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Skandinavisk Aircraft Manufacturing, officially Skandinavisk Flygproducent A/Sis an Andallan manufacturer of civil and military aircraft and is the largest aircraft manufacturer in Thalassa . It is also one of Andalla's largest employers, with 48,915 employees by the end of FY 2016. Skandinavisk's corporate headquarters and main office are located along Marius Norgard Boulevard in Enshavn, with major facilities scattered across Andalla. The company is led by CEO Peter Olstad, the grandson of the company's founder, Markus Olstad.

Skandinavisk was founded in 1918 as Olstad Flygmotoren A/S, a producer of aircraft engines based in the town of Skandinavisk.

Following its success within the Thalassan market, Skandinavisk has since then expanded its scope of operations far across the world. The following is a list of all major Skandinavisk subsidiaries.

  • Skandinaverica, 78%-owned subsidiary manufacturing aircraft exclusively sold in @Iverica
  • Skandinavisk Europa, manufacturer and distributor of Skandinavisk aircraft in Europa, headquartered in Nordhaven, @Orioni
  • Skandinavisk Argis, manufacturer and distributor of Skandinavisk aircraft in Argis, headquartered in Canastota, @Prymont
  • Olstad Aircraft Engines, manufacturer of turbofan and turbojet engines. Descendant of the original company, Olstad Flygmotoren.
  • Flygmotor, 23%-owned subsidiary, manufacturer of turboprop and propeller aircraft engines.
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L-SERIES AIRCRAFT


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The Model 1 is a four-seat, single-engine aircraft, and the very first Skandinavisk aircraft. The first prototype model flew on October 12, 1929, while the aircraft formally began commercial production in December of the same year. It is considered to be the pioneer of the Andallan aerospace industry. Though several aircraft had been in production by other companies in Andalla at that time, it was the Model 1 that proved itself to last. True enough, all of Skandinavisk's early competitors slowly faded into history. Though Skandinavisk was only in its genesis at that time, over 200 models were produced from 1929 to 1940. An estimated 20 are still in existence, while only 8 are in flying condition.

VARIANTS

  • Model 1 (1929 - 1931)
  • Model 2 (1931 - 1938)
  • Model 3 (1937 - 1940)

SPECIFICATIONS (Model 3)

  • Crew: 2 (pilot, co-pilot)
  • Passenger Capacity: 2
  • Length: 7.24 m
  • Wingspan: 12.35 m
  • Height: 2.28 m
  • Cruise Speed: 162 km/h
  • Top Speed: 184 km/h
  • Service Ceiling: 7,000 ft

C140_Aircraft.jpg&key=0792da7b35dca75870

The Model 10 is a two-seat, single-engine general aviation aircraft. It first flew in 1947 and was the first mass-produced Skandinavisk aircraft. Production began in 1948 and an estimated 980 were built across 16 years. It was Skandinavisk's first large financial success and paved the way for the designing of the first Skandinavisk airliner, the SK-1.

VARIANTS

  • Model 10 (1948 - 1953)
  • Model 11 (1954 - 1960)
  • Model 12 (1960 - 1963)
  • L-10 (1962 - 1964)

SPECIFICATIONS (Model 10)

  • Crew: 1 (pilot)
  • Passenger Capacity: 1
  • Length: 6.55 m
  • Wingspan: 10.16 m
  • Height: 1.91 m
  • Cruise Speed: 171 km/h
  • Top Speed: 202 km/h
  • Range: 728 km
  • Service Ceiling: 15,000 ft

SPECIFICATIONS (L-10)

  • Crew: 1 (pilot)
  • Passenger Capacity: 1
  • Length: 6.63 m
  • Wingspan: 10.57 m
  • Height: 1.87 m
  • Cruise Speed: 193 km/h
  • Top Speed: 219 km/h
  • Range: 760 km
  • Service Ceiling: 17,500 ft

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The L-20 Ravn is a four-seat, single-engine, high-wing utility aircraft, and is one of Skandinavisk's most successful aircraft. First flown in 1962, more than 7,000 aircraft have been built since then. The sheer popularity of the aircraft has earned it the nickname "lille fugl", or "little bird". Dozens of variants have been created over the years, ensuring the L-20 to be up-to-date with modern technology and capabilities despite the model itself being over 50 years old. Most L-20 aircraft are owned privately. It has also found a home with military users as border patrol aircraft or trainers, however very few are in service as such.

VARIANTS

  • L-20A (1962 - 1964)
  • L-20B (1963 - 1971)
  • L-20C (1969 - 1987)
  • L-20D (1987 - 1995)
  • L-20E (1992 - 2008)
  • L-20F (2007 - present)

SPECIFICATIONS (L-20F)

  • Crew: 1 (pilot)
  • Passenger Capacity: 3
  • Length: 8.32 m
  • Wingspan: 11.2 m
  • Height: 2.73 m
  • Cruise Speed: 227 km/h
  • Top Speed: 306 km/h
  • Range: 1,293 km
  • Service Ceiling: 18,500 ft

Cessna421B-Landing.jpg&key=2bb2c479cf403

The L-30 Ørn is a six-seat, twin-engine turboprop general aviation aircraft. Skandinavisk's second most widely-produced aircraft after the L-20, it first flew in 1972 and remains in production. 2,600 aircraft have been produced as of August 2017.

VARIANTS

  • L-30A (1974 - 1978)
  • L-30B (1977 - 1989)
  • L-30C (1990 - 2002)
  • L-30D (2002 - present)

SPECIFICATIONS (L-30D)

  • Crew: 1-2 (pilot, co-pilot)
  • Passenger Capacity: 6
  • Length: 11.09 m
  • Wingspan: 12.56 m
  • Height: 3.52 m
  • Cruise Speed: 448 km/h
  • Top Speed: 481 km/h
  • Range: 2,759 km
  • Service Ceiling: 30,300 ft
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T-SERIES AIRCRAFT


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The T-1 Pionjär is a turboprop STOL transport. It was an immediate success, possessing the capability to land nearly anywhere with its low runway requirement of 900 ft.


EAF_-_DHC-5D.JPG&key=c348fe1d250fc479f14

The T-5 Buffel is a turboprop STOL utility aircraft. Known for its durability, the F-5 is quickly aging but is still in widespread use. It first flew in 1963 and has been used by both private and military operators. Production ceased in 1992 with 317 aircraft built.The Carabao is extremely popular with small domestic airlines, specially cargo airlines. One extraordinary capability of the Carabao is being able to land and take off with a shorter runway than even the L-20, making it extremely useful in emergency situations. A newer, updated variant, the F-6, was introduced in 1989 and remains in production.

VARIANTS

  • T-5A (1966 - 1979)
  • T-5B (1977 - 1992)
  • T-6 (1989 - present)

SPECIFICATIONS (T-6)

  • Crew: 3 (pilot, co-pilot, crew chief)
  • Capacity: 48 passengers or 18,500 lb payload
  • Length: 24.08 m
  • Wingspan: 29.26 m
  • Height: 8.73 m
  • Cruise Speed: 425 km/h
  • Top Speed: 463 km/h
  • Range: 1,126 km
  • Service Ceiling: 31,400 ft

C-295M.jpg

C-295M.jpgThe T-8 Rensdyr is a short-range, twin-engine turboprop transport introduced in 1996. It can serve as a short-range airliner or a small cargo aircraft, and has continued to sell strongly to small domestic airlines.

VARIANTS

  • T-8 (1996 - present)

SPECIFICATIONS (T-8)

  • Crew: 2 (pilot, co-pilot)
  • Capacity: 28 passengers or 5,800 lb payload
  • Length: 15.67 m
  • Wingspan: 22.06 m
  • Height: 5.05 m
  • Cruise Speed: 381 km/h
  • Top Speed: 408 km/h
  • Range: 1,763 km
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SK-SERIES AIRCRAFT

** CURRENTLY UNDER RENOVATION **


OOC Plans (Will be removed when renovation is completed)

NOTE: Green or red labels indicate complete or incomplete articles, respectively. Bold text indicates that an appropriate aircraft model has been found. Details are as follows: MODEL NAME | RANGE | MAX. CAP.

  • SK-1: Short-haul; 1930s // Armstrong-Whitworth Argosy
  • SK-2: Short- to medium-haul; late 30's; mil. service // Focke-Wulf FW200
  • SK-3: Long-haul; jet; late 50's // DC-8
  • SK-4: Short- to medium-haul; mid-60's // B727
  • SK-5: Long-haul; rep. SK-3; mid-70's // DC-10, MD-11
  • SK-6: Short- to medium-haul; rep. SK-4; early 80's // MD-80
  • SK-7: Long-haul; early 80's // B767
  • SK-8: Medium- to long-haul, mid-80's // B757
  • SK-9: Medium-haul; early 90's // Tupolev Tu-204
  • SK-10: Domestic/RJ; rep. SK-7; early 2000's // Embraer E-Jets
  • SK-11: Short- to medium-haul; rep. SK-9; under dev't. // Irkut MC-21

Important Distances (KM, from Arkhavn)

  • 500: SWI
  • 1300: THSI
  • 1300: Saipuo via THSI, longest leg
  • 2000: Saipuo
  • 2000: SSI via SWI, longest leg
  • 2000: Protiva via THSI, longest leg
  • 2000: Selayar via Saipuo, longest leg
  • 2300: Protiva via Saipuo, longest leg
  • 2400: SSI, Aulon (LF)
  • 3000: Protiva
  • 3300: Intreimor via Protiva, longest leg
  • 3700: Selayar
  • 6100: Intreimor
  • 8800: Meda
  • 9300: Girk, Ferrefaaierhafen
  • 9600: New Halsham, Moskovo
  • 9800: O'polis

677-1.jpg

The SK-1 is a three-engine biplane airliner, the first to be built by Skandinavisk. It was developed in 1927 as a response to growing calls for a domestic air service, replacing ferries as the primary mode of transport between the Andallan islands. The SK-1 first took flight in 1931, entering service the next year with Det Andska Luftfartselskab (DAL), the then-largest airline in Andalla. The SK-1 quickly became a favorite among small airlines who were struggling to compete with larger airlines such as DAL. An estimated 40 aircraft were built across its eight-year production run, with the last surviving aircraft of its type being sold for scrap in 1963.

VARIANTS

  • SK-1 (1931 - 1939)

SPECIFICATIONS (SK-1)

  • Crew: 2 (pilot, co-pilot)
  • Passenger Capacity: 20
  • Length: 19.66 m
  • Wingspan: 27.44 m
  • Height: 5.79 m
  • Cruise Speed: 145 km/h
  • Maximum Speed: 177 km/h
  • Range: 948 km
  • Service Ceiling: 10,000 ft

OY-DAM.jpg

The SK-2 is a four-engine, medium-range piston airliner. In the 1930s, as airliners made numerous technological advancements, it became clear that airlines needed an aircraft with longer range and larger capacity. Thus, the SK-2 was born, commencing development in 1936 and entering production two years later. However, it was at the same time that flying boats began to emerge as the premier aircraft for crossing long distances, and only 5 such aircraft excluding prototypes were built from 1938 to 1940.

In October 1939, the SK-2 found new life as a possible candidate to fulfill an ACAAC specification for a new 30-seat medium-range transport with an optional ground-attack capability. With tensions rising between Andalla and Giokto, development was hastened and the N-1 Kondor began production in January 1940. A ground-attack variant fitted with 4 x 7.92 mm machine guns, the N-1B "Super Kondor" began production in August 1941, right before the outbreak of war between Andalla and Giokto. Skandinavisk continued to build upon the Kondor airframe, culminating with the N-1E Sjökondor, fitted with 5 machine guns and a single 20 mm autocannon in the forward ventral turret. The Kondor and its variants saw heavy use during the Thalassan War, despite the design becoming largely obsolete by the mid-1940s. Profit gained from the Kondor and its variants funded most of the SK-3 program after the war, resulting in Andalla becoming a global leader in aircraft manufacturing and development.

VARIANTS

  • SK-2 (1938 - 1940)
  • N-1 Kondor (1940 - 1946)

SPECIFICATIONS (SK-2)

  • Crew: 4 (pilot, co-pilot, engineer, navigator)
  • Passenger Capacity: 30
  • Length: 23.49 m
  • Wingspan: 32.88 m
  • Height: 6.32 m
  • Cruise Speed: 335 km/h
  • Maximum Speed: 360 km/h
  • Range: 3,560 km
  • Service Ceiling: 19,000 ft

800px-Douglas_DC-8-55,_Garuda_Indonesia_

The SK-3 is the third jet-powered airliner to enter service. Widely considered to be Andalla's most iconic airliner, the SK-3 was a major financial success and served as the backbone of Andallan aviation for most of its period. Development for the first Andallan jet airliner began in January of 1948, as Andalla was just recovering from the Thalassan War. In 1949, Skandinavisk acquired rival Saeb Aeronautik's share in the development of the Saeb K.9 under the Joint Andallan Jet Fighter Project (Fornet Andska Stridsplansprojekt). Using the newly-acquired jet technology from Saeb, development of the SK-3 was hastened in an effort to precede Aérospatiale in its development of the Comète. However, the Comète was completed ahead of schedule and introduced with Air France in 1952, becoming the first jet airliner to enter service. The Comète saw great success internationally until October and December 1953, when 2 Air France Comètes broke up and exploded mid-air. The incidents were widely publicized, forcing Air France to ground its remaining fleet of 6 Comètes at that time. Two more similar incidents in January and April 1954 prompted most airlines operating the Comète to cease all operations of the type. Lessons learned from the ensuing investigations, widely considered to be the most in-depth investigations in aviation, allowed Skandinavisk to update its prototype to meet safety standards.

The SK-3 entered service with AL in February 1959, months after the @Sunset Sea Islandsian [AIRCRAFT MODEL], becoming the third jet airliner to enter service. The SK-4 saw great success in the West following the collapse of [SSI AIRCRAFT MANUFACTURER], remaining in production for a steady 27 years. The SK-3-200, which began production in 1964, became the first aircraft to operate non-stop commercial flights across the Oriental Ocean.

VARIANTS

  • SK-3-100 (1959 - 1967)
  • SK-3-100F (1961 - 1974)
  • SK-3-200 (1964 - 1973)
  • SK-3-200ER (1968 - 1975)
  • SK-3-300 (1970 - 1976)
  • SK-3-300F (1972 - 1986)

SPECIFICATIONS (SK-3-100)

  • Crew: 4 (pilot, co-pilot, engineer, navigator)
  • Passenger Capacity: 177
  • Cargo Capacity: 40m³
  • Length: 45.93 m
  • Wingspan: 43.4 m
  • Height: 9.62 m
  • Cruise Speed: 895 km/h
  • Maximum Speed: 921 km/h
  • Range: 7,232 km
  • Service Ceiling: 40,000 ft

SPECIFICATIONS (SK-3-200)

  • Crew: 4 (pilot, co-pilot, engineer, navigator)
  • Passenger Capacity: 189
  • Cargo Capacity: 40m³
  • Length: 45.93 m
  • Wingspan: 43.4 m
  • Height: 9.62 m
  • Cruise Speed: 895 km/h
  • Maximum Speed: 921 km/h
  • Range: 8,704 km
  • Service Ceiling: 40,000 ft

SPECIFICATIONS (SK-3-200ER)

  • Crew: 4 (pilot, co-pilot, engineer, navigator)
  • Passenger Capacity: 189
  • Cargo Capacity: 40m³
  • Length: 45.93 m
  • Wingspan: 43.4 m
  • Height: 9.62 m
  • Cruise Speed: 895 km/h
  • Maximum Speed: 921 km/h
  • Range: 10,843 km
  • Service Ceiling: 40,000 ft

SPECIFICATIONS (SK-3-300)

  • Crew: 4 (pilot, co-pilot, engineer, navigator)
  • Passenger Capacity: 259
  • Cargo Capacity: 70m³
  • Length: 57.11 m
  • Wingspan: 43.4 m
  • Height: 9.62 m
  • Cruise Speed: 895 km/h
  • Maximum Speed: 921 km/h
  • Range: 6,296 km
  • Service Ceiling: 40,000 ft

SPECIFICATIONS (SK-3-300F)

  • Crew: 5 (pilot, co-pilot, engineer, navigator, loadmaster)
  • Cargo Capacity: 350m³ (86,000 lbs)
  • Length: 57.11 m
  • Wingspan: 43.4 m
  • Height: 9.62 m
  • Cruise Speed: 895 km/h
  • Maximum Speed: 921 km/h
  • Range: 4,963 km
  • Service Ceiling: 40,000 ft

727.jpg&key=5827f6b6204affc6254df5212186

The SK-4 is a medium-range narrow-body tri-jet airliner. Developed in 1962 to offer airlines a smaller alternative to the SK-3 on short- and medium-haul flights, the SK-4 first took flight in November 1964 and entered commercial service with LuftAnda in July 1965. The SK-4 immediately saw great success and quickly became a favorite among regional and domestic airlines. The aircraft was heavily produced throughout the 1970s, with stretched and freighter variants also produced. Following the introduction of the twin-engine SK-6, which carried more passengers across longer distances and required one less cockpit crew to operate, the SK-4's popularity began to decline. Production officially ended in 1984 with 367 units built.

VARIANTS

  • SK-4-100 (1965 - 1974)
  • SK-4-100F (1968 - 1982)
  • SK-4-100ER (1970 - 1976)
  • SK-4-200 (1971 - 1981)
  • SK-4-200ER (1976 - 1980)
  • SK-4-300 (1979 - 1984)

SPECIFICATIONS (SK-4-100)

  • Crew: 3 (pilot, co-pilot, engineer)
  • Passenger Capacity: 131 (high-density), 125 (1-class), 106 (2-class)
  • Length: 40.59 m
  • Wingspan: 32.92 m
  • Height: 10.44 m
  • Cruise Speed: 917 km/h
  • Maximum Speed: 961 km/h
  • Range: 4,170 km
  • Service Ceiling: 36,000 ft

SPECIFICATIONS (SK-4-200)

  • Crew: 3 (pilot, co-pilot, engineer)
  • Passenger Capacity: 189 (high-density), 155 (1-class), 134 (2-class)
  • Length: 46.68 m
  • Wingspan: 32.92 m
  • Height: 10.55 m
  • Cruise Speed: 886 km/h
  • Maximum Speed: 961 km/h
  • Range: 3,640 km
  • Service Ceiling: 36,000 ft

SPECIFICATIONS (SK-4-200ER)

  • Crew: 3 (pilot, co-pilot, engineer)
  • Passenger Capacity: 189 (high-density), 155 (1-class), 134 (2-class)
  • Length: 46.68 m
  • Wingspan: 32.92 m
  • Height: 10.55 m
  • Cruise Speed: 927 km/h
  • Maximum Speed: 961 km/h
  • Range: 4,720 km
  • Service Ceiling: 36,000 ft

SPECIFICATIONS (SK-4-300)

  • Crew: 3 (pilot, co-pilot, engineer)
  • Passenger Capacity: 175 (high-density), 149 (1-class), 122 (2-class)
  • Length: 43.36 m
  • Wingspan: 33.17 m
  • Height: 11.04 m
  • Cruise Speed: 948 km/h
  • Maximum Speed: 961 km/h
  • Range: 5,067 km
  • Service Ceiling: 37,400 ft

15160985443_0e79557349_b.jpg

The SK-5 is a long-range wide-body tri-jet airliner. Skandinavisk's first wide-body airliner, the SK-5 was intended to provide airlines with a bigger, better and newer option to the SK-3. During development, SK-5 saw fierce competition with the @Iverican-made Suisa S-1011 Trestell; both aircraft received numerous orders prior to release. While the S-1011 had a higher capacity and was unmistakably faster, safer, and more advanced, the SK-5's longer range, cheaper price and significantly lower operational costs caught the attention of airlines as well.

The SK-5 began production in January 1970, 6 months later than its competitor. This proved a major setback for the company, with more airlines switching to the S-1011. The SK-5's reputation was further damaged by the crash of Khai Thalassan Airways (Now KAir, pronounced "Khai Air") Flight 83 on the evening of 3 March 1971, shortly after takeoff from Kau Chi-Hong International Airport in Saipuo. As the SK-5 climbed past 12,250 feet, the improperly-secured aft cargo door blew off the aircraft due to the significant difference in air pressure. The resulting explosive decompression and rapid de-pressurization at the rear of the cargo hold caused a large section of the cabin floor to collapse also due to differences in air pressure, severing all control cables that ran through that section of the floor and sending 9 passengers immediately to their deaths as they were ejected from the aircraft. The resulting loss of control of the aircraft's rudder, elevators and aft engine due to the severing of the control cables caused it to immediately begin a sharp descent. Captain Lok Siau-Khia managed to level off the aircraft seconds before it crashed into a forest 34 kilometers north-east of Saipuo, killing him and 277 others, including the rest of the cockpit crew. Total number of deaths preceding or immediately following the crash was 287, with an additional 12 dying shortly after the crash due to extreme pain or loss of blood, leaving 32 total survivors from the original 331 aboard. Flight 83 remains the deadliest aviation disaster in Giokton or Andallan history.

Shortly after the crash, on 9 March the Andallan Aviation Authority (AAA) revoked the SK-5's type certificate and grounded all Andallan-operated aircraft of the type. Although the incident itself had been identified as primarily human error, it pointed out major structural defects that should've been addressed before the aircraft entered service. Sales of the SK-5 continued to fall sharply, while airlines operating the type had begun to consider purchasing the S-1011 instead.

The SK-5's type certificate was restored 9 weeks later following modifications to the airframe and cargo door locking systems, among others. By then, most SK-5 operators had switched or begun switching to the S-1011, unable to operate their SK-5 fleets for 9 weeks since the revoking of its type certificate. Production of the SK-5 was halted in November of 1971, after having delivered only 8 more orders since the modifications. A more updated variant, the SK-5-200, entered service in 1974 and saw minimal success; later developments on the -200 allowed Skandinavisk to keep up with its competition. Ultimately, rising costs for the S-1011 prompted expanding airlines to consider the SK-5 instead. In 1975, a freighter variant of the SK-5-200 entered service, quickly gaining popularity among cargo airlines for its high capacity, long range and low costs. This success proved useful in the further development of the SK-5, which quickly became Skandinavisk's main-stay long-haul aircraft. The SK-5 series culminated with the SK-5-400, which entered service in 1989. The SK-5 production line finally ended in May 2006 with the SK-5-400F, having lasted 36 years; the longest production run of any Skandinavisk jet aircraft.

VARIANTS

  • SK-5-100 (1970 - 1971)
  • SK-5-200 (1971 - 1984)
  • SK-5-200F (1974 - 1995)
  • SK-5-300 (1976 - 1987)
  • SK-5-300ER (1977 - 1990)
  • SK-5-400 (1989 - 2003)
  • SK-5-400F (1992 - 2006)

SPECIFICATIONS (SK-5-100)

  • Crew: 3 (pilot, co-pilot, flight engineer)
  • Passenger Capacity: 380 (high-density), 325 (1-class), 285 (2-class), 255 (3-class)
  • Length: 51.97 m
  • Wingspan: 47.34 m
  • Height: 17.7 m
  • Top Speed: 982 km/h
  • Cruise Speed: 908 km/h
  • Range: 6,116 km
  • Service Ceiling: 42,000 ft

SPECIFICATIONS (SK-5-200)

  • Crew: 3 (pilot, co-pilot, flight engineer)
  • Passenger Capacity: 380 (high-density), 325 (1-class), 285 (2-class), 255 (3-class)
  • Length: 51.97 m
  • Wingspan: 47.34 m
  • Height: 17.7 m
  • Top Speed: 982 km/h
  • Cruise Speed: 908 km/h
  • Range: 7,356 km
  • Service Ceiling: 42,000 ft

SPECIFICATIONS (SK-5-200F)

  • Crew: 4 (pilot, co-pilot, flight engineer, loadmaster)
  • Cargo Capacity: 22 x LD7 pallets
  • Length: 51.97 m
  • Wingspan: 47.34 m
  • Height: 17.7 m
  • Top Speed: 982 km/h
  • Cruise Speed: 908 km/h
  • Range: 7,356 km
  • Service Ceiling: 42,000 ft

SPECIFICATIONS (SK-5-300)

  • Crew: 3 (pilot, co-pilot, flight engineer)
  • Passenger Capacity: 380 (high-density), 325 (1-class), 285 (2-class), 255 (3-class)
  • Length: 51.97 m
  • Wingspan: 50.46 m
  • Height: 17.7 m
  • Top Speed: 982 km/h
  • Cruise Speed: 908 km/h
  • Range: 9,254 km
  • Service Ceiling: 42,000 ft

SPECIFICATIONS (SK-5-300ER)

  • Crew: 3 (pilot, co-pilot, flight engineer)
  • Passenger Capacity: 380 (high-density), 325 (1-class), 285 (2-class), 255 (3-class)
  • Length: 51.97 m
  • Wingspan: 50.46 m
  • Height: 17.7 m
  • Top Speed: 982 km/h
  • Cruise Speed: 908 km/h
  • Range: 10,622 km
  • Service Ceiling: 42,000 ft

SPECIFICATIONS (SK-5-400)

  • Crew: 2 (pilot, co-pilot)
  • Passenger Capacity: 410 (high-density), 373 (1-class), 323 (2-class), 293 (3-class)
  • Cargo Capacity: 32 x LD3 (lower)
  • Length: 61.62 m
  • Wingspan: 51.66 m
  • Height: 17.61 m
  • Top Speed: 945 km/h
  • Cruise Speed: 876 km/h
  • Range: 12,670 km
  • Service Ceiling: 43,000 ft

SPECIFICATIONS (SK-5-400F)

  • Crew: 3 (pilot, co-pilot, loadmaster)
  • Cargo Capacity: 26 x LD7 (main), 32 x LD3 (lower)
  • Length: 61.62 m
  • Wingspan: 51.66 m
  • Height: 17.61 m
  • Top Speed: 945 km/h
  • Cruise Speed: 876 km/h
  • Range: 7,320 km
  • Service Ceiling: 43,000 ft

McDonnell_Douglas_MD-82_-_SAS_Scandinavi

The SK-6 is a twin-engine, short- to medium-haul narrow-body airliner.

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D-SERIES


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The D-45 is a long-range business jet, and Skandinavisk's. Most aircraft are operated privately, with some in military service as VIP transport. It is popular with large charter airlines because of its capability to cross the Oriental Ocean, but has also been used by premium regional airlines. The aircraft is designated as the C-36 in the Andallan Commonwealth Air Force.

SPECIFICATIONS

  • Crew: 2 (pilot, co-pilot)
  • Capacity: 14-19 passengers, 24 in high-density configuration
  • Length: 29.4 m
  • Wingspan: 28.51 m
  • Height: 7.9 m
  • Cruise Speed: 852 km/h
  • Top Speed: 936 km/h
  • Range: 12,620 km
  • Service Ceiling: 52,000ft
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J-SERIES


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The J-1 Meteorit is a subsonic, single-seat jet fighter. Initially developed by the ACAAC and Saeb Aeronautik under the Joint Andallan Jet Fighter Project (Forenet Andska Stridsplanprojekt) as the Saeb K.9 to become the first Andallan-made jet aircraft, Saeb's share in the project was acquired by Skandinavisk in 1949 following the post-war arms manufacturing crash. At the time, the civil aviation industry was booming and Skandinavisk was only planning to enter the military aviation industry. After 9 years of development, the first fully-operational variant began production in 1951 as the Skandinavisk J-1 Meteorit. Though largely unsuccessful due to numerous factors including low endurance, faulty airframe, unremarkable performance and low demand, the Meteorit proved an important step in the development of Andallan jet aircraft. The Meteorit remained in scarce production until the introduction of the J-2 Komet in 1958.

VARIANTS

  • J-1 Meteorit (1951 - 1958)
  • I-1 Øgle (1952 - 1970)

SPECIFICATIONS (J-1)

  • Crew: 1 (pilot)
  • Length: 13.59 m
  • Wingspan: 11.32 m
  • Height: 3.96 m
  • Top Speed: 957 km/h
  • Range: 915 km
  • Service Ceiling: 43,000 ft

ARMAMENT (J-1)

  • Guns: 4 x 20mm autocannons
  • Rockets: Up to 16 x 76 mm or 8 x 127 mm air-to-ground rockets
  • Bombs: 2 x 1,000 lb bombs

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The J-2 Komet is a transonic delta-wing interceptor fighter, and the first Andallan-made aircraft of its type. A J-2 Komet with serial number 58-023, nicknamed the "Mighty Skjellerup" (after the comet 38P/Skjellerup), holds the distinction of being the very first Andallan-made aircraft to break the sound barrier, in a controlled dive on 23 February 1959. The J-2 was known for its maneuverability, owing to its unusual combination of the T-tail and delta wing design. Due to the economic crisis, the J-2 remained in low numbers of production. Two years later, in 1960, the newly-established successor to the Andallan Commonwealth Air Command, the Andallan Commonwealth Air Force, was ready to authorize mass-production of the aircraft. Production continued until 1969.

VARIANTS

  • J-2A (1958 - 1967)
  • J-2B (1964 - 1969)

SPECIFICATIONS (J-2A)

  • Crew: 2 (pilot, navigator)
  • Length: 17.15 m
  • Wingspan: 15.85 m
  • Height: 4.88 m
  • Top Speed: 1,140 km/h
  • Range: 1,530 km
  • Service Ceiling: 52,000 ft

ARMAMENT (J-2A)

  • Guns: 4 x 30mm autocannons

SPECIFICATIONS (J-2B)

  • Crew: 2 (pilot, navigator)
  • Length: 17.15 m
  • Wingspan: 15.85 m
  • Height: 4.88 m
  • Top Speed: 1,140 km/h
  • Range: 1,530 km
  • Service Ceiling: 52,000 ft

ARMAMENT (J-2B)

  • Guns: 4 x 30mm autocannons
  • Bombs: 4 x under-wing pylons for a total of 1,200 lbs of bombs

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The J-3 Stjernetåge is a supersonic light fighter, and the first Andallan-made purpose-built supersonic aircraft. The J-3 was developed in response to an Andallan Commonwealth Air Force requirement for a "modernized and affordable" fighter design.

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B-SERIES


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The B-1 Glød is a high-altitude, semi-stealth strategic bomber. It was initially scheduled for production in 1971, but several flaws in the design delayed the date to May of 1972. It is the ACAF's only strategic bomber aircraft. It has a built-in ECM suite to fend off against incoming missiles. The Glød's airframe served as the basis for the more advanced @Prymont F-F Cockroach bomber.

SPECIFICATIONS

  • Crew: 5 (pilot, co-pilot, weapon systems officer, navigator, ECM officer)
  • Length: 29.59 m
  • Wingspan: 30.3 m
  • Height: 8.04 m
  • Top Speed: 1,236 km/h
  • Cruise Speed: 953 km/h at 45,000 ft
  • Range: 4,392 km
  • Service Ceiling: 60,000 ft

ARMAMENT

  • 21 x 1,000 lb conventional bombs
  • 42 x 500 lb conventional bombs
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I-SERIES


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The I-4 Fremstød is a transonic advanced jet trainer. However, it can also serve as a lightly-armed combat aircraft. It was introduced in 1992 and remains in production.

SPECIFICATIONS

  • Crew: 2 (pilot, co-pilot/instructor)
  • Length: 13.08 m
  • Wingspan: 9.94 m
  • Height: 4.6 m
  • Top Speed: 1,036 km/h
  • Range: 1,588 km

ARMAMENT

  • Hardpoints: 2 x air-to-air/air-to-ground missiles or external drop tanks
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N-SERIES


1024px-C-123K_ROKAF_Team_Spirit_1989.JPE

The N-1 Leverantör is a turboprop military transport aircraft and the first dedicated military transport aircraft developed by Skandinavisk. It entered production in 1958 and ended 1974. Only few remain in military service while a number of aircraft are privately-operated.

SPECIFICATIONS

  • Crew: 4 (pilot, co-pilot, flight engineer, radio operator/navigator)
  • Capacity: 60 troops or 24,000 lb payload
  • Length: 23.25 m
  • Wingspan: 33.53 m
  • Height: 10.39 m
  • Top Speed: 367 km/h
  • Cruise Speed: 278 km/h
  • Range: 1,654 km

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The N-2 Stjärnlyft is Skandinavisk's only strategic airlifter. It is also the largest Andallan military aircraft ever produced. Production began in 1968 and ended 2001, with a second variant still in production. It has been in service with the ACAF for nearly 5 decades. One aircraft known as the White Dwarf holds the distinct record of being the longest-serving aircraft in the ACAF, beginning service in 1977.

SPECIFICATIONS

  • Crew: 5-7 (pilot, co-pilot, 2 flight engineers, loadmaster, optional: second loadmaster, navigator)
  • Capacity: 154 troops, 123 paratroopers or 50,000 lb payload
  • Length: 51.3 m
  • Wingspan: 48.8 m
  • Height: 12.00 m
  • Top Speed: 912 km/h
  • Cruise Speed: 790 km/h
  • Range: 4,723 km

1024px-50%2B61_German_Air_Force_Transall

The N-3 Reise is a turboprop tactical airlift transport. It is the ACAF's primary tactical airlift transport and has been in service since its introduction in 1973. While the original variant ended production in 1996, newer variants are still being built. The N-3 Reise production line is expected to last until 2030, then it will be replaced by an entirely new aircraft.

SPECIFICATIONS

  • Crew: 4 (pilot, co-pilot, flight engineer, loadmaster)
  • Capacity: 93 troops, 88 paratroopers or 35,275 lb payload
  • Length: 32.40 m
  • Wingspan: 40.03 m
  • Height: 11.65 m
  • Top Speed: 513 km/h
  • Cruise Speed: 495 km/h
  • Range: 1,853 km

Lithuanian_Air_Force_Antonov_AN-26_(04).

The N-4 Løfteren is a twin-engine turboprop transport and electronic warfare aircraft. It began production in 1972 and ended 2001. The N-4 also has an electronic warfare (EW) variant, the E-1 Förundras. Though officially classified as a combat aircraft, it is built along the N-4 production line.

SPECIFICATIONS

  • Crew: 4 (pilot, co-pilot, flight engineer, radio operator/navigator)
  • Capacity: 36 troops, 34 paratroopers or 12,100 lb payload
  • Length: 23.8 m
  • Wingspan: 29.3 m
  • Height: 8.58 m
  • Cruise Speed: 440 km/h
  • Range: 953 km

1024px-CASA_C-295_of_Polish_Air_Force,_R

The N-5 Odysse is a twin-engine turboprop tactical airlift aircraft. It was developed alongside a civilian variant, the NT-9 Iliaden, and was introduced in late 1998. It has twice the capacity of the N-4 while also boasting the new Flygmotor JR-910 turboprops, making it even faster than the N-3 Reise.

SPECIFICATIONS

  • Crew: 2 (pilot, co-pilot)
  • Capacity: 71 troops, 64 paratroopers or 20,600 lb payload
  • Length: 24.5 m
  • Wingspan: 25.8 m
  • Height: 8.61 m
  • Top Speed: 576 km/h
  • Cruise Speed: 480 km/h
  • Range: 1,350 km on full payload
  • Service Ceiling: 30,000 ft
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  • Similar Content

    • By Andalla
      The calendar read 5 July 1948, Monday. It had been a year since the Thalassan War had ended, when the Gioktons had surrendered and the @Sunset Sea Islands liberated from its oppressive leadership. It was a bloody war that saw the deaths of millions — military and civilian alike. It was not unusual that the Commonwealth had not yet recovered; yet despite this, the economy was, as a matter of fact, growing. People were looking for new ideas. And where else could they find new ideas other than Europa, the political, ideological, cultural, economical and technological center of the world? The opportunities were very promising. Yet despite all the possibilities, though, Europa was undeniably far — a trip across to Europa by sea could take up to three weeks, and in an increasingly competitive and fast-paced world, time was of the essence. People had to get there quicker, cheaper, and more efficiently.
      A few years back, while Thalassa was still caught within the tight grip of the menace it had created itself, the Saeb S.100 had begun production. At that time, Andalla was too preoccupied to even take notice its new creation, the same creation that would soon carry thousands of passengers across Argis and Europa each week — all in the name of Andalla. The S.100 was a ground-based aircraft, which at the time was not as attractive as the large, powerful flying boats of @Fleur de Lys. What it did have to boast about, however, was its impressive range - over 6,000 kilometers. And as it was a land-based aircraft, it could reach important inland cities such as Toledo, O'polis, Saipuo, Moskovo, New Halsham, Girk, Bogd Gioro, Delta, Novumcastrum, and Centridge City. It had the power to end the era of flying boats, yet nobody bothered to take notice... except the airlines.
      One could never really explain properly what was going on with airlines during the war. While there were those who wanted to flee the violence, others chose to stay. Their trained employees were drafted into the military, leaving many positions empty — some airlines choosing to temporarily fill these positions with untrained workers, or leaving them unoccupied altogether for the sake of safety. Mismanagement and inexperience quickly became one of the leading causes of incidents and accidents of Andallan carriers during the war. There also loomed in the air the threat of Giokton fighters; upon discovering an airliner during routine patrols over the Tiauhai Sea, they would often harass or even shoot down the unprotected airliner. Patched-up bullet holes on the wings, tail and fuselage became a common sight on Andallan airliners, if the aircraft had not already been downed without purpose. But as the war went on and Giokton air force numbers slowly dwindled, more airlines became confident to resume operations, while a handful of airlines had also been founded in hopes of exploiting a new-found source of profit. And when they finally had the chance to begin operating their shiny new S.100s, they put them to work as soon as possible. 
      This was the "Northern Route", one of the most heavily-traveled air routes during the late 1940's to the mid-1960's. It ran from Andalla to Central Europa or @Orioni, with stops at @Iverica, @Prymont (Ostport), Deltannia and finally to wherever in Europa the passenger was destined for. It remained that way until 1964, when the trans-Oriental SK-3-200 jet airliner entered service and the airport at Burkini opened, allowing medium-haul aircraft to cross the Oriental Ocean via Burkini instead
      But for now, the Northern Route was their only choice. Airlines could make it through in under 5 days, with many competing against each other for the fastest passage. But for passengers, it was heaven. Their wildest dreams had come true; no longer would they have to take 3 weeks by ocean liner just to reach Europa. Weeks became days, ships became planes, and seas became skies.
      From the corner of his window, Daniel Arvesson could see another S.100 take off. This one belonged to Tårnfalk Airlines, one of the several airlines created solely on the hopes of exploiting this new Silk Road. To him, these airlines were naive and ignorant. It took more than just a startup to be able to travel the Northern Route, because flying was expensive, not only for the passengers but even for the airline itself. In a way, every country charged flyover fees — that is, if they even allowed foreign aircraft to pass through. And though Andalla had been able to at least negotiate discounted fees with Iverica, Ostport and Deltannia, aircraft had to land. And once they were on the ground, airport fees entered the question. Combined with several other fees, taxes and administrative issues made operating an airline an extremely difficult task — one that could drive these "start-up airlines" into bankruptcy within a mere few years. It was a disaster. And somehow, it was Arvesson's duty to fix it.
      In the background, Arvesson heard the faint sound of a phone's sharp ring. His secretary, Mirjam Byström, came in the office.
      "Sir, Minister Holme's on the phone. He wants to speak to you."
      "Why didn't he call me in my office..? Ah, never mind, hold on."
      ...
      "Director-General, you have been reading the news regarding our Northern Route, have you?"
      "Ah, yes, of course Minister Holme. Daily."
      "Then, surely, you have heard of what happened in Delta?"
      "Definitely, Minister. I believe we must act on it as soon as possible."
      "Exactly. And what would you propose in order to fix it?"
      "Perhaps a bilateral agreement standardizing aviation regulations could help... But we may not be able to accomplish such a thing anytime soon."
      "Not at all, Director, that is possible. You may want to contact the Deltannian aviation authority... What was the name again? Uh... anyway. I was trying to say, you should contact them and arrange for a bilateral meeting setting the foundations for standardized regulations... I'll bet you they're just as willing as we are to standardize them, especially since the perpetrators only did it for the money. I'm sure we both know that Deltannia is an important stop on the Northern Route, and we can't afford to lose it... Am I understood, Director-General?
      "Yes, sir. I'll arrange a meeting as soon as possible."
      "Thank you."
      Arvesson wasn't amused; Minister Holme was crazy. It wasn't like Andalla and Deltannia could organize a bilateral meeting in a flash. But that was what Minister Holme wanted — Arvesson could not let him down, lest he lose his job as Director-General of the Andallan Aviation Authority. After all, the problem was quite significant — though it was a scandal by a small band of Deltannian airport officials, it did highlight an important flaw in their aviation regulations...
      Delta was, undoubtedly, the most important stop along the journey. Much like a busy bus terminal, it was where passengers would disembark and board another plane for wherever they wished to go. When one traveled the Northern Route, landing at Delta signified the final leg of the journey... and that the aircraft did not crash somewhere in the endless sea of ice surrounding it. Icing was definitely not uncommon when flying in the extreme cold of the Argic Circle. When ice crept up to the wings or vertical stabilizer, the pilot could lose control of the aircraft. When ice got into the engine, there would be nothing moving the aircraft forward. And when ice got into both, you'd know where exactly you were — in the middle of a frozen hell.
      A few days ago, several Deltannian airport officials found a difference between Andallan and Deltannian aviation regulations — one that could, if properly implemented, restrict the passage of any Andallan aircraft within Deltannian airspace. But they weren't going for the safety — instead they only increased flyover fees, airport fees and other taxes for all Andallan aircraft. And through their network of shady deals and accomplices, those extra fees went to... them.
      Once their plot became known, there was nothing the government could do — aviation regulations were aviation regulations, implemented only to ensure the safety of anyone flying within Deltannian airspace. So instead they halted the increase in taxes and prohibited any Andallan aircraft from entering or exiting Deltannian airspace, effectively grounding all Andallan aircraft in Deltannia, Ostport, and elsewhere in Europa. Being the most important stop along the Northern Route, the entire future of the Andallan airline industry was placed in jeopardy...
      — TO BE CONTINUED —
      This topic was formerly disputed by Vocenae. As a result, all mentions of Vocenae have been replaced with Deltannia. The discussion is located here.
      OOC: Prelude to the establishment of an ICAO for Europa. I believe @Gallambria and @Orioni is working on a version of the UN, so we could say this organization evolved into whatever ICAO's counterpart in the Europa UN is.

      A very special thanks to ORIONI for fixing some issues while I was away. Tak!
    • By Andalla
      The following is a list of prominent Andallan arms manufacturers. Until the 1950s, most of Andalla's arms manufacturing was controlled by the government. In 1949, the Arms Industry Privatization Act was ratified, granting more leeway for privately-owned arms manufacturers. The present Andallan arms industry is dominated by Skandinavisk, Faerfrisk Arms and Kungsborg Land Systems.
      SKANDINAVISK
      Skandinavisk FP (Officially Skandinavisk Flygproducent A/S) is the largest manufacturer of aircraft in Andalla and the Andallan Commonwealth Air Force's primary supplier of both combat and transport aircraft.
      Need I explain more? Go click that link.😉
      SAEB GROUP
      The Saeb Group is a largely-defunct defense conglomerate and Andalla's largest arms manufacturer during the Thalassan War. It was established by Anton Bergqvist Saeb in 1931 as Saeb Aeronautik (Saeb Aeronautics), following the commercial success of the Skandinavisk Model 1. Bergqvist envisioned Saeb to become the leading military aircraft manufacturer in Thalassa. Saeb soon became the dominant manufacturer of military aircraft in Andalla, supplying significant numbers of Commonwealth Army Air Command (Samväldet Haer Luftkommando) aircraft. In 1936, Bergqvist began to venture into the production of military vehicles, developing the P.1 armored car and establishing Saeb Dynamik (Saeb Dynamics). It was followed by Saeb Armen (Saeb Arms) in 1939, which was highly successful and would continue on to produce most of the Andallan military's small arms. Saeb Aeronautik was highly successful during the Thalassan War, as demand for new military equipment hit a record high. As the Thalassan War came to a close, it was decided that Saeb would begin development of a civil aircraft. In 1946, the Saeb S.100 began production. However, as Andalla began recovering from wartime, demand for military equipment fell. It was then decided that Saeb Aeronautik would focus production on the S.100, which had become a focal component of the famed "Northern Route". Unable to continue development, Saeb Aeronautik was forced to sell its jet fighter project to Skandinavisk, which had expressed its desire to begin a combat aircraft program after the success of the N-1 Kondor. In 1965, the Saeb Group was forced to sell Saeb Armen to rival Faerfrisk, cementing its position as the leading small arms manufacturer in Andalla.
      Today, Saeb Aeronautik continues to retain its prominence and is currently the second largest aircraft manufacturer in Andalla next to Skandinavisk. No longer having a foothold in the military aircraft market, Saeb Aeronautik rules the turboprop and regional jet market in Andalla. Saeb Dynamik continues to produce military vehicles in small numbers, with most of its business lost to Kungsborg Land Systems.
      FAERFRISK ARMS
      Faerfrisk Arms (Faerfrisk Armen A/S) is the primary manufacturer of small arms in Andalla, and one of the largest in Thalassa. It started out in 1939 as a factory producing bullets for the ACA, and later Saeb Arms. As demand rose, Faerfrisk (Then Faerfrisk Munitions or Faerfrisk Krigsmateriel A/S) began to produce parts for military vehicles. As demand for military equipment fell following the end of the Thalassan War, Faerfrisk entered into a period of stagnation and recovery; Faerfrisk's military vehicle business went into liquidation in 1953. With massive amounts of surplus arms available at cheap prices after the Thalassan War, it was decided that Faerfrisk would begin development of more advanced, more capable guns to be released when demand for the surplus arms fell. Following the rise of the assault rifle in the late 1950s and early 1960s, Faerfrisk enjoyed a period of success. In 1965, Faerfrisk purchased its largest rival, Saeb Armen, leaving it as the sole major small arms manufacturer in the country.
      KUNGSBORG LAND SYSTEMS
      Kungsborg Land Systems (Kungsborg Jordsystem A/S) is a subsidiary of Kungsborg Heavy Industries (Kungsborg Storindustrigren A/S) responsible for the production of military land vehicles including tanks, rocket artillery and trucks. Formerly Christensen Defense Engineering, a subsidiary of Christensen Automotive, Kungsborg Heavy Industries acquired the company in 1992.
      ASKANGER STEEL YARD
      Askanger Steel Yard (Askanger Stålvaerft A/S) is the largest Andallan shipbuilding company. Established in 1754 as the Royal Askanger Naval Dockyard (Kongeligen Askanger Flottvaerfter) and also encompassed the artillery factories surrounding it. After the kingdom was replaced with a Commonwealth in [YEAR], the Royal Askanger Naval Dockyard was renamed to the Askanger Steel Yard (Askanger Stålvaerft) and its surrounding factories were sold to the private sector. Since then, the Askanger Steel Yard has constructed many of the largest Andallan-made vessels. The company also operates several other shipyards on the island of Himøy.
      BOFORSEN
      Boforsen is a manufacturer of heavy machine guns and heavy weaponry including autocannons and naval guns. Among its well-known products include the 40 mm M36 anti-aircraft/multi-purpose gun, the 51 mm Mk.20 dual-purpose naval gun, and the Skytten 155 mm self-propelled gun.
      GRIPEN
      Gripen Artilerieselskab A/S is a manufacturer of heavy guns and artillery, including naval artillery, field artillery and tank guns. It has been the dominant manufacturer of naval guns in Andalla since the early 1800s. Its headquarters are located in Askanger, near the Askanger Steel Yard. The company was founded in 1788 after businessman Gjermund Hatlestad purchased one of the artillery factories in the Askanger Steel Yard. Though it was unsuccessful, Hatlestad acquired more factories with the money he was earning from his other businesses and eventually grew the company to become a major producer of naval artillery.
    • By Andalla
      @Iverica @Prymont @Poland-Lithuania @Derthalen @Astriedan @The Eurofuhrer @Girkmand @Cavunia @Morheim @St Francoisbourg @Kaitaine @Sunset Sea Islands @Selayar @Little Flau @Variota @Cashar @Lusotropia @Synturia @Orioni @Afropa @Great Burlington @Miiros @Adaptus @Tagmatium Rules @Fleur de Lys @Cristina @Magnaeus @Youtabonia @Suverina @Gallambria (Phew, that has got to be the longest line of mentions this forum has seen!)
      Fellow mentioned test subjects comrades, allow me a few minutes.
      According to my foreign relations factbook, Andalla has retrospectively established foreign relations with your country. Do not worry, in most cases it's just a consulate in the capital, not an embassy. I'm just trying to be a friendly little hippie island guy and also to strengthen my foreign trade, as Andalla's economy is focused on exports.
      If you have any objections, kindly reply in this thread. I'm okay if you wish for foreign relations to be established in the present instead of retrospectively, but do note that would sort of mean you and I have not done much in the past. If you're friendly enough and wish to establish embassies (In most cases I'll accept), then just tell me here. Thanks!
      Lys, if you're okay with it then I am maintaining foreign relations with all your countries. Unless some of them are against you, then I won't keep them in the list.
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    • I think that's a wonderful idea and I am glad to see that you went ahead with the river delta options.
    • HA. Not as much briefed as in me spending a considerable amount of time going through the various areas of the forum and soaking up as much information as possible. Plus, I did read the friendly roleplaying guidelines lol. We'll connect over Discord in short order.
    • Thank you @Adaptus. I will give this another 48 hours for comments before moving ahead with the reorganisation. This task has been on my list for far too long, and I want to finally cross it off.
    • Astriedan's News Agency The ANA jingle plays as the ANA logo fades out to a presentator in front of images of various diplomats and salesmen shaking hands. "-Good morning, in the news today the recent announcements made by His Majesty the Emperor Syra Aïl III concerning the recent deal between @Sunset Sea Islands and @Astriedan to install the high tech surveillance system "Synapse" in our country. This continue His Majesty's work to make our country safer trough surveillance. While some human rights organizations have called the Synapse system an "obvious violation of privacy" and "a useless system", the legislator of the Imperial Internal Security Bureau said he was "very happy about this new system", claiming that it will "not leave a bit of privacy to any potential dangerous person. Crowd movement and movement patterns, medical and criminal databases about every astriedanian, and more, this new system will definitely change astriedanian surveillance. The Emperor did not, however, gave the price at which he bought the Synapse system.   In other news, the Imperial Army and the Imperial Guard has announced the deployment of the vehicles bought from @Iverica a few months ago. The price of the transaction was still not declared to the public but the Imperial Army Public Relations Office declared that "a modernization of the equipment was necessary".   Finally, the Noble Houses Eennso and Atria have announced that great change was to come. We still don't know what this change will be about but our best political analysts are currently trying to make predictions.   More infos on all these subjects this evening at 20pm. May your day be as joyous as Symis and glory to Astriedan." The ANA jingle plays again as the ANA logo appears again.
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