Spinners

Great work. How about an 'All Black' commemorative scheme for when New Zealand win the Rugby World Cup!

Pioneer. Cor!

Hawker Fury - 'Dark Flight', No.41 Squadron, RAF, 1936

Cool!

Rocket Man

Hawker Fury II - No.87 Squadron, RAF

If you've already got a SF2 Firefly then I think that it will work in SF1 as long as you convert any 'ini' files from Unicode back to ANSI (they might already be ANSI).

Grumman Tigercat Mk.I - No.1 Squadron, RAF Fighter Command, 1943* * Just a reminder that this is the 'what if' thread.

Grumman F8F-1B Bearcat - No.18 Squadron, Royal New Zealand Air Force, 1945

​ En patrulla sobre las Malvinas 1955

​ Where the sea meets the sky...

Grumman F7F-1 Tigercat - No.14 Squadron, Royal New Zealand Air Force, 1945 ​

Not forgetting 'Black Mike'.

Top notch. Hooray for the Grey! (My favourite)

Bristol Bulldog IIA's - 'D' Flight, 23 Squadron, RAF Fighter Command, 1936

Bristol Bulldog llB - Irish Army Air Corps, 1934 Becoming Ireland's first independent air force the National Army Air Service was established in July 1922 and was initially equipped with various obsolete aircraft types acquired from the RAF including six Bristol F2B fighters and four Martinsyde F4 Fighters. Following the reorganisation of the National Army at the end of the Irish Civil War the Irish Army Air Corps was established in 1924 as part of Defence Forces. During the late 1920's the Irish Air Corps began a modest re-equipment programme with the Vickers Vespa entering service in the army co-operation role but a modern interceptor fighter was required and Irish Army Air Corps officials cast envious eyes on the Bristol Bulldog after the prototype's first flight in May 1927 and the subsequent successful initial flight testing which demonstrated the type's superb strength and manoeuvrability. By early 1928 Bristol had progressed onto the production standard Bulldog llA but were poorly rewarded by the RAF by an initial production order for just 25 aircraft although this would eventually rise to 360 aircraft. This pitiful initial production order forced Bristol to urgently seek export orders and by April 1928 Irish Army Air Corps officials were approached by Bristol and offered a Bulldog variant powered by the same 490 hp Armstrong Siddeley Jaguar VIC radial engine that powered their Vickers Vespa aircraft. With immediate interest an enthusiastic Bristol set about creating a prototype using their company demonstrator mated to the Jaguar VlC engine and with design and installation largely completed by the Autumn of 1928 the prototype Bulldog MkllB was first flown by Cyril Uwins on Ocober 29th 1928 and, in following month, Ireland ordered eight Bulldog llB's for delivery before the end of 1929. Entering service in 1930 the Bulldog served the Irish Army Air Corps well and enjoyed a long service life with seven aircraft still in service in 1937 when the Gloster Gladiator biplane fighter was ordered as a replacement. After the first four Gladiators was delivered in 1938 the Bulldogs began to be phased out of service but this decision had to be reversed when the remaining Gladiators were embargoed by the outbreak of the Second World War and at least four Irish Bulldog's were still in service during 1940.

Bristol Bulldog IIB - Irish Army Air Corps, 1936

Bristol Bulldog IIB - Irish Army Air Corps, 1936

Find out what the mesh name (the part you want removed) is called using Mue's LOD viewer tool. Then in the main data.ini add a new component line using the next new number, for example: Component[010]=HidePart1 then add a little section to remove it. [AircraftData] . . Component[010]=HidePart1 [HidePart1] ParentComponentName=rwr_tail ModelNodeName=rwr_tail_ok DestroyedNodeName=rwr_tail DetachWhenDestroyed=TRUE HasAeroCoefficients=FALSE ​

​ Brewster F4A-1 Seabolt - VF-74, USS Bunker Hill, 1945

​ Republican Guard

​ A patchy Mustang

NACA's (forerunner of NASA) Richard Whitcomb came up the 'area rule' principle in December 1953. At the time it was highly classified. The best British example (and probably the earliest) is the Blackburn Buccaneer. Convair's designers must have wished that he'd tipped them off much earlier in the F-102's development as the Deuce's initial failure to go supersonic in level flight was an acute embarrassment to them.

http://combatace.com/topic/61571-north-american-rf-100a-slick-chick/ ​

Boulton Paul Wulfruna Mk.lb - No.1 Squadron, RAF Fighter Command, 1943 The 1939 Air Ministry specification F.18/39 (written around the Martin-Baker MB.3) called for a Hurricane and Spitfire replacement and stipulated a maximum speed of 400mph with a main armament of 6 x 20mm Hispano Mk.ll cannon. In early September 1939, at the outbreak of World War 2, Boulton Paul Aviation were approached by the Air Ministry and were asked to submit an insurance design to an essentially similar specification called F.18/40 but with an armament reduced to 4 x 20mm Hispano Mk.ll cannon. Boulton Paul's initial design submitted in January 1940 was a conservative-looking machine very much resembling a single-seat turretless Defiant and powered by the proposed Merlin 45 engine rated at 1,515hp although Boulton Paul soon realised that this was insufficient power for their design and also suspected that availability of any Merlin engine was always likely to be a problem. Boulton Paul bravely asked the Air Minsistry for permission to resubmit a new design to a later timescale utilising the promising new Bristol Centaurus 18-cylinder two-row radial that had been running on the bench since 1938 although development was deliberately slowed due to the demands for Hercules production. Permission was granted and the Boulton Paul designation of P.99 was given to the new design. Forecasting that production Centaurus engines would not be available until the middle of 1942 Boulton Paul's Chief Designer, John Dudley North, played a slightly longer game and set out to create an advanced fighter aircraft that broke with the traditions of the time. Even though the overall diameter of the Bristol Centaurus was just 6% greater than the earlier Hercules engine, North wanted a low-drag installation quickly settling on a rear-mounted 'pusher' design with engine cooling provided by narrow, obliquely mounted intakes on the fuselage side. The remainder of the P.99 design was equally advanced being of all-metal construction with a canard configuration wing and a retractable tricycle undercarriage. The pilot was seated in an enclosed but roomy cockpit in the centre of the fuselage with good forwards visibility from the cockpit (although largely restricted to the rear by the large main wing, engine and fins) and ahead of the pilot was the powerful four cannon armament in a slightly staggered installation. Despite the bombing of Boulton Paul's Wolverhampton works in early 1941, P.99 development moved smoothly through the Spring and Summer of 1941 although the advanced engine installation initially proved troublesome as it broke much new ground including the six-bladed propeller and extended drive shaft. Concurrently, Bristol Engines were working miracles in juggling Hercules production alongside development of the Centauraus and were able to ship prototype Centaurus IV engines to Boulton Paul during early 1942. This greatly assisted with design and installation and the Centaurus was especially neatly cowled with air outlets incorporating automatic sliding gills. By the Autumn of 1942 the first P.99 prototype was nearing completion and began ground-running trials during early December leading to the unfortunate discovery that the rear-mounted engine configuration caused cooling problems whilst on the ground - a problem that would follow the aircraft into operational service. Despite this, Boulton Paul were given a production order for 650 production P.99 aircraft and North's innovative design was officially bestowed with the unusual name of 'Wulfruna' as an historic nod towards Boulton Paul's Wolverhampton works. Continued problems with the Centaurus delayed the first flight of the prototype Wulfruna until February 1943 but the initial test flights were successful except for minor vibration problems with the propeller and extended drive shaft and the aircraft was soon demonstrating level speeds of over 440mph and a very fast rate of climb although the range was slightly down on the official requirements and Boulton Paul's own estimates. Production commenced during the Spring of 1943 and the Wulfruna Mk.l entered service with No.56 Squadron in August 1943 and No.1 Squadron in September 1943 with the latter operating the Wulfruna Mk.1b in the night intruder role during the winter of 1943-1944.