0.18 photos on Flickr

1:72 North American Model NA-104 P-51E 'Mustang', aircraft ‘B6-G bar “Big Bird II” (44-32773)’, USAAF 363rd FS, 357th FG; Station 373/RAF Leiston (Suffolk, England), early 1945 (What-if/kitbashing) by Dizzyfugu

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+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

Some background:

The North American Aviation P-51 Mustang was an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October.

The Mustang was originally designed to use the Allison V-1710 engine, which, in its earlier variants, had limited high-altitude performance. It was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). Production of the P-51B/C began at North American's Inglewood California plant in June 1943 and P-51s started to become available to the 8th and 9th Air Forces in the winter of 1943–1944. The addition of the Rolls-Royce Merlin to the P-51B/C model transformed the Mustang's performance at altitudes above 15,000 ft, allowing the aircraft to compete with the Luftwaffe's fighters. Among the almost 4.000 Mustangs of this variant built a quarter was supplied under Lend-Lease to the RAF as the Mustang Mk III. The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed, two-stage-supercharged Merlin 66, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns.

The P-51 offered an excellent performance, but North American kept trying to improve, and developed a number of lightweight versions. The lightweight Mustangs had a new wing design and airfoils designed to give less drag than the previous NAA/NACA 45-100. In addition, the planform was a simple trapezoid, with no leading-edge extension at the root.

In 1943, North American submitted a proposal to redesign the P-51D as model NA-104, from an enquiry by the USAAF as to why British aircraft were lighter than American ones. NAA engineers had examined the various components and equipment fitted to Spitfires, and through thorough inspection of airframes and construction plans NAA found that British load factors were less than American ones, and working to the lower load factors helped the design team reduce structural weight wherever possible. Exploiting the structural potential and lightening or reducing other equipment, the NA-104’s revised design was in total some 1,600 lb (730 kg) lighter than the P-51D. Modifications to save weight and improve performance included a thinner laminar flow wing, streamlining changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes (necessitated by the thinner wings), a different canopy, and an armament of only four 0.5” Brownings, even though the ammunition supply was changed to 400 rounds per gun.

The lightweight NA-104 was powered by the new V-1650-9 engine, a redesigned "slimline" version of the Merlin 100-series. The engine’s design was modified to decrease frontal area to a minimum and was the first Merlin series to use down-draught induction systems. The coolant pump was moved from the bottom of the engine to the starboard side, and the engine featured a two-speed, two-stage supercharger and an S.U. injection carburetor. The V-1650-9 not only delivered an increased constant output of 1,380 hp (1,030 kW), it also featured a water-methanol injection that could temporarily boost the engine’s emergency power to 2,218 hp (1.655 kW). The exhaust arrangement was revised, too, exploiting the engine’s residual thrust to gain even more speed. An “uncuffed” three-blade Aeroproducts propeller unit with deeper blades was fitted, to better cope with the higher power output and the higher blade speeds
.
Unlike later lightweight Mustang versions/prototypes the NA-104‘s ventral radiator fairing remained the same shape and size, just as the main landing gear and its covers, both were, despite improved designs on the prototyoe workbench, retained to promote a quick production introduction. The former V-1650-7’s carburetor chin intake was relocated into the right wing’s root, and the cowling was modified and streamlined. The modified nose section was slightly longer than on previous Mustang versions, and to compensate for a resulting slight center of gravity shift forward the rear fuselage was slightly extended with a plug in the rear fuselage, just front of the tail surfaces, what increased the NA-104’s overall length by ~10 inch. As a side effect the longitudinal stability improved, so that the NA-104 did not require the stabilizing fin fillet that had been introduced on the P-51D and some late production P-51B/Cs, too.

In test flights, the NA-104, with optimized fuel load and a highly polished finish, achieved 491 mph (790 km/h) at 21,000 ft (6,400 m). In September 1944 the NA-104 was accepted by the USAAF as a high-performance interceptor under the designation P-51E. 500 aircraft were ordered, primarily for operations in Europe, specifically for the 8th and 9th Air Force, to protect the Allied airfields in Great Britain and as long-range escort fighters for Allied bomber raids against Germany. An option for 1.000 more was signed, too, to be delivered from August 1945.

The first P-51Es arrived in Great Britain in January 1945. However, large-scale combat between 8th Fighter Command and the Luftwaffe interceptor force had become virtually nonexistent after 28 May 1944 but, in August, contact had been made for the first time with both rocket-propelled and jet-propelled interceptors. While themselves a harbinger of a tactical change by the Luftwaffe, the contacts also indicated that the Germans were husbanding their fighter aircraft for sporadic reaction against Allied bomber attacks.
Operational tasks for the USAAFs P-51Es included the support of bomber attacks against German ground transportation during the Allied counter-offensive in the Ardennes in early 1945, strafing ground targets daily. However, on 14 January, strategic bombing resumed with attacks on oil installations near Berlin, and Mustangs were frequently tasked with protecting B-17s, employing a variation of the escort tactic called the "Zemke Fan", designed to lure in interceptors.
The Luftwaffe’s Jagdverbände, severely depleted, turned to jet interceptions beginning 9 February 1945 in an attempt to stop the onslaught of Allied heavy bombers. The Allies countered by flying combat air patrol missions over German airfields, intercepting Me 262s and Ar 234s as they took off and landed, the moment when these fast aircraft were most vulnerable. The tactic resulted in increasing numbers of jets shot down and controlled the dangerous situation, particularly as the amount of German-controlled territory shrank daily.

Another threat was the V-1 flying bomb attacks that had begun in mid-June 1944. The only aircraft with the low-altitude speed to be effective against it was the Hawker Tempest, but by that time fewer than 30 Tempests were available, assigned to No. 150 Wing RAF. Early attempts to intercept and destroy V-1s often failed, but improved techniques soon emerged. These included using the airflow over an interceptor's wing to raise one wing of the V-1, by sliding the wingtip to within 6 in (15 cm) of the lower surface of the V-1's wing. If properly executed, this maneuver would tip the V-1's wing up, over-riding the gyro and sending the V-1 into an out-of-control dive. At least sixteen V-1s were destroyed this way, the first by a P-51 piloted by Major R. E. Turner of 356th Fighter Squadron on 18 June 1944. Once available, the USAAF’s P-51Es were frequently assigned to V-1 interception duties over the Channel and the southern coast of England, alleviating RAF units.

However, with the end of hostilities in Europe in May 1945 the P-51E contract was cancelled, as well as the option for more aircraft. Altogether only 363 lightweight P-51Es were completed and reached frontline units, exclusively operating with the 8th and 9th Fighter Command.

General characteristics:

Crew: 1

Length: 33 ft 3 in (10,15 m)

Wingspan: 37 ft 0 in (11,28 m)

Height: 13 ft 4½ in (4,08 m)

Wing area: 234 sq ft (21,81 m²)

Airfoil: NACA 66(2)-215

Empty weight: 5,792 lb (2.630 kg)

Loaded weight: 7,268 lb (3.300 kg)

Max. take-off weight: 9,559 lb (4.340 kg)

Maximum fuel capacity: 419 US gal (349 imp gal; 1,590 l)

Powerplant:

1× Packard V-1650-9 liquid-cooled V-12 with 2-stage intercooled supercharger,

delivering 1,380 hp (1,030 kW), 2,218 hp (1,655 kW) WEP with Water methanol injection,

driving a Hamilton Standard constant-speed, variable-pitch three blade propeller with

a 11 ft 2 in (3.40 m) diameter

Performance:

Maximum speed: 472 mph (760 km/h; 410 kn) at 21,200 ft (6,500 m)

Cruise speed: 362 mph (315 kn, 580 km/h)

Stall speed: 100 mph (87 kn, 160 km/h)

Range: 1,650 mi (1,434 nmi, 2,755 km) with external tanks

Service ceiling: 41,900 ft (12,800 m)

Rate of climb: 3,200 ft/min (16.3 m/s)

Wing loading: 39 lb/sqft (192 kg/m²)

Power/mass: 0.18 hp/lb (300 W/kg)

Lift-to-drag ratio: 14.6

Recommended Mach limit 0.8

Armament:

4× 0.50 caliber (12.7mm) AN/M2 Browning machine guns with 400 RPG

A pair of underwing hardpoints for a pair of drop tanks

or bombs of 100 lb (45 kg), 250 lb (113 kg) or 500 lb (226 kg) caliber

The kit and its assembly:

A project that was more complex than obvious at first glance. The plan was to create a “missing link” between the WWII P-51D and its lightweight sibling P-51H, which came too late in WWII to take seriously part in any combat. There actually were some “interim” designs, which paved the way (the F, G and J models), with lightweight hulls or different engines. My plan was to adopt some details of these aircraft to create the fictional P-51E.

For a look that subtly differs from the well-known P-51D I decided light-headedly to bash two Academy models together: a P-51D hull, mixed with the wings and tail from a P-51B/C kit, plus some inter-kit and external donors. What sounds simple turned out to be a major surgery task, though, because both kits are totally different, produced with individual moulds and few interchangeable parts! Even details which you’d expect to me identical (e. g. wing tip and tail shape) differ markedly.

For the P-51E kitbash the fuselage with cockpit, engine and radiator bath was taken from the P-51D, while the tail and the wings were taken from the P-51B/C, because they were slightly bigger, “edgier”, lacked the fin fillet and featured only four machine guns in the wings. Mating these parts called for many adaptations and massive PSR, though. To change the look further I removed the small wing leading edge extensions, for a completely straight edge, and the cowling was changed to look like a mix of the P-51F and J prototypes. The carburetor intake disappeared and a part of the P-51D spinner was used to extend the fuselage a little. A completely new three-blade propeller was scratched, using a Yokosuka D4Y spinner, a piece from an ESCI Ka-34 Hokum main rotor, and clipped blades from a Hasegawa F5U. A styrene tube was added to hold the propeller’s new metal axis. To compensate for the longer nose the rear fuselage a 2mm section of the P-51D hull was retained in front of the transplanted P-51B/C tail (which is a separate hull section, the -D has an integral tail).

The original exhausts were replaced with resin aftermarket pieces for P-400 Airacobra from Quickboost - for which the nose extension paid out, because the V-1710 exhaust arrangement is longer than the Merlin's.

Painting and markings:

I wanted a typical, potentially colorful USAAF livery from early 1945 for this what-if aircraft model. This meant that the aircraft would have a NMF livery, and Invasion Stripes or other ID markings were already removed or not applied to new aircraft anymore. Camouflage had been omitted from 1945, too. As squadron markings I went for the 357th FG red-and-yellow nose markings; these came with Academy’s P-51B/C kit, but I replaced them with decals from a Mistercraft/Intech kit from The Stash™ because their shape was simpler and would (probably) better match the modified lower nose. Searching for later P-51Ds of this group revealed that the aircraft hardly carried any other colorful marking, though – just the tactical code, and maybe some personal markings.

To keep in style I adapted this basis, using a tone called “White Aluminum (RAL 9006)” from a Duplicolor rattle can as an overall basis, but added a thin red edge to the olive drab (Revell 46) anti-glare panel, created with generic decal stripes. The rudder as well as the wing tips were painted in red, an official 363rd FS ID marking, as a counterbalance to the prominent nose, too.

The propeller spinner was painted free-handedly, in an attempt to match the checker decal's colors. Some hull panels were painted in a darker shade of aluminum to make the model look mo0re lively, and some post-shading with Humbrol Matt Aluminum Metallizer was done to improve that effect, too. Cockpit and landing gear wells were painted in a bright green zinc chromate primer tone.

Decals and markings were puzzled together from various sources. Finding a suitable 'B6' code fpr the 363rd FS was tough, but I was eventually able to scratch it from 'P9' codes from two Academy P-47D kits/sheets! BTW, the horizontal bar above the aircraft's individual letter was a real world marking for a second aircraft that bore this tactical code within the unit. The nose art/tag was also donated from an Academy P-47, the yellow font matches the rest of the unit colors well.

The anti glare panel and the propeller blades received a matt varnish coat, while the rest of the hull was covered with a mix of matt and a little semi-gloss varnish - contemporary Mustang photos from 1945 suggest that, despite being bare metal, the aircraft were not polished or shiny at all, yet the aluminum would have some reflections. I think that the final overall finish looks quite good. As a final step I added some light soot stains behind the exhausts and the machine gun orifices, and dry-brushed some silver on edges/areas where paint could have flaked in real life. Not much, but it adds to the overall impression of a used aircraft.

A more demanding project than meets the eye. Bashing the two Mustang kits for a fictional new one might have been a smart idea, but it turned out to be a nightmare because the two 1:72 Mustand Academy kits are totally incompatible. Additionally, the mods I made are VERY subtle, it takes a keen eye to recognize the lengthened hull, the modfied cowling and the cleaner tail. The three-blade prop is the most obvious thing, and with it, from certain angles, the P-51E reminds somewhat of a Yak-9? Probably due to the intake-less cowling and the (for a Mustang) unusual prop? The livery looks plausible and colorful, though. :D

Joyent Endurance Team of the Marin Century by Jackson West

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Note the pace of the first two laps are when I was playing catch-up after oversleeping, catching the bus to San Rafael and starting 70 minutes after the rest of the team.

Also note that I did "The Wall" climb -- 750 feet over 3.1 miles -- in 0:18:08.

Not that it was a race!

0 (18) by FEGAPI FEGAPI

Dinamo - Kamen Ingrad 2:0 [18/032006] by Bad Blue Boys

by Sam Tait

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0 (18) by Hot Teacher

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Author: Rob from Clifton college

Lewes 4 East Grinstead 0 18 03 2017-2861.jpg by James Boyes

ModiS (JuniorCyber64 28) by MaggiCraft

What does the Instant structures Mod (ISM) by MaggiCraft?

official website: instant-structures-mod.com/

With the Instant Structures Mod (short: ISM) you can choose one of 365+ structures and place them with just a few click in your Minecraft world. The structures sizes range between a few 100 blocks and 3,000,000 blocks. Placing larger structures accordingly takes longer. Structures are divided in themes and are easily accessible through a wiki. The structures of the Instant Structures Mod (ISM) are quite detailed, published structures are listed in the sub-side Structures.

Furthermore you can scan (save) your own structures and place them as many times as you like. You can share your saved structures with your friends or even with the entire Minecraft community ISM is available for Minecraft Versions 1.7.10 and 1.8. To install ISM you need Minecraft Forge.

official website: instant-structures-mod.com/

IMG_2744 copy by Oliver Ernst

“Alle Stärken liegen bei mir und mit meinen Fans im Rücken werde ich Ushona besiegen”

Ex-Weltmeister Jan Zaveck will gegen Betuel Tyson Ushona seine WM-Ambitionen unterstreichen

Am nächsten Samstag, 24. März ab 20.15 Uhr, auf Das Vierte: “Live Boxen” aus Maribor / Slowenien

Der Hauptkampf der SES-Box-Gala in Maribor am nächsten Samstag wird vom slowenischen Volksheld und Ex-Weltmeister im Weltergewicht Jan Zaveck (31-2-0 (18)) im Kampf um die WBO-Inter-Continentale Meisterschaft gegen den WBO-Afrika-Champion Betuel Tyson Ushona (25-1-0 (8)) aus Namibia bestritten. Dieser Kampf hat die slowenischen Boxfans in den letzten Wochen in Massen bewegt und so ist die Tabor-Arena mit über 5000 Fans natürlich komplett ausverkauft. Eine fantastische Stimmung wie auch in den letzten Veranstaltungen ist garantiert! Einen besonderen Eindruck der Begeisterung für den Boxsport und vor allem für den Volkshelden Jan Zaveck gab es auch heute auf der Pressekonferenz in Maribor. Ein großes Medienaufgebot war wieder einmal ein deutliches Zeichen, welchen großen Stellenwert der Ex-Weltmeister Jan Zaveck in Slowenien genießt.

Die O-Töne aus der heutigen Pressekonferenz:

Ex-Weltmeister Jan Zaveck: “In der Vorbereitung haben wir uns ganz bewusst auf meine Stärken konzentriert. Ushona ist natürlich ein guter Kämpfer, ist ja WBO-Afrika-Meister und nun schon die aktuelle Nummer 5 der WBO-Rangliste. Zudem ist er sehr unangenehm zu boxen, aber ich werde über meine Stärken damit zurechtkommen. Mit der besseren Boxtechnik, der besseren Kondition und natürlich mit meinen tollen Fans im Rücken werde ich siegen!“

SES-Trainer Dirk Dzemski: “Die Fans können sich am Samstag auf ein großartiges Erlebnis freuen. Jan Zaveck ist auf den Punkt und bestens vorbereitet. Mit diesem Kampf und einem klaren Sieg wollen wir die neue Chance auf einen Weltmeisterschaftskampf erreichen. Jan muss wieder Weltmeister werden!“

Betuel Tyson Ushona: “Wir haben die gleichen Träume. Jan Zaveck möchte noch einmal und ich will Weltmeister werden. Aber, ich habe bisher jeden, der mir im Wege stand geboxt und für meinen Traum besiegt. So wird es auch Zaveck gehen!“

Ushona-Trainer Tobias Nashilongo: “Wir haben viel Respekt für Jan Zaveck, aber Gott hat es gegeben, dass Ushona hier in Slowenien siegen wird!“

Denis Simcic muss sich auf neuen Gegner einstellen – Adam Hubinger kurzfristig erkrankt

SES-Halbschwergewichtler Denis Simcic aus München muss sich leider kurzfristig auf einen neuen Gegner einstellen. Adam Hubinger aus Tschechien konnte wegen einer akuten Erkrankung nicht anreisen. Im Kampf um die vakante WBO-Europameisterschaft wird nun kurzfristig ein neuer Gegner bestimmt und in Kürze bekannt gegeben.

Jung-Star Domenic Bösel aus Freyburg trifft im dritten Hauptkampf des Abends auf den Ungarn Gyorgy Marosi (13-2-0 (8)) aus Budapest und will in seinem sechsten Profikampf im Halbschwergewicht den sechsten Sieg erringen.

Weitere Kämpfe mit Weltergewichtler Sergio Vartanov aus Halle gegen Laszlo Komjathi (43-38-2 (16)) und dem Slovaken Martin Parlagi (2-0-0 (1)), einer großen Hoffnung im Federgewicht, gegen seinen Landsmann Elemir Rafael (20-56-1 (3)) runden einen attraktiven und spannenden Box-Abend ab.

Die SES-Box-Gala aus Maribor wird erstmalig am nächsten Samstag live ab 20.15 Uhr auf Das Vierte, dem neuen TV-Partner von SES-Boxing, mit drei Live-Kämpfen übertragen!

Homecoming Day 0.18 by Widener University

Homecoming 2014

IMG_2765 copy by Oliver Ernst