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Saab JAS-39 Gripen E seen here climbing effortlessly into the sky. Apparently Ai Powered shown in decals on the tail fin.
Image info:- Nikon Z9 with Nikon Z 100 - 400mm VR S @ f/5.6, ISO 500, shutter speed 1/2000th second, focal length 400mm, processed in Lightroom Classic.
This was inspired by eclipseGrafx's Jungle Commandos and Sean-Michael Griffin's Woodland Fig, their figs really got me interested in making a fig with woodland/jungle-type camo. I got the woodland camo decals on the legs to work :D Believe it or not, those legs were white legs, now they're covered in decals and paint :3 It's a little messy, but it's my first attempt at something of the sort. The woodland camo is all decals and the boots are painted. The helmet is the printed OD Green BA MCH from GIBrick. I added some pouches to the legs and arms to and it really compliments the fig. Thanks to Tiny Tactical for all the weapon parts, vest, backpack, radio, kneepads, and pouches! Also, I will never sell this fig <3 I'm quite fond of it :3 Anyways, let me know what you guys think! If you're gonna fave, comment too please. View on large to see all the detail!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
'Stormy weather': detail of design equivalent to an 8" x 8" test swatch (part design only, ~8" x 8" @ 262 ppi). Original: oil on canvas. © Su Schaefer 2013
I think this design could print very well on faux suede.
See 'Stormy weather' fabric and 'Stormy weather' wallpaper
Also in decals and gift wrap.
See my other oil paint impasto designs.
[Stormy weather design detail part only@262ppi]
Another project that I am working on. I'm still deciding on how much of the helmet I want to cover in decals. I took a regular lego helmet and applied clear digital camo decals.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
'Upright waratahs, yellow on mint': proofing swatch printed on basic combed cotton by Spoonflower. Art pen & oil on paper, waratah motif after Lucien Henry. © Su Schaefer 2014
'Upright waratahs, yellow on mint' fabric and 'Upright waratahs, yellow on mint' wallpaper.
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 580 (acid yellow).
[Upright waratahs, yellow on mint swatch IMG_5196 copy]
'Art Deco gazelles galloping through, pale gold': proofing swatch printed on Ottoman rib by Spoonflower. Felt pen on paper, after Catteau. © Su Schaefer 2014
'Art Deco gazelles galloping through, pale gold' fabric and
'Art Deco gazelles galloping through, pale gold' wallpaper.
Also in decals and gift wrap.
Color check: The thread in the picture is Mettler polyester col. 000 (black).
[Art Deco gazelles galloping through,pale gold_OttomanRib_swatch IMG_5344]
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
'Upright waratahs, orange on lemon': proofing swatch printed on basic combed cotton by Spoonflower. Art pen & oil on paper, waratah motif after Lucien Henry. © Su Schaefer 2014
See 'Upright waratahs, orange on lemon' fabric
and 'Upright waratahs, orange on lemon' wallpaper.
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 285 (mild orange).
[Upright waratahs, orange on lemon swatch IMG_5192 copy]
Right now this is easily the larges and heaviest model that i have painted. The Forgeworld Resin Sparten is incredibly heavy, but full of details and possibilities... i didn't even scratch the surface of what is possible with this model!
It truly is a expensive model. I gave it myself as a treat for getting halfway through my models to paint. When this beauty was being built i just had gotten my trust in decals back, in addition my freehand skills got bumped up while painting it. Sadly i did not know that much about weathering, so it is only very limited to few spots.
All in all this project was great fun despite being a resin model. I am looking forward to build more Forgeworld models! For more pictures of this specific model please follow this Link
Stay tuned for more! I will upload another picture by the end of the week. If you can't wait to see what i have painted already, visit my page at DeviantArt or follow me on Facebook
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
'Easter lilies on gray canvas': proofing swatch (part design only) printed on basic combed cotton by Spoonflower. Oil & felt pen on canvas. © Su Schaefer 2014
See it as: fabric and as wallpaper.
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 38 (pale gray).
[Easter lilies on gray canvas_swatch_IMG_5049]
In 1989, the OPP transitioned from traditional black and white cruisers to an all-white version with reflective blue and gold stripes. Manufacturers ceased to offer the two toned cars as they became prohibitively expensive to produce. In 2007, advances in decals and vehicle wraps allowed the OPP to return to its signature black and white vehicles.
For more information about the OPP visit www.opp.ca
Photographer: unknown
Accession number: 2008.27.13
Rights info: Crown (1989)
Note: Ontario Provincial Police, O.P.P. , the shoulder flash and the crest are registered OPP Trademarks. Permission to reproduce is required. This image is released for research, private study or personal use only. Use of this image for publication, exhibit, broadcast or other commercial or public use (such as a book, newsletter, newspaper, journal article, pamphlet, or brochure, on a website, in a film, radio, television or internet broadcast, product or product advertisement, poster, post-card, exhibition in a gallery, museum, display, or space accessible to many people including for-profit & not-for-profit) is strictly prohibited without prior written approval from the Ontario Provincial Police.
For information about reproduction of this image for commercial use, please contact The OPP Museum. www.opp.ca/museum
'Moon and stars, bedtime palette 2': proofing swatch printed on basic combed cotton by Spoonflower. Cream and bright blue moon and stars in a naive style on a black background. Felt pen on canvas. © Su Schaefer 2014
'Moon and stars, bedtime palette 2' fabric and 'Moon and stars, bedtime palette 2' wallpaper.
Also in decals and gift wrap.
Color check: The thread in the picture is Mettler polyester col. 3 (black).
This design uses the colors from Spoonflower's palette-limited Bedtime Contest.
Bedtime palette coordinating designs are available here.
Other colorways available in the Moon and Stars Collection.
[Moon and stars, bedtime palette 2 swatch IMG_5109]
'Black and white waratahs for coloring in': proofing swatch printed on basic combed cotton by Spoonflower. This was my entry in Spoonflower's Floral coloring book wallpaper Contest. Art pen on paper, waratah motif after Lucien Henry. © Su Schaefer 2014
'Black and white waratahs for coloring in' fabric and 'Black and white waratahs for coloring in' wallpaper.
Also in decals and gift wrap.
[B+W waratahs swatch IMG_5182 copy]
'Terroir terraria on white': proofing swatch printed on basic combed cotton by Spoonflower. Chalk on paper. © Su Schaefer 2014
'Terroir' can be loosely translated as 'a sense of place' and the way certain qualities of a place are expressed in its products e.g., wine, coffee, and more recently, cheese (Wikipedia). Here I'm using 'terroir' to describe the fabulous red soils of desert Australia, and a 'product' of recent changes in artesian water storage levels which results in visually elegant (but sad to see) mature dead trees. These were a striking aspect of recent travels in the outback and called to me to work them into a design.
'Terroir terraria on white' fabric and 'Terroir terraria on white' wallpaper.
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 1 (off-white or pale cream).
[Terroir terraria on white_swatch_IMG_5310]
'Blue on blue in a Moroccan quatrefoil': proofing swatch printed on basic combed cotton by Spoonflower. Oil paint impasto and line art. © Su Schaefer 2014
'Blue on blue in a Moroccan quatrefoil' fabric and 'Blue on blue in a Moroccan quatrefoil' wallpaper.
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 311 (mid-blue).
See my other Moroccan quatrefoil designs.
[Blue on blue in a Moroccan quatrefoil swatch IMG_5103]
'Sea grasses on white': printed on lustrous cotton-silk by Spoonflower. Original: Chalk on canvas. © Su Schaefer 2014
See it as: fabric and as wallpaper.
Also in decals and gift wrap.
See other colorways of this design.
Color check: The thread in the picture is Gutermann polyester col. 660 (sea green).
[Sea grasses on white_Cotton-silk_swatch_IMG_4962sm]
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.
'Art deco diamond fans, turquoise': proofing swatch printed on basic combed cotton by Spoonflower. Line art. © Su Schaefer 2014
Continuing my fascination with Art Deco: Art deco diamond fans in light, dark and medium turquoise tones. This design is currently set for fabric at a small scale with patchwork, doll's clothes and dollhouse decor in mind.
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 675 (a greeny-turquoise).
[Art deco diamond fans, turquoise_swatch_IMG_4415]
'Moonstones and labradorite': comparing the print on two different fabrics: silky faille (left, smaller scale) and cotton-silk (right, larger scale); both printed by Spoonflower.
The design is moonstones and labradorite on gold filigree on a chrysoprase, turquoise and lapis lazuli ground. (Geodes and Gemstones Contest entry.) Original: Oil on canvas. © Su Schaefer 2014
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 232 (dark blue).
[Moonstones+labradorite_swatches_faille+cotton-silk_IMG_4468]
It is not finished yet sttill have to put in decals and add figs
Edit: the trade is finished and i will be posting a new concluded pic of what i am trading in a week or so
Revell 1/25th Scale Routemaster London Double Decker Bus Build / Top Deck Seats.
All the seats are finished at this point and I could care less if i see another decal ever again, after doing 34 seats X 2 in decals. Just kidding. This looks like someone hit the brakes too hard. They look really good when done, really worth the effort.
I was having too much fun having them all thrown around.
'Art deco diamond fans, puce-pinks': proofing swatch printed on basic combed cotton by Spoonflower. Line art. © Su Schaefer 2014
Continuing my fascination with Art Deco: Art Deco diamond fans in light, dark and medium puce-pinks. This design is currently set for fabric at a very small scale with patchwork, doll's clothes and dollhouse decor in mind.
Also in decals and gift wrap.
Color check: The thread in the picture is Gutermann polyester col. 52 (dusty-coppery-pink).
[Art deco diamond fans, puce-pinks_swatch_IMG_4414]
Nhà in in & Sản Xuất Chiến Thanh chuyên nhận bảng báo giá in ấn In tem 7 màu không qua trung gian. Đến với inanchienthanh cam kết với bạn: giá thơm , cao cấp , chỉ 12h , thiết kế miễn phí
Xem thêm: chienthanh.com/in-tem-nhan/7-mau
Tem nhãn decal là gì?
Tem nhãn decal là 1 trong mỗi giữa những công cụ nhằm cung cấp thông tin của sản phẩm cũng như của doanh nghiệp của bạn đến với những người tiêu dùng. Tem nhãn decal thiết kế càng đẹp, càng sang trọng sẽ biểu thị được đẳng cấp của doanh nghiệp so với các địch thủ cạnh tranh đối đầu.
Lúc này, In ấn chiến thanh là 1 trong mỗi giữa những cơ sở chuyên làm tem nhãn bao gồm in tem decal dán sản phẩm, in tem decal dán bao bì, in tem decal mã vạch, in tem decal nước đóng chai, in tem decal quần áo, …
Đặc biệt, với quy trình đã được tối ưu hóa, chúng tôi hoàn toàn rất có thể nhận in tem decal số lượng ít tại Thành PhốhườngHCM với giá cả phải chăng & thời gian phục vụ nhu cầu nhanh.
In tem nhãn decal giá rẻ TpHCM
In nhãn decal giá rẻ TpHCM là 1 trong mỗi giữa những công cụ vốn để cung cấp thông tin của sản phẩm, cũng như của doanh nghiệp đến với những người tiêu dùng. thiết kế tem nhãn càng đẹp, bắt mắt sẽ biểu thị được đẳng cấp & sự chuyên nghiệp của doanh nghiệp bạn so với các địch thủ cạnh tranh đối đầu. Lúc này In ấn Dấu Chân Việt là 1 trong mỗi giữa những công ty đi đầu trong lĩnh vực in ấn đặc biệt quan trọng là in nhãn decal giá rẻ.
In Nhãn decal thường được in offset phụ thuộc vào số lượng lớn mà khách hàng đặt in. Nhãn Decal có không ít loại như: in decal nhựa, in decal nhựa sữa, in decal trong, decal bạc, decal giấy, decal cuộn, tem nhãn trà sữa, tem nhãn rượu, tem tích điện, tem decal đồng… nhưng phổ cập nhất vẫn chính là in decal giấy được sử dụng cho công nghệ in offset. Tem nhãn decal hoàn toàn rất có thể được cán thêm một lớp màng mờ ( hoặc bóng) để bảo vệ lớp mực bên phía trong & tăng cường độ bền cho Tem nhãn.
Cơ sở gia công in ấn bao bì Chiến Thanh chuyên in tem decal decal giá rẻ TpHCM. Công ty in ấn chúng tôi hoạt động giải trí và sinh hoạt hơn 10 năm trong lĩnh vực in nhãn mác giá rẻ, không chỉ giúp khách hàng có được mẫu nhãn mác tán thành mà còn tồn tại được tính thương mại cao.
Với bất kỳ sản phẩm nào thì việc góp vốn đầu tư cho kinh doanh bán hàng là rất quan trọng trong các số đó việc thiết kế tem nhãn decal rất được chú trọng đảm bảo giá thành tốt để giảm ngân sách đầu &o.
inchienthanh - 091.1111.422.com là chiêu trò tiết kiệm & thời gian đi lại cho hành khách cần in ấn. Nhận trực tuyến đảm bảo tiến độ & hoàn toàn rất có thể giao hàng sau 2 – 3 ngày.
inChienthanh cung cấp dịch vụ tại 64 tỉnh Nước Ta:
An Giang, Bà Rịa - Vũng Tàu, Bắc Giang, Bắc Kạn, Bạc Liêu, Tỉnh Bắc Ninh, Bến Tre, Bình Định, Tỉnh Bình Dương, Bình Phườnghước, Bình Thuận, Cà Mau, Cao Bằng, Đắk Lắk, Đắk Nông, Điện Biên, Đồng Nai, Đồng Tháp, Gia Lai, Hà Giang, Hà Nam, tỉnh Hà Tĩnh, Hải Dương, Hậu Giang, Hòa Bình, Hưng Yên, Khánh Hòa, Kiên Giang, Kon Tum
#inchienthanh #intemnhan #Intem7mau
'Open, shut, red on white': proofing swatch printed on basic combed cotton by Spoonflower. One moon gate opens, another one shuts... This version in lacquer red on white. There is also a China blue on white version. Line art. © Su Schaefer 2014
Also in decals and gift wrap.
See all my Chinoiserie designs.
Color check: The thread in the picture is Gutermann polyester col. 408 (bright red).
[Open, shut, red on white_swatch_IMG_4510]
Promo I bought off eBay. It was in good shape except for layers dirt and covered in decals. Seemed a shame to paint over the original paint so I just lacquered it to protect it then added some foil. I didn't even touch the interior or chassis.
Công Ty Thiết Kế Chiến Thanh chuyên nhận bảng báo giá in ấn In tem 7 màu trực tiếp, không trung gian. Đến với inchienthanh cam kết với bạn: giá thơm , chất lượng sang trọng , sản xuất nhanh , miễn phí thiết kế
Xem thêm: chienthanh.com/in-tem-nhan/7-mau
Xem thêm: chienthanh.com/in-tem-nhan
In tem nhãn decal giá rẻ TpSài Gòn
In nhãn decal giá rẻ TpSài Gòn là 1 trong trong số những công cụ dùng để cung cấp thông tin của sản phẩm, cũng như của doanh nghiệp đến với những người tiêu dùng. thiết kế tem nhãn càng đẹp, bắt mắt sẽ biểu hiện được đẳng cấp và sự chuyên nghiệp của doanh nghiệp bạn khi đối chiếu với những đối phương cạnh tranh đối đầu. Hiện giờ In ấn Dấu Chân Việt là 1 trong trong số những công ty đi đầu trong lĩnh vực in ấn đặc biệt là in nhãn decal giá rẻ.
In Nhãn decal thường được in offset tùy thuộc vào số lượng lớn mà khách hàng đặt in. Nhãn Decal có không ít loại như: in decal nhựa, in decal nhựa sữa, in decal trong, decal bạc, decal giấy, decal cuộn, tem nhãn trà sữa, tem nhãn rượu, tem năng lượng, tem decal đồng… nhưng phổ cập nhất vẫn chính là in decal giấy được dùng cho công nghệ tiên tiến in offset. Tem nhãn decal hoàn toàn có khả năng được cán thêm 1 lớp màng mờ ( hoặc bóng) để bảo vệ lớp mực phía bên trong và tăng cường độ bền cho Tem nhãn.
Cơ sở gia công in ấn bao bì Chiến Thanh chuyên in tem nhãn decal giá rẻ TpSài Gòn. Công ty in ấn chúng tôi hoạt động hơn 10 năm trong lĩnh vực in nhãn mác giá rẻ, không chỉ giúp khách hàng có được mẫu nhãn mác tán thành mà còn tồn tại được tính thương mại cao.
Với bất kể sản phẩm nào thì việc đầu tư cho kinh doanh bán hàng là rất quan trọng trong những số ấy việc thiết kế tem nhãn decal rất được chú tâm quan trọng đảm bảo giá thành tốt để giảm chi phí đầu vào.
inchienthanh - 091.1111.422.com là chiêu thức tiết kiệm chi phí và thời gian di chuyển và đi lại cho hành khách cần in ấn. Nhận online đảm bảo tiến độ & hoàn toàn có khả năng giao hàng sau 2 – 3 ngày.
Linkedin In Chien Thanh: www.liên kếtedin.com/in/nguyenvietchien/
inChienthanh cung cấp dịch vụ tại 64 tỉnh Nước Nhà:
Lai Châu, Lâm Đồng, Tỉnh Lạng Sơn, Lào Cai, Long An,Nam Định, Nghệ An, Tỉnh Ninh Bình, Ninh Thuận, Phú Thọ, Q.uảng Bình, Q.uảng Nam, Q.uảng Ngãi, Q.uảng Ninh, Q.uảng Trị, Sóc Trăng, Sơn La, Tây Ninh, Tỉnh Thái Bình, Thái Nguyên, Thanh Hóa, Thừa Thiên Huế, Tiền Giang, Trà Vinh, Tuyên Q.uang, Vĩnh Long, Vĩnh Phúc, Tỉnh Yên Bái, Phú Yên, Cần Thơ, Thành Phố TP. Đà Nẵng, Thành Phố. Hải Phòng, Hà Nội, Thành Phố.Sài Gòn.
#inchienthanh #intemnhan #Intem7mau
Công ty In Vải Hoa Anh Đào trân trọng giới thiệu đến quý khách hàng những mẫu áo dài mới nhất (cập nhật đến ngày 22/03/2018). Chúng tôi nhận in áo dài không hạn chế số lượng và màu in. Liên hệ ngay với chúng tôi để nhận được báo giá tốt nhất.
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Công ty In Vải Kỹ Thuật Số Hoa Anh Đào nhận in áo thun, in khăn, in áo dài theo các hình thức in chuyển nhiệt và in decal nhiệt.
- In áo thun: invaihoaanhdao.com/san-pham/in-ao-thun-59.html
- In khăn: invaihoaanhdao.com/san-pham/in-khan-50.html
- In chuyển nhiệt: invaihoaanhdao.com/tin-tuc/in-chuyen-nhiet-lich-su-va-pha...
- In decal nhiệt: invaihoaanhdao.com/san-pham/in-decal-nhiet-35.html
- In áo dài: invaihoaanhdao.com/san-pham/in-ao-dai-57.html
Công ty In Vải Hoa Anh Đào trân trọng giới thiệu đến quý khách hàng những mẫu áo dài mới nhất (cập nhật đến ngày 22/03/2018). Chúng tôi nhận in áo dài không hạn chế số lượng và màu in. Liên hệ ngay với chúng tôi để nhận được báo giá tốt nhất.
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Công ty In Vải Kỹ Thuật Số Hoa Anh Đào nhận in áo thun, in khăn, in áo dài theo các hình thức in chuyển nhiệt và in decal nhiệt.
- In áo thun: invaihoaanhdao.com/san-pham/in-ao-thun-59.html
- In khăn: invaihoaanhdao.com/san-pham/in-khan-50.html
- In chuyển nhiệt: invaihoaanhdao.com/tin-tuc/in-chuyen-nhiet-lich-su-va-pha...
- In decal nhiệt: invaihoaanhdao.com/san-pham/in-decal-nhiet-35.html
- In áo dài: invaihoaanhdao.com/san-pham/in-ao-dai-57.html
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Liên hệ ngay với chúng tôi để đặt hàng và nhận được báo giá tốt nhất:
- Công ty In Vải Kỹ Thuật Số Hoa Anh Đào: www.facebook.com/invaihoaanhdao/
- Hoa Anh Đào Printing: www.facebook.com/vaiinhoaanhdao/
- Vải Áo Dài Hoa Anh Đào: www.facebook.com/invaiaodaihoaanhdao/
- In Áo Thun Hoa Anh Đào: www.facebook.com/inaothunhoaanhdao/
The biggest long term flaw was that AUTOart decided to do a lot of car's livery in decals, which crumble and flake off over time. Yes, this model is notorious for it.
The worst of it is near the rear in the bright orange / yellow spots. Also, the Mobile 1 decal under the wing is gone. I put it out of its misery.
Vạn Việt Corporation (VAVICO) là công ty tiên phong trong việc sử dụng công nghệ và thiết bị in ấn mới nhất và có thời gian phản hồi nhanh nhất. Khách hàng sẽ được hưởng dịch vụ hiệu quả cao với mức giá cạnh tranh nhất.
VAVICO chuyên:
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
I saw one bus with its whole side ripped out, disco music blasting, people dining inside and covered in decals. Amazing
Công ty In Vải Hoa Anh Đào trân trọng giới thiệu đến quý khách hàng những mẫu áo dài mới nhất (cập nhật đến ngày 29/03/2018). Chúng tôi nhận in áo dài không hạn chế số lượng và màu in. Liên hệ ngay với chúng tôi để nhận được báo giá tốt nhất.
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Công ty In Vải Kỹ Thuật Số Hoa Anh Đào nhận in áo thun, in khăn, in áo dài theo các hình thức in chuyển nhiệt và in decal nhiệt.
- In áo thun: invaihoaanhdao.com/san-pham/in-ao-thun-59.html
- In khăn: invaihoaanhdao.com/san-pham/in-khan-50.html
- In chuyển nhiệt: invaihoaanhdao.com/tin-tuc/in-chuyen-nhiet-lich-su-va-pha...
- In decal nhiệt: invaihoaanhdao.com/san-pham/in-decal-nhiet-35.html
- In áo dài: invaihoaanhdao.com/san-pham/in-ao-dai-57.html
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Liên hệ ngay với chúng tôi để đặt hàng và nhận được báo giá tốt nhất:
- Công ty In Vải Kỹ Thuật Số Hoa Anh Đào: www.facebook.com/invaihoaanhdao/
- Hoa Anh Đào Printing: www.facebook.com/vaiinhoaanhdao/
- Vải Áo Dài Hoa Anh Đào: www.facebook.com/invaiaodaihoaanhdao/
- In Áo Thun Hoa Anh Đào: www.facebook.com/inaothunhoaanhdao/
Vạn Việt Corporation (VAVICO) là công ty tiên phong trong việc sử dụng công nghệ và thiết bị in ấn mới nhất và có thời gian phản hồi nhanh nhất. Khách hàng sẽ được hưởng dịch vụ hiệu quả cao với mức giá cạnh tranh nhất.
VAVICO chuyên:
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
Vạn Việt Corporation (VAVICO) là công ty tiên phong trong việc sử dụng công nghệ và thiết bị in ấn mới nhất và có thời gian phản hồi nhanh nhất. Khách hàng sẽ được hưởng dịch vụ hiệu quả cao với mức giá cạnh tranh nhất.
VAVICO chuyên:
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
Vạn Việt Corporation (VAVICO) là công ty tiên phong trong việc sử dụng công nghệ và thiết bị in ấn mới nhất và có thời gian phản hồi nhanh nhất. Khách hàng sẽ được hưởng dịch vụ hiệu quả cao với mức giá cạnh tranh nhất.
VAVICO chuyên:
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
Vạn Việt Corporation (VAVICO) là công ty tiên phong trong việc sử dụng công nghệ và thiết bị in ấn mới nhất và có thời gian phản hồi nhanh nhất. Khách hàng sẽ được hưởng dịch vụ hiệu quả cao với mức giá cạnh tranh nhất.
VAVICO chuyên:
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
Vạn Việt Corporation (VAVICO) là công ty tiên phong trong việc sử dụng công nghệ và thiết bị in ấn mới nhất và có thời gian phản hồi nhanh nhất. Khách hàng sẽ được hưởng dịch vụ hiệu quả cao với mức giá cạnh tranh nhất.
VAVICO chuyên:
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
- Thiết kế, in ấn : Logo/Hệ thống nhận diện thương hiệu, in Danh thiếp/Business Cards, in Bao thư/Envelopes, in Tờ rơi/Flyers, in Bìa sơ mi/in Folder, in Tiêu đề/Letterheads, in Bao Bì Giấy/ Package, túi giấy, in Hộp quà tặng, in Brochure, in Catalogue, in Sách/Booklets, in Profile, in Poster, in Văn bằng-chứng chỉ/ Certificates, in Nhãn hàng, in Phiếu Bảo hành, in Hoá đơn đỏ (VAT), in Decal giấy, in Decal nhựa)/Labels Stickers, in Lịch/Calendars, in Thiệp/Invitation, In ngoài trời/Outdoor…..
- Gia công sản xuất các sản phẩm đặc biệt: Tấm dính(không keo) Logo, Catalogue sản phẩm, Catalogue bảng màu sơn, in trên Inox-Nhôm-Plastic-Kính-Gỗ, Bìa Ximily.
- Gia công các ấn phẩm sau in ấn: UV định hình, UV Từng phần – UV Toàn phần, Ép nhũ kim, Cán màng OPP, Bế dán hộp,…
The Aeris is a fantastic trail bike. I've ridden it all over the UK and in France and Spain. It's as happy being ragged round the FOD as it is being pinged down the Antur Stiniog black. Sizing wise I am 5ft 11 and it's perfect for me (short legs and long body) - it will easily take a 150mm dropper if you're about my size.
Lots of reviews tell you how good it is. I actually prefer the MK1 looks but I'm probably biased. It was a sorted from out of the box - if you want to go enduro racing or just having loads of fun in your local woods.
Bird are a great company and he support from Dan, Dave and Ben is superb.
Frame
Medium (5ft11 here. Good fit for me)
April 2015
MK 1 140/150mm rear travel
Cane Creek headset
Helitaped from new
Had use but no dents or big scratches
New bearings all round July 2016
Shock
Cane Creek DB Air CS
Serviced by TFT April 2016
Tuned by Jake @ Sprung suspension July 2016
Fork
Pike RCT3 - warranty replacement June 2016
160mm travel
Around 400km from new
1 small tear In decal.
Stanchions absolutely clean and unmarked
Wheels
Bird Carbon on DT 350 hubs
Some cosmetic scratching but not dents, holds tubeless no problem
Both running smooth and true. One new bearing in freewheel June 2016
Tyre Combo with loads of tread DHF EXO 3C 2.3 and HRII EXO 2.3
Stem
Thomson X4
50mm
0 degree rise
Ibis Carbon Bars
Taken off a 4 ride old bike
760mm wide
10mm rise
Seatpost
Rockshox Reverb
Bought Jan 2016
31.6 diameter
125mm Drop
Recently bled and serviced.
Saddle
Fabric
1 small tear
Transmission
Less than 500 kmsince replacement
RaceFace Turbine cranks with Oval 32T ring
170mm length
New BB June 2016
11 speed XT Transmission
XT shifter
XT SGS Mech w/ clutch
XT Cassette
KMC chain
XT brakes
Brand new taken from another bike
203 front, 180 rear
Superstar alpine rotors
No pedals
Weight: 29.5lbs