Alternative Buccaneers a.k.a different winner of N/A.39 (M.148T) and then some....
Buccaneer represents the last true UK FAA design to make it into production and one of the last UK designs to be ordered into the the others being the Harrier and Lightning.
So what happens if one of the other competing designs to N/A.39 (M.148T) is chosen?
AWA.168
Ranked second but considered a faster to service solution AWA's design seems fine to the 50's to early 60’s and is vaguely Skywarrior-like (vaguely).
Likely to be viewed as old fashioned by the 60's, if not by the late 50's. Which might undermine it politically.
The likelihood is the deflected jet engines for take off would prove as disappointing as with the USN's A6 Intruder.
But the design also used blown wing and tail, which works well and would just be developed more to compensate.
Engine change to something else on the one hand seems an easier process than the Buccaneer....but the main gear also reside in those nacelles and this might cause it's own restrictions.
It's also a good basis for a tanker.
However variants of this serm quite plausible, such as stretching for 4 seats instead of 2 to produce potential ASW, EW, AEW and ASTOR versions.
A truely severely distorted variant might go so far as to try to squeeze more passengers in a revised section above the wing. A bit of a knock up for COD, but most unlikely unless the other special mission versions are produced.
AWA lacked any orders for their last designs, so this would have some radical consequences for the firm.
But the design seems to hold the most potential to perform a variety of tasks save those if a fighter, well beyond the requirements.
This could have become the spiritual successor to the Jack of all trades Canberra.
Shorts PD.13
The riskiest of the 3 prefered options, Shorts design has the most potential for development as a Fighter All Weather. A view of the selection board was it's wing was better suited to a fighter. Such was the potential agility it might confer.
Again blow rather than deflected jets ought to be a fairly easy change. But much concern that this control method hasn't seen use since.
Which isn't to say it hasn't been looked at and researched, but those later examinations never got too far as other exciting developments took precedence.
We don't know if this any good in real life. Shorts never got the chance to fly this type of design into the transonic or supersonic regimes.
The obvious fighter variant might add reheat and even shock cones in the inlets as per certain F106 development options.
The Fighter option would solve FAA needs into the 60's and only need replacing in the 70's or 80's.
EW would require lengthening the fusilage. Which might prove problematic. So I doubt that would happen. It doesn't seem as flexible for roles such as AEW or EW or others.
Shorts were not exactly fast at achieving production aircraft and so this might well have to draw on other firms to be realised.
Fairey M.148
Ruled out due to the company being stretched to capacity with current work. So something would have to give elsewhere.
From above this design looks quite competent, even attractive and has a vague Skyhawk feel about it.
From the side however......PUT THAT CAKE DOWN!
Tubby isn't quite the word for it....
However the chief letdown is in the lack of detail in internal systems such as blown wing and tail.
Had it been chosen, besides the fact something would have to give way to release staff, it doesn't seem that flawed a design.
Adapting the addition of reheat seems quite feasible on this one and obviously if you drop the internal weapons bay....a slimmed down external weapons only version could make quite a decent strike fighter.
Engine changes for something else is a interesting topic on this one as an alternative option was the use of a single Avon. Albeit at the penalty of lower speed and climb. Though a reheated Avon would change that.
A change of Avon to Spey would also improve performance figures.
A stretched version might genuinely offer a decent 'interim' capability to OR.339.
Westland M.148
Actually a well regarded design by the committee, if Westlands was felt to be overly optimistic about schedule based on their available staff and lacking in certain performance criteria.
However had it been chosen revisions ought to achieve the criteria and the compact size would be appreciated both by pilots and deck crew.
Variants seem more likely to focus on developing Attack missions as a Fighter version would essentially be an all new aircraft unless we're talking the single Avon powered option, and as it is, it seems a design unlikely to easily be adapted for more crew or EW or AEW.
It's main flaw is tilting the engines for high lift at slow speeds and this might doom it.
Hawkers P.1108
A bit of a knock up in under 7 days, it's a surprisingly nice design. Like a scaled down V-Bomber. But more work is needed.
Frankly in need of a lot of refinement and the new RB.115 jets would dictate the speed to service entry.
Saro
Not actually tendered but the two variant studies are quite attractive and ought to meet requirements. The better option is the engines on top of the fusilage, though this might have inlet issues.
Additional competitors that always lurked to the side of this was Scimitar variants.
Plans to build prototypes of the Type 537 to NR/A.19 were suspended on 18 April 1950. Had this gone forward it's likely to kill off N/A.39 and leave the RN pressing for a MkII version or wait out for OR.346......
That said had the ventral bulged weapons bay version gone ahead a twin seater would soon be desired.
Type 562 interceptor with Strike capability circa 1956, claimed production straight after Scimitar deliveries completed.
Revised Type 564 in 1957 with versions for Avons or Gyron Juniors.
Type 567 clearly using the twin seater elements of Type 556 this was proposed April 1957. Potential to kill off N/A.39 and Sea Vixen or at least reduce Sea Vixen to a more limited number.
Type 576 December 1958.
Twin seater with large dorsal fuel tank and reheated Avons
Revised option for adding Type 576 components to current Scimitar in extended production run to convert them to supersonic Type 576 standard.
Buccaneer represents the last true UK FAA design to make it into production and one of the last UK designs to be ordered into the the others being the Harrier and Lightning.
So what happens if one of the other competing designs to N/A.39 (M.148T) is chosen?
AWA.168
Ranked second but considered a faster to service solution AWA's design seems fine to the 50's to early 60’s and is vaguely Skywarrior-like (vaguely).
Likely to be viewed as old fashioned by the 60's, if not by the late 50's. Which might undermine it politically.
The likelihood is the deflected jet engines for take off would prove as disappointing as with the USN's A6 Intruder.
But the design also used blown wing and tail, which works well and would just be developed more to compensate.
Engine change to something else on the one hand seems an easier process than the Buccaneer....but the main gear also reside in those nacelles and this might cause it's own restrictions.
It's also a good basis for a tanker.
However variants of this serm quite plausible, such as stretching for 4 seats instead of 2 to produce potential ASW, EW, AEW and ASTOR versions.
A truely severely distorted variant might go so far as to try to squeeze more passengers in a revised section above the wing. A bit of a knock up for COD, but most unlikely unless the other special mission versions are produced.
AWA lacked any orders for their last designs, so this would have some radical consequences for the firm.
But the design seems to hold the most potential to perform a variety of tasks save those if a fighter, well beyond the requirements.
This could have become the spiritual successor to the Jack of all trades Canberra.
Shorts PD.13
The riskiest of the 3 prefered options, Shorts design has the most potential for development as a Fighter All Weather. A view of the selection board was it's wing was better suited to a fighter. Such was the potential agility it might confer.
Again blow rather than deflected jets ought to be a fairly easy change. But much concern that this control method hasn't seen use since.
Which isn't to say it hasn't been looked at and researched, but those later examinations never got too far as other exciting developments took precedence.
We don't know if this any good in real life. Shorts never got the chance to fly this type of design into the transonic or supersonic regimes.
The obvious fighter variant might add reheat and even shock cones in the inlets as per certain F106 development options.
The Fighter option would solve FAA needs into the 60's and only need replacing in the 70's or 80's.
EW would require lengthening the fusilage. Which might prove problematic. So I doubt that would happen. It doesn't seem as flexible for roles such as AEW or EW or others.
Shorts were not exactly fast at achieving production aircraft and so this might well have to draw on other firms to be realised.
Fairey M.148
Ruled out due to the company being stretched to capacity with current work. So something would have to give elsewhere.
From above this design looks quite competent, even attractive and has a vague Skyhawk feel about it.
From the side however......PUT THAT CAKE DOWN!
Tubby isn't quite the word for it....
However the chief letdown is in the lack of detail in internal systems such as blown wing and tail.
Had it been chosen, besides the fact something would have to give way to release staff, it doesn't seem that flawed a design.
Adapting the addition of reheat seems quite feasible on this one and obviously if you drop the internal weapons bay....a slimmed down external weapons only version could make quite a decent strike fighter.
Engine changes for something else is a interesting topic on this one as an alternative option was the use of a single Avon. Albeit at the penalty of lower speed and climb. Though a reheated Avon would change that.
A change of Avon to Spey would also improve performance figures.
A stretched version might genuinely offer a decent 'interim' capability to OR.339.
Westland M.148
Actually a well regarded design by the committee, if Westlands was felt to be overly optimistic about schedule based on their available staff and lacking in certain performance criteria.
However had it been chosen revisions ought to achieve the criteria and the compact size would be appreciated both by pilots and deck crew.
Variants seem more likely to focus on developing Attack missions as a Fighter version would essentially be an all new aircraft unless we're talking the single Avon powered option, and as it is, it seems a design unlikely to easily be adapted for more crew or EW or AEW.
It's main flaw is tilting the engines for high lift at slow speeds and this might doom it.
Hawkers P.1108
A bit of a knock up in under 7 days, it's a surprisingly nice design. Like a scaled down V-Bomber. But more work is needed.
Frankly in need of a lot of refinement and the new RB.115 jets would dictate the speed to service entry.
Saro
Not actually tendered but the two variant studies are quite attractive and ought to meet requirements. The better option is the engines on top of the fusilage, though this might have inlet issues.
Additional competitors that always lurked to the side of this was Scimitar variants.
Plans to build prototypes of the Type 537 to NR/A.19 were suspended on 18 April 1950. Had this gone forward it's likely to kill off N/A.39 and leave the RN pressing for a MkII version or wait out for OR.346......
That said had the ventral bulged weapons bay version gone ahead a twin seater would soon be desired.
Type 562 interceptor with Strike capability circa 1956, claimed production straight after Scimitar deliveries completed.
Revised Type 564 in 1957 with versions for Avons or Gyron Juniors.
Type 567 clearly using the twin seater elements of Type 556 this was proposed April 1957. Potential to kill off N/A.39 and Sea Vixen or at least reduce Sea Vixen to a more limited number.
Type 576 December 1958.
Twin seater with large dorsal fuel tank and reheated Avons
Revised option for adding Type 576 components to current Scimitar in extended production run to convert them to supersonic Type 576 standard.
