Mittwoch, 20. August 2014

North American F-107A Ultra Sabre - Trumpeter 1/72

The North American F-107 was North American Aviation's (NAA) entry in a United States Air Force tactical fighter-bomber design competition of the 1950s. The F-107 was based on the F-100 Super Sabre, but included many innovations and radical design features, notably the over-fuselage air intakes. The competition was eventually won by the F-105 Thunderchief, and the F-107 prototypes ended their lives as test aircraft.

 In June 1953, North American initiated an in-house study of advanced F-100 designs, leading to proposed interceptor (NAA 211: F-100BI denoting "interceptor") and fighter-bomber (NAA 212: F-100B) variants. Concentrating on the F-100B, the preliminary engineering and design work focused on a tactical fighter-bomber configuration, featuring a recessed weapons bay under the fuselage and provision for six hardpoints underneath the wings. Single-point refuelling capability was provided while a retractable tailskid was installed. An all-moving vertical fin and an automated flight control system were incorporated which permitted the aircraft to roll at supersonic speeds using spoilers. The flight control system was upgraded by the addition of pitch and yaw dampers.

The aircraft's most distinguishing feature is its dorsal-mounted variable-area inlet duct (VAID). While the VAID was at the time a system unique to the F-107A, it is now considered to be an early form of variable geometry intake ramp which automatically controlled the amount of air fed to the jet engine. Although the preliminary design of the air intake was originally located in a chin position under the fuselage (an arrangement later adopted for the F-16), the air intake was eventually mounted in an unconventional position directly above and just behind the cockpit. The VAID system proved to be very efficient and NAA used the design concept on their A-5 Vigilante, XB-70 Valkyrie and XF-108 Rapier designs.
The air intake was in the unusual dorsal location as the USAF had required the carriage of an underbelly semi-conformal nuclear weapon. The original chin intake caused a shock wave that interfered in launching this weapon. The implications this had for the survivability of the pilot during ejection were troubling. The intake also severely limited rear visibility. Nonetheless this was not considered terribly important for a tactical fighter-bomber aircraft, and furthermore it was assumed at the time that air combat would be via guided missile exchanges outside visual range.
In August 1954, a contract was signed for three prototypes along with a pre-production order for six additional airframes.

The first F-107A (s/n 55-5118) with North American's chief test pilot Bob Baker at the controls, made its initial flight on 10 September 1956, attaining Mach 1.03. Although successfully carrying out its flight, the brake chute did not deploy, which resulted in a "hot" landing with the nose gear strut breaking. The aircraft first achieved Mach 2 in tests on 3 November 1956.
It was joined by the second F-107A (s/n 55-5119), which made its first flight was on 28 November 1956. It was used for weapons testing with both conventional and atomic bombs. The last prototype, (s/n 55-5120) had its maiden flight on 10 December 1956. At the conclusion of the F-107A's successful test program, the Tactical Air Command decided to hold a fly-off competition between the F-107A and the Republic F-105 which was designed to same mission requirements and used the same engine. Although the competition was close, the F-105 was selected as the new standard TAC tactical fighter. The three F-107A prototypes were relegated to test flying while the pre-production order was cancelled.
In late 1957, prototypes #1 and #3 were leased to the National Advisory Committee for Aeronautics (NACA) for high-speed flight research, while aircraft #2 was flown on 25 November 1957 to the National Museum of the United States Air Force near Dayton, Ohio. In September 1959, with Scott Crossfield at the controls, aircraft #3 was damaged during an aborted takeoff. The aircraft was not repaired and, ultimately, used for fire fighting training and was destroyed in the early 1960s. (55-5120 was also noted to be stored in poor condition in the Tallmantz collection at Orange County Airport California in September 1970.)

From Wikipedia, the free encyclopedia

Donnerstag, 14. August 2014

North American XB-70 Valkyrie & Lockheed F-104N Starfighter NASA - Lindbergh / Academy 1/144

The North American Aviation XB-70 Valkyrie was the prototype of the B-70 nuclear-armed, deep-penetration strategic bomber for the Strategic Air Command of the U.S. Air Force. In the 1950s, the North American Aviation company designed the Valkyrie bomber as a large, six-engine aircraft capable of reaching Mach 3+ while flying at 70,000 feet (21,000 m), which velocity and altitude capabilities would allow the evasion of interceptor aircraft, then the only effective weapon against bomber aircraft.
In 1961, improved, high-altitude surface-to-air missiles (SAMs), the U.S. Air Force's doctrinal change to low-level penetration bombing, the large development costs of the B-70 program, and the introduction of intercontinental ballistic missiles (ICBMs) to the U.S. nuclear arsenal, led to the cancellation of the B-70 program. As such, two prototype aircraft were built, and designated XB-70A; these aircraft were used for supersonic test-flights during 1964–69. In 1966, one prototype crashed after colliding in midair with a smaller jet aircraft; the remaining Valkyrie bomber is in the National Museum of the United States Air Force, in Ohio.

 The XB-70's maiden flight was on 21 September 1964. In the first flight test, between Palmdale and Edwards AFB, shortly after take-off one engine had to be shut down, and an undercarriage malfunction warning meant that the flight was flown with the undercarriage down as precaution, limiting speed to 390 mph - about half that planned. On landing, the rear wheels of the port side main gear locked, the tires ruptured, and a fire started.
The Valkyrie first became supersonic (Mach 1.1) on the third test flight on 12 October 1964, and flew above Mach 1 for 40 minutes during the following flight on 24 October. The wing tips were also lowered partially in this flight. XB-70 No. 1 surpassed Mach 3 on 14 October 1965 by reaching Mach 3.02 at 70,000 ft (21,300 m). The first aircraft was found to suffer from weaknesses in the honeycomb panels, primarily due to inexperience with fabrication and quality control of this new material. On two occasions, honeycomb panels failed and were torn off during supersonic flight, necessitating a Mach 2.5 limit being placed on the aircraft.
The deficiencies discovered on AV-1 were almost completely solved on the second XB-70, which first flew on 17 July 1965. On 3 January 1966, XB-70 No. 2 attained a speed of Mach 3.05 while flying at 72,000 ft (21,900 m). AV-2 reached a top speed of Mach 3.08 and maintained it for 20 minutes on 12 April 1966.On 19 May 1966, AV-2 reached Mach 3.06 and flew at Mach 3 for 32 minutes, covering 2,400 mi (3,840 km) in 91 minutes of total flight.

XB-70 performance
Longest flight: 3:40 hours (on 6 January 1966)
Fastest speed: 2,020 mph (3,250 km/h) (on 12 January 1966)
Highest altitude: 74,000 ft (23,000 m) (on 19 March 1966)
Highest Mach number: Mach 3.08 (on 12 April 1966)
Sustained Mach 3: 32 minutes (on 19 May 1966)
Mach 3 total: 108 minutes/10 flights

A joint NASA/USAF research program was conducted from 3 November 1966 to 31 January 1967 for measuring the intensity and signature of sonic booms for the National Sonic Boom Program (NSBP). Testing was planned to cover a range of sonic boom overpressures on the ground similar to but higher than the proposed American SST. In 1966, AV-2 was selected for the program and was outfitted with test sensors. It flew the first sonic boom test on 6 June 1966, attaining a speed of Mach 3.05 at 72,000 ft (21,900 m). Two days later, AV-2 crashed following a mid-air collision with an F-104 while flying in a multi-aircraft formation. Sonic boom and later testing continued with XB-70A #1.
The second flight research program (NASA NAS4-1174) investigated "control of structural dynamics" from 25 April 1967 through the XB-70's last flight in 1969. At high altitude and high speed, the XB-70A experienced unwanted changes in altitude. NASA testing from June 1968 included two small vanes on the nose of AV-1 for measuring the response of the aircraft's stability augmentation system. AV-1 flew a total of 83 flights.
The XB-70's last supersonic flight took place on 17 December 1968. On 4 February 1969, AV-1 took its final flight to Wright-Patterson Air Force Base for museum display (now the National Museum of the United States Air Force). Flight data was collected on this subsonic trip. North American Rockwell completed a four-volume report on the B-70 that was published by NASA in April 1972.

 NASA F-104N Starfighter 013 that crashed with the XB-70 AV-2 on 8th June 1966

From Wikipedia, the free encyclopedia

The Lindbergh-kit of the Valkyrie is very very bad molded. So many failures had to be corrected with so much scratchwork that you cannot name it longer a Lindbergh Model. Not all failures could been corrected, but I hope it is an attractive Miniature scaling the enormeous dimensions of the real monster.

XB-70 Valkyrie with NASA F-104N Starfighter Chase-Plane

The Academy Kit is not really bad, but could be better. Not all parts fit exactly together and the cockpit is empty as the Lindbergh-Kit. All markings have been handpainted.


In Mai 2015 I added a NASA Jeep (papermodel) and some bushes to the diorama. Now it looks like that - I think its much better :