 1986

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With the F-4 Phantom II being pressed into both the ground attack and fighter roles with USAF, the F-107 began to take a back seat in the air war over Vietnam, and there was talk of retiring the remainder of the fleet.  However, the replacement for the F-107 (the F-111) became bogged down in technical difficulties and cost overruns, resulting in a need for an improved tactical strike aircraft.  After an improved variant of the A-5 Vigilante was rejected by USAF brass still smarting from having the F-4 forced on them, NAA proposed an upgrade to the existing F-107 fleet.  This upgrade replaced the J-75 turbojet with an improved variant of the F401 being developed for the Convair F/A-17 Kestrel and Grumman F-14 Tomcat, added a new radar with terrain following modes, all-round improved avionics, and the ability to carry a Pave Tack targeting pod in place of the semi-conformal special store.  This upgrade was relatively inexpensive compared to the other options available to the Air Force, so some 300 remaining F-107Ds were re-manufactured to the new F-107E standard. 
The rebuilt aircraft proved to be a significant upgrade over the previous F-107 variants.  The new turbofan increased range by more than 20% while providing significantly more thrust than the old J-75, while the revolutionary new avionics allowed the single pilot to effectively manage both the aircraft and its weapons systems, even in a high-threat environment.  The adoption of this new F-107 variant resulted in a change in USAF tactical doctrine, with F-107s being based at austere airstrips close to potential hot zones.  This was primarily because even with the new engine, the F-107 simply could not match the range of the F-111.  However, with its further strengthened landing gear and top-mounted intake, the Sabre II was very well-suited to this relatively new basing strategy, and provided more quick-reaction aerial firepower to NATO than the smaller Harriers. The Pave Tack pod combined with Paveway LGBs allowed the F-107 to engage ground targets with pinpoint accuracy.  While commonly referred to as "Pave Drag" by F-4 crews who were forced to give up a weapons station to carry that pod, the F-107's belly recess that had once carried a nuclear weapon proved to be an excellent alternative; the semi-conformal mount considerably reduced the added drag of the pod and resulted in essentially no difference in the real-world top speed of the F-107 (Mach 1.3 with a typical strike load).

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F-107s were deployed from RAF Akrotiri in 1986 for Operation El Dorado Canyon, dropping precision bombs on multiple targets in Libya.  While no F-107s were directly shot down in the raid, one suffered an engine flame-out while evading an SA-6 and crashed in the Mediterranean.  F-107s also participated in Operation Desert Storm, dropping roughly 70% of the laser-guided bombs used in that conflict.  One even shot down an Iraqi MiG-23 whose pilot mistakenly took an un-escorted F-107 flight for easy pickings – the Sabre IIs had already dropped their bombs and thus were just maneuverable enough to turn the tables on the MiG and destroy it with cannon fire.  F-107s remained in service until the mid-1990s, when they were replaced with F-15E Strike Eagles.

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[Spino]

F-15X "Super Eagle"

The relatively limited production run of the F-22 caused a severe shortfall in the USAF's inventory of modern air-superiority fighters.  The F-15C fleet was starting to show its age, with the last one having been manufactured in 1985, and it was apparent that upgrading the old airframes with newer systems would only be putting a band-aid on a wound that was continuing to split open.  Therefore, the USAF issued a request for a new air superiority fighter to replace the F-15C/D fleet and augment the F-22s.  NAA/Rockwell, Boeing, and Northrop all submitted bids for the new design (LM had their hands full with the troubled F-35 program), but they were all clean-sheet designs with potentially high development costs.  McDD took a much simpler approach in the form of an upgraded F-15 based on the Advanced Eagle variants being developed for Qatar and Saudi Arabia.  Offered in both two-seat (F-15EX) and single-seat (F-15X) variants, this new aircraft would have a 20,000 hour airframe lifespan and combat systems on par with the technology found in the F-22 and F-35.  USAF opted for the single seat option to replace the F-15Cs while purchasing a smaller number of the two-seat variant to replace the F-15Ds and some of the oldest F-15Es, with the option for more aircraft to eventually replace the entire Strike Eagle fleet.  To maximize performance for the air-to-air mission, the single seat F-15X variants were fitted with F110 GE-132 engines, delivering up to 32,500 lbf thrust each in afterburner and providing kinematic performance equal to or better than the F-22 in certain situations.

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Specifications (F-15X)

    Crew: 1
    Length: 63 ft 9.6 in (19.446 m)
    Wingspan: 42 ft 9.6 in (13.045 m)
    Height: 18 ft 6 in (5.64 m)
    Wing area: 608 sq ft (56.5 m2)
    Airfoil: root: NACA 64A006.6; tip: NACA 64A203[80]
    Empty weight: 35,500 lb (16,103 kg) or 40,000 lb (18,140 kg) with CFTs
    Max takeoff weight: 81,000 lb (36,741 kg)
    Fuel capacity: 13,550 pounds (6,150 kg) internal, 35,500 pounds (16,100 kg) with 3× 600-gal external tanks and CFTs
    Powerplant: 2 × General Electric F110-GE-132 afterburning turbofan, 19,000 lbf thrust each dry, 32,500 lbf with afterburner

    Maximum speed: Mach 2.5, 1,650 mph (2,655 km/h) at high altitude
        Mach 1.2, 800 kn (921 mph; 1,482 km/h) at low altitude
    Combat range: 687 nmi (791 mi, 1,272 km)
    Ferry range: 2,100 nmi (2,400 mi, 3,900 km) with conformal fuel tanks and three external fuel tanks
    Service ceiling: 60,000 ft (18,000 m)
    g limits: +9
    Rate of climb: 67,000 ft/min (250 m/s)
    Thrust/weight: 0.97 (CFTs), 1.46 (no CFTs, 12x AAMs)

[NARSES2]

Looks good 

[Joe CalPo]

F-107E "Sabre II", 527th TFS Operation El Dorado Canyon, 1986

With the F-4 Phantom II being pressed into both the ground attack and fighter roles with USAF, the F-107 began to take a back seat in the air war over Vietnam, and there was talk of retiring the remainder of the fleet.  However, the replacement for the F-107 (the F-111) became bogged down in technical difficulties and cost overruns, resulting in a need for an improved tactical strike aircraft.  After an improved variant of the A-5 Vigilante was rejected by USAF brass still smarting from having the F-4 forced on them, NAA proposed an upgrade to the existing F-107 fleet.  This upgrade replaced the J-75 turbojet with an improved variant of the F401 being developed for the Convair F/A-17 Kestrel and Grumman F-14 Tomcat, added a new radar with terrain following modes, all-round improved avionics, and the ability to carry a Pave Tack targeting pod in place of the semi-conformal special store.  This upgrade was relatively inexpensive compared to the other options available to the Air Force, so some 300 remaining F-107Ds were re-manufactured to the new F-107E standard. 
The rebuilt aircraft proved to be a significant upgrade over the previous F-107 variants.  The new turbofan increased range by more than 20% while providing significantly more thrust than the old J-75, while the revolutionary new avionics allowed the single pilot to effectively manage both the aircraft and its weapons systems, even in a high-threat environment.  The adoption of this new F-107 variant resulted in a change in USAF tactical doctrine, with F-107s being based at austere airstrips close to potential hot zones.  This was primarily because even with the new engine, the F-107 simply could not match the range of the F-111.  However, with its further strengthened landing gear and top-mounted intake, the Sabre II was very well-suited to this relatively new basing strategy, and provided more quick-reaction aerial firepower to NATO than the smaller Harriers. The Pave Tack pod combined with Paveway LGBs allowed the F-107 to engage ground targets with pinpoint accuracy.  While commonly referred to as "Pave Drag" by F-4 crews who were forced to give up a weapons station to carry that pod, the F-107's belly recess that had once carried a nuclear weapon proved to be an excellent alternative; the semi-conformal mount considerably reduced the added drag of the pod and resulted in essentially no difference in the real-world top speed of the F-107 (Mach 1.3 with a typical strike load).

F-107s were deployed from RAF Akrotiri in 1986 for Operation El Dorado Canyon, dropping precision bombs on multiple targets in Libya.  While no F-107s were directly shot down in the raid, one suffered an engine flame-out while evading an SA-6 and crashed in the Mediterranean.  F-107s also participated in Operation Desert Storm, dropping roughly 70% of the laser-guided bombs used in that conflict.  One even shot down an Iraqi MiG-23 whose pilot mistakenly took an un-escorted F-107 flight for easy pickings – the Sabre IIs had already dropped their bombs and thus were just maneuverable enough to turn the tables on the MiG and destroy it with cannon fire.  F-107s remained in service until the mid-1990s, when they were replaced with F-15E Strike Eagles.

What hump?   

That's quite the paint job!    

[Spino]

Thanks!

[Pellson]

Love this! Keep 'em comin! 

[Spino]

A-5D Vigilante - VAH-5 Savagesons

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The end of the Vietnam conflict left the RA-5C community in a difficult position.  As a very large single-purpose aircraft that was already starting to show its age, the Vigilante was well on its way to becoming the next thing to disappear from US Navy carrier decks.  However, issues with the improved A-6 variants resulted in the need to upgrade existing aircraft to fill the gap.  The Vigilante initially seemed like a less-than-ideal candidate for upgrades, but as a fast aircraft with substantial range and payload capacity that hadn't fully been exploited, someone realized that with the right modifications it could perform a similar mission to the Air Force's failed F-111 – low-level all-weather interdiction.  The Navy therefore commissioned an NAA feasibility study to convert existing RA-5Cs to a suitable interdictor configuration.  NAA's response was the A-5C, which used the basic airframe of the RA-5C with more powerful J79-GE-10 engines, a twin vertical tail configuration to remove the need for a folding tail, targeting equipment for laser guided bombs in the recce canoe, and terrain-following-radar.  The A-5C also featured an extra pair of wing pylons just inboard of the fold; these were wired for AIM-9 Sidewinders to give a limited self-defense capability to an aircraft whose only defense up to that point had been speed.  These aircraft were now able to serve as both recon and strike aircraft, making them more relevant and worthwhile to carry on cruise once again.  But NAA was not quite done with the A-5 yet.  In the mid-1980s, NAA realized that the A-5's performance and range could be substantially improved by swapping its J79s for the new PW1120 engine developed for the IAI Lavi and improved F-4 Phantom variants.  Such a proposal might have come to nothing if it hadn't been for the Navy's interest in putting air-to-air missiles on every jet in the air wing to increase survivability against the dreaded Soviet Naval Aviation bombers and their cruise missiles.  The A-5's speed, range, and payload made it an almost ideal candidate for a secondary AAM platform, so NAA was contracted to re-engine the entire A-5C fleet and upgrade the avionics for compatibility with the AIM-152 AAAM then in development.  These aircraft continued to serve into the mid-1990s as the USN's primary long range strike aircraft, before being replaced by upgraded versions of the F-14 Tomcat.

[NARSES2]

Nice sir 

[zenrat]

 

Noice.

[Spino]

F-8S "Super Crusader"

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Issues with the adoption of the Convair Model 201 as the Navy's new lightweight fighter/strike aircraft resulted in the revival of the F-8 one final time.  Vought had pitched an improved version of the F-8H as a competitor to the Convair aircraft, and had even gotten as far as rebuilding one F-8H with an F401 engine, APG-65 radar, a revised cockpit with multifunction displays and an advanced HUD replacing many analog gauges, ALQ-100 electronic warfare system, an AAX-1 TCS under the intake, support for more modern air-to-ground weapons, and a single M61 Vulcan cannon in place of the four Mk-12s.  Designated YF-8S, this aircraft demonstrated significant improvements in both air-to-air and air-to-ground capability.  The avionics improvements particularly improved the BVR capabilities of the aircraft.  No longer did F-8 pilots have just one chance to shoot an AIM-7 in a head-on engagement – now they could lock a target and engage it easily without ever even seeing it.  The TCS also improved pilot visibility during carrier landings, which had been a significant issue for the Crusader III in spite of its variable incidence wing.  With all the teething issues of the Convair F/A-17 (Model 201), the Navy was interested enough to order conversion of all new-built F-8Hs to F-8S standard.  Many of these aircraft were pulled out of the boneyard for refurbishment with the new engine and systems.  Dubbed "Super Crusader", the F-8S served on US Navy carriers and in the hands of the USMC until 1995, when it was finally replaced by a combination of F/A-17s and F-14Ds.  Super Crusaders were responsible for two of the Navy's four MiG kills during Desert Storm, downing one MiG-23 with an AIM-7 and a MiG-21 with a Sidewinder.  Although officially retired from US Navy service in 1995 and USMC service in 1997, some aircraft continued in USN aggressor roles until the mid-2000s.

[NARSES2]

  

[Spino]

AV-8D Sea Harrier II

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History: Impressed by the British idea of taking STOVL aircraft to sea on a small, low cost ship, the US Navy re-commissioned two of its old Essex class carriers in the early 1980s.  These ships had their arrestor gear and catapults removed and Sea Sparrow missile launchers added for defensive purposes.  The air wing of these ships was initially composed of SH-60B Seahawk helicopters and USMC AV-8A Harriers, but this placed a strain on the USMC Harrier fleet.  Compounding the problem was the lack of onboard radar in the Harrier, which limited the air defense capabilities of the light carriers.

To alleviate this issue and increase the capabilities of the light strike carriers, as they were now called, the US Navy ordered a modified version of the Sea Harrier.  Designated AV-8D since B and C were assigned to the Harrier II (then in development) and improved Harrier variants respectively, the new aircraft had extended wings and nine weapons stations, nearly double the number of the AV-8A and Sea Harrier.

To alleviate the air defense problem for the light carriers, AV-8Ds were fitted with a modified variant of the APG-73 radar from the F/A-18 Hornet, in place of the British Blue Fox radar.  Designated APG-74, this radar was compatible with the AIM-7 Sparrow and AIM-120 AMRAAM air to air missiles, and fitted inside the existing Sea Harrier nose section with some reorganization of internal systems and a slightly reduced antenna size.  An infrared search and track system was added on top of the nose.  The AV-8D was named "Sea Harrier II" to reflect its increased capabilities.

To increase the top speed of the Sea Harrier II, the original Rolls Royce Pegasus engine was replaced with a modified variant of the Harrier II's F402 engine with plenum chamber burning, delivering up to 28,000lb of thrust.  This allowed the Sea Harrier IIs to fly at speeds of nearly Mach 1, considerably faster than the original subsonic Harrier design.

The ground attack capabilities of the Sea Harrier II were also drastically expanded with the addition of the Litening targeting pod, allowing carriage of laser-guided munitions.  The 30mm ADEN gun pods from the Sea Harrier were retained on early production aircraft, but the low ammunition count was seen as unsatisfactory, and the ADEN pods were eventually replaced by a new gun pod set with a 30mm M230 and 100 rounds in the starboard pod and 400 rounds of ammunition in the port side pod.  Alternatively, the GAU-25 pods of the Harrier II could be fitted.

With the final retirement of the light carriers in the late 1990s, the Sea Harrier II fleet suddenly had no ships to deploy on.  Most of the 115 aircraft were retired and sent to the "boneyard" at Davis Monthan AFB for storage, but a few soldiered on as air defense planes for the Tarawa class LHAs until they were finally replaced by the radar-equipped AV-8B Harrier II+.

In the early 2020s, with war in the Pacific very likely and the F-35B fleet potentially open to cyberattack in time of war, the Sea Harrier II fleet was dusted off and returned to service.  Upgraded with an AESA variant of the APG-74 radar and Scorpion Helmet Mounted Displays, the Sea Harrier IIs continue to provide a transonic strike fighter capability to the LHA fleet alongside the remaining Harrier II+ aircraft.

Specifications:

Crew: 1
Length: 45 feet
Wingspan: 32 feet 9 inches
Empty Weight: 14,021lb
Loaded Weight: 23,000lb
Max Rolling Takeoff Weight: 31,500lb
Max Vertical Takeoff Weight: 20,755lb
Max Speed: 630 knots (Mach 0.94)
Range: 1200nm
Combat Range: 300nm
Wing Loading: 90.24 lb/sq ft

Armament: 1 25mm GAU-25 Equalizer rotary cannon pod with 300 rounds, or 1 30mm M230 cannon pod with 500 rounds, 9 hardpoints for up to 9,200lb of stores; including up to six AIM-120 AMRAAM and up to four AIM-9 Sidewinder air to air missiles, Paveway and JDAM precision guided bombs, and APKWS rockets.