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For All Nails #107 - Trent's Fighting Airmobiles

[NOTE: The following are highlights and excerpts from the 1974 Edition
(published January, 1974) of Trent's Airmobile Guide.  Thanks to Johnny Pez
for the German company names and histories.  Thanks to Noel Maurer for the
Mexican company names and two of their histories.]


	First published in 1933 by Group Captain Sir Walter Trent, RCNAAF
	(ret.), FRNAMHS.

	1974 edition

	Compiled and edited by Walter Trent, Jr., FRNAMHS, and Rachael
	Wright, FRNAMHS.  Copyright (c) 1974, Trent's Publishing, PLC., 33
	Centre St., Burgoyne, PA, NC, 8E3 24C


Even in a War without War, combatants still need armaments.  And even without
actual combat, the race to build better arms proceeds at a sometime alarming
rate.  The German Empire faces well-armed northern opponents from both the
Kingdom of Scandinavia and Great Britain.  The United States of Mexico and
the Confederation of North America (the infamous "Scorpions in a Bottle")
face each other along the North American continental divide.  In the Pacific,
Mexican interests square off against Australia, Japan, and the ever-enigmatic
Kramer Associates (along with the strongly-allied Canton Pact).  And if
there's a world flashpoint currently, it's the Caribbean Sea, where no less
than four of the world's major powers (The CNA, Great Britain, Germany, and
the Kingdom of Scandinavia) and rising regional power New Grenada compete for
the scattering of islands along the way.  The North Americans have already
learned the hard way about their military preparedness thanks to the Boricuan
Missile Crisis of the past year.  1974 may present more chances to view some
of the aircraft detailed within in actual combat.

The latest models to arrive from all of the major powers incrementally
improve thrust and airframe capabilities over their previous generations.
What's most striking in new aircraft is not what's on the outside, but what
is within.  Sophisticated electronics, with wafers taking over from bulbs and
wires, enables an aircraft to not only do a single job, but to become a
_platform_ where multiple jobs can be done efficiently.  We are already
seeing this with larger airmobiles (witness the two distinct Confav Athena
models for different sorts of detection), and perhaps smaller ones will
follow suit.

As with all editions of Trent's, our facts and figures come from
non-classified sources, without recourse to any trickery or private
spying. [1]



Confederation Aviation rose from the ashes of the North American Airmobile
Corporation.  North American was one of the handful [2] of CNA aviation
pioneer companies.  It folded in 1912, when owner Samuel Baker sold its
assets to shipping heir Eldridge Dawes.  Dawes originally meant to fold the
airmobile assets into Dawes Marine.  For ten years, this transition started
to take place.  Then, in 1929, when Forster's second seven-year mail contract
ran out, Eldridge Dawes convinced his family to spin off the airmobile
division of Dawes, so as to avoid accusations of monopolization.  The new
firm, Confederation Aviation, won the first of two consecutive seven-year
contracts with its two-engined Heron transport.

CONFAV CC-5 "Hercules"

The Confav Hercules was the first CNA military cargo airmobile to be
explicitly designed for military transport.  It shares many parts with the
Confav Meteor II commercial jetliner, but it was designed by a different team
at Confav's Detroit centre.  It can transport the equivalent of 200 troops,
150 fallscreen troops, 10 military-grade locomobiles, or 3 terramobiles.

The Hercules entered RCNAAF service in 1967.  Starting next year, the UE will
be receiving a shipment of 50 Hercules airmobiles.

Type: Heavy Transport
Dimensions:  Wing span: 188 ft.
	     Length 203 ft.
	     Tail height:  62 ft.
Engines:  Four National Union J-41 fan-blade turbojets
Maximum speed:  0.8 pings [3]
Cruising speed:  0.7 pings
Maximum altitude:  34000 ft.

CONFAV CC-3, HA-2, ED-1, "Athena"

The military's Athena is the same airframe as the civilian Pelican model.  It
has three variants working in in the RCNAAF.  The CC-7 is a cargo model, used
to transport materiel, and up to 60 fallscreen troops.  The HA-2 is a
high-altitude electronic monitoring platform.  The ED-1 is a prototype flying
RES facility and electronic detection platform.  The success of the ED-1 is
rumored to be leading to an ED-2 based on either the CC-5 airframe, or the
Confav Meteor II.

The CC-3 variant has been in service since 1945, serving all over the CNA,
and UE.  The HA-2 has been in exclusive CNA service since 1960, and the ED-1
prototype was announced to the public in January, 1973.

Type:  Light Transport
Dimensions:  Wing span:  140 ft.
	     Length:  154 ft.
	     Tail Height 45 ft.
Engines:  Four Dickinson D-23 14-piston propellers
Maximum speed:  0.5 pings
Cruising speed:  0.45 pings
Maximum altitude:  29000 ft.

CONFAV/HAWKER AC-17 "Hummingbird"

In 1970, during Grand Council budgetary talks, the subject of
"Hummingbird/VTOL program" accidentally leaked to the public.  Much
speculation had the VTOL acronym expanding into Vertical TakeOff and
Landing.  Two years later, at Confav's Lloyd, Georgia facility, the wraps
were revealed on what appeared to be a modern charger aircraft.  The
demonstrator started its engines, then floated off the ground to a height of
10 feet, before landing again.  30 minutes later, the craft rose again, this
time moving forward, then proceeding to a level-flight speed, where it
performed some basic maneuvers.

While many details are still classified, the Hummingbird will be entering
service in 1975, according to co-designers Confav and Hawker.  Speculation
points to a likely deployment aboard gyrocopter cruisers such as the HMNAS
Superior [4], and the HMS Trafalgar [5], as a method to supplement
traditional aircraft carriers.

Type:  Single-jet vertical-takeoff-and-landing charger
Dimensions:  Wing span:  25 ft (est.)
		Length:  35 ft (est.)
		Tail height:  14 ft. (est.)
Engines:  National Union or Rolls Royce.  Details Classified.
All other performance data is classified.


Whitney Forster, a former carriage maker, was looking for new uses for a
vulcazine engine of his own design.  When informed of National Union's
airmobile flights, Forster immediately traveled to Black Rock to demonstrate
his lightweight vulcazine engine.  Forster was so impressed with the
airmobile design, he entered negotiations to build his own.  After a year of
trying, Forster licensed National Union's patents and opened his factory in
Fort Henry.  Forster produced some innovations, but like his contemporaries,
he misjudged the market demand for heavier-than-air travel.

Forster was on the verge of bankruptcy in 1913, and appealed to both the NFA
and private financiers for additional funding.  When the CNA government
announced a competition for Air Mail service in 1914, Forster convinced the
Royal Bank of Detroit to float him a 5 million pound loan.  A condition of
this loan was to incoporate under Forster Airmobile Ltd., where RBD would be
a 40% stakeholder.  One year later, Forster won the Mail contract with its
innovative Falcon design.

Forster AC-12 "Sparrow"

1962 was a watershed year for military technology.  The RCNAAF launched
several airmobile programs in 1962, awarding a contract for Forster's designs
for a combined charger/interceptor.  The first flight of the Sparrow was in
1966, and the first squadron assigned to the 1st SC Gulf Squadron in January,

The Sparrow is the CNA's premier charger. [6] It launches from either land
bases or Winfield Scott class carriers.  The Sparrow can carry either
heat-seaking air-to-air missiles for close combat charger engagements, or
RES-guided air-to-air missiles for interception.  The Sparrow started
receiving new wafer-based RES packages from National Union.  The fleet is
expected to be fully upgraded by the end of 1974.

Type:  Single-seat twin-turbojet charger/interceptor
Dimensions:  Wing span:  44 ft
		Length:  65 ft
		Tail height:  19 ft.
Engines:  Two Dickinson D-40 post-thrust fan-blade turbojets
Maximum speed:  1.8 Pings
Cruising speed:  0.7 Pings
Maximum altitude:  55000 ft

Forster HA-4 "Icarus"

One of the revelations from the Michigan City spy ring incident of 1969 was
the existence of a small squadron of high-altitude reconnaissance craft.  The
following year, the RCNAAF acknowledged that the Forster HA-4 Icarus had been
a reconnaissance asset in their inventory for 8 years.

It is conjectured that the HA-4 is a highly modified Forster AC-8 frame with
enlarged and straightened wings, and tuned for altitude instead of speed.
The 1970 public introduction included some basic statistics, which are
repeated here.

Type:  Single-seat turbojet reconnaissance
Dimensions:  Wing span:  107 ft
		Length:  60 ft
		Tail height:  17 ft
Engine:  Dickinson D-36 fan-blade turbojet
Maximum speed:  0.7 Pings
Cruising speed: 0.5 Pings
Maximum altitude:  90000 ft.



Edison may have been the first man to achieve heavier-than-air flight, but he
was not the only man working on the problem.  In the Germanic Confederation
Edison's feat was independently duplicated by three different inventors
between 1902 and 1905.  The first was a Westphalian bicycle manufacturer
named Augustus Banner, while the second was an eccentric Prussian nobleman
named Kurt von Driesen.  Von Driesen, insisting that Banner had stolen his
design, kept him tied up in litigation for years.  As a result, it was the
third inventor, Manfred auf der Maur, who founded the first European aviation
firm, Freitag Luftraden.  Banner was eventually able to win out over von
Driesen in court, but he could never regain the initiative from auf der Maur,
and in 1919 sold his company's airmobile division to auf der Maur, creating
Freitag/Banner GmbH.

FREITAG/BANNER FB-422  (UE designation "Barbarian")

The German Luftwehr's crowning achievement during the Global War was the
perfection of long-range strategic bombing dogma.  The symbol of this
perfection is the still-active Freitag/Banner FB-422 bomber.  A derivative of
the highly-successful FB-412 "Bludger", the Barbarian first flew in 1945, and
started dropping bombs 2 years later.

While it saw little combat, squadrons of Barbarians flew over client- state
capitols when fighting ceased.  Barbarians are still used occasionally to
quell uprisings in Palestine, Lebanon, and Arabia.

Type: 4-engine heavy bomber
Dimensions:  Wing span: 125 ft.
		Length:  100 ft.
		Tail height: 40 ft.
Engines: 4 Horsch PW-325 18-cylinder engines
Maximum speed:  0.5 Pings
Cruising speed:  0.43 Pings
Maximum altitude:  40000 ft.

FREITAG/BANNER FB-488   (UE designation "Bat")

While the Barbarian helped German control most of Europe, it could not help
it conquer the British Isles.  As the War without War began, both Germany and
Britain refined their newly-developed jet aircraft designs.  The FB-488,
"Bat" was designed to be a counterpart to the Hawker GA-5 design.  In
reality, the FB-488 is a less-than-capable answer to Britain's "Lancer".
Several accidents early in the deployment of the FB-488 earned it the dubious
nickname "Witwemacher".

Type: 2-engine jet forward attack airmobile
Dimensions:  Wing span: 55 ft.
		Length:  64 ft.
		Tail height: 20 ft.
Engines: 2 BMW B-223 post-thrust turbojet engines
Maximum speed:  1.7 Pings
Cruising speed:  0.7 Pings
Maximum altitude:  45000 ft.


Walter Klemperer was a silk manufacturer in Hamburg who received a contract 
from the German government in 1873 to build a series of observation balloons 
for the army.  The mishaps suffered by his balloons during the Franco-German 
War of 1878-1880 convinced Klemperer of the need to produce self-propelled 
lighter-than-air craft.  By 1890 he had perfected the design for a "directed 
airship" and established Klemperer Flugwerke, AG.  As advances in airmobile 
design grew apace, K.F. established an airmobile division in Bremerhaven in 
1923.  Over the next 15 years, K.F.'s airmobile division grew in importance 
until in 1938 the company's headquarters was relocated to Bremerhaven.  In 
1955 the airship division was phased out of existence.

KLEMPERER KL-55  (UE designation "War Eagle")

Especially during the Global War, Germany learned the significance of air
superiority.  One of the big reasons it could not succesfully land on any of
the British Isles was due to British airmobiles efficiently keeping local
airspace under control.  With the threat of the British bombing, the German
Air Force (Luftwehr) deemed maintaining a secure sky to be second only to
aiding ground forces.

The firm of Klemperer Flugwerke has historically supplied aircraft for this
role.  Competition with English bomber designs has forced Klemperer to
maintain arguably the world's best interceptor designs.  Arriving nearly at
the same time as its primary target - the British "Lancer", the KL-55
interceptor is second to none in its goal of early-detection and
early-shootdown.  As of this year, the entire German interceptor fleet has
been upgraded to KL-55s.  It carries 6 RES-guided missiles that have a
rumored range of over 50 miles.  It is also proficient in a charging role,
but that is usually relegated to its teammate, the KL-52 "Skyhawk".

Type: Twin-jet variable-geometry interceptor
Dimensions:  Wing span: 33 ft. swept, 64 ft. extended
		Length: 61 ft.
		Tail height: 17 ft.
Engines: 2 BMW B-283 post-thrust fan-blade turbojet engines
Maximum speed:  2.3 Pings
Cruising speed:  0.9 Pings
Maximum altitude:  50000 ft.

KLEMPERER KL-52  (UE designation "Skyhawk")

When fighting becomes close-ranged, the 12-year-old KL-52 "Skyhawk" takes
over from its teammate, the KL-55.  The KL-52 is a simple and elegant design,
and like its predecessors, it is designed to be produced in large quantities.
The Germans export this charger to allies and client states.  Its design has
been modified and repackaged as the Malverde F-28 for the United States.

Type: Single-jet charger
Dimensions:  Wing span: 28 ft.
		Length: 40 ft.
		Tail height: 14 ft.
Engines: 1 Horsch JW-100 post-thrust turbojet engine
Maximum speed:  1.7 Pings
Cruising speed:  0.8 Pings
Maximum altitude:  49000 ft.


Several pictures were leaked to United Empire newspapers last year showing
what looks like a Mexican-style rocket-propelled airmobile.  Given the
cooperation between Klemperer and Mexico's Malverde Aviation, it is possible
that Malverde is sharing some amount of X-craft design with Klemperer.  All
data Trent's has on this is pure speculation.

Type:  Rocket-powered high-altitude demonstrator
Dimensions:  Wing span: 25 ft. (est.)
		Length: 60 ft. (est.)
		Tail height: 30 ft. (est.)
Engines: Unknown
Maximum speed: 5.0 Pings (est.) 
Cruising speed:  5.0 Pings (est.)
Maximum altitude:  125000 ft (est.)



World Airmobile is the aviation face of the Kramer Associates.  Originally
based on Mexico's Yucatan peninsula, operations moved when the USM
nationalized industries during the early years of the Mercator regime.

World Airmobile now is based in Taiwan, and exports commercial and military
airmobiles to the Kingdom of Scandinavia, the Canton Pact, and Japan.


Jointly developed with Scandinavia's Saab, the KA-6 is the only active
platform to exploit the delta wing.  The KA-6 was first flown by the Canton
Pact and Kramer Security forces shortly after the annoucement of the Kramer
Bomb in 1962.  The KA-6 has had several upgrades since its arrival, and it
now features modern fan-blade turbojets and a Saab RAD-34 RES system.

Type: 2-jet delta-wing Interceptor
Dimensions:  Wing span:  69 ft.
		Length: 75 ft.
		Tail height: 39 ft.
Engines: 2 Kramer KAJ-6 post-thrust fan-blade turbojets
Maximum speed:  2.2 Pings
Cruising speed:  0.8 Pings
Maximum altitude:  62000 ft.


Because of the many South Pacific islands that house Kramer interests, it was
determined that a very large cargo-carrying airmobile would be useful for
Kramer business, as well as for customers looking for large transports.

The KA-7 is the world's largest airmobile.  It can carry 350 troops, 220
fallscreen troops, 15 military-grade locomobiles, or 4 terramobiles.  It has
been in service with the Canton Pact since 1966, and with Scandinavia since

Type: Heavy Transport
Dimensions:  Wing span: 221 ft.
		Length: 220 ft.
		Tail height: 70 ft.
Engines: 4 Kramer KAJ-6 fan-blade turbojets
Maximum speed:  0.6 Pings (est.)
Cruising speed:  0.5 Pings (est.)
Maximum altitude:  unknown


Last year, Mexican radar made contact with an object moving at nearly 3 Pings
in the airspace near the island of Oahu.  An interceptor was scrambled to
attempt to shoot down the clearly foreign aircraft.  The interceptor's
cameras captured photographs of what appeared to be a larger KA-6
interceptor.  The photographs were published in several Mexican newspapers,
part of articles pointing to the continuing threat to Mexican interests by
the Kramer Associates.

Given the pilot reports of the craft being larger than an ordinary
interceptor, it is conjectured that this is a different model aircraft.
Since the KA-8 designation is reserved for an in-development passenger
aircraft, the KA-9 designation is being used by analysts (including this
publication) to identify a speculative reconaissance aircraft in use by
either Kramer, or one of its large military customers.

Type: 2-jet delta-winged reconaissance airmobile
Dimensions:  Wing span: 87 ft. (est.)
		Length: 92 ft. (est.)
		Tail height: 45 ft. (est.)
Engines: Unknown
Maximum speed:  3.5 Pings (est.)
Cruising speed:  1.1 Pings (est.)
Maximum altitude:  85000 ft. (est.)



While mostly obtaining its aviation technology from the Kramer Associates,
the Kingdom of Scandinavia has one domestic producer of airmobiles - Saab.
Primarily a locomobile manufacturer, Saab has been producing passenger and
cargo airmobiles since 1935.


Most of Scandinavia's air fields are actually Scandinavian roads.  This
allows takeoffs even when normal air fields are damaged by bombing.

The Saab SF 220 is an innovative "turboprop" airmobile that combines jet
thrust with a traditional propellor driven motor.  This combination allows
the SF 220 to take off on a very small runway, in keeping with Scandanavian
strategy.  The SF 220 has been in service for 20 years, and is also exported
to the Canton Pact.

Type: Medium cargo
Dimensions:  Wing span: 131 ft.
		Length: 100 ft.
		Tail height: 36 ft.
Engines: 4 Saab SPJ-3 Turboprops
Maximum speed: 0.5 Pings 
Cruising speed:  0.4 Pings
Maximum altitude:  27000 ft.


In spite of the reliable service of the SF 220, its lack of speed can be
a disadvantage.  In 1971, Saab introduced a jet-propelled replacement for the
SF 220, the SF 320.  While its wingspan and length are identical to the SF
220, its has 33% more cargo capacity, and 50% more airspeed.

Type: Medium cargo
Dimensions:  Wing span:130 ft.
 		Length: 110 ft.
		Tail height: 36 ft.
Engines: 4 Saab SJ-6 fan-bladed turbojets
Maximum speed:  0.8 Pings
Cruising speed:  0.6 Pings
Maximum altitude:  37000 ft.



Founded in 1919 by Sir Harry Hawker [7], the father of Aviation in United
Empire, Hawker aviation has produced some of the world's most important
planes.  Hawker's "Tornado" pounded German assaults on the British Isles,
while Hawker "Hurricanes" kept the skies over Great Britain safe.

HAWKER GA-5 "Lancer"

Due to the four attempted invasions of the British Isles during the Global
War, the United Empire has funded the development of technology to discourage
such attacks in the future.  The airborne thrust of this strategy is the
low-flying and very fast Hawker GA-5 "Lancer".

In 1969, to celebrate the 80th birthday of company founder Sir Harry Hawker,
the RAF demonstrated its low-flying capabilities with a dramatic
cliff-hugging flyby in Dover.  After the flyby, the two GA-5s proceeded to
sink the decommissioned battle cruiser the HMS Ark Royal with actual weapons
load.  This public display of the Lancer's precision was most likely
calculated to discourage enemies of the Empire from attempting any more
assaults on the home islands.

Type: 2 jet ground attack
Dimensions:  Wing span: 44 ft.
		Length: 54 ft.
		Tail height: 20 ft.
Engines: 2 Rolls-Royce RR-6 fan-bladed post-thrust turbojets
Maximum speed:  2.2 Pings
Cruising speed:  0.9 Pings
Maximum altitude:  45000 ft.

CONFAV/HAWKER AC-17 "Hummingbird"

See the Confederation of North America section for details of this joint
CNA/UE project.



Aeromexico Espacial is the nationalized remains of the Kramer Associates
aerospace business in the USM.  


The F-30 program began in reaction to the arrival of both the Kramer bomb and
the KA-6.  A scant 2 years later Secretary Mercator witnessed a supersonic
flyby of the first product of Mexico's nationalized aerospace industry.

The F-30 is one of the world's fastest aircraft, able to easily pass twice
the speed of sound.  There are reports of the F-30's lack of maneuverability,
and its dependency on its RES-guided missiles hitting targets from long range.

Type: Single-seat twin-jet interceptor
Dimensions:  Wing span: 50 ft.
		Length: 62 ft.
		Tail height: 18 ft.
Engines: 2 Aeromexico J-66 post-thrust turbojet engines.
Maximum speed:  2.3 Pings
Cruising speed:  0.8 Pings
Maximum altitude:  64000 ft.


Like its F-30, Aeromexico's C-12 program was a response to a Kramer design,
in this case the KA-7 transport.  Unlike the F-30, Aeromexico chose more
conservative design goals, and ended up producing what many experts argue is
a better overall airmobile than the KA-7.

The "Ox" has a unique pass-through loading system that allows cargo to enter
either from in front of the airmobile (as in the KA-7), or from the rear as
well.  This allows the C-12 a flexibility in cargo configurations that
compensates for its slightly smaller size.  It can carry 310 troops, 200
fallscreen troops, 13 locomobiles or 3 terramobiles.

Type: Heavy Transport
Dimensions:  Wing span: 210 ft.
		Length: 210 ft.
		Tail height: 65 ft.
Engines: 4 Aeromexico J-74 fan-blade turbojets
Maximum speed:  0.6 Pings (est.)
Cruising speed:  0.5 Pings (est.)
Maximum altitude:  unknown


Before the Global War, Malverde Engine Works of Cabo San Lucas, California,
was an engine maker for Mexico's other airmobile manufacturers.  When wartime
production increased, Malverde took on assembly tasks as well.  Being spared
the brunt of nationalization, Malverde found itself in a position to design
airmobiles, as well as manufacture them.  The F-22 "Coyote" was Mexico's
first jet charger, and Malverde's flagship product for many years.

MALVERDE F-28 "Diablo"

The F-28 is a descendant of the F-22 "Coyote", taking several technological
advances from the German KL-52 design.  When the War Department commissioned
a light charger competition, Malverde's entry so impressed the military
judges that they designated the F-28 the legendary "Diablo" - after the
wartime piston workhorse of the USAAC.  Unlike the original Diablo, the F-28
also can be carrier-launched.

The F-28 entered service with the USAAC in 1963, the USN in 1964, and has
been exported to New Grenada since 1967.  It is designed for close combat,
and its handling makes it the demonstration airmobile for the Jefferson
Squadron precision flying team.

Type: Single-jet charger
Dimensions:  Wing span: 27 ft.
		Length: 39 ft.
		Tail height: 14 ft.
Engines: 1 Malverde J-7 post-thrust turbojet engine
Maximum speed:  1.7 Pings
Cruising speed:  0.8 Pings
Maximum altitude:  49000 ft.


The Malverde X-12 is the latest in a series of rocket-propelled airmobiles,
commonly known as X-craft, produced by Malverde's Space Exploration division.
Active since 1972, the X-12 promised performance in excess of any airmobile
in the world.

The X-12 set another record last year when Lt. Riggs Menchu took it past five
times the speed of sound.  The highly classified rocket motors (produced
in-house) are rumored to be one of the final candidates for a platform that
can reach orbital heights and speeds.

Type: High-altitude and high-speed testbed
Dimensions:  Wing span: 40 ft.
		Length: 140 ft.
		Tail height: 40 ft.
Engines: Two Malverde liquified gas rockets
Maximum speed:  5.4 pings (estimate - 5.1 pings reported)
Cruising speed:  5.4 pings (estimate - 5.1 pings reported)
Maximum altitude:  150000 ft.


Gerald Resnick was Mexico's first aviation pioneer - licensing German designs
in 1909.  In spite of several buyout attempts, Resnick stood firm in the face
of two hostile takeover attempts by the Kramer Associates. [8]

During the nationalization of the 1950s, Resnick's firm was merged with
Martinez Airmobile - a manufacturer of crop dusters and small pleasure


This carrier-launched airmobile dates back to the late 1950s, but continues
to be a workhorse for the USN's carrier fleet.  Its rugged and simple design,
not unlike its teammate, the F-28, make the A-7 another export success.
Besides New Grenada, the German Kriegsmarine has a squadron of A-7s aboard
its carrier the Graf Spee.

Type: 1 jet ground attack
Dimensions:  Wing span: 40 ft.
		Length: 44 ft.
		Tail height: 13 ft.
Engines: 1 Malverde J-6 turbojet engine
Maximum speed:  0.8 Pings
Cruising speed:  0.7 Pings
Maximum altitude:  35000 ft.

RESNICK-MARTINEZ C-9 "Pioneer", T-4 "Scout"

Falling somewhere in function between the CNA's CC-3 and Scandinavia's SF
220, the Resnick-Martinez C-9 has been in service of the USM military since
1955.  C-9s have been configured in almost every imaginable fashion:
fallscreen platform, flying hospital, passenger transport, and even with a
5-inch gun for ground suppression.  They are also exported to the German
Empire and New Grenada.

In service since 1967, the T-4 variant carries ultra-sensitive SES equipment
and torpedos for anti-submarine missions.  T-4s fly in the Pacific around the
Hawaiian islands, and recently T-4s have also been spotted on Caribbean

Type: Medium cargo
Dimensions:  Wing span: 136 ft.
		Length: 134 ft.
		Tail height: 33 ft.
Engines: 4 Malverde 16-piston propellors
Maximum speed: 0.5 Pings 
Cruising speed:  0.4 Pings
Maximum altitude:  30000 ft.


[1] This is almost a direct lift from the 1986-1987 edition of Jane's All the
World's Aircraft.

[2] See Sobel, p. 264.

[3] One ping == Mach 1 in OTL.

[4] RNAN helo ships are named after inland lakes.  The Superior happens to
    sound very RNAN/RN.

[5] FAN/FWoaN's battle of Trafalgar took place during the 5 Years War.

[6] All of the Sweet Six have flown the Sparrow.  Several of them spent their
    pre-space careers on them.

[7] Sorry, this is another Sobel-ism - an OTL person far past POD living in
    this TL.  At least he wasn't a pilot like OTL.

[8] This is one of the few times Mexican law stood up to Kramer's
    monopolistic tendencies.  Kramer supporters point to Resnick as reason
    why Kramer isn't as bad as people think they are.  Kramer detractors
    point to Resnick as an exception that proves the rule.