View allAll Photos Tagged 2--making
This is peak time for Spring wildflowers in northern Utah. These were all shot with a Lumix S1 and an old Russian Jupiter 11A 135mm f/4 lens. It was mounted on a helicoid adapter which reduces minimum focusing distance by about 1/2, making it a quasi macro lens.
Antwerp (English: /ˈæntwɜrp/ ( listen); Dutch: Antwerpen, [ˈɑntˌʋɛrpə(n)] ( listen); French: Anvers, [ɑ̃vɛʁs]) is a city and municipality in Belgium and the capital of the Antwerp province of Flanders. Antwerp's total population is 472,071 (as of 1 January 2008),[2] making it the largest municipality in both Flanders and Belgium in terms of its population. Its total area is 204.51 km2 (78.96 sq mi), giving a population density of 2,308 inhabitants per km². The metropolitan area, including the outer commuter zone, covers an area of 1,449 km2 (559 sq mi) with a total of 1,190,769 inhabitants as of 1 January 2008.[3] The nickname of inhabitants of Antwerp is Sinjoren, after the Spanish word señor, which means 'mister' or 'gent'. It refers to the leading Spanish noblemen who ruled the city during the 17th century
At Lalah and Kevin's Games Night, we played a game of dada scrabble.
Rules:
1. No score-keeping.
2. Making up words is fine, as long as you create interesting definitions for them.
3. Starting new words that do not connect to other words is fine. That can be a good way to occupy unused board space.
It was the most fun I've ever had playing Scrabble, at any rate.
I covered cardboard with thin wood grain paper (like wrapping paper) for the door frame, door, and window frame. Found the paper at Michael's. It is a huge roll for school bulletin boards and easier to wrap around cardboard than stiff scrapbook paper.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
Object Details: The Helix is an example of a planetary nebula (i.e. an emission nebula formed by a dying low-to-intermediate size star- a fate which awaits our Sun in a few billion years). The nebula itself is powered by the intense radiation flowing from the extremely hot 'central star'. Classified as a white dwarf, it has a temperature of about 100,000 degrees K (179,540 deg. F / 99,727 deg. C), as opposed to our Sun's 'meager' 5,778 degrees K (9,941 deg. F / 5,505 deg. C).
The Helix can be found in the constellation of Aquarius and glows at magnitude 7.2, making it the brightest planetary nebula in our sky. However, it also spans nearly two-thirds the apparent size of the full moon, and thus has a fairly low surface brightness.
Although it is visible in binoculars, due to this low surface brightness a fairly dark sky is usually required. The central star shines at magnitude 13.4 and is visible in medium to larger telescopes. Instruments of this size also begin to show detail within the nebula itself, especially when combined with an applicable filter such as an OIII or a UHC.
Lying approximately 700 light-years away, it is nearly 3 light-years in diameter and estimated to be about 10,000 years old.
Image Details: The attached images were taken Jay Edwards on October 28, 2019 simultaneously using (left) an 80mm f/6 carbon-fiber triplet apochromatic refractor (i.e. an Orion ED80T CF) connected to a Televue 0.8X field flattener / focal reducer and (right) a vintage 1970 8-inch, f/7 Criterion newtonian reflector. The 80mm was piggybacked on the 8-inch, and the scopes utilized twin (unmodded) Canon 700D / t5i DSLRs controlled by APT.
These optics were tracked using a Losmandy G-11 mount running a Gemini 2 control system and guided using PHD2 to control a ZWO ASI290MC planetary camera / auto-guider in an 80mm f/6 Celestron 'short-tube' refractor which itself was piggybacked on top of the 80mm apo.
Due to the fact that the Helix lies fairly far south in the sky when viewed from the observatory at our home here in upstate, NY, and thus is only visible for a relatively limited time during the year; combined with the challenging weather conditions we've experienced this fall, the attached composite image was constructed using (relatively speaking) extremely short stacks of sub-exposures and consists of only 45 minutes of total exposure for the 80MM shot & 32 minutes for the 8-in image (both in addition to applicable dark, flat & bias frames).
This somewhat limited amount of data, combined with the atmospheric turbulence and attenuation resulting from it's low altitude, induce a higher-than-desirable level of noise into the final stacked images. I am hoping to capture additional data next fall in an attempt to increase the signal-to-noise ratio and improve the level of detail visible in the resulting shots.
Processed using PixInsight and PaintShopPro, as presented here it has been re-sized down to HD resolution and the bit depth has been lowered to 8 bits per channel.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
Contact me here: butchpetty.com/contactus.html
This is a 1958 "Field & Stream" Travel Trailer ( canned ham ). This vintage style of camping trailers were referred to as "car trailers" back when they were being built because of their size, light weight and ease of towing. The cabin part of the trailer is 12' long, the tongue is 2' making the total length only 14'. It pulls beautifully going down the highway, no fish tailing at all. You can forget your pulling a trailer.
This trailer is 95% original, no modifications. This trailer has not been restored and I have only made a couple of small repairs. If you are looking for a great platform for making a complete restoration then this would be an absolutely great trailer for such a project.
The interior is all wood, top to bottom and front to back and it is all original wood. I have installed a self-contained 12 volt electrical system and it doesn't need 120 volt. Everything runs off of 12 volts. However all of the original 120 volt wiring is still in place and hasn't been touched, even the original 120v light fixtures are still in place. All of the cabinet hardware is still in place, working and original. All the hinges, handles, and everything is original. The original "icebox" and oven/stove are still in the camper and work great. It also has the original factory installed "Kenmore" cabin heater and it also works great.
When I got the trailer someone had changed the paint scheme so I re-painted it to the original design. The rear couch makes into a double bed. Above the rear couch it has a removable bunk bed/hammock that is original factory equipment also. The dinette also makes into a double bed. There is a lot of storage in the camper. It also has a 10 gallon fresh water tank with a manual hand pump.
The trailer also comes with 2 30 lb propane tanks, a new spare tire and wheel.
The following items are new in the past three months:
New Interior 12 volt light throughout the camper
New 240 watt solar panel
New "Sunforce" 12v, 30 amp charge controller
4 new "Everstart" 750 cold crank amp deep cell marine batteries
New "Cen-Tech" 1500 watt continuous , 3000 surge 120v power inverter (for microwave, etc.)
New Rival 700 watt microwave
New manual water pump for sink
New Shakespeare SeaWatch 15" Marine TV Antenna (model 3015)
Toshiba 17' Flat Screen TV
All new blinds on the windows
New roof top vent
This is one great little camper. I bought it for hunting plus the nostalgia. It was used this past hunting season and worked great. However with four adult men it was a little cramped. So I plan to up size for next year. I pulled it off road in BLM land in Teller County and down in the Phantom Canyon area and had no problems at all.
Because this trailer is extremely rare there are not many sources of photos to be had but you can follow the link below to another "Field & Stream" trailer. As you can see the interiors are very similar as it is all original like mine: girlcamper.blogspot.com/2015_07_01_archive.html
(Update) You can see a video of the interior of my camper here: youtu.be/NA1VfPU8Sd8
Now the best part last: YES, I DO HAVE A CLEAN CLEAR TITLE IN HAND, AND CURRENT REGISTRATION ALSO. So unlike most trailers you see of this vintage you will not have a problem with registration and it will be registered as a "Field and Stream" not a home-made trailer as is usually the case with trailers bought without a title.
If you have questions please ask. I am asking $5000.00 cash, make offer, no trades. I will sell it to the first person who makes me an agreeable offer with CASH ONLY. I will consider local delivery after the cash transaction.
Contact me here: butchpetty.com/contactus.html
This is a 1958 "Field & Stream" Travel Trailer ( canned ham ). This vintage style of camping trailers were referred to as "car trailers" back when they were being built because of their size, light weight and ease of towing. The cabin part of the trailer is 12' long, the tongue is 2' making the total length only 14'. It pulls beautifully going down the highway, no fish tailing at all. You can forget your pulling a trailer.
This trailer is 95% original, no modifications. This trailer has not been restored and I have only made a couple of small repairs. If you are looking for a great platform for making a complete restoration then this would be an absolutely great trailer for such a project.
The interior is all wood, top to bottom and front to back and it is all original wood. I have installed a self-contained 12 volt electrical system and it doesn't need 120 volt. Everything runs off of 12 volts. However all of the original 120 volt wiring is still in place and hasn't been touched, even the original 120v light fixtures are still in place. All of the cabinet hardware is still in place, working and original. All the hinges, handles, and everything is original. The original "icebox" and oven/stove are still in the camper and work great. It also has the original factory installed "Kenmore" cabin heater and it also works great.
When I got the trailer someone had changed the paint scheme so I re-painted it to the original design. The rear couch makes into a double bed. Above the rear couch it has a removable bunk bed/hammock that is original factory equipment also. The dinette also makes into a double bed. There is a lot of storage in the camper. It also has a 10 gallon fresh water tank with a manual hand pump.
The trailer also comes with 2 30 lb propane tanks, a new spare tire and wheel.
The following items are new in the past three months:
New Interior 12 volt light throughout the camper
New 240 watt solar panel
New "Sunforce" 12v, 30 amp charge controller
4 new "Everstart" 750 cold crank amp deep cell marine batteries
New "Cen-Tech" 1500 watt continuous , 3000 surge 120v power inverter (for microwave, etc.)
New Rival 700 watt microwave
New manual water pump for sink
New Shakespeare SeaWatch 15" Marine TV Antenna (model 3015)
Toshiba 17' Flat Screen TV
All new blinds on the windows
New roof top vent
This is one great little camper. I bought it for hunting plus the nostalgia. It was used this past hunting season and worked great. However with four adult men it was a little cramped. So I plan to up size for next year. I pulled it off road in BLM land in Teller County and down in the Phantom Canyon area and had no problems at all.
Because this trailer is extremely rare there are not many sources of photos to be had but you can follow the link below to another "Field & Stream" trailer. As you can see the interiors are very similar as it is all original like mine: girlcamper.blogspot.com/2015_07_01_archive.html
(Update) You can see a video of the interior of my camper here: youtu.be/NA1VfPU8Sd8
Now the best part last: YES, I DO HAVE A CLEAN CLEAR TITLE IN HAND, AND CURRENT REGISTRATION ALSO. So unlike most trailers you see of this vintage you will not have a problem with registration and it will be registered as a "Field and Stream" not a home-made trailer as is usually the case with trailers bought without a title.
If you have questions please ask. I am asking $5000.00 cash, make offer, no trades. I will sell it to the first person who makes me an agreeable offer with CASH ONLY. I will consider local delivery after the cash transaction.
©All rights reserved © sundeepkullu.com ™©® SunDeep™©® Bhardwaj Kullu
Share this Photostory (As i call it..) Publically with these URL Links below (Embedding Not Allowed) :
www.flickr.com/photos/wittysam/6940133081/in/photostream or
www.flickr.com/photos/wittysam/6940133081/in/photostream/...
©SunDeep™©® Bhardwaj Kullu
SDBWP™©® SunDeep™ Bhardwaj World Photography™©®,
70+Countries 300+Destinations across 7 Continents™©®
"The World is my Studio"™©®
"I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself."
Travel Photographer-Entrepreneur-Business Development Manager-Himachal Cultural Village-Environmentalist
*Friends ***DO COMMENT*** on my flickr Photostream. Thanks for your valuable feedback, comments, likes, favourites and sharing my work within my website and flickr URL's.Your comments are like a fuel to my passion of this Art of Photography ( *I have made a group for the same on flickr & facebook too as listed below)
( *I have made a group for the same on flickr & facebook too as listed below)
Do join these groups no matter you are photo admirer amatuer serious or professional photographer and even compete for Monthly Amwards & Titles-
AOP WORLD FLICKR GROUP www.flickr.com/groups/prodigious/ or short link - bit.ly/ProdigiousAOP
AOP WORLD FACEBOOK GROUP www.facebook.com/groups/111942842150274/ or short link - htp://on.fb.me/AOPworld or bit.ly/AOPworld
FLICKR AOP PRODIGIOUS AWARDS www.flickr.com/groups/candid/ or short lnk - bit.ly/AOPawards
or visit
sundeepkullu.com
™©® or
flickr.com/photos/wittysam or flickr.com/photos/wittysam/show to access all the Photostories.
Quebec City
Quebec ( /kw?'b?k/ or /k?'b?k/; French: Québec [keb?k] ( listen)), also Québec, Quebec City or Québec City (French: Ville de Québec) is the capital of the Canadian province of Quebec. As of 2011, the city has a population of 516,622,[1] and the metropolitan area has a population of 765,706[2], making it the second most populous city in Quebec after Montreal, which is about 233 kilometres (145 mi) to the southwest.
The narrowing of the Saint Lawrence River approximate to the city's promontory, Cap-Diamant (Cape Diamond), and Lévis, on the opposite bank, provided the name given to the city, Kébec, an Algonquin word meaning "where the river narrows". Founded in 1608 by Samuel de Champlain, Quebec City is one of the oldest cities in North America. The ramparts surrounding Old Quebec (Vieux-Québec) are the only remaining fortified city walls that still exist in the Americas north of Mexico, and were declared a World Heritage Site by UNESCO in 1985 as the 'Historic District of Old Québec'.[3][4]
According to the federal and provincial governments, Québec is the city's official name in both French and English, although Quebec City is commonly used, particularly to distinguish the city from the province. The city's most famous landmark is the Château Frontenac, a hotel which dominates the skyline. The National Assembly of Quebec, the Musée national des beaux-arts du Québec (National Gallery of Quebec), and the Musée de la civilisation (Museum of Civilization) are found within or near Vieux-Québec.
Quebec
Quebec /kw?'b?k/ or /k?'b?k/ (French: Québec [keb?k] ( listen))[7] is a province in east-central Canada.[8][9] It is the only Canadian province with a predominantly French-speaking population and the only one whose sole official language is French at the provincial level. Quebec is Canada's largest province by area and its second-largest administrative division; only the territory of Nunavut is larger. It is bordered to the west by the province of Ontario, James Bay and Hudson Bay, to the north by Hudson Strait and Ungava Bay, to the east by the Gulf of Saint Lawrence and the provinces of Newfoundland and Labrador and New Brunswick. It is bordered on the south by the US states of Maine, New Hampshire, Vermont, and New York. It also shares maritime borders with Nunavut, Prince Edward Island, and Nova Scotia.
Quebec is Canada's second most populous province, after Ontario. Most inhabitants live in urban areas near the Saint Lawrence River between Montreal and Quebec City, the capital. English-speaking communities and English-language institutions are concentrated in the west of the island of Montreal but are also significantly present in the Outaouais, Eastern Townships, and Gaspé regions. The Nord-du-Québec region, occupying the northern half of the province, is sparsely populated and inhabited primarily by Aboriginal peoples.[10]
Sovereignty plays a large role in the politics of Quebec, and the official opposition social democratic Parti Québécois advocates national sovereignty for the province and secession from Canada. Sovereignist governments have held referendums on independence in 1980 and 1995; both were voted down by voters, the latter defeated by a very narrow margin.[11] In 2006, the Canadian House of Commons passed a symbolic motion, the Québécois nation motion, recognizing the "Québécois as a nation within a united Canada."[12][13]
While the province's substantial natural resources have long been the mainstay of its economy, sectors of the knowledge economy such as aerospace, information and communication technologies, biotechnology and the pharmaceutical industry also play leading roles. These many industries have all contributed to helping Quebec become the second most economically influential province, second only to Ontario.[14]
Old Quebec
Historic District of Old Quebec *
UNESCO World Heritage Site
Old Quebec (French: Vieux-Québec) is a historic neighbourhood of Quebec City, the capital of the province of Quebec in Canada. Comprising the Upper Town (French: Haute-Ville) and Lower Town (French: Basse-Ville), the area is a UNESCO World Heritage Site. Administratively, Old Quebec is part of the Vieux-Québec–Cap-Blanc–colline Parlementaire district in the borough of La Cité–Limoilou.
The area is sometimes referred to as the Latin Quarter (French: Quartier latin), but this title refers more to area around the Séminaire de Québec, the original site of Laval University.
History
Old Quebec is the oldest part of Quebec City, chosen in 1608 by Samuel de Champlain as the location for the Chateau Saint-Louis. Old Quebec maintained a strong military and administrative presence from its beginning, a use determined by the strategic heights of Cap Diamant. While the Lower Town was populated with merchants and craftsmen, the Upper Town was inhabited by military officials and members of the clergy.
This strong military presence long limited the city's expansion. At the end of the 19th century, many wanted to demolish the fortifications, judging them to be unnecessary and a hindrance to urban development. However, Governor Dufferin successfully managed to preserve the character of the walled city, while adapting the further expansion of the modern city.
Despite having undergone some degradation in the 1950s, the Old City has been subject to somewhat of a renaissance period since the 1970s.
The rich historic nature of Old Quebec is marked by the city's ramparts, fortifications, and many historic houses and buildings. The legacy of previous generations and the beauty of the district make it particularly unique.
The majority of buildings in the neighborhood date from 19th century, although the construction of some date back to 17th and 18th centuries. It also is home to several commercial streets, including Rue Saint-Jean, Rue Sainte-Anne and Rue De Buade. Many institutions are still housed in the heart of the city, such as the Quebec City Council, the Séminaire de Québec, the Ursulines Convent, and the Augustinian monastery. As a popular tourist destination, Old Quebec is also home to several hotels, including the famous Château Frontenac. Guided ghosts tours are also of interest to its residents and visitors.
Ramparts of Quebec City
World Heritage site by UNESCO in 1985
National Historic Site of Canada in 1948
Located in Canada, the Ramparts of Quebec City are the only remaining fortified city walls in the Americas, north of Mexico.[1] The English began fortifying the existing walls,[2] after they took Quebec City from the French in the Battle of the Plains of Abraham in 1759.
The wall surrounds most of Old Quebec, which was declared a World Heritage site by UNESCO in 1985.[3] The fortifications were designated a National Historic Site of Canada in 1948.
***Text is available under the Creative Commons Attribution-ShareAlike License
Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.
External Links:
en.wikipedia.org/wiki/Category:World_Heritage_Sites_in_Ca...
en.wikipedia.org/wiki/Ramparts_of_Quebec_City
en.wikipedia.org/wiki/Old_Quebec
en.wikipedia.org/wiki/Quebec_City
www.flickr.com/photos/wittysam/show
sundeepkullu.com ™©®
*** My URL's:
phototube.co ™©® - Developer
Eureka Photography & Web Design™©® - Director
himachalculturalvillage.com ™©® Environmentalist, Exclusive Artist , Business Development Manager ( Offshore ) & NGO Founder
Getty Images - Contributer
sundeepkullu.com ™©® - Founder & CEO
I travelled to most exotic places on this earth in last 9 years since 2003. I was exploring India from east to west and north to south till mid 2007. Then i started my World tour to 6 continents in May 2007 & entering 2012, my World tour is still on & i am exploring more and more exotic places around all major countries. I believe "World is just amazing" and every place & face has a unique story to tell. I connect to my subjects as to my soul.
Do not forget to subscribe or login from toolbar at the base of any page on my official website sundeepkullu.com ™©® ( Includes connect with my facebook profile/facebook page/facebook group/facebook Like/twitter/twitter follow/Google Plus/Google Buzz/Google +1/LinkedIn/You Tube/Twitter/Facebook subscribe and not to forget TRANSLATE button to translate al tet to al major languages for subscribers followers & fans from all parts of the World.
Cheers!!!
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.For full size images contact me.
Contacts:-
Primary :
wittysam@gmail.com ( E-mail/Skype/Whatsapp/Google+/LinkedIn/Fring/Yoono/Twitter/Gmail/Instagram/http://sundeepkullu.com & Photography & Videography and Quote for Assignments related)
World Roaming +974 55344547 (Facebook Mobile/Viber/Facetime/WhatsApp)
India New Delhi & Himachal Roaming +91 8527745789 (Google Plus)
sb@sundeepkullu.com ( Facebook & Personal Mail )
Secondary :
eurekasun@yahoo.com ( Flickr & Yahoo Messenger )
admin@phototube.co ( phototube.co related )
enquiries@himachalculturalvillage.com ( himachalculturalvillage.com related )
SunDeep™©® Bhardwaj Kullu
MBA-Sales & Mktg.(Symbiosis,Pune)
B.Pub.Admn.(H.P.University,Summer Hills, Shimla)
BHM (GCC-Bangalore)
***Publishing Photostories clicked in the most exotic places on earth in 15 countries that I visited in last 6 months. For all stories of 70+ Countries go to my oficial website sundeepkullu.com ™©®
My latest 15 explored destinations in my 6th year of World tour so far to 70+Countries & 300+Destinations across 6 Continents and 9 th year of Travel Photography & Videography of Places People Culture Landscapes.Recently explored these exotic places in JAPAN Horyuji Temple 1300 years old Japan's most sacred place & UNESCO site UAE-Al Ain-Abu Dhabi-Dubai-Burj Al Arab-Al Khaleefa Tallest building in the World, SWEDEN-Stocholm-National Parks, AUSTRALIA-Melbourne-Great Ocean Road-Twelve Apostles this week. BELGIUM Brussels, DENMARK-Copenhagen, VIETNAM Hanoi-Halong Bay MALAYSIA-Kuala Lumpur-Kanting Falls-Batu Caves-Petronas Twin Towers , CANADA-Quebec-Ontario-Montreal, ATLANTIC-GREENLAND-LABRADOR PENINSULA-Lebrador Sea, SOUTH AFRICA Johnnesburg-The Cradle of Mankind-Stolkfontien Caves and Lion & Rino Park with others INDIA-Kashmir-Gulmarg-Srinagar CHINA-Shanghai-Zhejiang-Hangzhou-The West Lake GERMANY-BAVERIA-Black Forest-Oberbayern-Garmich Patenkirchen-Eibsee Lake-Zugspitze HIMACHAL-Kullu-Manali-Shimla-Lahaul-Spiti -Dharamshala-Kinnaur-Udaipur-Leh-Laddakh UK-SCOTLAND Glencoe-Fort William-Castle around Scotland-Lochness INDIA Jog Falls Ooty Goa Athirappily & Vazhachal Falls Kerala UK-ENGLAND-London-Manchester-Glasgow & others ITALY-Rome-Vatican City and Other UNESCO Heritage Sites around Rome. Soon my first book on 111 MIRACULOUS WONDERS OF WORLD YOU MYST SEE WHEN U ALIVE will be out with "111 WOW" i Phone application by the end of this year. Updating my official website sundeepkullu.com
KINDLY NOTE***The Stock samples of SDBWP SunDeep Bhardwaj World Photography in flickr Photostream cannot be Copied,Distributed,Published or Used in any form,full or in part,or in any kind of media without prior permission from Sundeep Bhardwaj the owner of these images.Utilization in other websites,intenet media,pages,blogs etc without written consent is PROHIBITED.
The images are also available for licence through GETTY IMAGES or directly by contacting me.
Add me as a friend on my facebook profile 2 as my facebook profile 1 is allmost full with 4000 plus friends here - www.facebook.com/sundeephimachal
Slide Shows | Full Screen Mode | Adobe Flash or Mobile
©All rights reserved © sundeepkullu.com ™©® SunDeep™©® Bhardwaj Kullu
Share this Photostory (As i call it..) Publically with these URL Links below (Embedding Not Allowed) :
www.flickr.com/photos/wittysam/6939641737/in/photostream or
www.flickr.com/photos/wittysam/6939641737/in/photostream/...
©SunDeep™©® Bhardwaj Kullu
SDBWP™©® SunDeep™ Bhardwaj World Photography™©®,
70+Countries 300+Destinations across 7 Continents™©®
"The World is my Studio"™©®
"I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself."
Travel Photographer-Entrepreneur-Business Development Manager-Himachal Cultural Village-Environmentalist
*Friends ***DO COMMENT*** on my flickr Photostream. Thanks for your valuable feedback, comments, likes, favourites and sharing my work within my website and flickr URL's.Your comments are like a fuel to my passion of this Art of Photography ( *I have made a group for the same on flickr & facebook too as listed below)
( *I have made a group for the same on flickr & facebook too as listed below)
Do join these groups no matter you are photo admirer amatuer serious or professional photographer and even compete for Monthly Amwards & Titles-
AOP WORLD FLICKR GROUP www.flickr.com/groups/prodigious/ or short link - bit.ly/ProdigiousAOP
AOP WORLD FACEBOOK GROUP www.facebook.com/groups/111942842150274/ or short link - htp://on.fb.me/AOPworld or bit.ly/AOPworld
FLICKR AOP PRODIGIOUS AWARDS www.flickr.com/groups/candid/ or short lnk - bit.ly/AOPawards
or visit
sundeepkullu.com
™©® or
flickr.com/photos/wittysam or flickr.com/photos/wittysam/show to access all the Photostories.
Quebec City
Quebec ( /kw?'b?k/ or /k?'b?k/; French: Québec [keb?k] ( listen)), also Québec, Quebec City or Québec City (French: Ville de Québec) is the capital of the Canadian province of Quebec. As of 2011, the city has a population of 516,622,[1] and the metropolitan area has a population of 765,706[2], making it the second most populous city in Quebec after Montreal, which is about 233 kilometres (145 mi) to the southwest.
The narrowing of the Saint Lawrence River approximate to the city's promontory, Cap-Diamant (Cape Diamond), and Lévis, on the opposite bank, provided the name given to the city, Kébec, an Algonquin word meaning "where the river narrows". Founded in 1608 by Samuel de Champlain, Quebec City is one of the oldest cities in North America. The ramparts surrounding Old Quebec (Vieux-Québec) are the only remaining fortified city walls that still exist in the Americas north of Mexico, and were declared a World Heritage Site by UNESCO in 1985 as the 'Historic District of Old Québec'.[3][4]
According to the federal and provincial governments, Québec is the city's official name in both French and English, although Quebec City is commonly used, particularly to distinguish the city from the province. The city's most famous landmark is the Château Frontenac, a hotel which dominates the skyline. The National Assembly of Quebec, the Musée national des beaux-arts du Québec (National Gallery of Quebec), and the Musée de la civilisation (Museum of Civilization) are found within or near Vieux-Québec.
Quebec
Quebec /kw?'b?k/ or /k?'b?k/ (French: Québec [keb?k] ( listen))[7] is a province in east-central Canada.[8][9] It is the only Canadian province with a predominantly French-speaking population and the only one whose sole official language is French at the provincial level. Quebec is Canada's largest province by area and its second-largest administrative division; only the territory of Nunavut is larger. It is bordered to the west by the province of Ontario, James Bay and Hudson Bay, to the north by Hudson Strait and Ungava Bay, to the east by the Gulf of Saint Lawrence and the provinces of Newfoundland and Labrador and New Brunswick. It is bordered on the south by the US states of Maine, New Hampshire, Vermont, and New York. It also shares maritime borders with Nunavut, Prince Edward Island, and Nova Scotia.
Quebec is Canada's second most populous province, after Ontario. Most inhabitants live in urban areas near the Saint Lawrence River between Montreal and Quebec City, the capital. English-speaking communities and English-language institutions are concentrated in the west of the island of Montreal but are also significantly present in the Outaouais, Eastern Townships, and Gaspé regions. The Nord-du-Québec region, occupying the northern half of the province, is sparsely populated and inhabited primarily by Aboriginal peoples.[10]
Sovereignty plays a large role in the politics of Quebec, and the official opposition social democratic Parti Québécois advocates national sovereignty for the province and secession from Canada. Sovereignist governments have held referendums on independence in 1980 and 1995; both were voted down by voters, the latter defeated by a very narrow margin.[11] In 2006, the Canadian House of Commons passed a symbolic motion, the Québécois nation motion, recognizing the "Québécois as a nation within a united Canada."[12][13]
While the province's substantial natural resources have long been the mainstay of its economy, sectors of the knowledge economy such as aerospace, information and communication technologies, biotechnology and the pharmaceutical industry also play leading roles. These many industries have all contributed to helping Quebec become the second most economically influential province, second only to Ontario.[14]
Old Quebec
Historic District of Old Quebec *
UNESCO World Heritage Site
Old Quebec (French: Vieux-Québec) is a historic neighbourhood of Quebec City, the capital of the province of Quebec in Canada. Comprising the Upper Town (French: Haute-Ville) and Lower Town (French: Basse-Ville), the area is a UNESCO World Heritage Site. Administratively, Old Quebec is part of the Vieux-Québec–Cap-Blanc–colline Parlementaire district in the borough of La Cité–Limoilou.
The area is sometimes referred to as the Latin Quarter (French: Quartier latin), but this title refers more to area around the Séminaire de Québec, the original site of Laval University.
History
Old Quebec is the oldest part of Quebec City, chosen in 1608 by Samuel de Champlain as the location for the Chateau Saint-Louis. Old Quebec maintained a strong military and administrative presence from its beginning, a use determined by the strategic heights of Cap Diamant. While the Lower Town was populated with merchants and craftsmen, the Upper Town was inhabited by military officials and members of the clergy.
This strong military presence long limited the city's expansion. At the end of the 19th century, many wanted to demolish the fortifications, judging them to be unnecessary and a hindrance to urban development. However, Governor Dufferin successfully managed to preserve the character of the walled city, while adapting the further expansion of the modern city.
Despite having undergone some degradation in the 1950s, the Old City has been subject to somewhat of a renaissance period since the 1970s.
The rich historic nature of Old Quebec is marked by the city's ramparts, fortifications, and many historic houses and buildings. The legacy of previous generations and the beauty of the district make it particularly unique.
The majority of buildings in the neighborhood date from 19th century, although the construction of some date back to 17th and 18th centuries. It also is home to several commercial streets, including Rue Saint-Jean, Rue Sainte-Anne and Rue De Buade. Many institutions are still housed in the heart of the city, such as the Quebec City Council, the Séminaire de Québec, the Ursulines Convent, and the Augustinian monastery. As a popular tourist destination, Old Quebec is also home to several hotels, including the famous Château Frontenac. Guided ghosts tours are also of interest to its residents and visitors.
Ramparts of Quebec City
World Heritage site by UNESCO in 1985
National Historic Site of Canada in 1948
Located in Canada, the Ramparts of Quebec City are the only remaining fortified city walls in the Americas, north of Mexico.[1] The English began fortifying the existing walls,[2] after they took Quebec City from the French in the Battle of the Plains of Abraham in 1759.
The wall surrounds most of Old Quebec, which was declared a World Heritage site by UNESCO in 1985.[3] The fortifications were designated a National Historic Site of Canada in 1948.
***Text is available under the Creative Commons Attribution-ShareAlike License
Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.
External Links:
en.wikipedia.org/wiki/Category:World_Heritage_Sites_in_Ca...
en.wikipedia.org/wiki/Ramparts_of_Quebec_City
en.wikipedia.org/wiki/Old_Quebec
en.wikipedia.org/wiki/Quebec_City
www.flickr.com/photos/wittysam/show
sundeepkullu.com ™©®
*** My URL's:
phototube.co ™©® - Developer
Eureka Photography & Web Design™©® - Director
himachalculturalvillage.com ™©® Environmentalist, Exclusive Artist , Business Development Manager ( Offshore ) & NGO Founder
Getty Images - Contributer
sundeepkullu.com ™©® - Founder & CEO
I travelled to most exotic places on this earth in last 9 years since 2003. I was exploring India from east to west and north to south till mid 2007. Then i started my World tour to 6 continents in May 2007 & entering 2012, my World tour is still on & i am exploring more and more exotic places around all major countries. I believe "World is just amazing" and every place & face has a unique story to tell. I connect to my subjects as to my soul.
Do not forget to subscribe or login from toolbar at the base of any page on my official website sundeepkullu.com ™©® ( Includes connect with my facebook profile/facebook page/facebook group/facebook Like/twitter/twitter follow/Google Plus/Google Buzz/Google +1/LinkedIn/You Tube/Twitter/Facebook subscribe and not to forget TRANSLATE button to translate al tet to al major languages for subscribers followers & fans from all parts of the World.
Cheers!!!
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.For full size images contact me.
Contacts:-
Primary :
wittysam@gmail.com ( E-mail/Skype/Whatsapp/Google+/LinkedIn/Fring/Yoono/Twitter/Gmail/Instagram/http://sundeepkullu.com & Photography & Videography and Quote for Assignments related)
World Roaming +974 55344547 (Facebook Mobile/Viber/Facetime/WhatsApp)
India New Delhi & Himachal Roaming +91 8527745789 (Google Plus)
sb@sundeepkullu.com ( Facebook & Personal Mail )
Secondary :
eurekasun@yahoo.com ( Flickr & Yahoo Messenger )
admin@phototube.co ( phototube.co related )
enquiries@himachalculturalvillage.com ( himachalculturalvillage.com related )
SunDeep™©® Bhardwaj Kullu
MBA-Sales & Mktg.(Symbiosis,Pune)
B.Pub.Admn.(H.P.University,Summer Hills, Shimla)
BHM (GCC-Bangalore)
***Publishing Photostories clicked in the most exotic places on earth in 15 countries that I visited in last 6 months. For all stories of 70+ Countries go to my oficial website sundeepkullu.com ™©®
My latest 15 explored destinations in my 6th year of World tour so far to 70+Countries & 300+Destinations across 6 Continents and 9 th year of Travel Photography & Videography of Places People Culture Landscapes.Recently explored these exotic places in JAPAN Horyuji Temple 1300 years old Japan's most sacred place & UNESCO site UAE-Al Ain-Abu Dhabi-Dubai-Burj Al Arab-Al Khaleefa Tallest building in the World, SWEDEN-Stocholm-National Parks, AUSTRALIA-Melbourne-Great Ocean Road-Twelve Apostles this week. BELGIUM Brussels, DENMARK-Copenhagen, VIETNAM Hanoi-Halong Bay MALAYSIA-Kuala Lumpur-Kanting Falls-Batu Caves-Petronas Twin Towers , CANADA-Quebec-Ontario-Montreal, ATLANTIC-GREENLAND-LABRADOR PENINSULA-Lebrador Sea, SOUTH AFRICA Johnnesburg-The Cradle of Mankind-Stolkfontien Caves and Lion & Rino Park with others INDIA-Kashmir-Gulmarg-Srinagar CHINA-Shanghai-Zhejiang-Hangzhou-The West Lake GERMANY-BAVERIA-Black Forest-Oberbayern-Garmich Patenkirchen-Eibsee Lake-Zugspitze HIMACHAL-Kullu-Manali-Shimla-Lahaul-Spiti -Dharamshala-Kinnaur-Udaipur-Leh-Laddakh UK-SCOTLAND Glencoe-Fort William-Castle around Scotland-Lochness INDIA Jog Falls Ooty Goa Athirappily & Vazhachal Falls Kerala UK-ENGLAND-London-Manchester-Glasgow & others ITALY-Rome-Vatican City and Other UNESCO Heritage Sites around Rome. Soon my first book on 111 MIRACULOUS WONDERS OF WORLD YOU MYST SEE WHEN U ALIVE will be out with "111 WOW" i Phone application by the end of this year. Updating my official website sundeepkullu.com
KINDLY NOTE***The Stock samples of SDBWP SunDeep Bhardwaj World Photography in flickr Photostream cannot be Copied,Distributed,Published or Used in any form,full or in part,or in any kind of media without prior permission from Sundeep Bhardwaj the owner of these images.Utilization in other websites,intenet media,pages,blogs etc without written consent is PROHIBITED.
The images are also available for licence through GETTY IMAGES or directly by contacting me.
Add me as a friend on my facebook profile 2 as my facebook profile 1 is allmost full with 4000 plus friends here - www.facebook.com/sundeephimachal
Slide Shows | Full Screen Mode | Adobe Flash or Mobile
©All rights reserved © sundeepkullu.com ™©® SunDeep™©® Bhardwaj Kullu
Share this Photostory (As i call it..) Publically with these URL Links below (Embedding Not Allowed) :
www.flickr.com/photos/wittysam/6792039960/in/photostream or
www.flickr.com/photos/wittysam/6792039960/in/photostream/...
©SunDeep™©® Bhardwaj Kullu
SDBWP™©® SunDeep™ Bhardwaj World Photography™©®,
70+Countries 300+Destinations across 7 Continents™©®
"The World is my Studio"™©®
"I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself."
Travel Photographer-Entrepreneur-Business Development Manager-Himachal Cultural Village-Environmentalist
*Friends ***DO COMMENT*** on my flickr Photostream. Thanks for your valuable feedback, comments, likes, favourites and sharing my work within my website and flickr URL's.Your comments are like a fuel to my passion of this Art of Photography ( *I have made a group for the same on flickr & facebook too as listed below)
( *I have made a group for the same on flickr & facebook too as listed below)
Do join these groups no matter you are photo admirer amatuer serious or professional photographer and even compete for Monthly Amwards & Titles-
AOP WORLD FLICKR GROUP www.flickr.com/groups/prodigious/ or short link - bit.ly/ProdigiousAOP
AOP WORLD FACEBOOK GROUP www.facebook.com/groups/111942842150274/ or short link - htp://on.fb.me/AOPworld or bit.ly/AOPworld
FLICKR AOP PRODIGIOUS AWARDS www.flickr.com/groups/candid/ or short lnk - bit.ly/AOPawards
sundeepkullu.com
™©®
or Visit
flickr.com/photos/wittysam or flickr.com/photos/wittysam/show to access all the Photostories.
Quebec City
Quebec ( /kw?'b?k/ or /k?'b?k/; French: Québec [keb?k] ( listen)), also Québec, Quebec City or Québec City (French: Ville de Québec) is the capital of the Canadian province of Quebec. As of 2011, the city has a population of 516,622,[1] and the metropolitan area has a population of 765,706[2], making it the second most populous city in Quebec after Montreal, which is about 233 kilometres (145 mi) to the southwest.
The narrowing of the Saint Lawrence River approximate to the city's promontory, Cap-Diamant (Cape Diamond), and Lévis, on the opposite bank, provided the name given to the city, Kébec, an Algonquin word meaning "where the river narrows". Founded in 1608 by Samuel de Champlain, Quebec City is one of the oldest cities in North America. The ramparts surrounding Old Quebec (Vieux-Québec) are the only remaining fortified city walls that still exist in the Americas north of Mexico, and were declared a World Heritage Site by UNESCO in 1985 as the 'Historic District of Old Québec'.[3][4]
According to the federal and provincial governments, Québec is the city's official name in both French and English, although Quebec City is commonly used, particularly to distinguish the city from the province. The city's most famous landmark is the Château Frontenac, a hotel which dominates the skyline. The National Assembly of Quebec, the Musée national des beaux-arts du Québec (National Gallery of Quebec), and the Musée de la civilisation (Museum of Civilization) are found within or near Vieux-Québec.
Quebec
Quebec /kw?'b?k/ or /k?'b?k/ (French: Québec [keb?k] ( listen))[7] is a province in east-central Canada.[8][9] It is the only Canadian province with a predominantly French-speaking population and the only one whose sole official language is French at the provincial level. Quebec is Canada's largest province by area and its second-largest administrative division; only the territory of Nunavut is larger. It is bordered to the west by the province of Ontario, James Bay and Hudson Bay, to the north by Hudson Strait and Ungava Bay, to the east by the Gulf of Saint Lawrence and the provinces of Newfoundland and Labrador and New Brunswick. It is bordered on the south by the US states of Maine, New Hampshire, Vermont, and New York. It also shares maritime borders with Nunavut, Prince Edward Island, and Nova Scotia.
Quebec is Canada's second most populous province, after Ontario. Most inhabitants live in urban areas near the Saint Lawrence River between Montreal and Quebec City, the capital. English-speaking communities and English-language institutions are concentrated in the west of the island of Montreal but are also significantly present in the Outaouais, Eastern Townships, and Gaspé regions. The Nord-du-Québec region, occupying the northern half of the province, is sparsely populated and inhabited primarily by Aboriginal peoples.[10]
Sovereignty plays a large role in the politics of Quebec, and the official opposition social democratic Parti Québécois advocates national sovereignty for the province and secession from Canada. Sovereignist governments have held referendums on independence in 1980 and 1995; both were voted down by voters, the latter defeated by a very narrow margin.[11] In 2006, the Canadian House of Commons passed a symbolic motion, the Québécois nation motion, recognizing the "Québécois as a nation within a united Canada."[12][13]
While the province's substantial natural resources have long been the mainstay of its economy, sectors of the knowledge economy such as aerospace, information and communication technologies, biotechnology and the pharmaceutical industry also play leading roles. These many industries have all contributed to helping Quebec become the second most economically influential province, second only to Ontario.[14]
Old Quebec
Historic District of Old Quebec *
UNESCO World Heritage Site
Old Quebec (French: Vieux-Québec) is a historic neighbourhood of Quebec City, the capital of the province of Quebec in Canada. Comprising the Upper Town (French: Haute-Ville) and Lower Town (French: Basse-Ville), the area is a UNESCO World Heritage Site. Administratively, Old Quebec is part of the Vieux-Québec–Cap-Blanc–colline Parlementaire district in the borough of La Cité–Limoilou.
The area is sometimes referred to as the Latin Quarter (French: Quartier latin), but this title refers more to area around the Séminaire de Québec, the original site of Laval University.
History
Old Quebec is the oldest part of Quebec City, chosen in 1608 by Samuel de Champlain as the location for the Chateau Saint-Louis. Old Quebec maintained a strong military and administrative presence from its beginning, a use determined by the strategic heights of Cap Diamant. While the Lower Town was populated with merchants and craftsmen, the Upper Town was inhabited by military officials and members of the clergy.
This strong military presence long limited the city's expansion. At the end of the 19th century, many wanted to demolish the fortifications, judging them to be unnecessary and a hindrance to urban development. However, Governor Dufferin successfully managed to preserve the character of the walled city, while adapting the further expansion of the modern city.
Despite having undergone some degradation in the 1950s, the Old City has been subject to somewhat of a renaissance period since the 1970s.
The rich historic nature of Old Quebec is marked by the city's ramparts, fortifications, and many historic houses and buildings. The legacy of previous generations and the beauty of the district make it particularly unique.
The majority of buildings in the neighborhood date from 19th century, although the construction of some date back to 17th and 18th centuries. It also is home to several commercial streets, including Rue Saint-Jean, Rue Sainte-Anne and Rue De Buade. Many institutions are still housed in the heart of the city, such as the Quebec City Council, the Séminaire de Québec, the Ursulines Convent, and the Augustinian monastery. As a popular tourist destination, Old Quebec is also home to several hotels, including the famous Château Frontenac. Guided ghosts tours are also of interest to its residents and visitors.
***Text is available under the Creative Commons Attribution-ShareAlike License
Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.
External Links:
en.wikipedia.org/wiki/Category:World_Heritage_Sites_in_Ca...
en.wikipedia.org/wiki/Old_Quebec
en.wikipedia.org/wiki/Quebec_City
www.flickr.com/photos/wittysam/show
sundeepkullu.com ™©®
*** My URL's:
phototube.co ™©® - Developer
Eureka Photography & Web Design™©® - Director
himachalculturalvillage.com ™©® Environmentalist, Exclusive Artist , Business Development Manager ( Offshore ) & NGO Founder
Getty Images - Contributer
sundeepkullu.com ™©® - Founder & CEO
I travelled to most exotic places on this earth in last 9 years since 2003. I was exploring India from east to west and north to south till mid 2007. Then i started my World tour to 6 continents in May 2007 & entering 2012, my World tour is still on & i am exploring more and more exotic places around all major countries. I believe "World is just amazing" and every place & face has a unique story to tell. I connect to my subjects as to my soul.
Do not forget to subscribe or login from toolbar at the base of any page on my official website sundeepkullu.com ™©® ( Includes connect with my facebook profile/facebook page/facebook group/facebook Like/twitter/twitter follow/Google Plus/Google Buzz/Google +1/LinkedIn/You Tube/Twitter/Facebook subscribe and not to forget TRANSLATE button to translate al tet to al major languages for subscribers followers & fans from all parts of the World.
Cheers!!!
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.For full size images contact me.
Contacts:-
Primary :
wittysam@gmail.com ( E-mail/Skype/Whatsapp/Google+/LinkedIn/Fring/Yoono/Twitter/Gmail/Instagram/http://sundeepkullu.com & Photography & Videography and Quote for Assignments related)
World Roaming +974 55344547 (Facebook Mobile/Viber/Facetime/WhatsApp)
India New Delhi & Himachal Roaming +91 8527745789 (Google Plus)
sb@sundeepkullu.com ( Facebook & Personal Mail )
Secondary :
eurekasun@yahoo.com ( Flickr & Yahoo Messenger )
admin@phototube.co ( phototube.co related )
enquiries@himachalculturalvillage.com ( himachalculturalvillage.com related )
SunDeep™©® Bhardwaj Kullu
MBA-Sales & Mktg.(Symbiosis,Pune)
B.Pub.Admn.(H.P.University,Summer Hills, Shimla)
BHM (GCC-Bangalore)
***Publishing Photostories clicked in the most exotic places on earth in 15 countries that I visited in last 6 months. For all stories of 70+ Countries go to my oficial website sundeepkullu.com ™©®
My latest 15 explored destinations in my 6th year of World tour so far to 70+Countries & 300+Destinations across 6 Continents and 9 th year of Travel Photography & Videography of Places People Culture Landscapes.Recently explored these exotic places in JAPAN Horyuji Temple 1300 years old Japan's most sacred place & UNESCO site UAE-Al Ain-Abu Dhabi-Dubai-Burj Al Arab-Al Khaleefa Tallest building in the World, SWEDEN-Stocholm-National Parks, AUSTRALIA-Melbourne-Great Ocean Road-Twelve Apostles this week. BELGIUM Brussels, DENMARK-Copenhagen, VIETNAM Hanoi-Halong Bay MALAYSIA-Kuala Lumpur-Kanting Falls-Batu Caves-Petronas Twin Towers , CANADA-Quebec-Ontario-Montreal, ATLANTIC-GREENLAND-LABRADOR PENINSULA-Lebrador Sea, SOUTH AFRICA Johnnesburg-The Cradle of Mankind-Stolkfontien Caves and Lion & Rino Park with others INDIA-Kashmir-Gulmarg-Srinagar CHINA-Shanghai-Zhejiang-Hangzhou-The West Lake GERMANY-BAVERIA-Black Forest-Oberbayern-Garmich Patenkirchen-Eibsee Lake-Zugspitze HIMACHAL-Kullu-Manali-Shimla-Lahaul-Spiti -Dharamshala-Kinnaur-Udaipur-Leh-Laddakh UK-SCOTLAND Glencoe-Fort William-Castle around Scotland-Lochness INDIA Jog Falls Ooty Goa Athirappily & Vazhachal Falls Kerala UK-ENGLAND-London-Manchester-Glasgow & others ITALY-Rome-Vatican City and Other UNESCO Heritage Sites around Rome. Soon my first book on 111 MIRACULOUS WONDERS OF WORLD YOU MYST SEE WHEN U ALIVE will be out with "111 WOW" i Phone application by the end of this year. Updating my official website sundeepkullu.com
Add me as a friend on my facebook profile 2 as my facebook profile 1 is allmost full with 4000 plus friends here - www.facebook.com/sundeephimachal
Slide Shows | Full Screen Mode | Adobe Flash or Mobile
www.flickr.com/photos/wittysam/sets/72157624062762956/
www.flickr.com/photos/wittysam/sets/72157624062638852/show/
©All rights reserved © sundeepkullu.com ™©®
Share this Photostory (As i call it..) Publically with these URL Links below (Embedding Not Allowed) :
www.flickr.com/photos/wittysam/6792039960/in/photostream or
www.flickr.com/photos/wittysam/6792039960/in/photostream/...
SunDeep™©® Bhardwaj Kullu
SDBWP™©® SunDeep™ Bhardwaj World Photography™©®,
70+Countries 300+Destinations across 7 Continents™©®
"The World is my Studio"™©®
"I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself."
Travel Photographer-Entrepreneur-Business Development Manager-Himachal Cultural Village-Environmentalist
*Friends ***DO COMMENT*** on my flickr Photostream. Thanks for your valuable feedback, comments, likes, favourites and sharing my work within my website and flickr URL's.Your comments are like a fuel to my passion of this Art of Photography ( *I have made a group for the same on flickr & facebook too as listed below)
( *I have made a group for the same on flickr & facebook too as listed below)
Do join these groups no matter you are photo admirer amatuer serious or professional photographer and even compete for Monthly Amwards & Titles-
AOP WORLD FLICKR GROUP www.flickr.com/groups/prodigious/ or short link - bit.ly/ProdigiousAOP
AOP WORLD FACEBOOK GROUP www.facebook.com/groups/111942842150274/ or short link - htp://on.fb.me/AOPworld or bit.ly/AOPworld
FLICKR AOP PRODIGIOUS AWARDS www.flickr.com/groups/candid/ or short lnk - bit.ly/AOPawards
sundeepkullu.com
™©®
or Visit
flickr.com/photos/wittysam or flickr.com/photos/wittysam/show to access all the Photostories.
Quebec City
Quebec ( /kw?'b?k/ or /k?'b?k/; French: Québec [keb?k] ( listen)), also Québec, Quebec City or Québec City (French: Ville de Québec) is the capital of the Canadian province of Quebec. As of 2011, the city has a population of 516,622,[1] and the metropolitan area has a population of 765,706[2], making it the second most populous city in Quebec after Montreal, which is about 233 kilometres (145 mi) to the southwest.
The narrowing of the Saint Lawrence River approximate to the city's promontory, Cap-Diamant (Cape Diamond), and Lévis, on the opposite bank, provided the name given to the city, Kébec, an Algonquin word meaning "where the river narrows". Founded in 1608 by Samuel de Champlain, Quebec City is one of the oldest cities in North America. The ramparts surrounding Old Quebec (Vieux-Québec) are the only remaining fortified city walls that still exist in the Americas north of Mexico, and were declared a World Heritage Site by UNESCO in 1985 as the 'Historic District of Old Québec'.[3][4]
According to the federal and provincial governments, Québec is the city's official name in both French and English, although Quebec City is commonly used, particularly to distinguish the city from the province. The city's most famous landmark is the Château Frontenac, a hotel which dominates the skyline. The National Assembly of Quebec, the Musée national des beaux-arts du Québec (National Gallery of Quebec), and the Musée de la civilisation (Museum of Civilization) are found within or near Vieux-Québec.
Quebec
Quebec /kw?'b?k/ or /k?'b?k/ (French: Québec [keb?k] ( listen))[7] is a province in east-central Canada.[8][9] It is the only Canadian province with a predominantly French-speaking population and the only one whose sole official language is French at the provincial level. Quebec is Canada's largest province by area and its second-largest administrative division; only the territory of Nunavut is larger. It is bordered to the west by the province of Ontario, James Bay and Hudson Bay, to the north by Hudson Strait and Ungava Bay, to the east by the Gulf of Saint Lawrence and the provinces of Newfoundland and Labrador and New Brunswick. It is bordered on the south by the US states of Maine, New Hampshire, Vermont, and New York. It also shares maritime borders with Nunavut, Prince Edward Island, and Nova Scotia.
Quebec is Canada's second most populous province, after Ontario. Most inhabitants live in urban areas near the Saint Lawrence River between Montreal and Quebec City, the capital. English-speaking communities and English-language institutions are concentrated in the west of the island of Montreal but are also significantly present in the Outaouais, Eastern Townships, and Gaspé regions. The Nord-du-Québec region, occupying the northern half of the province, is sparsely populated and inhabited primarily by Aboriginal peoples.[10]
Sovereignty plays a large role in the politics of Quebec, and the official opposition social democratic Parti Québécois advocates national sovereignty for the province and secession from Canada. Sovereignist governments have held referendums on independence in 1980 and 1995; both were voted down by voters, the latter defeated by a very narrow margin.[11] In 2006, the Canadian House of Commons passed a symbolic motion, the Québécois nation motion, recognizing the "Québécois as a nation within a united Canada."[12][13]
While the province's substantial natural resources have long been the mainstay of its economy, sectors of the knowledge economy such as aerospace, information and communication technologies, biotechnology and the pharmaceutical industry also play leading roles. These many industries have all contributed to helping Quebec become the second most economically influential province, second only to Ontario.[14]
Old Quebec
Historic District of Old Quebec *
UNESCO World Heritage Site
Old Quebec (French: Vieux-Québec) is a historic neighbourhood of Quebec City, the capital of the province of Quebec in Canada. Comprising the Upper Town (French: Haute-Ville) and Lower Town (French: Basse-Ville), the area is a UNESCO World Heritage Site. Administratively, Old Quebec is part of the Vieux-Québec–Cap-Blanc–colline Parlementaire district in the borough of La Cité–Limoilou.
The area is sometimes referred to as the Latin Quarter (French: Quartier latin), but this title refers more to area around the Séminaire de Québec, the original site of Laval University.
History
Old Quebec is the oldest part of Quebec City, chosen in 1608 by Samuel de Champlain as the location for the Chateau Saint-Louis. Old Quebec maintained a strong military and administrative presence from its beginning, a use determined by the strategic heights of Cap Diamant. While the Lower Town was populated with merchants and craftsmen, the Upper Town was inhabited by military officials and members of the clergy.
This strong military presence long limited the city's expansion. At the end of the 19th century, many wanted to demolish the fortifications, judging them to be unnecessary and a hindrance to urban development. However, Governor Dufferin successfully managed to preserve the character of the walled city, while adapting the further expansion of the modern city.
Despite having undergone some degradation in the 1950s, the Old City has been subject to somewhat of a renaissance period since the 1970s.
The rich historic nature of Old Quebec is marked by the city's ramparts, fortifications, and many historic houses and buildings. The legacy of previous generations and the beauty of the district make it particularly unique.
The majority of buildings in the neighborhood date from 19th century, although the construction of some date back to 17th and 18th centuries. It also is home to several commercial streets, including Rue Saint-Jean, Rue Sainte-Anne and Rue De Buade. Many institutions are still housed in the heart of the city, such as the Quebec City Council, the Séminaire de Québec, the Ursulines Convent, and the Augustinian monastery. As a popular tourist destination, Old Quebec is also home to several hotels, including the famous Château Frontenac. Guided ghosts tours are also of interest to its residents and visitors.
***Text is available under the Creative Commons Attribution-ShareAlike License
Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.
External Links:
en.wikipedia.org/wiki/Category:World_Heritage_Sites_in_Ca...
en.wikipedia.org/wiki/Old_Quebec
en.wikipedia.org/wiki/Quebec_City
www.flickr.com/photos/wittysam/show
sundeepkullu.com ™©®
*** My URL's:
phototube.co ™©® - Developer
Eureka Photography & Web Design™©® - Director
himachalculturalvillage.com ™©® Environmentalist, Exclusive Artist , Business Development Manager ( Offshore ) & NGO Founder
Getty Images - Contributer
sundeepkullu.com ™©® - Founder & CEO
I travelled to most exotic places on this earth in last 9 years since 2003. I was exploring India from east to west and north to south till mid 2007. Then i started my World tour to 6 continents in May 2007 & entering 2012, my World tour is still on & i am exploring more and more exotic places around all major countries. I believe "World is just amazing" and every place & face has a unique story to tell. I connect to my subjects as to my soul.
Do not forget to subscribe or login from toolbar at the base of any page on my official website sundeepkullu.com ™©® ( Includes connect with my facebook profile/facebook page/facebook group/facebook Like/twitter/twitter follow/Google Plus/Google Buzz/Google +1/LinkedIn/You Tube/Twitter/Facebook subscribe and not to forget TRANSLATE button to translate al tet to al major languages for subscribers followers & fans from all parts of the World.
Cheers!!!
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.For full size images contact me.
Contacts:-
Primary :
wittysam@gmail.com ( E-mail/Skype/Whatsapp/Google+/LinkedIn/Fring/Yoono/Twitter/Gmail/Instagram/http://sundeepkullu.com & Photography & Videography and Quote for Assignments related)
World Roaming +974 55344547 (Facebook Mobile/Viber/Facetime/WhatsApp)
India New Delhi & Himachal Roaming +91 8527745789 (Google Plus)
sb@sundeepkullu.com ( Facebook & Personal Mail )
Secondary :
eurekasun@yahoo.com ( Flickr & Yahoo Messenger )
admin@phototube.co ( phototube.co related )
enquiries@himachalculturalvillage.com ( himachalculturalvillage.com related )
SunDeep™©® Bhardwaj Kullu
MBA-Sales & Mktg.(Symbiosis,Pune)
B.Pub.Admn.(H.P.University,Summer Hills, Shimla)
BHM (GCC-Bangalore)
***Publishing Photostories clicked in the most exotic places on earth in 15 countries that I visited in last 6 months. For all stories of 70+ Countries go to my oficial website sundeepkullu.com ™©®
My latest 15 explored destinations in my 6th year of World tour so far to 70+Countries & 300+Destinations across 6 Continents and 9 th year of Travel Photography & Videography of Places People Culture Landscapes.Recently explored these exotic places in JAPAN Horyuji Temple 1300 years old Japan's most sacred place & UNESCO site UAE-Al Ain-Abu Dhabi-Dubai-Burj Al Arab-Al Khaleefa Tallest building in the World, SWEDEN-Stocholm-National Parks, AUSTRALIA-Melbourne-Great Ocean Road-Twelve Apostles this week. BELGIUM Brussels, DENMARK-Copenhagen, VIETNAM Hanoi-Halong Bay MALAYSIA-Kuala Lumpur-Kanting Falls-Batu Caves-Petronas Twin Towers , CANADA-Quebec-Ontario-Montreal, ATLANTIC-GREENLAND-LABRADOR PENINSULA-Lebrador Sea, SOUTH AFRICA Johnnesburg-The Cradle of Mankind-Stolkfontien Caves and Lion & Rino Park with others INDIA-Kashmir-Gulmarg-Srinagar CHINA-Shanghai-Zhejiang-Hangzhou-The West Lake GERMANY-BAVERIA-Black Forest-Oberbayern-Garmich Patenkirchen-Eibsee Lake-Zugspitze HIMACHAL-Kullu-Manali-Shimla-Lahaul-Spiti -Dharamshala-Kinnaur-Udaipur-Leh-Laddakh UK-SCOTLAND Glencoe-Fort William-Castle around Scotland-Lochness INDIA Jog Falls Ooty Goa Athirappily & Vazhachal Falls Kerala UK-ENGLAND-London-Manchester-Glasgow & others ITALY-Rome-Vatican City and Other UNESCO Heritage Sites around Rome. Soon my first book on 111 MIRACULOUS WONDERS OF WORLD YOU MYST SEE WHEN U ALIVE will be out with "111 WOW" i Phone application by the end of this year. Updating my official website sundeepkullu.com
Add me as a friend on my facebook profile 2 as my facebook profile 1 is allmost full with 4000 plus friends here - www.facebook.com/sundeephimachal
Slide Shows | Full Screen Mode | Adobe Flash or Mobile
Contact me here: butchpetty.com/contactus.html
This is a 1958 "Field & Stream" Travel Trailer ( canned ham ). This vintage style of camping trailers were referred to as "car trailers" back when they were being built because of their size, light weight and ease of towing. The cabin part of the trailer is 12' long, the tongue is 2' making the total length only 14'. It pulls beautifully going down the highway, no fish tailing at all. You can forget your pulling a trailer.
This trailer is 95% original, no modifications. This trailer has not been restored and I have only made a couple of small repairs. If you are looking for a great platform for making a complete restoration then this would be an absolutely great trailer for such a project.
The interior is all wood, top to bottom and front to back and it is all original wood. I have installed a self-contained 12 volt electrical system and it doesn't need 120 volt. Everything runs off of 12 volts. However all of the original 120 volt wiring is still in place and hasn't been touched, even the original 120v light fixtures are still in place. All of the cabinet hardware is still in place, working and original. All the hinges, handles, and everything is original. The original "icebox" and oven/stove are still in the camper and work great. It also has the original factory installed "Kenmore" cabin heater and it also works great.
When I got the trailer someone had changed the paint scheme so I re-painted it to the original design. The rear couch makes into a double bed. Above the rear couch it has a removable bunk bed/hammock that is original factory equipment also. The dinette also makes into a double bed. There is a lot of storage in the camper. It also has a 10 gallon fresh water tank with a manual hand pump.
The trailer also comes with 2 30 lb propane tanks, a new spare tire and wheel.
The following items are new in the past three months:
New Interior 12 volt light throughout the camper
New 240 watt solar panel
New "Sunforce" 12v, 30 amp charge controller
4 new "Everstart" 750 cold crank amp deep cell marine batteries
New "Cen-Tech" 1500 watt continuous , 3000 surge 120v power inverter (for microwave, etc.)
New Rival 700 watt microwave
New manual water pump for sink
New Shakespeare SeaWatch 15" Marine TV Antenna (model 3015)
Toshiba 17' Flat Screen TV
All new blinds on the windows
New roof top vent
This is one great little camper. I bought it for hunting plus the nostalgia. It was used this past hunting season and worked great. However with four adult men it was a little cramped. So I plan to up size for next year. I pulled it off road in BLM land in Teller County and down in the Phantom Canyon area and had no problems at all.
Because this trailer is extremely rare there are not many sources of photos to be had but you can follow the link below to another "Field & Stream" trailer. As you can see the interiors are very similar as it is all original like mine: girlcamper.blogspot.com/2015_07_01_archive.html
(Update) You can see a video of the interior of my camper here: youtu.be/NA1VfPU8Sd8
Now the best part last: YES, I DO HAVE A CLEAN CLEAR TITLE IN HAND, AND CURRENT REGISTRATION ALSO. So unlike most trailers you see of this vintage you will not have a problem with registration and it will be registered as a "Field and Stream" not a home-made trailer as is usually the case with trailers bought without a title.
If you have questions please ask. I am asking $5000.00 cash, make offer, no trades. I will sell it to the first person who makes me an agreeable offer with CASH ONLY. I will consider local delivery after the cash transaction.
©All rights reserved © sundeepkullu.com ™©® SunDeep™©® Bhardwaj Kullu
Share this Photostory (As i call it..) Publically with these URL Links below (Embedding Not Allowed) :
www.flickr.com/photos/wittysam/6938965409/in/photostream/ or
www.flickr.com/photos/wittysam/6938965409/in/photostream/...
©SunDeep™©® Bhardwaj Kullu
SDBWP™©® SunDeep™ Bhardwaj World Photography™©®,
70+Countries 300+Destinations across 7 Continents™©®
"The World is my Studio"™©®
"I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself."
Travel Photographer-Entrepreneur-Business Development Manager-Himachal Cultural Village-Environmentalist
*Friends ***DO COMMENT*** on my flickr Photostream. Thanks for your valuable feedback, comments, likes, favourites and sharing my work within my website and flickr URL's.Your comments are like a fuel to my passion of this Art of Photography ( *I have made a group for the same on flickr & facebook too as listed below)
( *I have made a group for the same on flickr & facebook too as listed below)
Do join these groups no matter you are photo admirer amatuer serious or professional photographer and even compete for Monthly Amwards & Titles-
AOP WORLD FLICKR GROUP www.flickr.com/groups/prodigious/ or short link - bit.ly/ProdigiousAOP
AOP WORLD FACEBOOK GROUP www.facebook.com/groups/111942842150274/ or short link - htp://on.fb.me/AOPworld or bit.ly/AOPworld
FLICKR AOP PRODIGIOUS AWARDS www.flickr.com/groups/candid/ or short lnk - bit.ly/AOPawards
sundeepkullu.com
™©®
or Visit
flickr.com/photos/wittysam or flickr.com/photos/wittysam/show to access all the Photostories.
Quebec City
Quebec ( /kw?'b?k/ or /k?'b?k/; French: Québec [keb?k] ( listen)), also Québec, Quebec City or Québec City (French: Ville de Québec) is the capital of the Canadian province of Quebec. As of 2011, the city has a population of 516,622,[1] and the metropolitan area has a population of 765,706[2], making it the second most populous city in Quebec after Montreal, which is about 233 kilometres (145 mi) to the southwest.
The narrowing of the Saint Lawrence River approximate to the city's promontory, Cap-Diamant (Cape Diamond), and Lévis, on the opposite bank, provided the name given to the city, Kébec, an Algonquin word meaning "where the river narrows". Founded in 1608 by Samuel de Champlain, Quebec City is one of the oldest cities in North America. The ramparts surrounding Old Quebec (Vieux-Québec) are the only remaining fortified city walls that still exist in the Americas north of Mexico, and were declared a World Heritage Site by UNESCO in 1985 as the 'Historic District of Old Québec'.[3][4]
According to the federal and provincial governments, Québec is the city's official name in both French and English, although Quebec City is commonly used, particularly to distinguish the city from the province. The city's most famous landmark is the Château Frontenac, a hotel which dominates the skyline. The National Assembly of Quebec, the Musée national des beaux-arts du Québec (National Gallery of Quebec), and the Musée de la civilisation (Museum of Civilization) are found within or near Vieux-Québec.
Quebec
Quebec /kw?'b?k/ or /k?'b?k/ (French: Québec [keb?k] ( listen))[7] is a province in east-central Canada.[8][9] It is the only Canadian province with a predominantly French-speaking population and the only one whose sole official language is French at the provincial level. Quebec is Canada's largest province by area and its second-largest administrative division; only the territory of Nunavut is larger. It is bordered to the west by the province of Ontario, James Bay and Hudson Bay, to the north by Hudson Strait and Ungava Bay, to the east by the Gulf of Saint Lawrence and the provinces of Newfoundland and Labrador and New Brunswick. It is bordered on the south by the US states of Maine, New Hampshire, Vermont, and New York. It also shares maritime borders with Nunavut, Prince Edward Island, and Nova Scotia.
Quebec is Canada's second most populous province, after Ontario. Most inhabitants live in urban areas near the Saint Lawrence River between Montreal and Quebec City, the capital. English-speaking communities and English-language institutions are concentrated in the west of the island of Montreal but are also significantly present in the Outaouais, Eastern Townships, and Gaspé regions. The Nord-du-Québec region, occupying the northern half of the province, is sparsely populated and inhabited primarily by Aboriginal peoples.[10]
Sovereignty plays a large role in the politics of Quebec, and the official opposition social democratic Parti Québécois advocates national sovereignty for the province and secession from Canada. Sovereignist governments have held referendums on independence in 1980 and 1995; both were voted down by voters, the latter defeated by a very narrow margin.[11] In 2006, the Canadian House of Commons passed a symbolic motion, the Québécois nation motion, recognizing the "Québécois as a nation within a united Canada."[12][13]
While the province's substantial natural resources have long been the mainstay of its economy, sectors of the knowledge economy such as aerospace, information and communication technologies, biotechnology and the pharmaceutical industry also play leading roles. These many industries have all contributed to helping Quebec become the second most economically influential province, second only to Ontario.[14]
Old Quebec
Historic District of Old Quebec *
UNESCO World Heritage Site
Old Quebec (French: Vieux-Québec) is a historic neighbourhood of Quebec City, the capital of the province of Quebec in Canada. Comprising the Upper Town (French: Haute-Ville) and Lower Town (French: Basse-Ville), the area is a UNESCO World Heritage Site. Administratively, Old Quebec is part of the Vieux-Québec–Cap-Blanc–colline Parlementaire district in the borough of La Cité–Limoilou.
The area is sometimes referred to as the Latin Quarter (French: Quartier latin), but this title refers more to area around the Séminaire de Québec, the original site of Laval University.
History
Old Quebec is the oldest part of Quebec City, chosen in 1608 by Samuel de Champlain as the location for the Chateau Saint-Louis. Old Quebec maintained a strong military and administrative presence from its beginning, a use determined by the strategic heights of Cap Diamant. While the Lower Town was populated with merchants and craftsmen, the Upper Town was inhabited by military officials and members of the clergy.
This strong military presence long limited the city's expansion. At the end of the 19th century, many wanted to demolish the fortifications, judging them to be unnecessary and a hindrance to urban development. However, Governor Dufferin successfully managed to preserve the character of the walled city, while adapting the further expansion of the modern city.
Despite having undergone some degradation in the 1950s, the Old City has been subject to somewhat of a renaissance period since the 1970s.
The rich historic nature of Old Quebec is marked by the city's ramparts, fortifications, and many historic houses and buildings. The legacy of previous generations and the beauty of the district make it particularly unique.
The majority of buildings in the neighborhood date from 19th century, although the construction of some date back to 17th and 18th centuries. It also is home to several commercial streets, including Rue Saint-Jean, Rue Sainte-Anne and Rue De Buade. Many institutions are still housed in the heart of the city, such as the Quebec City Council, the Séminaire de Québec, the Ursulines Convent, and the Augustinian monastery. As a popular tourist destination, Old Quebec is also home to several hotels, including the famous Château Frontenac. Guided ghosts tours are also of interest to its residents and visitors.
***Text is available under the Creative Commons Attribution-ShareAlike License
Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.
External Links:
en.wikipedia.org/wiki/Category:World_Heritage_Sites_in_Ca...
en.wikipedia.org/wiki/Old_Quebec
en.wikipedia.org/wiki/Quebec_City
www.flickr.com/photos/wittysam/show
sundeepkullu.com ™©®
*** My URL's:
phototube.co ™©® - Developer
Eureka Photography & Web Design™©® - Director
himachalculturalvillage.com ™©® Environmentalist, Exclusive Artist , Business Development Manager ( Offshore ) & NGO Founder
Getty Images - Contributer
sundeepkullu.com ™©® - Founder & CEO
I travelled to most exotic places on this earth in last 9 years since 2003. I was exploring India from east to west and north to south till mid 2007. Then i started my World tour to 6 continents in May 2007 & entering 2012, my World tour is still on & i am exploring more and more exotic places around all major countries. I believe "World is just amazing" and every place & face has a unique story to tell. I connect to my subjects as to my soul.
Do not forget to subscribe or login from toolbar at the base of any page on my official website sundeepkullu.com ™©® ( Includes connect with my facebook profile/facebook page/facebook group/facebook Like/twitter/twitter follow/Google Plus/Google Buzz/Google +1/LinkedIn/You Tube/Twitter/Facebook subscribe and not to forget TRANSLATE button to translate al tet to al major languages for subscribers followers & fans from all parts of the World.
Cheers!!!
These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.For full size images contact me.
Contacts:-
Primary :
wittysam@gmail.com ( E-mail/Skype/Whatsapp/Google+/LinkedIn/Fring/Yoono/Twitter/Gmail/Instagram/http://sundeepkullu.com & Photography & Videography and Quote for Assignments related)
World Roaming +974 55344547 (Facebook Mobile/Viber/Facetime/WhatsApp)
India New Delhi & Himachal Roaming +91 8527745789 (Google Plus)
sb@sundeepkullu.com ( Facebook & Personal Mail )
Secondary :
eurekasun@yahoo.com ( Flickr & Yahoo Messenger )
admin@phototube.co ( phototube.co related )
enquiries@himachalculturalvillage.com ( himachalculturalvillage.com related )
SunDeep™©® Bhardwaj Kullu
MBA-Sales & Mktg.(Symbiosis,Pune)
B.Pub.Admn.(H.P.University,Summer Hills, Shimla)
BHM (GCC-Bangalore)
***Publishing Photostories clicked in the most exotic places on earth in 15 countries that I visited in last 6 months. For all stories of 70+ Countries go to my oficial website sundeepkullu.com ™©®
My latest 15 explored destinations in my 6th year of World tour so far to 70+Countries & 300+Destinations across 6 Continents and 9 th year of Travel Photography & Videography of Places People Culture Landscapes.Recently explored these exotic places in JAPAN Horyuji Temple 1300 years old Japan's most sacred place & UNESCO site UAE-Al Ain-Abu Dhabi-Dubai-Burj Al Arab-Al Khaleefa Tallest building in the World, SWEDEN-Stocholm-National Parks, AUSTRALIA-Melbourne-Great Ocean Road-Twelve Apostles this week. BELGIUM Brussels, DENMARK-Copenhagen, VIETNAM Hanoi-Halong Bay MALAYSIA-Kuala Lumpur-Kanting Falls-Batu Caves-Petronas Twin Towers , CANADA-Quebec-Ontario-Montreal, ATLANTIC-GREENLAND-LABRADOR PENINSULA-Lebrador Sea, SOUTH AFRICA Johnnesburg-The Cradle of Mankind-Stolkfontien Caves and Lion & Rino Park with others INDIA-Kashmir-Gulmarg-Srinagar CHINA-Shanghai-Zhejiang-Hangzhou-The West Lake GERMANY-BAVERIA-Black Forest-Oberbayern-Garmich Patenkirchen-Eibsee Lake-Zugspitze HIMACHAL-Kullu-Manali-Shimla-Lahaul-Spiti -Dharamshala-Kinnaur-Udaipur-Leh-Laddakh UK-SCOTLAND Glencoe-Fort William-Castle around Scotland-Lochness INDIA Jog Falls Ooty Goa Athirappily & Vazhachal Falls Kerala UK-ENGLAND-London-Manchester-Glasgow & others ITALY-Rome-Vatican City and Other UNESCO Heritage Sites around Rome. Soon my first book on 111 MIRACULOUS WONDERS OF WORLD YOU MYST SEE WHEN U ALIVE will be out with "111 WOW" i Phone application by the end of this year. Updating my official website sundeepkullu.com
Add me as a friend on my facebook profile 2 as my facebook profile 1 is allmost full with 4000 plus friends here - www.facebook.com/sundeephimachal
Slide Shows | Full Screen Mode | Adobe Flash or Mobile
The sets 09E (Z22517/18) and 41E (Z22581/2) making a stop at the station of Bondy in a RER-E service from Nanterre-La Folie to Chelles-Gournay. To the right on the other side of (the lady on) the platform, a tram for the T4-service to either Aulnay-sous-Bois or Hôpital Montfermeil.
The Z22500 sets are an endangered species. The 53 sets entered service with the start of the RER-E from Haussmann-Saint-Lazare via Magenta to Chelles-Gournay July 14, 1999. A second branch to the RER-E was added in stages to Tournan, in December 2003.
The sets of the Z22500 class have been ordered for the RER-E and have been running almost exclusively on the E-line.
With the new Z58000 sets coming into service, the class Z22500 will retire. There is no program to modernize or to reuse the sets. Going to the 'ferrailleur' for scrapping seems to be the only option.
Bondy, 6-6-2025.
M49661.
Long, long ago I was tagged by Richard. I was away… then I managed to turn flickr into a big chaos, then I couldn’t decide which image to use, and of course being lazy helped a bit. And one day (which is today), I felt I run out of excuses (something that doesn’t happen to me often!) So it is time to play.
1
I am probably the most quick-tempered person on earth. And unlike quick-tempered people, I do not calm down easily: my anger continues and continues and continues…
(Ohh… I should’ve written this at the end…Now you’ll all go thinking what an awful person I am. But come back… I am not that bad. At least not always!)
2
Making me angry is so easy. Hmmm…well…making me smile is so easy, too! And I cry very easily. (Gosh! I am such an easy person!)
3
One of the things that gets on my nerves is gay marriage becoming a state and public affair, and topic of political discussion. “Since when the relationship between two people has become others’ business?” “Would you like to be told with whom you might get married?” are some of the questions I raise. When two people love each other, getting married or not is up to them-and only to them. Love is enough… and ‘granting’ a right is unacceptable. (How strange to punish people because they love…whereas human history is full of people who became/were made hero because they hated. I really have problems in understanding humans…)
4
Another thing that gets on my nerves is (yes…yes… there are so many things that get on my nerves:-) ) that I will never be able to read all the books I’d love to read though I am a bookworm. Life is too short for this…and books (fortunately) are so many. And the number of books increases since I tend to reread and reread and reread.
5
Maybe it is time to mention some things that I love…
I love falling asleep in front of tv.
But I sleep very little…and I don’t have tv. So I don’t have many chances to enjoy this ‘activity’ Maybe I should start sleeping more and buy a tv-just to indulge myself.
6
My love for endless sea is endless… Yet I am in love with a landlocked country: Mongolia…
7
Give me something sour…and you can take my soul!
(I think this can be a good beginning for a childish poem that a dear friend has been asking from me!!)
Lemon, sour plums, green almonds, sour apples…you name it:-)
8
I don’t like theater…but I love reading plays. Tennessee Williams, Ionesco (Theatre of the Absurd in general) are among my favorite playwrights.
9
I love Pink Panther! He is more than a cartoon character for me:-)
10
I am a morning person. I love mornings. I wake up so early. My mind and senses are wide open in the mornings. I am so cheerful and talkative…hence turning un-morning peoples’ mornings into a hell! (No, I don’t feel guilty for doing so… because their mornings are hell with or without me!) But… if you’ll ever see me in the morning, do not touch me until I have several glasses of water and a few sips of coffee…for your own safety. (Unless you are a cat. I am at the service of cats even before having some water and coffee. (Cats… it is amazing how they twist people around their little claws!) )
11
I love flowers…but I never pick them. Picking flowers is killing them-that's how I feel. Flower fields (especially wild flower fields), flowers planted in flowerpots or seeds are how I receive flowers.
12
Stray cats and dogs and homeless people of İstanbul are my friends. I don’t make any effort to make friends with them …it just happens. Always.
They have so little, almost nothing to offer… yet they are the most generous beings.
They don’t guard their hearts…and I wish they do, even this means I may be deprived of their friendship.
13
I talk to and with myself…quite often. (No, not because I find my talks so pleasing:-) )
14
When I am talking, I have no notion of how to start to begin with…I start from the middle, I hide my assumptions, I follow my never-stopping chain of associations as if people can read my mind… and I expect people to understand me, as if these are not enough I head into paths of those associations, ending up forgetting what I was saying, why I started talking… (See, my talks are not that pleasing… so why am I talking to and with myself? I have no idea… )
15
I have a very strong memory. I remember my very early childhood. I remember instants…I remember scents and colors and feelings of instants. But if I have to remember a number, forget it… I don’t even know my own phone number!
16
Teasing is a way of showing love for me. A very expressive way.
Contax RTS II, 50mm Carl Zeiss Lens, T-Max, Minolta Scan Multi Pro Scanner
© All rights reserved.
Been out with the flu/cold this past week. But I'm now "Back On The Block".
Bus Eireann's Scania K400T Irizar i6 SE1 is seen at Busaras gate 2 making a rare appearance on the route X20. This bus is Wexford based, hence the branding for the route 2 on the sides (25/02/2019).
R.I.P. Mike Connors.............................
Mike Connors, TV’s MANNIX dies at 91.
January 26, 2017:
LOS ANGELES (AP) — Mike Connors, who starred as a hard-hitting private eye on the long-running television series "Mannix," has died. He was 91.
The actor died surrounded by family Thursday afternoon at a Los Angeles hospital from complications of leukemia that had been diagnosed a week earlier, said his son-in-law, Mike Condon.
"Mannix" ran for eight years on CBS beginning in 1967. Viewers were intrigued by the tall, smartly dressed, well-spoken detective who could mix it up with the burliest of thugs and leap on the hood of a racing car to prevent an escape. Episodes normally climaxed with a brawl that left the culprits bruised and beaten.
"Up until Mannix, most private investigators were hard-nosed, cynical guys who lived in a seedy area and had no emotions," Connors theorized in 1997. "Mannix got emotionally involved. He was not above being taken advantage of."
In the first season, Joe Mannix was a self-employed Los Angeles private investigator hired by a firm that used computers and high-tech equipment to uncover crime. The ratings were lukewarm. Connors feared the series would be canceled but it was produced by Lucille Ball's Desilu studio, and CBS was reluctant to antagonize its biggest star.
In the second season, Mannix opened his own office and combated low-life’s by himself. The ratings zoomed.
When "Mannix" was revised the office acquired a secretary, played by African-American actress Gail Fisher.
The network was concerned that affiliates in the South might object to her character but "there wasn't any kind of backlash," Connors recalled.
Another highlight was the theme music by legendary screen composer Lalo Schifrin.
Connors also starred in the TV series "Tightrope!" and "Today's FBI." Each lasted one season.
His movie and TV career stretched from the 1950s to 2007, when he had a guest role on "Two and a Half Men."
Connors made his film debut in 1952's "Sudden Fear," which starred Joan Crawford. Other films included "Island in the Sky," ''The Ten Commandments," and a remake of "Stagecoach."
Connors, born Krekor Ohanian in 1925, was from an Armenian community in Fresno. He served in the Air Force during World War II and played basketball at the University of California, Los Angeles.
After graduation he studied law for two years but his good looks and imposing presence attracted him to acting. In an era when film actors were given names like Tab and Rock, he appeared as Touch Connors — "Touch" being his basketball nickname. He later changed it to Michael and finally, Mike.
Connors and his wife, Mary Lou, were married in 1949 and had two children: a son, Matthew, and a daughter, Dana. Their son, beset by hallucinations starting in his teens, was diagnosed with schizophrenia and before his death lived in a small residential care facility. Connors and his wife championed efforts to erase the stigma of mental illness.
In addition to his wife, daughter and son-in-law, Connors is survived by a granddaughter, Cooper Wills.
___
The late Associated Press writer Bob Thomas contributed biographical material to this report.
From Wikipedia:
Mannix was an American television detective series that ran from 1967 through 1975 on CBS. Created by Richard Levinson and William Link and developed by executive producer Bruce Geller, the title character, Joe Mannix, is a private investigator. He is played by Mike Connors. Mannix was the last series produced by Desilu Productions.
Scenario
During the first season of the series Joe Mannix worked for a large Los Angeles detective agency called Intertect, which was the planned original title of the show.[1] His superior was Lew Wickersham, played by Joseph Campanella with the agency featuring the use of computers to help solve crimes. As opposed to the other employees who must wear dark suits and sit in rows of desks with only one piece of paper allowed to be on their desk at one time, Mannix belongs to the classic American detective archetype and thus usually ignores the computers' solutions, disobeys his boss's orders and sets out to do things his own way. He wears plaid sport coats and has his own office that he keeps sloppy between his assignments. Lew has cameras in all the rooms of Intertect monitoring the performance of his employees and providing instant feedback through intercoms in the room. Unlike the other Intertect operatives, Mannix attempts to block the camera with a coat rack and insults Lew, comparing him to Big Brother.
To improve the ratings of the show, Desilu head Lucille Ball and the producer Bruce Geller brought in some changes[2] making the show similar to other private eye shows. Lucille Ball thought the computers were too high tech and beyond comprehension for the average viewer of the time and had them removed.
From the second season on, Mannix worked on his own with the assistance of his loyal secretary Peggy Fair, a police officer's widow played by Gail Fisher – one of the first African-American actresses to have a regular series role. He also has assistance from the L.A. police department, the two most prominent officers being Lieutenant Art Malcolm (portrayed by Ward Wood) and Lieutenant Adam Tobias (portrayed by Robert Reed). Other police contacts were Lieutenant George Kramer (Larry Linville) and Lieutenant Dan Ives (Jack Ging).
Character
Joseph R. "Joe" Mannix is a regular guy, without pretense, who has a store of proverbs to rely upon in conversation. What demons he has mostly come from having fought in the U.S. Army during the Korean War. Unfortunately a sizable percentage of his old Army "buddies" turn out to have homicidal impulses against him. In the episode "The Cost of a Vacation" it is revealed that Mannix worked as a mercenary in Latin America.
Joe Mannix is notable for taking a lot of physical punishment. During the course of the series he is shot and wounded over a dozen separate times, or is knocked unconscious around 55 times.[4] Mannix frequently took brutal beatings to the abdomen; some of these went on quite a long time, particularly by the television standards of the era. Whenever Mannix gets into one of his convertibles he can expect to be shot at from another car, run off the road by another car, or find his vehicle sabotaged. Nevertheless he keeps his cool and perseveres until his antagonists are brought down. While making the television pilot The Name is Mannix, Connors dislocated his shoulder running away from a From Russia With Love type pursuit from a helicopter,[5] and broke his left wrist punching a stuntman who happened to be wearing a steel plate on his back.
Mannix lives at 17 Paseo Verde, West Los Angeles. Following military service in the Korean War, Mannix attended Western Pacific University on the GI Bill, graduated in 1955 and obtained his private investigator's licence in 1956. He is a black belt in Karate. In the first season he carried a Walther PP semi-automatic pistol. From the second season on Mannix carried a Colt Detective Special snubnosed revolver in .38 Special caliber.
Production
Gary Morton, the husband of Lucille Ball and head of Desilu Studios, noticed a 1937 Bentley convertible being driven by Mike Connors. A car enthusiast, Morton began talking about cars to Connors when he remembered a Desilu detective show coming up that he thought Connors would do well in.[6]
Mannix featured a dynamic split-screen opening credits sequence set to theme music from noted composer Lalo Schifrin. Unusual for a private detective series, the Mannix theme is in triple time, the same signature used for waltz.
The show's title card, opening credits and closing credits roll are set in variations of the City typeface, a squared-off, split-serif face that was long used by IBM Corporation as part of their corporate design and still appears in their logo. This refers to the computers used by Intertect in the first season. The dot over the "i" in Mannix had the appearance of a computer tape reel. This was also removed after the first season.
Mannix's automobiles
The automobile was a focus of Joe Mannix's professional life, and he had a several of them as his personal vehicle in the eight-year run of the series.
Those were:
Season 1 – 1966 Mercury Comet Caliente convertible (pilot episode: "The Name Is Mannix"), 1967 Mercury Comet Cyclone convertible (one episode only: "Skid Marks on a Dry Run"), 1967 Ford Galaxie 500 four-door hardtop then a 1967 Ford Fairlane 500 four-door sedan after the Galaxie got shot up – both were Intertect company cars (one episode only: "The Cost of a Vacation"). In all other Season 1 episodes Mannix drove a 1967 Oldsmobile Toronado roadster "customized" by George Barris, builder of TV's Batmobile from the 1960s Batman ABC series, since the producers wanted a convertible and Oldsmobile never produced an open-topped Toronado. Because of a change in episode run order ("The Cost of a Vacation" was the second episode of Mannix shot after the pilot although it was the sixth episode CBS broadcast), the one-shot appearances of the Galaxie and Fairlane were after the Toronado had been established as Joe's car.
Season 2 – 1968 Dodge Dart GTS 340 convertible "kustomized" by George Barris with functional hood scoops, Lucas Flamethrower driving lights, blacked-out grille, racing-style gas filler cap, molded-in rear spoiler, blacked out taillight panel and custom taillight lenses. The car was originally red but Mannix Executive Producer, Bruce Geller, wanted it changed to a British Racing Green, which Barris did. (This car still retains its original red paint under the carpet.) A Motorola car-phone (a crazily expensive and rare item in 1968) was installed. Rader mag wheels like those on the Batmobile were originally installed by Barris, but changed later in the '68 season to Cragar S/S chrome wheels. George Barris also installed his own "Barris Kustoms" emblem on the lower part of each front fender. There were no duplicate 1968 Mannix Darts built; it is a "1 of 1" car. This car was used in both the 1968 and '69 seasons of Mannix.
Even though a ’69 Dart was built by Barris to replicate this car, the ’68 was regularly seen in the ’69 series. (In the 1969 episode "A Penny for the Peep Show" both the ’68 and ’69 Darts are used in the same shot, to elude a police tail on Mannix, but there was no explanation in the episode why or how two identical customized Dart convertibles show up together.) The '68 car was reportedly sold to a secretary at Paramount Studios and then was lost for decades until being discovered near a ranger station in the California mountains. It has since been restored to its original Mannix/Barris condition and was featured in Hemmings Muscle Machines, December 2009 issue. The Dart and its intriguing history was also featured on the TV show "Drive" on Discovery HD Theater in 2010. The TV show reunited the car with Mike Connors for the first time in over 40 years. The car is currently owned by C. Van Tune, former Editor-in-Chief of Motor Trend Magazine, who conducted the TV interview with Mike Connors and who also wrote an article on the Mannix Dart for the Summer 2011 issue of Motor Trend Classic Magazine. In that article, the Dart is reunited with Mike Connors, George Barris, and Mannix stuntman Dick Ziker. Another article on the famous Dart is being published in the October 2011 issue of Mopar Action Magazine.
Season 3 – 1969 Dodge Dart GTS 340 convertible "kustomized" by George Barris to replicate the '68 Dart. This car was totalled in a wreck soon after being sold, following its use on the series.
Season 4 – 1970 Plymouth Cuda 340 convertible
Season 5 – 1971 Plymouth Cuda 340 convertible
Season 6 – 1973 Plymouth Cuda 340 convertible (actually the 1971 car updated with 1973 grille, headlamps, front fenders and tail lights)
Season 7 – 1974 Dodge Challenger 360 Coupe
Season 8 – Chevrolet Camaro LT
Peggy Fair's cars were less prominent, but in seasons 2 – 8 they included a Simca 1204 hatchback, Dodge Colt sedan and finally a Chevrolet Vega hatchback coupe.
Awards and honors
For his work on Mannix, Mike Connors was nominated for four Golden Globe Awards, winning once, and for four Emmy Awards. Gail Fisher was nominated for four Emmy Awards, winning once, and for three Golden Globe Awards, winning twice.
The series itself was twice nominated for the Emmy Award for Best Dramatic Series, and four times for the Golden Globe Award, winning once. In 1972, writer Mann Rubin won an Edgar Award from the Mystery Writers of America for the episode "A Step in Time".
Next I made a simple elastic waist skirt. Pilgrim women wore a thick belt around their waist to give their dresses volume at the hips.
This is a 1958 "Field & Stream" Travel Trailer ( canned ham ). This vintage style of camping trailers were referred to as "car trailers" back when they were being built because of their size, light weight and ease of towing. The cabin part of the trailer is 12' long, the tongue is 2' making the total length only 14'. It pulls beautifully going down the highway, no fish tailing at all. You can forget your pulling a trailer.
This trailer is 95% original, no modifications. This trailer has not been restored and I have only made a couple of small repairs. If you are looking for a great platform for making a complete restoration then this would be an absolutely great trailer for such a project.
The interior is all wood, top to bottom and front to back and it is all original wood. I have installed a self-contained 12 volt electrical system and it doesn't need 120 volt. Everything runs off of 12 volts. However all of the original 120 volt wiring is still in place and hasn't been touched, even the original 120v light fixtures are still in place. All of the cabinet hardware is still in place, working and original. All the hinges, handles, and everything is original. The original "icebox" and oven/stove are still in the camper and work great. It also has the original factory installed "Kenmore" cabin heater and it also works great.
When I got the trailer someone had changed the paint scheme so I re-painted it to the original design. The rear couch makes into a double bed. Above the rear couch it has a removable bunk bed/hammock that is original factory equipment also. The dinette also makes into a double bed. There is a lot of storage in the camper. It also has a 10 gallon fresh water tank with a manual hand pump.
The trailer also comes with 2 30 lb propane tanks, a new spare tire and wheel.
The following items are new in the past three months:
New Interior 12 volt light throughout the camper
New 240 watt solar panel
New "Sunforce" 12v, 30 amp charge controller
4 new "Everstart" 750 cold crank amp deep cell marine batteries
New "Cen-Tech" 1500 watt continuous , 3000 surge 120v power inverter (for microwave, etc.)
New Rival 700 watt microwave
New manual water pump for sink
New Shakespeare SeaWatch 15" Marine TV Antenna (model 3015)
Toshiba 17' Flat Screen TV
All new blinds on the windows
New roof top vent
This is one great little camper. I bought it for hunting plus the nostalgia. It was used this past hunting season and worked great. However with four adult men it was a little cramped. So I plan to up size for next year. I pulled it off road in BLM land in Teller County and down in the Phantom Canyon area and had no problems at all.
Because this trailer is extremely rare there are not many sources of photos to be had but you can follow the link below to another "Field & Stream" trailer. As you can see the interiors are very similar as it is all original like mine: girlcamper.blogspot.com/2015_07_01_archive.html
(Update) You can see a video of the interior of my camper here: youtu.be/NA1VfPU8Sd8
Now the best part last: YES, I DO HAVE A CLEAN CLEAR TITLE IN HAND, AND CURRENT REGISTRATION ALSO. So unlike most trailers you see of this vintage you will not have a problem with registration and it will be registered as a "Field and Stream" not a home-made trailer as is usually the case with trailers bought without a title.
If you have questions please ask. I am asking $5000.00 cash, make offer, no trades. I will sell it to the first person who makes me an agreeable offer with CASH ONLY. I will consider local delivery after the cash transaction.
Taken with an iPhone 4, edited with an iPad 2. Making toothbrushing fun, complete with toothpaste splats on the mirror.
I like this title because not only is it true, it's also a phrase I say way too much!
Step 2: Click on the little blue dot in the right hand corner of the image and resize it until it reads 760 x 100 in the bottom right hand corner.
If you have trouble with this step, go back to Step One and use the little blue dot to add a lot of white space around your picture.
Then use the Select tool in the right hand corner of the tool bar to create a 760 x 100 rectangle.
Right click on it, hit Copy, open a new Paint page, Paste, use the little blue dot to make it 760 x 100 again, and save as a JPEG.
This is easier done than said, so try it a few times, and if you still have trouble, send me a Flickr message or an Etsy Convo (my Etsy username is muxoriginals).
Dublin Airport, (Irish: Aerfort Bhaile Átha Cliath) (IATA: DUB, ICAO: EIDW), is operated by the Dublin Airport Authority. Located in Collinstown, in the Fingal part of County Dublin, 18.4 million passengers passed through the airport in 2010,[2] making it the busiest airport in the Republic of Ireland, followed by Cork and Shannon. It is the busiest on the island of Ireland followed by Belfast International, Belfast City, Cork and Shannon.
The airport is located 5.4 NM (10.0 km; 6.2 mi) [1] north of Dublin City in a once-rural area near Swords, and is served by buses and taxis. Metro North, a rapid transit line in development, will connect the airport to Swords and Dublin city centre.
I have been traveling to Leuven once a month for some 17 months now, and have not, until yesterday, visited the church of St Peter.
It stands in the centre of the town, opposite the ornate Town Hall, and around most of it is a wide pedestrianised area, so it doesn't feel hemmed in.
It is undergoing renovation, and a large plastic sheet separates the chancel from the rest of the church, and in the chancel, called the treasury, are many wonderful items of art. And maybe due to the €3 entrance fee, I had the chancel to myself, and just my colleagues with me when I photographed the rest.
----------------------------------------------
Saint Peter's Church (Dutch: Sint-Pieterskerk) of Leuven, Belgium, is situated on the city's Grote Markt (main market square), right across the ornate Town Hall. Built mainly in the 15th century in Brabantine Gothic style, the church has a cruciform floor plan and a low bell tower that has never been completed. It is 93 meters long.
The first church on the site, made of wood and presumably founded in 986, burned down in 1176.[1] It was replaced by a Romanesque church, made of stone, featuring a West End flanked by two round towers like at Our Lady's Basilica in Maastricht. Of the Romanesque building only part of the crypt remains, underneath the chancel of the actual church.
Construction of the present Gothic edifice, significantly larger than its predecessor, was begun approximately in 1425, and was continued for more than half a century in a remarkably uniform style, replacing the older church progressively from east (chancel) to west. Its construction period overlapped with that of the Town Hall across the Markt, and in the earlier decades of construction shared the same succession of architects as its civic neighbor: Sulpitius van Vorst to start with, followed by Jan II Keldermans and later on Matheus de Layens. In 1497 the building was practically complete,[1] although modifications, especially at the West End, continued.
In 1458, a fire struck the old Romanesque towers that still flanked the West End of the uncompleted building. The first arrangements for a new tower complex followed quickly, but were never realized. Then, in 1505, Joost Matsys (brother of painter Quentin Matsys) forged an ambitious plan to erect three colossal towers of freestone surmounted by openwork spires, which would have had a grand effect, as the central spire would rise up to about 170 m,[2] making it the world's tallest structure at the time. Insufficient ground stability and funds proved this plan impracticable, as the central tower reached less than a third of its intended height before the project was abandoned in 1541. After the height was further reduced by partial collapses from 1570 to 1604, the main tower now rises barely above the church roof; at its sides are mere stubs. The architect had, however, made a maquette of the original design, which is preserved in the southern transept.
Despite their incomplete status, the towers are mentioned on the UNESCO World Heritage List, as part of the Belfries of Belgium and France.
The church suffered severe damage in both World Wars. In 1914 a fire caused the collapse of the roof and in 1944 a bomb destroyed part of the northern side.
The reconstructed roof is surmounted at the crossing by a flèche, which, unlike the 18th-century cupola that preceded it, blends stylistically with the rest of the church.
A very late (1998) addition is the jacquemart, or golden automaton, which periodically rings a bell near the clock on the gable of the southern transept, above the main southern entrance door.
Despite the devastation during the World Wars, the church remains rich in works of art. The chancel and ambulatory were turned into a museum in 1998, where visitors can view a collection of sculptures, paintings and metalwork.
The church has two paintings by the Flemish Primitive Dirk Bouts on display, the Last Supper (1464-1468) and the Martyrdom of St Erasmus (1465). The street leading towards the West End of the church is named after the artist. The Nazis seized The Last Supper in 1942.[3] Panels from the painting had been sold legitimately to German museums in the 1800s, and Germany was forced to return all the panels as part of the required reparations of the Versailles Treaty after World War I.[3]
An elaborate stone tabernacle (1450), in the form of a hexagonal tower, soars amidst a bunch of crocketed pinnacles to a height of 12.5 meters. A creation of the architect de Layens (1450), it is an example of what is called in Dutch a sacramentstoren, or in German a Sakramentshaus, on which artists lavished more pains than on almost any other artwork.
In side chapels are the tombs of Duke Henry I of Brabant (d. 1235), his wife Matilda (d. 1211) and their daughter Marie (d. 1260). Godfrey II of Leuven is also buried in the church.
A large and elaborate oak pulpit, which is transferred from the abbey church of Ninove, is carved with a life-size representation of Norbert of Xanten falling from a horse.
One of the oldest objects in the art collection is a 12th-century wooden head, being the only remainder of a crucifix burnt in World War I.
There is also Nicolaas de Bruyne's 1442 sculpture of the Madonna and Child enthroned on the seat of wisdom (Sedes Sapientiae). The theme is still used today as the emblem of Katholieke Universiteit Leuven.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
Panel 1
Geoffrey T.Attoe
Name: ATTOE, GEOFFREY THOMAS
Rank: Serjeant Regiment/Service: King's Royal Rifle Corps Unit Text: 10th Bn.
Age: 21 Date of Death: 10/12/1916 Service No: R/7450
Additional information: Son of Mary Ann Attoe, of The Old Pope's Head, St. Peter's St., Norwich, and the late Robert Attoe.
Grave/Memorial Reference: Pier and Face 13 A and 13 B. Memorial: THIEPVAL MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=771462
Sergeant Attoe can be seen in this picture taken in 1915
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
The accompanying notes read
Sgt. Attoe was born at Briston, 4th July 1895. He enlisted in November 1914 and went to France 18th November 1915. He was killed in action in France, 10th December 1916.
There is a Geoffrey Thomas Attoe on the 1911 Census, born circa 1896 Briston, Norfolk and now resident Norwich, Unfortunately neither Geoffrey or his mother Mary Ann are obviously on the 1901 census.
Following the ending of the Battle of the Somme in November 1916, there were a number of minor skirmishes along the Ancre Heights throughout the winter of 1916-17 as both sides readied themselves for the coming years campaigns.
Charles Bacon
No obvious matches on the CWGC database although there are 2 Norfolk Regiment men with no additional details.
No match on Norlink
The most likely candidate on the 1901 census is a 7 year old Charles, born Norwich, who is recorded at 48, Bethel Street. This is the household of his parents, George, (aged 37 and a Baker from Norwich), and Blanche, (aged 37 and from Cromer). As well as Charles, the Bacon’s also have a son Ernest, (aged 11 and born Norwich).
Charles Edward, the son of George and Blanche, was baptised at St Peter Mancroft on the 29th April 1894. His birth date is given as 19th March 1894.The family were living at Bethel Street, and the father’s occupation is given as Baker.
While it is still only a possible by removing those too old or too young, and those with different second names on the CWGC database , one strong candidate emerges.
Name: BACON, CHARLES E.
Rank: Serjeant Regiment/Service: Gloucestershire Regiment Unit Text: 2nd/6th Bn.
Date of Death: 19/07/1916 Service No: 267172
Grave/Memorial Reference: Panel 60 to 64. Memorial: LOOS MEMORIAL
The Gloucestershire Regimental Museum has some images that can be purchased in connection with Sergeant Charles Edward Bacon.
www.glosters.org.uk/collectionitem.php?id=16224&from=...
www.glosters.org.uk/collectionitem.php?id=16225&from=...
Serjeant Bacon’s body may be amongst those uncovered at Fromelles. His home town is listed as unknown
www.rootschat.com/forum/index.php/topic,410101.0/topicsee...
www.fromellesdiscussiongroup.com/missing2.php
However it’s interesting to note that amongst the Gloucester Regiment NCO’s listed, two other Sergeants are from Norwich, and one is from Norfolk. Were these experienced soldiers from one of the Norfolk Battalions seeded into the newly raised volunteer formations?
Charles’s name also appears on the Roll of the Honour for the Norwich Boys Model School which has been researched here
www.roll-of-honour.com/Norfolk/NorwichBoysModelSchool.html
The comment is that this is the same individual as the one commemorated at St Peter Mancroft, and the unit served in is the 2nd/6th Gloucesters.
Going back to the Gloucestershire Regimental Museum provides the final bit of proof. He is indeed the same individual as our 7 year old on the 1901 census . His record shows him born St Peter Mancroft, Norwich, his place of enlistment Norwich, and he was formerly 00744 of the 6th Battalion Norfolk Regiment.
www.glosters.org.uk/soldier/1114
19 July 1916
Whilst the Battle of the Somme was raging, the British Commander in Chief General Sir Douglas Haig decided to open a more modest battle in the area of Armentières near the Belgian border.
Part of his reasoning was that the German Army was moving men south away from this area in an effort to shore up their defences on the Somme. An attack here towards Lille would put them in a dilemma as to whether or not they could thin out this sector any further.
Fromelles is a small village on the Aubers Ridge to the south of Armentières. Most of the area that was held by the Allies is very flat with a number of water features and streams.
Behind Fromelles and Aubers lies the ridge which easily overlooks the battlefield.
The Battle
The objectives of the Australian 5th Division and the British 61st Division on their right were to capture the village and the ridge.
The attack was centred around a point known as the Sugarloaf and at 1100 hours on 19 July 1916 the British artillery put down a bombardment on the German front line as the infantry made their way up to their jumping off points.
From their vantage point and on a bright summers day the Germans could see the attack preparing and launched a counter bombardment onto the communication trenches as the men were making their way to the front.
The German bombardment wreaked havoc on the Australian's lines. As men were trying to get forward, wounded were trying to push their way back to the Aid Posts adding to the chaos.
The two bombardments continued until at 1800 hours the infantry finally launched their assault.
On the left of the Australian line, the 8th and 14th Brigades swiftly took the German front line and started to consolidate their positions. The 15th Brigade next to the British in the centre however was struggling across wide open ground in the teeth of fierce machine gun fire.
On the right of Sugar Loaf the 61st Division had also been halted by uncut wire. In a scene familiar to those on the Somme not three weeks earlier, the Allied bombardment had failed in its objective of cutting the wire and destroying the German positions.
An attempt to organise a truce with the Germans to bring in the wounded was refused by the Allied Commanders, despite having been agreed to by the German Commander.
The battle had been a complete disaster.
www.webmatters.net/france/ww1_fromelles.htm
William T Banham
Name: BANHAM Initials: W T
Rank: Private Regiment/Service: Royal Army Medical Corps
Date of Death: 22/08/1919 Service No: 67931
Grave/Memorial Reference: H. 4/1370. Cemetery: NORWICH (THE ROSARY) CEMETERY
CWGC: www.cwgc.org/search/casualty_details.aspx?casualty=2803370
No match on Norlink
The Great War Roll of Honour confirms this RAMC man is a William T.
There are at least four possibles on the 1901 census. I was about to discount the first two, but thinking about there home addresses on the 1901 census, it would make sense as to why he would be buried in The Rosary cemetery.
William, aged 3 months, recorded at 2, Weeds Square, Bishops Bridge Road, Parish of St Matthews. Parents are Henry W. (aged 33, born Norwich, General Labourer) and Hannah, (aged 32 and born Norwich). Siblings: Ethel M. (aged 2), George R. (aged 4), Percy G, (aged 7) - all Norwich born ,
William, aged 12, recorded at 32 Spitalfields, Parish of St Matthews. Parents are Robert W, (aged 44 and born London) and Ann M. (aged 42, a Charwoman born Burnham, Norfolk). Siblings are Edith, (aged 6), Frederick, (aged 19)and Harry, (aged 14 and a Newspaper Stall Porter) - all Norwich born.
William, (aged 23, born Hellesdon and a General Labourer), recorded at 145 Aylsham Road in the Parish of St Mary, Hellesdon. Head of the household is his widowed mother, Hannah, aged 43 and a Laundress from Hellesdon. Siblings are Albert, (aged 10), Ethel, (aged 14), Francis, (aged 12)and Rosamund, (aged 7) - all Born Hellesdon, Norwich. They also have a lodger living with them.
William, (aged 32 and a Tea Dealer Carter from Norwich) is the head of household at 1, St Giles Street, in the Parish of St Gregory. I would have normally considered him too old - as far as I’m aware he would have avoided conscription. However, the proximity of St Giles Street leads me to include him here. His wife is Eleana, (aged 39 and from Tibenham), while they have daughters Hilda, (aged 5) and Mildred, (aged 7). Staying with them is a nephew, George Wing, aged 19 and a Clickers Apprentice from Lowestoft.
William Barlow
Over 40 to choose from
No match on Norlink
The most likely candidate on the 1901 census is a 23 year old William, born Norwich and employed as a Mineral Water W??? (indecipherable). He is the head of the household at 2 Globe Row, Norwich, in the Parish of Holy Trinity, Heigham. His wife is Amelia, (aged 23 and from Norwich). They have a daughter, Emma, aged 2. Making up the household is William’s brother Henry, aged 19 and a Locksmith.
Even with this information, still over 20 possibles.
Leonard C Buttifant
Name: BUTTIFANT, LEONARD CHARLES (LEN)
Rank: Private
Regiment/Service: Norfolk Regiment Unit Text: 12th (Norfolk Yeomanry) Bn.
Age: 22 Date of Death: 19/08/1918 Service No: 320976
Additional information: Son of Owen and Ida E. Buttifant, of 80, Dereham Rd., Norwich. Grave/Memorial Reference: II. B. 18. Cemetery: OUTTERSTEENE COMMUNAL CEMETERY EXTENSION, BAILLEUL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=4040665
“Signaller” Leonard Charles Buttifant can be seen here
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
The accompanying notes read
This photograph is inscribed with the words: " 'Len' Faithful Unto Death, August 19 1918"
The 5 year old Leonard, born Norwich, can be found on the 1901 census at Suffolk Road, Sudbury. This is the household of his parents, Owen, (aged 32 and a Life Assurance Supervisor from Norwich), and Ida, (aged 30 and from Norwich). Leonard is their own child. The Buttifants wers back in Norwich by the time of the 1911 census.
Leonard is also remembered in the Norwich Cathedral, on a plaque dedicated to the Norwich Boys Model School.
www.roll-of-honour.com/Norfolk/NorwichBoysModelSchool.html
18th/19th August
Outtersteene was captured by the III Corps on the 13th October, 1914.The hamlet was captured by the Germans on the 12th April, 1918, and retaken by the 9th, 29th and 31st Divisions, with the ridge beyond it, on the 18th and 19th August;
(12th Norfolks were part of the 31st Division)
www.webmatters.net/cwgc/outtersteene_com.htm
William Campling
Name: CAMPLING, WILLIAM JAMES
Rank: Private
Service: Army Service Corps Unit Text: No. 1 Reserve M.T. Depot, Grove Park
Age: 19 Date of Death: 12/01/1918 Service No: DM2/1221061
Additional information: Son of William and Minnie Campling, of 136, Sprowston Rd., Norwich.
Grave/Memorial Reference: 47. 553. Cemetery: NORWICH CEMETERY, Norfolk
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=2803081
I’ve already taken a shot of William James’ Headstone and done some research
www.flickr.com/photos/43688219@N00/3085037327/
The 1901 Census had William Campling, (aged 2) living at 27 Shipstone Road, Norwich, the household of his parents, William, (aged 31, an Ironmongers Assistant) and Minnie, (aged 31) as well as brother Reginald, (aged 4)
No match on Norlink
However, could equally be:-
Name: CAMPLING, WILLIAM GEORGE
Rank: Private Regiment/Service: Middlesex Regiment Unit Text: 23rd Bn.
Age: 21 Date of Death: 02/04/1917 Service No: 2706
Additional information: Son of Walter and Martha Campling, of 66, Aylsham Rd., Norwich.
Grave/Memorial Reference: AA. 29. Cemetery: DICKEBUSCH NEW MILITARY CEMETERY
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=441383
No match on Norlink
The 5 year old William G, (born Norwich), can be found on the 1901 census at 66 Aylsham Road. This is the household of his parents, Walter, (aged 35 and a Printer & Compositor from Norwich), and Martha, (aged 36 and from Norwich). Their other son is Arthur W, (aged 7).
Eric Chamberlin
Name: CHAMBERLIN, ERIC VALENTINE GEORGE
Rank: Second Lieutenant
Regiment: Royal Field Artillery Unit Text: 179th Army Bde.
Age: 30 Date of Death: 31/12/1917
Additional information: Son of Sir George Chamberlin, of Norwich; husband of Phyllis Vera Mary Chamberlin (now Marsh), of Hill House, Bedhampton, Hants.
Grave/Memorial Reference: B. 21. Cemetery: NEUVILLE-BOURJONVAL BRITISH CEMETERY
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=275247
No match on Norlink
The 14 year old Eric, the only one on the 1901 census, was born Stratton, Norfolk, and can now be found as a pupil at Cloford House School, Kirkley Cliff, Suffolk.. He doesn’t appear to be on the 1911 census. However, on the 1891 census, the four year old Eric is recorded with his parents at Bixley Lodge, Kirby Road, near Bixley His father George, (aged 44 and from Catton, Norfolk), is listed as a Warehouseman. However he is down as an employer, and the family has 6 live in servants, so sounds more like a Warehouse owner. His wife, Emily, is aged 42 and from Norwich. Their children are:-
Hilda………………aged 12.…………………born Eaton, Norwich
Nuit or Noil(?) Daughter)…aged 11.…………born Eaton, Norwich
Olive………………aged 9.…………………born Colney, Norwich
Violet………………aged 1.…………………born Stratton Strawless
Nigel………………aged 4 months………….born Stratton Strawless
Eric too is listed as being born Stratton Strawless.
Eric is also listed on the All Saints, Norwich Roll of Honour, which has been incredibly well researched. Details from there read:-
Second Lieutenant, Royal Field Artillery, 179th Army Brigade, formerly Private GS/7127, 7th Dragoon Guards. Born Stratton Strawless, Norfolk, 1887. Second son of Sir George Moore Chamberlin and Lady Emily Mary Chamberlin (née Bolingbroke). His father was a prominent Norfolk businessman. The firm of Chamberlin & Sons owned a large department store in Guildhall Hill in Norwich, as well as a textile factory in Botolph Street, Norwich, which specialised in the manufacture of waterproof clothing. Sir George Chamberlin was also a Norwich J.P. and held at various times the positions of Chief Magistrate, Sheriff, Mayor, Deputy Lord Mayor and Lord Mayor of Norwich, and Deputy Lord Lieutenant and High Sheriff of Norfolk. Educated at Payne’s School, Lowestoft, Suffolk; Eric worked as a representative of the family firm in London before the war. A keen amateur track athlete and yachtsman. Husband of Phyliss Vera Mary Chamberlin. His widow remarried, becoming Mrs Marsh, of Hill House, Bedhampton, Hampshire. The Chamberlin family’s Norwich residence was at 53 All Saints’ Green. Eric’s older brother Frederick and younger brothers Nigel and George also held army commissions during the war, which they survived. Eric enlisted as a private soldier in August 1914 and served as a trooper in the 7th Dragoon Guards for three years. He first went over to France on 17/12/1914. He was commissioned 2nd Lieutenant, Royal Field Artillery, on 26/8/1917 and left for France two days later. He was killed in action three days later, on 31/12/1917, aged 30, having held his commission for just five days. Buried Neuville-Bourjonval British Cemetery, Pas-de-Calais, France.
www.roll-of-honour.com/Norfolk/NorwichAllSaints.html
There is also a wiki page for Sir George.
en.wikipedia.org/wiki/George_Chamberlin
On an an article on the house in which they lived in All Saints Green, there is a small hint at the connection with St Peter Mancroft.
When he died on August 12, 1928, the obituary in the Eastern Daily Press ran to two columns, including a very telling account of his last few hours. Two days before his death, it noted, the 82-year-old Sir George, who had made "a remarkable recovery" after suffering a seizure the previous Easter, had enjoyed a reception given by the high sheriff of Norwich at Lakenham where he stayed on to watch a cricket match. "He went home, dined as usual and afterwards retired to his room for a cigar..." Then he suffered a second seizure from which he never recovered.
As was the custom of the day, the EDP report of his funeral service in Norwich Cathedral included the names of every single member of the congregation and the organisations which they represented, plus the messages on each and every funeral wreath. It is touching to read among the names of the great and good of the city and county gathered to pay their respects that also present were William Bailey, head gardener, Mrs William Bailey, Charles Mace, butler, and Phyllis Rayner, maid. Also there was a wreath "with deepest sympathy from the indoor and outdoor servants at St Catherine's Close." On the night of August 15, after the funeral service and interment in the Rosary, a muffled peal was rung on the St Peter Mancroft Bells.
www.bawdeswell.net/stcatherinesclose.htm
Terence Cubitt
Name: CUBITT, TERENCE ALGERNON KILBEE
Rank: Captain Regiment/Service: Norfolk Regiment Unit Text: 1st Bn.
Age: 22 Date of Death: 22/08/1918 Awards: M C
Additional information: Son of Algemon J. Cubitt, of Ridgewell House, 31, Thorpe Rd., Norwich.
Grave/Memorial Reference: III. B. 6. Cemetery: FONCQUEVILLERS MILITARY CEMETERY
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=196731
No match on Norlink
There is no immediate match for Terence Algernon on the 1901 census, or any Terence Cubitt with a Norwich connection. The same criteria for the 1911 census, however, throws up a Terence Algernon born circa 1896 born Sloley, Norfolk and recorded in the district of Smallburgh. I’m assuming that some other member of the family has a Norwich connection in order for this to come up as a match.
Going back to the 1901 census armed with this information, we find the 5 year old “Terrance” A K Cubitt recorded at 86 Ber Street, Norwich, in the Parish of St John De Sepulchre. He is staying with his grandmother, the 70 year widow Caroline A.Howes, who is recorded as a self-employed Tallow Merchant from Norwich.. The rest of the household consists of her sister, the spinster Ellenor Campling, (aged 74 and from Norwich), Caroline’s daughter, Gertrude C Howes, aged 37 and a spinster, employed as what looks like an Artist, a boarder and a live in servant.
I couldn’t find any on-line baptismal records for Terence from my normal sources.
Terence appears on the Roll of Honour at the Paston School, where he was a pupil from 1908 - 1911
www.flickr.com/photos/osborne_villas/882963133/
He is also remembered on the Attleborough Roll of Honour.
www.roll-of-honour.com/Norfolk/Attleborough.html.
This notes that:-
Captain Terence Algernon Kilbee Cubitt was born in Sloley c1896 and educated at King Edward VI Grammar School in Norwich. He originally enlisted as a Private in 3rd/4th Norfolk Regiment in September 1914, then promoted as 2nd Lieutenant in the 9th Norfolk Regiment. He transferred to the 1st Norfolk Regiment in 1916 was promoted to Lieutenant on 1st July 1917, then promoted Captain commanding a Company on 13th June 1918. He served in France & Flanders and slightly wounded on 1st October 1916, severely wounded on 11th October 1917 and was killed in action on 22nd August 1918 aged 22. He received the Military Cross.
In the same brigade were the 1st Bedfords. The extract from their war diary for this period reads:-
20 Aug 1918 - Bucquoy As above. Bde Operation Order received for move to forward position ready to take part in the attack. Battalion moved up at 8.55 pm to assembly position near BUCQUOY See OO 162.
21 Aug 1918 Battalion moved forward to the attack at 4.45 a.m. meeting with very slight opposition. The objective was about 1500 yards from original German Front Line which had already been taken by the 37th Division. Battalion gained objective which they consolidated, remaining there in support to the 1/Norfolk Regt. who passed through to take the next objective.
22 Aug 1918 Battalion still in Support. Enemy shelling heavily with gas shells,
www.bedfordregiment.org.uk/1stbn/1stbtn1918diary.html
The promotion of “Terrence” Algernon Kilbee Cubitt to 2nd Lt in the Norfolk regiment was in London Gazette Issue 29379 published on the 23 November 1915
www.london-gazette.co.uk/issues/29379/supplements/11728
In the London Gazette Issue 30362 published on the 30 October 1917 which confirmed him as a Lieutenant with effect from 1st July 1917, T.A.K Cubitt has already been awarded the Military Cross.
www.london-gazette.co.uk/issues/30362/supplements/11312
But (as usual), I can’t find a Gazette record of the award.
Harry E Cutbush
No Harry Cutbush on the CWGC database, or E Cutbush. 6 Cutbushes listed for WW1, none with an obvious Norwich connection. No match on Norlink
The 6 year old Harry, born Norwich, can be found on the 1901 census at 15 Napier Street, Norwich, in the Parish of St Bartholomews. This is the household of his parents, Harry, (aged 39 and a Railway Inspector from Wymondham) and Georgina, (aged 40 and from Oulton, Suffolk). Their other children are:-
Agnes…………………………aged 2.…………..born Norwich
Alice………………………….aged 11.…………born East Winch, Norfolk
May………………………….aged 13.………….born Kings Lynn
Rose………………………….aged 15.………….born Great Ryburgh
Violet………………………..aged 4.……………born Norwich
Walter………………………..aged 9.……………born Norwich
Norlink has a W G Cutbush who was Lord Mayor of Norwich in 1947. A Walter G Cutbush occasionally turns up amongst the list of bell-ringers at St Peters Mancroft prior to the war.
www.spmg.org.uk/Peals/spmgpeals.pdf
Unfortunately there are no baptismal records on line for Harry from my usual sources.
Going back with this census information, the only casualty with the surname Cutbush who can’t be eliminated on grounds of age or parents name is:
Name: CUTBUSH, FREDERICK
Private Regiment/Service: London Regiment (Royal Fusiliers)
Unit Text: 1st/2nd Bn. Date of Death: 17/09/1916
Service No: 1624
Grave/Memorial Reference: Pier and Face 9 D and 16 B. Memorial: THIEPVAL MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=758176
However, the 1901 census has two Frederick Cutbush’s, both born and living in London, and so making either of them strong candidates for this individual on CWGC.
Alternatively, this individual is either not commemorated on the CWGC database (civilian air raid victim \ munitions worker\discharged but died of wounds \ died after 1921,etc), or is recorded under another variant of the surname and first name.
The Fort William Times has four references to a Sergeant Harry Cutbush who was KIA 16th September 1916, however that individual appears on the CWGC database as a Henry Cutbush of the Manitoba Regiment, Canadian Infantry. Sgt Cutbush’s enlistment form is on-line and that gives his place of birth as being in Kent, England.
my.tbaytel.net/pafwinfo/FW%20DTJ%20Death%20Index%201900%2...
James Daynes
Probably
Name: DAYNES, JAMES
Rank: Private Regiment/Service: Leicestershire Regiment Unit Text: 8th Bn.
Age: 33 Date of Death: 14/11/1918 Service No: 41778
Additional information: Husband of Ellen Agnes Daynes, of 44, Junction Rd., Norwich. Grave/Memorial Reference: IV. A. 15. Cemetery: HAUTRAGE MILITARY CEMETERY
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=481817
No match on Norlink
There are four James Daynes on the 1901 census with a direct Norwich connection and of a likely age to have served in WW1. There are further two Norfolk men. However, if the individual identified on the CWGC database is the same James Daynes commemorated at St Peter Mancroft, then he appears, aged 15, on the 1901 census as James W and is recorded at 6 Douro Street in the Parish of St Phillip, Heigham. James is employed as a Shoe Finisher and lives at this address as a boarder. The same individual turns up on the 1891 census at 22 Golden Dog Lane, in the Parish of St Saviours..
Details from the 1891 Census are that his father is a James, (aged 34 occupation indecipherable although probably shoe trade related, and it looks like he was born Lakenham, Norwich.), and is mother’s name is possibly Louisa, (although given the Census takers handwriting, it could just as easily be Souted !). She is aged 33 and from Norwich. Siblings are May, (aged7), John, (aged 5), Henry, (poss), (aged 1) and William, (aged 2 months).
William Eldret
Name: ELDRET, WILLIAM HENRY
Rank: Private Regiment/Service: Norfolk Regiment Unit Text: 8th Bn.
Age: 24 Date of Death: 01/07/1916 Service No: 13208
Additional information: Son of Mrs. Sarah Louisa Eldret, of 171, Dereham Rd., Norwich. Grave/Memorial Reference: Pier and Face 1 C and 1 D. Memorial: THIEPVAL MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=753137
Private William Henry Eldret can be seen on Norlink
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
The accompanying notes read
Private Eldret enlisted on 4th September 1914. He was killed in action 1 July 1916, aged 24
While there is no obvious match on the 1901 census out of the two William Eldret’s listed for England and Wales, however all becomes clear on the 1911 census. This shows that a William Henry, born Deeping St Nicholas, Lincolnshire is now recorded in Norwich. The details for that same individual from the 1901 census records him as a Scholar at Dagmar House boarding school in Hatfield, Hertfordshire.
Theres a little bit more about the school here
www.hertfordshire-genealogy.co.uk/data/answers/answers-20...
His family are recorded at Main Road, Market Deeping on the 1901 Census. They are Charles, (aged 32 and a Farmer from Deeping St Nicholas) and Sarah L, (aged 47 and from Ludham, Norfolk). Charles and Sarah’s other children are:-
Kate E………………..aged 7.…………….born Deeping St Nicholas
Dorothy………………aged 5.…………….born Deeping St Nicholas
William is also remembered on the Deeping St Nicholas and Tongue End Roll of Honour, although there his death is recorded as the 2nd July.
www.roll-of-honour.com/Lincolnshire/DeepingStNicholas.html
The 6th Battalion, Royal Berks went over the top alongside the 8th Norfolks on the first day of the Somme. The story of what happened to the two units can be read here,
www.6throyalberks.co.uk/1stJuly/default.html
France
The 8th Battalion as part of the 18th (Eastern) Division was present on the first day of the Battle of the Somme on 1 July 1916. They got beyond their initial target and had by 5.00pm reached the German trenches known as "Montauban Alley". Over one hundred men and three officers had been killed.
en.wikipedia.org/wiki/Royal_Norfolk_Regiment
E Leslie B Fear
Name: FEAR, EDGAR LESLIE BRINSDON
Rank: Second Lieutenant
Regiment/Service: Somerset Light Infantry Unit Text: No. 3 Coy. 2nd/4th Bn.
Age: 19 Date of Death: 11/04/1918
Additional information: Son of Mr. E. D. and Mrs. M. A. Fear, of 391, Unthank Rd., Norwich.
Grave/Memorial Reference: Panel 17. Memorial: JERUSALEM MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=1645140
Edgar Fear’s name also appears on the Eaton, Norwich War memorial.
www.flickr.com/photos/43688219@N00/3476690465/in/set-7215...
2/Lt Fear can be seen here:-
norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...
The 2 year old Edgar L B Fear can be found on the 1901 Census at 25 Bradford Road, Shipley, Yorkshire, the town of his birth. This is the household of his parents, Edgar D, (a 34 year old Inspector of Schools from Bristol) and Mary A. (aged 33 and also from Bristol).The Fear’s other child is Elsie G. (aged 7,born Bradford). Making up the household is one live-in servant. By the time of the 1911 Census, Edgar L.B. is to be found at Barnstaple along with the rest of the family.
Notes from the 75th Division Diary for 9/10th April 1918
On the 232nd Infantry Brigade front, the 2/3rd Gurkha Rifles, after some sharp fighting, seized El Kefr but the attack on Hill in A.15.b, met with strong resistance and its capture by the 2/4th Somerset LI. was not completed until 0945. At 1100 the 1/5th Devons advanced from Deir Ghussaneh to attack Berukin, they immediately came under very heavy shell fire which together with the nature of the country made progress very slow. At 1600 two companies assaulted the village with one company in support and the remaining company was placed on Hill in A.15.b. to give covering fire, In spite of very heavy machine gun fire the assault was successful and the village consolidated.
The enemy kept up heavy machine gun fire on our line throughout the night and on the 232nd Infantry Brigade front their patrols were very active. El Kefr and Berukin were both attacked, the attack on the latter only being driven off by the 1/5th Devons and 1 Coy 2/4th Somerset LI after severe hand to hand fighting in the village itself.
Interestingly Turkish and German ref's seem to state that attacks make by the 75th on the 9th and 10th April 1918 were actually failures and were repulsed by the German Asia Corps. Little is made of actions on the Wadi Deir Ballut at this time. They state the offensive was to continue again at the end of April.
1914-1918.invisionzone.com/forums/lofiversion/index.php/t...
warpath.orbat.com/divs/75_div.htm
Our positions on the Ephraim Mountains along the Ballut Ridge were at this time overlooked from three commanding hills in the possession of the enemy, known as Arara, Rafat, and Three Bushes. Further to the right were the villages of El Kep and Berukin, also on high ground. Owing to the conformation of the country the key of this district was Arara. In order to improve the general line, and in preparation for a further advance, it was decided to move forward and to capture all these commanding positions. Accordingly, on the morning of the 9th April, the line moved forward. The village of El Kep was a nest of machine guns. After heavy bombardment it was captured after stubborn resistance. Berukin was also captured after sharp fighting, but further progress in this locality was held up. Next day these villages were heavily counter-attacked, and, though they were firmly held, further progress was out of the question. Meanwhile, a battalion of Somersets had captured Rafat, and a battalion of Dorsets Three Bushes Hill. Enemy shelling now became intense, followed up by counter-attacks, all of which were repulsed. The intention had been that the Somersets should capture Rafat first and then take Arara, the main objective of these operations. The capture of Three Bushes Hill was necessary to secure Arara and Rafat from reverse fire. But, to enable Arara to be held, it was also necessary to capture other heights to the south-east, notably one called The Pimple. Most of these heights were captured, but, although determined efforts were made, the enemy could not be dislodged from The Pimple.
Nevertheless, the Somersets moved forward from Rafat and successfully established themselves upon Arara. Here they were fired at from all sides. They found that Arara was itself commanded from a height called Sheikh Silbih, a thousand or two yards beyond, while the reserve fire from the machine guns on The Pimple soon made their position on Arara untenable. They fell back upon, and firmly established themselves in, their positions at Rafat. One lad, who was left behind in this retirement, had a terrible experience. Wounded in three or four places, he was unable to withdraw with the remainder of his company. He lay out on Arara for three days, after which he was discovered by some Turks. These proceeded to strip him, whereupon he made known to them that he was still alive. They then bayonetted him, and left him for dead. He lay out there for yet another day, now naked, when he was found by a German stretcher-party. These took pity upon him, and removed him to a hospital where he was nursed back to life.
www.gutenberg.org/files/19822/19822.txt
John Gibson
Name: GIBSON, JOHN RAYMOND
Rank: Able Seaman Regiment/Service: Royal Navy Unit Text: H.M. S/M. "E50"
Age: 22 Date of Death: 31/01/1918 Service No: J/26864
Additional information: Son of Mr. J. P. and Mrs. R. Gibson, of 23, Theatre St., Norwich, Norfolk.
Grave/Memorial Reference: 27. Memorial: PLYMOUTH NAVAL MEMORIAL
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=3046123
The only John Raymond of the right age that I can find on the 1911 census was born Leeds and was then recorded at Dudley. Going back to the 1901 Census, the 5 year old John R, (Born Leeds), is recorded at 15 Horley Road, Bristol. This is the household of his parents, John P, (aged 33 and a Foreman in a Woollen Clothing factory, from Malton, Yorks), and Ruth, (aged 31 and from Yorkshire).They also have a daughter, Alice M. (aged 1 and born Bristol).
No match on Norlink
E 50 sailed from Harwich on January 21, 1918 to patrol to the seaward of 54°45'N, 06°15'E and did not return home. There was no contact with her after she sailed. E 50 was expected back on January 29, 1918. She's best described as a missing vessel -- the common presumption is that she hit a mine
1914-1918.invisionzone.com/forums/index.php?showtopic=95464
Albert H Green
Name: GREEN, ALBERT HENRY
Rank: Private Regiment/Service: Norfolk Regiment Unit Text: 3rd/4th Bn.
Age: 22 Date of Death: 19/08/1915 Service No: 4544
Additional information: Son of John Edward and Elizabeth Green, of 6, Bell's Court, Bethel St., Norwich.
Grave/Memorial Reference: CN. 368. Cemetery: WINDSOR CEMETERY, Berkshire
CWGC www.cwgc.org/search/casualty_details.aspx?casualty=648864
No match on Norlink
3/4th and 3/5th Battalions
Formed at home bases in early 1915.
8 April 1916 : became 4th and 5th (Reserve) Battalions.
1 September 1916 : 5th absorbed into 4th.
www.1914-1918.net/norfolks.htm
There is no obvious match for Albert on the 1901 census with a Norwich connection. The 1911 census throws up one born 1878 in Norwich, amongst a dozen who have different middle names, but a re-investigation of the 1901 census shows his parents first names are completely different..
A search for John Edward similarly throws up no obvious matches with a Norwich connection.
Heritage Open Days 2010
For more on the architecture and history of the church, see Simon Knott's web-site
www.norfolkchurches.co.uk/norwichstpetermancroft/norwichs...
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
Game of Thrones: The Complete First Season (DVD, 2012, 5-Disc Set)
Game of Thrones Season 1, Set of 5 DVDs in Case
Prior owner's statement: Had I known how much sleazy “adult” content this series contains, I would never have purchased it in the first place. (Always read product packaging carefully!) Though a very professional production with some positive qualities (an interesting combination of gritty realism with subtle fantasy), I felt dirtied by the experience of watching (even with all the fast-forwarding) and would definitely not want to watch it again! Though I should toss these in a bonfire, as would Savonarola of old, I really need the money, and the market's already saturated with this kind of garbage anyway, right?
Seller's statement: Well, now you know what you're in for! If this is the sort of programming you find entertaining, or if you share the sentiments of the prior owner but think reviewing the series will somehow make you better able to “engage with contemporary American pop culture,” or even if you just plan to follow Savonarola's example and need a few extra items for the fire, then place your bid today!
Full disclosure: The seller shares the prior owner's feelings toward the series' content. Preferring video lectures and clean classic films to most contemporary cinema, he is unlikely ever to appreciate Game of Thrones. However, commerce must take priority, and many individuals may have good reasons to view/inspect/review a series as popular as this one. So, to reiterate, place your bid today!
5 DVDs in artful presentation/storage case in excellent, viewed-once condition.
Scans of the actual item have been uploaded, and the same scans plus a couple more may be see at
www.flickr.com/photos/millionthseller/sets/72157631740936...
With apologies to buyers in Canada, Mexico, and other nations, the seller notes that he can only offer domestic shipping (USPS Media Mail).
Category
DVDs & Movies > DVDs & Blu-ray Discs
Product details
Genre: Television
Leading Role: Lena Headey, Sean Bean, Peter Dinklage, Harry Lloyd
Format: DVD
Release Date: 03/06/2012
Region: Region 1
Additional Information about Game of Thrones: The Complete First Season (DVD, 2012, 5-Disc Set)
Adapted from author R.R. Martin's best-selling fantasy series, the HBO series GAME OF THRONES details the political struggles and epic battles between various warring factions in a world where royalty, family, and dinosaur eggs all feature prominently. This set contains every episode from the show's debut season., Get one of HBO’s most watched series of all time, “Game of Thrones: The Complete First Season”, now available in a five-disc set. Taking place in a time not known by many, this series portrays how a community of kingdoms goes from being peaceful to battling each other for the iron throne. A place where winter goes on for months on end and where dragons rise again, “Game of Thrones: The Complete First Season” is something that will have you hooked on as fast as chocolate. Packed with lies, deceit, sex, violence, and loads of bloodshed, this action series keeps the story real and entertaining. Featuring a number of characters from mages, kings, lords, queens, dwarfs, and midgets, the action series certainly proves to be versatile. “Game of Thrones: The Complete First Season” was originally derived from a book by author George R.R. Martin, and certainly gives justice to it. Moreover, this five-disc set also comes bundled with a few additional features including 15 Character Profile Clips, the making of the movie, and others.
Product Details
Number of Discs: 5
UPC: 883929191475
Additional Details
Genre: Television
Format: DVD
Region: Region 1
Item specifics
Condition: Very Good
Genre: Television
Run Time: Approximately 600 minutes
Leading Role: Lena Headey, Sean Bean, Peter Dinklage, Harry Lloyd
Aspect Ratio: 16:9
Format: DVD
Release Date: 03/06/2012
Region: Region 1
Rating: TV-MA
Region Code: DVD: 1
Edition: Box Set
Audio: English 5.1, French 5.1, Spanish 2.0
Bonus Features 1: Complete Guide to Westeros
Bonus Features 2: Making Game of Thrones
Bonus Features 3: From the Book to the Screen
Bonus Features 4: Character Profiles
Bonus Features 5: The Night's Watch
Bonus Features 6: Creating The Dothraki Language
Bonus Features 7: Audio Commentaries
Bonus Features Notes 1: Bonus Features not rated or captioned
Bonus Features Audio: May be English 5.1 only
Subtitles (1 of 3): English, French, Latin Spanish
Subtitles (2 of 3): Brazilian Portuguese, Complex Chinese, Thai
Subtitles (3 of 3): Korean
I have been traveling to Leuven once a month for some 17 months now, and have not, until yesterday, visited the church of St Peter.
It stands in the centre of the town, opposite the ornate Town Hall, and around most of it is a wide pedestrianised area, so it doesn't feel hemmed in.
It is undergoing renovation, and a large plastic sheet separates the chancel from the rest of the church, and in the chancel, called the treasury, are many wonderful items of art. And maybe due to the €3 entrance fee, I had the chancel to myself, and just my colleagues with me when I photographed the rest.
----------------------------------------------
Saint Peter's Church (Dutch: Sint-Pieterskerk) of Leuven, Belgium, is situated on the city's Grote Markt (main market square), right across the ornate Town Hall. Built mainly in the 15th century in Brabantine Gothic style, the church has a cruciform floor plan and a low bell tower that has never been completed. It is 93 meters long.
The first church on the site, made of wood and presumably founded in 986, burned down in 1176.[1] It was replaced by a Romanesque church, made of stone, featuring a West End flanked by two round towers like at Our Lady's Basilica in Maastricht. Of the Romanesque building only part of the crypt remains, underneath the chancel of the actual church.
Construction of the present Gothic edifice, significantly larger than its predecessor, was begun approximately in 1425, and was continued for more than half a century in a remarkably uniform style, replacing the older church progressively from east (chancel) to west. Its construction period overlapped with that of the Town Hall across the Markt, and in the earlier decades of construction shared the same succession of architects as its civic neighbor: Sulpitius van Vorst to start with, followed by Jan II Keldermans and later on Matheus de Layens. In 1497 the building was practically complete,[1] although modifications, especially at the West End, continued.
In 1458, a fire struck the old Romanesque towers that still flanked the West End of the uncompleted building. The first arrangements for a new tower complex followed quickly, but were never realized. Then, in 1505, Joost Matsys (brother of painter Quentin Matsys) forged an ambitious plan to erect three colossal towers of freestone surmounted by openwork spires, which would have had a grand effect, as the central spire would rise up to about 170 m,[2] making it the world's tallest structure at the time. Insufficient ground stability and funds proved this plan impracticable, as the central tower reached less than a third of its intended height before the project was abandoned in 1541. After the height was further reduced by partial collapses from 1570 to 1604, the main tower now rises barely above the church roof; at its sides are mere stubs. The architect had, however, made a maquette of the original design, which is preserved in the southern transept.
Despite their incomplete status, the towers are mentioned on the UNESCO World Heritage List, as part of the Belfries of Belgium and France.
The church suffered severe damage in both World Wars. In 1914 a fire caused the collapse of the roof and in 1944 a bomb destroyed part of the northern side.
The reconstructed roof is surmounted at the crossing by a flèche, which, unlike the 18th-century cupola that preceded it, blends stylistically with the rest of the church.
A very late (1998) addition is the jacquemart, or golden automaton, which periodically rings a bell near the clock on the gable of the southern transept, above the main southern entrance door.
Despite the devastation during the World Wars, the church remains rich in works of art. The chancel and ambulatory were turned into a museum in 1998, where visitors can view a collection of sculptures, paintings and metalwork.
The church has two paintings by the Flemish Primitive Dirk Bouts on display, the Last Supper (1464-1468) and the Martyrdom of St Erasmus (1465). The street leading towards the West End of the church is named after the artist. The Nazis seized The Last Supper in 1942.[3] Panels from the painting had been sold legitimately to German museums in the 1800s, and Germany was forced to return all the panels as part of the required reparations of the Versailles Treaty after World War I.[3]
An elaborate stone tabernacle (1450), in the form of a hexagonal tower, soars amidst a bunch of crocketed pinnacles to a height of 12.5 meters. A creation of the architect de Layens (1450), it is an example of what is called in Dutch a sacramentstoren, or in German a Sakramentshaus, on which artists lavished more pains than on almost any other artwork.
In side chapels are the tombs of Duke Henry I of Brabant (d. 1235), his wife Matilda (d. 1211) and their daughter Marie (d. 1260). Godfrey II of Leuven is also buried in the church.
A large and elaborate oak pulpit, which is transferred from the abbey church of Ninove, is carved with a life-size representation of Norbert of Xanten falling from a horse.
One of the oldest objects in the art collection is a 12th-century wooden head, being the only remainder of a crucifix burnt in World War I.
There is also Nicolaas de Bruyne's 1442 sculpture of the Madonna and Child enthroned on the seat of wisdom (Sedes Sapientiae). The theme is still used today as the emblem of Katholieke Universiteit Leuven.
43465 Stands at the Blocks at Bradford Interchange Platform 2 making this the First HST at the Interchange for 20 Years, the crew look around before preparing the Set to work 1A67 1537 back to London.
Game of Thrones: The Complete First Season (DVD, 2012, 5-Disc Set)
Game of Thrones Season 1, Set of 5 DVDs in Case
Prior owner's statement: Had I known how much sleazy “adult” content this series contains, I would never have purchased it in the first place. (Always read product packaging carefully!) Though a very professional production with some positive qualities (an interesting combination of gritty realism with subtle fantasy), I felt dirtied by the experience of watching (even with all the fast-forwarding) and would definitely not want to watch it again! Though I should toss these in a bonfire, as would Savonarola of old, I really need the money, and the market's already saturated with this kind of garbage anyway, right?
Seller's statement: Well, now you know what you're in for! If this is the sort of programming you find entertaining, or if you share the sentiments of the prior owner but think reviewing the series will somehow make you better able to “engage with contemporary American pop culture,” or even if you just plan to follow Savonarola's example and need a few extra items for the fire, then place your bid today!
Full disclosure: The seller shares the prior owner's feelings toward the series' content. Preferring video lectures and clean classic films to most contemporary cinema, he is unlikely ever to appreciate Game of Thrones. However, commerce must take priority, and many individuals may have good reasons to view/inspect/review a series as popular as this one. So, to reiterate, place your bid today!
5 DVDs in artful presentation/storage case in excellent, viewed-once condition.
Scans of the actual item have been uploaded, and the same scans plus a couple more may be see at
www.flickr.com/photos/millionthseller/sets/72157631740936...
With apologies to buyers in Canada, Mexico, and other nations, the seller notes that he can only offer domestic shipping (USPS Media Mail).
Category
DVDs & Movies > DVDs & Blu-ray Discs
Product details
Genre: Television
Leading Role: Lena Headey, Sean Bean, Peter Dinklage, Harry Lloyd
Format: DVD
Release Date: 03/06/2012
Region: Region 1
Additional Information about Game of Thrones: The Complete First Season (DVD, 2012, 5-Disc Set)
Adapted from author R.R. Martin's best-selling fantasy series, the HBO series GAME OF THRONES details the political struggles and epic battles between various warring factions in a world where royalty, family, and dinosaur eggs all feature prominently. This set contains every episode from the show's debut season., Get one of HBO’s most watched series of all time, “Game of Thrones: The Complete First Season”, now available in a five-disc set. Taking place in a time not known by many, this series portrays how a community of kingdoms goes from being peaceful to battling each other for the iron throne. A place where winter goes on for months on end and where dragons rise again, “Game of Thrones: The Complete First Season” is something that will have you hooked on as fast as chocolate. Packed with lies, deceit, sex, violence, and loads of bloodshed, this action series keeps the story real and entertaining. Featuring a number of characters from mages, kings, lords, queens, dwarfs, and midgets, the action series certainly proves to be versatile. “Game of Thrones: The Complete First Season” was originally derived from a book by author George R.R. Martin, and certainly gives justice to it. Moreover, this five-disc set also comes bundled with a few additional features including 15 Character Profile Clips, the making of the movie, and others.
Product Details
Number of Discs: 5
UPC: 883929191475
Additional Details
Genre: Television
Format: DVD
Region: Region 1
Item specifics
Condition: Very Good
Genre: Television
Run Time: Approximately 600 minutes
Leading Role: Lena Headey, Sean Bean, Peter Dinklage, Harry Lloyd
Aspect Ratio: 16:9
Format: DVD
Release Date: 03/06/2012
Region: Region 1
Rating: TV-MA
Region Code: DVD: 1
Edition: Box Set
Audio: English 5.1, French 5.1, Spanish 2.0
Bonus Features 1: Complete Guide to Westeros
Bonus Features 2: Making Game of Thrones
Bonus Features 3: From the Book to the Screen
Bonus Features 4: Character Profiles
Bonus Features 5: The Night's Watch
Bonus Features 6: Creating The Dothraki Language
Bonus Features 7: Audio Commentaries
Bonus Features Notes 1: Bonus Features not rated or captioned
Bonus Features Audio: May be English 5.1 only
Subtitles (1 of 3): English, French, Latin Spanish
Subtitles (2 of 3): Brazilian Portuguese, Complex Chinese, Thai
Subtitles (3 of 3): Korean
Long day. Worked all day and then rode in the crazy wind back home and then immediately left to go to Juliana's for dinner... I'm insane because I went riding over there, I normally love riding in crazy weather and totally love being challenged on my bike. It's a good way to feel alive and free! BUT howeeeeever I took the wrong turn and ended up having to go up countless hills while the wind was blowing right into my face, uh so not fun and then I nearly got blown off my bike a couple times and had to get off my bike and walk a little bit. Ugh, but hey AN ADVENTURE! Always.
I tried to give myself a pomp, it worked... kinda. Definitely need to work on that look more but ugh, it's not really me. I'm just... goofy and really animated sort of person who likes messy hair and being casual. This feels way too weird... and to make it worse, are you ready for this... I SMOKED A CIGARETTE! Yes you read that right, Zory smoked a cigarette... for the sake of the portrait you see, I was trying to go for this whole James dean thing so I borrowed a cigarette from Juliana...
So I took pictures of myself smoking a cigarette, ugh I felt all dizzy. It has been... um I guess I haven't smoked a cigarette in maybe three years? I never was much of a smoker [cigarettes that is] my whole life. When I started to smoke at age 16 it was a shock to all my friends, OMG Z'S SMOKING WTF!!! I think I kinda started to smoke because my social anxiety was really horrible at that time and smoking kept me occupied, but it was never a regular thing until I dropped out of high school and went hitch-hiking around BC and ended up living on the streets in Kelowna. I ended up smoking pretty regularly by then and kept the habit until I was 20. By then I was smoking a pack a day, if not more.
Then one day I realized that I was:
1) wasting money that I didn't really have
2) making myself really sick, as I was always a sickly person and it made the situation even worse
3) it was a nasty habit
So I quit, cold turkey.... and didn't smoke for hmm 4 years? Then after the divorce, I left Pennsylvania and went to Texas to be with a bunch of friends and ended up smoking again, but quit cold turkey after a while because I was like wtf am I doing?!
So... cigarettes suck, and taking pictures of myself smoking just confirmed how stupid I look when I smoke. Ugh so pointless... and now my apartment stinks. Bah, the things I do for my portraits, AND I didn't even like any of the smoking pictures because it made me look stupid, maybe to others I don't look stupid but I've never really thought people looked cool while smoking.
Contact me here: butchpetty.com/contactus.html
This is a 1958 "Field & Stream" Travel Trailer ( canned ham ). This vintage style of camping trailers were referred to as "car trailers" back when they were being built because of their size, light weight and ease of towing. The cabin part of the trailer is 12' long, the tongue is 2' making the total length only 14'. It pulls beautifully going down the highway, no fish tailing at all. You can forget your pulling a trailer.
This trailer is 95% original, no modifications. This trailer has not been restored and I have only made a couple of small repairs. If you are looking for a great platform for making a complete restoration then this would be an absolutely great trailer for such a project.
The interior is all wood, top to bottom and front to back and it is all original wood. I have installed a self-contained 12 volt electrical system and it doesn't need 120 volt. Everything runs off of 12 volts. However all of the original 120 volt wiring is still in place and hasn't been touched, even the original 120v light fixtures are still in place. All of the cabinet hardware is still in place, working and original. All the hinges, handles, and everything is original. The original "icebox" and oven/stove are still in the camper and work great. It also has the original factory installed "Kenmore" cabin heater and it also works great.
When I got the trailer someone had changed the paint scheme so I re-painted it to the original design. The rear couch makes into a double bed. Above the rear couch it has a removable bunk bed/hammock that is original factory equipment also. The dinette also makes into a double bed. There is a lot of storage in the camper. It also has a 10 gallon fresh water tank with a manual hand pump.
The trailer also comes with 2 30 lb propane tanks, a new spare tire and wheel.
The following items are new in the past three months:
New Interior 12 volt light throughout the camper
New 240 watt solar panel
New "Sunforce" 12v, 30 amp charge controller
4 new "Everstart" 750 cold crank amp deep cell marine batteries
New "Cen-Tech" 1500 watt continuous , 3000 surge 120v power inverter (for microwave, etc.)
New Rival 700 watt microwave
New manual water pump for sink
New Shakespeare SeaWatch 15" Marine TV Antenna (model 3015)
Toshiba 17' Flat Screen TV
All new blinds on the windows
New roof top vent
This is one great little camper. I bought it for hunting plus the nostalgia. It was used this past hunting season and worked great. However with four adult men it was a little cramped. So I plan to up size for next year. I pulled it off road in BLM land in Teller County and down in the Phantom Canyon area and had no problems at all.
Because this trailer is extremely rare there are not many sources of photos to be had but you can follow the link below to another "Field & Stream" trailer. As you can see the interiors are very similar as it is all original like mine: girlcamper.blogspot.com/2015_07_01_archive.html
(Update) You can see a video of the interior of my camper here: youtu.be/NA1VfPU8Sd8
Now the best part last: YES, I DO HAVE A CLEAN CLEAR TITLE IN HAND, AND CURRENT REGISTRATION ALSO. So unlike most trailers you see of this vintage you will not have a problem with registration and it will be registered as a "Field and Stream" not a home-made trailer as is usually the case with trailers bought without a title.
If you have questions please ask. I am asking $5000.00 cash, make offer, no trades. I will sell it to the first person who makes me an agreeable offer with CASH ONLY. I will consider local delivery after the cash transaction.
Lake Michigan is the only one of the Great Lakes wholly within the borders of the United States; the others are shared with Canada. It has a surface area of 22,400 square miles (58,000 km2),[2] making it the largest lake entirely within one country by surface area (Lake Baikal, in Russia, is larger by water volume), and the fifth largest lake in the world. It is 307 miles (494 km) long by 118 miles (190 km) wide with a shoreline 1,640 miles (2,640 km) long. The lake's average depth is 46 fathoms 3 feet (279 ft; 85 m), while its greatest depth is 153 fathoms 5 feet (923 ft; 281 m).[2][8] It contains a volume of 1,180 cubic miles (4,918 km³) of water. Its surface averages 577 feet (176 m)[2] above sea level, the same as Lake Huron, to which it is connected through the Straits of Mackinac
April Ross (USA, #2) making another diving save attempt as partner Kerri Walsh-Jennings looks on. Victoria Bieneck (GER, #2) looks on from across the net. WSOBV Long Beach 2015.
City Hall, also known as City Hall Loop,[4] was the original southern terminal station of the first line of the New York City Subway, built by the Interborough Rapid Transit Company (IRT), named the "Manhattan Main Line", and now part of the IRT Lexington Avenue Line.[5] Opened on October 27, 1904,[1] this station underneath the public area in front of City Hall was designed to be the showpiece of the new subway. The station was designed by Rafael Guastavino.[6] The main consulting architects on the IRT stations were George Lewis Heins and Christopher Grant LaFarge for the company Heins & LaFarge.[7] This station is unusually elegant in architectural style, and is unique among the original IRT stations, employing Romanesque Revival architecture.[8] The platform and mezzanine feature Guastavino tile, skylights, colored glass tilework and brass chandeliers. Passenger service was discontinued on December 31, 1945,[2] making it a ghost station, although the station is still used as a turning loop for 6 and trains.
- Wikipedia, City Hall (IRT Lexington Avenue Line) Page -
The sun was in the low west sky. The light directly flowed into the cylindrical glass entrance hall of Haneda Terminal 2, making people into black silhouette.
Outside view of the hall can be seen in "Under the Red Arch in Haneda Airport".
Amrum About this sound pronunciation (help·info) (Öömrang North Frisian: Oomram) is one of the North Frisian Islands on the German North Sea coast, south of Sylt and west of Föhr. It is part of the Nordfriesland district in the federal state of Schleswig-Holstein and has appromixately 2,300 inhabitants.
The island is made up of a sandy core of geestland and features an extended beach all along its west coast, facing the open North Sea. The east coast instead borders to mud flats and tidal creeks of the Wadden Sea. Sand dunes are a characteristical part of Amrum's landscape, resulting in a vegetation that is largely made up of heath and shrubs. The island's only forest was planted in 1948. Amrum is a refuge for many species of birds and a number of marine mammals like grey seal or harbour porpoise.
Settlements on Amrum have been traced back to the Neolithic when the area was still a part of the mainland of the Jutland peninsula. During the Middle Ages, Frisian settlers arrived at Amrum and engaged in salt making and seafaring. A part of the modern population still speaks Öömrang, a dialect of the North Frisian language, and Frisian traditions are kept alive.
With the island hosting many endangered species of plants and animals, its soil being largely unfavourable for agriculture and as a popular seaside resort in general, Amrum's population today almost exclusively lives from the tourism industry.
Amrum's area measures 20,4 km2,[2] making it the tenth-largest island of Germany (excluding Usedom which is partly Polish territory).[3] Adding the large Kniepsand beach on the Western shore to the surface area results in a total area of c. 30 km2.[4] Amrum's surface area has however been subject to constant change due to land loss and gain caused by the sea. During the 19th century, a 20th part of the area recorded in the beginning of the century had been lost, but in 1913, a net gain was again recorded at the Kniepsand.[5]
Amrum is one of three isles with a geestland core in Nordfriesland.[6] This sandy core is made up of glacial deposites from the Saalian glacial period.[4] To the east, it borders to the Wadden Sea mud flats of the North Sea. The east side is also where the island's ancient hamlets are situated: Norddorf, Nebel, Süddorf and Steenodde. On the geestland core one can find extended areas of heath and woodland which form a strip that runs along a north-south line on the axis. West of this woodland strip, a region of 838 hectares (2,070 acres) is covered with dunes[1] that run all along the island for about 12 km. The maximal width of this area amounts to more than a kilometre. Amrum's tallest dune near Norddorf is called a Siatler (the settling dune); it reaches 32 m of height.[1] Northward, the dune area extends into a small peninsula called Odde. In the south of Amrum, the newest settlement, Wittdün, is located. West of the dunes, the entire shore of Amrum is made up of the Kniepsand beach; it counts among northern Europe's largest sand beaches. North of Norddorf there is some marshland, another small marsh area can be found between Süddorf and Steenodde.[4] Both of them are protected from the sea by dikes. During low tide it is possible to reach the neighbouring island of Föhr by mudflat hiking.
Amrum's population amounts to about 2,300 and the island is divided into three municipalities: Norddorf, Nebel and Wittdün. They adhere to the Amt Föhr-Amrum.
The oldest traces of settlements in the area date back to the Neolithic with a number of dolmens among them. Also many tomb sites from the Bronze and Iron Ages have been preserved. In the dunes west of the decoy pond, the remainders of an Iron Age hamlet have been found. It is unknown whether the Ambrones, who together with the Cimbri and Teutones threatened Rome around 100 BC, stemmed from this island which back then was still connected to the mainland by a land bridge. In the early Middle Ages the island was colonised by the Frisians. The oldest known record of Amrum island has been found in the Danish Census Book of King Valdemar II of Denmark from 1231.[9]
Next to salt making, agriculture, fishery and whaling, merchant shipping was one of the main sources of income for a long time. Hark Olufs, a sailor from Süddorf who had been enslaved by Algerians in 1724, advanced to the rank of a General until he was allowed to return to his native island in 1736. During the late 19th century, tourism became a rapidly emerging business on Amrum and effectively changed the island's economical structures.
During the Middle Ages, Amrum as well as all of North Frisia proper belonged to the so-called Uthlande, the Outer Lands, which only successively became parts of the Danish realm or the Duchy of Schleswig. After the conflicts between the Danish kings and the counts of Schauenburg about the rule over Schleswig, Amrum and western Föhr became an enclave of Denmark and contrary to neighbouring areas, it was not any longer a part of the Duchy of Schleswig. This state endured until 1864, when Denmark lost Schleswig to Prussia after the Second Schleswig War. For a brief period after that war Amrum was ruled together by Prussia and Austria, yet in 1867 the island came under Prussian rule and was made a part of the province of Schleswig-Holstein. At first, Amrum formed a municipality within the district of Tondern. In 1920, the Schleswig Plebiscites resulted in a clear majority vote for Amrum staying with Germany, while Tondern fell back to Denmark. Until 1972, Amrum belonged to the Südtondern district which then merged into the newly created district of Nordfriesland.
During the 19th century, Amrum still had a considerably lower population than today. Church records from 1821 to 1833 show an average population of 587, a census in 1860 noted 642 inhabitants, and in 1871, the population had dropped to 571.[10] Among other factors, the decrease owed to the fact that large parts of Amrum's population had emigrated — mainly to the United States. Today, more people with ancestors from Amrum live in the United States than there are on Amrum proper, and the connections between Amrum and the U.S. are still being cultivated.
Eventually, tourism began only to flourish on the island when a seaside resort was established in Wittdün in 1890, which also led to a rapid increase in population.[11]
On 29 October 1998, the cargo ship Pallas ran aground off Amrum, causing a severe oil spill in the region.
Amrum's vegetation is determined by the sea and by the different types of landscapes on the island, most of which are low in nutrients. In parts of the dune belt and on the Kniepsand marram grass or sea wormwood grow, as well as numerous other sand-loving plants like sheep's bit which will bloom in sheltered areas between the dunes.[16] Also some stunted pines, bent by the sea wind, and Salix repens, the creeping willow can be found there. Until the 1970s, the rare sea holly could still be seen in the dunes.
East of there are heaths and conifer or mixed forests. In some dune slacks, peat bogs can be found which occasionally host the carnivorous plant common sundew.[16] The once abundant marsh gentian vanished during the 1990s.
The Amrum forest was mainly planted in 1948 on an area of heath. Until then only a few forested regions could be found around the decoy ponds. With 180 hectares, Amrum has the largest ratio of forested land of all Germany's North Sea islands. Mainly pines, firs and birches can be found here. Meanwhile, the forest has largely lost its artificial nature. So one will encounter numerous plants on all levels and many species of fungi. The "geestland", east of the forest, is mostly used for farming. Its grassland grows plants such as Harebell (Campanula rotundifolia), Sea Thrift (Armeria maritima) and Carthusian Pink (Dianthus carthusianorum) and several species of hawkweed.[16]
In the small marshlands, some sedges and the ragged robin may be seen.[16] Here is the most nutritious soil on Amrum. Even the soil of Amrum's gardens is so low in nutrients that only few sorts of plants, e.g. hollyhock, will grow there without fertilising.
On the salt marshes along the eastern shore of Amrum, many salt tolerant species can be found. Pioneer plants such as Salicornia europaea and alkali grasses, grow on and stabilize the mud flats.
Can you see a Raynox in his eyes? :D
The jumping spider family (Salticidae) contains more than 500 described genera and about 5,000 described species,[2] making it the largest family of spiders with about 13% of all species.[3]
Jumping spiders have good vision and use it for hunting and navigating. They are capable of jumping from place to place, secured by a silk tether. Both their book lungs and the tracheal system are well-developed, as they depend on both systems (bimodal breathing).
Technical info:
Canon 100mm f2.8 macro + 20mm ET + Raynox DCR-250
ISO250
1/125
f16
This cafe was named after the famous speech by the Libyan Former President Mummer Gaddafi!
"London (Listeni/ˈlʌndən/)[3] is the capital city of England and the United Kingdom.[4] It is the most populous city in the United Kingdom, with a metropolitan area of over 13 million inhabitants. Standing on the River Thames, London has been a major settlement for two millennia, its history going back to its founding by the Romans, who named it Londinium.[5] London's ancient core, the City of London, largely retains its 1.12-square-mile (2.9 km2) mediaeval boundaries and in 2011 had a resident population of 7,375, making it the smallest city in England. Since at least the 19th century, the term London has also referred to the metropolis developed around this core.[6] The bulk of this conurbation forms the Greater London administrative area (coterminous with the London region),[7][8][note 1] governed by the Mayor of London and the London Assembly.[9][note 2]
London is a leading global city,[10][11] with strengths in the arts, commerce, education, entertainment, fashion, finance, healthcare, media, professional services, research and development, tourism, and transport all contributing to its preeminence.[12] It is one of the world's leading financial centres[13][14][15] and has the fifth-or sixth-largest metropolitan area GDP in the world depending on measurement.[note 3][16][17] London is a world cultural capital.[18][19][20][21] It is the world's most-visited city as measured by international arrivals[22] and has the world's largest city airport system measured by passenger traffic.[23] London's 43 universities form the largest concentration of higher education institutes in Europe.[24] In 2012, London became the first city to host the modern Summer Olympic Games three times.[25]
London has a diverse range of peoples and cultures, and more than 300 languages are spoken within Greater London.[26] The region had an official population of 8,416,535 in 2013,[2] making it the most populous municipality in the European Union,[27] and accounting for 12.5% of the UK population.[28] London's urban area is the second-largest in the EU with a population of 9,787,426 according to the 2011 census.[29] London's metropolitan area is the largest in the EU with a total population of 13,614,409,[note 4][30] while the Greater London Authority puts the population of London metropolitan region at 21 million.[31] London was the world's most populous city from around 1831 to 1925.[32]
London contains four World Heritage Sites: the Tower of London; Kew Gardens; the site comprising the Palace of Westminster, Westminster Abbey, and St Margaret's Church; and the historic settlement of Greenwich (in which the Royal Observatory, Greenwich marks the Prime Meridian, 0° longitude, and GMT).[33] Other famous landmarks include Buckingham Palace, the London Eye, Piccadilly Circus, St Paul's Cathedral, Tower Bridge, Trafalgar Square, and The Shard. London is home to numerous museums, galleries, libraries, sporting events and other cultural institutions, including the British Museum, National Gallery, Tate Modern, British Library and 40 West End theatres.[34] The London Underground is the oldest underground railway network in the world.[35][36]"
Source: en.wikipedia.org/wiki/London
In a 1999 survey organised by the BFI to determine which British films of the 20th century 'had made the strongest and most lasting impression', the late Sir David Lean may have been pipped to the No1 slot by The Third Man but, with three films in the top five, I think it's safe to say that his oeuvre left its mark on the nation's cinematic consciousness.
This Tuesday sees the centenary of Lean's birth so, when I found myself in Lancashire last week, I took the opportunity to celebrate early with a visit to Carnforth railway station's refreshment room, ideally for a nice cup of tea and a Banbury, but not ruling out the possibility of getting some grit in my eye and having it removed by a kindly doctor who might just be the love of my life.
Carnforth, a few miles from Morecambe, famously doubled as Milford Junction in 1945's Brief Encounter (which came in at No 2), making it one of the most best known stations in the world.
While filming at Carnforth, Lean recalled the excitement of the Royal Scot's nightly appearance: 'I used to stand on the edge of the platform shaking with excitement, holding Celia's [Johnson] arm as the thing roared through within six feet of us. Just wonderful.'
There is now something of a Brief Encounter mini-industry at Carnforth, what with the famous clock, the visitors' centre and the delightful refreshment room - a replica of the set, which was itself a copy of the original.
Chairman Pierre Heilbronn, Vice President, Policy and Partnerships, European Bank for Reconstruction and Development, Inspirational speaker Olfa Soukri Cherif, Member of Parliament, Tunisia and Moderator Sawsan Gharaibeh, Co-founder and Vice Chairperson, Rasheed (Transparency International, Jordan) speak during the Innovation Lab 2: Making Transparency Work for Inclusive Growth during the IMF conference Opportunity for All: Promoting Growth, Jobs, and Inclusiveness in the Arab World on Monday, January 29 in Marrakesh, Morocco. Ryan Rayburn/IMF Photo