DONE @p.4 +++ Blackburn Barghest F(AW).3 of RAF 19 Sq., 1959

TheChronicOne · August 24, 2018, 08:35:42 AM

Quote from: Dizzyfugu on August 23, 2018, 11:48:02 PM
It's been silent here - but beauty pics have been taken and already partly edited, but it will take a couple more days until the whole bunch is through and will be posted together with the Barghest's background.

One day, you make us all a tutorial on how you do the photoediting stuff. Bonus points for usage of "paint.net". I've downloaded GIMP but it looks complicated to me and I won't even get into PS.

63cpe · August 24, 2018, 02:18:16 PM

I'd like to express my feeling about the Blackburn Barghest..............: Excellent!

Really great find to put the Buccaneers engines on each side of the meteors fuselage....Terrific Job, old chum!

Dizzyfugu · August 25, 2018, 03:21:28 AM

Thank you very much, glad you like it. And here are, finally, the beauty pics and the aircraft's story; so, here's a 1:72 Blackburn B.87 "Barghest" F(AW).3; aircraft "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959.

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

Some background:
In the aftermath of the Second World War, Britain identified a threat posed by the jet-powered strategic bomber and atomic weaponry and thus placed a great emphasis on developing aerial supremacy through continuing to advance its fighter technology, even following the end of conflict. Blackburn Aircraft responded to a 1947 Air Ministry requirement for a high-performance night fighter under Air Ministry specification F.44/46. The specification called for a two-seat night fighter that would intercept enemy aircraft at heights of up to at least 40,000 feet. It would also have to reach a maximum speed of no less than 525 kn at this height, be able to perform rapid ascents and attain an altitude of 45,000 feet within ten minutes of engine ignition.

Additional criteria given in the requirement included a minimum flight endurance of two hours, a takeoff distance of 1,500 yards, structural strength to support up to 4g manoeuvers at high speed and for the aircraft to incorporate airborne interception radar, multi-channel VHF radio and various navigational aids. The aircraft would also be required to be economical to produce, at a rate of ten per month for an estimated total of 150 aircraft.

>1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

Blackburn produced several design proposals in the hope of satisfying the requirement. B.47, drawn up in 1946, was essentially a two-seat Meteor with slightly swept wings. A similar design was also offered to the Royal Navy as the B.49. The later-issued B.76 and B.77 of early 1947 had adopted many of the features that would be distinctive of the later Barghest, including the large, swept wings and the engine nacelles moved to the wing roots, integrated into the fuselage. The two projects differed primarily in role: P.76 was a single-seat day fighter with a V-tail, while P.77 was a two-seat night fighter with a radar and a mid-mounted tail plane.

The RAF requirements were subject to some changes, mainly in regards to radar equipment and armaments. Blackburn also initiated some changes, as further research was conducted into the aerodynamic properties of the new swept wings and tail surfaces. For propulsion, the new Armstrong Siddeley Sapphire turbojet engine was chosen and the airframe adapted accordingly.

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

On 13 April 1949 the Ministry of Supply issued instructions to three aircraft manufacturers, Blackburn, Gloster and de Havilland, to each construct four airworthy prototypes of their competing designs to meet the requirement, as well as one airframe each for structural testing. These prototype aircraft were the Gloster GA.5, designed by Richard Walker, the de Havilland DH.110, which held the advantage of also being under consideration for the Royal Navy (and became the Sea Vixen), and the Blackburn B.87, which was a refined B.77 with a slimmed-down fuselage and a swept T-tail.

The development of all of these designs was considerably delayed through political cost-cutting measures, the number of prototypes being trimmed down to an unworkable level of two each before the decision was entirely reversed! The B.87 was soon christened Barghest and first prototype was structurally completed in 1951. Following a month of ground testing the first prototype conducted its first flight on 26 November 1951 and the second prototype followed in February 1952 (and was in 1953 used for aerodynamic tests that led to the improved Mk. 3, see below). The third prototype, and the first to be fitted with operational equipment including radar and weapons, first flew on 7 March 1953. The fourth airframe was passed to the Aeroplane and Armament Experimental Establishment (A&AEE) in August 1953 for trials.

The original Barghest all-weather fighter was equipped with a British AI.17 radar and powered by two Sapphire Sa.5 engines without afterburner, delivering 6,500 lbf (28.91 kN) thrust each. The aircraft did not have built-in weapons, but could carry various weapon packages in a spacious, ventral weapon bay. Options included a tray with four 30 mm ADEN cannon, three retractable pods with a total of 70 unguided Microcell 2 in (51mm) missiles, or a recoilless 4.5 in gun with 7 rounds in a drum magazine, even though this huge weapon, intended against incoming bomber formations at high altitude, never made it beyond the prototype stage and ground tests. Furthermore, four underwing hardpoints could carry drop tanks (on the inner pair of pylons only), bombs or unguided SNEB rocket pods for a total load of 4.000 lb (1.814 kg).

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

The official production order for the Barghest was issued in mid-1953, together with the Gloster GA.5, which became the Javelin – an unusual decision, but the need for an operational all-weather fighter was so dire that two types were procured at the same time in order to fill the defense gaps as quickly as possible and to have a fall back option at hand immediately. While some delays were incurred, the Barghest's status as a "super priority" for production helped to minimize the time involved in producing each aircraft. Production was assisted by a large order placed by the United States Air Force, purchasing aircraft for the RAF as part of the Mutual Defense Aid Program.

On 22 July 1954 the first production aircraft took flight at Leeds, and the Barghest F(AW).1 entered service with the RAF in 1956 with 46 Squadron based at RAF Odiham, England. The Barghests were immediately put to use in an intensive flying program, to rapidly familiarize crews with the type. In order to assist conversion training, twelve machines from the initial production batch were converted into dual control trainers. They lacked the radar equipment and were designated T.2.

The introduction of the Barghest allowed the RAF to expand its night-fighter activity considerably. During RAF trials, the type proved readily capable of intercepting jet bombers such as the English Electric Canberra and modern jet fighters, over a hundred miles out to sea, and the Barghest turned out to be quite an agile aircraft with good flying characteristics, despite its size. By the end of July 1959, all remaining Meteor squadrons had been converted to the Barghest and the Javelin.

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

After an initial production batch of 48 F(AW).1 fighters and a dozen T.2 trainers, the upgraded F(AW).3 was introduced in October 1956, which featured several changes and improvements. The biggest external change was the introduction of a modified wing with a dog tooth (tested on the 2nd prototype from 1953 onwards), which enhanced airflow and handling at high speed. Furthermore, the tailplane was modified so that either the rudders could be operated at slow speed or, alternatively, the whole stabilizer at high speed. A bulbous aerodynamic fairing on the fin's top held the more complicated mechanism.
The Barghest F(AW).3 was furthermore equipped with a more capable AI.22 radar (actually a U.S.-made Westinghouse AN/APQ-43 radar) and it was able to carry up to four IR-guided Firestreak AAMs on pylons under the wings, what significantly improved the aircraft's interceptor capabilities. The aircraft now featured a total of six hardpoints, even though the new, outermost pylons could only carry a single Firestreak missile each. The ventral weapon bay was retained, but, typically, only the pack of four Aden cannon was carried.

In order to cope with a higher all-up weight and improve overall performance, the F(AW).3 was powered by Sapphire Sa.6 engines, which delivered 23% more thrust and were recognizable by enlarged air intakes of oval shape instead of the original, circular orifices. Stronger engines with afterburners could not be mounted, though – their addition would have required a severe structural change to the aircraft's rear fuselage, and this lack of development potential eventually favored the Barghest's rival, the Gloster Javelin.

Beyond newly produced F(AW).3 airframes, most F(AW).1s were eventually upgraded to this standard, and a further twelve F(AW).1s were modified into trainers. All T.2 aircraft received the wing and tail upgrade, but retained the weaker Sapphire Sa.5s, and their designation was eventually changed into T.4.

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

Due to its higher development potential, the Gloster Javelin overshadowed the Barghest during its relatively short career. The last Barghest fighter was already withdrawn from service in 1966, with a total of 125 airframes having been produced, while the Javelin, produced in more than 420 units, kept on serving until 1968. Both types were replaced by the Mach 2-capable BAC Lightning interceptor.
However, the experience gathered from the Barghest's early development was successfully used by Blackburn during the Buccaneer development process for the Royal Navy in the mid-Fifties.

General characteristics:
Crew: two
Length: 54 ft in (16,49 m)
Wingspan: 40 ft 7 in (12.38 m)
Wing area: 514.7 ft² (47.82 m²)
Height: 14 ft 9 in (4,50 m)
Empty weight: 19,295 lb (8,760 kg)
Gross weight: 29,017 lb (13,174 kg)
Max takeoff weight: 34,257 lb (15,553 kg)

Powerplant:
2× Armstrong Siddeley Sapphire Sa.6 engines with 8,000 lbf (35.6 kN) thrust each

Performance:
Maximum speed: 606 kn (697 mph; 1,122 km/h) at sea level
Range: 954 mi (1,530 km)
Service ceiling: 52,800 ft (15,865 m)
Rate of climb: 7,000 ft/min (35.6 m/s)
Wing loading: 66 lb/ft² (325 kg/m²)
Thrust/weight: 0.56

Armament:
Ventral weapon bay, typically carrying 4× 30 mm (0.79 in) ADEN revolver cannon with 180 RPG;
alternatively, three retractable packs with a total of 70 unguided Microcell 2 in (51mm) missiles
could be carried;
Six underwing hardpoints (The outer pair of pylons could only carry Firestreak AAMs) for a total
ordnance of 4.000 lb (1.814 kg), including up to 4× Firestreak IR-guided AAMs, drop tanks on the
inner pair of pylons, or unguided bombs and SNEB missile pods.

1:72 Blackburn B.87 "Barghest" F(AW).3; "WZ507/A" of the Royal Air Force 19 Squadron; Leconfield Camp, Yorkshire (Great Britain), summer 1959 (Whif/Kitbashing) by dizzyfugu, on Flickr

A true kitbashing, made from many well-known RAF ingredients and a disturbing look between odd and familiar! A Buccaneer? No, it's too scrawny. A Javelin? No, it does not have delta wings, and it's got a tail sting. A de-navalized Sea Vixen? Well, no twin tail, and anything else does not match either... Despite the puzzling details (or because of them?), the Barghest looks disturbingly British and Fifties, as if it had been created from a profound RAF DNA pool – and it actually is! And with lots of putty. ;-)

PR19_Kit · August 25, 2018, 03:50:47 AM

Utterly brilliant.

I love the way the backstory mixes Javelin and Buccaneer stuff too. I'll have to ask my friend Rob about the Barghest, he was an apprentice at Brough around the period it was under development.

Being DREADFULLY JMN, it would have been called just RAF Leconfield, not Leconfield camp.

That was even though people used to talk about '......going back to camp....' if they were on leave or similar.

loupgarou · August 25, 2018, 08:00:06 AM

Beautiful. Each photo angle reminds of a different fighter from the fifties.

Old Wombat · August 25, 2018, 08:32:00 AM

Ace build, Dizzy, & you're right, it looks very 1950's British.

I wonder how a real one would really fly?

TheChronicOne · August 25, 2018, 08:54:32 AM

Fantastic!!!

Top notch, truly!

Gondor · August 25, 2018, 09:58:41 AM

Quote from: TheChronicOne on August 25, 2018, 08:54:32 AM
Fantastic!!!

Top notch, truly!

I agree

Gondor

Dizzyfugu · August 25, 2018, 10:08:42 AM

Thanks a lot! Well, I am not 100% certain concerning the propostions. The whole thing is slightly nose-heavy, even though the proportions are good. But, with a look back, I should have shortened the engine nacelles in front of the wings, so that they would have ended up 5-19mm further forward. The Meteor's tail is pretty thin, too, a deeper rear end would have looked better. Nevertheless, I am happy with the design as such - it's really a disturbing aircraft, because you recognize so many familiar design features, but none does "look right", even though the whole thing looks pretty plausible, esp. in contemporary RAF markings.

NARSES2 · August 26, 2018, 08:05:35 AM

That really does look the business, fantastic build

zenrat · August 27, 2018, 03:21:50 AM

Brilliant.
It's like a 3D representation of an aircraft from a badly drawn comic (and I mean that in a good way

).

DogfighterZen · August 27, 2018, 03:37:29 AM

Excellent whiffing work as always!!

Captain Canada · January 09, 2020, 05:54:18 AM

Oooh nice one ! That's a sexy looking machine right there !