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Fantasy Dragon Wallpapers Cool Backgrounds
Fantasy Dragon Wallpapers Cool Backgrounds, 1920 x 1080, 309 KB, hdw.eweb4.com/out/789422.html
Free to use for any reason bokeh backgrounds. Check out TheWriteMoms.com for more free stuff and to sign up for emails of new stuff.
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background, paper, christmas, christmas card, lines
Windmill Background graphic available for download at dryicons.com/free-graphics/preview/windmill-background/ in EPS (vector) format.
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ROOF HEAT PROOFING COMPANY PROFILE:
We would like to introduce ourselves as one of the Pioneer of ROOF HEAT PROOFING in Pakistan. Our company was established in the year 2000.
ROOF HEAT PROOFING Family Business Background.
Our Business Background is that we are importer of chemicals. When Pakistan got independence our grandfather Mr.Abdul Khaliq Gandhak wala (Late) was the first one to open a chemical outlet in Jodia Bazar Karachi. Every chemical related industrialist and Business men know him really well.
What is ROOF HEAT PROOFING Cool Tech?
In chemical field, we started ROOF HEAT PROOFING, a new business which fulfills the need of every house, Factory, Office, Hotel, School, Hospital and any other organization. ROOF HEAT PROOFING is the mixture of different types of chemicals, and Sun block chemicals from Pakistan, Korea, China and Germany.
ROOF HEAT PROOFING Vision and Mission.
After 35 years all over the world such as USA, GULF, Saudi Arabia and Hot region countries Cool Tech brought ROOF HEAT PROOFING facility in Pakistan in 2000. Approx.: 8000sq ft clean Area can be done within a day without any disturbance and noise. You can use your roof conveniently and you can search that type of coating on internet by any search engine like yahoo Google etc. Just mention ROOF HEAT PROOFING. Your Air Conditioner Bill will be deducted around 20 to 30%. Recommended by Engineers and consultant all over the world.
WHY ROOF HEAT PROOFING IS NECESSARY FOR ALL TOP FLOORS.
ROOF HEAT PROOFING saves your money against high Air conditioner Bills.
Cool Tech Saves your money against high Air conditioner Bills. The best reason to use Cool tech (ROOF HEAT PROOFING) is simply put……..You save Money! How much does it cost? Well, considering reduced electric bills, less wear and tear on air conditioner components, extended roof life, increased comfort and the beauty supplied, it’s almost FREE! Cool Tech will help pay for itself before you know it by enabling you to save 20-30% of your electricity cost. Cool Tech (ROOF HEAT PROOFING) is a high built coating made from highly water-resistant polymers and additives that give flexibility and durability.
ROOF HEAT PROOFING Protect your roof against hot sun rays.
Roof Heat Proofing provides SOLAR REFLECTANCE, which means it reflects most of the infrared and visible light striking the surface of the coating. Over 80% of the light striking Cool Tech (ROOF HEAT PROOFING) is reflected back into the atmosphere and away from your roof. Then Roof Heat Proofing repels over 80% of the heat striking it. It bounces this heat back into the atmosphere. This synergistic effect means that Cool Tech reflects the majority of radiant energy away from the structure while the micro-porous structure of the coating dissipated and blocks any radiation that is absorbed and reduces the energy transmitted to the substrate.
ROOF HEAT PROOFING Protect your roof against thermal shocks
Roof Heat Proofing also helps prevent thermal shocks. A hot roof can experience thermal shocks when a passing shower of cold rain hits the hot roof causing a rapid and tremendously violent contraction. These violent contractions can rip seams open, pop fasteners out of the roofs substrate, pull flashing out of the imbedding plies and generally destroys your roof. Keeping your roof cool prevents the radical contraction that leads to “ROOF SHOCK”, premature roof failure and costly replacement costs.
SOME OF OUR VALUABLE CLIENTS (COMMERCIAL)
• BAY VIEW HIGH SCHOOL CLIFTON 2012
• PAK GREASE MANUFAC KEEMARI KARACHI 2013
• BONANZA GARMENTS 2013
• SOUTH SHORE O-LEVEL SCHOOL DHA 2013
• KARACHI GRAMMAR SCHOOL CLIFTON 2011
• SIEMENS PAKISTAN ENGINEERING CO. LTD. SITE 2010
• (FOTCO) FAUJI OIL TERMINAL & DISTRIBUTION Co. Ltd (PORT QASIM) 2010
• OYSTER TECHNOLOGIC (PVT)LTD KORANGI 2011
• THE RESIDENCY HOTEL (LAHORE) 2011
• ARENA KARSAZ (2010)
• ARY DIGITAL NETWORK STUDIO (SITE) 2009
• MERCK (PVT) LTD QUETTA 2011
• CARE LOGISTIC SHARA-E-FAISAL 2011
• PRECISION POLYMERS (PVT) LIMITED 2011
• S. ABDULLAH & COMPANY (K-SHAMSHEER) (DHA) 2005
• MEDICAIDS PAKISTAN PVT LTD (KORANGI) 2011
• ICON TOWER (SITE OFFICE) ADJACENT ABDULLAH SHAH GHAZI MAZAR 2010
• CENTURY 21 TEXTILE (S.I.T.E) 2004
• HAKEEM ABDUL GHAFFAR AGHA (AGHA HERBAL, TARIQ ROAD) 2009
• (FOTCO) GUEST HOUSE (DHA) 2010
• MR. IQBAL.S.MUHAMMAD PARAMOUNT BOOKS PVT LTD 2009
• EDEN ROBE GARMENTS (SITE) 2007
• RAZAQUE STEEL (SITE) 2008
• STAR CNG N.NAZIMABAD 2011
• ST. PETERS HIGH SCHOOL KASHMIR ROAD 2009
• K.N. ACCADEMY (MALIR CANTT) 2003
• HAMPTON SCHOOL (CLIFTON) 2007
• WOODWARDS (PVT) LTD (AMEER KHUSRO ROAD) 2010
• CHAS. A MENDOZA (RAZI ROAD) 2010
• KIRAN HOSPITAL (SAFFORA GOTH) 2004
• USMAN MEMORIAL HOSPITAL (F.B. AREA) 2003
• CIVIL HOSPITAL 2004
• M.M. TOWERS (DHA) (MAIN KHAYABAN-E-ITEHAD) 2004
• LOYA ASSOCIATE (P.E.C.H.S) 2005
• ALI ASGHAR TEXTILE (KORANGI OFFICE AREA) 2010
• OXYHEALTH LOUNGE & RELAXATION CLUB (CLIFTON) 2008
• SHAN SILK (KORANGI) 2011
SOME OF OUR VALUABALE CLIENTS (RESIDENTIAL)
• MR. FAROOQ (BONANAZA GARMENTS) 2013
• MR. JUNAID JAMSHED DHA 2013
• MR ASHRAF S/O MR. LIAQUT ALI KHAN 1ST PRIME MINISTER OF PAKISTAN
• MIAN NASEER ARCHITECT 2013
• MR. SIKANDER BAKHT (FORMER PAKISTANI CRICKETER) D.H.A 2011
• MR. MASOOD HASSAN (CLIFTON) 2009 M/S. SIEMENS CO. LTD. SITE 2010
• MR. MURAD ALI SHAH MINISTOR OF IRRIGATION AND POWER (DHA) 2010
• MR. IMRAN S. SATTAR OXFORD SWETTERS DHA 2011
• MR. ASGHAR RANGOON WALA (ROYAL RODALE CLUB) (DHA) 2007
• MR YASIN SIDDIQUI CHAIRMAN “APTMA” DHA 2010 (SINDH & BALOCHISTAN ZONE)
• MR. SAJJAD HUSSAIN SHAH “APNA TV CHANNEL” (C.E) DHA 2010
• MR. SARFARAZ HUSSAIN SHAH “APNA TV CHANNEL” (C.E) DHA 2010
• MR. RAFIQ (ORIENT TEXTILE) DHA 2011.
• MS. FATIMA (D/O LATE MR. KAMAL FILM ACTOR) DHA 2011
• MR. BUKSH JUMANI (KHAIRPUR HOUSE) DHA 2011
• MR DANISH KHWAJA (A.R.Y) 2011 D.H.A / MR. NOFEL HUM T.V. 2011
• MR. YOUSUF DEWAN. (DEWAN GROUP OF INDUSTRIES) (DHA) 2003
• MR. HAMZA FAROOQ / MR. ABDUL BAAQI DEWAN. (DHA) 2008
• DR. RAHEEM-UL-HAQ (DHA) (SOUTH CITY HOSPITAL CLIFTON) 2007
• DR. ZEENAT ESSANI D.H.A 2008 / DR. ZAKIR ALVI D.H.A 2011
• MR. A. KARIM PARACHA (C.I.M. SHIPPING COMPANY) (DHA) 2008
• MR. SHAKEEL MASOOD (C.E. DAWN NEWS). (DHA) 2008
• MR ABBAS / MR SHABBIR (ARENA KARSAZ) 2010
• MR. AHMED ZAFAR EMIRATES GLOBAL BANK (DHA) 2010
• MR. POLAD SUZUKI MOTORS DEALER CLIFTON 2010
• MR. IQBAL.S.MUHAMMAD PARAMOUNT BOOKS PVT LTD 2009
• MR SIKANDAR (CAFÉ FLOW) / MR. NADEEM ISLAM (BAYVIEW SCHOOL)
• MR. ALI ADAMJEE / MR. BILAL DAILY AGHAZ NEWS DHA 2010
• MR. HASSAN AKHTER (DHA) (MATRIX COMPANY CLIFTON) 2004
• MR. BILAL (DHA) DAILY AGHAZ NEWS 2009
• MR. NOSHAER (YAZDANI MOTORS D.H.A) 2008
• MRS. ANWAR PIONEER CABLES (D.H.A) 2011
• MR. ASLAM PAKISTAN CABLES (CLIFTON) 2011
• MR. ABDUL HANNAN (KHAS INDUSTRIES) D.H.A 2010
• MR. NAVEED ILLAHI “ALI ASGHAR TEXTILE” (DHA RESIDENCE) 2010.
roof heat proofing, roof treatment services, roof insulation pakistan, roof insulation chemical, roof heat protection, heat reflection white coating, heat proof HOME
Roof Heat Proofing for existing roofs to protect your place from heat.
Available in all major cities of Pakistan.
For client list and more details.
contact: salman matin
03332284724
02135486688
www.cooltechpk.com/videos.html
www.facebook.com/roofheatproofing
www.facebook.com/roofheatproofingkarachi
www.roofinsulationpakistan.com,
Tile grid background. Suitable for website backgrounds, scrapbook and papercraft projects, retro designs and more.
Lots more free resources on my website!
Larger versions of this resource and more color variations available here:
creativemarket.com/rosebfischer/1482361-Colorful-Grid-Dig...
Background painting for Paulette's class. Used stencil for decorative swirl pattern. Again used the "koosh" ball for the "chicken scratching".
Vintage Backgrounds Wallpaper Cool Desktop
Vintage Backgrounds Wallpaper Cool Desktop, 1200 x 933, 348.09 KB,
Source: livinghistories.newcastle.edu.au/nodes/view/35720
This photograph was taken by a member of the University of Newcastle's former Medical Communication Unit. The original slide is held in Cultural Collections, Auchmuty Library, the University of Newcastle, Australia.
This image can be used for study and personal research purposes. If you wish to reproduce this image for any other purpose you must obtain permission by contacting Cultural Collections
Please contact us if you are the subject of the image, or know the subject of the image, and have cultural or other reservations about the image being displayed on this website and would like to discuss this with us.
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Grungy texture 2 graphic available for download at http://dryicons.com/free-graphics/preview/grungy-texture-2/ in EPS (vector) format.
View similar vector graphics at DryIcons Graphics.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
The Étendard's history begins with two design requirements in the early 1950s. One was for a light jet fighter for the French Air Force, the other for a light fighter to serve as standard equipment with NATO air forces (from which Fiat's G.91 eventually emerged). Dassault used variations of the same basic design to produce prototypes for both these specifications, designated the Étendard II and Étendard VI respectively, but neither of which led to any orders. At the same time, the company evolved a larger and more powerful variant, originally designated Mystère XXIV, as a private venture.
Able to generate interest from the Navy, Dassault built a prototype of a navalised version. It was first demonstrated to the service in 1958. An order was placed which resulted in 69 fighter aircraft, designated Étendard IVM, and 21 reconnaissance versions designated Étendard IVP. From 1962, these began to be deployed aboard the new French Clemenceau class aircraft carriers.
Performance of the Étendard IV was never spectacular: low supersonic range at altitude, Mach 1.3 at 11,000 meters and Mach 0.97 at low altitude. In the 1970s it was clear that a replacement should be sought. For some time, this was hoped to be a navalised version of the SEPECAT Jaguar, the Jaguar M. But as the various political problems of the joint Anglo-French effort dragged out development, Dassault stepped in with an uprated version of the Étendard, dubbed Super Étendard, which began to replace its progenitor from 1978 on. The last of the original Étendard IVMs were withdrawn from the Aéronavale in 1991, although a handful of IVPs remained operational until 2004.
Even though the Étendard had only limited capability, airframes in good condition and with few flying hours found a taker: Israel, namely IAI. From 1980 until 1992, a total of thirty Étendard IVM an IVP found their way to Bedek, originally intended for a national naval strike fighter program for the IDF.
Anyway, interest in this project soon waned when the IDF was offered the F-16, and the updated IAI Kfir C2 and C7 were already in service, so that export customers for the updated Étendards were sought for. This customer appeared after several years in the form of Indonesia. In 1989, the Indonesian Navy (Tentara Nasional Indonesia Angkatan Laut, TNI–AL) took interest in these planes, after the USA put an embargo on running F-16 deliveries due to political differences over the independence of East Timor and Indonesia's military engagement in this conflict. Left without a modern attack aircraft (and a rotting fleet of aircraft of Soviet origin as well as light fighters like the F-5E), Indonesia looked for an alternative and found the fleet of unwanted Étendards in Israel.
After a major overhaul, the machines were revamped and updated, tailored to the new customer's needs. and re-designated Ètendard IVS. Main changes encompassed the installation of a non-afterburning Pratt & Whitney J52-P-408 turbojet with variable inlet guide vanes and 11,200 lbf (50 kN) of thrust instead of the original SNECMA Atar 8K-50 non-afterburning turbojet (rated at 11,025 lbs/49.0 kN), recognizable by the different nozzle arrangement. The IAI had experience with such an engine switch from its highly successful Super Mystère "Sa'ar" conversion in 1973, and Indonesia already used the J52 in its own Skyhawk fleet (also bought from Israel), so that costs for maintenance was appreciably lowered and the existing infrastructure could be used further.
The avionics suite was also modernized with domestic products. This update included an Elta EL/M-2021B pulse-Doppler radar (replacing the simple original Dassault Aida 7 navigation radar) in a re-shaped, deeper nose, together with a retractable refuelling probe.
Advanced systems, e. g. a NAVWASS (NAVigation And Weapon Aiming Sub-System) for attacking without use of radar and a Ferranti 105-S laser range finder and marked target seeker, added in a wedge-shaped fairing under the nose (the original stabilizer fin was deleted), now allowed the use of 'smart' weapons.
Ergonomics were improved, too, through a revised cockpit with more sophisticated electronics and displays. Overall performance was not significantly enhanced and even though the reconditioned Indonesian planes would exclusively be based at land, they retained their former carrier capabilities.
A total of 24 Étendard IVS strike aircraft were purchased and converted (actually all former Étendard IVM airframes), replacing some of the ageing A-4E Skyhawk fighter-bombers of Israeli origin and freeing Indonesian F-5Es from the ground attack/CAS role, leaving them to interceptor duties together with the few TNI AU's operational F-16s.
The Étendards were grouped under TNI–AL’s newly formed 801st Skadron (Squadron), building two attack flights and supplementing 800th Squadron with GAF Nomad Searchmaster B's and Searchmaster L twin-turboprops in their maritime patrol role. Consequentially, the 'new' Étendards bore the Indonesian Navy's insignia. Despite their age and simplicity, the Étendards added some serious 'punch' to TNI–AL’s maritime duties, helping protect the islands and coastlines surrounding Indonesia and defend them against seaborne threats.
The Indonesian Ètendards did not see a long active career, though: the age of the airframes took its toll. Maintenance effort was higher than expected, and two planes were lost in a tragic air crash during mock air combat in 1994.
From 1997 on, with an order for twelve Su-30K fighters from Russia and more modern and economical BAe Hawk Mk. 109 and 209 available for the strike role, the vintage Étendards were quickly and ultimately phased out. The last Étendard IVS made its final flight from Juanda Air Base on Surabaya on August 5th 2001.
General characteristics:
Crew: 1
Length: 14.40 m (47 ft 3 in)
Wingspan: 9.60 m (31 ft 6 in)
Height: 3.79 m (12 ft 6 in)
Wing area: 29 m² (312 ft²)
Empty weight: 5.960 kg (13.130 lb)
Loaded weight: 8.380 kg (18,470 lb)
Max. take-off weight: 10,750 kg (23,700 lb)
Wing loading: 282 kg/m² (57 lbs/ft²)
Thrust/weight: 0.54
Performance:
Maximum speed: 1,000 km/h (637 knots, 733 mph) at low level,
1,099 km/h (700 knots, 806 mph) at height
Range: 1.820 km (983 nmi, 1.130 mi)
Combat radius: 850 km (460 nmi, 530 mi) w. external stores & two drop tanks, hi-lo-hi profile
Service ceiling: 15,500 m (50,900 ft)
Rate of climb: 100 m/s (19,700 ft/min)
Powerplant:
1× Non-afterburning Pratt & Whitney J52-P-408 turbojet rated at 11,200 lbf (50 kN) of thrust
Armament:
2× 30 mm (1.18 in) DEFA 552 cannons with 150 rounds per gun;
1.500 kg (3,300 lb) of payload on four external hardpoints, including a variety of guided and unguided bombs, Matra rocket pods with 18× SNEB 68 mm rockets each, drop tanks and AIM-9 Sidewinder or Matra Magic AAMs.
The kit and its assembly
Actually, I never liked the Étendard as a plane, it's IMHO dead boring. Furthermore, there's only a single, vintage Heller kit available in 1:72 scale, which was relaunched in early 2012. I recently also came across an aftermarket decal sheet with various national markings from TL Modellbau and the included and rather exotic Indonesian Navy insignia stirred my fantasy. Which plane could go with them? A Skyhawk? Plausible, but that would almost be real life. An A-7 Corsair II? Too big! Finally, I chose the dull 1st generation Étendard as a simple and naval basis and created a whiffy "après Aéronavale" story for it - and this became the first entry to the 2016 "In The Navy" Group Build at whatifmodelerd.com.
The kit is the original, vintage Heller offering, dug out somewhere in Australia, long before the recent re-issue hit the shelves. For its age it is nevertheless a good model, with the typical good fit of the Heller kits. Panel lines are mostly raised, but very fine - it's IMHO a very good model of the aircraft.
The Étendard was built mostly OOB, but both ends were modified. On the front end I changed the nose for the new/slightly bigger radome for the new radar (actually, it's a reversed nose from an Italeri IAI Kfir with the pitot fairing on the top side, converted into a retracted refuelling probe) and I added the scratched laser range finder under the nose, replacing the stabilizer fin. For the different jet engine I improvised a longer tail section with a smaller exhaust, inspired by the IDF's Sa'ar/converted SMB2 Super Mystères which have a tail construction that is very similar to the Étendard's. I used a former air intake from a Matchbox A.W. Meteor NF.11 as fuselage extension and added internally a pipe. Some antennae and wire pitots were added, too.
As armament, the TNI-AL machine received a pair of IR-guided 340 kg bombs (from a Hasegawa JASDF weapon set) against naval targets, and due to the Étendard's rather limited payload I also gave it smaller drop tanks, these belong to an Airfix G.91, IIRC. A pilot was also added, too, in order to make the kit look more lively. For the same reason the ventral air brakes and the flaps were lowered - an OOB option, no conversion.
Painting and markings:
The typical French Étendard looks boring, even in the more modern low-viz paint scheme. One major argument for a semi-authentic Indonesian version were pictures from TNI-AU's A-4E, F-5E and esp. early F-16A, which, for some time, bore a rather flashy wrap-around air superiority paint scheme in blues and greys, partly with low-viz markings. Since this livery would fit the timeline and the plane's purpose, I went for this option - known as 'Grape' aggressor paint scheme in the USAF - which consists, AFAIK, of three Federal Standard tones:
● FS 35414 Light Blue (very similar to RLM 65, Modelmaster 2033)
● FS 35164 Intermediate Blue (Humbrol 144)
● FS 35109 Blue (Modelmaster 2032)
Real life pics show rather bright colours on clean/well-kept planes like the A-4’s, but the paint must have weathered quickly, with diminishing contrast - esp. on the TNI-AU's F-5Es, which frequently lack contrast between the two lighter grey-blue shades.
The pattern was taken over from an early Indonesian F-16 and re-interpreted on the more compact Étendard. All in all the bluish-grey livery is nothing fancy, but it makes a nice contrast to the red and white pentagonal insignia and the colourful badge on the tail fin. And it's seriously different from the classic blue/white livery you are used to on this aircraft.
The interior was painted according to the instructions and with some reference pictures from French Navy Étendards: cockpit in dark grey, an aluminum landing gear and primed, chrome yellow landing gear wells.
The IR-guided bombs received standard olive drab bodies, but the guidance package became light grey, as an extra color contrast.
Markings come mostly from the scrap box. The Indonesian Navy insignia were taken from a roundel aftermarket sheet from TL Modellbau. The registration code and the "TNI AL" markings on wings and fuselage were improvised with single black letters from the same manufacturer too. Inscriptions and the like come from the original decal sheet and other sources with French reference.
After decals had been applied, some grinded soft pencil mine was rubbed onto the surfaces for weathering, and light dry brushing with light grey shades was done to simulate sun-bleached paint. I wanted to emphasize the harsh climate conditions under which this fictional machine would operate, as well as its overall age.
An exotic project, and what originally started just as a fictional livery option turned into more with the bigger nose and the elongated tail. But I think this effort was worthwhile, in order to set this Étendard with a second life apart from its dull French origin. The wrap-around camouflage looks odd, and the TNI-AL's markings just underline the oddness of this whif model. :D
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
After the first German experiences with the newer Soviet tanks like the T-34 or the Kliment Voroshilov tank during Operation Barbarossa, the need for a Panzerjäger capable of destroying these more heavily armoured tanks became clear.
In early 1942, several German companies designed tank destroyers using existing chassis or components, primarily of both the Panzer III and Panzer IV tank, and integrating the powerful 8,8 cm Panzerjägerkanone 43/1 L/71 (or shortly Pak 43/1), a long-barreled anti-tank gun. Alkett, for instance, came up with the SdKfz. 164 “Hornisse” SPG (later renamed “Nashorn”), and Vomag AG proposed the SdKfz. 163, a derivative of the recently developed SdKfz. 162, the Jagdpanzer IV, which was armed with a Pak 39 L/48 at that time in a low, casemate-style hull.
However, mounting the bulky, heavy and powerful Pak 43/1 into the Panzer III hull was impossible, and even the Panzer IV was not really suited for this weapon – compromises had to be made. In consequence, the “Nashorn” was only a lightly armoured vehicle with an open crew compartment, and the Jagdpanzer IV was much too low and did not offer sufficient internal space for the large cannon.
Vomag’s design for the SdKfz. 163 eventually envisioned a completely new upper hull for the standard Panzer IV chassis, again a casemate style structure. However, the new vehicle was much taller than the Jagdpanzer IV – in fact, the Pak 43/1 and its massive mount necessitated the superstructure to be more than 2’ higher than the Jagdpanzer IV. This also resulted in a considerably higher weight: while a standard Panzer IV weighed less than 23 tons, the SdKfz. 163 weighed more than 28 tons!
The driver was located forward, slightly in front of the casemate, and was given the Fahrersehklappe 80 sight from the Tiger I. The rest of the crew occupied the cramped combat section behind him. Ventilation of the casemate’s fumes and heat was originally provided by natural convection, exiting through armored covers at the back of the roof.
The gun/crew compartment’s casemate was well-protected with sloped sides and thick armor plates. Its thickness was 80 mm (3.93 in) at a 40° angle on the front, 40 mm/12° (1.57 in) for the front hull, 50 mm/25° (1.97 in) for the side superstructure, 30 mm (1.18 in) for the side of the lower hull, 30 mm/0° (1.18 in) for the rear of the casemate and 20 mm/10° (0.79 in) for the back of the hull. The top and bottom were protected by 10 mm (0.39 in) of armor at 90°. This was enough to withstand direct frontal hits from the Soviet 76,2 mm (3”) gun which the T-34 and the KV-1 carried.
The SdKfz. 163’s main weapon, the Pak 43/1, was a formidable gun: Accurate at over 3,000 m (3,280 yards) and with a muzzle velocity of over 1,000 m/s (3,280 ft/s), the 88 mm (3.5 inch) gun has more than earned its reputation as one of the best anti-tank guns of the war. Even the early versions, with a relatively short L56 barrel, were already able to penetrate 100mm of steel armour at 30°/1000m, and late versions with the long L71 barrel even achieved 192mm.
The main gun had an elevation of +15°/-5° and could traverse with an arc of fire of 12° to the left and 17° to the right, due to the weapon’s off-center position and limited through the side walls and the “survival space” for the crew when the Pak 43/1 was fired. The recoil cylinder was located under and the recuperator above the gun. There were also two counterbalance cylinders (one on each side), and the gun featured a muzzle brake, so that the already stressed Panzer IV chassis could better cope with the weapon’s recoil.
The Pak 43/1 was able to fire different shells, ranging from the armor piercing PzGr. 39/43 and PzGr. 40/43 to the high explosive Gr. 39/3 HL. The main gun sight was a telescopic Selbstfahrlafetten-Zielfernrohr la, with Carl Zeiss scopes, calibrated from 0 to 1,500 m (0-5,000 ft) for the Pz.Gr.39 and 0 to 2,000 m (6,500 ft) for the Pz.Gr.40. There was a 5x magnification 8° field of view.
46 8.8 cm rounds could be stored inside of the SdKfz. 163’s hull. In addition, a MP 40 sub-machine gun, intended to be fired through the two firing ports on each side of the superstructure, was carried as a hand weapon, and a single MG 34 machine gun was located in the front bow in a ball mount for self-defense, at the radio operator’s place. Another MG 34 could be fastened to the open commander’s hatch, and 1.250 rounds for the light weapons were carried.
The SdKfz. 163 was, together with the SdKfz. 164, accepted by the Oberkommando des Heeres (OKH) in late 1942, and immediately ordered into production. Curiously, it never received an official name, unlike the SdKfz. 164. In practice, however, the tank hunter was, in official circles, frequently referred to as “Jagdpanzer IV/ 43” in order to distinguish it from the standard “Jagdpanzer IV”, the SdKfz. 162, with its 7,5cm armament. However, the SdKfz. 163 also received unofficial nicknames from the crews (see below).
Production was split between two factories: Alkett from Berlin and Stahlindustrie from Duisburg. Alkett, where most of the Panzer IVs were manufactured, was charged with series production of 10 vehicles in January and February 1943, 20 in March and then at a rate of 20 vehicles per month until March 1944. Stahlindustrie was tasked with a smaller production series of 5 in May, 10 in June, 15 in July and then 10 per month (also until March 1944), for a planned initial total of 365 vehicles.
Initially, all SdKfz. 163s were directly sent to the Eastern Front where they had to cope with the heavy and well-armoured Soviet tanks. Soon it became apparent that these early vehicles were too heavy for the original Panzer IV chassis, leading to frequent breakdowns of the suspension and the transmission.
Efforts were made to ameliorate this during the running production, and other Panzer IV improvements were also gradually introduced to the SdKfz. 163s, too. For instance, the springs were stiffened and new all-metal road wheels were introduced – initially, only one or two front pairs of the road wheels were upgraded/replaced in field workshops, but later SdKfz. 163s had their complete running gear modified with the new wheels directly at the factories. These late production vehicles were recognizable through only three return rollers per side, in order to save material and production costs.
Furthermore, an electric ventilator was added (recognizable by a shallow, cylindrical fairing above the radio operator’s position) and the loopholes in the side walls for observation and self-defense turned out to be more detrimental to the strength of the armor than expected. In later models, these holes were completely omitted during production and in the field they were frequently welded over, being filled with plugs or 15 mm (0.59 in) thick steel plates. Another important modification was the replacement of the Pak 43/1’s original monobloc barrel with a dual piece barrel, due to the rapid wear of the high-velocity gun. Although this did not reduce wear, it did make replacement easier and was, over time, retrofitted to many earlier SdKfz. 163s.
Despite these improvements, the SdKfz. 163 remained troublesome. Its high silhouette made it hard to conceal and the heavy casemate armour, together with the heavy gun, moved the center of gravity forward and high that off-road handling was complicated – with an overstressed and easily damaged suspension as well as the long gun barrel that protruded 8’ to the front, especially early SdKfz. 163s were prone to stoop down and bury the long Pak 43/1 barrel into the ground. Even the vehicles with the upgraded suspension kept this nasty behavior and showed poor off-road handling. This, together with the tank’s bulbous shape, soon earned the SdKfz. 163 the rather deprecative nickname “Ringeltaube” (Culver), which was quickly forbidden. Another unofficial nickname was “Sau” (Sow), due to the tank’s front-heavy handling, and this was soon forbidden, too.
Despite the suspension improvements, the tank’s relatively high weight remained a constant source of trouble. Technical reliability was poor and the cramped interior did not add much to the vehicle’s popularity either, despite the SdKfz. 163 immense firepower even at long range. When the bigger SdKfz. 171, the Jagdpanther, as well as the Jagdpanzer IV/L70 with an uprated 7.5 cm cannon became available in mid-1944, SdKfz. 163 production was prematurely stopped, with only a total of 223 vehicles having been produced. The Eastern Front survivors were concentrated and re-allocated to newly founded Panzerjäger units at the Western front, where the Allied invasion was expected and less demanding terrain and enemies were a better match for the overweight and clumsy vehicles. Roundabout 100 vehicles became involved in the defense against the Allied invasion, and only a few survived until 1945.
Specifications:
Crew: Five (commander, gunner, loader, driver, radio operator)
Weight: 28.2 tons (62,170 lbs)
Length: 5.92 m (19 ft 5 in) hull only
8.53 m (28 ft) overall
Width: 2.88 m (9 ft 5 in)
Height: 2.52 m (8 ft 3 in)
Suspension: Leaf spring
Fuel capacity: 470 l (120 US gal)
Armour:
10 – 50 mm (0.39 – 1.96 in)
Performance:
Maximum road speed: 38 km/h (23.6 mph)
Sustained road speed: 34 km/h (21.1 mph)
Off-road speed: 24 km/h (15 mph)
Operational range: 210 km (125 mi)
Power/weight: 10,64 PS/t
Engine:
Maybach HL 120 TRM V12 petrol engine with 300 PS (296 hp, 221 kW)
Transmission:
ZF Synchromesh SSG 77 gear with 6 forward and 1 reverse ratios
Armament:
1× 8.8 cm Panzerabwehrkanone PaK 43/1 L71 with 46 rounds
1× 7.92 mm Maschinengewehr 34 with 1,250 rounds in bow mount;
an optional MG 34 could be mounted to the commander cupola,
and an MP 40 sub-machine gun was carried for self-defense
The kit and its assembly:
This fictional tank is, once more, a personal interpretation of a what-if idea: what if an 8.8 cm Pak 43/1 could have been mounted (effectively) onto the Panzer IV chassis? In real life, this did not happen, even though Krupp apparently built one prototype of a proposed Jagdpanzer IV with a 8.8 cm Pak 43 L/71 on the basis of the SdKfz. 165 (the “Brummbär” assault SPG) – a fact I found when I was already working on my model. Apparently, my idea seems to be not too far-fetched, even though I have no idea what that prototype looked like.
However, the PaK 43/1 was a huge weapon, and mating it with the rather compact Panzer IV would not be an easy endeavor. Taking the Jagdpanther as a benchmark, only a casemate layout would make sense, and it would be tall and voluminous. The “Brummbär” appeared to be a suitable basis, and I already had a Trumpeter model of a late SdKfz. 165 in the stash.
Just changing the barrel appeared too simple to me, so I decided to make major cosmetic changes. The first thing I wanted to change were the almost vertical side walls, giving them more slope. Easier said than done – I cut away the side panels as well as wedges from the casemate’s front and rear wall, cleaned the sidewalls and glued them back into place. Sound simple, but the commander’s hatch had to be considered, the late SdKfz. 165’s machine gun mount had to go (it was literally cut out and filled with a piece of styrene sheet + PSR; the front bow machine gun was relocated to the right side of the glacis plate) and, due to the bigger angle, the side walls had to be extended downwards by roughly 1.5mm, so that the original mudguard sideline was retained.
The gun barrel caused some headaches, too. I had an aftermarket metal barrel for a PaK 43/1 from a Tiger I in the stash, and in order to keep things simple I decided to keep the SdKfz. 165’s large ball mount. I needed some kind of mantlet as an adapter, though, and eventually found one from a Schmalturm in the stash – it’s quite narrow, but a good match. It had to be drilled open considerably in order to accept the metal barrel, but the whole construction looks very plausible.
Another cosmetic trick to change the SdKfz. 165’s look and esp. its profile was the addition of protective side shields for the entry hatch area at the rear (frequently seen on Jagdpanzer IVs) – these were created from 0.5 mm styrene sheet material and visually extend the casemate almost the up to hull’s rear end.
Painting and markings:
Inspiration for the paint scheme came from a picture of a Jagdpanther that took part in the 1944 Ardennenoffensive (Battle at the Bulge): It was painted in the contemporary standard tones Dunkelgelb (RAL 7028), Olivgrün (RAL 6003) and Rotbraun (RAL 8012), but I found the pattern interesting, which consisted primarily of yellow and green stripes, but edged with thin, brown stripes in order to enhance the contrast between them – not only decorative, but I expected this to be very effective in a forest or heath environment, too.
The picture offered only a limited frontal view, so that much of the pattern had to be guessed/improvised. Painting was done with brushes and enamels, I used Humbrol 103 (Cream), 86 (Light Olive) and 160 (German Red Brown) in this case. The green tone is supposed to be authentic, even though I find Humbrol’s 86 to be quite dull, the real RAL 6003 is brighter, almost like FS 34102. The brown tone I used, RAL 8012, is wrong, because it was only introduced in Oct. 1944 and actually is the overall factory primer onto which the other colors were added. It should rather be RAL 8017 (Schokoladenbraun), a darker and less reddish color that was introduced in early 1944, but I assume that frontline workshops, where the camouflage was applied in situ, just used what they had at hand. Dunkelgelb is actually very close to Humbrol 83 (ochre), but I decided to use a lighter tone for more contrast, and the following weathering washing would tone everything down.
I also extended the camouflage into the running gear – not a typical practice, but I found that it helps breaking up the tank’s outlines even more and it justifies wheels in different colors, too. The all-metal road wheels were painted with a mix of medium grey and iron. The black vinyl track was treated with a cloudy mix of grey, red brown and iron acrylic paint.
The kit received a washing with highly thinned dark brown acrylic paint as well as an overall dry-brushing treatment with light grey. Around the lower front of the hull I also did some dry-brushing with red brown and iron, simulating chipped paint. After the decals had been applied, the model was sealed with acrylic matt varnish and finally I dusted the lower areas and esp. the running gear with a grey-brown mix of mineral artist pigments, partly into a base of wet acrylic varnish that creates a kind of mud crust.