View allAll Photos Tagged 02-71
Scandalize. Secrets. - Top, Panties & Socks w. Heart Pillow
Gothic Mermaid - BooBoo Almond Bento Nails
SILU / Teddy The Bear
[Mamere] Valentine Eclair & [Mamere] Valentine's Cupcake
@ The Broken Heart Fair 4th February - 14th February
[Mamere] Wine and Zodiac Chocolate
@ Tokyo Zero Feb 10th 8:00 AM SLT ~ Feb 25th 8:00 AM SLT
Available after those dates
**RE** Esprit Rings - Rare - Maitreya Only @ [OutRAGEouS] Marketplace
- thank you to my hubby Demonic von Oddball for posing with me.
for more pics & Designer Credits: The R Word
1958 Ford Thunderbird Series 63A Model 63A Tudor Hardtop (Squarebird) 2nd generation 1958-1960 Thunderbird
Photo taken by Norbert Kröpfl. Scan kindly provided by Michael Röser for inclusion on this page.
München-Riem
February 1973
G-AYSI
Boeing 707-373C
18707/349
Britannia Airways
G-AYSI with Britannia Airways was reported at Riem on 22 January 1972 and 3 January 1973. I think the Britannia colours looked great on a B707. G-AYSI was later also seen at Riem with British Caledonian on 4 May 1976 and 29 June 1979.
Information from airliners.net - thanks to Ian Gains:
D/D 26/09/63 as N375WA to World Airways, she became G-AYSI with Britannia Airways 24/02/71. 04/73, she was leased to British Caledonian Airways. Sold to International Air Leases (IAL) 03/80 as N3751Y and leased to Tampa Colombia as HK-2401-X in April 1980. Sadly, she was written off on the 14/12/83 when she suffered engine failure on take off from Medellin, Colombia.
Registration details for this airframe:
www.planelogger.com/Aircraft/Registration/G-AYSI/490821
This airframe as N375WA at SNN in July 1966:
www.flickr.com/photos/ialmag2011/14065748355
G-AYSI with British Caledonian at HAM ca. mid-1970s:
www.flickr.com/photos/lrs747/6272660772
G-AYSI with British Caledonian at LGW in June 1979 undergoing maintenance:
www.flickr.com/photos/nickopix/28653665012
This airframe as HK-2401-X with Tampa Colombia at MIA in April 1980 (basic Caledonian colours):
cdn.jetphotos.com/full/6/52623_1604688370.jpg
HK-2401-X with Tampa Colombia at MIA in December 1983:
www.flickr.com/photos/23032926@N05/5097181046
Scan from Kodachrome slide.
Delivered new to British Eagle as G-ATPK on 24.06.66.
Leased to Swissair 12.67 to 29.04.68.
To Bahamas Airways as VP-BCP on 15.04.70.
To Laker Airways as G-ATPK on 18.02.71.
To Hughes International on 05.03.81,
To Willowbrook International in 03.82.
To Bryan Aviation in 06.82.
Back to the airline world with Dan Air on 07.04.85.
Sold to Okada Air of Nigeria on 01.05.91 as 5N-OMO.
Stored at Benin City 12.97.
Last noted there derelict on 08.04.09.
In the back ground are 2 Britannia Airways 737-200's and some exec jets, a HS.125, BAC 111, and a Gulfstream II N1039.
Delivered new to British Eagle as G-ATPK on 24.06.66.
Leased to Swissair 12.67 to 29.04.68.
To Bahamas Airways as VP-BCP on 15.04.70.
To Laker Airways as G-ATPK on 18.02.71.
To Hughes International on 05.03.81,
To Willowbrook International in 03.82.
To Bryan Aviation in 06.82.
Back to the airline world with Dan Air on 07.04.85.
Sold to Okada Air of Nigeria on 01.05.91 as 5N-OMO.
Stored at Benin City 12.97.
Last noted there derelict on 08.04.09.
Sears Department Store located at 2501 Irving Mall in Irving,TX. The building has been vacant since Sears closed this location in early 2019.
Note the 93,000 square foot store opened for business on February 2nd 1971.
Image courtesy Irving Daily News (02/02/71)
Brush Type 2 D5624 sits at end of bay having been recovered from its unceremonial decent onto the Stevenage - Hertford road
Formerly with British Airtours.
On 01Jun84, the day of this photo bought by Maof Airlines where if flew as 4X-BMC for just a year.
Delivered new to BOAC as G-AXXY on 18.02.71.
Merged into British Airways on 01.04.74.
Transferred to British Airtours on 19.04.82.
To Maof of Israel on 01.06.84.
Registered to 4X-BMC on 22.07.84.
To Omega Air as N343A in 10.85.
Leased to Transbrazil as PT-TCQ on 04.02.86.
Returned to Boeing on 27.07.87
To Davis Monthan for storage.
Presumed broken up in 05.07.
Assisting the rector's gardener at St. Mark's Episcopalian Church in downtown San Antonio, Texas was this fine specimen, which I studied and shot numerous times. Short on water, this beauty was licking from a leak on the sprinkler head.
________________________
Out hunting, I learned below at
www.giga-usa.com/quotes/topics/passion_t001.htm
Passion costs too much to bestow it upon every trifle.
- Thomas Adam
It is with our passions as it is with fire and water, they are good servants, but bad masters.
- Aesop
Whereas the law is passionless, passion must ever sway the heart of man.
- Aristotle
Let passion reach a catastrophe and it submits us to an intoxicating force far more powerful than the niggardly irritation of wine or of opium. The lucidity our ideas then achieve, and the delicacy of our overly exalted sensations, produce the strangest and most unexpected effects.
- Honore de Balzac
Noble passions are like vices: the more they are satisfied, the greater they grow, Mothers and gamblers are insatiable.
- Honore de Balzac
Passion is universal humanity. Without it religion, history, romance and art would be useless.
- Honore de Balzac
Passions are no more forgiving than human laws and they reason more justly. Are they not based on a conscience of their own, infallible as an instinct?
- Honore de Balzac
The duration of a couple's passion is in proportion to the woman's original resistance or to the obstacles that social hazards have placed in the way of her happiness.
- Honore de Balzac
When passion is not fed, it changes to need. At this juncture, marriage becomes a fixed idea in the mind of the bourgeois, being the only means whereby he can win a woman and appropriate her to his uses.
- Honore de Balzac
Fountain-heads and pathless groves,
Places which pale passion loves!
- Francis Beaumont and John Fletcher,
The Nice Valour--Song (act III, sc. 3)
________________________
EXPLORE at www.flickr.com/explore/2008/04/15
# 346 on August 7, 2022
2008 # 68 on Wednesday, June 4; # 70 on 06-02; # 71 on 05-31: # 72 on 05-29; # 75 on 04-16; # 83 on 05-24; # 86 on 07-16; # 101 on 08-29; # 104 on 08-03
Metropolitan Police BMW X5 Armed Response Vehicle seen on patrol down Knightsbridge, Kensington and Chelsea.
Roof ID: 02/71
__________________________________________________
Burlington Northern Santa Fe GP38AC BNSF 2117 (ex-SLSF 640, BN 2117, blt. EMD, La Grange, IL., 02/71)
Light power with BNSF 2003 & EMDX 753
BNSF Yard, Galesburg, Illinois
May 20th, 2006
1600 x 1050
First flew 18/02/71, delivered 10/03/71,
Ready to depart after spending the night at Newquay Airport. 16th December 2014.
Burlington Northern Santa Fe GP38AC BNSF 2113 (ex-SLSF 636, BN 2113, blt. EMD, La Grange, IL., 02/71)
Awaiting next duty with BNSF 2257
BNSF Yard, Memphis, Tennessee
October 22nd, 2005
1600 x 1050
The British Rail Class 14 is a type of small diesel-hydraulic locomotive built in the mid-1960s. Twenty-six of these 0-6-0 locomotives were ordered in January 1963, to be built at British Railways Swindon Works.
The anticipated work for this class was yard shunting, trip work (between local yards) and short distance freight trains.
The order was expanded to 56 in mid-1963, before work had started on the first order.
In July 1964, the first of a class of 56 locomotives appeared from Swindon Works.
These were later designated as TOPS Class 14 by British Railways.
They are known as 'Teddy Bears' by enthusiasts, following a comment by Swindon Works' foreman George Cole who quipped "We've built the Great Bear, now we're going to build a Teddy Bear!"
In outline they resembled the Clayton Type 1 (Class 17) locomotives, having a cab which was nearly central with bonnets at each end, but with a fixed 0-6-0 wheel configuration rather than bogies as seen on all the other Type 1 classes. The locomotives were powered by a Paxman 6-cylinder Ventura 6YJXL engine producing 650 bhp (485 kW), connected to a Voith L217U hydraulic transmission and Hunslet gearbox.
The axles were connected by coupling rods and driven by a jackshaft located under the cab, between the second and third axles.
The Class 14s, like many other early types of diesel, had an extremely short life with British Railways, in this case not because of poor reliability but because many of its envisaged duties disappeared on the BR network a few years after they came into use. Most were resold for industrial use, where the vast majority had a working life of two to three times that with British Railways.
However, the industries in which they were employed, such as coal mining, declined during the 1970s and the class again became surplus to requirements.
Several have found a third lease of life on preserved lines where they are ideal for both light passenger work and the maintenance of permanent way.
Unusually, D9504 was leased in 2005 from its preservation group and found itself in revenue-earning service on the newest mainline in the UK – High Speed 1 (known as the Channel Tunnel Rail Link during construction) – mainly in marshalling and stabling the 450 metre, 22-wagon concrete-pumping train on the final stretch to St.Pancras Station.
D9524 was re-engined under the ownership of BP Grangemouth – it was later re-engined again under the ownership of the Scottish RPS who, following BR practice, gave it a number of 14 901. It now operates with a Rolls-Royce DV8TCE (640 bhp).
The last locomotive built, D9555, was the final locomotive to be built for British Rail at Swindon Works, in 1965; today the locomotive is privately owned and operates on the Dean Forest Railway, Gloucestershire, its original route.
D9500 CF NCB Ashington 11/69—? Preserved at Peak Rail
D9501 CF - - Scrapped at C F Booth, Rotherham (6/68)
D9502 CF NCB Ashington 07/69—? Preserved by Heritage Shunters Trust
D9503 50B BSC Harlaxton
BSC Corby Steelworks 11/68—07/74
07/74—09/80 Scrapped at BSC Corby (09/80)
D9504 50B NCB Philadelphia
NCB Bolden
NCB Burradon
NCB Ashington 11/68—08/73
08/73—12/74
01/75—09/81
09/81—? Preserved: normally at Kent & East Sussex Rly
D9505 50B APCM Hope, Derbyshire 09/68—05/75 Exported to Bruges, Belgium (05/75)
D9506 CF - - Scrapped at Arnott Young Ltd., Parkgate (05/68)
D9507 50B BSC Corby Steelworks 11/68—09/82 Scrapped at BSC Corby (09/82)
D9508 LE NCB Ashington 03/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9509 CF - - Scrapped at G Cohen Ltd., Kettering (11/70)
D9510 50B BSC Buckminster
BSC Corby Steelworks 12/68—06/72
06/72—08/82 Scrapped at BSC Corby (08/82)
D9511 50B NCB Ashington 11/68—07/79 Scrapped at NCB Ashington (07/79)
D9512 50B BSC Buckminster
BSC Corby Steelworks 12/68—09/72
09/72—02/82 Scrapped at BSC Corby (02/82)
D9513 CF Arnott Young Ltd., Parkgate
NCB Crigglestone
NCB Astley
NCB Ashington 07/68—11/68
11/68—09/69
09/69—10/73
01/74—? Preserved at Embsay & Bolton Abbey Steam Railway
D9514 CF NCB Ashington 07/69—12/85 Scrapped at NCB Ashington (12/85)
D9515 50B BSC Buckminster
BSC Corby Steelworks
Hunslet Ltd 11/68—09/72
09/72—12/81
12/81—07/82 Exported to Charmartin, Madrid, Spain (07/82)
D9516 50B BSC Corby Steelworks 11/68—10/81 Preserved at Wensleydale Railway
D9517 CF NCB Ashington 11/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9518 CF NCB Ashington 06/69—??/87 Preserved at West Somerset Railway
D9519 CF - - Scrapped at G Cohen Ltd., Kettering (11/70)
D9520 50B BSC Corby Steelworks 12/68—03/81 Preserved at Nene Valley Railway
D9521 LE NCB Ashington 03/70—11/84 Preserved at Dean Forest Railway
D9522 CF - - Scrapped at Arnott Young Ltd., Parkgate (05/68)
D9523 50B BSC Corby Steelworks 12/68—10/81 Preserved at Derwent Valley Light Railway, York
D9524 LE BP Grangemouth 07/70—9/81 Preserved: currently at Peak Rail
D9525 50B NCB Philadelphia
NCB Ashington 11/68—03/75
03/75—10/87 Preserved by Heritage Shunters Trust
D9526 CF APCM Westbury 01/70—4/80 Preserved at West Somerset Railway
D9527 CF NCB Ashington 07/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9528 CF NCB Ashington 03/69—12/81 Scrapped at D. Short, North Shields (12/81)
D9529 50B BSC Buckminster
BSC Corby Steelworks (as No. 61) 08/68—9/72
09/72—03/81 Preserved - normally at Kent & East Sussex Rly
D9530 CF Gulf Oil Co.Ltd., Waterston
NCB Mardy Colliery
NCB Tower Colliery 09/69—10/75
10/75—08/82
08/82 Scrapped at NCB Tower Colliery (08/82)
D9531 CF Arnott Young Ltd., Parkgate
NCB Crigglestone
NCB Burradon
NCB Ashington 07/68—11/68
11/68—10/73
10/73—04/74
04/74—? Preserved at East Lancashire Railway
D9532 50B BSC Corby Steelworks 11/68—02/82 Scrapped at BSC Corby (02/82)
D9533 50B BSC Corby Steelworks 12/68—09/82 Scrapped at BSC Corby (09/82)
D9534 50B APCM Hope, Derbyshire 10/68—05/75 Exported to Bruges, Belgium (05/75)
D9535 CF NCB Burradon
NCB Backworth
NCB Ashington 11/70 — 01/76
01/76—09/80
09/80 — 01/84 Scrapped at NCB Ashington (01/84)
D9536 LE NCB Ashington 03/70—12/85 Scrapped at NCB Ashington (12/85)
D9537 50B BSC Corby Steelworks 11/68—11/82 Preserved at East Lancashire Railway
D9538 LE Shell-Mex & BP Ltd., Shellhaven
BSC Ebbw Vale
BSC Corby Steelworks 04/70—2/71
02/71—04/76
04/76—9/82 Scrapped at BSC Corby (09/82)
D9539 50B BSC Corby Steelworks 10/68—02/83 Preserved at Ribble Steam Railway
D9540 50B NCB Philadelphia
NCB Burradon
NCB Ashington 11/68—11/71
11/71—06/72
06/72—01/84 Scrapped at D. Short, North Shields (01/84)
D9541 50B BSC Harlaxton
BSC Corby Steelworks 11/68—08/74
08/74-08/82 Scrapped at BSC Corby (08/82)
D9542 50B BSC Corby Steelworks 12/68—08/82 Scrapped at BSC Corby (08/82)
D9543 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9544 50B BSC Corby Steelworks 11/68—09/80 Scrapped at BSC Corby (09/80)
D9545 50B NCB Ashington 11/68—07/79 Scrapped by D. Short, North Shields (07/79)
D9546 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9547 50B BSC Corby Steelworks 12/68—08/82 Scrapped at BSC Corby (08/82)
D9548 50B BSC Harlaxton
BSC Corby Steelworks
Hunslet Ltd 11/68—08/74
08/74—11/80
11/80 — 07/82 Exported to Charmartin, Madrid, Spain (07/82)
D9549 50B BSC Corby Steelworks
Hunslet Ltd 11/68—11/81
11/81—7/82 Exported to Charmartin, Madrid, Spain (07/82)
D9550 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9551 50B BSC Corby Steelworks 12/68—06/81 Preserved at Royal Deeside Railway [en route to SVR Bridgnorth]
D9552 50B BSC Buckminster
BSC Corby Steelworks 09/68—06/72
06/72—09/80 Scrapped at BSC Corby (09/80)
D9553 50B BSC Corby Steelworks 11/68—? Preserved at Gloucestershire Warwickshire Railway
D9554 50B BSC Corby Steelworks 11/68—08/82 Scrapped at BSC Corby (08/82)
D9555 LE NCB Burradon
NCB Ashington 03/70 — 02/75
02/76—??/87 Preserved at Dean Forest Railway
boston, massachusetts
1970
candid, street life
charles street, beacon hill
part of an archival project, featuring the photographs of nick dewolf
© the Nick DeWolf Foundation
Image-use requests are welcome via flickrmail or nickdewolfphotoarchive [at] gmail [dot] com
De Amsterdamse zwemschool "De Watergeus" kocht in 1973 de ex GEVU-stadsbussen 66 en 67.
Op een pleintje achter de Marnixstraat (de Nassaukade op de achtergrond) zien we de ex-Utrechtse stadsbussen geparkeerd staan. Hier bouwde de nieuwe eigenaar de oorspronkelijke geperst houten stoelen uit en verving deze door tien jaar oudere zetels uit afgevoerde Amsterdamse stadsbussen van de serie 33-52.
The owner of a swimming school in Amsterdam bought two former Utrecht minicipal public transport Leyland-Den Oudsten city buses. He repainted them an replaced the interior by making use of old seats from former Amsterdam city buses of the 33-52 series (AEC 1955/1956).
Amsterdam, Groenmarktkade - 1973
© 1973 Amsterdam RAIL | All Rights Reserved
The British Rail Class 14 is a type of small diesel-hydraulic locomotive built in the mid-1960s. Twenty-six of these 0-6-0 locomotives were ordered in January 1963, to be built at British Railways Swindon Works.
The anticipated work for this class was yard shunting, trip work (between local yards) and short distance freight trains.
The order was expanded to 56 in mid-1963, before work had started on the first order.
In July 1964, the first of a class of 56 locomotives appeared from Swindon Works.
These were later designated as TOPS Class 14 by British Railways.
They are known as 'Teddy Bears' by enthusiasts, following a comment by Swindon Works' foreman George Cole who quipped "We've built the Great Bear, now we're going to build a Teddy Bear!"
In outline they resembled the Clayton Type 1 (Class 17) locomotives, having a cab which was nearly central with bonnets at each end, but with a fixed 0-6-0 wheel configuration rather than bogies as seen on all the other Type 1 classes. The locomotives were powered by a Paxman 6-cylinder Ventura 6YJXL engine producing 650 bhp (485 kW), connected to a Voith L217U hydraulic transmission and Hunslet gearbox.
The axles were connected by coupling rods and driven by a jackshaft located under the cab, between the second and third axles.
The Class 14s, like many other early types of diesel, had an extremely short life with British Railways, in this case not because of poor reliability but because many of its envisaged duties disappeared on the BR network a few years after they came into use. Most were resold for industrial use, where the vast majority had a working life of two to three times that with British Railways.
However, the industries in which they were employed, such as coal mining, declined during the 1970s and the class again became surplus to requirements.
Several have found a third lease of life on preserved lines where they are ideal for both light passenger work and the maintenance of permanent way.
Unusually, D9504 was leased in 2005 from its preservation group and found itself in revenue-earning service on the newest mainline in the UK – High Speed 1 (known as the Channel Tunnel Rail Link during construction) – mainly in marshalling and stabling the 450 metre, 22-wagon concrete-pumping train on the final stretch to St.Pancras Station.
D9524 was re-engined under the ownership of BP Grangemouth – it was later re-engined again under the ownership of the Scottish RPS who, following BR practice, gave it a number of 14 901. It now operates with a Rolls-Royce DV8TCE (640 bhp).
The last locomotive built, D9555, was the final locomotive to be built for British Rail at Swindon Works, in 1965; today the locomotive is privately owned and operates on the Dean Forest Railway, Gloucestershire, its original route.
D9500 CF NCB Ashington 11/69—? Preserved at Peak Rail
D9501 CF - - Scrapped at C F Booth, Rotherham (6/68)
D9502 CF NCB Ashington 07/69—? Preserved by Heritage Shunters Trust
D9503 50B BSC Harlaxton
BSC Corby Steelworks 11/68—07/74
07/74—09/80 Scrapped at BSC Corby (09/80)
D9504 50B NCB Philadelphia
NCB Bolden
NCB Burradon
NCB Ashington 11/68—08/73
08/73—12/74
01/75—09/81
09/81—? Preserved: normally at Kent & East Sussex Rly
D9505 50B APCM Hope, Derbyshire 09/68—05/75 Exported to Bruges, Belgium (05/75)
D9506 CF - - Scrapped at Arnott Young Ltd., Parkgate (05/68)
D9507 50B BSC Corby Steelworks 11/68—09/82 Scrapped at BSC Corby (09/82)
D9508 LE NCB Ashington 03/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9509 CF - - Scrapped at G Cohen Ltd., Kettering (11/70)
D9510 50B BSC Buckminster
BSC Corby Steelworks 12/68—06/72
06/72—08/82 Scrapped at BSC Corby (08/82)
D9511 50B NCB Ashington 11/68—07/79 Scrapped at NCB Ashington (07/79)
D9512 50B BSC Buckminster
BSC Corby Steelworks 12/68—09/72
09/72—02/82 Scrapped at BSC Corby (02/82)
D9513 CF Arnott Young Ltd., Parkgate
NCB Crigglestone
NCB Astley
NCB Ashington 07/68—11/68
11/68—09/69
09/69—10/73
01/74—? Preserved at Embsay & Bolton Abbey Steam Railway
D9514 CF NCB Ashington 07/69—12/85 Scrapped at NCB Ashington (12/85)
D9515 50B BSC Buckminster
BSC Corby Steelworks
Hunslet Ltd 11/68—09/72
09/72—12/81
12/81—07/82 Exported to Charmartin, Madrid, Spain (07/82)
D9516 50B BSC Corby Steelworks 11/68—10/81 Preserved at Wensleydale Railway
D9517 CF NCB Ashington 11/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9518 CF NCB Ashington 06/69—??/87 Preserved at West Somerset Railway
D9519 CF - - Scrapped at G Cohen Ltd., Kettering (11/70)
D9520 50B BSC Corby Steelworks 12/68—03/81 Preserved at Nene Valley Railway
D9521 LE NCB Ashington 03/70—11/84 Preserved at Dean Forest Railway
D9522 CF - - Scrapped at Arnott Young Ltd., Parkgate (05/68)
D9523 50B BSC Corby Steelworks 12/68—10/81 Preserved at Derwent Valley Light Railway, York
D9524 LE BP Grangemouth 07/70—9/81 Preserved: currently at Peak Rail
D9525 50B NCB Philadelphia
NCB Ashington 11/68—03/75
03/75—10/87 Preserved by Heritage Shunters Trust
D9526 CF APCM Westbury 01/70—4/80 Preserved at West Somerset Railway
D9527 CF NCB Ashington 07/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9528 CF NCB Ashington 03/69—12/81 Scrapped at D. Short, North Shields (12/81)
D9529 50B BSC Buckminster
BSC Corby Steelworks (as No. 61) 08/68—9/72
09/72—03/81 Preserved - normally at Kent & East Sussex Rly
D9530 CF Gulf Oil Co.Ltd., Waterston
NCB Mardy Colliery
NCB Tower Colliery 09/69—10/75
10/75—08/82
08/82 Scrapped at NCB Tower Colliery (08/82)
D9531 CF Arnott Young Ltd., Parkgate
NCB Crigglestone
NCB Burradon
NCB Ashington 07/68—11/68
11/68—10/73
10/73—04/74
04/74—? Preserved at East Lancashire Railway
D9532 50B BSC Corby Steelworks 11/68—02/82 Scrapped at BSC Corby (02/82)
D9533 50B BSC Corby Steelworks 12/68—09/82 Scrapped at BSC Corby (09/82)
D9534 50B APCM Hope, Derbyshire 10/68—05/75 Exported to Bruges, Belgium (05/75)
D9535 CF NCB Burradon
NCB Backworth
NCB Ashington 11/70 — 01/76
01/76—09/80
09/80 — 01/84 Scrapped at NCB Ashington (01/84)
D9536 LE NCB Ashington 03/70—12/85 Scrapped at NCB Ashington (12/85)
D9537 50B BSC Corby Steelworks 11/68—11/82 Preserved at East Lancashire Railway
D9538 LE Shell-Mex & BP Ltd., Shellhaven
BSC Ebbw Vale
BSC Corby Steelworks 04/70—2/71
02/71—04/76
04/76—9/82 Scrapped at BSC Corby (09/82)
D9539 50B BSC Corby Steelworks 10/68—02/83 Preserved at Ribble Steam Railway
D9540 50B NCB Philadelphia
NCB Burradon
NCB Ashington 11/68—11/71
11/71—06/72
06/72—01/84 Scrapped at D. Short, North Shields (01/84)
D9541 50B BSC Harlaxton
BSC Corby Steelworks 11/68—08/74
08/74-08/82 Scrapped at BSC Corby (08/82)
D9542 50B BSC Corby Steelworks 12/68—08/82 Scrapped at BSC Corby (08/82)
D9543 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9544 50B BSC Corby Steelworks 11/68—09/80 Scrapped at BSC Corby (09/80)
D9545 50B NCB Ashington 11/68—07/79 Scrapped by D. Short, North Shields (07/79)
D9546 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9547 50B BSC Corby Steelworks 12/68—08/82 Scrapped at BSC Corby (08/82)
D9548 50B BSC Harlaxton
BSC Corby Steelworks
Hunslet Ltd 11/68—08/74
08/74—11/80
11/80 — 07/82 Exported to Charmartin, Madrid, Spain (07/82)
D9549 50B BSC Corby Steelworks
Hunslet Ltd 11/68—11/81
11/81—7/82 Exported to Charmartin, Madrid, Spain (07/82)
D9550 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9551 50B BSC Corby Steelworks 12/68—06/81 Preserved at Royal Deeside Railway [en route to SVR Bridgnorth]
D9552 50B BSC Buckminster
BSC Corby Steelworks 09/68—06/72
06/72—09/80 Scrapped at BSC Corby (09/80)
D9553 50B BSC Corby Steelworks 11/68—? Preserved at Gloucestershire Warwickshire Railway
D9554 50B BSC Corby Steelworks 11/68—08/82 Scrapped at BSC Corby (08/82)
D9555 LE NCB Burradon
NCB Ashington 03/70 — 02/75
02/76—??/87 Preserved at Dean Forest Railway
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Gotha 146 was a fast reconnaissance aircraft that was used throughout WWII by the German Luftwaffe, and one of the results of a mutual technology exchange program with Japan.
The Go 146 was actually a license-built, modified variant of the excellent Mitsubishi Ki-46. The latter type's career started in late 1937: the Imperial Japanese Army Air Force issued a specification to Mitsubishi for a long-range strategic reconnaissance aircraft to replace the Mitsubishi Ki-15.
The specification demanded an endurance of six hours and sufficient speed to evade interception by any fighter in existence or development, but otherwise did not constrain the design by a team led by Tomio Kubo.
The resulting design was a twin-engined, low-winged monoplane with a retractable tailwheel undercarriage. It had a small diameter oval fuselage with the pilot and observer situated in individual cockpits separated by a large fuel tank. The engines, two Mitsubishi Ha-26 radials, were housed in close fitting cowlings to reduce drag and improve pilot view.
The first prototype aircraft, flew in November 1939 from the Mitsubishi factory at Kakamigahara, Gifu.Tests showed that the Ki-46 was underpowered, and slower than required, only reaching 540 km/h (336 mph) rather than the specified 600 km/h (373 mph). Otherwise, the aircraft tests were successful. As the type was still faster than the Army's latest fighter, the Nakajima Ki-43, as well as the Navy's new A6M2,an initial production batch was ordered.
To solve the performance problems, Mitsubishi fitted Ha-102 engines, which were Ha-26s fitted with a two-stage supercharger, while increasing fuel capacity and reducing empty weight to give the Ki-46-II. This machine was also demonstrated to German officials, who became immediately aware of its potential.
Knowing that the German Luftwaffe lacked this fast type of aircraft (German reconnaissance aircraft of that time were either slow artillery observation types, or variants of bombers or heavy fighters), the RLM immediately asked for a batch of airframe kits in order to adapt it to the European theatre and test its capabilities.
The result was a delivery of seven engine-less airframe kits that arrived in Germany in early 1940. In the meantime, with the help of blueprints and other documentations, an alternative engine installation had been devised - the German aircraft was to be powered by liquid-cooled DB 601 engines, which delivered more power than the Ha-102 and offered improved aerodynamics, despite the necessity to add radiators under the outer wings.Effectively, many stock parts from the Messerschmitt Bf 110 heavy fighter were incorporated, so that development time was very short.
In May 1940 the first batch of the Gotha 146 (which had officially been described as a further development of a four seat, twin-engine transport aircraft from the 1930s) was ready, and they were immediately transferred to the Western Front and based in France.
Allocated to the 14. Aufklärungsgruppe, the Go 146 A-0 machines carried out various reconnaissance tasks over the North Sea, Great Britain and France, and they were also used for camouflage trials: each of the five aircraft sported a different paint scheme, raging from uniform, all-over grey to disruptive geometrical patterns, reminiscent of Dazzle camouflage!
The Go 146 was popular among its crews, since it was fast, agile and easy to fly. During the test phase in summer 1940 the Go 146 proved to be slightly faster than its Japanese Ki-46 ancestor, and with a top speed of more than 375 mph (600 km/h) it was hard to intercept by any British or French fighter. The results were so convincing that serial production was ordered, and from October 1940 on the Go 146 A-1 was produced in limited numbers, and the type was steadily developed further, including the change of the nose section that came withe the Ki-46III and augmented engines.
Specifications:
Crew: two (pilot and observer)
Length: 11.00 m (36 ft 1 in)
Wingspan: 14.70 m (48 ft 2¾ in)
Height: 3.88 m (12 ft 8¾ in)
Wing area: 32.0 m² (344 ft²)
Empty weight: 3,263 kg (7,194 lb)
Loaded weight: 5,050 kg (11,133 lb)
Max. takeoff weight: 5,800 kg (12,787 lb)
Powerplant:
2× Daimler-Benz DB 601B-1 liquid-cooled inverted V-12, 809 kW (1,100 hp) each
Performance:
Maximum speed: 625 km/h (345 knots, 388 mph) at 5,800 m (19,000 ft)
Cruise speed: 400 km/h (217 knots, 249 mph)
Range: 2,474 km (1,337 nmi, 1,537 mi)
Service ceiling: 10,720 m (35,200 ft)
Wing loading: 157.8 kg/m² (32.3 lb/ft²)
Climb to 8,000 m (26,250 ft): 17 min 58 sec
Armament:
1x 7.92 mm (.312 in) MG 17 machine gun in the observer's cabin, facing rearwards
The kit and its assembly:
This sounds like a weird idea, but the Luftwaffe had seriously been interested in the Ki-46, even though no aircraft ever made it to Europe. On the other side, several German aircraft were delivered to Japan (including the Bf 109E, Ju 87 and Me 210) for trials, so reversing this procedure makes sense.
Anyway, a German version would certainly not have been powered by radials, since this type of engine was not very popular in Europe and rather seen as a "slow" option for bombers. So the idea was born to convert a stock Ki-46 II into a prototype with German liquid-cooled engines - and it was easier to realize than expected!
The basis is the Airfix Dinah, a vintage and very simple kit. Fit is basically good, but the clear parts were (in my case) somewhat damaged around the edges of both canopies. Engines and landing gear are also basic - so I used different wheels, and the radials were replaced, anyway.
I used DB 601 engines, taken from an Airfix Bf 110 C kit, which also donated the radiators.
The latter were easy to place outside or the engine nacelles, the engines took some effort. The DB 601's height is perfect for the nacelles, just the width had to be enlarged in order to fit the original, circular shape of the radials' attachment points.
The remedy was simple: two long cuts in the upper cowling made the new engines flexible and wide enough to press them onto the nacelles' front ends! Some putty was necessary to hide gaps and smooth out the intersection, but the result looks very natural!
Otherwise not much was changed. The cockpits and the pilots were taken OOB, I just added a typical ring antenna under the fuselage and an additional pitot under the nose.
Painting and markings:
The fun part, even though it took a while to find something... different. The typical RLM 70/71/65 splinter scheme with a low waterline for prototypes or bombers of the BoB era was a valid option, but soooo boring.
While looking for inspiration I stumbled across some experimental schemes that had been tested on Bf109E fighters from JG53 - and that's what I finally settled upon.
What the Go 146 now carries is effectively a mix of two schemes: the stylish, geometric pattern was taken from one Bf 109, the colors (RLM 61/02/71/65) from another. Everything was painted with brushes and without masks, some light panel shading, black ink and grinded graphite were used for weathering.
The markings are minimal, typical for German reconnaissance aircraft of the time and based upon Bf 110 of the 14. Aufklärungsgruppe, the decals come from various aftermarket sheets and the code was puzzled together from single letter decals (TL Modellbau). A coat of acrylic matt varnish finally sealed the kit.
An exotic whif, and despite the weird basic idea I made it even more spectacular through the strange paint scheme which reminds of similar experiments by the US Navy. Odd thing is that I had the idea for a German Ki-46 on the agenda for quite a while, but this was/is to become a beefed-up Ki-46III for the late WWII period.
Building this kit's ancestor now, even before the Ki-46III conversion even started, is a little odd - but confirms the feasibility of an engine change and adds another contribution to the 2015 "Battle of Britain" Group Build at whatifmodelers.com.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Following the selection by the RLM of the Bf 109 as its next single-seat fighter over the He 112, Ernst Heinkel became interested in a new fighter that would leap beyond the performance of the Bf 109 as much as the Bf 109 had over the biplanes it replaced.
Other German designers had similar ambitions, including Kurt Tank at Focke-Wulf. There was never an official project on the part of the RLM, but Rudolf Lucht felt that new designs were important enough to fund the projects from both companies to provide "super-pursuit" designs for evaluation. This would result in the single-engined Projekt 1035, and eventually the He 100 fighter.
Learning from past mistakes on the 112 project, the design was to be as easy to build as possible yet 700 km/h (380 kn; 430 mph) was a design goal. To ease production, the new design had considerably fewer parts than the 112 and those that remained contained fewer compound curves.
The first prototype He 100 V1 flew on 22 January 1938, only a week after its promised delivery date. The aircraft proved to be outstandingly fast. However, it continued to share a number of problems with the earlier He 112, notably a lack of directional stability. In addition, the Luftwaffe test pilots disliked the high wing loading, which resulted in landing speeds so great that they often had to use brakes right up to the last 100 m (330 ft) of the runway.
The ground crews also disliked the design, complaining about the tight cowling which made servicing the engine difficult. But the big problem turned out to be the cooling system, a somewhat risky and still experimental method of cooling the engine via evaporative cooling. After a series of test flights V1 was sent to Rechlin in March.
The second prototype He 100 V2 addressed the stability problems by changing the vertical stabilizer from a triangular form to a larger and more rectangular form. The oil-cooling system continued to be problematic, so it was removed and replaced with a small, semi retractable radiator below the wing.
In the course of the following months the complex He 100 went through several detail evolutions, culminating in the He 100 D-0. This pre-production model featured a larger vertical tail in order to finally solve the stability issues. Furthermore, the cockpit and canopy were slightly redesigned, with the pilot sitting high in a large canopy with excellent vision in all directions.
Three D-0 aircraft were completed by the summer of 1939, followed by a D-1 production batch that comprised 25 aircraft.
The main change was the eventual abandonment of the surface cooling system, which proved to be too complex and failure-prone for frontline service. Instead, an even larger version of the retractable radiator was installed, and this appeared to completely cure the problems. The radiator was inserted in a "plug" below the cockpit, and as a result the wings were widened slightly. All He 100 D-1 fighters were used to form Heinkel's Marienehe factory defense unit.
When the war opened in 1939 Heinkel was allowed to look for foreign licensees for the design. Japanese and Soviet delegations visited the Marienehe factory on 30 October 1939, and were both impressed with what they saw.
The He 100 D-1 was directly followed by the first true production version for the Luftwaffe, the D-2, of which 98 were built until mid 1940. It was technically even more simplified, now with a fixed radiator tunnel under the fuselage, and featured an armament of three 20 mm (0.79 in) MG FF cannon, one in the engine V firing through the propeller spinner and two in the outer wings, plus two synchronized 7.92 mm (.30-caliber) MG 17s in the wings close to the fuselage.
These machine were just ready for service when the Battle of Britain began. While the D-2 aircraft didn't match the He 100's original design goal of 700 km/h (430 mph) once it was loaded down with weapons, the larger canopy and the radiator, it was still capable of speeds in the 630 km/h (391 mph) range in level flight.
Furthermore, the type's low drag airframe was also good for range: as a result the He 100 had a combat range between 900 to 1,000 km (560 to 620 mi) compared to the Bf 109's 600 km (370 mi). While not in the same league as the later escort fighters, this was at the time a superb range and offset the need for the Bf 110 to some degree.
In November 1940 the D-2 was replaced by the D-3, which basically featured a more powerful engine, the 1,350 PS (1,332 HP) DB 601E.
General characteristics:
Crew: One (pilot)
Length: 8.2 m (26 ft 11 in
Wingspan: 9.4 m (30 ft 10 in)
Height: 3.6 m (11 ft 10 in)
Wing area: 14.6 m2 (157 sq ft)
Empty weight: 1,810 kg (3,990 lb)
Max takeoff weight: 2,500 kg (5,512 lb)
Powerplant:
1× Daimler-Benz DB 601N supercharged V12 piston engine, rated at 1,175 PS (845 kW) at sea-level with 2,700 RPM
Performance:
Maximum speed: 628 km/h (390 mph; 339 kn)
Cruising speed: 510 km/h (316 mph; 275 kn)
Range: 1,010 km (628 mi; 545 nmi)
Service ceiling: 11,000 m (36,089 ft)
Time to altitude: 2.2 minutes to 2,000 meters (6,600 ft),
7.9 minutes to 6,000 meters (20,000 ft)
Armament:
3x20mm MG/FF cannon, one engine-mounted firing through the propeller hub, plus a cannon per wing outside of the propeller disc;
2x 7.92 mm (.30-caliber) MG 17s in the wing roots
The kit and its assembly:
Another contribution to the 'Battle of Britain' Group Build at whatifmodelers.com that ran in late 2015. The sleek and tiny He 100 made a great submission for the German side - and in this case the build was supposed to become an early service variant, differing only marginally from the (real) D-0 pre-production types.
This time I used the MPM kit, and I was curious how different it is from the Special Hobby kit that I had already built/converted twice. Well, I would not call the MPM kit a disappointment, but this is clearly an early short-run IP kit, the Special Hobby offering appears light years ahead.
You get LOTS of flash, rather clumsy parts, massive ejection pin markers and mediocre fit. The added PE parts do only help to a certain degree – e. g. for the landing gear covers or some cockpit interior details.
Furthermore, the resin parts that were indicated in the building instructions (for the whole interior) were missing - not certain if they were not packed at all, or got lost in another fashion? I was rather underwhelmed, even though the kit’s surface details are fine, featuring very fine engravings.
Anyway, still I tried to make something from it, and I built it mostly OOB with some of the PE parts integrated. The propeller was replaced by an Italeri La-5 part and received a completely new internal construction (OOB it is to be glued directly to the flat fuselage nose, there's even not a pin to center it properly.
I used my standard styrene tube and metal axis solution) and the retractable radiator was replaced by a fixed tunnel construction - making the modified He 100 look very much like a Ki-61?
The main landing gear was also replaced with parts from a Hobby Boss Bf 109E, since the OOB parts were rather blunt. Another small mod are the machine guns and cannons in the wings.
Painting and markings:
Rather conservative, with typical Luftwaffe colors and markings from the BoB era, but I wanted something colorful. The scheme is a mix of several German Bf 109E designs. Basic colors are RLM 02/71/65 with a high waterline.
Modelmaster enamels from their Authentic line were used. All interior surfaces were painted with RLM 02.
On the flanks, camouflage in large clouds of thinned RLM 02 and 71 were added. The engine cowling became white while the rudder and the nose tip section became yellow (RLM 04). The spinner was painted 2/3 RLM 70 and 1/3 yellow.
The red band on the cowling is a typical feature of JG53 aircraft from the BoB era. It’s purpose is unclear - some sources assume that it was simply used for re-formation, others claim that it had a deeper meaning: it was applied because the squadron/wing commander (Major Jürgen von Cramon-Taubadel)'s wife was Jewish - following a personal order from Göring, the whole squadron had to remove the original emblem and carry the red band like a stigma instead. Later when the squadron's wing commander changed the crews were allowed to carry JG 53's ace of spades badge again. Hence, my livery is a bit contradictive, because the machine should either carry the red band OR the Pik As emblem.
Anyway, the band was realized with simple, red decal strips. The rest of the markings were puzzled together from various Luftwaffe aircraft sheets, too, and the kit received a final coat of matt acrylic varnish.
So, nothing truly fancy or exotic – but the He 100 looks pretty. And it is amazing how small and sleek this aircraft was!
Isn't this exactly a scene from the movie "Charlie and the Chocolate Factory"?
La maison est fondée vers 1835, fabriquant de limonade et de sirops. En 1889, Bernard Serardy, ancien compagnon du Tour de France, succède à son père et connaît un grand succès avec un chocolat original le palet d'or. Serardy est le premier à utiliser l'or en paillettes comme décor de chocolat, à base de crème fraîche et de café. Le magasin Serardy a conservé le décor de la fin du XIXe siècle. On peut admirer au plafond une toile peinte en trompe-l'œil, et les murs sont recouverts de boiseries sculptées et dorées à l'or fin. La somptueuse boutique vend mais ne crée pas ses douceurs dorées déclinées en multiples collections. Optez pour le palet d'or - ganache légèrement parfumée au café - ou le palet d'argent - ganache au chocolat mi-amer. Les collections Swan, Africa, Marly, Barbotine, Nocturne déclinées en coupes grandes ou petites, écrins, coffrets, pochettes, sachets ou étuis cadeaux... ne vous laissent que l'embarras du choix.
11, rue de Paris
03000 Moulins
France
Tél : +33 4 70 44 02 71
Informations pratiques :
Ouvert le lundi à partir de 11h15 ; du mardi au samedi de 9h30 à 12h15 et de 14h à 19h ; le dimanche de 9h30 à 12h30.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Following the selection by the RLM of the Bf 109 as its next single-seat fighter over the He 112, Ernst Heinkel became interested in a new fighter that would leap beyond the performance of the Bf 109 as much as the Bf 109 had over the biplanes it replaced.
Other German designers had similar ambitions, including Kurt Tank at Focke-Wulf. There was never an official project on the part of the RLM, but Rudolf Lucht felt that new designs were important enough to fund the projects from both companies to provide "super-pursuit" designs for evaluation. This would result in the single-engined Projekt 1035, and eventually the He 100 fighter.
Learning from past mistakes on the 112 project, the design was to be as easy to build as possible yet 700 km/h (380 kn; 430 mph) was a design goal. To ease production, the new design had considerably fewer parts than the 112 and those that remained contained fewer compound curves.
The first prototype He 100 V1 flew on 22 January 1938, only a week after its promised delivery date. The aircraft proved to be outstandingly fast. However, it continued to share a number of problems with the earlier He 112, notably a lack of directional stability. In addition, the Luftwaffe test pilots disliked the high wing loading, which resulted in landing speeds so great that they often had to use brakes right up to the last 100 m (330 ft) of the runway.
The ground crews also disliked the design, complaining about the tight cowling which made servicing the engine difficult. But the big problem turned out to be the cooling system, a somewhat risky and still experimental method of cooling the engine via evaporative cooling. After a series of test flights V1 was sent to Rechlin in March.
The second prototype He 100 V2 addressed the stability problems by changing the vertical stabilizer from a triangular form to a larger and more rectangular form. The oil-cooling system continued to be problematic, so it was removed and replaced with a small, semi retractable radiator below the wing.
In the course of the following months the complex He 100 went through several detail evolutions, culminating in the He 100 D-0. This pre-production model featured a larger vertical tail in order to finally solve the stability issues. Furthermore, the cockpit and canopy were slightly redesigned, with the pilot sitting high in a large canopy with excellent vision in all directions.
Three D-0 aircraft were completed by the summer of 1939, followed by a D-1 production batch that comprised 25 aircraft.
The main change was the eventual abandonment of the surface cooling system, which proved to be too complex and failure-prone for frontline service. Instead, an even larger version of the retractable radiator was installed, and this appeared to completely cure the problems. The radiator was inserted in a "plug" below the cockpit, and as a result the wings were widened slightly. All He 100 D-1 fighters were used to form Heinkel's Marienehe factory defense unit.
When the war opened in 1939 Heinkel was allowed to look for foreign licensees for the design. Japanese and Soviet delegations visited the Marienehe factory on 30 October 1939, and were both impressed with what they saw.
The He 100 D-1 was directly followed by the first true production version for the Luftwaffe, the D-2, of which 98 were built until mid 1940. It was technically even more simplified, now with a fixed radiator tunnel under the fuselage, and featured an armament of three 20 mm (0.79 in) MG FF cannon, one in the engine V firing through the propeller spinner and two in the outer wings, plus two synchronized 7.92 mm (.30-caliber) MG 17s in the wings close to the fuselage.
These machine were just ready for service when the Battle of Britain began. While the D-2 aircraft didn't match the He 100's original design goal of 700 km/h (430 mph) once it was loaded down with weapons, the larger canopy and the radiator, it was still capable of speeds in the 630 km/h (391 mph) range in level flight.
Furthermore, the type's low drag airframe was also good for range: as a result the He 100 had a combat range between 900 to 1,000 km (560 to 620 mi) compared to the Bf 109's 600 km (370 mi). While not in the same league as the later escort fighters, this was at the time a superb range and offset the need for the Bf 110 to some degree.
In November 1940 the D-2 was replaced by the D-3, which basically featured a more powerful engine, the 1,350 PS (1,332 HP) DB 601E.
General characteristics:
Crew: One (pilot)
Length: 8.2 m (26 ft 11 in
Wingspan: 9.4 m (30 ft 10 in)
Height: 3.6 m (11 ft 10 in)
Wing area: 14.6 m2 (157 sq ft)
Empty weight: 1,810 kg (3,990 lb)
Max takeoff weight: 2,500 kg (5,512 lb)
Powerplant:
1× Daimler-Benz DB 601N supercharged V12 piston engine, rated at 1,175 PS (845 kW) at sea-level with 2,700 RPM
Performance:
Maximum speed: 628 km/h (390 mph; 339 kn)
Cruising speed: 510 km/h (316 mph; 275 kn)
Range: 1,010 km (628 mi; 545 nmi)
Service ceiling: 11,000 m (36,089 ft)
Time to altitude: 2.2 minutes to 2,000 meters (6,600 ft),
7.9 minutes to 6,000 meters (20,000 ft)
Armament:
3x20mm MG/FF cannon, one engine-mounted firing through the propeller hub, plus a cannon per wing outside of the propeller disc;
2x 7.92 mm (.30-caliber) MG 17s in the wing roots
The kit and its assembly:
Another contribution to the 'Battle of Britain' Group Build at whatifmodelers.com that ran in late 2015. The sleek and tiny He 100 made a great submission for the German side - and in this case the build was supposed to become an early service variant, differing only marginally from the (real) D-0 pre-production types.
This time I used the MPM kit, and I was curious how different it is from the Special Hobby kit that I had already built/converted twice. Well, I would not call the MPM kit a disappointment, but this is clearly an early short-run IP kit, the Special Hobby offering appears light years ahead.
You get LOTS of flash, rather clumsy parts, massive ejection pin markers and mediocre fit. The added PE parts do only help to a certain degree – e. g. for the landing gear covers or some cockpit interior details.
Furthermore, the resin parts that were indicated in the building instructions (for the whole interior) were missing - not certain if they were not packed at all, or got lost in another fashion? I was rather underwhelmed, even though the kit’s surface details are fine, featuring very fine engravings.
Anyway, still I tried to make something from it, and I built it mostly OOB with some of the PE parts integrated. The propeller was replaced by an Italeri La-5 part and received a completely new internal construction (OOB it is to be glued directly to the flat fuselage nose, there's even not a pin to center it properly.
I used my standard styrene tube and metal axis solution) and the retractable radiator was replaced by a fixed tunnel construction - making the modified He 100 look very much like a Ki-61?
The main landing gear was also replaced with parts from a Hobby Boss Bf 109E, since the OOB parts were rather blunt. Another small mod are the machine guns and cannons in the wings.
Painting and markings:
Rather conservative, with typical Luftwaffe colors and markings from the BoB era, but I wanted something colorful. The scheme is a mix of several German Bf 109E designs. Basic colors are RLM 02/71/65 with a high waterline.
Modelmaster enamels from their Authentic line were used. All interior surfaces were painted with RLM 02.
On the flanks, camouflage in large clouds of thinned RLM 02 and 71 were added. The engine cowling became white while the rudder and the nose tip section became yellow (RLM 04). The spinner was painted 2/3 RLM 70 and 1/3 yellow.
The red band on the cowling is a typical feature of JG53 aircraft from the BoB era. It’s purpose is unclear - some sources assume that it was simply used for re-formation, others claim that it had a deeper meaning: it was applied because the squadron/wing commander (Major Jürgen von Cramon-Taubadel)'s wife was Jewish - following a personal order from Göring, the whole squadron had to remove the original emblem and carry the red band like a stigma instead. Later when the squadron's wing commander changed the crews were allowed to carry JG 53's ace of spades badge again. Hence, my livery is a bit contradictive, because the machine should either carry the red band OR the Pik As emblem.
Anyway, the band was realized with simple, red decal strips. The rest of the markings were puzzled together from various Luftwaffe aircraft sheets, too, and the kit received a final coat of matt acrylic varnish.
So, nothing truly fancy or exotic – but the He 100 looks pretty. And it is amazing how small and sleek this aircraft was!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Following the selection by the RLM of the Bf 109 as its next single-seat fighter over the He 112, Ernst Heinkel became interested in a new fighter that would leap beyond the performance of the Bf 109 as much as the Bf 109 had over the biplanes it replaced.
Other German designers had similar ambitions, including Kurt Tank at Focke-Wulf. There was never an official project on the part of the RLM, but Rudolf Lucht felt that new designs were important enough to fund the projects from both companies to provide "super-pursuit" designs for evaluation. This would result in the single-engined Projekt 1035, and eventually the He 100 fighter.
Learning from past mistakes on the 112 project, the design was to be as easy to build as possible yet 700 km/h (380 kn; 430 mph) was a design goal. To ease production, the new design had considerably fewer parts than the 112 and those that remained contained fewer compound curves.
The first prototype He 100 V1 flew on 22 January 1938, only a week after its promised delivery date. The aircraft proved to be outstandingly fast. However, it continued to share a number of problems with the earlier He 112, notably a lack of directional stability. In addition, the Luftwaffe test pilots disliked the high wing loading, which resulted in landing speeds so great that they often had to use brakes right up to the last 100 m (330 ft) of the runway.
The ground crews also disliked the design, complaining about the tight cowling which made servicing the engine difficult. But the big problem turned out to be the cooling system, a somewhat risky and still experimental method of cooling the engine via evaporative cooling. After a series of test flights V1 was sent to Rechlin in March.
The second prototype He 100 V2 addressed the stability problems by changing the vertical stabilizer from a triangular form to a larger and more rectangular form. The oil-cooling system continued to be problematic, so it was removed and replaced with a small, semi retractable radiator below the wing.
In the course of the following months the complex He 100 went through several detail evolutions, culminating in the He 100 D-0. This pre-production model featured a larger vertical tail in order to finally solve the stability issues. Furthermore, the cockpit and canopy were slightly redesigned, with the pilot sitting high in a large canopy with excellent vision in all directions.
Three D-0 aircraft were completed by the summer of 1939, followed by a D-1 production batch that comprised 25 aircraft.
The main change was the eventual abandonment of the surface cooling system, which proved to be too complex and failure-prone for frontline service. Instead, an even larger version of the retractable radiator was installed, and this appeared to completely cure the problems. The radiator was inserted in a "plug" below the cockpit, and as a result the wings were widened slightly. All He 100 D-1 fighters were used to form Heinkel's Marienehe factory defense unit.
When the war opened in 1939 Heinkel was allowed to look for foreign licensees for the design. Japanese and Soviet delegations visited the Marienehe factory on 30 October 1939, and were both impressed with what they saw.
The He 100 D-1 was directly followed by the first true production version for the Luftwaffe, the D-2, of which 98 were built until mid 1940. It was technically even more simplified, now with a fixed radiator tunnel under the fuselage, and featured an armament of three 20 mm (0.79 in) MG FF cannon, one in the engine V firing through the propeller spinner and two in the outer wings, plus two synchronized 7.92 mm (.30-caliber) MG 17s in the wings close to the fuselage.
These machine were just ready for service when the Battle of Britain began. While the D-2 aircraft didn't match the He 100's original design goal of 700 km/h (430 mph) once it was loaded down with weapons, the larger canopy and the radiator, it was still capable of speeds in the 630 km/h (391 mph) range in level flight.
Furthermore, the type's low drag airframe was also good for range: as a result the He 100 had a combat range between 900 to 1,000 km (560 to 620 mi) compared to the Bf 109's 600 km (370 mi). While not in the same league as the later escort fighters, this was at the time a superb range and offset the need for the Bf 110 to some degree.
In November 1940 the D-2 was replaced by the D-3, which basically featured a more powerful engine, the 1,350 PS (1,332 HP) DB 601E.
General characteristics:
Crew: One (pilot)
Length: 8.2 m (26 ft 11 in
Wingspan: 9.4 m (30 ft 10 in)
Height: 3.6 m (11 ft 10 in)
Wing area: 14.6 m2 (157 sq ft)
Empty weight: 1,810 kg (3,990 lb)
Max takeoff weight: 2,500 kg (5,512 lb)
Powerplant:
1× Daimler-Benz DB 601N supercharged V12 piston engine, rated at 1,175 PS (845 kW) at sea-level with 2,700 RPM
Performance:
Maximum speed: 628 km/h (390 mph; 339 kn)
Cruising speed: 510 km/h (316 mph; 275 kn)
Range: 1,010 km (628 mi; 545 nmi)
Service ceiling: 11,000 m (36,089 ft)
Time to altitude: 2.2 minutes to 2,000 meters (6,600 ft),
7.9 minutes to 6,000 meters (20,000 ft)
Armament:
3x20mm MG/FF cannon, one engine-mounted firing through the propeller hub, plus a cannon per wing outside of the propeller disc;
2x 7.92 mm (.30-caliber) MG 17s in the wing roots
The kit and its assembly:
Another contribution to the 'Battle of Britain' Group Build at whatifmodelers.com that ran in late 2015. The sleek and tiny He 100 made a great submission for the German side - and in this case the build was supposed to become an early service variant, differing only marginally from the (real) D-0 pre-production types.
This time I used the MPM kit, and I was curious how different it is from the Special Hobby kit that I had already built/converted twice. Well, I would not call the MPM kit a disappointment, but this is clearly an early short-run IP kit, the Special Hobby offering appears light years ahead.
You get LOTS of flash, rather clumsy parts, massive ejection pin markers and mediocre fit. The added PE parts do only help to a certain degree – e. g. for the landing gear covers or some cockpit interior details.
Furthermore, the resin parts that were indicated in the building instructions (for the whole interior) were missing - not certain if they were not packed at all, or got lost in another fashion? I was rather underwhelmed, even though the kit’s surface details are fine, featuring very fine engravings.
Anyway, still I tried to make something from it, and I built it mostly OOB with some of the PE parts integrated. The propeller was replaced by an Italeri La-5 part and received a completely new internal construction (OOB it is to be glued directly to the flat fuselage nose, there's even not a pin to center it properly.
I used my standard styrene tube and metal axis solution) and the retractable radiator was replaced by a fixed tunnel construction - making the modified He 100 look very much like a Ki-61?
The main landing gear was also replaced with parts from a Hobby Boss Bf 109E, since the OOB parts were rather blunt. Another small mod are the machine guns and cannons in the wings.
Painting and markings:
Rather conservative, with typical Luftwaffe colors and markings from the BoB era, but I wanted something colorful. The scheme is a mix of several German Bf 109E designs. Basic colors are RLM 02/71/65 with a high waterline.
Modelmaster enamels from their Authentic line were used. All interior surfaces were painted with RLM 02.
On the flanks, camouflage in large clouds of thinned RLM 02 and 71 were added. The engine cowling became white while the rudder and the nose tip section became yellow (RLM 04). The spinner was painted 2/3 RLM 70 and 1/3 yellow.
The red band on the cowling is a typical feature of JG53 aircraft from the BoB era. It’s purpose is unclear - some sources assume that it was simply used for re-formation, others claim that it had a deeper meaning: it was applied because the squadron/wing commander (Major Jürgen von Cramon-Taubadel)'s wife was Jewish - following a personal order from Göring, the whole squadron had to remove the original emblem and carry the red band like a stigma instead. Later when the squadron's wing commander changed the crews were allowed to carry JG 53's ace of spades badge again. Hence, my livery is a bit contradictive, because the machine should either carry the red band OR the Pik As emblem.
Anyway, the band was realized with simple, red decal strips. The rest of the markings were puzzled together from various Luftwaffe aircraft sheets, too, and the kit received a final coat of matt acrylic varnish.
So, nothing truly fancy or exotic – but the He 100 looks pretty. And it is amazing how small and sleek this aircraft was!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Gotha 146 was a fast reconnaissance aircraft that was used throughout WWII by the German Luftwaffe, and one of the results of a mutual technology exchange program with Japan.
The Go 146 was actually a license-built, modified variant of the excellent Mitsubishi Ki-46. The latter type's career started in late 1937: the Imperial Japanese Army Air Force issued a specification to Mitsubishi for a long-range strategic reconnaissance aircraft to replace the Mitsubishi Ki-15.
The specification demanded an endurance of six hours and sufficient speed to evade interception by any fighter in existence or development, but otherwise did not constrain the design by a team led by Tomio Kubo.
The resulting design was a twin-engined, low-winged monoplane with a retractable tailwheel undercarriage. It had a small diameter oval fuselage with the pilot and observer situated in individual cockpits separated by a large fuel tank. The engines, two Mitsubishi Ha-26 radials, were housed in close fitting cowlings to reduce drag and improve pilot view.
The first prototype aircraft, flew in November 1939 from the Mitsubishi factory at Kakamigahara, Gifu.Tests showed that the Ki-46 was underpowered, and slower than required, only reaching 540 km/h (336 mph) rather than the specified 600 km/h (373 mph). Otherwise, the aircraft tests were successful. As the type was still faster than the Army's latest fighter, the Nakajima Ki-43, as well as the Navy's new A6M2,an initial production batch was ordered.
To solve the performance problems, Mitsubishi fitted Ha-102 engines, which were Ha-26s fitted with a two-stage supercharger, while increasing fuel capacity and reducing empty weight to give the Ki-46-II. This machine was also demonstrated to German officials, who became immediately aware of its potential.
Knowing that the German Luftwaffe lacked this fast type of aircraft (German reconnaissance aircraft of that time were either slow artillery observation types, or variants of bombers or heavy fighters), the RLM immediately asked for a batch of airframe kits in order to adapt it to the European theatre and test its capabilities.
The result was a delivery of seven engine-less airframe kits that arrived in Germany in early 1940. In the meantime, with the help of blueprints and other documentations, an alternative engine installation had been devised - the German aircraft was to be powered by liquid-cooled DB 601 engines, which delivered more power than the Ha-102 and offered improved aerodynamics, despite the necessity to add radiators under the outer wings.Effectively, many stock parts from the Messerschmitt Bf 110 heavy fighter were incorporated, so that development time was very short.
In May 1940 the first batch of the Gotha 146 (which had officially been described as a further development of a four seat, twin-engine transport aircraft from the 1930s) was ready, and they were immediately transferred to the Western Front and based in France.
Allocated to the 14. Aufklärungsgruppe, the Go 146 A-0 machines carried out various reconnaissance tasks over the North Sea, Great Britain and France, and they were also used for camouflage trials: each of the five aircraft sported a different paint scheme, raging from uniform, all-over grey to disruptive geometrical patterns, reminiscent of Dazzle camouflage!
The Go 146 was popular among its crews, since it was fast, agile and easy to fly. During the test phase in summer 1940 the Go 146 proved to be slightly faster than its Japanese Ki-46 ancestor, and with a top speed of more than 375 mph (600 km/h) it was hard to intercept by any British or French fighter. The results were so convincing that serial production was ordered, and from October 1940 on the Go 146 A-1 was produced in limited numbers, and the type was steadily developed further, including the change of the nose section that came withe the Ki-46III and augmented engines.
Specifications:
Crew: two (pilot and observer)
Length: 11.00 m (36 ft 1 in)
Wingspan: 14.70 m (48 ft 2¾ in)
Height: 3.88 m (12 ft 8¾ in)
Wing area: 32.0 m² (344 ft²)
Empty weight: 3,263 kg (7,194 lb)
Loaded weight: 5,050 kg (11,133 lb)
Max. takeoff weight: 5,800 kg (12,787 lb)
Powerplant:
2× Daimler-Benz DB 601B-1 liquid-cooled inverted V-12, 809 kW (1,100 hp) each
Performance:
Maximum speed: 625 km/h (345 knots, 388 mph) at 5,800 m (19,000 ft)
Cruise speed: 400 km/h (217 knots, 249 mph)
Range: 2,474 km (1,337 nmi, 1,537 mi)
Service ceiling: 10,720 m (35,200 ft)
Wing loading: 157.8 kg/m² (32.3 lb/ft²)
Climb to 8,000 m (26,250 ft): 17 min 58 sec
Armament:
1x 7.92 mm (.312 in) MG 17 machine gun in the observer's cabin, facing rearwards
The kit and its assembly:
This sounds like a weird idea, but the Luftwaffe had seriously been interested in the Ki-46, even though no aircraft ever made it to Europe. On the other side, several German aircraft were delivered to Japan (including the Bf 109E, Ju 87 and Me 210) for trials, so reversing this procedure makes sense.
Anyway, a German version would certainly not have been powered by radials, since this type of engine was not very popular in Europe and rather seen as a "slow" option for bombers. So the idea was born to convert a stock Ki-46 II into a prototype with German liquid-cooled engines - and it was easier to realize than expected!
The basis is the Airfix Dinah, a vintage and very simple kit. Fit is basically good, but the clear parts were (in my case) somewhat damaged around the edges of both canopies. Engines and landing gear are also basic - so I used different wheels, and the radials were replaced, anyway.
I used DB 601 engines, taken from an Airfix Bf 110 C kit, which also donated the radiators.
The latter were easy to place outside or the engine nacelles, the engines took some effort. The DB 601's height is perfect for the nacelles, just the width had to be enlarged in order to fit the original, circular shape of the radials' attachment points.
The remedy was simple: two long cuts in the upper cowling made the new engines flexible and wide enough to press them onto the nacelles' front ends! Some putty was necessary to hide gaps and smooth out the intersection, but the result looks very natural!
Otherwise not much was changed. The cockpits and the pilots were taken OOB, I just added a typical ring antenna under the fuselage and an additional pitot under the nose.
Painting and markings:
The fun part, even though it took a while to find something... different. The typical RLM 70/71/65 splinter scheme with a low waterline for prototypes or bombers of the BoB era was a valid option, but soooo boring.
While looking for inspiration I stumbled across some experimental schemes that had been tested on Bf109E fighters from JG53 - and that's what I finally settled upon.
What the Go 146 now carries is effectively a mix of two schemes: the stylish, geometric pattern was taken from one Bf 109, the colors (RLM 61/02/71/65) from another. Everything was painted with brushes and without masks, some light panel shading, black ink and grinded graphite were used for weathering.
The markings are minimal, typical for German reconnaissance aircraft of the time and based upon Bf 110 of the 14. Aufklärungsgruppe, the decals come from various aftermarket sheets and the code was puzzled together from single letter decals (TL Modellbau). A coat of acrylic matt varnish finally sealed the kit.
An exotic whif, and despite the weird basic idea I made it even more spectacular through the strange paint scheme which reminds of similar experiments by the US Navy. Odd thing is that I had the idea for a German Ki-46 on the agenda for quite a while, but this was/is to become a beefed-up Ki-46III for the late WWII period.
Building this kit's ancestor now, even before the Ki-46III conversion even started, is a little odd - but confirms the feasibility of an engine change and adds another contribution to the 2015 "Battle of Britain" Group Build at whatifmodelers.com.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Gotha 146 was a fast reconnaissance aircraft that was used throughout WWII by the German Luftwaffe, and one of the results of a mutual technology exchange program with Japan.
The Go 146 was actually a license-built, modified variant of the excellent Mitsubishi Ki-46. The latter type's career started in late 1937: the Imperial Japanese Army Air Force issued a specification to Mitsubishi for a long-range strategic reconnaissance aircraft to replace the Mitsubishi Ki-15.
The specification demanded an endurance of six hours and sufficient speed to evade interception by any fighter in existence or development, but otherwise did not constrain the design by a team led by Tomio Kubo.
The resulting design was a twin-engined, low-winged monoplane with a retractable tailwheel undercarriage. It had a small diameter oval fuselage with the pilot and observer situated in individual cockpits separated by a large fuel tank. The engines, two Mitsubishi Ha-26 radials, were housed in close fitting cowlings to reduce drag and improve pilot view.
The first prototype aircraft, flew in November 1939 from the Mitsubishi factory at Kakamigahara, Gifu.Tests showed that the Ki-46 was underpowered, and slower than required, only reaching 540 km/h (336 mph) rather than the specified 600 km/h (373 mph). Otherwise, the aircraft tests were successful. As the type was still faster than the Army's latest fighter, the Nakajima Ki-43, as well as the Navy's new A6M2,an initial production batch was ordered.
To solve the performance problems, Mitsubishi fitted Ha-102 engines, which were Ha-26s fitted with a two-stage supercharger, while increasing fuel capacity and reducing empty weight to give the Ki-46-II. This machine was also demonstrated to German officials, who became immediately aware of its potential.
Knowing that the German Luftwaffe lacked this fast type of aircraft (German reconnaissance aircraft of that time were either slow artillery observation types, or variants of bombers or heavy fighters), the RLM immediately asked for a batch of airframe kits in order to adapt it to the European theatre and test its capabilities.
The result was a delivery of seven engine-less airframe kits that arrived in Germany in early 1940. In the meantime, with the help of blueprints and other documentations, an alternative engine installation had been devised - the German aircraft was to be powered by liquid-cooled DB 601 engines, which delivered more power than the Ha-102 and offered improved aerodynamics, despite the necessity to add radiators under the outer wings.Effectively, many stock parts from the Messerschmitt Bf 110 heavy fighter were incorporated, so that development time was very short.
In May 1940 the first batch of the Gotha 146 (which had officially been described as a further development of a four seat, twin-engine transport aircraft from the 1930s) was ready, and they were immediately transferred to the Western Front and based in France.
Allocated to the 14. Aufklärungsgruppe, the Go 146 A-0 machines carried out various reconnaissance tasks over the North Sea, Great Britain and France, and they were also used for camouflage trials: each of the five aircraft sported a different paint scheme, raging from uniform, all-over grey to disruptive geometrical patterns, reminiscent of Dazzle camouflage!
The Go 146 was popular among its crews, since it was fast, agile and easy to fly. During the test phase in summer 1940 the Go 146 proved to be slightly faster than its Japanese Ki-46 ancestor, and with a top speed of more than 375 mph (600 km/h) it was hard to intercept by any British or French fighter. The results were so convincing that serial production was ordered, and from October 1940 on the Go 146 A-1 was produced in limited numbers, and the type was steadily developed further, including the change of the nose section that came withe the Ki-46III and augmented engines.
Specifications:
Crew: two (pilot and observer)
Length: 11.00 m (36 ft 1 in)
Wingspan: 14.70 m (48 ft 2¾ in)
Height: 3.88 m (12 ft 8¾ in)
Wing area: 32.0 m² (344 ft²)
Empty weight: 3,263 kg (7,194 lb)
Loaded weight: 5,050 kg (11,133 lb)
Max. takeoff weight: 5,800 kg (12,787 lb)
Powerplant:
2× Daimler-Benz DB 601B-1 liquid-cooled inverted V-12, 809 kW (1,100 hp) each
Performance:
Maximum speed: 625 km/h (345 knots, 388 mph) at 5,800 m (19,000 ft)
Cruise speed: 400 km/h (217 knots, 249 mph)
Range: 2,474 km (1,337 nmi, 1,537 mi)
Service ceiling: 10,720 m (35,200 ft)
Wing loading: 157.8 kg/m² (32.3 lb/ft²)
Climb to 8,000 m (26,250 ft): 17 min 58 sec
Armament:
1x 7.92 mm (.312 in) MG 17 machine gun in the observer's cabin, facing rearwards
The kit and its assembly:
This sounds like a weird idea, but the Luftwaffe had seriously been interested in the Ki-46, even though no aircraft ever made it to Europe. On the other side, several German aircraft were delivered to Japan (including the Bf 109E, Ju 87 and Me 210) for trials, so reversing this procedure makes sense.
Anyway, a German version would certainly not have been powered by radials, since this type of engine was not very popular in Europe and rather seen as a "slow" option for bombers. So the idea was born to convert a stock Ki-46 II into a prototype with German liquid-cooled engines - and it was easier to realize than expected!
The basis is the Airfix Dinah, a vintage and very simple kit. Fit is basically good, but the clear parts were (in my case) somewhat damaged around the edges of both canopies. Engines and landing gear are also basic - so I used different wheels, and the radials were replaced, anyway.
I used DB 601 engines, taken from an Airfix Bf 110 C kit, which also donated the radiators.
The latter were easy to place outside or the engine nacelles, the engines took some effort. The DB 601's height is perfect for the nacelles, just the width had to be enlarged in order to fit the original, circular shape of the radials' attachment points.
The remedy was simple: two long cuts in the upper cowling made the new engines flexible and wide enough to press them onto the nacelles' front ends! Some putty was necessary to hide gaps and smooth out the intersection, but the result looks very natural!
Otherwise not much was changed. The cockpits and the pilots were taken OOB, I just added a typical ring antenna under the fuselage and an additional pitot under the nose.
Painting and markings:
The fun part, even though it took a while to find something... different. The typical RLM 70/71/65 splinter scheme with a low waterline for prototypes or bombers of the BoB era was a valid option, but soooo boring.
While looking for inspiration I stumbled across some experimental schemes that had been tested on Bf109E fighters from JG53 - and that's what I finally settled upon.
What the Go 146 now carries is effectively a mix of two schemes: the stylish, geometric pattern was taken from one Bf 109, the colors (RLM 61/02/71/65) from another. Everything was painted with brushes and without masks, some light panel shading, black ink and grinded graphite were used for weathering.
The markings are minimal, typical for German reconnaissance aircraft of the time and based upon Bf 110 of the 14. Aufklärungsgruppe, the decals come from various aftermarket sheets and the code was puzzled together from single letter decals (TL Modellbau). A coat of acrylic matt varnish finally sealed the kit.
An exotic whif, and despite the weird basic idea I made it even more spectacular through the strange paint scheme which reminds of similar experiments by the US Navy. Odd thing is that I had the idea for a German Ki-46 on the agenda for quite a while, but this was/is to become a beefed-up Ki-46III for the late WWII period.
Building this kit's ancestor now, even before the Ki-46III conversion even started, is a little odd - but confirms the feasibility of an engine change and adds another contribution to the 2015 "Battle of Britain" Group Build at whatifmodelers.com.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Following the selection by the RLM of the Bf 109 as its next single-seat fighter over the He 112, Ernst Heinkel became interested in a new fighter that would leap beyond the performance of the Bf 109 as much as the Bf 109 had over the biplanes it replaced.
Other German designers had similar ambitions, including Kurt Tank at Focke-Wulf. There was never an official project on the part of the RLM, but Rudolf Lucht felt that new designs were important enough to fund the projects from both companies to provide "super-pursuit" designs for evaluation. This would result in the single-engined Projekt 1035, and eventually the He 100 fighter.
Learning from past mistakes on the 112 project, the design was to be as easy to build as possible yet 700 km/h (380 kn; 430 mph) was a design goal. To ease production, the new design had considerably fewer parts than the 112 and those that remained contained fewer compound curves.
The first prototype He 100 V1 flew on 22 January 1938, only a week after its promised delivery date. The aircraft proved to be outstandingly fast. However, it continued to share a number of problems with the earlier He 112, notably a lack of directional stability. In addition, the Luftwaffe test pilots disliked the high wing loading, which resulted in landing speeds so great that they often had to use brakes right up to the last 100 m (330 ft) of the runway.
The ground crews also disliked the design, complaining about the tight cowling which made servicing the engine difficult. But the big problem turned out to be the cooling system, a somewhat risky and still experimental method of cooling the engine via evaporative cooling. After a series of test flights V1 was sent to Rechlin in March.
The second prototype He 100 V2 addressed the stability problems by changing the vertical stabilizer from a triangular form to a larger and more rectangular form. The oil-cooling system continued to be problematic, so it was removed and replaced with a small, semi retractable radiator below the wing.
In the course of the following months the complex He 100 went through several detail evolutions, culminating in the He 100 D-0. This pre-production model featured a larger vertical tail in order to finally solve the stability issues. Furthermore, the cockpit and canopy were slightly redesigned, with the pilot sitting high in a large canopy with excellent vision in all directions.
Three D-0 aircraft were completed by the summer of 1939, followed by a D-1 production batch that comprised 25 aircraft.
The main change was the eventual abandonment of the surface cooling system, which proved to be too complex and failure-prone for frontline service. Instead, an even larger version of the retractable radiator was installed, and this appeared to completely cure the problems. The radiator was inserted in a "plug" below the cockpit, and as a result the wings were widened slightly. All He 100 D-1 fighters were used to form Heinkel's Marienehe factory defense unit.
When the war opened in 1939 Heinkel was allowed to look for foreign licensees for the design. Japanese and Soviet delegations visited the Marienehe factory on 30 October 1939, and were both impressed with what they saw.
The He 100 D-1 was directly followed by the first true production version for the Luftwaffe, the D-2, of which 98 were built until mid 1940. It was technically even more simplified, now with a fixed radiator tunnel under the fuselage, and featured an armament of three 20 mm (0.79 in) MG FF cannon, one in the engine V firing through the propeller spinner and two in the outer wings, plus two synchronized 7.92 mm (.30-caliber) MG 17s in the wings close to the fuselage.
These machine were just ready for service when the Battle of Britain began. While the D-2 aircraft didn't match the He 100's original design goal of 700 km/h (430 mph) once it was loaded down with weapons, the larger canopy and the radiator, it was still capable of speeds in the 630 km/h (391 mph) range in level flight.
Furthermore, the type's low drag airframe was also good for range: as a result the He 100 had a combat range between 900 to 1,000 km (560 to 620 mi) compared to the Bf 109's 600 km (370 mi). While not in the same league as the later escort fighters, this was at the time a superb range and offset the need for the Bf 110 to some degree.
In November 1940 the D-2 was replaced by the D-3, which basically featured a more powerful engine, the 1,350 PS (1,332 HP) DB 601E.
General characteristics:
Crew: One (pilot)
Length: 8.2 m (26 ft 11 in
Wingspan: 9.4 m (30 ft 10 in)
Height: 3.6 m (11 ft 10 in)
Wing area: 14.6 m2 (157 sq ft)
Empty weight: 1,810 kg (3,990 lb)
Max takeoff weight: 2,500 kg (5,512 lb)
Powerplant:
1× Daimler-Benz DB 601N supercharged V12 piston engine, rated at 1,175 PS (845 kW) at sea-level with 2,700 RPM
Performance:
Maximum speed: 628 km/h (390 mph; 339 kn)
Cruising speed: 510 km/h (316 mph; 275 kn)
Range: 1,010 km (628 mi; 545 nmi)
Service ceiling: 11,000 m (36,089 ft)
Time to altitude: 2.2 minutes to 2,000 meters (6,600 ft),
7.9 minutes to 6,000 meters (20,000 ft)
Armament:
3x20mm MG/FF cannon, one engine-mounted firing through the propeller hub, plus a cannon per wing outside of the propeller disc;
2x 7.92 mm (.30-caliber) MG 17s in the wing roots
The kit and its assembly:
Another contribution to the 'Battle of Britain' Group Build at whatifmodelers.com that ran in late 2015. The sleek and tiny He 100 made a great submission for the German side - and in this case the build was supposed to become an early service variant, differing only marginally from the (real) D-0 pre-production types.
This time I used the MPM kit, and I was curious how different it is from the Special Hobby kit that I had already built/converted twice. Well, I would not call the MPM kit a disappointment, but this is clearly an early short-run IP kit, the Special Hobby offering appears light years ahead.
You get LOTS of flash, rather clumsy parts, massive ejection pin markers and mediocre fit. The added PE parts do only help to a certain degree – e. g. for the landing gear covers or some cockpit interior details.
Furthermore, the resin parts that were indicated in the building instructions (for the whole interior) were missing - not certain if they were not packed at all, or got lost in another fashion? I was rather underwhelmed, even though the kit’s surface details are fine, featuring very fine engravings.
Anyway, still I tried to make something from it, and I built it mostly OOB with some of the PE parts integrated. The propeller was replaced by an Italeri La-5 part and received a completely new internal construction (OOB it is to be glued directly to the flat fuselage nose, there's even not a pin to center it properly.
I used my standard styrene tube and metal axis solution) and the retractable radiator was replaced by a fixed tunnel construction - making the modified He 100 look very much like a Ki-61?
The main landing gear was also replaced with parts from a Hobby Boss Bf 109E, since the OOB parts were rather blunt. Another small mod are the machine guns and cannons in the wings.
Painting and markings:
Rather conservative, with typical Luftwaffe colors and markings from the BoB era, but I wanted something colorful. The scheme is a mix of several German Bf 109E designs. Basic colors are RLM 02/71/65 with a high waterline.
Modelmaster enamels from their Authentic line were used. All interior surfaces were painted with RLM 02.
On the flanks, camouflage in large clouds of thinned RLM 02 and 71 were added. The engine cowling became white while the rudder and the nose tip section became yellow (RLM 04). The spinner was painted 2/3 RLM 70 and 1/3 yellow.
The red band on the cowling is a typical feature of JG53 aircraft from the BoB era. It’s purpose is unclear - some sources assume that it was simply used for re-formation, others claim that it had a deeper meaning: it was applied because the squadron/wing commander (Major Jürgen von Cramon-Taubadel)'s wife was Jewish - following a personal order from Göring, the whole squadron had to remove the original emblem and carry the red band like a stigma instead. Later when the squadron's wing commander changed the crews were allowed to carry JG 53's ace of spades badge again. Hence, my livery is a bit contradictive, because the machine should either carry the red band OR the Pik As emblem.
Anyway, the band was realized with simple, red decal strips. The rest of the markings were puzzled together from various Luftwaffe aircraft sheets, too, and the kit received a final coat of matt acrylic varnish.
So, nothing truly fancy or exotic – but the He 100 looks pretty. And it is amazing how small and sleek this aircraft was!
The British Rail Class 14 is a type of small diesel-hydraulic locomotive built in the mid-1960s. Twenty-six of these 0-6-0 locomotives were ordered in January 1963, to be built at British Railways Swindon Works.
The anticipated work for this class was yard shunting, trip work (between local yards) and short distance freight trains.
The order was expanded to 56 in mid-1963, before work had started on the first order.
In July 1964, the first of a class of 56 locomotives appeared from Swindon Works.
These were later designated as TOPS Class 14 by British Railways.
They are known as 'Teddy Bears' by enthusiasts, following a comment by Swindon Works' foreman George Cole who quipped "We've built the Great Bear, now we're going to build a Teddy Bear!"
In outline they resembled the Clayton Type 1 (Class 17) locomotives, having a cab which was nearly central with bonnets at each end, but with a fixed 0-6-0 wheel configuration rather than bogies as seen on all the other Type 1 classes. The locomotives were powered by a Paxman 6-cylinder Ventura 6YJXL engine producing 650 bhp (485 kW), connected to a Voith L217U hydraulic transmission and Hunslet gearbox.
The axles were connected by coupling rods and driven by a jackshaft located under the cab, between the second and third axles.
The Class 14s, like many other early types of diesel, had an extremely short life with British Railways, in this case not because of poor reliability but because many of its envisaged duties disappeared on the BR network a few years after they came into use. Most were resold for industrial use, where the vast majority had a working life of two to three times that with British Railways.
However, the industries in which they were employed, such as coal mining, declined during the 1970s and the class again became surplus to requirements.
Several have found a third lease of life on preserved lines where they are ideal for both light passenger work and the maintenance of permanent way.
Unusually, D9504 was leased in 2005 from its preservation group and found itself in revenue-earning service on the newest mainline in the UK – High Speed 1 (known as the Channel Tunnel Rail Link during construction) – mainly in marshalling and stabling the 450 metre, 22-wagon concrete-pumping train on the final stretch to St.Pancras Station.
D9524 was re-engined under the ownership of BP Grangemouth – it was later re-engined again under the ownership of the Scottish RPS who, following BR practice, gave it a number of 14 901. It now operates with a Rolls-Royce DV8TCE (640 bhp).
The last locomotive built, D9555, was the final locomotive to be built for British Rail at Swindon Works, in 1965; today the locomotive is privately owned and operates on the Dean Forest Railway, Gloucestershire, its original route.
D9500 CF NCB Ashington 11/69—? Preserved at Peak Rail
D9501 CF - - Scrapped at C F Booth, Rotherham (6/68)
D9502 CF NCB Ashington 07/69—? Preserved by Heritage Shunters Trust
D9503 50B BSC Harlaxton
BSC Corby Steelworks 11/68—07/74
07/74—09/80 Scrapped at BSC Corby (09/80)
D9504 50B NCB Philadelphia
NCB Bolden
NCB Burradon
NCB Ashington 11/68—08/73
08/73—12/74
01/75—09/81
09/81—? Preserved: normally at Kent & East Sussex Rly
D9505 50B APCM Hope, Derbyshire 09/68—05/75 Exported to Bruges, Belgium (05/75)
D9506 CF - - Scrapped at Arnott Young Ltd., Parkgate (05/68)
D9507 50B BSC Corby Steelworks 11/68—09/82 Scrapped at BSC Corby (09/82)
D9508 LE NCB Ashington 03/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9509 CF - - Scrapped at G Cohen Ltd., Kettering (11/70)
D9510 50B BSC Buckminster
BSC Corby Steelworks 12/68—06/72
06/72—08/82 Scrapped at BSC Corby (08/82)
D9511 50B NCB Ashington 11/68—07/79 Scrapped at NCB Ashington (07/79)
D9512 50B BSC Buckminster
BSC Corby Steelworks 12/68—09/72
09/72—02/82 Scrapped at BSC Corby (02/82)
D9513 CF Arnott Young Ltd., Parkgate
NCB Crigglestone
NCB Astley
NCB Ashington 07/68—11/68
11/68—09/69
09/69—10/73
01/74—? Preserved at Embsay & Bolton Abbey Steam Railway
D9514 CF NCB Ashington 07/69—12/85 Scrapped at NCB Ashington (12/85)
D9515 50B BSC Buckminster
BSC Corby Steelworks
Hunslet Ltd 11/68—09/72
09/72—12/81
12/81—07/82 Exported to Charmartin, Madrid, Spain (07/82)
D9516 50B BSC Corby Steelworks 11/68—10/81 Preserved at Wensleydale Railway
D9517 CF NCB Ashington 11/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9518 CF NCB Ashington 06/69—??/87 Preserved at West Somerset Railway
D9519 CF - - Scrapped at G Cohen Ltd., Kettering (11/70)
D9520 50B BSC Corby Steelworks 12/68—03/81 Preserved at Nene Valley Railway
D9521 LE NCB Ashington 03/70—11/84 Preserved at Dean Forest Railway
D9522 CF - - Scrapped at Arnott Young Ltd., Parkgate (05/68)
D9523 50B BSC Corby Steelworks 12/68—10/81 Preserved at Derwent Valley Light Railway, York
D9524 LE BP Grangemouth 07/70—9/81 Preserved: currently at Peak Rail
D9525 50B NCB Philadelphia
NCB Ashington 11/68—03/75
03/75—10/87 Preserved by Heritage Shunters Trust
D9526 CF APCM Westbury 01/70—4/80 Preserved at West Somerset Railway
D9527 CF NCB Ashington 07/69—01/84 Scrapped at D. Short, North Shields (01/84)
D9528 CF NCB Ashington 03/69—12/81 Scrapped at D. Short, North Shields (12/81)
D9529 50B BSC Buckminster
BSC Corby Steelworks (as No. 61) 08/68—9/72
09/72—03/81 Preserved - normally at Kent & East Sussex Rly
D9530 CF Gulf Oil Co.Ltd., Waterston
NCB Mardy Colliery
NCB Tower Colliery 09/69—10/75
10/75—08/82
08/82 Scrapped at NCB Tower Colliery (08/82)
D9531 CF Arnott Young Ltd., Parkgate
NCB Crigglestone
NCB Burradon
NCB Ashington 07/68—11/68
11/68—10/73
10/73—04/74
04/74—? Preserved at East Lancashire Railway
D9532 50B BSC Corby Steelworks 11/68—02/82 Scrapped at BSC Corby (02/82)
D9533 50B BSC Corby Steelworks 12/68—09/82 Scrapped at BSC Corby (09/82)
D9534 50B APCM Hope, Derbyshire 10/68—05/75 Exported to Bruges, Belgium (05/75)
D9535 CF NCB Burradon
NCB Backworth
NCB Ashington 11/70 — 01/76
01/76—09/80
09/80 — 01/84 Scrapped at NCB Ashington (01/84)
D9536 LE NCB Ashington 03/70—12/85 Scrapped at NCB Ashington (12/85)
D9537 50B BSC Corby Steelworks 11/68—11/82 Preserved at East Lancashire Railway
D9538 LE Shell-Mex & BP Ltd., Shellhaven
BSC Ebbw Vale
BSC Corby Steelworks 04/70—2/71
02/71—04/76
04/76—9/82 Scrapped at BSC Corby (09/82)
D9539 50B BSC Corby Steelworks 10/68—02/83 Preserved at Ribble Steam Railway
D9540 50B NCB Philadelphia
NCB Burradon
NCB Ashington 11/68—11/71
11/71—06/72
06/72—01/84 Scrapped at D. Short, North Shields (01/84)
D9541 50B BSC Harlaxton
BSC Corby Steelworks 11/68—08/74
08/74-08/82 Scrapped at BSC Corby (08/82)
D9542 50B BSC Corby Steelworks 12/68—08/82 Scrapped at BSC Corby (08/82)
D9543 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9544 50B BSC Corby Steelworks 11/68—09/80 Scrapped at BSC Corby (09/80)
D9545 50B NCB Ashington 11/68—07/79 Scrapped by D. Short, North Shields (07/79)
D9546 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9547 50B BSC Corby Steelworks 12/68—08/82 Scrapped at BSC Corby (08/82)
D9548 50B BSC Harlaxton
BSC Corby Steelworks
Hunslet Ltd 11/68—08/74
08/74—11/80
11/80 — 07/82 Exported to Charmartin, Madrid, Spain (07/82)
D9549 50B BSC Corby Steelworks
Hunslet Ltd 11/68—11/81
11/81—7/82 Exported to Charmartin, Madrid, Spain (07/82)
D9550 50B - - Scrapped at C F Booth, Rotherham (11/68)
D9551 50B BSC Corby Steelworks 12/68—06/81 Preserved at Royal Deeside Railway [en route to SVR Bridgnorth]
D9552 50B BSC Buckminster
BSC Corby Steelworks 09/68—06/72
06/72—09/80 Scrapped at BSC Corby (09/80)
D9553 50B BSC Corby Steelworks 11/68—? Preserved at Gloucestershire Warwickshire Railway
D9554 50B BSC Corby Steelworks 11/68—08/82 Scrapped at BSC Corby (08/82)
D9555 LE NCB Burradon
NCB Ashington 03/70 — 02/75
02/76—??/87 Preserved at Dean Forest Railway