Shipbucket

Feuhermann TP.235

During the late 70s the Australian government wanted a reeplace for their old AA-25 and P-58 primary trainers for both the Naval Aviation Command and the Aviation Corps respectively.

The company selected to design it was the German-argentinean company Fehuermann, and the production would be in charge of Australian Aviation Company, this choice was made due to the lack of resources of AAC as they already where focused on the design and construction of the AS-277 Calkin reeplacement, the AA-90 Gavelan. A first batch of 130 aicraft was ordered in 1984, and a second batch of 90 TP.235 followed it in 1988.

The TP.235 made its first flight on November 1985, another two prototypes would be built and the first unit would be delivered to the 40th Training Squadron in March 1987. By 1987 all of the Navy squadrons and mainland Australian Av. Corps operated the TP.235, the remaining overseas squadrons didnt fully reeplaced their P-58s untill 1994 due to the pause of the TP.235 production during the Second Kuril War in 1989.

This aircraft is one of the last TP.235A to enter service, operated by the 45th Training Squadron based on the Korean Peninsula.

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Worklist:
-ROKN Ships
-ROKAF/RSAF Aircrafts
-Real/Never Built Argentinean aircrafts
Complete list here: http://shipbucket.com/forums/viewtopic.php?f=5&t=10758

A fortunate side effect of being sick is that I was able to stay home and complete this in two days...

Taechi T-627



The Taechi T-627 is a type of primary trainer developed for the Menghean Armed Forces. It uses a conventional low-wing monoplane design with an opposed-piston engine and tricycle landing gear. It is the first Menghean single-engine trainer aircraft in which the pilot and instructor sit side-by-side. Though initially developed as a military trainer, it also sees widespread use as a civil trainer, private aircraft, and liaison aircraft.

Development
The T-627 was developed as a replacement for the Chikai Ch-114, the first Menghean primary trainer developed after the Menghean War of Liberation. The Ch-114 was developed on an expedited schedule with extensive use of prewar parts and design experience, including the Donghae Gi-27 engine from the Chikai Type 40 fighter. Its performance and reliability, however, were both subpar, so the Army requested design work on a new primary trainer in 1972.

Design work was handed to the Taechung Aircraft Design Institute, which had been established to design light utility aircraft. To assist with development, the recently-reconstituted Chikai Aircraft Design Institute was merged into Taechung, resulting in the "Taechi" designation. The first prototype completed its first test flight in 1975, and the type was accepted for mass production in 1977.

Design
The Taechi T-627 is the first Menghean single-engine trainer aircraft in which the pilot and instructor sit side-by-side. This layout allows the instructor to see the pilot's conduct and instruments, and to have a clearer view forward when taking control of the plane. There is also space behind the pilot and copilot for a removable bench with seatbelts and space for three passengers. This bench could also be removed in pieces through the doors, creating space for a laid-down stretcher or up to 500kg of cargo. This feature was indended to give the T-627 a secondary role as a liaison aircraft, able to evacuate wounded personnel, deliver essential supplies, or transport a high-ranking officer and 1-3 staff members. Models built after 1992 instead feature two permanent side-by-side seats with a cargo door in the left side of the fuselage behind them.

Unlike either its predecessor or its successor, the T-627 does not feature backup combat capability, such as underwing mounting points for pylons. The type was judged unfit for ground attack, and weapons training would be conducted on tandem-seat trainer versions of combat aircraft.

The powerplant is a Taechung Tokki 6-cyliner opposed-piston engine, later revealed to be an unlicensed copy of the Lycoming O-540. Models built after 1992 use officially-licensed O-540 derivative engines with improved performance. The T-627 has better performance than the Ch-114, but was still judged inaequate to prepare pilots for high-performance aircraft, leading to a design request for an improved primary trainer in the early 2000s.

Operational history
Large numbers of T-627 trainers were produced for the Menghean Armed Forces in the 1970s, 1980s, and 1990s, where they served as the main trainer aircraft for both Menghean Army Aviation and Menghean Naval Aviation. In both services, the T-627 served as an intermediate step between ab initio trainer aircraft and operational conversion trainers--or, following the purchase of 36 Hawk T1 airframes from Anglia and Lechernt, lead-in fighter trainers. The type was generally well-liked for its relability, visibility, and handling, especially compared to the Ch-114, but still subpar in its performance.

In addition to military customers, Taechi also produced a considerable number of T-627 airframes for the DPRM's civilian flight training agencies, to train the pilots of passenger aircraft, utility aircraft, and crop dusters. A small number were also purpose-assigned to deliver essential supplies like spare parts and medicine to remote locations, though the state delivery service operating them became defunct in the mid-1980s and was not resuscitated after the Decembrist Revolution. Instead, large numbers of ex-civil and ex-military T-627s were put up for private purchase starting in 1989 as part of a bid to restore Menghe's reserves of hard currency and cut military spending.

As a result of this sale program, the type gained a small following among general aviation customers abroad, primarily for their rare status as ex-DPRM warbirds. In 1992 the Taechi Aircraft Plant resumed low-rate production for the civilian market, introducing the T-627D, which featured safety and performance improvements and more modern avionics. This type became a staple of emerging Menghean flying clubs, and helped feed the renewed demand for civilian pilots.

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Currently posting my latest ship art on my Menghean Navy AU thread, but most of my stuff is on iiWiki.

A bad peace is preferable to a terrible war.

Fp/Al Èquiere

pictured above : Èquiere M.B/51 of the Colonial Air Wing in Ziggurai, 1970

The Èquiere is a Merdic trainer aircraft, designed to fill in the gap between ab-initio trainers and advanced jet fighters. It was designed with conventional low mounted monoplane wings, side-by-side seating, and an air-cooled inverted V12 engine. The type was built by Anoire, being one of their last notable designs that entered service in 1948 before the company's disbandment and subsequent reorganization 1955.

Development

Before 1943, most if not all pilots attained the bulk of their flight hours in outdated civilian aircraft before switching into two-seater military biplanes to qualify for fighter pilotage. During the confrontation era, this model of training proved to be ineffective as trainees found it difficult transitioning from old 1930s open-top trainers to more powerful aircraft such as the high-speed, hard to handle Avanter and Visard, or the heavy Tophane.

This problem was temporarily rectified by converting older designs such as the Sancy and Rafale into two-seat intermediate trainers, though with limited success as the two-seat variants proved to exhibit many performance issues and still presented a steep learning curve.

The issue was also evident on naval aviation, as the navy did not have a dedicated trainer that can simulate the landing aspects of fighter aircraft sufficiently.

In 1945, the Merdic Air Force began a program to revamp and standardize the pilot training system to prepare cadets for newer jet fighters.
The Bureau of Military Aviation published Specification No.115/A.45 that called for an aircraft that could serve as an initial trainer and as an advanced trainer if necessary. The design is required to utilize an engine that have sufficient performance and ease of maintenance, and preferably already used in other designs. On top of that, it should also meet the requirements of both the Navy and the Air Force.

Anoire would win the specification, coming up with the prototype design of the Èquiere in 1946.

Flight testing began in 1947, and results were mixed. The Navy wasn't so impressed by the design but still ordered several aircraft, ultimately preferring to start its own program to build trainers that better suited their operations. In spite of this, the design was popular among Air Force circles as the aircraft closely simulated fighter agility and acceleration with a lenient handling profile.

In 1948 production of the M.A/48 began, and was followed later in 1951 by the upgraded M.B/51.

Design

The Èquiere would incorporate a Riberyolles-Marche inverted V12 470HP engine that was initially rated at 700HP to power an emergency light fighter design which ultimately got scrapped. Instead, the engine found use in several liaison and light transport aircraft.

A single main tank situated between the cockpit and the firewall supplied fuel for the engine.
Hardpoints were able to be fitted onto the wing spars to provide attachment for drop tanks and munitions if necessary.

The initial M.A/48 model featured a conventional framed canopy construction which proved to be awkward to look out of, and thus the upgraded M.B/51 featured an acrylic bubble canopy. Other than that, the two models were practically identical.
Both models were built to withstand harder landings as per Navy requirements, and is able to be fitted with an arrestor gear.

Operational History

The type entered service in 1949 with the Air Force serving as an intermediary trainer and in some cases for advanced flight maneuver training, owing to its performance.

A total of 107 M.A/48 and 1250 M.B/51 were produced, with most of them operating in the Air Force as the Navy sought to design its own trainers to meet their standard.

In the Air Force, the aircraft was used to prepare students for the higher speed and agility of advanced jet trainers. The high performance also meant that it could perform well in basic ground attack courses, a role which it was put into service due to Air Academy Command not wanting to commit advanced jet trainers into initial weapons training because of the perceived danger.

This meant that foreign buyers would employ Èquieres as light attackers and later as COINs. Operations in this role was famously carried out by the Kambers Free State in their wars against Shaladeiha, and with the Calabar Air Force against insurgents.

The type saw active service with the Metropolitan Air Force until 1972, where it started to be phased out and replaced by the Pony turboprop trainer, ironically a design that was born as a naval trainer.
Nonetheless, it still saw active service in colonial air wings until the end of its service life.

As the type was being phased out from training service in the late 1970s, several Air Force trainer squadrons began to use them as aerobatic aircraft on local air shows. As a result of this, the aircraft gained attraction from civilian buyers that sought to purchase them as surplus warbirds.
Thus, many units were passed on to the hands of civilian aviators and racers. One of the most peculiar offsprings of these endeavors was a 4-seat conversion for VIP transport.

Its role as a trainer came to an end in 1991, where it was replaced completely by the Super Pony turboprop trainer.

Nowadays the aircraft is often found on air shows and races, either fitted out to the brim to compete in medium-class competitions or as vintage airframes serving as an ode to the great age of propeller aircrafts.

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ive got a lot catching up to do... posting previously unposted drawings here : viewtopic.php?f=27&t=9979

Godray A88 Aircadet
Developed from the four-seat Airtramper, the Godray Aircadet was a surprise success for the company and its designer Nicholas Kowalski. When the Royal New Holland Air Force requested a replacement for its Whio trainers in the 1970s, Godray had little chance of besting the giants of the domestic aviation industry: ARC Lawrence and the Dominion Aircraft Corporation. Air Force officials favoured Godray's proposal, however, and it entered service in 1983. The Aircadet was also manufactured under licence in Singapore and Chile. It was powered by an Allison Model 250.

Westralian Aircraft Consortium WA.37A Parakeet



Specifications
Length: 10.37m
Wingspan: 10.27m
Height: 3.93m
Wing Area: 17.5m2
Crew: 2
Capacity: provision for two additional seats
Airfoil: NACA 23012
Empty Weight: 1752kg
Gross Weight: 2400kg
MTOW: 2840kg
Fuel Capacity: 420L internal fuel
Powerplant: 1 x Pratt and Whitney PT6A-25C Turboprop 750shp (derated from 750shp)
Propeller: 4-Bladed Hartzell Contant-Speed, Fully-Feathering Propeller

Performance
Never-Exceed Speed: 270 KIAS
Maximum Speed: 230KIAS
Cruise Speed: 180KIAS at 20,000ft
Stall Speed (Flaps/Gear Extended): 60 KIAS
Range: 610nmi
Service Ceiling: 27,000ft
Rate of Climb: 1,850ft/min

The Westralian Aircraft Consortium WA.37A Parakeet is a turboprop-powered, low-wing training aircraft manufactured in Westralia by the Westralian Aircraft Consortium. In service with the Royal Westralian Air Force and Royal Australian Air Force, the WA.37 was specifically developed in the 1970s to fill a requirement for a new turbine-powered ab-initio to advanced trainer that would form the core of the newly implemented Commonwealth Air Training Scheme (CATS), in which partner countries Australia, Westralia and New Zealand would collaborate in the training of new aircrew for their respective forces.

Under CATS, prospective aircrew would initially undertake an initial 3 week (~20hr) Flight Screening Aptitude Course, oriented towards assessing the ability of the applicant to handle flight training, after which if they are deemed of sufficient aptitude are sent to their respective countries Officer/Command Training School (13 weeks RAAF/RWAF, 26 weeks RNZAF). Following their successful completion of this, they commence their ab-initio flying training with No.1 CATS on the WA.37A Parakeet, based out of RWAF Cunderdin. Ostensibly, No.1 CATS is a RWAF Squadron with RWAF aircraft, however given the international nature of the Commonwealth Air Training Scheme a significant amount of personnel are drawn from the RAAF and RNZAF as well. After having progressed through ab initio training at Cunderdin, students progress to advanced training at No.2 CATS, again on the WA.37A Parakeet but now based out of RAAF Base East Sale. Having completed advanced training, the CATS program effectively ends and sees students return to their respective service training programs (which at this point now includes Army and Navy branches) for the continuation of their training, being streamed into more operational and service relevant types such as fast jets, transports, or rotary wing aircraft.

Whilst the Parakeet was developed specifically for CATS, the design has its origins in engineering work done in the early 1960s by one of WAC’s predecessors, Western Aerojet. Having licenced manufactured a number of CAC Winjeels for the RWAF as a basic trainer, Western Aerojet saw the potential in a turbine-powered, retractable-gear derivative as a new advanced trainer that would potentially offer a more suitable all-through trainer than the jet trainers being trialled at the time. Ultimately, Aerojet got as far as assembling a ground-running prototype powered by an Allison TPE331 delivering 575shp before interest in the project was lost.

However, come 1975 and the announcement of the future Commonwealth Air Training Scheme, the prior work done by Western Aerojet (now recently absorbed into the new Westralian Aircraft Consortium) provided a head start for the development of the Parakeet. Starting with the basic structure of the Winjeel, the design evolved considerably throughout the course of development; gaining a new single piece bubble canopy and windscreen (though both did receive a later reinforcing bar down the centre), retractable trailing-link undercarriage, a 750shp Pratt and Whitney PT6A-25C with a four-bladed Hartzell made aluminium constant-speed propeller. Most notably the aircraft received a new straight wing; with Hoerner wingtips, large ailerons with pushrod control linkages, distinct dihedral applied to the outer sections, and two-piece wing fillets extending roughly one-third along the wing. The tail also was completely changed; with the tail plane enlarge and lowered on the fuselage (also receiving a notable fillet) and an entirely new, significantly larger vertical stabiliser. Retained from the Winjeel, was the side-by-side cockpit arrangement, which was thought to improve instruction by allowing mutual close observation and demonstration; as well as the ability to install two small ‘dicky’ seats in the rear of the cockpit for additional passengers. By the time the first prototype emerged in 1979, the aircraft looked significantly different from its starting point, though certain aspects of the Winjeel were still visible, particularly in the shape of the rear fuselage.

The WA.37A entered service with both the RWAF and RAAF in 1983, replacing the CAC Winjeel and CAC built Macchi MB326H in the ab initio and advanced trainer roles and allowing the proper implementation of the Commonwealth Air Training Scheme. The aircraft proved to be a good training platform; with effective control response and nimble ‘jet-like’ handling (especially in roll) thanks to the pushrod linkages and large control surface areas, a predictable stall with suitable warning buffet and conventional recovery, excellent visibility from under the large canopy, an expansive flight envelope fully capable of aerobatic manoeuvres including spins, and a reasonably advanced avionics suite that capably allows the full range of instrument and systems training without preventing students early in their basic program to get to grips with the flying of the aircraft. Ultimately, 120 aircraft were assembled by WAC, with the final aircraft leaving the production line in 1988.

Poll Now Open
The submission period for the Cold War Primary Trainer Aircraft Challenge has ended. All twelve entries can now be rated here. The poll will remain open until 23:56 (UTC-12), 26 October - Countdown Timer.

There are no options for the next challenge this time. We will be ending the year with a special two-month Shipbucket scale challenge. The topic will be announced when the results of the present challenge are released.

Critiques and Criticisms: The Emspronkening
Decided that I should do a writeup about the entries since this challenge was based on my suggestion, so here goes:


Grandprix - Nanchang CJ-6B
It’s essentially a CJ-6 with a flat eight, so there’s not much to say about it. Gear feels a bit spindly, even more than the real CJ-6. The red outlines for the canopy are nonstandard and don’t accurately reflect the real CJ-6 and the control surfaces aren’t outlined in black. The shading feels a bit inconsistent, with two single-pixel thick shades of highlight on the fuselage but only a single shade on the spinner. All and all, however, a respectable first entry from a brand new artist.

Charguizard - Bellanca 19-50 Norseman
I already made most of my points about this entry in the Discord, the majority of which have been fixed. There are, however, a few remaining. There are three static wicks on each aileron, when you really only need two, and the static wicks on the elevators are on the trim tabs which aren’t optimal. Additionally, painting the static wicks (rudder) and antennas (VOR antennas, VHF comm antenna #2) could interfere with their functions. There looks to be some kind of track aft of the canopy for it to slide on, but there are also hinges to suggest it’s side-opening so that’s somewhat confusing. Finally, there’s no small access panel on the cowling to inspect the engine during preflight (including dipping the oil) which would mean that a complete removal of the cowling is required before each flight.

The_Sprinklez - Piper PA-50R-300 Cayuga
This is my own entry, but I'll try to do some introspection. Honestly quite happy with how this came out, but if I had known that so many entries in this challenge would be a single-engine prop aircraft with side-by-side seating I probably would have done something different. I'm still not 100% happy with this, especially in how I integrated the sliding canopy, and I wish I would have drawn something a bit more unique. I got a bit carried away with writing up a POH, though, so the drawing is still rough in some areas and I wish I had taken more time to fix it.

BvonTeapot - Bachem Kolibri
I mean it’s a flying saucer. Fits into the “Nazi Wonderwaffen” trope, so you’ve got that going for you. It’s a good thing we don’t have a separate realism score anymore is all I’ll say. Oh, and the shading doesn’t look quite right for something that should be perfectly circular.

Deadright - Fleet Model 90 Falcon
A respectable first challenge entry from a (relatively) new artist. I’m generally a fan of the design, and it fits well in the Beechcraft Skipper/Piper Tomahawk style of trainer. That being said, there are some issues. First off, you’re missing trim tabs across the entire aircraft. None of the control surfaces feature them and I’d really expect them to be at least present on the elevator, if not the rudder and ailerons as well. Additionally, the ailerons are absolutely tiny. They really should be twice their current size, if not a bit larger. You’ve got plenty of room outboard of them, so they should continue almost all the way to the wingtip. The static wicks you’ve included should be on the control surfaces as well, not next to them, and you have deicing boots on the wings but not on the tail. Pitot tubes should be placed in such a way that they’re outside the propwash, which on a single-engine prop aircraft usually means the wing, and you probably only need one of them. Moving on, you’re missing a tail Nav light and wingtip strobe lights and you’ve got an O-360 but individual exhausts for each cylinder (which as far as I’m aware has never been done with the O-360 because the exhaust shroud provides cabin and carburetor heat). As far as the drawing goes, it’s very low contrast (especially the highlights) which makes it look very flat and inconsistent (the spinner also has two highlights and two shades while the rest of the aircraft uses one of each). It’s also a bit sparse on details, especially on the aft fuselage and wings (no fuel filler caps?).

TNGShM - Kanazaki K-7K
Without having real world dates, it’s hard to figure out exactly what period we’re working with here. However, I’ll try to give some kind of meaningful critique. The overall shape and design lend the aircraft a very WWII torpedo bomber feeling. The canopy seems rather outdated for anything after 1950, and the instructor pilot in the back seat is sitting so far behind the student that he wouldn’t have a very good view of what the student is getting up to. Additionally, you seem to have two identical red lights on the rudder when one should be white as a part of the Navigation light system. The empty weight figure in the writeup puts it in the T-28 size class, but a quick comparison with the FD Scale T-28 shows an aircraft quite a bit larger and chunkier than the T-28. Finally, a pair of integrated 13mm machine guns feels very out of place on a trainer aircraft. If weapons would be necessitated by a training program, it would be better for weight and safety for them to be mounted on hardpoints.

Hood - BEAGLE Retriever Mk. I
It’s a never-were, so the design (as I understand it) is at the very least plausible. There really aren’t any technical issues that I can find, which I’ve come to expect from a Hood drawing. As far as the drawing goes, the detailing is a bit bare in spots and the shading a bit thin, seeming to disappear entirely on the bottom of the nose in the red-painted area. Lastly, it seems to be missing a tail Nav light and has the green (right) Nav light duplicated onto the left side in the top view. It's also missing the opportunity to have painted it yellow and call it a "Golden" Retriever.

MattewEx - Feuhermann TP.235
It’s the only tandem late-Cold War turboprop trainer in the challenge, so that’s gotta count for something. Gear feels a bit short and weak for an aircraft like this. Wing shading could use work, with the trailing edge shading being thicker than the leading edge it makes it feel like the wing is backwards and the trailing edge is thicker. The wing walk areas are weird, they should be a bit thinner and go further aft down the flap if at all possible. Moving on, you have static wicks on the ailerons but none on the elevator or rudder. There also doesn’t seem to be a tail Nav light (white) or strobe lights on the wing tips. Or, for that matter, landing lights. Before you drew the gear-down version I assumed they were on the gear legs, but there aren’t any there either. Aside from the aircraft, I don’t see the motto you included appearing on the patch anywhere. The mottos I included on my last few challenge entries were translations of what appeared on the patch, not a separate item.

Soode - Taechi T-627
It’s essentially an IAR 823, so there’s not much to say. As with a lot of entries this round, it’s missing a tail Nav light. Otherwise the detailing seems a bit plain in spots and the shading on the wing and tires is kinda flat, but that’s about it. Unfortunate that you didn’t have time to do a top or front view, though, but what you have is a very solid entry regardless.

jjxindoweeb - Fp/Al Èquiere
Like I said in the Discord, this feels like a fighter that’s gotten a wider side-by-side cabin and been branded a trainer. In this case, that’s a bad thing. The specific numbers in the next section pertain to an older version of the writeup, but I believe the points are still valid: “700 horsepower in something this size is way too much for training purposes. You talked in your writeup about the learning curve coming from an open-cockpit 1930s aircraft to mid-1940s aircraft, but I believe the learning curve coming from an initial/ab initio trainer to this monstrosity would be far worse (something like a 600 hp step-up!).” Even at the current 470 hp number, that’s a big difference from aircraft that would have previously been flown and a hell of a lot of power for an aircraft this small. Visibility over the extremely long nose would be horrendous, a feature that would have been alleviated had a more fitting engine been used. The fact that you explicitly mention carrier operations in the writeup terrifies me, as the nose-up attitude during approach would allow practically no view of the carrier deck. Smaller issues are the ADF sense wire attaching to the sliding portion of the canopy (bad) and missing tail Nav and strobe lights like many other entries. The drawing is generally extremely overshaded. The second highlight is used in places that would absolutely not need it but entirely absent in places you’d expect it. Additionally, you have black lines outlining all four sides of the flaps on the top view but only three on the side view, the aileron trim tabs are outlined in black but the rudder trim tab is outlined in shade, and the rear windows are entirely missing a black outline on the lower edge in the top view.

Kiwi Imperialist - Godray A88 Aircadet
A solid entry, let down by a lack of detailing. Large sections of the aircraft feel very plain, especially the tops of the wings+horizontal stabilizer and the fuselage aft of the cockpit. The side view of the main gear looks almost like fixed gear and I’m not sure that the forward angle when landed is necessary. It’s missing a couple of black pixels on the aft end of the flaps in the top view and the wing fences are a bit smaller than I’d expect (not that I’m even sure you need them on something like this). The wingspan strikes me as a bit narrow as well, though that might just be in comparison to the rather wide horizontal. Generally, it feels a bit dated for a late-1970s/early-1980s design, more like something from the late 1950s or early 1960s.

TheGrumpyKestrel - Westralian Aircraft Consortium WA.37A Parakeet
My first reaction is that this feels like a retractable-gear militarized PAC Cresco/PAC P-750. My primary concern here is performance. It’s larger than a T-6 Texan II, but the writeup says it’s lighter and has 350 less horsepower. The mostly straight chord wing will be great at low speeds, but I’m not sure how it would fare on something that’s intended to be a high-performance advanced trainer as well. On the drawing side, the second highlight feels a bit unnecessary when you’re using such a low contrast palette. It’s lost entirely in the white and is very hard to see in the orange. Another side effect of the low contrast is that the incredible riveting and detailing work is basically impossible to see at first glance. Generally it’s very well drawn and a decent design, if a bit confused about its purpose.




Anyways, that sums up my thoughts. Good luck to all the entries in scoring.

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Projects:
Panelbucket - Aircraft Avionics and Instrument Panels in 15px=1cm: http://shipbucket.com/forums/viewtopic.php?f=19&t=10389
Clyde's Eagles - Cessna Aircraft since 1945: http://shipbucket.com/forums/viewtopic. ... 7&p=204669
Im Schatten des Adlers - An Alternate History Timeline: http://shipbucket.com/wiki/index.php/Ca ... des_Adlers

The Cold War Primary Aircraft Challenge has concluded. Thanks to the twenty-one people who completed a poll response and the eleven people other than myself who submitted an entry. It was great to see this challenge gain traction after a period of inactivity. Trainers are an important part of any air force and they definitely deserve appreciation. In first place with a total of 368 points is The_Sprinklez, who created the Piper PA-50 Cayuga. Congratulations! She also achieved the highest score in both categories, which is of little surprise given her enthusiasm for the subject. The Cayuga Owner's Handbook was an nice touch. Following in second is TheGrumpyKestrel, who achieved 350 points with the Westralian Aircraft Consortium WA.37A Parakeet. Trailing close behind in third with 348 points is MattewEx, whose submitted the Feuhermann TP.235. Amazing work everyone!




For those interest, the Supercarrier Challenge is now open.

Congratulations to sprinklez, kestrel and mattew and of course to kiwi for another great challenge! Glad to see a decent entry pool, I didn't expect it to be this good after a very cool start.

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w o r k l i s t :
Hatsuyuki-class Escort Ships . . . <3

Thanks Char, u had a great entry. Also thanks to Kiwi for this amazing challenge

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Worklist:
-ROKN Ships
-ROKAF/RSAF Aircrafts
-Real/Never Built Argentinean aircrafts
Complete list here: http://shipbucket.com/forums/viewtopic.php?f=5&t=10758