At the beginning of the Vietnam War, there was little interest in a dedicated counterinsurgency (COIN) aircraft. The USAF was too committed to an all-jet, nuclear-capable force, while the US Army was satisfied with its helicopter fleet; the Navy concentrated on its carriers, and while the Marines were mildly interested, they lacked funding.

 

Vietnam was to change that. Horrendous losses among US Army UH-1s was to lead to a rethinking of helicopter doctrine, and pointed up the lack of a dedicated COIN aircraft. The USAF found itself depending on World War II-era A-26K Invaders, former US Navy A-1 Skyraiders, and converted trainers like the T-28 Trojan. The USAF also found itself in the market for a better forward air control (FAC) aircraft, due to the high loss rate of its O-1 Birddogs and O-2 Skymasters. Finally, the US Navy needed something to better cover its Mobile River Force units in the Mekong Delta, which could not always depend on USAF air support. In 1963, all three services issued a requirement for a new light design capable of performing as both a COIN and FAC aircraft. North American's NA-300 was selected in 1964 and designated OV-10A Bronco.

 

The OV-10 design drew heavily on independent research done at the China Lake research establishment, which in turn was inspired by the World War II P-38 Lightning fighter. The P-38 used a central "gondola" fuselage to concentrate all of its firepower along the centerline, which made for better accuracy; the OV-10 would do the same. As in the P-38, the engines were contained in twin booms that stretched back to the tail. The Bronco's four machine gun armament was placed in sponsons on either side of the fuselage, while ordnance was carried beneath the sponsons. To satisfy the USAF's requirements for a FAC aircraft, the two-man crew flew underneath a large, spacious canopy that gave them superb visibility. Because the Marines wanted an aircraft that could carry a Recon team, the fuselage was extended and, if the rear seat was removed, five paratroopers could be squeezed into the back, or two stretchers.

 

When the OV-10 arrived in Vietnam in 1968, there was a fear that the Bronco would be the jack of all trades and master of none. In fact, it proved to be excellent in all of its roles. As a FAC, it was a huge improvement over the slower O-1 and O-2; as a COIN aircraft, it was also a good aircraft, though it could not carry the same amount of ordnance as an A-1. The Navy equipped one squadron with OV-10As as VAL-4--nicknamed the "Black Ponies" for their dark green camouflage--and these were used extensively over the Mekong Delta. There were problems with the design: the airframe was actually too heavy for the engines, which left it underpowered, and ditching was invariably fatal for the pilot, as his seat tended to hurl forward into the instrument panel. Nonetheless, the Bronco turned in a sterling performance in Southeast Asia.

 

Though the Navy transferred its surviving Black Ponies to the Marines after the end of American involvement in Vietnam, the USAF and Marines would keep theirs for the next 20 years. For the 1970s and 1980s, the OV-10 replaced all other FAC designs in USAF service, aside from a handful of OA-37B Dragonfly squadrons. The Marines also kept their OV-10s and further refined the design by adding all-weather capability in the long-nosed OV-10D variant.

 

By the First Gulf War in 1991, the OV-10 was starting to show its age. The USAF began retiring its fleet even before Desert Storm; the Bronco was considered to be too slow to survive a modern air defense environment. Though the Marines used some of their OV-10Ds, the loss of two aircraft also led the USMC to retire their Broncos after war's end. Both services chose jets as replacements--the USAF with modified OA-10A Thunderbolt IIs, and the Marines with two-seat all-weather F/A-18Ds.

 

OV-10s were also a mild export success, going to seven other countries, mainly in the COIN role. Most have since been retired in favor of newer designs, though the Philippines still has a large and active OV-10 force. The type enjoyed a brief renaissance in 2015 when two former Marine OV-10Ds were taken up by the USAF for use against ISIS forces in Iraq, to see if the design was still viable. Though the OV-10s performed well, the USAF is not likely to put it back into production. 360 were built, and at least 25 are on display in museums aside from the aircraft that are still operational.

 

This is another shot of the OV-10 from the previous picture; the camouflage does its work, since the tail number is practically invisible. As a result, I'm not sure which Bronco this is, other than it was assigned to the 601st Tactical Air Control Wing at Sembach, where this picture was taken. This was just before the 1980 airshow--a C-9 Nightingale and a C-130 Hercules can be seen in the background.

 

Dad was assigned to Sembach at the time; his squadron was a component of the 601st, though not located at the base. Today, this would look very different: the airfield was largely abandoned after the USAF moved out at the end of the Cold War. This hardstand has almost completely been overgrown, while the hangars and tower in the back are derelict. It's fascinating to see urban explorers going through the airfield on YouTube, and remembering when it was a frontline airbase when I was a kid, 40+ years ago.

F2H-4 BANSHEE

 

The successor to McDonnell's FH-1 Phantom, the F2H Banshee proved to be a fast and capable high-altitude fighter, making it the aircraft of choice to escort B-29 bombers over Korea. The airplane's official nickname derived from the fact that its engines "screamed like a banshee." To its pilots, however, it was affectionately called the "Banjo."

 

The F2H Banshee was McDonnell Aircraft Corporation's successor to the FH-1 Phantom, the Navy's first pure jet. Bearing a resemblance to its forbearer, the F2H outpaced it in performance, bettering its maximum speed by more than 50 mph and nearly doubling the range.

 

Acquisition of the F2H began in August 1948, and the aircraft began entering squadron service the following year. Banshees were capable of cruising on one engine at altitude and were very stable in operations aboard ship. They had two adverse traits, however, in that the tail section was particularly vulnerable to any stress loads beyond the manufacturer's g-load limits, and the landing gear was very fragile, precluding carrier arrested landings above recommended landing weights. Once a pilot dumped excess fuel to achieve maximum permissible weight, he was limited in passes at the deck, not a pleasant situation under adverse weather conditions.

 

It was the ability to operate at high-altitudes that proved to be the F2H's most valued trait. When the controversy over the Air Force's B-36 bomber erupted during the late-1940s, the high-altitude capability of the F2H was a key point in the Navy's argument against the claimed invincibility of the strategic bomber. That same performance also served well in the skies over Korea, where Banshees were the aircraft of choice for top cover escort of Air Force B-29 raids into North Korea. Advanced versions of the F2H continued to serve as the fleet's primary all-weather carrier fighter until 1959.

 

Accepted by the Navy on 24 July 1953, the Museum's F2H-4 (Bureau Number 126419) served in many Marine and Navy fighter and all-weather fighter squadrons and made a deployment in the carrier Coral Sea (CVA-43). Stricken from the active naval aircraft inventory in May 1962, it was assigned to the Naval Air Technical Training Center at Jacksonville, Florida, and transferred to the Museum in 1970.

 

COCKPIT PANORAMA

 

SPECIFICATIONS

 

Manufacturer:McDonnell Aircraft Corporation

Type:Fighter

Crew:Pilot

Powerplant:Two 3,600 lb. static thrust Westinghouse J34-WE-38 turbojets

Dimensions:

Length: 48 ft., 2 in.

Height: 14 ft., 6 in.

Wingspan: 41 ft., 8 in.

Weight:

Empty: 13,183 lb.

Gross: 28,500 lb.

Performance:

Max Speed: 524 mph

Ceiling: 46,600 ft.

Range: 1,170 miles

Armament:

Four fixed forward firing 20mm cannon and provisions for bombs and HVARs

+++ 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 Douglas A-4 Skyhawk was a single seat subsonic carrier-capable attack aircraft developed for the United States Navy and United States Marine Corps in the early 1950s. The delta winged, single turbojet engined Skyhawk was designed and produced by Douglas Aircraft Company, and later by McDonnell Douglas. It was originally designated A4D under the U.S. Navy's pre-1962 designation system.

 

The Skyhawk was a relatively lightweight aircraft with a maximum takeoff weight of 24,500 pounds (11,100 kg) in its late versions and had a top speed of more than 670 miles per hour (1,080 km/h). The aircrafts supported a variety of missiles, bombs and other munitions, and late versions were capable of carrying a bomb load equivalent to that of a World War II-era Boeing B-17 bomber.

 

The type saw an intensive career with the US Navy and the US Marine Corps, and is still in frontline use in several countries, e. g. Brazil and Argentina.

Another potential user was France. The story began with two different design requirements in the early 1950s for land-based, light fighters, one for the French Air Force and the other for NATO air forces. French manufacturer Dassault responded and used the same basic design for both these specifications, designated as the Étendard II and Étendard VI respectively, neither of which received any orders, though. The company also developed a larger and more powerful variant, which was called the Mystère XXIV, simultaneously as a private venture.

 

The French Navy, the Aéronavale, showed interest in the more powerful aircraft, and this interest in a lulti-purpose fighter for carrier operations led to a public competition which was opened to foreign submissions, too. Dassault constructed a prototype navalized version of the Mystère XXIV, now designated Étendard IVM, and the first prototype conducted its first flight on 24 July 1956. As contenders, Douglas offered a modified A4D-2 Skyhawk and from Great Britain the Supermarine Scimitar was proposed, but immediately rejected as being much too large and complex for the Aéronavale's needs.

 

In order to compare the potential contenders, the Étendard IVM was to be pitted against the Skyhawk, and so a total of six so-called A4D-2Fs, modified to French specifications, took part in an extensive field test over the course of the next 15 months against a total of seven Étendard prototypes (the last being a prototype for the Étendard IVP photo reconnaissance variant), which differed by engines and equipment details.

 

The French Skyhawk variant had, compared with the standard A4D-2 of the US Navy, improved navigation and flight control systems. The A4D-2F also featured a strengthened airframe and had air-to-air refueling capabilities. Specific to these machines were a TACAN receiver and a braking parachute under the tail for land operations.

 

Internal armament was, upon the potential customer’s request, changed from the original pair of American 20 mm (0.79 in) Colt Mk 12 cannon with 200 RPG in the wing roots to a pair of 30mm DEFA cannon with 150 RPG. As a marketing measure, the A4D-2F was equipped with guidance avionics for the American AGM-12 Bullpup missile, in hope that France would procure this weapon together with the aircraft as a package and open the door for further weapon exports. Other ordnance included rocket pods, bombs, and drop tanks, carried on five external pylons (two more under the outer wings than the standard A4D-2).

 

Not being convinced of the AGM-12 and political preference of domestic equipment, French officials insisted on additional avionics for indigenous guided weapons like the Nord AA-20 air-to-air or the AS-20 air-to-ground missiles, as well as for the bigger, newly developed AS-30. Since the internal space of the AD4 airframe was limited, these additional components had to be housed in a long, spinal fairing that extended from the fin root forward, almost up to the cockpit. Another consequence of the scarce internal space was the need to provide radio-guidance for the French missiles through an external antenna pod, which was to be carried under the outer starboard pylon, together with two missiles on the inner pylons and an SNEB unguided missile pod (frequently empty) under the port outer pylon as aerodynamic counterbalance.

 

Trials between the contenders started in summer 1957, at first from land bases (primarily Landviseau in Brittany), but later, after its reconstruction with a four degree angled flight deck and a mirror landing sight, also aboard of the revamped French carrier ‘Arromanches’ (R 95, former HMS Colossus). The A4D-2F turned out to be the more effective fighter bomber, especially concerning the almost twice as high weapon load as the Étendard’s. On the other side, the Étendard benefitted from its Aida radar (the A4D-2F only had an AN/APN-141 radar altimeter and a state-of-the-art AN/ASN-19A navigation computer) and from strong supporters from both military and political deciders. Dassault kept lobbying for the indigenous aircraft, too, and, despite many shortcomings and limitations, the Étendard was chosen as the winning design. Even a proposed radar upgrade (just introduced with the A4D-3/A-4C for the US Navy) was during the late evaluation stages in 1958 would not change the French officials’ minds.

 

“Sufficiently satisfied” with its performance, the French Navy would procure for 69 Étendard IVM fighters and 21 Étendard IVP reconnaissance versions. The sextet of test Skyhawks was returned in late 1961 to the United States, where the airframes were at first stored and later underwent modifications at Lockheed Service Co. to become A-4Ps for the Argentine Air Force, delivered in 1966.

 

From 1962, the winning Étendard IVM was being deployed aboard the service's newly built Clemenceau-class aircraft carriers, the Clemenceau and Foch. Later, in 1972, the Skyhawk (in the form of a modified A-4M) made a return to France as an alternative to the stillborn Jaguar M, a navalized variant of the Anglo-French SEPECAT Jaguar, which was intended to become the Étendard's replacement. But this effort was once more derailed by political lobbying by Dassault, who favored their own proposed upgraded version of the aircraft, which would later enter service as the Super Étendard.

  

General characteristics:

Crew: one

Length: 39' 4" (12 m)

Wingspan: 26 ft 6 in (8.38 m)

Height: 15 ft (4.57 m)

Wing area: 259 ft² (24.15 m²)

Airfoil: NACA 0008-1.1-25 root, NACA 0005-0.825-50 tip

Empty weight: 9,146 lb (4,152 kg)

Loaded weight: 18,300 lb (8,318 kg)

Max. takeoff weight: 24,500 lb (11,136 kg)

 

Powerplant:

1× Curtiss-Wright J65-W-16A turbojet with 7,700 lbf (34 kN)

 

Performance:

Maximum speed: 575 kn (661 mph, 1,064 km/h)

Range: 1,700 nmi (2,000 mi, 3,220 km)

Combat radius: 625 nmi, 1,158 km

Service ceiling: 42,250 ft (12,880 m)

Rate of climb: 8,440 ft/min (43 m/s)

Wing loading: 70.7 lb/ft² (344.4 kg/m²)

Thrust/weight: 0.51

g-limit: +8/-3 g

 

Armament:

2× 30 mm (1.18 in) DEFA cannon, 150 RPG, in the wing roots

Total effective payload of up to 5,000 lbs (2,268 kg) on five hardpoints

- 1× Centerline: 3,500 lbs capability

- 2× Inboard wing: 2,200 lbs capability each

- 2× Outboard wing: 1,000 lbs capability each

   

The kit and its assembly:

This is another contribution to the “In the Navy” Group Build at whatifmodelers.com. The idea of a French Navy Skyhawk is not new and has been tackled before (in the form of CG renditions and model hardware alike), and I had been wanting to build one, too, for a long time – and the current GB was a good occasion to tackle a build.

 

The Skyhawk was actually tested by the Aéronavale, but, as described in the background, not until the early 1970s and together with the LTV A-7, when the Jaguar M came to nothing, not in the late 1950ies where this fictional model is rooted.

Anyway, I liked the Fifties idea much and spun a story around the Étendard’s introduction and a fictional competition for the Aéronavale’s next carrier-borne fighter bomber. The idea was further fueled by the relatively new Airfix model of the early A-4B, which would fit well into the project’s time frame. And I already had a respective kit stashed away for this project...

 

The Airfix kit is very nice, fit and detail (including, for instance a complete air intake section with a jet fan dummy, and it features a very good pilot figure, too) are excellent, even though some things like very thick sprue attachment points here and there and the waxy, rather soft styrene are a bit dubious. But it’s a good kit, nevertheless, and cleverly constructed: many seams disappear between natural panel lines, it’s a pleasant build.

 

Since this model was to be a kind of pre-production machine based on a relatively new standard aircraft, not much was changed. Most visible additions are the dorsal spine (a simple piece of sprue, blended onto the back and into the fin fillet) and the ordnance.

But there are minor changes, too: The cannon installation was also modified, from the original wing root position into slightly lower, bulged fairings for the more voluminous DEFA cannon. The fairings were carved from styrene profiles and outfitted with the OOB barrels. IDF Skyhawks/Ahit with 30mm cannons were the design benchmark, blending the fairings into the curved wing roots and hiding the original gun openings was actually the most challenging part of the build.

 

Some pitots and blade antennae were replaced or changed, too. Lead was cramped into the space between the cockpit and the air intake installation for a proper stance. The Airfix kit is in so far nice as this compartment is easily accessible from below, as long as the wings have not been mounted yet.

The cockpit, together with the pilot figure, were taken OOB, just the pilot’s head was modified to look sideways and an ejection trigger handle was added to the seat.

 

The pair of AS-30 once were AS-30Ls from an Italeri Mirage 2000 kit, slightly modified with a simple, conical tip and booster rocket nozzles on the tail. The corresponding underwing radar pod is a drop tank from a vintage Airfix Kaman Seasprite, while the other outer pylon carries a scratched camera pod, IIRC it once was a belly tank from a 1:144 F-16.

  

Painting and markings:

On purpose, relatively simple. The early French Étendard IVM was the benchmark with its blue-gray/white livery. Biggest challenges were actually to find an appropriate tone for the upper gray, which appears, much like the British Extra Dark Sea Gray, between anything from dark blue to medium gray, depending on light and surroundings, esp. with a glossy finish.

I could not find any definitive or convincing paint suggestions, what I found ranges between FS 36270 (Medium Gray, much too light) and FS 36118 (Gunship Gray, much too violet) and Humbrol 77 (Navy Blue, much too green) to a mix of Humbrol 57 and 33 (Sky Blue + Black!). Really weird… And to make matters worse, some Étendards were furthermore painted in a lighter blue-gray for operations over the Mediterranean Sea!

 

Since I wanted a unique tone, I settled upon Revell 79 (RAL 7031, Blaugrau) for the upper surfaces, a dark, petrol blue gray. The undersides were painted in an off-white tone (a grayish Volkswagen color from the Seventies!) with acrylic paint from the rattle can – with the benefit that the whole landing gear could be primed in the same turn, even though it was later painted over with pure white (Humbrol 130), which was also used on/in the air intakes. The cockpit interior was painted in bluish gray (FS 35237), the interior of the air brakes, slats and edges of the landing gear covers became bright red (Humbrol 60). The red markings around the air intakes were created with paint and decals. Another eye-catcher are the bright orange AS-30 test rounds.

 

A thin, black ink wash was applied to the kit in order to emphasize the engraved panel lines. Only light shading was added to the panels through dry-brushing, more for presentation drama than true weathering.

 

Most Aéronavale-specific markings come from an Academy Super Étendard decal sheet, most stencils come from the OOB Skyhawk sheet. As a kind of prototype and part of Douglas’ fictional marketing effort for the machine, I placed the French roundels in six positions and also added French flags ( the Étendard prototypes were similarly decorated, by the way). Finally, everything was sealed under a coat of matt varnish with a slight, sheen finish.

  

A relatively simple whif project, and a nice distraction from the many recent kitbashes and major conversions. The Aéronavale livery suits the Scooter well, and what I personally like a lot about this one is that it “tells the story” behind it – it’s more than a generic Skyhawk in French colors.

 

And, as a final twist of history, nowadays the Skyhawk actually IS in use on board of a French carrier: in the form of the Brazilian Naval Aviation’s AF-1, former Kuwaiti A-4KU airframes, from CV Sao Paulo, former French Navy carrier Foch! :D

 

waist deep in thought because when I think of you, I don't feel so alone

 

okie dokie so here's some effort for you all. still having insomnia. cool.

I find myself with such a desire to be what I'm not. I'm just not capable of the kind of photography I like. But I'm gonna keep trying.

c/n 21414.

Built in 1917, this beautiful DH9 was one of a pair recovered from an elephant shed in India. In the more than capable hands of Aero Vintage / Retrotech, the first machine was restored for the Imperial War Museum and is on static display in Duxfords 'AirSpace' hangar.

This second machine has now been restored to a stunning and airworthy condition and is part of the Duxford based Historic Aircraft Collection. Her flying appearances are obviously very weather dependant and I personally have never yet seen her fly.

She is seen on the flightline during the Imperial War Museums 2019 ‘Battle of Britain’ Airshow.

Duxford Airfield, Cambridgeshire, UK

22nd September 2019

 

The following information is from the Historic Aircraft Collection website. Although slightly dated it does give some good info on the aircraft:-

 

“The engine chosen for the DH-9 was the new 200 hp Siddeley Puma, ordered straight off the drawing board. The engine was not a successful design, but nevertheless that was all there was, and both the DH-9 and the Puma were ordered in large numbers. In fact the DH-4 was not designed as a bomber, but only after it was in service was it found to be useful in this role. The DH-9 can therefore claim to be one of the first true strategic purpose-built bombers manufactured in Britain, with bomb bays within the fuselage structure.

Despite the aircraft's shortcomings, it became one of the most produced aircraft of the 1st World War with over 2,000 examples being made.

The DH-9 was utilised in a great number of bombing raids over Germany and over the Western Front; it also saw service in an anti-submarine role, in the Middle East and Indian sub-continent. Due to the large numbers available after the war, the type continued on in numerous guises, both in military roles in every corner of the Empire and also in the conversion to airliners and long distant courier aircraft.

Although produced in huge numbers and despite a long career after the war, surprisingly few still exist. There is one in the Musee de L'Air in Paris, and one in the Saxonwold museum in South Africa. There is also a civilianised version in Australia; however, there were none in the British National Collection. Rumours of two or three secreted away in India abounded for years and their discovery and recovery to the UK by Aero Vintage took many years of negotiation and organisation. Aero Vintage Ltd director, Guy Black, was determined to ensure that one at least was preserved in the UK in a national museum, and the other restored to fly.

E-8894, now registered G-CDLI which has the most degraded woodwork, will be restored to fly with an original Puma engine. The other DH9 recovered, D-5649, is being restored to non-flying status with a high standard of conservation and original content, for the Imperial War and will be displayed, unsuspended in the new Airspace hanger, by the time this new building is opened to the public for the first time.E-8894 was one of a batch of 200 DH-9 aircraft ordered on the 23rd March 1918 under contract no. 351/418/C.296 (BR.394) from the Aircraft Manufacturing Co. Ltd., of Hendon. As far as is known, it probably saw no military action before being placed in storage and sent to India under the Imperial Gift Scheme.

An excellent Puma engine has been found, and once restored to fly, this genuine 1st World War aircraft will not only be the only 1st World War bomber flying, but also the only Imperial Gift aircraft flying anywhere in the world. Completion of the flying DH9 is anticipated in 2017. Both aircraft are being restored in the Retrotec workshops in East Sussex”

+++ 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 Focke Wulf Ta 338 originated as a response of request by the RLM in mid 1943 for an aircraft capable of vertical takeoff and landing (VTOL), optimized for the interceptor and point defense role and without a hazardous liquid rocket engine as means of propulsion. In the course of the year, several German manufacturers responded with a multitude of highly innovative if not unusual design, including Heinkel with the ducted fan project "Lerche", Rheinmetall-Borsig with a jet-powered tailsitter, and Focke Wulf. This company’s engineering teams submitted two designs: the revolutionary "Triebflügel" concept and the more conservative, yet still futuristic "P.03.10338" tail sitter proposal, conceived by Focke Wulf’s leading engineer Kurt Tank and Walter Kappus from BMW, responsible for the engine development.

 

The P.03.10338 was based on the proven Fw 190 fighter, but the similarities were only superficial. Only the wings and a part of the fuselage structure around the cockpit would be used, but Tank assumed that using existing parts and tools would appreciably reduce development and production time.

A great part of the fuselage structure had to be re-designed to accommodate a powerful BMW 803 engine and its integral gearbox for an eight-bladed contraprop.

 

The BMW 803 was BMW's attempt to build a high-output aircraft engine, primarily for heavy bombers, by basically "coupling" two BMW 801 engines back-to-back into a single and very compact power unit. The result was a 28-cylinder, four-row radial engine, each comprising a multiple-bank in-line engine with two cylinders in each bank, which, due to cooling concerns, were liquid cooled.

 

This arrangement was from the start intended to drive independent contra-rotating propellers, in order to avoid stiffness problems with the whole engine driving just a single crankshaft and also to simply convert the raw power of this unit into propulsion. The front half of the engine drove the front propeller directly, while the rear engine drove a number of smaller shafts that passed between the cylinders of the front engine before being geared back together to drive the rear prop. This complex layout resulted in a rather large and heavy gearbox on the front of the engine, and the front engine needing an extended shaft to "clear" that gearbox. The four-row 803 engine weighed 2,950 kg (6,490 lb) dry and 4,130 kg (9,086 lb) fully loaded, and initial versions delivered 3,900 PS (3,847 hp; 2,868 kW).

 

While the engine was heavy and there were alternatives with a better weight/output ratio (e. g. the Jumo 222), the BMW 803 was favored for this project because it was the most powerful engine available, and it was relatively compact so that it could be fitted into a fighter's airframe. On the P.03.10338 it drove an all-metal, eight-blade contraprop with a diameter of 4,25 m (13 ft 11 in).

 

In order to accept this massive engine, the P.03.10338’s structure had to be stiffened and the load-bearing structures re-arranged. The aircraft kept the Fw 190's wing structure and surface, but the attachment points at the fuselage had to be moved for the new engine mount, so that they ended up in mid position. The original space for the Fw 190's landing gear was used for a pair of radiator baths in the wings' inner leading edge, the port radiator catering to the front engine half while the radiator on starboard was connected with the rear half. An additional annular oil and sodium cooler for the gearbox and the valve train, respectively, was mounted in the fuselage nose.

 

The tail section was completely re-designed. Instead of the Fw 190's standard tail with fin and stabilizers the P.03.10338’s tail surfaces were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. On the four fin tips, aerodynamic bodies carried landing pads while the fuselage end contained an extendable landing damper. The pilot sat in a standard Fw 190 cockpit, and the aircraft was supposed to start and land vertically from a mobile launch pad. In the case of an emergency landing, the lower stabilizers could be jettisoned. Nor internal armament was carried, instead any weaponry was to be mounted under the outer wings or the fuselage, in the form of various “Rüstsätze” packages.

 

Among the many exotic proposals to the VTOL fighter request, Kurt Tank's design appeared as one of the most simple options, and the type received the official RLM designation Ta 338. In a rush of urgency (and maybe blinded by clever Wunderwaffen marketing from Focke Wulf’s side), a series of pre-production aircraft was ordered instead of a dedicated prototype, which was to equip an Erprobungskommando (test unit, abbreviated “EK”) that would evaluate the type and develop tactics and procedures for the new fighter.

 

Fueled by a growing number of bomber raids over Germany, the “EK338” was formed as a part of JG300 in August 1944 in Schönwalde near Berlin, but it took until November 1944 that the first Ta 338 A-0 machines were delivered and made operational. These initial eight machines immediately revealed several flaws and operational problems, even though the VTOL concept basically worked and the aircraft flew well – once it was in the air and cruising at speeds exceeding 300 km/h (186 mph).

 

Beyond the many difficulties concerning the aircraft’s handling (esp. the landing was hazardous), the lack of a landing gear hampered ground mobility and servicing. Output of the BMW 803 was sufficient, even though the aircraft had clear limits concerning the take-off weight, so that ordnance was limited to only 500 kg (1.100 lb). Furthermore, the noise and the dust kicked up by starting or landing aircraft was immense, and servicing the engine or the weapons was more complicated than expected through the high position of many vital and frequently tended parts.

 

After three Ta 338 A-0 were lost in accidents until December 1944, a modified version was ordered for a second group of the EK 338. This led to the Ta 338 A-1, which now had shorter but more sharply swept tail fins that carried single wheels and an improved suspension under enlarged aerodynamic bodies.

This machine was now driven by an improved BMW 803 A-2 that delivered more power and was, with an MW-50 injection system, able to produce a temporary emergency output of 4.500 hp (3.308 kW).

 

Vertical start was further assisted by optional RATO units, mounted in racks at the rear fuselage flanks: either four Schmidding SG 34 solid fuel booster rockets, 4.9 kN (1,100 lbf) thrust each, or two larger 9.8 kN (2,203 lbf) solid fuel booster rockets, could be used. These improvements now allowed a wider range of weapons and equipment to be mounted, including underwing pods with unguided rockets against bomber pulks and also a conformal pod with two cameras for tactical reconnaissance.

 

The hazardous handling and the complicated maintenance remained the Ta 338’s Achilles heel, and the tactical benefit of VTOL operations could not outbalance these flaws. Furthermore, the Ta 338’s range remained very limited, as well as the potential firepower. Four 20mm or two 30mm cannons were deemed unsatisfactory for an interceptor of this class and power. And while bundles of unguided missiles proved to be very effective against large groups of bombers, it was more efficient to bring these weapons with simple and cheap vehicles like the Bachem Ba 349 Natter VTOL rocket fighter into target range, since these were effectively “one-shot” weapons. Once the Ta 338 fired its weapons it had to retreat unarmed.

 

In mid 1945, in the advent of defeat, further tests of the Ta 338 were stopped. I./EK338 was disbanded in March 1945 and all machines retreated from the Eastern front, while II./EK338 kept defending the Ruhrgebiet industrial complex until the Allied invasion in April 1945. Being circled by Allied forces, it was not possible to evacuate or destroy all remaining Ta 338s, so that at least two more or less intact airframes were captured by the U.S. Army and later brought to the United States for further studies.

  

General characteristics:

Crew: 1

Length/height on the ground: 10.40 m (34 ft 2 in)

Wingspan: 10.50 m (34 ft 5 in)

Fin span: 4:07 m (13 ft 4 in)

Wing area: 18.30 m² (196.99 ft²)

Empty weight: 11,599 lb (5,261 kg)

Loaded weight: 16,221 lb (7,358 kg)

Max. takeoff weight: 16,221 lb (7,358 kg)

 

Powerplant:

1× BMW 803 A-2 28-cylinder, liquid-cooled four-row radial engine,

rated at 4.100 hp (2.950 kW) and at 4.500 hp (3.308 kW) with emergency boost.

4x Schmidding SG 34 solid fuel booster rockets, 4.9 kN (1,100 lbf) thrust each, or

2x 9.8 kN (2,203 lbf) solid fuel booster rockets

 

Performance:

Maximum speed: 860 km/h (534 mph)

Cruise speed: 650 km/h (403 mph)

Range: 750 km (465 ml)

Service ceiling: 43,300 ft (13,100 m)

Rate of climb: 10,820 ft/min (3,300 m/min)

Wing loading: 65.9 lb/ft² (322 kg/m²)

 

Armament:

No internal armament, any weapons were to be mounted on three hardpoints (one under the fuselage for up to 1.000 kg (2.200 lb) and two under the outer wings, 500 kg (1.100 lb) each. Total ordnance was limited to 1.000 kg (2.200 lb).

 

Various armament and equipment sets (Rüstsätze) were tested:

R1 with 4× 20 mm (.79 in) MG 151/20 cannons

R2 with 2x 30 mm (1.18 in) MK 213C cannons

R3 with 48x 73 mm (2.874 in) Henschel Hs 297 Föhn rocket shells

R4 with 66x 55 mm (2.165 in) R4M rocket shells

R5 with a single 1.000 kg (2.200 lb) bomb under the fuselage

R6 with an underfuselage pod with one Rb 20/20 and one Rb 75/30 topographic camera

  

The kit and its assembly:

This purely fictional kitbashing is a hardware tribute to a highly inspiring line drawing of a Fw 190 VTOL tailsitter – actually an idea for an operational RC model! I found the idea, that reminded a lot of the Lockheed XFV-1 ‘Salmon’ prototype, just with Fw 190 components and some adaptations, very sexy, and so I decided on short notice to follow the urge and build a 1:72 version of the so far unnamed concept.

 

What looks simple (“Heh, it’s just a Fw 190 with a different tail, isn’t it?”) turned out to become a major kitbashing. The basis was a simple Hobby Boss Fw 190 D-9, chose because of the longer tail section, and the engine would be changed, anyway. Lots of work followed, though.

 

The wings were sliced off and moved upwards on the flanks. The original tail was cut off, and the cruciform fins are two pairs of MiG-21F stabilizers (from an Academy and Hasegawa kit), outfitted with reversed Mk. 84 bombs as aerodynamic fairings that carry four small wheels (from an 1:144 T-22M bomber) on scratched struts (made from wire).

 

The cockpit was taken OOB, only a pilot figure was cramped into the seat in order to conceal the poor interior detail. The engine is a bash from a Ju 188’s BMW 801 cowling and the original Fw 190 D-9’s annular radiator as well as a part of its Jumo 213 cowling. BMW 801 exhaust stubs were inserted, too, and the propeller comes from a 1:100 VEB Plasticart Tu-20/95 bomber.

 

Since the BMW 803 had liquid cooling, radiators had to go somewhere. The annular radiator would certainly not have been enough, so I used the space in the wings that became available through the deleted Fw 190 landing gear (the wells were closed) for additional radiators in the wings’ leading edges. Again, these were scratched with styrene profiles, putty and some very fine styrene mesh.

 

As ordnance I settled for a pair of gun pods – in this case these are slipper tanks from a Hobby Boss MiG-15, blended into the wings and outfitted with hollow steel needles as barrels.

  

Painting and markings:

Several design options were possible: all NMF with some colorful markings or an overall RLM76 finish with added camouflage. But I definitively went for a semi-finished look, inspired by late WWII Fw 190 fighters.

 

For instance, the wings’ undersides were partly left in bare metal, but the rudders painted in RLM76 while the leading edges became RLM75. This color was also taken on the wings’ upper sides, with RLM82 thinly painted over. The fuselage is standard RLM76, with RLM82 and 83 on the upper side and speckles on the flanks. The engine cowling became NMF, but with a flashy ‘Hartmann Tulpe’ decoration.

 

Further highlights are the red fuselage band (from JG300 in early 1945) and the propeller spinner, which received a red tip and segments in black and white on both moving propeller parts. Large red “X”s were used as individual aircraft code – an unusual Luftwaffe practice but taken over from some Me 262s.

 

After a light black ink wash some panel shading and light weathering (e.g. exhaust soot, leaked oil, leading edges) was done, and the kit sealed under matt acrylic varnish.

  

Building this “thing” on the basis of a line drawing was real fun, even though challenging and more work than expected. I tried to stay close to the drawing, the biggest difference is the tail – the MiG-21 stabilizers were the best option (and what I had at hand as donation parts), maybe four fins from a Hawker Harrier or an LTV A-7 had been “better”, but now the aircraft looks even faster. ;)

Besides, the Ta 338 is so utterly Luft ’46 – I am curious how many people might take this for real or as a Hydra prop from a contemporary Captain America movie…

Some background:

The Rolls-Royce Griffon engine was designed in answer to Royal Navy specifications for an engine capable of generating good power at low altitudes. Concepts for adapting the Spitfire to take the new engine had begun as far back as October 1939; Joseph Smith felt that "The good big 'un will eventually beat the good little 'un." and Ernest Hives of Rolls-Royce thought that the Griffon would be "a second power string for the Spitfire". The first of the Griffon-engined Spitfires flew on 27 November 1941. Although the Griffon-powered Spitfires were never produced in the large numbers of the Merlin-engined variants they were an important part of the Spitfire family, and in their later versions kept the Spitfire at the forefront of piston-engined fighter development. The first Griffon-powered Spitfires suffered from poor high- altitude performance due to having only a single stage supercharged engine. By 1943, Rolls-Royce engineers had developed a new Griffon engine, the 61 series, with a two-stage supercharger. In the end it was a slightly modified engine, the 65 series, which was used in the Mk. XIV, the first Spitfire mark with a Griffon engine to enter service. The resulting aircraft provided a substantial performance increase over the Mk IX. Although initially based on the Mk VIII airframe, common improvements made in aircraft produced later included the cut-back fuselage and tear-drop canopies, and the E-Type wing with improved armament.

 

The Mk. XIV differed from its direct predecessor, the Mk XII, in that the longer, two-stage supercharged Griffon 65, producing 2,050 hp (1,528 kW), was mounted 10 inches (25.4 cm) further forward. The top section of the engine bulkhead was angled forward, creating a distinctive change of angle to the upper cowling's rear edge. A new five-bladed Rotol propeller of 10 ft 5 in (3.18 m) in diameter was used. The "fishtail" design of ejector exhaust stub gave way to ones of circular section. The increased cooling requirements of the Griffon engine meant that all radiators were much bigger, and the underwing housings were deeper than previous versions. The cowling fasteners were new, flush fitting "Amal" type and there were more of them. The oil tank (which had been moved from the lower cowling location of the Merlin engine variants to forward of the fuselage fuel tanks) was increased in capacity from 6 to 10 gal.

To help balance the new engine, the radio equipment was moved further back in the rear fuselage and the access hatch was moved from the left fuselage side to the right. Better VHF radio equipment allowed for the aerial mast to be removed and replaced by a "whip" aerial further aft on the fuselage spine. Because the longer nose and the increased slipstream of the big five-bladed propeller a new tail unit with a taller, broader fin and a rudder of increased area was adopted.

 

When the new fighter entered service with 610 Squadron in December 1943 it was a leap forward in the evolution of the Spitfire. The Mk. XIV could climb to 20,000 ft (6,100 m) in just over five minutes and its top speed, which was achieved at 25,400 ft (7,700 m), was 446 mph (718 km/h). In operational service many pilots initially found that the new fighter could be difficult to handle, particularly if they were used to earlier Spitfire marks. But in spite of the difficulties, pilots appreciated the performance increases.

 

F Mk. XIVs had a total of 109.5 gal of fuel consisting of 84 gal in two main tanks and a 12.5 imp gal fuel tank in each leading-edge wing tank; other 30, 45, 50 or 90 gal drop tanks could be carried. The fighter's maximum range was just a little over 460 miles (740 km) on internal fuel, since the new Griffon engine consumed much more fuel per hour than the original Merlin engine of earlier variants. By late 1944, Spitfire XIVs were fitted with an extra 33 gal in a rear fuselage fuel tank, extending the fighter's range to about 850 miles (1,370 km) on internal fuel and a 90 gal drop tank. Mk. XIVs with "tear-drop" canopies had 64 gal. As a result, F and FR Mk. XIVs had a range that was increased to over 610 miles (980 km), or 960 miles (1,540 km) with a 90 gal drop tank. The armament initially consisted of two 20 mm Hispano cannon and four light 0.303” machine guns (in a standard “C” wing configuration), but later builds had the latter replaced with a pair of heavier 0.5” machine guns that had better range and weight of fire (“E” wing configuration).

 

The first test of the aircraft was in intercepting V1 flying bombs and the Mk. XIV was the most successful of all Spitfire marks in this role. When 150 octane fuel was introduced in mid-1944 the "boost" of the Griffon engine was able to be increased to +25 lbs (80.7"), allowing the top speed to be increased by about 30 mph (26 kn; 48 km/h) to 400 mph (350 kn; 640 km/h) at 2,000 ft (610 m).

The Mk. XIV was used by the 2nd Tactical Air Force as their main high-altitude air superiority fighter in northern Europe with six squadrons operational by December 1944.

 

One problem which did arise in service was localized skin wrinkling on the wings and fuselage at load attachment points; although Supermarine advised that the Mk. XIVs had not been seriously weakened, nor were they on the point of failure, the RAF issued instructions in early 1945 that all F and FR Mk. XIVs were to be refitted with clipped wings. Spitfire XIVs began to arrive in the South-East Asian Theatre in June 1945, too late to operate against the Japanese. In total, 957 Mk. XIVs were built, over 430 of which were FR Mk. XIVs.

 

After the war, secondhand Mk. XIVs still in good shape were exported to a number of foreign air forces; 132 went to the Royal Belgian Air Force, 70 went to the Royal Indian Air Force and 30 of the reconnaissance version went to the Royal Thai Air Force. The Royal Iraqi Air Force (RIrAF) was another operator, even though only a small one.

In late 1946, five years after the Anglo-Iraqi War had left the RIrAF shattered, the Iraqis reached an agreement with the British under which they would return their surviving Avro Ansons in exchange for the authorization to order more modern and potent fighter aircraft from the UK, namely Supermarine Spitfires and Hawker Furies. The next year, three de Havilland Doves and three Bristol Freighters were ordered, too, and they arrived in early 1947 with a batch of ten refurbished ex-RAF Spitfire F Mk. XIVcs, some of them WWII survivors. All these machines received the original wing tips to better cope with the expected higher ambient temperatures in the Middle Eastern theatre of operations, reinforced aluminum skinning along the wing roots, and they were retrofitted with hardpoints under the wings and the fuselage to carry unguided missiles, bombs and drop tanks, what gave them an additional ground attack capability. The radio equipment was modernized, too, including a DF loop antenna as navigational aid. Despite these standardizations, though, the Spitfires were delivered with a mix of the different canopies.

 

The RIrAF was still recovering and re-structuring its assets when it joined in the war against the newly created state of Israel in the 1948 Arab-Israeli War. The RIrAF only played a small role in the first war against Israel, though. A few Spitfire F Mk. XIVs as well as Avro Anson training bombers operated from Transjordan airfields from where they flew several attacks against the Israelis. After a series of indiscriminate attacks on Arab capitals, flown by three Boeing B-17s that had been pressed into service by the Israeli Air Force, the governments of Transjordan and Syria demanded that the Iraqis take more offensive action and replace their Ansons with Hawker Furies. However, only six Furies were sent to Damascus to join the Spitfires in the region, and they never encountered any Israeli aircraft during their deployment.

Despite some effective attacks on ground targets by the Spitfires, limited amount of cannon ammunition, RPGs and suitable bombs heavily limited the Iraqi operations. The fighters were mostly used for armed reconnaissance, and three Spitfires were upgraded to FR Mk. XIV standard for this purpose. In 1949 a second batch of eight more Spitfire F Mk. XIVs was delivered from Britain, and in 1951 the RIrAF purchased 20 more Fury F.Mk.1s, for a total of 50 F.Mk.1s single-seaters and 2 two-seaters. They soon replaced the Spitfires in frontline units, even though the machines were still kept in service.

 

In the early Fifties, thanks to increased income from oil and agricultural exports, the RIrAF was thoroughly re-equipped. In 1951, 15 each of de Havilland Canada DHC-1 Chipmunks, Percival Provosts and North American T-6s were bought to replace obsolete de Havilland Tiger Moth trainers. With these new aircraft the RIrAF Flying School was expanded into the Air Force College. The training curriculum was improved, and the number of students graduating each year was increased. This allowed to form a solid basis for the RIrAF's long-term growth. Also in 1951, the RIrAF bought its first helicopters: three Westland Dragonflies. The RIrAF's first jet fighter was the de Havilland Vampire: 12 FB.Mk.52 fighters and 10 T.Mk.55 trainers were delivered from 1953 to 1955, and they fully replaced the Spitfires. The Vampires were quickly supplemented by 20 de Havilland Venoms, delivered between 1954 and 1956.

Following the formation of the Baghdad Pact, the United States donated at least six Stinson L-5 Sentinels and seven Cessna O-1 Bird Dogs to the RIrAF. The RAF also vacated Shaibah Air Base, and the RIrAF took over it as Wahda Air Base. In 1957, six Hawker Hunter F.Mk.6s were delivered. The next year, the United States agreed to provide 36 F-86F Sabres free of charge.

 

However, following the 14 July Revolution of 1958, which resulted in the end of monarchy in Iraq, the influence of the Iraqi Communist Party grew significantly. The first commander of the Iraqi Air Force (the "Royal" prefix was dropped after the revolution), Jalal Jaffar al-Awqati, was an outspoken communist, and encouraged prime minister Abd al-Karim Qasim to improve relations between Iraq and the USSR. The Soviets reacted quickly, and in the autumn of 1958 a series of arms contracts was passed between Iraq and the Soviet Union and Czechoslovakia. These stipulated the delivery of MiG-15UTI trainers, MiG-17F fighters, Ilyushin Il-28 bombers, and Antonov An-2 and An-12 transports. The first aircraft arrived in Iraq in January 1959; during the late Sixties and the early Seventies additional MiG-17s may have been purchased and then forwarded to either Syria or Egypt.

 

General characteristics

Crew: 1

Length: 32 ft 8 in (9.96 m)

Wingspan: 36 ft 10 in (11.23 m) with full span elliptical tips

Height: 10 ft 0 in (3.05 m)

Wing area: 242.1 sq ft (22.49 m²)

Airfoil: NACA 2213 (root), NACA 2209.4 (tip)

Empty weight: 6,578 lb (2,984 kg)

Gross weight: 7,923 lb (3,594 kg)

Max. takeoff weight: 8,400[53] lb (3,810 kg)

 

Powerplant:

1× Rolls-Royce Griffon 65 supercharged V12, 2,050 hp (1,530 kW) at 8,000 ft (2,438 m),

driving a 5-bladed Jablo-Rotol propeller

 

Performance:

Maximum speed: 441 mph (710 km/h, 383 kn) in FS supercharger gear at 29,500 ft.

391 mph in MS supercharger gear at 5,500 ft.

Combat range: 460 mi (740 km, 400 nmi)

Ferry range: 1,090 mi (1,760 km, 950 nmi)

Service ceiling: 43,500 ft (13,300 m)

Rate of climb: 5,040 ft/min (25.6 m/s) in MS supercharger gear at 2,100 ft.

3,550 ft/min in FS supercharger gear at 22,100 ft.

Time to altitude: 7 mins to 22,000 ft (at max weight)

Wing loading: 32.72 lb/sq ft (159.8 kg/m²)

Power/mass: 0.24

 

Armament:

2× 20 mm (0.787-in) Hispano Mk II cannon, 120 rpg

4× 0.303 in (7.7 mm) Browning machine guns, 350 rpg,

Underwing hard points for 8× 60 lb (27 kg) rockets, 2 x 250 lb (113 kg) bombs or slipper tanks,

1× ventral hardpoint for a 500 lb (227 kg) bomb or a drop tank

  

The kit and its assembly:

This was a rather spontaneous interim build. The Academy Spitfire was left over from a D-Day combo that contained a Hawker Typhoon, too, and I lacked an idea for the Spitfire for a long time) since I am not a big fan of the aircraft, at least what-if-inspiration-wise). However, when pondering about a potential operator from the very early pos-war period I remembered the Royal Iraqi Air Force and its later Hawker Hunters which retained their NATO-style camouflage (RAF green/grey) despite being primarily operated in a desert environment. This, on a Spitfire…?

 

From this idea the Academy Spitfire was built almost OOB. Because the kit offers them as an option and for the cool look, I gave the Spitfire four RPGs under each outer wing. The ventral drop tank was taken from a Special Hobby late Spitfire kit. The only other additions are the antenna mast and the non-standard DF loop antenna behind the cockpit, created from thin wire and mounted on a small, streamlined socket.

  

Painting and markings:

The upper surfaces were painted in standard RAF WWII colors, Dark Green and Ocean Grey, using a mix of Humbrol 163 and 30 for a slightly more bluish WWII-style green and a mix of 106 and 145 for a lightened grey tone, respectively. As an individual contrast and paint scheme variation the undersides and the spinner were painted in RAF Azure Blue (Humbrol 157, lightened up with 47), more appropriate than the standard WWII Medium Sea Grey from the European theatre of operations. The cockpit interior became RAF cockpit green (Humbro,78) while the inside surfaces of the landing gear were painted in Medium Sea Grey (Humbrol 165), reflecting the original undersides’ tone in former RAF service.

 

Other markings were minimal. The Iraqi triangles were taken from a Balkan Models Su-25 sheet, because their green was rather pale, for more contrast to the surrounding camouflage. RIrAF fin flash was taken from a PM Model Hawker Fury two-seater (a.k.a. “Bagdad Fury”). The tactical code came from an Airfix Hawker Hunter (from an optional Kuwaiti machine). This looked O.K. but somewhat bleak, so I added more markings. I could not find any evidence for special ID markings on Iraqi aircraft during the Arab-Israel war, but to add an eye-catcher I gave the aircraft white ID bands on the wings and on the fuselage – inspired by markings carried by Egyptian aircraft (e. g. Spitfires) during the conflict, but somewhat simplified, without black trim. They were created from generic white decal sheet material.

 

After some soot stains around the gun ports and the exhausts, the model was sealed with matt acrylic varnish.

  

A relatively simple project and just a fictional livery - but the Iraqi Spitfire looks pretty cool, especially the ID stripes add a special touch. The European RAF scheme looks a bit off on an aircraft that would be delivered to the Middel East, but the Iraqi Air Force operated British types like the Hunter in this guise, and later Su-22 fighter bombers carried a similarly murky camouflage in very dark green and earth brown.

Designed as a relatively low cost AI-powered stealth platform, the Gray Jay is a force multiplier designed to fly along with manned aircraft or carry out missions independently. Multi-role and able to support different mission modules via a removable nose the Gray Jay is capable of performing anything from air escort to strike and reconnaissance.

 

Due to size, munitions will be somewhat limited though the Gray Jay is still able to mount 2 munitions such as the Raybeam Defense Duck Hawk medium-range air-to-air missile internally in a pair weapons bays plus locations for a hard point under each wing when stealth is not called for.

 

About this model:

Features include deployable front and rear landing gear, an internal bay capable of mounting 1 6-brick-long-munition, and the ability to swap out the nose module for future mission modules. It would also be able to mount a hardpoint under each wing 4-studs in from the tip.

 

I’d also consider this 1/34-ish minifig scale making it compatible with others’ models, and also making it comparable in size to the Boeing ATS Loyal Wingman.

 

As with my other builds, all parts used in this are real production pieces.

 

If you're interested in this build, a file can be found here:

www.bricklink.com/v3/studio/design.page?idModel=232541

I wanted to show that this build is indeed capable of navigating a curve of standard track pieces.

Made for the Railbricks 2014 Design Contest.

Renders by matt_0ne.

Many thanks to Cale Leiphart for his many helpful suggestions for this project.

LDD File can be found here: mocpages.com/moc.php/403555

Some background:

The idea for a heavy infantry support vehicle capable of demolishing heavily defended buildings or fortified areas with a single shot came out of the experiences of the heavy urban fighting in the Battle of Stalingrad in 1942. At the time, the Wehrmacht had only the Sturm-Infanteriegeschütz 33B available for destroying buildings, a Sturmgeschütz III variant armed with a 15 cm sIG 33 heavy infantry gun. Twelve of them were lost in the fighting at Stalingrad. Its successor, the Sturmpanzer IV, also known by Allies as Brummbär, was in production from early 1943. This was essentially an improved version of the earlier design, mounting the same gun on the Panzer IV chassis with greatly improved armour protection.

 

While greatly improved compared to the earlier models, by this time infantry anti-tank weapons were improving dramatically, too, and the Wehrmacht still saw a need for a similar, but more heavily armoured and armed vehicle. Therefore, a decision was made to create a new vehicle based on the Tiger tank and arm it with a 210 mm howitzer. However, this weapon turned out not to be available at the time and was therefore replaced by a 380 mm rocket launcher, which was adapted from a Kriegsmarine depth charge launcher.

 

The 380 mm Raketen-Werfer 61 L/5.4 was a breech-loading barrel, which fired a short-range, rocket-propelled projectile roughly 1.5 m (4 ft 11 in) long. The gun itself existed in two iterations at the time. One, the RaG 43 (Raketenabschuss-Gerät 43), was a ship-mounted anti-aircraft weapon used for firing a cable-spooled parachute-anchor creating a hazard for aircraft. The second, the RTG 38 (Raketen Tauch-Geschoss 38), was a land-based system, originally planned for use in coastal installations by the Kriegsmarine firing depth-charges against submarines with a range of about 3.000 m. For use in a vehicle, the RTG 38 was to find use as a demolition gun and had to be modified for that role. This modification work was carried out by Rheinmetall at their Sommerda works.

 

The design of the rocket system caused some problems. Modified for use in a vehicle, the recoil from the modified rocket-mortar was enormous, about 40-tonnes, and this meant that only a heavy chassis could be used to mount the gun. The hot rocket exhaust could not be vented into the fighting compartment nor could the barrel withstand the pressure if the gasses were not vented. Therefore, a ring of ventilation shafts was put around the barrel which channeled the exhaust and gave the weapon something of a pepperbox appearance.

 

The shells for the weapon were extremely heavy, far too heavy for a man to load manually. As a result, each of them had to be carried by means of a ceiling-mounted trolley from their rack to a roller-mounted tray at the breech. Once on the tray, four soldiers could then push it into the breech to load it. The whole process took 10 minutes per shot from loading, aiming, elevating and, finally, to firing.

There were a variety of rocket-assisted round types with a weight of up to 376 kg (829 lb), and a maximum range of up to 6,000 m (20,000 ft), which either contained a high explosive charge of 125 kg (276 lb) or a shaped charge for use against fortifications, which could penetrate up to 2.5 m (8 ft 2 in) of reinforced concrete. The stated range of the former was 5,650 m (6,180 yd). A normal charge first accelerated the projectile to 45 m/s (150 ft/s) to leave the short, rifled barrel, the 40 kg (88 lb) rocket charge then boosted this to about 250 m/s (820 ft/s).

 

In September 1943 plans were made for Krupp to fabricate new Tiger I armored hulls for the Sturmtiger. The Tiger I hulls were to be sent to Henschel for chassis assembly and then to Alkett, where the superstructures would be mounted. The first prototype was ready and presented in October 1943. By May 1944, the Sturmtiger prototype had been kept busy with trials and firing tests for the development of range tables, but production had still not started yet and the concept was likely to be scrapped. Rather than ditch the idea though, orders were given that, instead of interrupting the production of the Tiger I, the Sturmtigers would be built on the chassis of Tiger I tanks which had already been in action and suffered serious damage. Twelve superstructures and RW 61 weapons were prepared and mounted on rebuilt Tiger I chassis. However, by August 1944 the dire need for this kind of vehicle led to the adaptation of another chassis to the 380 mm Sturmmörser: the SdKfz. 184, better known as “Ferdinand” (after its designer’s forename) and later, in an upgraded version, “Elefant”.

 

The Elefant (German for "elephant") was actually a heavy tank destroyer and the result of mismanagement and poor planning: Porsche GmbH had manufactured about 100 chassis for their unsuccessful proposal for the Tiger I tank, the so-called "Porsche Tiger". Both the successful Henschel proposal and the Porsche design used the same Krupp-designed turret—the Henschel design had its turret more-or-less centrally located on its hull, while the Porsche design placed the turret much closer to the front of the superstructure. Since the competing Henschel Tiger design was chosen for production, the Porsche chassis were no longer required for the Tiger tank project, and Porsche was left with 100 unfinished heavy tank hulls.

It was therefore decided that the Porsche chassis were to be used as the basis of a new heavy tank hunter, the Ferdinand, mounting Krupp's newly developed 88 mm (3.5 in) Panzerjägerkanone 43/2 (PaK 43) anti-tank gun with a new, long L71 barrel. This precise long-range weapon was intended to destroy enemy tanks before they came within their own range of effective fire, but in order to mount the very long and heavy weapon on the Porsche hull, its layout had to be completely redesigned.

 

Porsche’s SdKfz. 184’s unusual petrol-electric transmission made it much easier to relocate the engines than would be the case on a mechanical-transmission vehicle, since the engines could be mounted anywhere, and only the length of the power cables needed to be altered, as opposed to re-designing the driveshafts and locating the engines for the easiest routing of power shafts to the gearbox. Without the forward-mounted turret of the Porsche Tiger prototype, the twin engines were relocated to the front, where the turret had been, leaving room ahead of them for the driver and radio operator. As the engines were placed in the middle, the driver and the radio operator were isolated from the rest of the crew and could be addressed only by intercom. The now empty rear half of the hull was covered with a heavily armored, full five-sided casemate with slightly sloped upper faces and armored solid roof, and turned into a crew compartment, mounting a single 8.8 cm Pak 43 cannon in the forward face of the casemate.

 

From this readily available basis, the SdKfz. 184/1 was hurriedly developed. It differed from the tank hunter primarily through its new casemate that held the 380 mm Raketenwerfer. Since the SdKfz. 184/1 was intended for use in urban areas in close range street fighting, it needed to be heavily armoured to survive. Its front plate had a greater slope than the Ferdinand while the sides were more vertical and the roof was flat. Its sloped (at 47° from vertical) frontal casemate armor was 150 mm (5.9 in) thick, while its superstructure side and rear plates had a strength of 82 mm (3.2 in). The SdKfz.184/1 also received add-on armor of 100 mm thickness, bolted to the hull’s original vertical front plates, increasing the thickness to 200 mm but adding 5 tons of weight. All these measures pushed the weight of the vehicle up from the Ferdinand’s already bulky 65 t to 75 t, limiting the vehicle’s manoeuvrability even further. Located at the rear of the loading hatch was a Nahverteidigungswaffe launcher which was used for close defense against infantry with SMi 35 anti-personnel mines, even though smoke grenades or signal flares could be fired with the device in all directions, too. For close-range defense, a 7.92 mm MG 34 machine gun was carried in a ball mount in the front plate, an addition that was introduced to the Elefant tank hunters, too, after the SdKfz. 184 had during its initial deployments turned out to be very vulnerable to infantry attacks.

 

Due to the size of the RW 61 and the bulkiness of the ammunition, only fourteen rounds could be carried internally, of which one was already loaded, with another stored in the loading tray, and the rest were carried in two storage racks, leaving only little space for the crew of four in the rear compartment. To help with the loading of ammunition into the vehicle, a loading crane was fitted at the rear of the superstructure next to the loading hatch on the roof.

Due to the internal limits and the tactical nature of the vehicle, it was intended that each SdKfz. 184/1 (as well as each Sturmtiger) would be accompanied by an ammunition carrier, typically based on the Panzer IV chassis, but the lack of resources did not make this possible. There were even plans to build a dedicated, heavily armored ammunition carrier on the Tiger I chassis, but only one such carrier was completed and tested, it never reached production status.

 

By the time the first RW 61 carriers had become available, Germany had lost the initiative, with the Wehrmacht being almost exclusively on the defensive rather than the offensive, and this new tactical situation significantly weakened the value of both Sturmtiger and Sturmelefant, how the SdKfz 184/1 was semi-officially baptized. Nevertheless, three new Panzer companies were raised to operate the Sturmpanzer types: Panzer Sturmmörser Kompanien (PzStuMrKp) ("Armored Assault Mortar Company") 1000, 1001 and 1002. These originally were supposed to be equipped with fourteen vehicles each, but this figure was later reduced to four each, divided into two platoons, consisting of mixed vehicle types – whatever was available and operational.

 

PzStuMrKp 1000 was raised on 13 August 1944 and fought during the Warsaw Uprising with two vehicles, as did the prototype in a separate action, which may have been the only time the Sturmtiger was used in its intended role. PzStuMrKp 1001 and 1002 followed in September and October. Both PzStuMrKp 1000 and 1001 served during the Ardennes Offensive, with a total of four Sturmtiger and three Sturmelefanten.

After this offensive, the Sturmpanzer were used in the defence of Germany, mainly on the Western Front. During the battle for the bridge at Remagen, German forces mobilized Sturmmörserkompanie 1000 and 1001 (with a total of 7 vehicles, five Sturmtiger and two Sturmelefanten) to take part in the battle. The tanks were originally tasked with using their mortars against the bridge itself, though it was discovered that they lacked the accuracy needed to hit the bridge and cause significant damage with precise hits to vital structures. During this action, one of the Sturmtigers in Sturmmörserkompanie 1001 near Düren and Euskirchen allegedly hit a group of stationary Shermans tanks in a village with a 380mm round, resulting in nearly all the Shermans being put out of action and their crews killed or wounded - the only recorded tank-on-tank combat a Sturmtiger was ever engaged in. After the bridge fell to the Allies, Sturmmörserkompanie 1000 and 1001 were tasked with bombardment of Allied forces to cover the German retreat, as opposed to the bunker busting for which they had originally been designed for. None was actually destroyed through enemy fire, but many vehicles had to be given up due to mechanical failures or the lack of fuel. Most were blown up by their crews, but a few fell into allied hands in an operational state.

 

Total production numbers of the SdKfz. 184/1 are uncertain but, being an emergency product and based on a limited chassis supply, the number of vehicles that left the Nibelungenwerke in Austria was no more than ten – also because the tank hunter conversion had top priority and the exotic RW 61 launcher was in very limited supply. As a consequence, only a total of 18 Sturmtiger had been finished by December 1945 and put into service, too. However, the 380 mm Raketen-Werfer 61 remained in production and was in early 1946 adapted to the new Einheitspanzer E-50/75 chassis.

  

Specifications:

Crew: Six (driver, radio operator/machine gunner in the front cabin,

commander, gunner, 2× loader in the casemate section)

Weight: 75 tons

Length: 7,05 m (23 ft 1½ in)

Width: 3,38 m (11 ft 1 in)

Height w/o crane: 3,02 m (9 ft 10¾ in)

Ground clearance: 1ft 6¾ in (48 cm)

Climbing: 2 ft 6½ in (78 cm)

Fording depth: 3 ft 3¼ (1m)

Trench crossing: 8 ft 7 ¾ in (2,64 m)

Suspension: Longitudinal torsion-bar

Fuel capacity: 1.050 liters

 

Armour:

62 to 200 mm (2.44 to 7.87 in)

 

Performance:

30 km/h (19 mph) on road

15 km/h (10 miles per hour () off road

Operational range: 150 km (93 mi) on road

90 km (56 mi) cross-country

Power/weight: 8 hp/ton

 

Engine:

2× Maybach HL120 TRM petrol engines with 300 PS (246 hp, 221 kW) each, powering…

2× Siemens-Schuckert D1495a 500 Volt electric engines with 320 PS (316 hp, 230 kW) each

 

Transmission:

Electric

 

Armament:

1x 380 mm RW 61 rocket launcher L/5.4 with 14 rounds

1x 7.92 mm (0.312 in) MG 34 machine gun with 600 rounds

1x 100 mm grenade launcher (firing anti-personnel mines, smoke grenades or signal flares)

  

The kit and its assembly:.

This fictional tank model is not my own idea, it is rather based on a picture of a similar kitbashing of an Elefant with a Sturmtiger casemate and its massive missile launcher – even though it was a rather crude model, with a casemate created from cardboard. However, I found the idea charming, even more so because the Ferdinand/Elefant was rather a rolling bunker than an agile tank hunter, despite its powerful weapon. Why not use the same chassis as a carrier for the Sturmtiger’s huge mortar as an assault SPG?

 

The resulting Sturmelefant was created as a kitbashing: the chassis is an early boxing of the Trumpeter Elefant, which comes not only with IP track segments but also alternative vinyl tracks (later boxing do not feature them), and casemate parts come from a Trumpeter Sturmtiger.

While one would think that switching the casemate would be straightforward affair, the conversion turned out to be more complex than expected. Both Elefant and Sturmtiger come with separate casemate pieces, but they are not compatible. The Sturmtiger casemate is 2mm wider than the Elefant’s hull, and its glacis plate is deeper than the Elefant’s, leaving 4mm wide gaps at the sides and the rear. One option could have been to trim down the glacis plate, but I found the roofline to become much too low – and the casemate’s length would have been reduced.

 

So, I used the Sturmtiger casemate “as is” and filled the gaps with styrene sheet strips. This worked, but the casemate’s width created now inward-bent sections that looked unplausible. Nobody, even grazed German engineers, would not have neglected the laws of structural integrity. What to do? Tailoring the casemate’s sides down would have been one route, but this would have had created a strange shape. The alternative I chose was to widen the flanks of the Elefant’s hull underneath the casemate, which was achieved with tailored 0.5 mm styrene sheet panels and some PSR – possible through the Elefant’s simple shape and the mudguards that run along the vehicle’s flanks.

Some more PSR was necessary to blend the rear into a coherent shape and to fill a small gap at the glacis plate’s base. Putty was also used to fill/hide almost all openings on the glacis plate, since no driver sight or ball mount for a machine gun was necessary anymore. New bolts between hull and casemate were created with small drops of white glue. The rest of the surface details were taken from the respective donor kits.

  

Painting and markings:

This was not an easy choice. A classic Hinterhalt scheme would have been a natural choice, but since the Sturmelefant would have been converted from existing hulls with new parts, I decided to emphasize this heritage through a simple, uniform livery: all Ferdinand elements would be painted/left in a uniform Dunkelgelb (RAL, 7028, Humbrol 83), while the new casemate as well as the bolted-on front armor were left in a red primer livery, in two different shades (Humbrol 70 and 113). This looked a little too simple for my taste, so that I eventually added snaky lines in Dunkelgelb onto the primer-painted sections, blurring the contrast between the two tones.

 

Markings remained minimal, just three German crosses on the flanks and at the rear and a tactical code on the casemate – the latter in black and in a hand-written style, as if the vehicle had been rushed into frontline service.

 

After the decals had been secured under sone varnish the model received an overall washing with dark brown, highly thinned acrylic paint, some dry-brushing with light grey and some rust traces, before it was sealed overall with matt acrylic varnish and received some dirt stains with mixed watercolors and finally, after the tracks had been mounted, some artist pigments as physical dust on the lower areas.

  

Again a project that appeared simple but turned out to be more demanding because the parts would not fit as well as expected. The resulting bunker breaker looks plausible, less massive than the real Sturmtiger but still a menacing sight.

 

Story by David W. Temple

 

Over the years, American automobile manufacturers have often contracted foreign body builders to construct limited-production and concept cars. Among these body builders, aka coachbuilders, was Pinin Farina (now Pininfarina) of Turin, Italy. The company, now formally known as Carozzeria Pininfarina, was founded in 1930 by Battista “Pinin” Farina, who had his surname legally changed to Pininfarina in 1961. It was established for the purpose of building special car bodies and detailing of limited-production automobiles. His goal was to become an independent industry and over time, he put together a production line capable of producing seven or eight cars per day.

 

Among the first bodies he produced were for the now-coveted Hispano-Suiza and later the Fiat 518 Ardita. He introduced aerodynamics to automotive body design in the 1930s and created the sleek Alfa Romeo 6C and Lancia Aprillia Aerodinamica. In 1947, he unveiled the influential Cisitalia 202 which became the first car to be permanently displayed at the Museum of Modern Art in New York City.

 

Prior to World War II, Pinin Farina had established contacts with foreign car companies such as General Motors, but the war soon interrupted anything further. However, not long after the war ended, U.S. auto manufacturers once again contacted Pinin Farina regarding the construction of various automobiles for them. Among the cars Pinin Farina was contracted to build was the Nash-Healey built between 1951 and 1954.

 

As the 1950s were coming to a close, GM embarked upon designing an unusual Buick two-passenger car based upon the styling of what became the 1959 Buick. Labeled initially as XP-75, the two cars that were ultimately built for GM by Pinin Farina were formally named “Skylark III.”

Harley Earl, who founded the styling department of GM after being hired by company president Alfred P. Sloan in 1927, appointed Ned Nickles to lead the styling team assigned to the XP-75 program. GM was totally responsible for the design of the cars and Pinin Farina was hired to construct the two bodies.

 

The earliest photographs available through GM Media Archive related to the XP-75 project are dated June 10, 1957, and show mock-ups of the interior. Photos dated June 21 show a completed full-size clay model of the car that was referenced as the Skylark II. By mid August, a running car had been assembled, but was labeled as the Skylark III.

 

Pinin Farina assembled the XP-75 body on top of a mock chassis and when it was completed, it was sent via ship to Buick in Flint, Mich., where the body was placed upon a modified Buick chassis with a 110-inch wheelbase. Overall length of the Skylark III measured 204 inches, overall width spanned 80 inches, and overall height was a low 49.6 inches. It was painted silver and featured a sculptured metal side treatment similar to what appeared on the 1960 Buick line.

 

The only available information on the XP-75’s engine comes from a GM news release that stated it had “a 348-cubic-inch engine with a dual exhaust system” and was “teamed with a Buick automatic transmission and a 3.36 rear axle ratio.” Coincidentally, Chevrolet offered a 348 at that time. However, the engine for the XP-75 must have been a modified “Nailhead” with a bore and stroke working out to the same displacement as the Chevrolet engine.

 

The interior of the Skylark III was Corvette-like though with distinct Buick features. Inside were leather-covered bucket seats with a console containing the gear selector for the automatic transmission and an armrest. The gullwing-shaped dash had a vertically designed radio in the center, a feature that would later appear on the second-generation Corvette. Ahead of the driver was an instrument cluster similar to the one used for the production version of the 1959 Buicks. On the passenger side was a recessed upper panel upon which appeared a “Skylark III” script and beneath it was a padded panel with vertical pleats. Bright moldings surrounded these areas. Other features included a special steering wheel, paddle-type inner door handles, power windows and air conditioning. One of the two Skylark IIIs — probably the first one — had a white interior, at least for a while.

 

A second car was ordered not long after the first. It was built for use by Fisher Body President James Goodman. His car was painted ivory.

 

At least one of the Skylark IIIs was exhibited at various auto shows. The only documentation available regarding this matter is through GM Media Archive. One of their surviving documents, which is undated, begins, “Buick’s newest dream car, the XP-75, is making its initial swing around the national auto show circuit…. Its wing-like rear fins became a 1959 Buick styling feature, its sculptured metal side treatment a hallmark of the 1960 Buick line.” Judging by the commentary, the release was written no earlier than the 1960 model year. Most likely, the silver car is the one shown on the auto show circuit assuming both were not exhibited. (Though it was on a nationwide show circuit, the car was not included in either the 1959 or 1961 GM Motorama.) Its first public appearance, though, was at the General Motors Golden Milestone Parade in August 1958.

 

The limited documents from GM Media Archive also reveal the cars underwent various changes even as late as 1963. The ivory car was scrapped on or near July 28, 1964. As for the silver Skylark III, it was placed in storage in 1964 and then transferred to the Buick Division on June 13, 1967. What became of it afterwards is not known, though it could have been scrapped at any time after that date. On the other hand, it’s also possible that the Skylark III is in a garage somewhere in the vicinity of Flint, waiting to be revealed again.

 

www.oldcarsweekly.com/car-of-the-week/car-of-the-week-195...

 

I am often asked if there is a car I cannot build, or I just can't get it to look good. This may be one of those times. It was very difficult to get the proportions to sit right, with all this wild styling over the car. And white certainly didn't help either.

 

What do you think?

Some background:

The idea for a heavy infantry support vehicle capable of demolishing heavily defended buildings or fortified areas with a single shot came out of the experiences of the heavy urban fighting in the Battle of Stalingrad in 1942. At the time, the Wehrmacht had only the Sturm-Infanteriegeschütz 33B available for destroying buildings, a Sturmgeschütz III variant armed with a 15 cm sIG 33 heavy infantry gun. Twelve of them were lost in the fighting at Stalingrad. Its successor, the Sturmpanzer IV, also known by Allies as Brummbär, was in production from early 1943. This was essentially an improved version of the earlier design, mounting the same gun on the Panzer IV chassis with greatly improved armour protection.

 

While greatly improved compared to the earlier models, by this time infantry anti-tank weapons were improving dramatically, too, and the Wehrmacht still saw a need for a similar, but more heavily armoured and armed vehicle. Therefore, a decision was made to create a new vehicle based on the Tiger tank and arm it with a 210 mm howitzer. However, this weapon turned out not to be available at the time and was therefore replaced by a 380 mm rocket launcher, which was adapted from a Kriegsmarine depth charge launcher.

 

The 380 mm Raketen-Werfer 61 L/5.4 was a breech-loading barrel, which fired a short-range, rocket-propelled projectile roughly 1.5 m (4 ft 11 in) long. The gun itself existed in two iterations at the time. One, the RaG 43 (Raketenabschuss-Gerät 43), was a ship-mounted anti-aircraft weapon used for firing a cable-spooled parachute-anchor creating a hazard for aircraft. The second, the RTG 38 (Raketen Tauch-Geschoss 38), was a land-based system, originally planned for use in coastal installations by the Kriegsmarine firing depth-charges against submarines with a range of about 3.000 m. For use in a vehicle, the RTG 38 was to find use as a demolition gun and had to be modified for that role. This modification work was carried out by Rheinmetall at their Sommerda works.

 

The design of the rocket system caused some problems. Modified for use in a vehicle, the recoil from the modified rocket-mortar was enormous, about 40-tonnes, and this meant that only a heavy chassis could be used to mount the gun. The hot rocket exhaust could not be vented into the fighting compartment nor could the barrel withstand the pressure if the gasses were not vented. Therefore, a ring of ventilation shafts was put around the barrel which channeled the exhaust and gave the weapon something of a pepperbox appearance.

 

The shells for the weapon were extremely heavy, far too heavy for a man to load manually. As a result, each of them had to be carried by means of a ceiling-mounted trolley from their rack to a roller-mounted tray at the breech. Once on the tray, four soldiers could then push it into the breech to load it. The whole process took 10 minutes per shot from loading, aiming, elevating and, finally, to firing.

There were a variety of rocket-assisted round types with a weight of up to 376 kg (829 lb), and a maximum range of up to 6,000 m (20,000 ft), which either contained a high explosive charge of 125 kg (276 lb) or a shaped charge for use against fortifications, which could penetrate up to 2.5 m (8 ft 2 in) of reinforced concrete. The stated range of the former was 5,650 m (6,180 yd). A normal charge first accelerated the projectile to 45 m/s (150 ft/s) to leave the short, rifled barrel, the 40 kg (88 lb) rocket charge then boosted this to about 250 m/s (820 ft/s).

 

In September 1943 plans were made for Krupp to fabricate new Tiger I armored hulls for the Sturmtiger. The Tiger I hulls were to be sent to Henschel for chassis assembly and then to Alkett, where the superstructures would be mounted. The first prototype was ready and presented in October 1943. By May 1944, the Sturmtiger prototype had been kept busy with trials and firing tests for the development of range tables, but production had still not started yet and the concept was likely to be scrapped. Rather than ditch the idea though, orders were given that, instead of interrupting the production of the Tiger I, the Sturmtigers would be built on the chassis of Tiger I tanks which had already been in action and suffered serious damage. Twelve superstructures and RW 61 weapons were prepared and mounted on rebuilt Tiger I chassis. However, by August 1944 the dire need for this kind of vehicle led to the adaptation of another chassis to the 380 mm Sturmmörser: the SdKfz. 184, better known as “Ferdinand” (after its designer’s forename) and later, in an upgraded version, “Elefant”.

 

The Elefant (German for "elephant") was actually a heavy tank destroyer and the result of mismanagement and poor planning: Porsche GmbH had manufactured about 100 chassis for their unsuccessful proposal for the Tiger I tank, the so-called "Porsche Tiger". Both the successful Henschel proposal and the Porsche design used the same Krupp-designed turret—the Henschel design had its turret more-or-less centrally located on its hull, while the Porsche design placed the turret much closer to the front of the superstructure. Since the competing Henschel Tiger design was chosen for production, the Porsche chassis were no longer required for the Tiger tank project, and Porsche was left with 100 unfinished heavy tank hulls.

It was therefore decided that the Porsche chassis were to be used as the basis of a new heavy tank hunter, the Ferdinand, mounting Krupp's newly developed 88 mm (3.5 in) Panzerjägerkanone 43/2 (PaK 43) anti-tank gun with a new, long L71 barrel. This precise long-range weapon was intended to destroy enemy tanks before they came within their own range of effective fire, but in order to mount the very long and heavy weapon on the Porsche hull, its layout had to be completely redesigned.

 

Porsche’s SdKfz. 184’s unusual petrol-electric transmission made it much easier to relocate the engines than would be the case on a mechanical-transmission vehicle, since the engines could be mounted anywhere, and only the length of the power cables needed to be altered, as opposed to re-designing the driveshafts and locating the engines for the easiest routing of power shafts to the gearbox. Without the forward-mounted turret of the Porsche Tiger prototype, the twin engines were relocated to the front, where the turret had been, leaving room ahead of them for the driver and radio operator. As the engines were placed in the middle, the driver and the radio operator were isolated from the rest of the crew and could be addressed only by intercom. The now empty rear half of the hull was covered with a heavily armored, full five-sided casemate with slightly sloped upper faces and armored solid roof, and turned into a crew compartment, mounting a single 8.8 cm Pak 43 cannon in the forward face of the casemate.

 

From this readily available basis, the SdKfz. 184/1 was hurriedly developed. It differed from the tank hunter primarily through its new casemate that held the 380 mm Raketenwerfer. Since the SdKfz. 184/1 was intended for use in urban areas in close range street fighting, it needed to be heavily armoured to survive. Its front plate had a greater slope than the Ferdinand while the sides were more vertical and the roof was flat. Its sloped (at 47° from vertical) frontal casemate armor was 150 mm (5.9 in) thick, while its superstructure side and rear plates had a strength of 82 mm (3.2 in). The SdKfz.184/1 also received add-on armor of 100 mm thickness, bolted to the hull’s original vertical front plates, increasing the thickness to 200 mm but adding 5 tons of weight. All these measures pushed the weight of the vehicle up from the Ferdinand’s already bulky 65 t to 75 t, limiting the vehicle’s manoeuvrability even further. Located at the rear of the loading hatch was a Nahverteidigungswaffe launcher which was used for close defense against infantry with SMi 35 anti-personnel mines, even though smoke grenades or signal flares could be fired with the device in all directions, too. For close-range defense, a 7.92 mm MG 34 machine gun was carried in a ball mount in the front plate, an addition that was introduced to the Elefant tank hunters, too, after the SdKfz. 184 had during its initial deployments turned out to be very vulnerable to infantry attacks.

 

Due to the size of the RW 61 and the bulkiness of the ammunition, only fourteen rounds could be carried internally, of which one was already loaded, with another stored in the loading tray, and the rest were carried in two storage racks, leaving only little space for the crew of four in the rear compartment. To help with the loading of ammunition into the vehicle, a loading crane was fitted at the rear of the superstructure next to the loading hatch on the roof.

Due to the internal limits and the tactical nature of the vehicle, it was intended that each SdKfz. 184/1 (as well as each Sturmtiger) would be accompanied by an ammunition carrier, typically based on the Panzer IV chassis, but the lack of resources did not make this possible. There were even plans to build a dedicated, heavily armored ammunition carrier on the Tiger I chassis, but only one such carrier was completed and tested, it never reached production status.

 

By the time the first RW 61 carriers had become available, Germany had lost the initiative, with the Wehrmacht being almost exclusively on the defensive rather than the offensive, and this new tactical situation significantly weakened the value of both Sturmtiger and Sturmelefant, how the SdKfz 184/1 was semi-officially baptized. Nevertheless, three new Panzer companies were raised to operate the Sturmpanzer types: Panzer Sturmmörser Kompanien (PzStuMrKp) ("Armored Assault Mortar Company") 1000, 1001 and 1002. These originally were supposed to be equipped with fourteen vehicles each, but this figure was later reduced to four each, divided into two platoons, consisting of mixed vehicle types – whatever was available and operational.

 

PzStuMrKp 1000 was raised on 13 August 1944 and fought during the Warsaw Uprising with two vehicles, as did the prototype in a separate action, which may have been the only time the Sturmtiger was used in its intended role. PzStuMrKp 1001 and 1002 followed in September and October. Both PzStuMrKp 1000 and 1001 served during the Ardennes Offensive, with a total of four Sturmtiger and three Sturmelefanten.

After this offensive, the Sturmpanzer were used in the defence of Germany, mainly on the Western Front. During the battle for the bridge at Remagen, German forces mobilized Sturmmörserkompanie 1000 and 1001 (with a total of 7 vehicles, five Sturmtiger and two Sturmelefanten) to take part in the battle. The tanks were originally tasked with using their mortars against the bridge itself, though it was discovered that they lacked the accuracy needed to hit the bridge and cause significant damage with precise hits to vital structures. During this action, one of the Sturmtigers in Sturmmörserkompanie 1001 near Düren and Euskirchen allegedly hit a group of stationary Shermans tanks in a village with a 380mm round, resulting in nearly all the Shermans being put out of action and their crews killed or wounded - the only recorded tank-on-tank combat a Sturmtiger was ever engaged in. After the bridge fell to the Allies, Sturmmörserkompanie 1000 and 1001 were tasked with bombardment of Allied forces to cover the German retreat, as opposed to the bunker busting for which they had originally been designed for. None was actually destroyed through enemy fire, but many vehicles had to be given up due to mechanical failures or the lack of fuel. Most were blown up by their crews, but a few fell into allied hands in an operational state.

 

Total production numbers of the SdKfz. 184/1 are uncertain but, being an emergency product and based on a limited chassis supply, the number of vehicles that left the Nibelungenwerke in Austria was no more than ten – also because the tank hunter conversion had top priority and the exotic RW 61 launcher was in very limited supply. As a consequence, only a total of 18 Sturmtiger had been finished by December 1945 and put into service, too. However, the 380 mm Raketen-Werfer 61 remained in production and was in early 1946 adapted to the new Einheitspanzer E-50/75 chassis.

  

Specifications:

Crew: Six (driver, radio operator/machine gunner in the front cabin,

commander, gunner, 2× loader in the casemate section)

Weight: 75 tons

Length: 7,05 m (23 ft 1½ in)

Width: 3,38 m (11 ft 1 in)

Height w/o crane: 3,02 m (9 ft 10¾ in)

Ground clearance: 1ft 6¾ in (48 cm)

Climbing: 2 ft 6½ in (78 cm)

Fording depth: 3 ft 3¼ (1m)

Trench crossing: 8 ft 7 ¾ in (2,64 m)

Suspension: Longitudinal torsion-bar

Fuel capacity: 1.050 liters

 

Armour:

62 to 200 mm (2.44 to 7.87 in)

 

Performance:

30 km/h (19 mph) on road

15 km/h (10 miles per hour () off road

Operational range: 150 km (93 mi) on road

90 km (56 mi) cross-country

Power/weight: 8 hp/ton

 

Engine:

2× Maybach HL120 TRM petrol engines with 300 PS (246 hp, 221 kW) each, powering…

2× Siemens-Schuckert D1495a 500 Volt electric engines with 320 PS (316 hp, 230 kW) each

 

Transmission:

Electric

 

Armament:

1x 380 mm RW 61 rocket launcher L/5.4 with 14 rounds

1x 7.92 mm (0.312 in) MG 34 machine gun with 600 rounds

1x 100 mm grenade launcher (firing anti-personnel mines, smoke grenades or signal flares)

  

The kit and its assembly:.

This fictional tank model is not my own idea, it is rather based on a picture of a similar kitbashing of an Elefant with a Sturmtiger casemate and its massive missile launcher – even though it was a rather crude model, with a casemate created from cardboard. However, I found the idea charming, even more so because the Ferdinand/Elefant was rather a rolling bunker than an agile tank hunter, despite its powerful weapon. Why not use the same chassis as a carrier for the Sturmtiger’s huge mortar as an assault SPG?

 

The resulting Sturmelefant was created as a kitbashing: the chassis is an early boxing of the Trumpeter Elefant, which comes not only with IP track segments but also alternative vinyl tracks (later boxing do not feature them), and casemate parts come from a Trumpeter Sturmtiger.

While one would think that switching the casemate would be straightforward affair, the conversion turned out to be more complex than expected. Both Elefant and Sturmtiger come with separate casemate pieces, but they are not compatible. The Sturmtiger casemate is 2mm wider than the Elefant’s hull, and its glacis plate is deeper than the Elefant’s, leaving 4mm wide gaps at the sides and the rear. One option could have been to trim down the glacis plate, but I found the roofline to become much too low – and the casemate’s length would have been reduced.

 

So, I used the Sturmtiger casemate “as is” and filled the gaps with styrene sheet strips. This worked, but the casemate’s width created now inward-bent sections that looked unplausible. Nobody, even grazed German engineers, would not have neglected the laws of structural integrity. What to do? Tailoring the casemate’s sides down would have been one route, but this would have had created a strange shape. The alternative I chose was to widen the flanks of the Elefant’s hull underneath the casemate, which was achieved with tailored 0.5 mm styrene sheet panels and some PSR – possible through the Elefant’s simple shape and the mudguards that run along the vehicle’s flanks.

Some more PSR was necessary to blend the rear into a coherent shape and to fill a small gap at the glacis plate’s base. Putty was also used to fill/hide almost all openings on the glacis plate, since no driver sight or ball mount for a machine gun was necessary anymore. New bolts between hull and casemate were created with small drops of white glue. The rest of the surface details were taken from the respective donor kits.

  

Painting and markings:

This was not an easy choice. A classic Hinterhalt scheme would have been a natural choice, but since the Sturmelefant would have been converted from existing hulls with new parts, I decided to emphasize this heritage through a simple, uniform livery: all Ferdinand elements would be painted/left in a uniform Dunkelgelb (RAL, 7028, Humbrol 83), while the new casemate as well as the bolted-on front armor were left in a red primer livery, in two different shades (Humbrol 70 and 113). This looked a little too simple for my taste, so that I eventually added snaky lines in Dunkelgelb onto the primer-painted sections, blurring the contrast between the two tones.

 

Markings remained minimal, just three German crosses on the flanks and at the rear and a tactical code on the casemate – the latter in black and in a hand-written style, as if the vehicle had been rushed into frontline service.

 

After the decals had been secured under sone varnish the model received an overall washing with dark brown, highly thinned acrylic paint, some dry-brushing with light grey and some rust traces, before it was sealed overall with matt acrylic varnish and received some dirt stains with mixed watercolors and finally, after the tracks had been mounted, some artist pigments as physical dust on the lower areas.

  

Again a project that appeared simple but turned out to be more demanding because the parts would not fit as well as expected. The resulting bunker breaker looks plausible, less massive than the real Sturmtiger but still a menacing sight.

 

+++ DISCLAIMER +++

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

  

Some background:

The English Electric Skyspark was a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It remains the only UK-designed-and-built fighter capable of Mach 2. The Skyspark was designed, developed, and manufactured by English Electric, which was later merged into the newly-formed British Aircraft Corporation. Later the type was marketed as the BAC Skyspark.

 

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 E.24/43 supersonic research aircraft specification which had resulted in the Miles M.52 program. W.E.W. "Teddy" Petter, formerly chief designer at Westland Aircraft, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at Mach 1.5 (1,593 km/h) and 50,000 ft (15,000 m).

 

Petter initiated a design proposal with F W "Freddie" Page leading the design and Ray Creasey responsible for the aerodynamics. As it was designed for Mach 1.5, it had a 40° swept wing to keep the leading edge clear of the Mach cone. To mount enough power into the airframe, two engines were installed, in an unusual, stacked layout and with a high tailplane This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric. On 29 March 1949 MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mock-up.

 

The design that had developed during 1948 evolved further during 1949 to further improve performance. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips. In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the initial high tailplane; this issue was solved by lowering the tail below the wing. Following the resignation of Petter, Page took over as design team leader for the P.1. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1.

 

The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and the stacked engine layout, as well as the low tailplane position, was considered to be dangerous, too. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract, by the Ministry of Supply, to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and tailplane positions high or low. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one. The proposed 60-degree wing sweep was retained, but the stacked engines had to give way to a more conventional configuration with two engines placed side-by-side in the tail, but still breathing through a mutual nose air intake.

 

From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury. These aircraft had been assigned the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was not much space in the fuselage for fuel, the thin wings became the primary fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance. The narrow tires housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no center-body at the nose, short fin, and lack of operational equipment.

 

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls Royce Avon R24R engines, a conical center body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

 

In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760 flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. While WG760 had proven the P.1 design to be viable, it was plagued by directional stability problems and a dismal performance: Transonic drag was much higher than expected, and the aircraft was limited to Mach 0.98 (i.e. subsonic), with a ceiling of just 48,000 ft (14,630 m), far below the requirements.

 

To solve the problem and save the P.1, Petter embarked on a major redesign, incorporating the recently discovered area rule, while at the same time simplifying production and maintenance. The redesign entailed a new, narrower canopy, a revised air intake, a pair of stabilizing fins under the rear fuselage, and a shallow ventral fairing at the wings’ trailing edge that not only reduced the drag coefficient along the wing/fuselage intersection, it also provided space for additional fuel.

On 4 April 1957 the modified P.1B (XA847) made the first flight, immediately exceeding Mach 1. During the early flight trials of the P.1B, speeds in excess of 1,000 mph were achieved daily.

In late October 1958, the plane was officially presented. The event was celebrated in traditional style in a hangar at Royal Aircraft Establishment (RAE) Farnborough, with the prototype XA847 having the name ‘Skyspark’ freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special rig which allowed the bottle to safely be smashed against the side of the aircraft.

On 25 November 1958 the P.1B XA847 reached Mach 2 for the first time. This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958

 

The first operational Skyspark, designated Skyspark F.1, was designed as a pure interceptor to defend the V Force airfields in conjunction with the "last ditch" Bristol Bloodhound missiles located either at the bomber airfield, e.g. at RAF Marham, or at dedicated missile sites near to the airfield, e.g. at RAF Woodhall Spa near the Vulcan station RAF Coningsby. The bomber airfields, along with the dispersal airfields, would be the highest priority targets in the UK for enemy nuclear weapons. To best perform this intercept mission, emphasis was placed on rate-of-climb, acceleration, and speed, rather than range – originally a radius of operation of only 150 miles (240 km) from the V bomber airfields was specified – and endurance. Armament consisted of a pair of 30 mm ADEN cannon in front of the cockpit, and two pylons for IR-guided de Havilland Firestreak air-to-air missiles were added to the lower fuselage flanks. These hardpoints could, alternatively, carry pods with unguided 55 mm air-to-air rockets. The Ferranti AI.23 onboard radar provided missile guidance and ranging, as well as search and track functions.

 

The next two Skyspark variants, the Skyspark F.1A and F.2, incorporated relatively minor design changes, but for the next variant, the Skyspark F.3, they were more extensive: The F.3 had higher thrust Rolls-Royce Avon 301R engines, a larger squared-off fin that improved directional stability at high speed further and a strengthened inlet cone allowing a service clearance to Mach 2.0 (2,450 km/h; the F.1, F.1A and F.2 were all limited to Mach 1.7 (2,083 km/h). An upgraded A.I.23B radar and new, radar-guided Red Top missiles offered a forward hemisphere attack capability, even though additional electronics meant that the ADEN guns had to be deleted – but they were not popular in their position in front of the windscreen, because the muzzle flash blinded the pilot upon firing. The new engines and fin made the F.3 the highest performance Skyspark yet, but this came at a steep price: higher fuel consumption, resulting in even shorter range. From this basis, a conversion trainer with a side-by-side cockpit, the T.4, was created.

 

The next interceptor variant was already in development, but there was a need for an interim solution to partially address the F.3's shortcomings, the F.3A. The F.3A introduced two major improvements: a larger, non-jettisonable, 610-imperial-gallon (2,800 L) ventral fuel tank, resulting in a much deeper and longer belly fairing, and a new, kinked, conically cambered wing leading edge. The conically cambered wing improved manoeuvrability, especially at higher altitudes, and it offered space for a slightly larger leading edge fuel tank, raising the total usable internal fuel by 716 imperial gallons (3,260 L). The enlarged ventral tank not only nearly doubled available fuel, it also provided space at its front end for a re-instated pair of 30 mm ADEN cannon with 120 RPG. Alternatively, a retractable pack with unguided 55 mm air-to-air rockets could be installed, or a set of cameras for reconnaissance missions. The F.3A also introduced an improved A.I.23B radar and the new IR-guided Red Top missile, which was much faster and had greater range and manoeuvrability than the Firestreak. Its improved infrared seeker enabled a wider range of engagement angles and offered a forward hemisphere attack capability that would allow the Skyspark to attack even faster bombers (like the new, supersonic Tupolev T-22 Blinder) through a collision-course approach.

Wings and the new belly tank were also immediately incorporated in a second trainer variant, the T.5.

 

The ultimate variant, the Skyspark F.6, was nearly identical to the F.3A, with the exception that it could carry two additional 260-imperial-gallon (1,200 L) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency and gave the F.6 a substantially improved deployment capability, even though their supersonic drag was so high that the extra fuel would only marginally raise the aircraft’s range when flying beyond the sound barrier for extended periods.

 

Finally, there was the Skyspark F.2A; it was an early production F.2 upgraded with the new cambered wing, the squared fin, and the 610 imperial gallons (2,800 L) ventral tank. However, the F.2A retained the old AI.23 radar, the IR-guided Firestreak missile and the earlier Avon 211R engines. Although the F.2A lacked the thrust of the later Skysparks, it had the longest tactical range of all variants, and was used for low-altitude interception over West Germany.

 

The first Skysparks to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, joining the Air Fighting Development Squadron (AFDS) of the Central Fighter Establishment, where they were used to clear the Skyspark for entry into service. The production Skyspark F.1 entered service with the AFDS in May 1960, allowing the unit to take part in the air defence exercise "Yeoman" later that month. The Skyspark F.1 entered frontline squadron service with 74 Squadron at Coltishall from 11 July 1960. This made the Skyspark the second Western European-built combat aircraft with true supersonic capability to enter service and the second fully supersonic aircraft to be deployed in Western Europe (the first one in both categories being the Swedish Saab 35 Draken on 8 March 1960 four months earlier).

 

The aircraft's radar and missiles proved to be effective, and pilots reported that the Skyspark was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Skyspark was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support. In spite of these concerns, within six months of the Skyspark entering service, 74 Squadron was able to achieve 100 flying hours per aircraft.

 

Deliveries of the slightly improved Skyspark F.1A, with revised avionics and provision for an air-to-air refueling probe, allowed two more squadrons, 56 and 111 Squadron, both based at RAF Wattisham, to convert to the Skyspark in 1960–1961. The Skyspark F.1 was only ordered in limited numbers and served only for a short time; nonetheless, it was viewed as a significant step forward in Britain's air defence capabilities. Following their replacement from frontline duties by the introduction of successively improved Skyspark variants, the remaining F.1 aircraft were employed by the Skyspark Conversion Squadron.

The improved F.2 entered service with 19 Squadron at the end of 1962 and 92 Squadron in early 1963. Conversion of these two squadrons was aided by the of the two-seat T.4 and T.5 trainers (based on the F.3 and F.3A/F.6 fighters), which entered service with the Skyspark Conversion Squadron (later renamed 226 Operational Conversion Unit) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons. More F.2s were produced than there were available squadron slots, so later production aircraft were stored for years before being used operationally; some of these Skyspark F.2s were converted to F.2As.

 

The F.3, with more powerful engines and the new Red Top missile was expected to be the definitive Skyspark, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2. However, the F.3 also had only a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the even more capable and longer-range F.6, some of which were converted F.3s.

 

The introduction of the F.3 and F.6 allowed the RAF to progressively reequip squadrons operating aircraft such as the subsonic Gloster Javelin and retire these types during the mid-1960s. During the 1960s, as strategic awareness increased and a multitude of alternative fighter designs were developed by Warsaw Pact and NATO members, the Skyspark's range and firepower shortcomings became increasingly apparent. The transfer of McDonnell Douglas F-4 Phantom IIs from Royal Navy service enabled these much longer-ranged aircraft to be added to the RAF's interceptor force, alongside those withdrawn from Germany as they were replaced by SEPECAT Jaguars in the ground attack role.

The Skyspark's direct replacement was the Tornado F.3, an interceptor variant of the Panavia Tornado. The Tornado featured several advantages over the Skyspark, including far larger weapons load and considerably more advanced avionics. Skysparks were slowly phased out of service between 1974 and 1988, even though they lasted longer than expected because the definitive Tornado F.3 went through serious teething troubles and its service introduction was delayed several times. In their final years, the Skysparks’ airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours.

  

General characteristics:

Crew: 1

Length: 51 ft 2 in (15,62 m) fuselage only

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two Red Tops, ammunition, and internal fuel

Max. takeoff weight: 45,750 lb (20,752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single Firestreak or Red Top AAM each

2× overwing pylon stations for 2.000 lb (907 kg each)

for 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This build was a submission to the “Hunter, Lightning, Canberra” group build at whatifmodellers.com, and one of my personal ultimate challenges – a project that you think about very often, but the you put the thought back into its box when you realize that turning this idea into hardware will be a VERY tedious, complex and work-intensive task. But the thematic group build was the perfect occasion to eventually tackle the idea of a model of a “side-by-side engine BAC Lightning”, a.k.a. “Flatning”, as a rather conservative alternative to the real aircraft’s unique and unusual design with stacked engines in the fuselage, which brought a multitude of other design consequences that led to a really unique aircraft.

 

And it sound so simple: take a Lightning, just change the tail section. But it’s not that simple, because the whole fuselage shape would be different, resulting in less depth, the wings have to be attached somewhere and somehow, the landing gear might have to be adjusted/shortened, and how the fuselage diameter shape changes along the hull, so that you get a more or less smooth shape, was also totally uncertain!

 

Initially I considered a MiG Ye-152 as a body donor, but that was rejected due to the sheer price of the only available kit (ModelSvit). A Chinese Shenyang J-8I would also have been ideal – but there’s not 1:72 kit of this aircraft around, just of its successor with side intakes, a 1:72 J-8II from trumpeter.

I eventually decided to keep costs low, and I settled for the shaggy PM Model Su-15 (marketed as Su-21) “Flagon” as main body donor: it’s cheap, the engines have a good size for Avons and the pen nib fairing has a certain retro touch that goes well with the Lightning’s Fifties design.

The rest of this "Flatning" came from a Hasegawa 1:72 BAC Lightning F.6 (Revell re-boxing).

 

Massive modifications were necessary and lots of PSR. In an initial step the Flagon lost its lower wing halves, which are an integral part of the lower fuselage half. The cockpit section was cut away where the intake ducts begin. The Lightning had its belly tank removed (set aside for a potential later re-installation), and dry-fitting and crude measures suggested that only the cockpit section from the Lightning, its spine and the separate fin would make it onto the new fuselage.

 

Integrating the parts was tough, though! The problem that caused the biggest headaches: how to create a "smooth" fuselage from the Lightning's rounded front end with a single nose intake that originally develops into a narrow, vertical hull, combined with the boxy and rather wide Flagon fuselage with large Phantom-esque intakes? My solution: taking out deep wedges from all (rather massive) hull parts along the intake ducts, bend the leftover side walls inwards and glue them into place, so that the width becomes equal with the Lightning's cockpit section. VERY crude and massive body work!

 

However, the Lightning's cockpit section for the following hull with stacked engines is much deeper than the Flagon's side-by-side layout. My initial idea was to place the cockpit section higher, but I would have had to transplant a part of the Lightning's upper fuselage (with the spine on top, too!) onto the "flat" Flagon’s back. But this would have looked VERY weird, and I'd have had to bridge the round ventral shape of the Lightning into the boxy Flagon underside, too. This was no viable option, so that the cockpit section had to be further modified; I cut away the whole ventral cockpit section, at the height of the lower intake lip. Similar to my former Austrian Hasegawa Lightning, I also cut away the vertical bulkhead directly behind the intake opening - even though I did not improve the cockpit with a better tub with side consoles. At the back end, the Flagon's jet exhausts were opened and received afterburner dummies inside as a cosmetic upgrade.

 

Massive PSR work followed all around the hull. The now-open area under the cockpit was filled with lead beads to keep the front wheel down, and I implanted a landing gear well (IIRC, it's from an Xtrakit Swift). With the fuselage literally taking shape, the wings were glued together and the locator holes for the overwing tanks filled, because they would not be mounted.

 

To mount the wings to the new hull, crude measurements suggested that wedges had to be cut away from the Lightning's wing roots to match the weird fuselage shape. They were then glued to the shoulders, right behind the cockpit due to the reduced fuselage depth. At this stage, the Lightning’s stabilizer attachment points were transplanted, so that they end up in a similar low position on the rounded Su-15 tail. Again, lots of PSR…

 

At this stage I contemplated the next essential step: belly tank or not? The “Flatning” would have worked without it, but its profile would look rather un-Lightning-ish and rather “flat”. On the other side, a conformal tank would probably look quite strange on the new wide and flat ventral fuselage...? Only experiments could yield an answer, so I glued together the leftover belly bulge parts from the Hasegawa kit and played around with it. I considered a new, wider belly tank, but I guess that this would have looked too ugly. I eventually settled upon the narrow F.6 tank and also used the section behind it with the arrestor hook. I just reduced its depth by ~2 mm, with a slight slope towards the rear because I felt (righteously) that the higher wing position would lower the model’s stance. More massive PSR followed….

 

Due to the expected poor ground clearance, the Lightning’s stabilizing ventral fins were mounted directly under the fuselage edges rather than on the belly tank. Missile pylons for Red Tops were mounted to the lower front fuselage, similar to the real arrangement, and cable fairings, scratched from styrene profiles, were added to the lower flanks, stretching the hull optically and giving more structure to the hull.

 

To my surprise, I did not have to shorten the landing gear’s main legs! The wings ended up a little higher on the fuselage than on the original Lightning, and the front wheel sits a bit further back and deeper inside of its donor well, too, so that the fuselage comes probably 2 mm closer to the ground than an OOB Lightning model. Just like on the real aircraft, ground clearance is marginal, but when the main wheels were finally in place, the model turned out to have a low but proper stance, a little F8U-ish.

  

Painting and markings:

I was uncertain about the livery for a long time – I just had already settled upon an RAF aircraft. But the model would not receive a late low-viz scheme (the Levin, my mono-engine Lightning build already had one), and no NMF, either. I was torn between an RAF Germany all-green over NMF undersides livery, but eventually went for a pretty standard RAF livery in Dark Sea Grey/Dark Green over NMF undersides, with toned-down post-war roundels.

A factor that spoke in favor of this route was a complete set of markings for an RAF 11 Squadron Lightning F.6 in such a guise on an Xtradecal set, which also featured dayglo orange makings on fin, wings and stabilizers – quite unusual, and a nice contrast detail on the otherwise very conservative livery. All stencils were taken from the OOB Revell sheet for the Lightning. Just the tactical code “F” on the tail was procured elsewhere, it comes from a Matchbox BAC Lightning’s sheet.

 

After basic painting the model received the usual black ink washing, some post-panel-shading and also a light treatment with graphite to create soot strains around the jet exhausts and the gun ports, and to emphasize the raised panel lines on the Hasegawa parts.

 

Finally, the model was sealed with matt acrylic varnish and final bits and pieces like the landing gear and the Red Tops (taken OOB) were mounted.

  

A major effort, and I have seriously depleted my putty stocks for this build! However, the result looks less spectacular than it actually is: changing a Lightning from its literally original stacked engine layout into a more conservative side-by-side arrangement turned out to be possible, even though the outcome is not really pretty. But it works and is feasible!

+++ DISCLAIMER +++

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

  

Some background:

The Supermarine Seafire was a naval version of the Supermarine Spitfire adapted for operation from aircraft carriers. It was analogous in concept to the Hawker Sea Hurricane, a navalized version of the Spitfire's stablemate, the Hawker Hurricane. The name Seafire was derived from the abbreviation of the longer name Sea Spitfire.

 

The idea of adopting a navalized, carrier-capable version of the Supermarine Spitfire had been mooted by the Admiralty as early as May 1938. Despite a pressing need to replace various types of obsolete aircraft that were still in operation with the Fleet Air Arm (FAA), some opposed the notion, such as Winston Churchill, although these disputes were often a result of an overriding priority being placed on maximizing production of land-based Spitfires instead. During 1941 and early 1942, the concept was again pushed for by the Admiralty, culminating in an initial batch of Seafire Mk Ib fighters being provided in late 1941, which were mainly used for pilots to gain experience operating the type at sea. While there were concerns over the low strength of its undercarriage, which had not been strengthened like many naval aircraft would have been, its performance was found to be acceptable.

 

From 1942 onwards, further Seafire models were quickly ordered, including the first operationally-viable Seafire F Mk III variant. This led to the type rapidly spreading throughout the FAA. In November 1942, the first combat use of the Seafire occurred during Operation Torch, the Allied landings in North Africa. In July 1943, the Seafire was used to provide air cover for the Allied invasion of Sicily; and reprised this role in September 1943 during the subsequent Allied invasion of Italy. During 1944, the type was again used in quantity to provide aerial support to Allied ground forces during the Normandy landings and Operation Dragoon in Southern France. During the latter half of 1944, the Seafire became a part of the aerial component of the British Pacific Fleet, where it quickly proved to be a capable interceptor against the feared kamikaze attacks by Japanese pilots which had become increasingly common during the final years of the Pacific War. Several Seafire variants were produced during WWII, more or less mirroring the development of its land-based ancestor.

 

The Seafire continued to be used for some time after the end of the war, and new, dedicated versions were developed and exported. The FAA opted to promptly withdraw all of its Merlin-powered Seafires and replace them with Griffon-powered counterparts. The type saw further active combat use during the Korean War, in which FAA Seafires performed hundreds of missions in the ground attack and combat air patrol roles against North Korean forces during 1950. The Seafire was withdrawn from FAA service during the 1950s and was replaced by the newer Hawker Sea Fury, the last piston engine fighter to be used by the service, along with the first generation of jet-propelled naval fighters, such as the de Havilland Vampire, Supermarine Attacker, and Hawker Sea Hawk.

 

After WWII, the Royal Canadian Navy and French Aviation Navale also obtained Seafires to operate from ex-Royal Navy aircraft carriers. France received a total of 140 Seafires of various versions from 1946 on, including 114 Seafire Mk IIIs in two tranches (35 of them were set aside for spare part) until 1948, and these were followed in 1949 by fifteen Mk. 15 fighters and twelve FR Mk. 23 armed photo reconnaissance aircraft. Additionally, twenty land-based Mk. IXs were delivered to Naval Air Station Cuers-Pierrefeu as trainers.

 

The Seafire Mk. 23 was a dedicated post-war export version. It combined several old and new features and was the final “new” Spitfire variant to be powered by a Merlin engine, namely a Rolls-Royce Merlin 66M with 1,720 hp (1,283 kW) that drove a four-blade propeller. The Mk. 23 was originally built as a fighter (as Seafire F Mk. 23), but most machines were delivered or later converted with provisions for being fitted with two F24 cameras in the rear fuselage and received the service designation FR Mk. 23 (or just FR.23). Only 32 of this interim post-war version were built by Cunliffe-Owen, and all of them were sold to foreign customers.

 

Like the Seafire 17, the 23 had a cut-down rear fuselage and teardrop canopy, which afforded a better all-round field of view than the original cockpit. The windscreen was modified, too, to a rounded section, with narrow quarter windows, rather than the flat windscreen used on land-based Spitfires. As a novel feature the Seafire 23 featured a "sting" arrestor hook instead of the previous V-shaped ventral arrangement.

The fuel capacity was 120 gal (545 l) distributed in two main forward fuselage tanks: the lower tank carried 48 gal (218 l) while the upper tank carried 36 gal (163 l), plus two fuel tanks built into the leading edges of the wings with capacities of 12.5 (57 l) and 5.5 gal (25 l) respectively. It featured a reinforced main undercarriage with longer oleos and a lower rebound ratio, a measure to tame the deck behavior of the Mk. 15 and reducing the propensity of the propeller tips "pecking" the deck during an arrested landing. The softer oleos also stopped the aircraft from occasionally bouncing over the arrestor wires and into the crash barrier.

The wings were taken over from the contemporary Spitfire 21 and therefore not foldable. However, this saved weight and complexity, and the Seafire’s compact dimensions made this flaw acceptable for its operators. The wings were furthermore reinforced, with a stronger main spar necessitated by the new undercarriage, and as a bonus they were able to carry heavier underwing loads than previous Seafire variants. This made the type not only suitable for classic dogfighting (basic armament consisted of four short-barreled 20 mm Hispano V cannon in the outer wings), but also for attack missions with bombs and unguided rockets.

 

The Seafire’s Aéronavale service was quite short, even though they saw hot battle duty. 24 Mk. IIIs were deployed on the carrier Arromanches in 1948 when it sailed for Vietnam to fight in the First Indochina War. The French Seafires operated from land bases and from Arromanches on ground attack missions against the Viet Minh before being withdrawn from combat operations in January 1949.

After returning to European waters, the Aéronavale’s Seafire frontline units were re-equipped with the more modern and capable Seafire 15s and FR 23s, but these were also quickly replaced by Grumman F6F Hellcats from American surplus stock, starting already in 1950. The fighters were retired from carrier operations and soon relegated to training and liaison duties, and eventually scrapped. However, the FR.23s were at this time the only carrier-capable photo reconnaissance aircraft in the Aéronavale’s ranks, so that these machines remained active with Flottille 1.F until 1955, but their career was rather short, too, and immediately ended when the first naval jets became available and raised the performance bar.

  

General characteristics:

Crew: 1

Length: 31 ft 10 in (9.70 m)

Wingspan: 36 ft 10 in (11.23 m)

Height: 12 ft 9 in (3.89 m) tail down with propeller blade vertical

Wing area: 242.1 ft² (22.5 m²)

Empty weight: 5,564 lb (2,524 kg)

Gross weight: 7,415 lb (3,363 kg)

 

Powerplant:

1× Rolls-Royce Merlin 66M V-12 liquid-cooled piston engine,

delivering 1,720 hp (1,283 kW) at 11,000 ft and driving a 4-bladed constant-speed propeller

 

Performance:

Maximum speed: 404 mph (650 km/h) at 21,000 ft (6,400 m)

Cruise speed: 272 mph (438 km/h, 236 kn)

Range: 493 mi (793 km) on internal fuel at cruising speed

965 mi (1,553 km) with 90 gal drop tank

Service ceiling: 42,500 ft (12,954 m)

Rate of climb: 4,745 ft/min (24.1 m/s) at 10,000 ft (3,048 m)

Time to altitude: 20,000 ft (6,096 m) in 8 minutes 6 seconds

 

Armament:

4× 20 mm Hispano V cannon; 175 rpg inboard, 150 rpg outboard

Hardpoints for up to 2× 250 lb (110 kg) bombs (outer wings), plus 1× 500 lb (230 kg) bomb

(ventral hardpoint) or drop tanks, or up to 8× "60 lb" RP-3 rockets on zero-length launchers

  

The kit and its assembly:

This build was another attempt to reduce The Stash. The basis was a Special Hobby FR Mk. 47, which I had originally bought as a donor kit: the engine housing bulges of its Griffon engine were transplanted onto a racing P-51D Mustang. Most of the kit was still there, and from this basis I decided to create a fictional post-WWII Seafire/Spitfire variant.

 

With the Griffon fairings gone a Merlin engine was settled, and the rest developed spontaneously. The propeller was improvised, with a P-51D spinner (Academy kit) and blades from the OOB 5-blade propeller, which are slightly deeper than the blades from the Spitfire Mk. IX/XVI prop. In order to attach it to the hull and keep it movable, I implanted my standard metal axis/styrene tube arrangement.

 

With the smaller Merlin engine, I used the original, smaller Spitfire stabilizers but had to use the big, late rudder, due to the taller fin of the post-ware Spit-/Seafire models. The four-spoke wheels also belong to an earlier Seafire variant. Since it was an option in the kit, I went for a fuselage with camera openings (the kit comes with two alternative fuselages as well as a vast range of optional parts for probably ANY late Spit- and Seafire variant – and also for many fictional hybrids!), resulting in a low spine and a bubble canopy, what gives the aircraft IMHO very sleek and elegant lines. In order to maintain this impression I also used the short cannon barrels from the kit. For extended range on recce missions I furthermore gave the model the exotic underwing slipper tanks instead of the optional missile launch rail stubs under the outer wing sections. Another mod is the re-installment of the small oil cooler under the left wing root from a Spitfire Mk. V instead of the symmetrical standard radiator pair – just another subtle sign that “something’s not right” here.

  

Painting and markings:

The decision to build this model as a French aircraft was inspired by a Caracal Decals set with an Aéronavale Seafire III from the Vietnam tour of duty in 1948, an aircraft with interesting roundels that still carried British FAA WWII colors (Dark Slate Grey/Dark Sea Grey, Sky). Later liveries of the type remain a little obscure, though, and information about them is contradictive. Some profiles show French Seafires in British colors, with uniform (Extra) Dark Sea Grey upper and Sky lower surfaces, combined with a high waterline – much like contemporary FAA aircraft like the Sea Fury. However, I am a bit in doubt concerning the Sky, because French naval aircraft of that era, esp. recce types like the Shorts Sunderland or PBY Catalina, were rather painted in white or very light grey, just with uniform dark grey upper surfaces, reminding of British Coastal Command WWII aircraft.

 

Since this model would be a whif, anyway, and for a pretty look, I adopted the latter design, backed by an undated profile of a contemporary Seafire Mk. XV from Flottille S.54, a training unit, probably from the Fifties - not any valid guarantee for authenticity, but it looks good, if not elegant!

Another option from that era would have been an all-blue USN style livery, which should look great on a Spitfire, too. But I wanted something more elegant and odd, underpinning the bubbletop Seafire’s clean lines.

 

I settled for Extra Dark Sea Grey (Humbrol 123) and Light Grey (FS. 36495, Humbrol 147) as basic tones, with a very high waterline. The spinner was painted yellow, the only colorful marking. Being a post-war aircraft of British origin, the cockpit interior was painted in black (Revell 09, anthracite). The landing gear wells became RAF Cockpit Green (Humbrol 78), while the inside of the respective covers became Sky (Humbrol 90) – reflecting the RAF/FAA’s post-war practice of applying the external camouflage paint on these surfaces on Spit-/Seafires, too. On this specific aircraft the model displays, just the exterior had been painted over by the new operator. Looks weird, but it’s a nice detail.

 

The roundels came from the aforementioned 1948 Seafire Mk. III, and their odd design – esp. the large ones on the wings, and only the fuselage roundels carry the Aéronavale’s anchor icon and a yellow border – creates a slightly confusing look. Unfortunately, the roundels were not 100% opaque, this became only apparent after their application, and they did not adhere well, either.

The tactical code had to be improvised with single, black letters of various sizes – they come from a Hobby Boss F4F USN pre-WWII Wildcat, but were completely re-arrenged into the French format. The fin flash on the rudder had to be painted, with red and blue paint, in an attempt to match the decals’ tones, and separated by a white decal stripe. The anchor icon on the rudder had to be printed by myself, unfortunately the decal on the bow side partly disintegrated. Stencils were taken from the Special Hobby kit’s OOB sheet.

 

The model received a light black ink washing, post-panel shading with dry-brushing and some soot stains around the exhausts, but not too much weathering, since it would be relatively new. Finally, everything was sealed with matt acrylic varnish.

  

A relatively quick and simple build, and the Special Hobby kit went together with little problems – a very nice and versatile offering. The mods are subtle, but I like the slender look of this late Spitfire model, coupled with the elegant Merlin engine – combined into the fictional Mk. 23. The elegant livery just underlines the aircraft’s sleek lines. Not spectacular, but a pretty result.

 

+++ 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 Focke Wulf Ta 338 originated as a response of request by the RLM in mid 1943 for an aircraft capable of vertical takeoff and landing (VTOL), optimized for the interceptor and point defense role and without a hazardous liquid rocket engine as means of propulsion. In the course of the year, several German manufacturers responded with a multitude of highly innovative if not unusual design, including Heinkel with the ducted fan project "Lerche", Rheinmetall-Borsig with a jet-powered tailsitter, and Focke Wulf. This company’s engineering teams submitted two designs: the revolutionary "Triebflügel" concept and the more conservative, yet still futuristic "P.03.10338" tail sitter proposal, conceived by Focke Wulf’s leading engineer Kurt Tank and Walter Kappus from BMW, responsible for the engine development.

 

The P.03.10338 was based on the proven Fw 190 fighter, but the similarities were only superficial. Only the wings and a part of the fuselage structure around the cockpit would be used, but Tank assumed that using existing parts and tools would appreciably reduce development and production time.

A great part of the fuselage structure had to be re-designed to accommodate a powerful BMW 803 engine and its integral gearbox for an eight-bladed contraprop.

 

The BMW 803 was BMW's attempt to build a high-output aircraft engine, primarily for heavy bombers, by basically "coupling" two BMW 801 engines back-to-back into a single and very compact power unit. The result was a 28-cylinder, four-row radial engine, each comprising a multiple-bank in-line engine with two cylinders in each bank, which, due to cooling concerns, were liquid cooled.

 

This arrangement was from the start intended to drive independent contra-rotating propellers, in order to avoid stiffness problems with the whole engine driving just a single crankshaft and also to simply convert the raw power of this unit into propulsion. The front half of the engine drove the front propeller directly, while the rear engine drove a number of smaller shafts that passed between the cylinders of the front engine before being geared back together to drive the rear prop. This complex layout resulted in a rather large and heavy gearbox on the front of the engine, and the front engine needing an extended shaft to "clear" that gearbox. The four-row 803 engine weighed 2,950 kg (6,490 lb) dry and 4,130 kg (9,086 lb) fully loaded, and initial versions delivered 3,900 PS (3,847 hp; 2,868 kW).

 

While the engine was heavy and there were alternatives with a better weight/output ratio (e. g. the Jumo 222), the BMW 803 was favored for this project because it was the most powerful engine available, and it was relatively compact so that it could be fitted into a fighter's airframe. On the P.03.10338 it drove an all-metal, eight-blade contraprop with a diameter of 4,25 m (13 ft 11 in).

 

In order to accept this massive engine, the P.03.10338’s structure had to be stiffened and the load-bearing structures re-arranged. The aircraft kept the Fw 190's wing structure and surface, but the attachment points at the fuselage had to be moved for the new engine mount, so that they ended up in mid position. The original space for the Fw 190's landing gear was used for a pair of radiator baths in the wings' inner leading edge, the port radiator catering to the front engine half while the radiator on starboard was connected with the rear half. An additional annular oil and sodium cooler for the gearbox and the valve train, respectively, was mounted in the fuselage nose.

 

The tail section was completely re-designed. Instead of the Fw 190's standard tail with fin and stabilizers the P.03.10338’s tail surfaces were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. On the four fin tips, aerodynamic bodies carried landing pads while the fuselage end contained an extendable landing damper. The pilot sat in a standard Fw 190 cockpit, and the aircraft was supposed to start and land vertically from a mobile launch pad. In the case of an emergency landing, the lower stabilizers could be jettisoned. Nor internal armament was carried, instead any weaponry was to be mounted under the outer wings or the fuselage, in the form of various “Rüstsätze” packages.

 

Among the many exotic proposals to the VTOL fighter request, Kurt Tank's design appeared as one of the most simple options, and the type received the official RLM designation Ta 338. In a rush of urgency (and maybe blinded by clever Wunderwaffen marketing from Focke Wulf’s side), a series of pre-production aircraft was ordered instead of a dedicated prototype, which was to equip an Erprobungskommando (test unit, abbreviated “EK”) that would evaluate the type and develop tactics and procedures for the new fighter.

 

Fueled by a growing number of bomber raids over Germany, the “EK338” was formed as a part of JG300 in August 1944 in Schönwalde near Berlin, but it took until November 1944 that the first Ta 338 A-0 machines were delivered and made operational. These initial eight machines immediately revealed several flaws and operational problems, even though the VTOL concept basically worked and the aircraft flew well – once it was in the air and cruising at speeds exceeding 300 km/h (186 mph).

 

Beyond the many difficulties concerning the aircraft’s handling (esp. the landing was hazardous), the lack of a landing gear hampered ground mobility and servicing. Output of the BMW 803 was sufficient, even though the aircraft had clear limits concerning the take-off weight, so that ordnance was limited to only 500 kg (1.100 lb). Furthermore, the noise and the dust kicked up by starting or landing aircraft was immense, and servicing the engine or the weapons was more complicated than expected through the high position of many vital and frequently tended parts.

 

After three Ta 338 A-0 were lost in accidents until December 1944, a modified version was ordered for a second group of the EK 338. This led to the Ta 338 A-1, which now had shorter but more sharply swept tail fins that carried single wheels and an improved suspension under enlarged aerodynamic bodies.

This machine was now driven by an improved BMW 803 A-2 that delivered more power and was, with an MW-50 injection system, able to produce a temporary emergency output of 4.500 hp (3.308 kW).

 

Vertical start was further assisted by optional RATO units, mounted in racks at the rear fuselage flanks: either four Schmidding SG 34 solid fuel booster rockets, 4.9 kN (1,100 lbf) thrust each, or two larger 9.8 kN (2,203 lbf) solid fuel booster rockets, could be used. These improvements now allowed a wider range of weapons and equipment to be mounted, including underwing pods with unguided rockets against bomber pulks and also a conformal pod with two cameras for tactical reconnaissance.

 

The hazardous handling and the complicated maintenance remained the Ta 338’s Achilles heel, and the tactical benefit of VTOL operations could not outbalance these flaws. Furthermore, the Ta 338’s range remained very limited, as well as the potential firepower. Four 20mm or two 30mm cannons were deemed unsatisfactory for an interceptor of this class and power. And while bundles of unguided missiles proved to be very effective against large groups of bombers, it was more efficient to bring these weapons with simple and cheap vehicles like the Bachem Ba 349 Natter VTOL rocket fighter into target range, since these were effectively “one-shot” weapons. Once the Ta 338 fired its weapons it had to retreat unarmed.

 

In mid 1945, in the advent of defeat, further tests of the Ta 338 were stopped. I./EK338 was disbanded in March 1945 and all machines retreated from the Eastern front, while II./EK338 kept defending the Ruhrgebiet industrial complex until the Allied invasion in April 1945. Being circled by Allied forces, it was not possible to evacuate or destroy all remaining Ta 338s, so that at least two more or less intact airframes were captured by the U.S. Army and later brought to the United States for further studies.

  

General characteristics:

Crew: 1

Length/height on the ground: 10.40 m (34 ft 2 in)

Wingspan: 10.50 m (34 ft 5 in)

Fin span: 4:07 m (13 ft 4 in)

Wing area: 18.30 m² (196.99 ft²)

Empty weight: 11,599 lb (5,261 kg)

Loaded weight: 16,221 lb (7,358 kg)

Max. takeoff weight: 16,221 lb (7,358 kg)

 

Powerplant:

1× BMW 803 A-2 28-cylinder, liquid-cooled four-row radial engine,

rated at 4.100 hp (2.950 kW) and at 4.500 hp (3.308 kW) with emergency boost.

4x Schmidding SG 34 solid fuel booster rockets, 4.9 kN (1,100 lbf) thrust each, or

2x 9.8 kN (2,203 lbf) solid fuel booster rockets

 

Performance:

Maximum speed: 860 km/h (534 mph)

Cruise speed: 650 km/h (403 mph)

Range: 750 km (465 ml)

Service ceiling: 43,300 ft (13,100 m)

Rate of climb: 10,820 ft/min (3,300 m/min)

Wing loading: 65.9 lb/ft² (322 kg/m²)

 

Armament:

No internal armament, any weapons were to be mounted on three hardpoints (one under the fuselage for up to 1.000 kg (2.200 lb) and two under the outer wings, 500 kg (1.100 lb) each. Total ordnance was limited to 1.000 kg (2.200 lb).

 

Various armament and equipment sets (Rüstsätze) were tested:

R1 with 4× 20 mm (.79 in) MG 151/20 cannons

R2 with 2x 30 mm (1.18 in) MK 213C cannons

R3 with 48x 73 mm (2.874 in) Henschel Hs 297 Föhn rocket shells

R4 with 66x 55 mm (2.165 in) R4M rocket shells

R5 with a single 1.000 kg (2.200 lb) bomb under the fuselage

R6 with an underfuselage pod with one Rb 20/20 and one Rb 75/30 topographic camera

  

The kit and its assembly:

This purely fictional kitbashing is a hardware tribute to a highly inspiring line drawing of a Fw 190 VTOL tailsitter – actually an idea for an operational RC model! I found the idea, that reminded a lot of the Lockheed XFV-1 ‘Salmon’ prototype, just with Fw 190 components and some adaptations, very sexy, and so I decided on short notice to follow the urge and build a 1:72 version of the so far unnamed concept.

 

What looks simple (“Heh, it’s just a Fw 190 with a different tail, isn’t it?”) turned out to become a major kitbashing. The basis was a simple Hobby Boss Fw 190 D-9, chose because of the longer tail section, and the engine would be changed, anyway. Lots of work followed, though.

 

The wings were sliced off and moved upwards on the flanks. The original tail was cut off, and the cruciform fins are two pairs of MiG-21F stabilizers (from an Academy and Hasegawa kit), outfitted with reversed Mk. 84 bombs as aerodynamic fairings that carry four small wheels (from an 1:144 T-22M bomber) on scratched struts (made from wire).

 

The cockpit was taken OOB, only a pilot figure was cramped into the seat in order to conceal the poor interior detail. The engine is a bash from a Ju 188’s BMW 801 cowling and the original Fw 190 D-9’s annular radiator as well as a part of its Jumo 213 cowling. BMW 801 exhaust stubs were inserted, too, and the propeller comes from a 1:100 VEB Plasticart Tu-20/95 bomber.

 

Since the BMW 803 had liquid cooling, radiators had to go somewhere. The annular radiator would certainly not have been enough, so I used the space in the wings that became available through the deleted Fw 190 landing gear (the wells were closed) for additional radiators in the wings’ leading edges. Again, these were scratched with styrene profiles, putty and some very fine styrene mesh.

 

As ordnance I settled for a pair of gun pods – in this case these are slipper tanks from a Hobby Boss MiG-15, blended into the wings and outfitted with hollow steel needles as barrels.

  

Painting and markings:

Several design options were possible: all NMF with some colorful markings or an overall RLM76 finish with added camouflage. But I definitively went for a semi-finished look, inspired by late WWII Fw 190 fighters.

 

For instance, the wings’ undersides were partly left in bare metal, but the rudders painted in RLM76 while the leading edges became RLM75. This color was also taken on the wings’ upper sides, with RLM82 thinly painted over. The fuselage is standard RLM76, with RLM82 and 83 on the upper side and speckles on the flanks. The engine cowling became NMF, but with a flashy ‘Hartmann Tulpe’ decoration.

 

Further highlights are the red fuselage band (from JG300 in early 1945) and the propeller spinner, which received a red tip and segments in black and white on both moving propeller parts. Large red “X”s were used as individual aircraft code – an unusual Luftwaffe practice but taken over from some Me 262s.

 

After a light black ink wash some panel shading and light weathering (e.g. exhaust soot, leaked oil, leading edges) was done, and the kit sealed under matt acrylic varnish.

  

Building this “thing” on the basis of a line drawing was real fun, even though challenging and more work than expected. I tried to stay close to the drawing, the biggest difference is the tail – the MiG-21 stabilizers were the best option (and what I had at hand as donation parts), maybe four fins from a Hawker Harrier or an LTV A-7 had been “better”, but now the aircraft looks even faster. ;)

Besides, the Ta 338 is so utterly Luft ’46 – I am curious how many people might take this for real or as a Hydra prop from a contemporary Captain America movie…

The Tempest’s powerplant is the Eurojet EJ300 advanced turbofan, capable of 28,000 lb of dry thrust (45,000 lb with afterburner). This engine is a further development of the EJ200, though it also incorporates technology deriving from the Rolls-Royce F136 alternate engine for the F-35. The EJ300 engine can push the Tempest to a top speed of Mach 2,2 at altitude, or Mach 1,6 at sea-level. Speeds with supercruise range between Mach 1,1 and 1,5.

“People are capable of happiness as long as they perceive something other than themselves, and are surprised and grateful.”/sorry for my free translation/

Some background:

Simple, efficient and reliable, the Regult (リガード, Rigādo) was the standard mass production mecha of the Zentraedi forces. Produced by Esbeliben at the 4.432.369th Zentraedi Fully Automated Weaponry Development and Production Factory Satellite in staggering numbers to fill the need for an all-purpose mecha, this battle pod accommodated a single Zentraedi soldier in a compact cockpit and was capable of operating in space or on a planet's surface. The Regult saw much use during Space War I in repeated engagements against the forces of the SDF-1 Macross and the U.N. Spacy, but its lack of versatility against superior mecha often resulted in average effectiveness and heavy losses. The vehicle was regarded as expendable and was therefore cheap, simple, but also very effective when fielded in large numbers. Possessing minimal defensive features, the Regult was a simple weapon that performed best in large numbers and when supported by other mecha such as Gnerl Fighter Pods. Total production is said to have exceeded 300 million in total.

 

The cockpit could be accesses through a hatch on the back of the Regult’s body, which was, however, extremely cramped, with poor habitability and means of survival. The giant Zentraedi that operated it often found themselves crouching, with some complaining that "It would have been easier had they just walked on their own feet". Many parts of the craft relied on being operated on manually, which increased the fatigue of the pilot. On the other hand, the overall structure was extremely simple, with relatively few failures, making operational rate high.

 

In space, the Regult made use of two booster engines and numerous vernier thrusters to propel itself at very high speeds, capable of engaging and maintaining pace with the U.N. Spacy's VF-1 Valkyrie variable fighter. Within an atmosphere, the Regult was largely limited to ground combat but retained high speed and maneuverability. On land, the Regult was surprisingly fast and agile, too, capable of closing with the VF-1 variable fighter in GERWALK flight (though likely unable to maintain pace at full GERWALK velocity). The Regult was not confined to land operations, though, it was also capable of operating underwater for extended periods of time. Thanks to its boosters, the Regult was capable of high leaping that allowed the pod to cover long distances, surprise enemies and even engage low-flying aircraft.

 

Armed with a variety of direct-fire energy weapons and anti-personnel/anti-aircraft guns, the Regult offered considerable firepower and was capable of engaging both air and ground units. It was also able to deliver powerful kicks. The armor of the body shell wasn't very strong, though, and could easily be penetrated by a Valkyrie's 55 mm Gatling gun pod. Even bare fist attacks of a VF-1 could crack the Regult’s cockpit or immobilize it. The U.N. Spacy’s MBR-07 Destroid Spartan was, after initial battel experience with the Regult, specifically designed to engage the Zentraedi forces’ primary infantry weapon in close-combat.

 

The Regult was, despite general shortcomings, a highly successful design and it became the basis for a wide range of specialized versions, including advanced battle pods for commanders, heavy infantry weapon carriers and reconnaissance/command vehicles. The latter included the Regult Tactical Scout (リガード偵察型). manufactured by electronics specialist Ectromelia. The Tactical Scout variant was a deadly addition to the Zentraedi Regult mecha troops. Removing all weaponry, the Tactical Scout was equipped with many additional sensor clusters and long-range detection equipment. Always found operating among other Regult mecha or supporting Glaug command pods, the Scout was capable of early warning enemy detection as well as ECM/ECCM roles (Electronic Countermeasures/Electronic Counter-Countermeasures). In Space War I, the Tactical Scout was utilized to devastating effect, often providing radar jamming, communication relay and superior tactical positioning for the many Zentraedi mecha forces.

 

At the end of Space War I in January 2012, production of the Regult for potential Earth defensive combat continued when the seizure operation of the Factory Satellite was executed. After the war, Regults were used by both U.N. Spacy and Zentraedi insurgents. Many surviving units were incorporated into the New U.N. Forces and given new model numbers. The normal Regult became the “Zentraedi Battle Pod” ZBP-104 (often just called “Type 104”) and was, for example, used by Al-Shahal's New U.N. Army's Zentraedi garrison. The related ZBP-106 was a modernized version for Zentraedi commanders, with built-in boosters, additional Queadluun-Rhea arms and extra armaments. These primarily replaced the Glaug battle pod, of which only a handful had survived. By 2067, Regult pods of all variants were still in operation among mixed human/Zentraedi units.

  

General characteristics:

Accommodation: pilot only, in standard cockpit in main body

Overall Height: 18.2 meters

Overall Length: 7.6 meters

Overall Width: 12.6 meters

Max Weight: 39.8 metric tons

 

Powerplant & propulsion:

1x 1.3 GGV class Ectromelia thermonuclear reaction furnace,

driving 2x main booster Thrusters and 12x vernier thrusters

 

Performance:

unknown

 

Armament:

None

 

Special Equipment and Features:

Standard all-frequency radar antenna

Standard laser long-range sensor

Ectromelia infrared, visible light and ultraviolet frequency sensor cluster

ECM/ECCM suite

  

The kit and its assembly:

I had this kit stashed away for a couple of years, together with a bunch of other 1:100 Zentraedi pods of all kinds and the plan to build a full platoon one day – but this has naturally not happened so far and the kits were and are still waiting. The “Reconnaissance & Surveillance” group build at whatifmodellers.com in August 2021 was a good occasion and motivation to tackle the Tactical Scout model from the pile, though, as it perfectly fits the GB’s theme and also adds an exotic science fiction/anime twist to the submissions.

 

The kit is an original ARII boxing from 1983, AFAIK the only edition of this model. One might expect this kit to be a variation of the 1982 standard Regult (sometimes spelled “Reguld”) kit with extra parts, but that’s not the case – it is a new mold with different parts and technical solutions, and it offers optional parts for the standard Regult pod as well as the two missile carrier versions that were published at the same time, too. The Tactical Scout uses the same basis, but it comes with parts exclusive for this variant (hull and a sprue with the many antennae and sensors).

 

I remembered from a former ARII Regult build in the late Eighties that the legs were a wobbly affair. Careful sprue inspection revealed, however, that this second generation comes with some sensible detail changes, e. g. the feet, which originally consisted of separate toe and heel sections (and these were hollow from behind/below!). To my biggest surprise the knees – a notorious weak spot of the 1st generation Regult kit – were not only held by small and flimsy vinyl caps anymore: These were replaced with much bigger vinyl rings, fitted into sturdy single-piece enclosures made from a tough styrene which can even be tuned with small metal screws(!), which are included in the kit. Interesting!

 

But the joy is still limited: even though the mold is newer, fit is mediocre at best, PSR is necessary on every seam. However, the good news is that the kit does not fight with you. The whole thing was mostly built OOB, because at 1:100 there's little that makes sense to add to the surface, and the kit comes with anything you'd expect on a Regult Scout pod. I just added some lenses and small stuff behind the large "eye", which is (also to my surprise) a clear part. The stuff might only appear in schemes on the finished model, but that's better than leaving the area blank.

 

Otherwise, the model was built in sub-sections for easier painting and handling, to be assembled in a final step – made possible by the kit’s design which avoids the early mecha kit’s “onion layer” construction, except for the feet. This is the only area that requires some extra effort, and which is also a bit tricky to assemble.

 

However, while the knees appear to be a robust construction, the kit showed some material weakness: while handling the leg assembly, one leg suddenly came off under the knees - turned out that the locator that holds the knee joint above (which I expected to be the weak point) completely broke off of the lower leg! Weird damage. I tried to glue the leg into place, but this did not work, and so I inserted a replacement for the broken. This eventually worked.

  

Painting and markings:

Colorful, but pretty standard and with the attempt to be authentic. However, information concerning the Regults’ paint scheme is somewhat inconsistent. I decided to use a more complex interpretation of the standard blue/grey Regult scheme, with a lighter “face shield” and some other details that make the mecha look more interesting. I used the box art and some screenshots from the Macross TV series as reference; the Tactical Scout pod already appears in episode #2 for the first time, and there are some good views at it, even though the anime version is highly simplified.

 

Humbrol enamels were used, including 48 (Mediterranean Blue), 196 (RAL 7035, instead of pure white), 40 (Pale Grey) and 27 (Sea Grey). The many optics were created with clear acrylics over a silver base, and the large frontal “eye” is a piece of clear plastic with a coat of clear turquoise paint, too.

 

The model received a black ink washing to emphasize details, engraved panel lines and recesses, as well as some light post-shading through dry-brushing. Some surface details were created with decal stripes, e. g. on the upper legs, or with a black fineliner, and some color highlights were distributed all over the hull, e. g. the yellowish-beige tips of the wide antenna or the bright blue panels on the upper legs.

 

The decals were taken OOB, and thanks to a translation chart I was able to decipher some of the markings which I’d interpret as a serial number and a unit code – but who knows?

 

Finally, the kit received an overall coat of matt acrylic varnish and some weathering/dust traces around the feet with simple watercolors – more would IMHO look out of place, due to the mecha’s sheer size in real life and the fact that the Regult has to be considered a disposable item. Either it’s brand new and shiny, or busted, there’s probably little in between that justifies serious weathering which better suits the tank-like Destroids.

  

A “normal” build, even though the model and the topic are exotic enough. This 2nd generation Regult kit went together easier than expected, even though it has its weak points, too. However, material ageing turned out to be the biggest challenge (after all, the kit is almost 40 years old!), but all problems could be overcome and the resulting model looks decent – and it has this certain Eighties flavor! :D

 

+++ 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 ASTA (Aerospace Technologies of Australia, formerly Government Aircraft Factories) Baza development was started in 1995 when the Royal Australian Air Force was searching for a two-seat training aircraft that would allow the transition from initial training on piston-engined aircraft to jets, and could also be used for weapon training and CAS/reconnaissance duties.

 

ASTA responded with a low-wing two-turboprop-engined all-metal monoplane with retractable landing gear, capable of operating from unprepared strips when operationally required. The aircraft, internally coded “A-31”, was of conventional, all-metal (mainly duralumin) construction. The unswept cantilever wings have 3° of dihedral and are fitted with slotted trailing-edge flaps.

 

The A-31 had a tandem cockpit arrangement; the crew of two was seated under the upward opening clamshell canopy on Martin-Baker Mk 6AP6A zero/zero ejection seats and were provided with dual controls.

 

Armor plating was fitted to protect the crew and engines from hostile ground fire. The aircraft was powered by a pair of Garrett TPE 331 engines, driving sets of three-bladed propellers which were also capable of being used as air brakes.

 

The A-31 was designed for operations from short, rough airstrips.[The retractable tricycle landing gear, with a single nose wheel and twin main wheels retracting into the engine nacelles, is therefore fitted with low pressure tires to suit operations on rough ground, while the undercarriage legs are tall to give good clearance for underslung weapon loads. The undercarriage, flaps and brakes are operated hydraulically, with no pneumatic systems.

 

Two JATO rockets can be fitted under the fuselage to allow extra-short take-off. Fuel is fed from two fuselage tanks of combined capacity of 800 L (180 imp gal; 210 US gal) and two self-sealing tanks of 460 L (100 imp gal; 120 US gal) in the wings.

 

Fixed armament of the A-31 consisted of two 30mm Aden cannons mounted under the cockpits with 200 rounds each. A total of nine hardpoints were fitted for the carriage of external stores such as bombs, rockets or external fuel tanks, with one of 1,000 kg (2,200 lb) capacity mounted under the fuselage and the remaining two pairs of 500 kg (1,100 lb) capacity beneath the wing roots and wings inside of the engine nacelles, and two more pairs of hardpoints outside of the engines for another 500 kg and 227 kg, respectively. Total external weapons load was limited to 6,800 lb (3,085 kg) of weapons, though.

 

Onboard armaments were aimed by a simple reflector sight, since no all weather/night capabilities were called for – even though provisions were made that external sensors could be carried (e. g. a TISEO or a PAVE Spike pod).

 

Severe competition arose through the BAe Hawk, though: the Royal Australian Air Force ordered 33 Hawk 127 Lead-in Fighters (LIFs) in June 1997, 12 of which were produced in the UK and 21 in Australia – and this procurement severely hampered the A-31’s progress. The initial plan to build 66 aircraft for domestic use, with prospects for export, e. g. to Sri Lanka, Indonesia or Turkey, was cut down to a mere 32 aircraft which were to be used in conjunction with the Australian Army in the FAC role and against mobile ground targets.

 

This extended role required an upgrade with additional avionics, an optional forward looking infrared (FLIR) sensor and a laser ranger in an extended nose section, which lead to the Mk. II configuration - effectively, only five machines were produced as Mk.I types, and they were updated to Mk. II configuration even before delivery to the RAAF in August 1999.

 

Since then, the ASTA A-31 has been used in concunction with RAAF's Pilatus PC-9 and BAe Hawk Mk. 127 trainers. Beyond educational duties the type is also employed for Fleet support to Navy operations and for close air support to Army operations.

 

The 'Baza' (christened by a small sized bird of prey found in the forests of South Asia and Southeast Asia) has even seen serious military duty and already fired in anger: since August 2007, a detachment of No. 114 Mobile Control and Reporting Unit RAAF has been on active service at Kandahar Airfield in southern Afghanistan, and a constant detachment of six A-31's from RAAF 76 Suqadron has been assigned to armed reconnaissance and protection of approximately 75 personnel deployed with the AN/TPS-77 radar, assigned the responsibility to co-ordinate coalition air operations.

  

General characteristics:

Crew: 2

Length (incl. Pitot): 14.69 m (48 ft 1 ½ in)

Wingspan: 14.97 m (49 ft)

Height: 3, 75 m (12 ft 3 in)

Wing area: 30.30 m2 (326.1 sq ft)

Aspect ratio: 6.9:1

Airfoil: NACA 642A215 at root, NACA641 at tip

Empty weight: 4,020 kg (8,863 lb)

Max takeoff weight: 6,800 kg (14,991 lb)

Internal fuel capacity: 1,280 L (280 imp gal; 340 US gal)

 

Powerplant:

2 × Garrett TPE 331-11U-601G turboprop engines, 820 kW (1.100 hp) each

 

Performance:

Maximum speed: 515 km/h (311 mph; 270 kn) at 4.570 m (15.000 ft)

Cruising speed: 430 km/h (267 mph; 232 kn) at 2.500 m (8.200 ft)

Stall speed: 143 km/h (89 mph; 77 kn) (flaps and undercarriage down)

Never exceed speed: 750 km/h (466 mph; 405 kn)

Range:1.611 km (1.000 mi; 868 nmi), clean and internal fuel only

Ferry range: 3,710 km (2,305 mi; 2,003 nmi) max internal and external fuel

Service ceiling: 10,000 m (32,808 ft)

g limits: +6/-3 g

Rate of climb: 6.5 m/s (1.276 ft/min)

 

Armament:

2× 30 mm ADEN cannons in the lower nose

Up to 6,800 lb (3,085 kg) of weapons on nine external hardpoints

  

The kit and its assembly:

Like many of my whifs, this was spawned by a project at whatifmodelers.com from fellow user silverwindblade that ran under the handle "COIN aircraft from a Hawk" - and in fact, the BAe Hawk's fuselage with its staggered cockpit and good field of view appears as a good basis for a conversion.

 

I liked the idea VERY much, and while silverwindblade's work would rather develop into a futuristic canard layout aircraft, I decided to keep the COIN aircraft rather conservative - the FMA 58 'Pucara' from Argentina would be a proper benchmark.

 

The basis here is the Italeri BAe Hawk Mk. 127 kit which comes with the longer nose and modified wings for the RAAF version, as well as with false decals.

Anyway, I'd only use the fuselage, anything else is implanted, partly from unlikely donation kits! Wings incl. engine nacelles and stablizers come from the vintage box scale (1:166?) Revell Convair R3Y-2 Tradewind flying boat(!), the fin from an Academy OV-10 Bronco.

 

The landing gear was puzzled together, among other from parts of a 1:200 Concorde, the propellers were scratched.

 

Biggest mod to the fuselage is the dissection of the air intakes (and their blending with the fuselage) as well as a new tail section where the Adour jet engine's exhaust had been.

  

Painting and markings:

This model was agood excuse to finally apply an SIOP color scheme, which was originally carried by USAF's strategic bombers like B-52 or FB-111. But what actually inspired me were Australian C-130s - it took some time to figure out that their scheme were the USAF's SIOP colors (FS 34201, 34159 and 34079). But that made the Baza's potential user's choice (and fictional origin) easy.

 

As a COIN role aircraft I settled on a wraparound scheme. I found a pattern scheme on an USN Aggerssor A-4 Skyhawk that had been painted in SIOP colors, too, and adapted it for the model. Basic colors were Humbrol 31, 84 and 116, good approximations - the result looks odd, but suits the Baza well.

 

Later, panels were emphasized through dry painting with lighter shades and a light black ink wash was applied.

 

The landing gear became classic white, the cockpit interior medium gray - nothing fancy.

 

The markings were improvised - the Italeri Hawk Mk. 127 features RAAF 'roos, but these are printed in black - wrong for the OOB kit, but very welcome on my aircraft. The rest was salvaged from the scrap box, the tactical code A-31-06 created with single letters from TL Modellbau.

+++ 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.

 

+++ DISCLAIMER +++

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

  

Some background:

The English Electric Skyspark was a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It remains the only UK-designed-and-built fighter capable of Mach 2. The Skyspark was designed, developed, and manufactured by English Electric, which was later merged into the newly-formed British Aircraft Corporation. Later the type was marketed as the BAC Skyspark.

 

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 E.24/43 supersonic research aircraft specification which had resulted in the Miles M.52 program. W.E.W. "Teddy" Petter, formerly chief designer at Westland Aircraft, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at Mach 1.5 (1,593 km/h) and 50,000 ft (15,000 m).

 

Petter initiated a design proposal with F W "Freddie" Page leading the design and Ray Creasey responsible for the aerodynamics. As it was designed for Mach 1.5, it had a 40° swept wing to keep the leading edge clear of the Mach cone. To mount enough power into the airframe, two engines were installed, in an unusual, stacked layout and with a high tailplane This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric. On 29 March 1949 MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mock-up.

 

The design that had developed during 1948 evolved further during 1949 to further improve performance. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips. In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the initial high tailplane; this issue was solved by lowering the tail below the wing. Following the resignation of Petter, Page took over as design team leader for the P.1. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1.

 

The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and the stacked engine layout, as well as the low tailplane position, was considered to be dangerous, too. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract, by the Ministry of Supply, to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and tailplane positions high or low. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one. The proposed 60-degree wing sweep was retained, but the stacked engines had to give way to a more conventional configuration with two engines placed side-by-side in the tail, but still breathing through a mutual nose air intake.

 

From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury. These aircraft had been assigned the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was not much space in the fuselage for fuel, the thin wings became the primary fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance. The narrow tires housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no center-body at the nose, short fin, and lack of operational equipment.

 

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls Royce Avon R24R engines, a conical center body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

 

In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760 flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. While WG760 had proven the P.1 design to be viable, it was plagued by directional stability problems and a dismal performance: Transonic drag was much higher than expected, and the aircraft was limited to Mach 0.98 (i.e. subsonic), with a ceiling of just 48,000 ft (14,630 m), far below the requirements.

 

To solve the problem and save the P.1, Petter embarked on a major redesign, incorporating the recently discovered area rule, while at the same time simplifying production and maintenance. The redesign entailed a new, narrower canopy, a revised air intake, a pair of stabilizing fins under the rear fuselage, and a shallow ventral fairing at the wings’ trailing edge that not only reduced the drag coefficient along the wing/fuselage intersection, it also provided space for additional fuel.

On 4 April 1957 the modified P.1B (XA847) made the first flight, immediately exceeding Mach 1. During the early flight trials of the P.1B, speeds in excess of 1,000 mph were achieved daily.

In late October 1958, the plane was officially presented. The event was celebrated in traditional style in a hangar at Royal Aircraft Establishment (RAE) Farnborough, with the prototype XA847 having the name ‘Skyspark’ freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special rig which allowed the bottle to safely be smashed against the side of the aircraft.

On 25 November 1958 the P.1B XA847 reached Mach 2 for the first time. This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958

 

The first operational Skyspark, designated Skyspark F.1, was designed as a pure interceptor to defend the V Force airfields in conjunction with the "last ditch" Bristol Bloodhound missiles located either at the bomber airfield, e.g. at RAF Marham, or at dedicated missile sites near to the airfield, e.g. at RAF Woodhall Spa near the Vulcan station RAF Coningsby. The bomber airfields, along with the dispersal airfields, would be the highest priority targets in the UK for enemy nuclear weapons. To best perform this intercept mission, emphasis was placed on rate-of-climb, acceleration, and speed, rather than range – originally a radius of operation of only 150 miles (240 km) from the V bomber airfields was specified – and endurance. Armament consisted of a pair of 30 mm ADEN cannon in front of the cockpit, and two pylons for IR-guided de Havilland Firestreak air-to-air missiles were added to the lower fuselage flanks. These hardpoints could, alternatively, carry pods with unguided 55 mm air-to-air rockets. The Ferranti AI.23 onboard radar provided missile guidance and ranging, as well as search and track functions.

 

The next two Skyspark variants, the Skyspark F.1A and F.2, incorporated relatively minor design changes, but for the next variant, the Skyspark F.3, they were more extensive: The F.3 had higher thrust Rolls-Royce Avon 301R engines, a larger squared-off fin that improved directional stability at high speed further and a strengthened inlet cone allowing a service clearance to Mach 2.0 (2,450 km/h; the F.1, F.1A and F.2 were all limited to Mach 1.7 (2,083 km/h). An upgraded A.I.23B radar and new, radar-guided Red Top missiles offered a forward hemisphere attack capability, even though additional electronics meant that the ADEN guns had to be deleted – but they were not popular in their position in front of the windscreen, because the muzzle flash blinded the pilot upon firing. The new engines and fin made the F.3 the highest performance Skyspark yet, but this came at a steep price: higher fuel consumption, resulting in even shorter range. From this basis, a conversion trainer with a side-by-side cockpit, the T.4, was created.

 

The next interceptor variant was already in development, but there was a need for an interim solution to partially address the F.3's shortcomings, the F.3A. The F.3A introduced two major improvements: a larger, non-jettisonable, 610-imperial-gallon (2,800 L) ventral fuel tank, resulting in a much deeper and longer belly fairing, and a new, kinked, conically cambered wing leading edge. The conically cambered wing improved manoeuvrability, especially at higher altitudes, and it offered space for a slightly larger leading edge fuel tank, raising the total usable internal fuel by 716 imperial gallons (3,260 L). The enlarged ventral tank not only nearly doubled available fuel, it also provided space at its front end for a re-instated pair of 30 mm ADEN cannon with 120 RPG. Alternatively, a retractable pack with unguided 55 mm air-to-air rockets could be installed, or a set of cameras for reconnaissance missions. The F.3A also introduced an improved A.I.23B radar and the new IR-guided Red Top missile, which was much faster and had greater range and manoeuvrability than the Firestreak. Its improved infrared seeker enabled a wider range of engagement angles and offered a forward hemisphere attack capability that would allow the Skyspark to attack even faster bombers (like the new, supersonic Tupolev T-22 Blinder) through a collision-course approach.

Wings and the new belly tank were also immediately incorporated in a second trainer variant, the T.5.

 

The ultimate variant, the Skyspark F.6, was nearly identical to the F.3A, with the exception that it could carry two additional 260-imperial-gallon (1,200 L) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency and gave the F.6 a substantially improved deployment capability, even though their supersonic drag was so high that the extra fuel would only marginally raise the aircraft’s range when flying beyond the sound barrier for extended periods.

 

Finally, there was the Skyspark F.2A; it was an early production F.2 upgraded with the new cambered wing, the squared fin, and the 610 imperial gallons (2,800 L) ventral tank. However, the F.2A retained the old AI.23 radar, the IR-guided Firestreak missile and the earlier Avon 211R engines. Although the F.2A lacked the thrust of the later Skysparks, it had the longest tactical range of all variants, and was used for low-altitude interception over West Germany.

 

The first Skysparks to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, joining the Air Fighting Development Squadron (AFDS) of the Central Fighter Establishment, where they were used to clear the Skyspark for entry into service. The production Skyspark F.1 entered service with the AFDS in May 1960, allowing the unit to take part in the air defence exercise "Yeoman" later that month. The Skyspark F.1 entered frontline squadron service with 74 Squadron at Coltishall from 11 July 1960. This made the Skyspark the second Western European-built combat aircraft with true supersonic capability to enter service and the second fully supersonic aircraft to be deployed in Western Europe (the first one in both categories being the Swedish Saab 35 Draken on 8 March 1960 four months earlier).

 

The aircraft's radar and missiles proved to be effective, and pilots reported that the Skyspark was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Skyspark was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support. In spite of these concerns, within six months of the Skyspark entering service, 74 Squadron was able to achieve 100 flying hours per aircraft.

 

Deliveries of the slightly improved Skyspark F.1A, with revised avionics and provision for an air-to-air refueling probe, allowed two more squadrons, 56 and 111 Squadron, both based at RAF Wattisham, to convert to the Skyspark in 1960–1961. The Skyspark F.1 was only ordered in limited numbers and served only for a short time; nonetheless, it was viewed as a significant step forward in Britain's air defence capabilities. Following their replacement from frontline duties by the introduction of successively improved Skyspark variants, the remaining F.1 aircraft were employed by the Skyspark Conversion Squadron.

The improved F.2 entered service with 19 Squadron at the end of 1962 and 92 Squadron in early 1963. Conversion of these two squadrons was aided by the of the two-seat T.4 and T.5 trainers (based on the F.3 and F.3A/F.6 fighters), which entered service with the Skyspark Conversion Squadron (later renamed 226 Operational Conversion Unit) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons. More F.2s were produced than there were available squadron slots, so later production aircraft were stored for years before being used operationally; some of these Skyspark F.2s were converted to F.2As.

 

The F.3, with more powerful engines and the new Red Top missile was expected to be the definitive Skyspark, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2. However, the F.3 also had only a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the even more capable and longer-range F.6, some of which were converted F.3s.

 

The introduction of the F.3 and F.6 allowed the RAF to progressively reequip squadrons operating aircraft such as the subsonic Gloster Javelin and retire these types during the mid-1960s. During the 1960s, as strategic awareness increased and a multitude of alternative fighter designs were developed by Warsaw Pact and NATO members, the Skyspark's range and firepower shortcomings became increasingly apparent. The transfer of McDonnell Douglas F-4 Phantom IIs from Royal Navy service enabled these much longer-ranged aircraft to be added to the RAF's interceptor force, alongside those withdrawn from Germany as they were replaced by SEPECAT Jaguars in the ground attack role.

The Skyspark's direct replacement was the Tornado F.3, an interceptor variant of the Panavia Tornado. The Tornado featured several advantages over the Skyspark, including far larger weapons load and considerably more advanced avionics. Skysparks were slowly phased out of service between 1974 and 1988, even though they lasted longer than expected because the definitive Tornado F.3 went through serious teething troubles and its service introduction was delayed several times. In their final years, the Skysparks’ airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours.

  

General characteristics:

Crew: 1

Length: 51 ft 2 in (15,62 m) fuselage only

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two Red Tops, ammunition, and internal fuel

Max. takeoff weight: 45,750 lb (20,752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single Firestreak or Red Top AAM each

2× overwing pylon stations for 2.000 lb (907 kg each)

for 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This build was a submission to the “Hunter, Lightning, Canberra” group build at whatifmodellers.com, and one of my personal ultimate challenges – a project that you think about very often, but the you put the thought back into its box when you realize that turning this idea into hardware will be a VERY tedious, complex and work-intensive task. But the thematic group build was the perfect occasion to eventually tackle the idea of a model of a “side-by-side engine BAC Lightning”, a.k.a. “Flatning”, as a rather conservative alternative to the real aircraft’s unique and unusual design with stacked engines in the fuselage, which brought a multitude of other design consequences that led to a really unique aircraft.

 

And it sound so simple: take a Lightning, just change the tail section. But it’s not that simple, because the whole fuselage shape would be different, resulting in less depth, the wings have to be attached somewhere and somehow, the landing gear might have to be adjusted/shortened, and how the fuselage diameter shape changes along the hull, so that you get a more or less smooth shape, was also totally uncertain!

 

Initially I considered a MiG Ye-152 as a body donor, but that was rejected due to the sheer price of the only available kit (ModelSvit). A Chinese Shenyang J-8I would also have been ideal – but there’s not 1:72 kit of this aircraft around, just of its successor with side intakes, a 1:72 J-8II from trumpeter.

I eventually decided to keep costs low, and I settled for the shaggy PM Model Su-15 (marketed as Su-21) “Flagon” as main body donor: it’s cheap, the engines have a good size for Avons and the pen nib fairing has a certain retro touch that goes well with the Lightning’s Fifties design.

The rest of this "Flatning" came from a Hasegawa 1:72 BAC Lightning F.6 (Revell re-boxing).

 

Massive modifications were necessary and lots of PSR. In an initial step the Flagon lost its lower wing halves, which are an integral part of the lower fuselage half. The cockpit section was cut away where the intake ducts begin. The Lightning had its belly tank removed (set aside for a potential later re-installation), and dry-fitting and crude measures suggested that only the cockpit section from the Lightning, its spine and the separate fin would make it onto the new fuselage.

 

Integrating the parts was tough, though! The problem that caused the biggest headaches: how to create a "smooth" fuselage from the Lightning's rounded front end with a single nose intake that originally develops into a narrow, vertical hull, combined with the boxy and rather wide Flagon fuselage with large Phantom-esque intakes? My solution: taking out deep wedges from all (rather massive) hull parts along the intake ducts, bend the leftover side walls inwards and glue them into place, so that the width becomes equal with the Lightning's cockpit section. VERY crude and massive body work!

 

However, the Lightning's cockpit section for the following hull with stacked engines is much deeper than the Flagon's side-by-side layout. My initial idea was to place the cockpit section higher, but I would have had to transplant a part of the Lightning's upper fuselage (with the spine on top, too!) onto the "flat" Flagon’s back. But this would have looked VERY weird, and I'd have had to bridge the round ventral shape of the Lightning into the boxy Flagon underside, too. This was no viable option, so that the cockpit section had to be further modified; I cut away the whole ventral cockpit section, at the height of the lower intake lip. Similar to my former Austrian Hasegawa Lightning, I also cut away the vertical bulkhead directly behind the intake opening - even though I did not improve the cockpit with a better tub with side consoles. At the back end, the Flagon's jet exhausts were opened and received afterburner dummies inside as a cosmetic upgrade.

 

Massive PSR work followed all around the hull. The now-open area under the cockpit was filled with lead beads to keep the front wheel down, and I implanted a landing gear well (IIRC, it's from an Xtrakit Swift). With the fuselage literally taking shape, the wings were glued together and the locator holes for the overwing tanks filled, because they would not be mounted.

 

To mount the wings to the new hull, crude measurements suggested that wedges had to be cut away from the Lightning's wing roots to match the weird fuselage shape. They were then glued to the shoulders, right behind the cockpit due to the reduced fuselage depth. At this stage, the Lightning’s stabilizer attachment points were transplanted, so that they end up in a similar low position on the rounded Su-15 tail. Again, lots of PSR…

 

At this stage I contemplated the next essential step: belly tank or not? The “Flatning” would have worked without it, but its profile would look rather un-Lightning-ish and rather “flat”. On the other side, a conformal tank would probably look quite strange on the new wide and flat ventral fuselage...? Only experiments could yield an answer, so I glued together the leftover belly bulge parts from the Hasegawa kit and played around with it. I considered a new, wider belly tank, but I guess that this would have looked too ugly. I eventually settled upon the narrow F.6 tank and also used the section behind it with the arrestor hook. I just reduced its depth by ~2 mm, with a slight slope towards the rear because I felt (righteously) that the higher wing position would lower the model’s stance. More massive PSR followed….

 

Due to the expected poor ground clearance, the Lightning’s stabilizing ventral fins were mounted directly under the fuselage edges rather than on the belly tank. Missile pylons for Red Tops were mounted to the lower front fuselage, similar to the real arrangement, and cable fairings, scratched from styrene profiles, were added to the lower flanks, stretching the hull optically and giving more structure to the hull.

 

To my surprise, I did not have to shorten the landing gear’s main legs! The wings ended up a little higher on the fuselage than on the original Lightning, and the front wheel sits a bit further back and deeper inside of its donor well, too, so that the fuselage comes probably 2 mm closer to the ground than an OOB Lightning model. Just like on the real aircraft, ground clearance is marginal, but when the main wheels were finally in place, the model turned out to have a low but proper stance, a little F8U-ish.

  

Painting and markings:

I was uncertain about the livery for a long time – I just had already settled upon an RAF aircraft. But the model would not receive a late low-viz scheme (the Levin, my mono-engine Lightning build already had one), and no NMF, either. I was torn between an RAF Germany all-green over NMF undersides livery, but eventually went for a pretty standard RAF livery in Dark Sea Grey/Dark Green over NMF undersides, with toned-down post-war roundels.

A factor that spoke in favor of this route was a complete set of markings for an RAF 11 Squadron Lightning F.6 in such a guise on an Xtradecal set, which also featured dayglo orange makings on fin, wings and stabilizers – quite unusual, and a nice contrast detail on the otherwise very conservative livery. All stencils were taken from the OOB Revell sheet for the Lightning. Just the tactical code “F” on the tail was procured elsewhere, it comes from a Matchbox BAC Lightning’s sheet.

 

After basic painting the model received the usual black ink washing, some post-panel-shading and also a light treatment with graphite to create soot strains around the jet exhausts and the gun ports, and to emphasize the raised panel lines on the Hasegawa parts.

 

Finally, the model was sealed with matt acrylic varnish and final bits and pieces like the landing gear and the Red Tops (taken OOB) were mounted.

  

A major effort, and I have seriously depleted my putty stocks for this build! However, the result looks less spectacular than it actually is: changing a Lightning from its literally original stacked engine layout into a more conservative side-by-side arrangement turned out to be possible, even though the outcome is not really pretty. But it works and is feasible!

Royal Navy warship HMS Montrose flexes her warfighting muscle with the successful firing of a Harpoon missile - capable of destroying a target up to 80 miles away.

 

The anti-ship missile was fired at more than 800 mph into a specially-designed target barge in the Scottish exercise areas, obliterating it within minutes, and demonstrating the type of lethal power the warship wields.

 

The Royal Navy continually tests its personnel on exercises and training serials which are designed to build a world-class Service, and putting the weapons through their paces is part of ensuring their powerful capability.

 

Principal Warfare Officer Lieutenant Ben Evans said: “The intensity and stress of conducting complex warfare training increases tenfold when you know that there is almost a quarter of a tonne of warhead on the end of the live missile you are about to fire – but so is the satisfaction increased when you successfully achieve your goal.”

 

HMS Montrose, which is based at Devonport Naval Base, fired the Harpoon missile during a specialist training week following her participation in Exercise Joint Warrior – a huge multi-national exercise off the coast of Scotland.

 

Pictured by- PO(AET) Danny Swain

214 FLT, 815 NAS

HMS Montrose

-------------------------------------------------------

© Crown Copyright 2013

Photographer: PO(Phot) Wheelie A'barrow

Image 45155410.jpg from www.defenceimages.mod.uk

   

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"This four-storey gatehouse is the tallest and most elaborate of the four, and was built in the early 14th century. It was intended as a self-contained fort, and each floor is capable of being defended separately. The current gatehouse was built to replace a 12th-century gate known as Munecagate, which stood 100 yards (91 m) to the north-west, on the site of the Roman gate porta decumana – that location is indicated by a slight dip in the earth rampart. Today, Monk Bar houses a museum called the Richard III Experience at Monk Bar and retains its portcullis in working order.

 

York has, since Roman times, been defended by walls of one form or another. To this day, substantial portions of the walls remain, and York has more miles of intact wall than any other city in England. They are known variously as York City Walls, the Bar Walls and the Roman walls (though this last is a misnomer as very little of the extant stonework is of Roman origin, and the course of the wall has been substantially altered since Roman times). The walls are generally 13 feet (4m) high and 6 feet (1.8m) wide.

 

York is a cathedral city and unitary authority area in North Yorkshire, England. The population of the council area which includes nearby villages was 208,200 as of 2017 and the population of the urban area was 153,717 at the 2011 census. Located at the confluence of the Rivers Ouse and Foss, it is the county town of the historic county of Yorkshire. The city is known for its famous historical landmarks such as York Minster and the city walls, as well as a variety of cultural and sporting activities, which makes it a popular tourist destination in England. The local authority is the City of York Council, a single tier governing body responsible for providing all local services and facilities throughout the city. The City of York local government district includes rural areas beyond the old city boundaries. It is about 25 miles north-east of Leeds and 34 miles north-west of Kingston upon Hull. York is the largest settlement in the ceremonial county of North Yorkshire.

 

The city was founded by the Romans as Eboracum in 71 AD. It became the capital of the Roman province of Britannia Inferior, and later of the kingdoms of Deira, Northumbria and Jórvík. In the Middle Ages, York grew as a major wool trading centre and became the capital of the northern ecclesiastical province of the Church of England, a role it has retained. In the 19th century, York became a major hub of the railway network and a confectionery manufacturing centre, a status it maintained well into the 20th century. During the Second World War, York was bombed as part of the Baedeker Blitz. Although less affected by bombing than other northern cities, several historic buildings were gutted and restoration efforts continued into the 1960s.

 

The economy of York is dominated by services. The University of York and National Health Service are major employers, whilst tourism has become an important element of the local economy. In 2016, York became sister cities with the Chinese city of Nanjing, as per an agreement signed by the Lord Mayor of York, focusing on building links in tourism, education, science, technology and culture. Today, the city is a popular tourist attraction, especially for international visitors from America, Germany, France and China. In 2017, York became UK's first human rights city, which formalised the city's aim to use human rights in decision making." - info from Wikipedia.

 

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

 

Now on Instagram.

 

Become a patron to my photography on Patreon.

Painting Cabinet 37

Rembrandt Harmensz. van Rijn (1606 - 1669), worked in Leiden and Amsterdam

Self Portrait, around 1645/48

Oil on oak wood

Staatliche Kunsthalle Karlsruhe

The Comte de Vence owned several works of Rembrandt. Karoline Luise was particularly interested in two small-scale works of studying "philosophers" (now in the Louvre), but which turned out to be too expensive. Not on her list of wishes was the larger, in the ductus varying and much freer self-portrait of Rembrandt. Perhaps because of this "defect" today giving the oeuvre from today's perspective a special charm Jean-Henri Eberts was capable to auction it at an advantageous price for his own account. He sold it to Karoline Luise then together with the two witches scenes by David Teniers.

 

Malereikabinett 37

Rembrandt Harmensz. van Rijn (1606 - 1669), tätig in Leiden und Amsterdam

Selbstbildnis, um 1645/48

Öl auf Eichenholz

Staatliche Kunsthalle Karlsruhe

Der Comte de Vence besaß mehrere Werke Rembrandts. Karoline Luise interessierte sich insbesondere für zwei kleinformatige Werke studierender "Philosophen" (heute im Louvre, die sich allerdings als zu teuer herausstellten. Nicht auf ihrer Wunschliste stad das größere, im Duktus variierende und wesentlich feiere Selbstporträt Rembrandts. Vielleicht aufgrund dieses "Mangels", der dem Werk aus heutiger Sicht einen besonderen Reiz verleiht, konnte Jean-Henri Eberts es zu einem günstigen Preis auf eigene Rechnung ersteigern. Er verkaufte es Karoline Luise anschließend zusammen mit den zwei Hexenszenen von David Teniers.

 

Collection

The foundation of the collection consists of 205 mostly French and Dutch paintings from the 17th and 18th centuries which Margravine Karoline Luise acquired 1759-1776. From this collection originate significant works, such as The portrait of a young man by Frans van Mieris the Elder, The winter landscape with lime kiln of Nicolaes Pieterszoon Berchem, The Lacemaker by Gerard Dou, the Still Life with hunting equipment and dead partridge of Willem van Aelst, The Peace in the Chicken yard by Melchior de Hondecoeter as well as a self-portrait by Rembrandt van Rijn. In addition, four still lifes of Jean Siméon Chardin and two pastoral scenes by François Boucher, having been commissioned directly by the Marchioness from artists.

A first significant expansion the museum received in 1858 by the collection of canon Johann Baptist von Hirscher (1788-1865) with works of religious art of the 15th and 16th centuries. This group includes works such as two tablets of the Sterzinger altar and the wing fragment The sacramental blessing of Bartholomew Zeitblom. From 1899 to 1920, the native of Baden painter Hans Thoma held the position of Director of the Kunsthalle. He acquired old masterly paintings as the tauberbischofsheim altarpiece by Matthias Grünewald and drove the expansion of the collection with art of the 19th century forward. Only his successors expanded the holdings of the Art Gallery with works of Impressionism and the following generations of artists.

The permanent exhibition in the main building includes approximately 800 paintings and sculptures. Among the outstanding works of art of the Department German painters of the late Gothic and Renaissance are the Christ as Man of Sorrows by Albrecht Dürer, the Carrying of the Cross and the Crucifixion by Matthias Grünewald, Maria with the Child by Lucas Cranach the Elder, the portrait of Sebastian Brant by Hans Burgkmair the elder and The Nativity of Hans Baldung. Whose Margrave panel due to property disputes in 2006 made it in the headlines and also led to political conflicts. One of the biggest buying successes which a German museum in the postwar period was able to land concerns the successive acquisition of six of the seven known pieces of a Passion altar in 1450 - the notname of the artist after this work "Master of the Karlsruhe Passion" - a seventh piece is located in German public ownership (Wallraf-Richartz Museum, Cologne).

In the department of Dutch and Flemish paintings of the 16th century can be found, in addition to the aforementioned works, the portrait of the Marchesa Veronica Spinola Doria by Peter Paul Rubens, Moses strikes the rock and water flows for the thirsty people of Israel of Jacob Jordaens, the still life with kitchen tools and foods of Frans Snyders, the village festival of David Teniers the younger, the still life with lemon, oranges and filled clay pot by Willem Kalf, a Young couple having breakfast by Gabriel Metsu, in the bedroom of Pieter de Hooch, the great group of trees at the waterfront of Jacob Izaaksoon van Ruisdael, a river landscape with a milkmaid of Aelbert Jacobsz. Cuyp as well as a trompe-l'œil still life of Samuel van Hoogstraten.

Further examples of French paintings of the 17th and 18th centuries are, the adoration of the golden calf of Claude Lorrain, preparations for dance class of the Le Nain brothers, the portrait of Marshal Charles-Auguste de Matignon by Hyacinthe Rigaud, the portrait of a young nobleman in hunting costume of Nicolas de Largillière, The storm of Claude Joseph Vernet and The minuet of Nicolas Lancret. From the 19th century can be found with Rocky wooded valley at Civita Castellana by Gustave Courbet, The Lamentation of Eugène Delacroix, the children portrait Le petit Lange of Édouard Manet, the portrait of Madame Jeantaud by Edgar Degas, the landscape June morning near Pontoise by Camille Pissarro, homes in Le Pouldu Paul Gauguin and views to the sea at L'Estaque by Paul Cézanne further works of French artists at Kunsthalle.

One focus of the collection is the German painting and sculpture of the 19th century. From Joseph Anton Koch, the Kunsthalle possesses a Heroic landscape with rainbow, from Georg Friedrich Kersting the painting The painter Gerhard Kügelgen in his studio, from Caspar David Friedrich the landscape rocky reef on the sea beach and from Karl Blechen view to the Monastery of Santa Scolastica. Other important works of this department are the disruption of Adolph Menzel as well as the young self-portrait, the portrait Nanna Risi and The Banquet of Plato of Anselm Feuerbach.

For the presentation of the complex of oeuvres by Hans Thoma, a whole wing in 1909 at the Kunsthalle was installed. Main oeuvres of the arts are, for example, the genre picture The siblings as well as, created on behalf of the grand-ducal family, Thoma Chapel with its religious themes.

Of the German contemporaries of Hans Thoma, Max Liebermann on the beach of Noordwijk and Lovis Corinth with a portrait of his wife in the museum are represented. Furthermore the Kunsthalle owns works by Ferdinand Georg Waldmüller, Carl Spitzweg, Arnold Böcklin, Hans von Marées, Wilhelm Leibl, Fritz von Uhde, Wilhelm Trübner and Max Klinger.

In the building of the adjacent Orangerie works of the collection and new acquisitions from the years after 1952 can be seen. In two integrated graphics cabinets the Kupferstichkabinett (gallery of prints) gives insight into its inventory of contemporary art on paper. From the period after 1945, the works Arabs with footprints by Jean Dubuffet, Sponge Relief RE 48; Sol. 1960 by Yves Klein, Honoring the square: Yellow center of Josef Albers, the cityscape F by Gerhard Richter and the Fixe idea by Georg Baselitz in the Kunsthalle. The collection of classical modernism wandered into the main building. Examples of paintings from the period to 1945 are The Eiffel Tower by Robert Delaunay, the Improvisation 13 by Wassily Kandinsky, Deers in the Forest II by Franz Marc, People at the Blue lake of August Macke, the self-portrait The painter of Ernst Ludwig Kirchner, the Merzpicture 21b by Kurt Schwitters, the forest of Max Ernst, Tower gate II by Lyonel Feininger, the Seven Deadly Sins of Otto Dix and the removal of the Sphinxes by Max Beckmann. In addition, the museum regularly shows special exhibitions.

 

Sammlung

Den Grundstock der Sammlung bilden 205 meist französische und niederländische Gemälde des 17. und 18. Jahrhunderts, welche Markgräfin Karoline Luise zwischen 1759 und 1776 erwarb. Aus dieser Sammlung stammen bedeutende Arbeiten, wie das Bildnis eines jungen Mannes von Frans van Mieris der Ältere, die Winterlandschaft mit Kalkofen von Nicolaes Pieterszoon Berchem, Die Spitzenklöpplerin von Gerard Dou, das Stillleben mit Jagdgeräten und totem Rebhuhn von Willem van Aelst, Der Friede im Hühnerhof von Melchior de Hondecoeter sowie ein Selbstbildnis von Rembrandt van Rijn. Hinzu kommen vier Stillleben von Jean Siméon Chardin und zwei Schäferszenen von François Boucher, die die Markgräfin bei Künstlern direkt in Auftrag gegeben hatte.

Eine erste wesentliche Erweiterung erhielt das Museum 1858 durch die Sammlung des Domkapitulars Johann Baptist von Hirscher (1788–1865) mit Werken religiöser Kunst des 15. und 16. Jahrhunderts. Zu dieser Gruppe gehören Werke wie zwei Tafeln des Sterzinger Altars und das Flügelfragment Der sakramentale Segen von Bartholomäus Zeitblom. Von 1899 bis 1920 bekleidete der aus Baden stammende Maler Hans Thoma die Position des Direktors der Kunsthalle. Er erwarb altmeisterliche Gemälde wie den Tauberbischofsheimer Altar von Matthias Grünewald und trieb den Ausbau der Sammlung mit Kunst des 19. Jahrhunderts voran. Erst seine Nachfolger erweiterten die Bestände der Kunsthalle um Werke des Impressionismus und der folgenden Künstlergenerationen.

Die Dauerausstellung im Hauptgebäude umfasst rund 800 Gemälde und Skulpturen. Zu den herausragenden Kunstwerken der Abteilung deutsche Maler der Spätgotik und Renaissance gehören der Christus als Schmerzensmann von Albrecht Dürer, die Kreuztragung und Kreuzigung von Matthias Grünewald, Maria mit dem Kinde von Lucas Cranach der Ältere, das Bildnis Sebastian Brants von Hans Burgkmair der Ältere und die Die Geburt Christi von Hans Baldung. Dessen Markgrafentafel geriet durch Eigentumsstreitigkeiten 2006 in die Schlagzeilen und führte auch zu politischen Auseinandersetzungen. Einer der größten Ankaufserfolge, welche ein deutsches Museum in der Nachkriegszeit verbuchen konnte, betrifft den sukzessiven Erwerb von sechs der sieben bekannten Tafeln eines Passionsaltars um 1450 – der Notname des Malers nach diesem Werk „Meister der Karlsruher Passion“ – eine siebte Tafel befindet sich in deutschem öffentlichen Besitz (Wallraf-Richartz Museum, Köln).

In der Abteilung niederländischer und flämischer Malerei des 16. Jahrhunderts finden sich, neben den erwähnten Werken, das Bildnis der Marchesa Veronica Spinola Doria von Peter Paul Rubens, Moses schlägt Wasser aus dem Felsen von Jacob Jordaens, das Stillleben mit Küchengeräten und Lebensmitteln von Frans Snyders, das Dorffest von David Teniers dem Jüngeren, das Stillleben mit Zitrone, Orangen und gefülltem Römer von Willem Kalf, ein Junges Paar beim Frühstück von Gabriel Metsu, Im Schlafzimmer von Pieter de Hooch, die Große Baumgruppe am Wasser von Jacob Izaaksoon van Ruisdael, eine Flusslandschaft mit Melkerin von Aelbert Jacobsz. Cuyp sowie ein Augenbetrüger-Stillleben von Samuel van Hoogstraten.

Weitere Beispiele französischer Malerei des 17. bzw. 18. Jahrhunderts sind Die Anbetung des Goldeen Kalbes von Claude Lorrain, die Vorbereitung zur Tanzstunde der Brüder Le Nain, das Bildnis des Marschalls Charles-Auguste de Matignon von Hyacinthe Rigaud, das Bildnis eines jungen Edelmannes im Jagdkostüm von Nicolas de Largillière, Der Sturm von Claude Joseph Vernet und Das Menuett von Nicolas Lancret. Aus dem 19. Jahrhundert finden sich mit Felsiges Waldtal bei Cività Castellana von Gustave Courbet, Die Beweinung Christi von Eugène Delacroix, dem Kinderbildnis Le petit Lange von Édouard Manet, dem Bildnis der Madame Jeantaud von Edgar Degas, dem Landschaftsbild Junimorgen bei Pontoise von Camille Pissarro, Häuser in Le Pouldu von Paul Gauguin und Blick auf das Meer bei L’Estaque von Paul Cézanne weitere Arbeiten französischer Künstler in der Kunsthalle.

Einen Schwerpunkt der Sammlung bildet die deutsche Malerei und Skulptur des 19. Jahrhunderts. Von Joseph Anton Koch besitzt die Kunsthalle eine Heroische Landschaft mit Regenbogen, von Georg Friedrich Kersting das Gemälde Der Maler Gerhard Kügelgen in seinem Atelier, von Caspar David Friedrich das Landschaftsbild Felsenriff am Meeresstrand und von Karl Blechen den Blick auf das Kloster Santa Scolastica. Weitere bedeutende Werke dieser Abteilung sind Die Störung von Adolph Menzel sowie das Jugendliche Selbstbildnis, das Bildnis Nanna Risi und Das Gastmahl des Plato von Anselm Feuerbach.

Für die Präsentation des Werkkomplexes von Hans Thoma wurde 1909 in der Kunsthalle ein ganzer Gebäudetrakt errichtet. Hauptwerke des Künstlers sind etwa das Genrebild Die Geschwister sowie die, im Auftrag der großherzöglichen Familie geschaffene, Thoma-Kapelle mit ihren religiösen Themen.

Von den deutschen Zeitgenossen Hans Thomas sind Max Liebermann mit Am Strand von Noordwijk und Lovis Corinth mit einem Bildnis seiner Frau im Museum vertreten. Darüber hinaus besitzt die Kunsthalle Werke von Ferdinand Georg Waldmüller, Carl Spitzweg, Arnold Böcklin, Hans von Marées, Wilhelm Leibl, Fritz von Uhde, Wilhelm Trübner und Max Klinger.

Im Gebäude der benachbarten Orangerie sind Werke der Sammlung und Neuankäufe aus den Jahren nach 1952 zu sehen. In zwei integrierten Grafikkabinetten gibt das Kupferstichkabinett Einblick in seinen Bestand zeitgenössischer Kunst auf Papier. Aus der Zeit nach 1945 finden sich die Arbeiten Araber mit Fußspuren von Jean Dubuffet, Schwammrelief >RE 48:Sol.1960< von Yves Klein, Ehrung des Quadrates: Gelbes Zentrum von Josef Albers, das Stadtbild F von Gerhard Richter und die Fixe Idee von Georg Baselitz in der Kunsthalle. Die Sammlung der Klassischen Moderne wanderte in das Hauptgebäude. Beispiele für Gemälde aus der Zeit bis 1945 sind Der Eiffelturm von Robert Delaunay, die Improvisation 13 von Wassily Kandinsky, Rehe im Wald II von Franz Marc, Leute am blauen See von August Macke, das Selbstbildnis Der Maler von Ernst Ludwig Kirchner, das Merzbild 21b von Kurt Schwitters, Der Wald von Max Ernst, Torturm II von Lyonel Feininger, Die Sieben Todsünden von Otto Dix und der Abtransport der Sphinxe von Max Beckmann. Darüber hinaus zeigt das Museum regelmäßig Sonderausstellungen.

de.wikipedia.org/wiki/Staatliche_Kunsthalle_Karlsruhe

+++ DISCLAIMER +++

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

  

Some background:

The English Electric Skyspark was a British fighter aircraft that served as an interceptor during the 1960s, the 1970s and into the late 1980s. It remains the only UK-designed-and-built fighter capable of Mach 2. The Skyspark was designed, developed, and manufactured by English Electric, which was later merged into the newly-formed British Aircraft Corporation. Later the type was marketed as the BAC Skyspark.

 

The specification for the aircraft followed the cancellation of the Air Ministry's 1942 E.24/43 supersonic research aircraft specification which had resulted in the Miles M.52 program. W.E.W. "Teddy" Petter, formerly chief designer at Westland Aircraft, was a keen early proponent of Britain's need to develop a supersonic fighter aircraft. In 1947, Petter approached the Ministry of Supply (MoS) with his proposal, and in response Specification ER.103 was issued for a single research aircraft, which was to be capable of flight at Mach 1.5 (1,593 km/h) and 50,000 ft (15,000 m).

 

Petter initiated a design proposal with F W "Freddie" Page leading the design and Ray Creasey responsible for the aerodynamics. As it was designed for Mach 1.5, it had a 40° swept wing to keep the leading edge clear of the Mach cone. To mount enough power into the airframe, two engines were installed, in an unusual, stacked layout and with a high tailplane This proposal was submitted in November 1948, and in January 1949 the project was designated P.1 by English Electric. On 29 March 1949 MoS granted approval to start the detailed design, develop wind tunnel models and build a full-size mock-up.

 

The design that had developed during 1948 evolved further during 1949 to further improve performance. To achieve Mach 2 the wing sweep was increased to 60° with the ailerons moved to the wingtips. In late 1949, low-speed wind tunnel tests showed that a vortex was generated by the wing which caused a large downwash on the initial high tailplane; this issue was solved by lowering the tail below the wing. Following the resignation of Petter, Page took over as design team leader for the P.1. In 1949, the Ministry of Supply had issued Specification F23/49, which expanded upon the scope of ER103 to include fighter-level manoeuvring. On 1 April 1950, English Electric received a contract for two flying airframes, as well as one static airframe, designated P.1.

 

The Royal Aircraft Establishment disagreed with Petter's choice of sweep angle (60 degrees) and the stacked engine layout, as well as the low tailplane position, was considered to be dangerous, too. To assess the effects of wing sweep and tailplane position on the stability and control of Petter's design Short Brothers were issued a contract, by the Ministry of Supply, to produce the Short SB.5 in mid-1950. This was a low-speed research aircraft that could test sweep angles from 50 to 69 degrees and tailplane positions high or low. Testing with the wings and tail set to the P.1 configuration started in January 1954 and confirmed this combination as the correct one. The proposed 60-degree wing sweep was retained, but the stacked engines had to give way to a more conventional configuration with two engines placed side-by-side in the tail, but still breathing through a mutual nose air intake.

 

From 1953 onward, the first three prototype aircraft were hand-built at Samlesbury. These aircraft had been assigned the aircraft serials WG760, WG763, and WG765 (the structural test airframe). The prototypes were powered by un-reheated Armstrong Siddeley Sapphire turbojets, as the selected Rolls-Royce Avon engines had fallen behind schedule due to their own development problems. Since there was not much space in the fuselage for fuel, the thin wings became the primary fuel tanks and since they also provided space for the stowed main undercarriage the fuel capacity was relatively small, giving the prototypes an extremely limited endurance. The narrow tires housed in the thin wings rapidly wore out if there was any crosswind component during take-off or landing. Outwardly, the prototypes looked very much like the production series, but they were distinguished by the rounded-triangular air intake with no center-body at the nose, short fin, and lack of operational equipment.

 

On 9 June 1952, it was decided that there would be a second phase of prototypes built to develop the aircraft toward achieving Mach 2.0 (2,450 km/h); these were designated P.1B while the initial three prototypes were retroactively reclassified as P.1A. P.1B was a significant improvement on P.1A. While it was similar in aerodynamics, structure and control systems, it incorporated extensive alterations to the forward fuselage, reheated Rolls Royce Avon R24R engines, a conical center body inlet cone, variable nozzle reheat and provision for weapons systems integrated with the ADC and AI.23 radar. Three P.1B prototypes were built, assigned serials XA847, XA853 and XA856.

 

In May 1954, WG760 and its support equipment were moved to RAF Boscombe Down for pre-flight ground taxi trials; on the morning of 4 August 1954, WG760 flew for the first time from Boscombe Down. One week later, WG760 officially achieved supersonic flight for the first time, having exceeded the speed of sound during its third flight. While WG760 had proven the P.1 design to be viable, it was plagued by directional stability problems and a dismal performance: Transonic drag was much higher than expected, and the aircraft was limited to Mach 0.98 (i.e. subsonic), with a ceiling of just 48,000 ft (14,630 m), far below the requirements.

 

To solve the problem and save the P.1, Petter embarked on a major redesign, incorporating the recently discovered area rule, while at the same time simplifying production and maintenance. The redesign entailed a new, narrower canopy, a revised air intake, a pair of stabilizing fins under the rear fuselage, and a shallow ventral fairing at the wings’ trailing edge that not only reduced the drag coefficient along the wing/fuselage intersection, it also provided space for additional fuel.

On 4 April 1957 the modified P.1B (XA847) made the first flight, immediately exceeding Mach 1. During the early flight trials of the P.1B, speeds in excess of 1,000 mph were achieved daily.

In late October 1958, the plane was officially presented. The event was celebrated in traditional style in a hangar at Royal Aircraft Establishment (RAE) Farnborough, with the prototype XA847 having the name ‘Skyspark’ freshly painted on the nose in front of the RAF Roundel, which almost covered it. A bottle of champagne was put beside the nose on a special rig which allowed the bottle to safely be smashed against the side of the aircraft.

On 25 November 1958 the P.1B XA847 reached Mach 2 for the first time. This made it the second Western European aircraft to reach Mach 2, the first one being the French Dassault Mirage III just over a month earlier on 24 October 1958

 

The first operational Skyspark, designated Skyspark F.1, was designed as a pure interceptor to defend the V Force airfields in conjunction with the "last ditch" Bristol Bloodhound missiles located either at the bomber airfield, e.g. at RAF Marham, or at dedicated missile sites near to the airfield, e.g. at RAF Woodhall Spa near the Vulcan station RAF Coningsby. The bomber airfields, along with the dispersal airfields, would be the highest priority targets in the UK for enemy nuclear weapons. To best perform this intercept mission, emphasis was placed on rate-of-climb, acceleration, and speed, rather than range – originally a radius of operation of only 150 miles (240 km) from the V bomber airfields was specified – and endurance. Armament consisted of a pair of 30 mm ADEN cannon in front of the cockpit, and two pylons for IR-guided de Havilland Firestreak air-to-air missiles were added to the lower fuselage flanks. These hardpoints could, alternatively, carry pods with unguided 55 mm air-to-air rockets. The Ferranti AI.23 onboard radar provided missile guidance and ranging, as well as search and track functions.

 

The next two Skyspark variants, the Skyspark F.1A and F.2, incorporated relatively minor design changes, but for the next variant, the Skyspark F.3, they were more extensive: The F.3 had higher thrust Rolls-Royce Avon 301R engines, a larger squared-off fin that improved directional stability at high speed further and a strengthened inlet cone allowing a service clearance to Mach 2.0 (2,450 km/h; the F.1, F.1A and F.2 were all limited to Mach 1.7 (2,083 km/h). An upgraded A.I.23B radar and new, radar-guided Red Top missiles offered a forward hemisphere attack capability, even though additional electronics meant that the ADEN guns had to be deleted – but they were not popular in their position in front of the windscreen, because the muzzle flash blinded the pilot upon firing. The new engines and fin made the F.3 the highest performance Skyspark yet, but this came at a steep price: higher fuel consumption, resulting in even shorter range. From this basis, a conversion trainer with a side-by-side cockpit, the T.4, was created.

 

The next interceptor variant was already in development, but there was a need for an interim solution to partially address the F.3's shortcomings, the F.3A. The F.3A introduced two major improvements: a larger, non-jettisonable, 610-imperial-gallon (2,800 L) ventral fuel tank, resulting in a much deeper and longer belly fairing, and a new, kinked, conically cambered wing leading edge. The conically cambered wing improved manoeuvrability, especially at higher altitudes, and it offered space for a slightly larger leading edge fuel tank, raising the total usable internal fuel by 716 imperial gallons (3,260 L). The enlarged ventral tank not only nearly doubled available fuel, it also provided space at its front end for a re-instated pair of 30 mm ADEN cannon with 120 RPG. Alternatively, a retractable pack with unguided 55 mm air-to-air rockets could be installed, or a set of cameras for reconnaissance missions. The F.3A also introduced an improved A.I.23B radar and the new IR-guided Red Top missile, which was much faster and had greater range and manoeuvrability than the Firestreak. Its improved infrared seeker enabled a wider range of engagement angles and offered a forward hemisphere attack capability that would allow the Skyspark to attack even faster bombers (like the new, supersonic Tupolev T-22 Blinder) through a collision-course approach.

Wings and the new belly tank were also immediately incorporated in a second trainer variant, the T.5.

 

The ultimate variant, the Skyspark F.6, was nearly identical to the F.3A, with the exception that it could carry two additional 260-imperial-gallon (1,200 L) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency and gave the F.6 a substantially improved deployment capability, even though their supersonic drag was so high that the extra fuel would only marginally raise the aircraft’s range when flying beyond the sound barrier for extended periods.

 

Finally, there was the Skyspark F.2A; it was an early production F.2 upgraded with the new cambered wing, the squared fin, and the 610 imperial gallons (2,800 L) ventral tank. However, the F.2A retained the old AI.23 radar, the IR-guided Firestreak missile and the earlier Avon 211R engines. Although the F.2A lacked the thrust of the later Skysparks, it had the longest tactical range of all variants, and was used for low-altitude interception over West Germany.

 

The first Skysparks to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, joining the Air Fighting Development Squadron (AFDS) of the Central Fighter Establishment, where they were used to clear the Skyspark for entry into service. The production Skyspark F.1 entered service with the AFDS in May 1960, allowing the unit to take part in the air defence exercise "Yeoman" later that month. The Skyspark F.1 entered frontline squadron service with 74 Squadron at Coltishall from 11 July 1960. This made the Skyspark the second Western European-built combat aircraft with true supersonic capability to enter service and the second fully supersonic aircraft to be deployed in Western Europe (the first one in both categories being the Swedish Saab 35 Draken on 8 March 1960 four months earlier).

 

The aircraft's radar and missiles proved to be effective, and pilots reported that the Skyspark was easy to fly. However, in the first few months of operation the aircraft's serviceability was extremely poor. This was due to the complexity of the aircraft systems and shortages of spares and ground support equipment. Even when the Skyspark was not grounded by technical faults, the RAF initially struggled to get more than 20 flying hours per aircraft per month compared with the 40 flying hours that English Electric believed could be achieved with proper support. In spite of these concerns, within six months of the Skyspark entering service, 74 Squadron was able to achieve 100 flying hours per aircraft.

 

Deliveries of the slightly improved Skyspark F.1A, with revised avionics and provision for an air-to-air refueling probe, allowed two more squadrons, 56 and 111 Squadron, both based at RAF Wattisham, to convert to the Skyspark in 1960–1961. The Skyspark F.1 was only ordered in limited numbers and served only for a short time; nonetheless, it was viewed as a significant step forward in Britain's air defence capabilities. Following their replacement from frontline duties by the introduction of successively improved Skyspark variants, the remaining F.1 aircraft were employed by the Skyspark Conversion Squadron.

The improved F.2 entered service with 19 Squadron at the end of 1962 and 92 Squadron in early 1963. Conversion of these two squadrons was aided by the of the two-seat T.4 and T.5 trainers (based on the F.3 and F.3A/F.6 fighters), which entered service with the Skyspark Conversion Squadron (later renamed 226 Operational Conversion Unit) in June 1962. While the OCU was the major user of the two-seater, small numbers were also allocated to the front-line fighter squadrons. More F.2s were produced than there were available squadron slots, so later production aircraft were stored for years before being used operationally; some of these Skyspark F.2s were converted to F.2As.

 

The F.3, with more powerful engines and the new Red Top missile was expected to be the definitive Skyspark, and at one time it was planned to equip ten squadrons, with the remaining two squadrons retaining the F.2. However, the F.3 also had only a short operational life and was withdrawn from service early due to defence cutbacks and the introduction of the even more capable and longer-range F.6, some of which were converted F.3s.

 

The introduction of the F.3 and F.6 allowed the RAF to progressively reequip squadrons operating aircraft such as the subsonic Gloster Javelin and retire these types during the mid-1960s. During the 1960s, as strategic awareness increased and a multitude of alternative fighter designs were developed by Warsaw Pact and NATO members, the Skyspark's range and firepower shortcomings became increasingly apparent. The transfer of McDonnell Douglas F-4 Phantom IIs from Royal Navy service enabled these much longer-ranged aircraft to be added to the RAF's interceptor force, alongside those withdrawn from Germany as they were replaced by SEPECAT Jaguars in the ground attack role.

The Skyspark's direct replacement was the Tornado F.3, an interceptor variant of the Panavia Tornado. The Tornado featured several advantages over the Skyspark, including far larger weapons load and considerably more advanced avionics. Skysparks were slowly phased out of service between 1974 and 1988, even though they lasted longer than expected because the definitive Tornado F.3 went through serious teething troubles and its service introduction was delayed several times. In their final years, the Skysparks’ airframes required considerable maintenance to keep them airworthy due to the sheer number of accumulated flight hours.

  

General characteristics:

Crew: 1

Length: 51 ft 2 in (15,62 m) fuselage only

57 ft 3½ in (17,50 m) including pitot

Wingspan: 34 ft 10 in (10.62 m)

Height: 17 ft 6¾ in (5.36 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two Red Tops, ammunition, and internal fuel

Max. takeoff weight: 45,750 lb (20,752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single Firestreak or Red Top AAM each

2× overwing pylon stations for 2.000 lb (907 kg each)

for 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This build was a submission to the “Hunter, Lightning, Canberra” group build at whatifmodellers.com, and one of my personal ultimate challenges – a project that you think about very often, but the you put the thought back into its box when you realize that turning this idea into hardware will be a VERY tedious, complex and work-intensive task. But the thematic group build was the perfect occasion to eventually tackle the idea of a model of a “side-by-side engine BAC Lightning”, a.k.a. “Flatning”, as a rather conservative alternative to the real aircraft’s unique and unusual design with stacked engines in the fuselage, which brought a multitude of other design consequences that led to a really unique aircraft.

 

And it sound so simple: take a Lightning, just change the tail section. But it’s not that simple, because the whole fuselage shape would be different, resulting in less depth, the wings have to be attached somewhere and somehow, the landing gear might have to be adjusted/shortened, and how the fuselage diameter shape changes along the hull, so that you get a more or less smooth shape, was also totally uncertain!

 

Initially I considered a MiG Ye-152 as a body donor, but that was rejected due to the sheer price of the only available kit (ModelSvit). A Chinese Shenyang J-8I would also have been ideal – but there’s not 1:72 kit of this aircraft around, just of its successor with side intakes, a 1:72 J-8II from trumpeter.

I eventually decided to keep costs low, and I settled for the shaggy PM Model Su-15 (marketed as Su-21) “Flagon” as main body donor: it’s cheap, the engines have a good size for Avons and the pen nib fairing has a certain retro touch that goes well with the Lightning’s Fifties design.

The rest of this "Flatning" came from a Hasegawa 1:72 BAC Lightning F.6 (Revell re-boxing).

 

Massive modifications were necessary and lots of PSR. In an initial step the Flagon lost its lower wing halves, which are an integral part of the lower fuselage half. The cockpit section was cut away where the intake ducts begin. The Lightning had its belly tank removed (set aside for a potential later re-installation), and dry-fitting and crude measures suggested that only the cockpit section from the Lightning, its spine and the separate fin would make it onto the new fuselage.

 

Integrating the parts was tough, though! The problem that caused the biggest headaches: how to create a "smooth" fuselage from the Lightning's rounded front end with a single nose intake that originally develops into a narrow, vertical hull, combined with the boxy and rather wide Flagon fuselage with large Phantom-esque intakes? My solution: taking out deep wedges from all (rather massive) hull parts along the intake ducts, bend the leftover side walls inwards and glue them into place, so that the width becomes equal with the Lightning's cockpit section. VERY crude and massive body work!

 

However, the Lightning's cockpit section for the following hull with stacked engines is much deeper than the Flagon's side-by-side layout. My initial idea was to place the cockpit section higher, but I would have had to transplant a part of the Lightning's upper fuselage (with the spine on top, too!) onto the "flat" Flagon’s back. But this would have looked VERY weird, and I'd have had to bridge the round ventral shape of the Lightning into the boxy Flagon underside, too. This was no viable option, so that the cockpit section had to be further modified; I cut away the whole ventral cockpit section, at the height of the lower intake lip. Similar to my former Austrian Hasegawa Lightning, I also cut away the vertical bulkhead directly behind the intake opening - even though I did not improve the cockpit with a better tub with side consoles. At the back end, the Flagon's jet exhausts were opened and received afterburner dummies inside as a cosmetic upgrade.

 

Massive PSR work followed all around the hull. The now-open area under the cockpit was filled with lead beads to keep the front wheel down, and I implanted a landing gear well (IIRC, it's from an Xtrakit Swift). With the fuselage literally taking shape, the wings were glued together and the locator holes for the overwing tanks filled, because they would not be mounted.

 

To mount the wings to the new hull, crude measurements suggested that wedges had to be cut away from the Lightning's wing roots to match the weird fuselage shape. They were then glued to the shoulders, right behind the cockpit due to the reduced fuselage depth. At this stage, the Lightning’s stabilizer attachment points were transplanted, so that they end up in a similar low position on the rounded Su-15 tail. Again, lots of PSR…

 

At this stage I contemplated the next essential step: belly tank or not? The “Flatning” would have worked without it, but its profile would look rather un-Lightning-ish and rather “flat”. On the other side, a conformal tank would probably look quite strange on the new wide and flat ventral fuselage...? Only experiments could yield an answer, so I glued together the leftover belly bulge parts from the Hasegawa kit and played around with it. I considered a new, wider belly tank, but I guess that this would have looked too ugly. I eventually settled upon the narrow F.6 tank and also used the section behind it with the arrestor hook. I just reduced its depth by ~2 mm, with a slight slope towards the rear because I felt (righteously) that the higher wing position would lower the model’s stance. More massive PSR followed….

 

Due to the expected poor ground clearance, the Lightning’s stabilizing ventral fins were mounted directly under the fuselage edges rather than on the belly tank. Missile pylons for Red Tops were mounted to the lower front fuselage, similar to the real arrangement, and cable fairings, scratched from styrene profiles, were added to the lower flanks, stretching the hull optically and giving more structure to the hull.

 

To my surprise, I did not have to shorten the landing gear’s main legs! The wings ended up a little higher on the fuselage than on the original Lightning, and the front wheel sits a bit further back and deeper inside of its donor well, too, so that the fuselage comes probably 2 mm closer to the ground than an OOB Lightning model. Just like on the real aircraft, ground clearance is marginal, but when the main wheels were finally in place, the model turned out to have a low but proper stance, a little F8U-ish.

  

Painting and markings:

I was uncertain about the livery for a long time – I just had already settled upon an RAF aircraft. But the model would not receive a late low-viz scheme (the Levin, my mono-engine Lightning build already had one), and no NMF, either. I was torn between an RAF Germany all-green over NMF undersides livery, but eventually went for a pretty standard RAF livery in Dark Sea Grey/Dark Green over NMF undersides, with toned-down post-war roundels.

A factor that spoke in favor of this route was a complete set of markings for an RAF 11 Squadron Lightning F.6 in such a guise on an Xtradecal set, which also featured dayglo orange makings on fin, wings and stabilizers – quite unusual, and a nice contrast detail on the otherwise very conservative livery. All stencils were taken from the OOB Revell sheet for the Lightning. Just the tactical code “F” on the tail was procured elsewhere, it comes from a Matchbox BAC Lightning’s sheet.

 

After basic painting the model received the usual black ink washing, some post-panel-shading and also a light treatment with graphite to create soot strains around the jet exhausts and the gun ports, and to emphasize the raised panel lines on the Hasegawa parts.

 

Finally, the model was sealed with matt acrylic varnish and final bits and pieces like the landing gear and the Red Tops (taken OOB) were mounted.

  

A major effort, and I have seriously depleted my putty stocks for this build! However, the result looks less spectacular than it actually is: changing a Lightning from its literally original stacked engine layout into a more conservative side-by-side arrangement turned out to be possible, even though the outcome is not really pretty. But it works and is feasible!

A Special

KOM League Flash Report

for

April 17, 2020

  

This report is a challenge to piece together for the editor isn’t capable of doing justice to a person who has accomplished so much. This is highly recommended for readers young and old. I doubt any young people read this missive and so those of you from the “Three Score and More": club are being counted on to prevent it from being ignored. It is posted at: www.flickr.com/photos/60428361@N07/49785318248/

 

One recent evening the telephone rang and the strong voice on the other send said “Hi John, I’m Joe Gilbert at Barnsdall, Oklahoma.” He went on to say what a kick he received from the pamphlet that was sent his way, regularly. He was referring to the Flash Reports.

 

It was 1950 and Gilbert, age 18, had just graduated from high school at Buffalo, Mo. He made the trek to Iola, Kansas where he signed a contract and headed out to the ballpark for his first and as it turned out his only game in uniform. While chatting with his newly found friends, in the Iola dugout, he learned that if a person signed a professional baseball contract he would be ineligible to play competitive sports in college. As he had planned to attend college at Northeastern State in Oklahoma, that coming fall, he was crestfallen. He had already signed a contract with Earl Sifers of the Iola Indians.

 

After the ball game, on the evening he signed, he went to his room and didn’t sleep very much. He arose early the next morning and headed to Sifers’ office and pleaded his case. He convinced the Iola team president to tear up the contract and never report that it had ever been signed.

 

At that juncture he headed back to Buffalo and prepared to attend Northeastern in September.

 

According to plan Gilbert made the basketball and baseball teams at Northeastern. Then one day he learned that one of his classmates was Eldon Bushong. This terrified him for he was informed Bushong had umpired in the KOM league and might have some knowledge he had once signed with Iola. Fortunately, Bushong didn’t umpire until 1952 and had no knowledge of Gilbert’s past.

 

After Gilbert finished stating how much he enjoyed the KOM league news this question was put to him “What has been going on in your life?” He replied “not much.” Well, “not much” was as big an understatement as when Noah’s wife said to her husband “It looks like it might rain.”

 

At this point a couple of published articles are being shared. They are also available on the Internet and the citations are provided for they contain photos. At the terminus of those two articles are some questions about former baseball players Gilbert asked that I research for him. Should the names Satchell Paige, Kansas City Monarchs and Mickey Owen be familiar you will understand why Gilbert was in touch. If the names of Joe Stacey, Cecil Burd along with Dolores and Warren Liston aren’t that familiar, you are in for an education. It would probably be best if readers clicked on each link and read the articles as they appear on the Internet. However, some readers have “broken clickers” and refuse to make the attempt to access those sites. Thus, the information follows in the long format.

 

Item #1—Hall of Fame Induction.

 

Barnsdall coaching legend Joe Gilbert to go into National High School Hall of Fame

By Mike Brown Tulsa World Mar 5, 2019

 

Barnsdall longtime coach Joe Gilbert will be inducted into the NFHS National Sports Hall of Fame, it was announced Tuesday. His is shown last June, accepting the Blue Cross Blue Shield Lifetime Achievement award from Rick Kelly during the 2018 All-World Awards banquet at the Marriott Southern Hills. www.tulsaworld.com/sports/high-school/barnsdall-coaching-...

 

Longtime Barnsdall coach Joe Gilbert will be inducted into the NFHS National High School Hall of Fame, it was announced Tuesday.

 

Gilbert, 86, started his career at Barnsdall in 1954 and is in his 65th year of coaching, with more than 3,900 wins in six varsity sports.

 

Last summer, he received the Blue Cross Blue Shield Lifetime Achievement Award during the Tulsa World’s 2018 All-World Awards Banquet.

 

Gilbert has coached baseball, girls and boys basketball, fastpitch and slowpitch softball and even guided the Barnsdall football program for one season.

 

He guided the Panthers to a Class A state title in baseball in 1980 and a 2A title in slowpitch softball in 2013. He went into the Oklahoma Coaches Association Hall of Fame in 1981.

 

The induction ceremony is June 30 at the JW Marriott in Indianapolis, Indiana, part of the National Federation’s summer convention.

 

Item #2—Summary of Accomplishments

 

Jeff Miller | Special to ESPN

www.espn.com/espn/story/_/id/28680648/high-school-sports-...

 

It all started on a varnished floor in a 1970s prefab metal building, Joe Gilbert pushes his broom back and forth, back and forth in the quiet Barnsdall High School gym.

 

Slightly hunched with a weathered face and tightly cropped white hair that takes 10 minutes to trim -- "Timed it the other day," he says -- Gilbert, 87, keeps a brisk pace so he can make sure the place is tidy and ready.

 

His final lap complete, Gilbert stashes the broom and flips on the overhead lights in Joe Gilbert Fieldhouse. Soon, the girls' basketball players arrive for a scrimmage on this unseasonably chilly October day. A chorus of "Hi, Gilb!" precedes the drumbeat of dribbles.

 

Gilbert lugged 3,907 varsity coaching victories into his 66th year at this tiny school in Northeast Oklahoma. The National Federation of State High School Associations can't find anyone with more. It also can't find anyone who can match his longevity at the same school. Gilbert took the job in 1954, back when there were 48 states and Elvis Presley was launching his music career, and never left.

 

He has coached baseball, softball, basketball (boys' and girls') and football. He has coached during the terms of 12 U.S. presidents. He has coached three generations of Barnsdall families. One of the players on his first boys' basketball team went on to become an assistant secretary of defense under George W. Bush. One of his baseball players won the Jim Thorpe Award as the state's top male high school athlete.

 

But winds of change blow in this former oil boomtown. Gilbert used to teach physical education and health and served as the school's athletic director. Until recently, Gilbert walked the two blocks to school from his one-story home on Main Street. Until now, Gilbert always coached multiple sports, even doubling up with boys' and girls' basketball during the winter and baseball and softball in the spring. This year, he's down to just one.

 

Gilbert spent much of the winter dodging a question with the agility of a much younger man. Could the man who helped shape the future for thousands of Barnsdall's children, the man who has been the face of their shrinking community, the man with the most wins in the history of high school sports, be ready to walk off the court for good?

 

After coaching baseball, boys' basketball, softball (fast pitch and slow pitch) and even a little bit of football, Gilbert is down to coaching only girls' basketball this season.

 

A boy named Hall

 

The 1959 district boys' basketball playoff game was slipping away from the Barnsdall Panthers and with it the end of senior captain Thomas Hall's high school hoops career. He wasn't handling it well. Hall flailed around the court in the futile hope that sheer energy could somehow prevent what appeared to be certain defeat.

 

Hall had been a 120-pound incoming freshman who believed he was too small to play football. So he approached the high school's new basketball and baseball coach and expressed his desire to play both sports.

 

"All you've got to do is try," Gilbert told him. "Give me everything you've got."

 

Now, with the clock tick, tick, ticking toward zero, Gilbert subbed out Hall, who crash-landed onto the bench. "Coach," he blurted. "I can't get up. I gave it all I've got."

 

"That's all I could ever expect," Gilbert replied.

 

A football coach's grief and hope two years after Parkland

 

Can this one super-prospect revive the greatest dynasty in sports?

 

It's a memory Hall took with him to his graduation from the Naval Academy, through 60 missions in Vietnam before retiring as a two-star rear admiral, and to his appointment as assistant secretary of defense for reserve affairs under George W. Bush and his service under Barack Obama.

 

"I gave it everything I had because of him," says Hall, now retired in Jacksonville, Florida. "And whatever success I've had I owe to him. ... He was my role model."

 

Hall contributed to Gilbert's 801 wins in baseball and his 649 in boys' basketball. Gilbert also has 1,140 wins in fast-pitch softball, 922 in girls' basketball (counting five this season), 395 in slow-pitch softball and five in football. (On the eve of the 1980 football season, the Panthers' head coach abruptly left for another job. Gilbert reluctantly held down the fort until a replacement was found.) Gilbert's teams have won two state championships -- baseball in 1980 and slow-pitch in the spring of 2013.

 

By all accounts, the players always came before the numbers for Gilbert.

 

"I don't think there has been a better ambassador for Barnsdall," says Russell McCauley, a combo guard for Gilbert in the early 1970s, his assistant basketball coach for 20 years until 2003 and his boss as principal before retiring six years ago.

 

That's why the BHS gym built in 1973 is now named for Gilbert. That's why Barnsdall's athletes and even its competitors refer to him as "the legend." That's why most of the people in town can't imagine him not coaching there.

 

Says Hall: "I heard a person once say if you stick your finger down in a bucket of water and pull it out, it'll fill up. He's the one person I think if he sticks his finger in a bucket of water and pulls it out, there'll still be a hole that'll never get filled."

 

Gilbert has won countless awards and been inducted to numerous Halls of Fame, but folks in Barnsdall say the students always came first.

 

A few blocks from Gilbert's bungalow on Main Street, a once-active oil pump jack sits smack dab in the middle of the street (traffic can squeeze by carefully on both sides). Dug in 1914, it stopped midpump sometime in the mid-1960s. Nearby businesses are shuttered. The train depot that anchored the town, originally named Bigheart in honor of revered Chief James Bigheart of the Osage, closed years ago.

 

Barnsdall's population had already dipped below 2,000 back in 1954 when Dwight D. Eisenhower was president and a 21-year-old Joe Gilbert accepted a job as the PE and health teacher and was asked to coach multiple sports. Gilbert said he mulled four other job offers before accepting the one at Barnsdall, which included coaching boys' and girls' basketball. (He was completely unfamiliar with the girls' basketball rules in Oklahoma in the 1950s -- six players per side with three each never crossing midcourt.) His starting salary was $2,400, with an additional $500 for coaching.

 

"This town used to be a pretty good-sized place," Gilbert says. "We had four grocery stores. Two big hotels. A train comes in town. Get on a bus. Had four doctors."

 

Barnsdall still celebrates Bigheart Day each Memorial Day weekend with a parade down Main Street. Gilbert served as a co-grand marshal one year.

 

About 10 years ago, Barnsdall, along with many other school districts in Oklahoma, went to a four-day school week to save money. Jimmy Hatfield, who runs Hatfield's Grill on the south edge of town, explains that Barnsdall's economic struggles are no different from those in other area towns -- except for the upswing in Pawhuska.

 

"They've got the Pioneer Woman," he says of the Food Network star's hometown.

 

Gilbert grew up some 300 miles away, the second of four siblings in Buffalo, Missouri ("Miz-zou-rah," he pronounces it), during the 1940s, idolizing Stan Musial, Enos "Country" Slaughter and the St. Louis Cardinals. It seemed as if there was always some kind of game going on outside when the weather was nice; there was no television to watch at home.

 

He was recruited to Northeastern State Teachers College in Tahlequah, Oklahoma, to play football and became a four-sport standout at what's now called Northeastern State University.

 

One member of Gilbert's first girls' basketball team at Barnsdall was Joyce Infield, who was also a cheerleader and in the state honor society. Ten years after Infield graduated, she became Joyce Gilbert. She was a teacher at Barnsdall's elementary school until retiring in 1992, the same year that her husband was inducted into Northeastern State's athletic Hall of Fame. She often supervised the concession stand at her husband's home games and kept the scorebook at his away games.

 

The Gilberts have owned several family bulldogs over the years, all named Duke, but they never had any children.

 

"I think we were all his children," McCauley says.

 

Gilbert laughs at the idea. "I don't know about that."

 

Joyce Gilbert, a former teacher at Barnsdall's elementary school, and Joe Gilbert have had several bulldogs over the years that have called their Main Street bungalow home.

 

Miles from home, hungry and in need of a break, Joe Gilbert parks the bus. The boys' and girls' basketball players’ beeline for the restaurant's entrance. For years, BHS players have referred to this place as "Gilbert's Steakhouse" -- except they serve burgers and you'd recognize it by the golden arches.

 

The players jostle in line as if they haven't eaten in days.

 

One player (take your pick of a name) hangs back. Gilbert recognizes this isn't a case of a player who lacks an appetite. Far from it. Instead, it's a player who lacks the means to buy a burger and a soda. Discreetly, Gilbert pays for the player's meal. The boys and girls climb back onto the bus trading fries and barbs as the Barnsdall brigade heads for home.

 

Whether in Bartlesville, Glenpool or Skiatook, it's a scene replayed time and time again over the years.

 

"I'm a lucky guy. I got to do what I liked."

 

No one has tracked the number of burgers bought on the sly or the number of sneakers or cleats or gloves that have been quietly provided to a player who couldn't afford proper equipment. Wilma Logue certainly hasn't kept a ledger, but she could probably venture the best guess. She arrived at Barnsdall High School in 1955 and still teaches AP English; the school library is now named for her.

 

"His influence has been the glue that has held everything together athletically," Logue says.

 

It took 25 years -- until 1980, when Jimmy Carter was president -- for Gilbert to claim his first state championship, the Class A boys baseball title. His Panthers edged Fort Cobb High 2-1 in the final. Cleve Javine was the team's senior third baseman and recalls his coach's celebration: "Excited -- for us. ... He didn't really take any of the credit."

 

Brad Bell was the star. The senior pitcher-shortstop won the state's Jim Thorpe Award in 1979-80 after excelling in football and basketball. Later, he was part of four College World Series teams at Oklahoma State.

 

"He was very much a teacher," Bell says from his home in Denver. "More than anything, he wanted you to learn from your mistakes."

 

Sport seasons don't overlap at little BHS. That baseball team began practice on a frigid Sunday in February only hours after many of its players ended their basketball season with a state semifinal loss. Well, baseball practice started that day only after Gilbert and his players reinstalled the outfield fence; the field was used for parking during basketball season.

 

Gilbert said he had multiple opportunities over the years to leave Barnsdall for a job at a larger high school or a junior college. "And then I looked, and I'd think, 'Sports is sports wherever you're at,'" he says.

 

The Gilbert approach has been relatively low-key, with humor and honesty mixed with discipline. His go-to motivational phrase? "Get meaner! Eat raw meat!"

 

"He doesn't have a filter," says Jasmine Shores, a senior on the 2018 and '19 softball teams. "He made practices fun. I loved playing for him."

 

Some who are unfamiliar with Gilbert's relationship with Barnsdall students are unnerved by how his players address him. It's never "Coach" or "Coach Gilbert." Not even "Joe." It's typically "Gilbert" or "Gilb." BHS T-shirts at last spring's softball state tournament included the hashtag #doitforgilb.

 

"My goal never was just commitment to one school forever," Gilbert says. "I wasn't trying to prove anything: Just be happy doing whatever you're doing. I'm a lucky guy. I got to do what I liked."

 

Among the other greats

 

Gilbert took his place alongside Dusty Baker, Seimone Augustus and Damon Bailey last summer at the induction ceremony for the National High School Hall of Fame.

 

He commanded the steering wheel, but Joe Gilbert wasn't happy about where he was headed. An event on his calendar last summer called for attire that could be found in no closet in his house and in no shop in Barnsdall. Begrudgingly, he buckled up for the 40-mile trip to Tulsa and nudged his 2004 Malibu closer to the 200,000-mile mark.

 

Gilbert had spent 65 years employed at one school. He had shed 20 pounds, down to 170, since his arrival in 1954. He had worn plenty of jackets (mainly of the windbreaker variety for softball and baseball games) and donned plenty of ties (he likes to pay tribute to the game of basketball by wearing a dress shirt and necktie on the sideline). And, by his count, "I've swept more floors and mopped more floors than anybody that ever lived."

 

But he had attended exactly zero black-tie affairs.

 

Minutes before the National High School Hall of Fame 2019 induction ceremony in Indianapolis, former major league All-Star (and new Houston Astros manager) Dusty Baker volunteered to help Gilbert put on his bow tie. Gilbert and Baker were two of 12 honorees that night. Former Indiana basketball star Damon Bailey was honored. So too were former NFL All-Pro Derrick Brooks and current WNBA star Seimone Augustus.

 

Gilbert could only shake his head.

 

"What's Joe Gilbert from Barnsdall, Oklahoma, doing with these kind of people?" he said. "Ol' country boy from Barnsdall."

 

The temperature hovered near triple digits when the Barnsdall fast-pitch softball team took the field for its first game of the 2019-20 season. For the first time, Joe Gilbert sat out. For the first time, a Barnsdall softball team played a season without Gilbert as its coach.

 

Gilbert still helped maintain the field and lent his hand with the scheduling, but Brooke Curtis, who had served as Gilbert's assistant for softball and basketball the year before, took over the softball coaching duties this past fall.

 

"It was different, I'll put it that way," Gilbert says. "I don't know really how to say it. You know that you could still be doing it -- you wanted to -- but you didn't elect to do it."

 

"He didn't even really come to practice," Curtis says.

 

"I stayed completely out of the way," Gilbert says.

 

That's not the case back at the basketball scrimmage on the unseasonably cool October day. Gilbert paces the baseline and chatters, cajoles and coaches his players. Among the players is senior point guard Kyndal LeFlore.

 

In the stands are two former Gilbert protégés: Kyndal's mom, Mikki LeFlore, and Kyndal's grandfather Dale Javine. "Things he says now is just like hearing him back in the '80s," Mikki says.

 

But Gilbert notices the passage of time and the change in his players.

 

"I adjust with the kids, and I study the game a lot," Gilbert says. "I scout, scout and scout some more. The games have gotten a lot faster. And the kids have more things to do; that's the biggest change. Used to be if you played sports in high school, that was it."

 

Dale Javine, Kyndal LeFlore's 77-year-old grandfather, isn't surprised that his junior high coach from 65 years ago is still at it. "Hadn't buried him yet," he says.

 

"Gilb" has been a fixture at Barnsdall sporting events (as well as a nearby McDonald's) since 1954.

 

******

 

JOE GILBERT SPREADS his lean arms as far as possible, corrals an errant pass, pivots and shoots. The ball swishes through the net. "Play big," he instructs a post player at a recent practice.

 

The Lady Panthers lug a 5-15 record into Monday's regular-season finale at Caney Valley and are unlikely to advance far in the state playoffs. Injury and illness have left the team with just seven players for much of the season. Plenty of opposing coaches, Gilbert jokes, have gotten payback on him this season.

 

This past Friday, on Valentine's Day, a group of about 80 "Gilb alumni" gathered at Joe Gilbert Fieldhouse for the team's regular-season finale to pay tribute to their former coach. Principal Sayra Bryant told the crowd she wanted Gilbert to see the impact he has made in Barnsdall over 66 years. She presented him with a new warm-up jacket and a gift card to "Gilbert's Steakhouse."

 

"I kind of fell into a gold mine here," Gilbert says, facing his players who helped push his win total to 3,912 this season. "Each boy and girl was very, very important to me whether you sat on the end of the bench or whether you were the top dog."

 

It feels like a sendoff, but school board president Carl Kelley (naturally, a former Gilbert athlete) says there's an understanding that Gilbert alone will decide when his Barnsdall career will end. And that time is not now, Gilbert says. Not with the way this season has played out. Not yet.

 

"I've told them that I'm going to coach the girls for one more year," Gilbert says in the days leading up to the home finale. He barely takes a breath before detailing how excited he is about next year's roster.

 

McKenna Bryant will be a sophomore in 2020-21 and recently told her mom she wants to play her entire high school career for "Gilb." Bryant, basketball mom and Barnsdall principal, did the math and made sure her daughter understood that Gilbert would be 90 years old when she's a senior.

 

McKenna replied with the speed of a touch pass.

 

"So?"

_____________________________________________________________________________

Now, the reason Joe Gilbert called the KOM news department

 

While Joe Gilbert was still in high school the Kansas City Monarchs made a trip to Buffalo, Missouri to play the “local yokels.” The year was 1947. He stated that he thought the Monarchs sent their “minor leaguers” or “B team” for that game. Whatever the case the Buffalo team knew they were outclassed and looked toward Springfield, Mo. for help.

 

Gilbert recalled that former big league catcher Mickey Owen www.google.com/search?q=mickey+owen&oq=mickey+owen&am... showed up with a righthanded pitcher by the name of Joe Stacey. He didn’t recall what Buffalo paid the two professional ballplayers to participate in that game but it caused him some grief. He was told that if he played in a game that featured professional players it would make him ineligible for high school sports teams. He said that he went ahead and played and no one made anything out of it.

 

What Gilbert wanted from Yours truly was information on where Joe Stacey was from and where he played during his career. He was also interested in knowing the background on Cecil, a guy from Long Lane, Missouri with a last name he didn’t know if it was spelled “Bird” or “Byrd/” As it turned out the last name was Burd. In a few sentences you will know what was found in regard to Gilbert’s requests.

____________________________________________________________________________

Joe Stacey

 

Note to Jack Morris-I'm doing some research for a former KOM leaguer who played in a game Joe Stacey pitched at Buffalo, Mo. against the Kansas City Monarchs in 1947. Stacey was accompanied on that trip by Mickey Owen. I agree with the Sporting News cards with regard to Stacey but question Baseball Reference which shows him being with the Gloversville Gloves I don't believe he ever was in the Pirate organization.

 

Note from Jack Morris--

 

I think you’re probably correct that Joe E. Stacey didn’t play at Gloversville. Here’s the card for the guy who did - digital.la84.org/digital/collection/p17103coll3/id/141430...

 

For those who wish to prolong the misery of this report you can click here and find the summary of the career of Joe Stacey in the St. Louis Cardinal system from 1941-1947. digital.la84.org/digital/collection/p17103coll3/search/se... Remember, this is being shared because Joe Gilbert asked for it. You won’t know that Stacey was from Bois D’ Arc, Missouri unless you peruse this URL. --. www.findagrave.com/memorial/20623367

 

Going down the winding path to Long Lane.

 

Joe Gilbert recalled that every small village that had a country store also had a baseball team. One such place was Long Lane, Missouri which was 14 miles southeast of Buffalo. He wanted to know if I could find the fellow mentioned earlier, Cecil Burd. He recalled Burd was an older guy who could throw very hard, not so accurate, and would inform each batter “I’m going to stick the ball in your ear.” He also thought Burd has played professional baseball in his younger days.

 

In Gilbert’s memory he recalls people referring to Burd as a pitcher with a million dollar arm and a two-bit (25 cent) brain. At that juncture it was shared with Gilbert that claim was made by many a baseball manager regarding a pitcher that couldn’t get his act together. Connie Mack once made that remarks about another Southwest Missouri boy by the name of Denny Burns. www.baseball-reference.com/players/b/burnsde01.shtml

 

Indeed Cecil Warren Burd had signed with the Fayetteville, Arkansas Educators of the Arkansas State league in 1937. He stayed with that club until July of that year and then joined the Newport, Arkansas Cardinals of the Northeast Arkansas league where he played only briefly. digital.la84.org/digital/collection/p17103coll3/id/18229/...

 

Burd was born in Long Lane, Dallas County, Missouri, on Feb. 2 1917 to Ray Warren Bird and Susan Tremella "Mella" Phillips. Cecil Warren Burd married Hildreth Ruth Williams and had 1 child. He passed away on Nov. 22 1991 in Buffalo, Missouri. www.ancestry.com/mediaui-viewer/tree/71051696/person/4222...

 

Gilbert wanted to know if I remembered the name of a lady who married a former member of the Iola Indians. He described her and stated that she knew about Long Lane. All attempts at naming former Missouri boys who played for Iola were met with a “No” by Gilbert. Finally, I uttered the name of Warren Liston.

 

At that juncture Gilbert said it was Warren Liston’s wife who knew about Long Lane. Well, I knew Delores Sheppard-Liston for a long time but never heard her speak of being a former Missourian. Thus, it opened another genealogy tracking task. It was determined her parents were from the village of Spring Hollow which is east of Long Lane. Undoubtedly, Long Lane and Spring Hollow, separated by a distance of 21 miles, hooked up in a number of memorable ball games that aren’t now remembered by anyone.

 

Delores Sheppard’s parents moved to Turner, Kansas and she graduated from high school in 1949. www.marybutlermeyers.com/obituary/Delores-Liston She married Warren Liston, in 1952, who played for six different teams and didn’t want to give up the game even when he was in his fourth decade of life.. Here is his Sporting News data. digital.la84.org/digital/collection/p17103coll3/id/141122... Delores passed away in 2018 and Warren now reads this report from an assisted living facility in Kansas City, Kansas.

______________________________________________________________________________

Thanks

 

For those making it this far I wish to thank you for tuning in. Joe Gilbert has been special. Since he never played in a regular season game at Iola he never claimed to be a KOM leaguer. Well, many of those who attended the many KOM league reunions felt he was a member. At many reunions he would find a way to get there no matter the circumstances. He was still coaching when every one of those events were held and the games might conflict with the early sessions.

 

Whether it be on the second or even third day of a reunion Gilbert would show up and always to an ovation from the attendees. It got to be the adage that the KOM league reunion doesn’t officially begin until he arrives.

 

Eventually, the KOM league reunions fell by the wayside and like the energizer bunny, Joe Gilbert kept going and still is.

  

Colosseum

Following, a text, in english, from the Wikipedia the Free Encyclopedia:

The Colosseum, or the Coliseum, originally the Flavian Amphitheatre (Latin: Amphitheatrum Flavium, Italian Anfiteatro Flavio or Colosseo), is an elliptical amphitheatre in the centre of the city of Rome, Italy, the largest ever built in the Roman Empire. It is considered one of the greatest works of Roman architecture and Roman engineering.

Occupying a site just east of the Roman Forum, its construction started between 70 and 72 AD[1] under the emperor Vespasian and was completed in 80 AD under Titus,[2] with further modifications being made during Domitian's reign (81–96).[3] The name "Amphitheatrum Flavium" derives from both Vespasian's and Titus's family name (Flavius, from the gens Flavia).

Capable of seating 50,000 spectators,[1][4][5] the Colosseum was used for gladiatorial contests and public spectacles such as mock sea battles, animal hunts, executions, re-enactments of famous battles, and dramas based on Classical mythology. The building ceased to be used for entertainment in the early medieval era. It was later reused for such purposes as housing, workshops, quarters for a religious order, a fortress, a quarry, and a Christian shrine.

Although in the 21st century it stays partially ruined because of damage caused by devastating earthquakes and stone-robbers, the Colosseum is an iconic symbol of Imperial Rome. It is one of Rome's most popular tourist attractions and still has close connections with the Roman Catholic Church, as each Good Friday the Pope leads a torchlit "Way of the Cross" procession that starts in the area around the Colosseum.[6]

The Colosseum is also depicted on the Italian version of the five-cent euro coin.

The Colosseum's original Latin name was Amphitheatrum Flavium, often anglicized as Flavian Amphitheater. The building was constructed by emperors of the Flavian dynasty, hence its original name, after the reign of Emperor Nero.[7] This name is still used in modern English, but generally the structure is better known as the Colosseum. In antiquity, Romans may have referred to the Colosseum by the unofficial name Amphitheatrum Caesareum; this name could have been strictly poetic.[8][9] This name was not exclusive to the Colosseum; Vespasian and Titus, builders of the Colosseum, also constructed an amphitheater of the same name in Puteoli (modern Pozzuoli).[10]

The name Colosseum has long been believed to be derived from a colossal statue of Nero nearby.[3] (the statue of Nero itself being named after one of the original ancient wonders, the Colossus of Rhodes[citation needed]. This statue was later remodeled by Nero's successors into the likeness of Helios (Sol) or Apollo, the sun god, by adding the appropriate solar crown. Nero's head was also replaced several times with the heads of succeeding emperors. Despite its pagan links, the statue remained standing well into the medieval era and was credited with magical powers. It came to be seen as an iconic symbol of the permanence of Rome.

In the 8th century, a famous epigram attributed to the Venerable Bede celebrated the symbolic significance of the statue in a prophecy that is variously quoted: Quamdiu stat Colisæus, stat et Roma; quando cadet colisæus, cadet et Roma; quando cadet Roma, cadet et mundus ("as long as the Colossus stands, so shall Rome; when the Colossus falls, Rome shall fall; when Rome falls, so falls the world").[11] This is often mistranslated to refer to the Colosseum rather than the Colossus (as in, for instance, Byron's poem Childe Harold's Pilgrimage). However, at the time that the Pseudo-Bede wrote, the masculine noun coliseus was applied to the statue rather than to what was still known as the Flavian amphitheatre.

The Colossus did eventually fall, possibly being pulled down to reuse its bronze. By the year 1000 the name "Colosseum" had been coined to refer to the amphitheatre. The statue itself was largely forgotten and only its base survives, situated between the Colosseum and the nearby Temple of Venus and Roma.[12]

The name further evolved to Coliseum during the Middle Ages. In Italy, the amphitheatre is still known as il Colosseo, and other Romance languages have come to use similar forms such as le Colisée (French), el Coliseo (Spanish) and o Coliseu (Portuguese).

Construction of the Colosseum began under the rule of the Emperor Vespasian[3] in around 70–72AD. The site chosen was a flat area on the floor of a low valley between the Caelian, Esquiline and Palatine Hills, through which a canalised stream ran. By the 2nd century BC the area was densely inhabited. It was devastated by the Great Fire of Rome in AD 64, following which Nero seized much of the area to add to his personal domain. He built the grandiose Domus Aurea on the site, in front of which he created an artificial lake surrounded by pavilions, gardens and porticoes. The existing Aqua Claudia aqueduct was extended to supply water to the area and the gigantic bronze Colossus of Nero was set up nearby at the entrance to the Domus Aurea.[12]

Although the Colossus was preserved, much of the Domus Aurea was torn down. The lake was filled in and the land reused as the location for the new Flavian Amphitheatre. Gladiatorial schools and other support buildings were constructed nearby within the former grounds of the Domus Aurea. According to a reconstructed inscription found on the site, "the emperor Vespasian ordered this new amphitheatre to be erected from his general's share of the booty." This is thought to refer to the vast quantity of treasure seized by the Romans following their victory in the Great Jewish Revolt in 70AD. The Colosseum can be thus interpreted as a great triumphal monument built in the Roman tradition of celebrating great victories[12], placating the Roman people instead of returning soldiers. Vespasian's decision to build the Colosseum on the site of Nero's lake can also be seen as a populist gesture of returning to the people an area of the city which Nero had appropriated for his own use. In contrast to many other amphitheatres, which were located on the outskirts of a city, the Colosseum was constructed in the city centre; in effect, placing it both literally and symbolically at the heart of Rome.

The Colosseum had been completed up to the third story by the time of Vespasian's death in 79. The top level was finished and the building inaugurated by his son, Titus, in 80.[3] Dio Cassius recounts that over 9,000 wild animals were killed during the inaugural games of the amphitheatre. The building was remodelled further under Vespasian's younger son, the newly designated Emperor Domitian, who constructed the hypogeum, a series of underground tunnels used to house animals and slaves. He also added a gallery to the top of the Colosseum to increase its seating capacity.

In 217, the Colosseum was badly damaged by a major fire (caused by lightning, according to Dio Cassius[13]) which destroyed the wooden upper levels of the amphitheatre's interior. It was not fully repaired until about 240 and underwent further repairs in 250 or 252 and again in 320. An inscription records the restoration of various parts of the Colosseum under Theodosius II and Valentinian III (reigned 425–455), possibly to repair damage caused by a major earthquake in 443; more work followed in 484[14] and 508. The arena continued to be used for contests well into the 6th century, with gladiatorial fights last mentioned around 435. Animal hunts continued until at least 523, when Anicius Maximus celebrated his consulship with some venationes, criticised by King Theodoric the Great for their high cost.

The Colosseum underwent several radical changes of use during the medieval period. By the late 6th century a small church had been built into the structure of the amphitheatre, though this apparently did not confer any particular religious significance on the building as a whole. The arena was converted into a cemetery. The numerous vaulted spaces in the arcades under the seating were converted into housing and workshops, and are recorded as still being rented out as late as the 12th century. Around 1200 the Frangipani family took over the Colosseum and fortified it, apparently using it as a castle.

Severe damage was inflicted on the Colosseum by the great earthquake in 1349, causing the outer south side, lying on a less stable alluvional terrain, to collapse. Much of the tumbled stone was reused to build palaces, churches, hospitals and other buildings elsewhere in Rome. A religious order moved into the northern third of the Colosseum in the mid-14th century and continued to inhabit it until as late as the early 19th century. The interior of the amphitheatre was extensively stripped of stone, which was reused elsewhere, or (in the case of the marble façade) was burned to make quicklime.[12] The bronze clamps which held the stonework together were pried or hacked out of the walls, leaving numerous pockmarks which still scar the building today.

During the 16th and 17th century, Church officials sought a productive role for the vast derelict hulk of the Colosseum. Pope Sixtus V (1585–1590) planned to turn the building into a wool factory to provide employment for Rome's prostitutes, though this proposal fell through with his premature death.[15] In 1671 Cardinal Altieri authorized its use for bullfights; a public outcry caused the idea to be hastily abandoned.

In 1749, Pope Benedict XIV endorsed as official Church policy the view that the Colosseum was a sacred site where early Christians had been martyred. He forbade the use of the Colosseum as a quarry and consecrated the building to the Passion of Christ and installed Stations of the Cross, declaring it sanctified by the blood of the Christian martyrs who perished there (see Christians and the Colosseum). However there is no historical evidence to support Benedict's claim, nor is there even any evidence that anyone prior to the 16th century suggested this might be the case; the Catholic Encyclopedia concludes that there are no historical grounds for the supposition. Later popes initiated various stabilization and restoration projects, removing the extensive vegetation which had overgrown the structure and threatened to damage it further. The façade was reinforced with triangular brick wedges in 1807 and 1827, and the interior was repaired in 1831, 1846 and in the 1930s. The arena substructure was partly excavated in 1810–1814 and 1874 and was fully exposed under Benito Mussolini in the 1930s.

The Colosseum is today one of Rome's most popular tourist attractions, receiving millions of visitors annually. The effects of pollution and general deterioration over time prompted a major restoration programme carried out between 1993 and 2000, at a cost of 40 billion Italian lire ($19.3m / €20.6m at 2000 prices). In recent years it has become a symbol of the international campaign against capital punishment, which was abolished in Italy in 1948. Several anti–death penalty demonstrations took place in front of the Colosseum in 2000. Since that time, as a gesture against the death penalty, the local authorities of Rome change the color of the Colosseum's night time illumination from white to gold whenever a person condemned to the death penalty anywhere in the world gets their sentence commuted or is released,[16] or if a jurisdiction abolishes the death penalty. Most recently, the Colosseum was illuminated in gold when capital punishment was abolished in the American state of New Mexico in April 2009.

Because of the ruined state of the interior, it is impractical to use the Colosseum to host large events; only a few hundred spectators can be accommodated in temporary seating. However, much larger concerts have been held just outside, using the Colosseum as a backdrop. Performers who have played at the Colosseum in recent years have included Ray Charles (May 2002),[18] Paul McCartney (May 2003),[19] Elton John (September 2005),[20] and Billy Joel (July 2006).

Exterior

Unlike earlier Greek theatres that were built into hillsides, the Colosseum is an entirely free-standing structure. It derives its basic exterior and interior architecture from that of two Roman theatres back to back. It is elliptical in plan and is 189 meters (615 ft / 640 Roman feet) long, and 156 meters (510 ft / 528 Roman feet) wide, with a base area of 6 acres (24,000 m2). The height of the outer wall is 48 meters (157 ft / 165 Roman feet). The perimeter originally measured 545 meters (1,788 ft / 1,835 Roman feet). The central arena is an oval 87 m (287 ft) long and 55 m (180 ft) wide, surrounded by a wall 5 m (15 ft) high, above which rose tiers of seating.

The outer wall is estimated to have required over 100,000 cubic meters (131,000 cu yd) of travertine stone which were set without mortar held together by 300 tons of iron clamps.[12] However, it has suffered extensive damage over the centuries, with large segments having collapsed following earthquakes. The north side of the perimeter wall is still standing; the distinctive triangular brick wedges at each end are modern additions, having been constructed in the early 19th century to shore up the wall. The remainder of the present-day exterior of the Colosseum is in fact the original interior wall.

The surviving part of the outer wall's monumental façade comprises three stories of superimposed arcades surmounted by a podium on which stands a tall attic, both of which are pierced by windows interspersed at regular intervals. The arcades are framed by half-columns of the Tuscan, Ionic, and Corinthian orders, while the attic is decorated with Corinthian pilasters.[21] Each of the arches in the second- and third-floor arcades framed statues, probably honoring divinities and other figures from Classical mythology.

Two hundred and forty mast corbels were positioned around the top of the attic. They originally supported a retractable awning, known as the velarium, that kept the sun and rain off spectators. This consisted of a canvas-covered, net-like structure made of ropes, with a hole in the center.[3] It covered two-thirds of the arena, and sloped down towards the center to catch the wind and provide a breeze for the audience. Sailors, specially enlisted from the Roman naval headquarters at Misenum and housed in the nearby Castra Misenatium, were used to work the velarium.[22]

The Colosseum's huge crowd capacity made it essential that the venue could be filled or evacuated quickly. Its architects adopted solutions very similar to those used in modern stadiums to deal with the same problem. The amphitheatre was ringed by eighty entrances at ground level, 76 of which were used by ordinary spectators.[3] Each entrance and exit was numbered, as was each staircase. The northern main entrance was reserved for the Roman Emperor and his aides, whilst the other three axial entrances were most likely used by the elite. All four axial entrances were richly decorated with painted stucco reliefs, of which fragments survive. Many of the original outer entrances have disappeared with the collapse of the perimeter wall, but entrances XXIII (23) to LIV (54) still survive.[12]

Spectators were given tickets in the form of numbered pottery shards, which directed them to the appropriate section and row. They accessed their seats via vomitoria (singular vomitorium), passageways that opened into a tier of seats from below or behind. These quickly dispersed people into their seats and, upon conclusion of the event or in an emergency evacuation, could permit their exit within only a few minutes. The name vomitoria derived from the Latin word for a rapid discharge, from which English derives the word vomit.

Interior

According to the Codex-Calendar of 354, the Colosseum could accommodate 87,000 people, although modern estimates put the figure at around 50,000. They were seated in a tiered arrangement that reflected the rigidly stratified nature of Roman society. Special boxes were provided at the north and south ends respectively for the Emperor and the Vestal Virgins, providing the best views of the arena. Flanking them at the same level was a broad platform or podium for the senatorial class, who were allowed to bring their own chairs. The names of some 5th century senators can still be seen carved into the stonework, presumably reserving areas for their use.

The tier above the senators, known as the maenianum primum, was occupied by the non-senatorial noble class or knights (equites). The next level up, the maenianum secundum, was originally reserved for ordinary Roman citizens (plebians) and was divided into two sections. The lower part (the immum) was for wealthy citizens, while the upper part (the summum) was for poor citizens. Specific sectors were provided for other social groups: for instance, boys with their tutors, soldiers on leave, foreign dignitaries, scribes, heralds, priests and so on. Stone (and later marble) seating was provided for the citizens and nobles, who presumably would have brought their own cushions with them. Inscriptions identified the areas reserved for specific groups.

Another level, the maenianum secundum in legneis, was added at the very top of the building during the reign of Domitian. This comprised a gallery for the common poor, slaves and women. It would have been either standing room only, or would have had very steep wooden benches. Some groups were banned altogether from the Colosseum, notably gravediggers, actors and former gladiators.

Each tier was divided into sections (maeniana) by curved passages and low walls (praecinctiones or baltei), and were subdivided into cunei, or wedges, by the steps and aisles from the vomitoria. Each row (gradus) of seats was numbered, permitting each individual seat to be exactly designated by its gradus, cuneus, and number.

The arena itself was 83 meters by 48 meters (272 ft by 157 ft / 280 by 163 Roman feet).[12] It comprised a wooden floor covered by sand (the Latin word for sand is harena or arena), covering an elaborate underground structure called the hypogeum (literally meaning "underground"). Little now remains of the original arena floor, but the hypogeum is still clearly visible. It consisted of a two-level subterranean network of tunnels and cages beneath the arena where gladiators and animals were held before contests began. Eighty vertical shafts provided instant access to the arena for caged animals and scenery pieces concealed underneath; larger hinged platforms, called hegmata, provided access for elephants and the like. It was restructured on numerous occasions; at least twelve different phases of construction can be seen.[12]

The hypogeum was connected by underground tunnels to a number of points outside the Colosseum. Animals and performers were brought through the tunnel from nearby stables, with the gladiators' barracks at the Ludus Magnus to the east also being connected by tunnels. Separate tunnels were provided for the Emperor and the Vestal Virgins to permit them to enter and exit the Colosseum without needing to pass through the crowds.[12]

Substantial quantities of machinery also existed in the hypogeum. Elevators and pulleys raised and lowered scenery and props, as well as lifting caged animals to the surface for release. There is evidence for the existence of major hydraulic mechanisms[12] and according to ancient accounts, it was possible to flood the arena rapidly, presumably via a connection to a nearby aqueduct.

The Colosseum and its activities supported a substantial industry in the area. In addition to the amphitheatre itself, many other buildings nearby were linked to the games. Immediately to the east is the remains of the Ludus Magnus, a training school for gladiators. This was connected to the Colosseum by an underground passage, to allow easy access for the gladiators. The Ludus Magnus had its own miniature training arena, which was itself a popular attraction for Roman spectators. Other training schools were in the same area, including the Ludus Matutinus (Morning School), where fighters of animals were trained, plus the Dacian and Gallic Schools.

Also nearby were the Armamentarium, comprising an armory to store weapons; the Summum Choragium, where machinery was stored; the Sanitarium, which had facilities to treat wounded gladiators; and the Spoliarium, where bodies of dead gladiators were stripped of their armor and disposed of.

Around the perimeter of the Colosseum, at a distance of 18 m (59 ft) from the perimeter, was a series of tall stone posts, with five remaining on the eastern side. Various explanations have been advanced for their presence; they may have been a religious boundary, or an outer boundary for ticket checks, or an anchor for the velarium or awning.

Right next to the Colosseum is also the Arch of Constantine.

he Colosseum was used to host gladiatorial shows as well as a variety of other events. The shows, called munera, were always given by private individuals rather than the state. They had a strong religious element but were also demonstrations of power and family prestige, and were immensely popular with the population. Another popular type of show was the animal hunt, or venatio. This utilized a great variety of wild beasts, mainly imported from Africa and the Middle East, and included creatures such as rhinoceros, hippopotamuses, elephants, giraffes, aurochs, wisents, barbary lions, panthers, leopards, bears, caspian tigers, crocodiles and ostriches. Battles and hunts were often staged amid elaborate sets with movable trees and buildings. Such events were occasionally on a huge scale; Trajan is said to have celebrated his victories in Dacia in 107 with contests involving 11,000 animals and 10,000 gladiators over the course of 123 days.

During the early days of the Colosseum, ancient writers recorded that the building was used for naumachiae (more properly known as navalia proelia) or simulated sea battles. Accounts of the inaugural games held by Titus in AD 80 describe it being filled with water for a display of specially trained swimming horses and bulls. There is also an account of a re-enactment of a famous sea battle between the Corcyrean (Corfiot) Greeks and the Corinthians. This has been the subject of some debate among historians; although providing the water would not have been a problem, it is unclear how the arena could have been waterproofed, nor would there have been enough space in the arena for the warships to move around. It has been suggested that the reports either have the location wrong, or that the Colosseum originally featured a wide floodable channel down its central axis (which would later have been replaced by the hypogeum).[12]

Sylvae or recreations of natural scenes were also held in the arena. Painters, technicians and architects would construct a simulation of a forest with real trees and bushes planted in the arena's floor. Animals would be introduced to populate the scene for the delight of the crowd. Such scenes might be used simply to display a natural environment for the urban population, or could otherwise be used as the backdrop for hunts or dramas depicting episodes from mythology. They were also occasionally used for executions in which the hero of the story — played by a condemned person — was killed in one of various gruesome but mythologically authentic ways, such as being mauled by beasts or burned to death.

The Colosseum today is now a major tourist attraction in Rome with thousands of tourists each year paying to view the interior arena, though entrance for EU citizens is partially subsidised, and under-18 and over-65 EU citizens' entrances are free.[24] There is now a museum dedicated to Eros located in the upper floor of the outer wall of the building. Part of the arena floor has been re-floored. Beneath the Colosseum, a network of subterranean passageways once used to transport wild animals and gladiators to the arena opened to the public in summer 2010.[25]

The Colosseum is also the site of Roman Catholic ceremonies in the 20th and 21st centuries. For instance, Pope Benedict XVI leads the Stations of the Cross called the Scriptural Way of the Cross (which calls for more meditation) at the Colosseum[26][27] on Good Fridays.

In the Middle Ages, the Colosseum was clearly not regarded as a sacred site. Its use as a fortress and then a quarry demonstrates how little spiritual importance was attached to it, at a time when sites associated with martyrs were highly venerated. It was not included in the itineraries compiled for the use of pilgrims nor in works such as the 12th century Mirabilia Urbis Romae ("Marvels of the City of Rome"), which claims the Circus Flaminius — but not the Colosseum — as the site of martyrdoms. Part of the structure was inhabited by a Christian order, but apparently not for any particular religious reason.

It appears to have been only in the 16th and 17th centuries that the Colosseum came to be regarded as a Christian site. Pope Pius V (1566–1572) is said to have recommended that pilgrims gather sand from the arena of the Colosseum to serve as a relic, on the grounds that it was impregnated with the blood of martyrs. This seems to have been a minority view until it was popularised nearly a century later by Fioravante Martinelli, who listed the Colosseum at the head of a list of places sacred to the martyrs in his 1653 book Roma ex ethnica sacra.

Martinelli's book evidently had an effect on public opinion; in response to Cardinal Altieri's proposal some years later to turn the Colosseum into a bullring, Carlo Tomassi published a pamphlet in protest against what he regarded as an act of desecration. The ensuing controversy persuaded Pope Clement X to close the Colosseum's external arcades and declare it a sanctuary, though quarrying continued for some time.

At the instance of St. Leonard of Port Maurice, Pope Benedict XIV (1740–1758) forbade the quarrying of the Colosseum and erected Stations of the Cross around the arena, which remained until February 1874. St. Benedict Joseph Labre spent the later years of his life within the walls of the Colosseum, living on alms, prior to his death in 1783. Several 19th century popes funded repair and restoration work on the Colosseum, and it still retains a Christian connection today. Crosses stand in several points around the arena and every Good Friday the Pope leads a Via Crucis procession to the amphitheatre.

 

Coliseu (Colosseo)

A seguir, um texto, em português, da Wikipédia, a enciclopédia livre:

 

O Coliseu, também conhecido como Anfiteatro Flaviano, deve seu nome à expressão latina Colosseum (ou Coliseus, no latim tardio), devido à estátua colossal de Nero, que ficava perto a edificação. Localizado no centro de Roma, é uma excepção de entre os anfiteatros pelo seu volume e relevo arquitectónico. Originalmente capaz de albergar perto de 50 000 pessoas, e com 48 metros de altura, era usado para variados espetáculos. Foi construído a leste do fórum romano e demorou entre 8 a 10 anos a ser construído.

O Coliseu foi utilizado durante aproximadamente 500 anos, tendo sido o último registro efetuado no século VI da nossa era, bastante depois da queda de Roma em 476. O edifício deixou de ser usado para entretenimento no começo da era medieval, mas foi mais tarde usado como habitação, oficina, forte, pedreira, sede de ordens religiosas e templo cristão.

Embora esteja agora em ruínas devido a terremotos e pilhagens, o Coliseu sempre foi visto como símbolo do Império Romano, sendo um dos melhores exemplos da sua arquitectura. Actualmente é uma das maiores atrações turísticas em Roma e em 7 de julho de 2007 foi eleita umas das "Sete maravilhas do mundo moderno". Além disso, o Coliseu ainda tem ligações à igreja, com o Papa a liderar a procissão da Via Sacra até ao Coliseu todas as Sextas-feiras Santas.

O coliseu era um local onde seriam exibidos toda uma série de espectáculos, inseridos nos vários tipos de jogos realizados na urbe. Os combates entre gladiadores, chamados muneras, eram sempre pagos por pessoas individuais em busca de prestígio e poder em vez do estado. A arena (87,5 m por 55 m) possuía um piso de madeira, normalmente coberto de areia para absorver o sangue dos combates (certa vez foi colocada água na representação de uma batalha naval), sob o qual existia um nível subterrâneo com celas e jaulas que tinham acessos diretos para a arena; Alguns detalhes dessa construção, como a cobertura removível que poupava os espectadores do sol, são bastante interessantes, e mostram o refinamento atingido pelos construtores romanos. Formado por cinco anéis concêntricos de arcos e abóbadas, o Coliseu representa bem o avanço introduzido pelos romanos à engenharia de estruturas. Esses arcos são de concreto (de cimento natural) revestidos por alvenaria. Na verdade, a alvenaria era construída simultaneamente e já servia de forma para a concretagem. Outro tipo de espetáculos era a caça de animais, ou venatio, onde eram utilizados animais selvagens importados de África. Os animais mais utilizados eram os grandes felinos como leões, leopardos e panteras, mas animais como rinocerontes, hipopótamos, elefantes, girafas, crocodilos e avestruzes eram também utilizados. As caçadas, tal como as representações de batalhas famosas, eram efetuadas em elaborados cenários onde constavam árvores e edifícios amovíveis.

Estas últimas eram por vezes representadas numa escala gigante; Trajano celebrou a sua vitória em Dácia no ano 107 com concursos envolvendo 11 000 animais e 10 000 gladiadores no decorrer de 123 dias.

Segundo o documentário produzido pelo canal televisivo fechado, History Channel, o Coliseu também era utilizado para a realização de naumaquias, ou batalhas navais. O coliseu era inundado por dutos subterrâneos alimentados pelos aquedutos que traziam água de longe. Passada esta fase, foi construída uma estrutura, que é a que podemos ver hoje nas ruínas do Coliseu, com altura de um prédio de dois andares, onde no passado se concentravam os gladiadores, feras e todo o pessoal que organizava os duelos que ocorreriam na arena. A arena era como um grande palco, feito de madeira, e se chama arena, que em italiano significa areia, porque era jogada areia sob a estrutura de madeira para esconder as imperfeições. Os animais podiam ser inseridos nos duelos a qualquer momento por um esquema de elevadores que surgiam em alguns pontos da arena; o filme "Gladiador" retrata muito bem esta questão dos elevadores. Os estudiosos, há pouco tempo, descobriram uma rede de dutos inundados por baixo da arena do Coliseu. Acredita-se que o Coliseu foi construído onde, outrora, foi o lago do Palácio Dourado de Nero; O imperador Vespasiano escolheu o local da construção para que o mal causado por Nero fosse esquecido por uma construção gloriosa.

Sylvae, ou recreações de cenas naturais eram também realizadas no Coliseu. Pintores, técnicos e arquitectos construiriam simulações de florestas com árvores e arbustos reais plantados no chão da arena. Animais seriam então introduzidos para dar vida à simulação. Esses cenários podiam servir só para agrado do público ou como pano de fundo para caçadas ou dramas representando episódios da mitologia romana, tão autênticos quanto possível, ao ponto de pessoas condenadas fazerem o papel de heróis onde eram mortos de maneiras horríveis mas mitologicamente autênticas, como mutilados por animais ou queimados vivos.

Embora o Coliseu tenha funcionado até ao século VI da nossa Era, foram proibidos os jogos com mortes humanas desde 404, sendo apenas massacrados animais como elefantes, panteras ou leões.

O Coliseu era sobretudo um enorme instrumento de propaganda e difusão da filosofia de toda uma civilização, e tal como era já profetizado pelo monge e historiador inglês Beda na sua obra do século VII "De temporibus liber": "Enquanto o Coliseu se mantiver de pé, Roma permanecerá; quando o Coliseu ruir, Roma ruirá e quando Roma cair, o mundo cairá".

A construção do Coliseu foi iniciada por Vespasiano, nos anos 70 da nossa era. O edifício foi inaugurado por Tito, em 80, embora apenas tivesse sido finalizado poucos anos depois. Empresa colossal, este edifício, inicialmente, poderia sustentar no seu interior cerca de 50 000 espectadores, constando de três andares. Aquando do reinado de Alexandre Severo e Gordiano III, é ampliado com um quarto andar, podendo suster agora cerca de 90 000 espectadores. A grandiosidade deste monumento testemunha verdadeiramente o poder e esplendor de Roma na época dos Flávios.

Os jogos inaugurais do Coliseu tiveram lugar ano 80, sob o mandato de Tito, para celebrar a finalização da construção. Depois do curto reinado de Tito começar com vários meses de desastres, incluindo a erupção do Monte Vesúvio, um incêndio em Roma, e um surto de peste, o mesmo imperador inaugurou o edifício com uns jogos pródigos que duraram mais de cem dias, talvez para tentar apaziguar o público romano e os deuses. Nesses jogos de cem dias terão ocorrido combates de gladiadores, venationes (lutas de animais), execuções, batalhas navais, caçadas e outros divertimentos numa escala sem precedentes.

O Coliseu, como não se encontrava inserido numa zona de encosta, enterrado, tal como normalmente sucede com a generalidade dos teatros e anfiteatros romanos, possuía um “anel” artificial de rocha à sua volta, para garantir sustentação e, ao mesmo tempo, esta substrutura serve como ornamento ao edifício e como condicionador da entrada dos espectadores. Tal como foi referido anteriormente, possuía três pisos, sendo mais tarde adicionado um outro. É construído em mármore, pedra travertina, ladrilho e tufo (pedra calcária com grandes poros). A sua planta elíptica mede dois eixos que se estendem aproximadamente de 190 m por 155 m. A fachada compõe-se de arcadas decoradas com colunas dóricas, jónicas e coríntias, de acordo com o pavimento em que se encontravam. Esta subdivisão deve-se ao facto de ser uma construção essencialmente vertical, criando assim uma diversificação do espaço.

 

Os assentos eram em mármore e a cavea, escadaria ou arquibancada, dividia-se em três partes, correspondentes às diferentes classes sociais: o podium, para as classes altas; as maeniana, sector destinado à classe média; e os portici, ou pórticos, construídos em madeira, para a plebe e as mulheres. O pulvinar, a tribuna imperial, encontrava-se situada no podium e era balizada pelos assentos reservados aos senadores e magistrados. Rampas no interior do edifício facilitavam o acesso às várias zonas de onde podiam visualizar o espectáculo, sendo protegidos por uma barreira e por uma série de arqueiros posicionados numa passagem de madeira, para o caso de algum acidente. Por cima dos muros ainda são visíveis as mísulas, que sustentavam o velarium, enorme cobertura de lona destinada a proteger do sol os espectadores e, nos subterrâneos, ficavam as jaulas dos animais, bem como todas as celas e galerias necessárias aos serviços do anfiteatro.

O monumento permaneceu como sede principal dos espetáculos da urbe romana até ao período do imperador Honorius, no século V. Danificado por um terremoto no começo do mesmo século, foi alvo de uma extensiva restauração na época de Valentinianus III. Em meados do século XIII, a família Frangipani transformou-o em fortaleza e, ao longo dos séculos XV e XVI, foi por diversas vezes saqueado, perdendo grande parte dos materiais nobres com os quais tinha sido construído.

Os relatos romanos referem-se a cristãos sendo martirizados em locais de Roma descritos pouco pormenorizadamente (no anfiteatro, na arena...), quando Roma tinha numerosos anfiteatros e arenas. Apesar de muito provavelmente o Coliseu não ter sido utilizado para martírios, o Papa Bento XIV consagrou-o no século XVII à Paixão de Cristo e declarou-o lugar sagrado. Os trabalhos de consolidação e restauração parcial do monumento, já há muito em ruínas, foram feitos sobretudo pelos pontífices Gregório XVI e Pio IX, no século XIX.

Moscow, WWII Miseum at Poklonnaya Gora. May 2009

 

The Sturmgeschütz III (StuG III) assault gun was Germany's most produced armoured fighting vehicle during World War II. It was built on the chassis of the proven Panzer III tank. Initially intended as a mobile, armoured light gun for infantry support, the StuG was continually modified and was widely employed as a tank destroyer.

   

Development

 

The Sturmgeschütz III originated from German experiences in World War I when it was discovered that during the offensives on the western front the infantry lacked the means to effectively engage fortifications. The artillery of the time was heavy and not mobile enough to keep up with the advancing infantry to destroy bunkers, pillboxes, and other minor obstacles with direct-fire. Although the problem was well-known in the German army, it was General Erich von Manstein who is considered the father of the Sturmartillerie. This is because the initial proposal was from (then) Colonel Erich von Manstein and submitted to General Ludwig Beck in 1935, suggesting that Sturmartillerie ("assault artillery") units should be used in a direct-fire support role for infantry divisions. On June 15, 1936, Daimler-Benz AG received an order to develop an armoured infantry support vehicle capable of mounting a 75 mm (2.95 in) artillery piece. The gun was to have a limited traverse of a minimum of 25° and be mounted in an enclosed superstructure that provided overhead protection for the crew. The height of the vehicle was not to exceed that of the average man.

 

Daimler-Benz AG used the chassis and running gear of its recently designed Pz.Kpfw. III medium tank as a basis for the new vehicle. Prototype manufacture was passed over to Alkett, which produced five examples in 1937 of the experimental 0-series StuG based upon the Pz.Kpfw. III Ausf. B. These prototypes featured a mild steel superstructure and Krupp’s short-barreled 75 mm StuK 37 L/24 cannon. This model was known as the Sturmgeschütz Ausführung A.

  

StuG III, Ausf. AWhile the StuG III was considered self-propelled artillery it was not initially clear which arm of the Wehrmacht would handle the new weapon. The Panzer arm, who was the natural user of tracked fighting vehicles, had no resources to spare for the formation of StuG units, and neither did the Infantry branch. It was therefore agreed, after a discussion, it would best be employed by becoming a part of the artillery arm.

 

The StuGs were organised into battalions (later renamed "brigades" for disinformation purposes) and followed their own specific doctrine. Infantry support using direct-fire was its intended role, and later there was also a strong emphasis on destroying enemy armour whenever encountered.

  

StuG III, Ausf. G, September 1944As the StuG III was designed to fill an infantry close support combat role, early models were fitted with a low-velocity 75 mm StuK 37 L/24 gun to destroy soft-skin targets and fortifications. After the Germans encountered the Soviet KV-1 and T-34 tanks, the StuG III was equipped with a high-velocity 75 mm StuK 40 L/43 main gun (Spring 1942) and later – the 75 mm StuK 40 L/48 (Autumn 1942) anti-tank gun. These versions were known as the Sturmgeschütz 40 Ausführung F, Ausf. F/8 and Ausf. G.

 

When the StuG IV entered production in late 1943, early 1944, the "III" was added to the name to separate them from the Panzer IV-based assault guns. All previous and following models were thereafter known as Sturmgeschütz III.

 

Beginning with the StuG III Ausf. E a 7.92 mm MG34 was mounted on the hull for added anti-infantry protection while some StuG III Ausf. G models were equipped with an additional coaxial 7.92 mm MG34.

 

The vehicles of the Sturmgeschütz series were cheaper and faster to build than contemporary German tanks; at 82,500 RM, a StuG III Ausf G was cheaper than a Panzer III Ausf. M which cost 103,163 RM to build. By the end of the war, 10,619 StuG III and StuH 42 had been built.[1] This was due to the omission of the turret, which greatly simplified manufacture and allowed the chassis to carry a larger gun than it could otherwise.

  

Operational history

 

Stug III in Sofia, BulgariaOverall, Sturmgeschütz series assault guns proved very successful and served on all fronts as assault guns and tank destroyers. Although Tigers and Panthers have earned a greater notoriety, assault guns collectively destroyed more tanks. Because of their low silhouette, StuG IIIs were easy to camouflage and a difficult target. Sturmgeschütz crews were considered to be the elite of the artillery units. Sturmgeschütz units held a very impressive record of tank kills – some 20,000 enemy tanks by the spring of 1944.[2] As of April 10 1945, there were 1,053 StuG IIIs and 277 StuH 42s in service. Approximately 9,500 StuG IIIs of various types were produced until March 1945 by Alkett and a small number by MIAG.

 

In terms of the resources expended in their construction, the StuG assault guns were extremely cost-effective compared to the heavier German tanks, though in the anti-tank role, it was best used defensively, as the lack of a turret would be a severe disadvantage out in the open. As the German military situation deteriorated later in the war, more and more StuG guns were constructed in comparison to tanks, in an effort to replace losses and bolster defences against the encroaching Allied forces.

 

In 1944 the Finnish Army received 59 StuG III Ausf. Gs from Germany (30 Stu 40 Ausf.G and 29 StuG III Ausf. G) and used them against the Soviet Union. These destroyed at least 87 enemy tanks for a loss of only 8 StuGs[2] (some of these were destroyed by their crews when they abandoned the vehicle to prevent capture). After the war, they were the main combat vehicles of the Finnish Army until the early 1960s. These StuGs gained the nickname "Sturmi" which can be found in some plastic kit models.

 

StuG IIIs were also exported to other nations like Bulgaria, Hungary, Italy, Romania, and Spain.

 

Many German Sturmgeschütz IIIs were captured by Yugoslav Partisans and after the war they were used by the Yugoslav Peoples Army until the 1950s.

 

After the Second World War, the Soviet Union donated some of their captured German vehicles to Syria, which continued to use them at least until the Six Days War (1967).

 

Wikipedia

 

Sturmgeschütz III (StuG III) (Штурмгешутц III (Штуг III)— средняя по массе немецкая самоходно-артиллерийская установка класса штурмовых орудий времён Второй мировой войны на базе танка Pz Kpfw III. Серийно выпускалась в различных модификациях с 1940 по 1945 год и стала самым массовым по численности представителем бронетехники вермахта (выпущено 8636 самоходок с 75-мм орудиями).

  

StuG III — компоновка боевого подразделения и размещение в нем экипажаПолное официальное название машины — Gepanzerte Selbstfahrlafette fur Sturmgeschütz 7,5 cm Kanone. По ведомственному рубрикатору министерства вооружений нацистской Германии самоходка обозначалась как Sd Kfz 142. StuG III также обозначается как StuG 40, в советской литературе эту машину именовали как Артштурм. StuG III активно использовались на всех фронтах Второй мировой войны и в целом получили хорошие отзывы немецкого командования: к началу 1944 на счету StuG III было около 20,000 танков противника Захваченные Красной Армией StuG III переделывались в самоходки СУ-76И, вооружённые той же пушкой Ф-34, что и у танка Т-34.

   

[править] История

В 1935 Эрих фон Манштейн в письме к генералу Беку описал идею машин «штурмовой артиллерии», главной задачей которых должна была бы быть непосредственная поддержка атакующих подразделений пехоты. После проработки подробных запросов, 15 июня 1936 г. фирма «Даймлер-Бенц АГ» получила заказ на проектирование бронированных машин поддержки пехоты, вооруженных 75 мм пушкой, со свободой движения ствола в горизонтальной плоскости по крайней мере в 25°. Машина должна была быть полностью бронирована, тем самым защищая экипаж от прямого огня неприятеля, а полная высота транспортного средства не должна была превышать высоту типичного солдата. Для разработки новой самоходки «Даймлер-Бенц» решил использовать шасси нового среднего танка Панцеркампфваген III . Первые пять прототипов были произведены в 1937 г. на шасси Панцеркампфваген III Аусф. Б. Они были вооружены короткоствольной 75 мм пушкой Штурмканоне 37 Л/24 (со стволом в 24 калибра) с низкой начальной скоростью снаряда. После столкновения в России с танками Т-34 было решено переоборудовать ШТУГ III длинноствольной пушкой, пригодной для поражения брони советских танков. С весны 1942 г. стали использовать пушки 75 мм Штурмканоне 40 Л/43, а осенью этого года ещё более длинноствольные версии этой пушки — Л/48. Более поздние модели ШТУГа III также были оснащены пулеметом Мг34 калибром 7,92 мм, установленным перед командирским люком (так как другого способа установки пулемета не имелось). Все машины из серии Штурмгешутс были дешевле в производстве, чем танки на тех же шасси. ШТУГ III стоил 82,5 тысяч марок, в то время как Панцеркампфваген III стоил более 103 тысяч марок. По сравнению с этим, например, буксируемый вариант той же 75 мм пушки, используемой в Штуге, стоил 12 тыс. марок. До конца войны было произведено свыше 10500 экземпляров в разных модификациях.

 

The Shipley Art Gallery is an art gallery in Gateshead, Tyne and Wear, England, located at the south end of Prince Consort Road. It has a Designated Collection of national importance.

 

Origins

The Shipley Art Gallery opened to the public in 1917. This was made possible by a bequest from wealthy local solicitor and art collector, Joseph Ainsley Davidson Shipley (1822–1909).

 

Shipley was a rather enigmatic person about whom little is known. He was born in Gateshead, near High Street. He was a solicitor in the Newcastle firm of Hoyle, Shipley and Hoyle. From 1884 until his death, he leased Saltwell Park House, now known as Saltwell Towers. Shipley's main passion was art and collecting paintings. He bought his first painting when he was sixteen and by the time he died he had amassed a collection of some 2,500 paintings.

 

On his death, Shipley left £30,000 and all his pictures to the City of Newcastle, which was to build a new gallery to house the collection. This was to be known as "The Shipley Bequest". Current belief within local history circles is that Shipley’s will expressly banned Newcastle’s art gallery as a recipient of the bequest, but this assertion must be dismissed: since the foundation stone of the Laing Art Gallery was laid only in August 1901 and the gallery opened in October 1904, the institution did not yet exist in 1900, when Shipley’s will was compiled. Shipley’s will did, in fact, declare that ‘the Art Gallery to be erected in Higham Place will not be and shall not be regarded as an Art Gallery within this trust’, owing to its being ‘too small’, but he conceded that if it ‘shall be capable of being enlarged so as to render it capable of holding all, then I direct my Trustees to raise the sum of £30,000 out of my residuary estate and pay the same to the treasurer of the gallery to be applied in or toward such enlargement as aforesaid’. It was only following a lengthy process that Gateshead Municipal Council was offered the collection. As it was impossible to house all of the paintings, 359 of the pictures recommended by the executors of Shipley's will were selected. A further group was then added by the Gateshead Committee, bringing the total to 504.

 

In 1914, after the sale of the remaining paintings, work began on the new art gallery. The building, which was designed by Arthur Stockwell, M.S.A. of Newcastle, opened on 29 November 1917. The stone entrance portico is distyle in antis – four Corinthian-style stone columns flanked by solid pilasters. These are surmounted by two sculptured figures, one representing the Arts and the other Industry and Learning, by W. Birnie Rhind, RSA. of Edinburgh.

 

Pevsner described the art gallery as a "bold arrangement of a brick central block and lower wings containing galleries". The building was designated as Grade II listed in 1982.

 

Present gallery

The original 504 paintings represented all the main European schools from the sixteenth to the nineteenth centuries. Since 1917, the collection has been added to, and now comprises some 10,000 items.

 

The gallery holds a strong collection of 16th and 17th century Dutch and Flemish paintings, as well as 19th century British works, watercolours, prints, drawings and sculpture. Also featured are items of local interest, which include the popular painting by William C. Irving ((1866–1943) of "Blaydon Races" (1903) and a 1970 street scene of Redheugh Crossroads by Gateshead-born Charlie Rogers.

 

Since 1977 the gallery has become established as a national centre for contemporary craftwork. It has built up one of the best collections outside London, which includes ceramics, wood, metal, glass, textiles and furniture. The Shipley is home to the Henry Rothschild collection of studio ceramics. In 2008, the Shipley opened its Designs for Life gallery which showcases the gallery's collections of contemporary craft and design. The Gallery also hosts a varied programme of temporary exhibitions and has a strong partnership with the V&A Museum in London.

 

The Shipley Art Gallery is managed by Tyne & Wear Archives & Museums on behalf of Gateshead Council.

 

Gateshead is a town in the Gateshead Metropolitan Borough of Tyne and Wear, England. It is on the River Tyne's southern bank. The town's attractions include the twenty metre tall Angel of the North sculpture on the town's southern outskirts, The Glasshouse International Centre for Music and the Baltic Centre for Contemporary Art. The town shares the Millennium Bridge, Tyne Bridge and multiple other bridges with Newcastle upon Tyne.

 

Historically part of County Durham, under the Local Government Act 1888 the town was made a county borough, meaning it was administered independently of the county council.

 

In the 2011 Census, the town had a population of 120,046 while the wider borough had 200,214.

 

History

Gateshead is first mentioned in Latin translation in Bede's Ecclesiastical History of the English People as ad caput caprae ("at the goat's head"). This interpretation is consistent with the later English attestations of the name, among them Gatesheued (c. 1190), literally "goat's head" but in the context of a place-name meaning 'headland or hill frequented by (wild) goats'. Although other derivations have been mooted, it is this that is given by the standard authorities.

 

A Brittonic predecessor, named with the element *gabro-, 'goat' (c.f. Welsh gafr), may underlie the name. Gateshead might have been the Roman-British fort of Gabrosentum.

 

Early

There has been a settlement on the Gateshead side of the River Tyne, around the old river crossing where the Swing Bridge now stands, since Roman times.

 

The first recorded mention of Gateshead is in the writings of the Venerable Bede who referred to an Abbot of Gateshead called Utta in 623. In 1068 William the Conqueror defeated the forces of Edgar the Ætheling and Malcolm king of Scotland (Shakespeare's Malcolm) on Gateshead Fell (now Low Fell and Sheriff Hill).

 

During medieval times Gateshead was under the jurisdiction of the Bishop of Durham. At this time the area was largely forest with some agricultural land. The forest was the subject of Gateshead's first charter, granted in the 12th century by Hugh du Puiset, Bishop of Durham. An alternative spelling may be "Gatishevede", as seen in a legal record, dated 1430.

 

Industrial revolution

Throughout the Industrial Revolution the population of Gateshead expanded rapidly; between 1801 and 1901 the increase was over 100,000. This expansion resulted in the spread southwards of the town.

 

In 1854, a catastrophic explosion on the quayside destroyed most of Gateshead's medieval heritage, and caused widespread damage on the Newcastle side of the river.

 

Sir Joseph Swan lived at Underhill, Low Fell, Gateshead from 1869 to 1883, where his experiments led to the invention of the electric light bulb. The house was the first in the world to be wired for domestic electric light.

 

In the 1889 one of the largest employers (Hawks, Crawshay and Company) closed down and unemployment has since been a burden. Up to the Second World War there were repeated newspaper reports of the unemployed sending deputations to the council to provide work. The depression years of the 1920s and 1930s created even more joblessness and the Team Valley Trading Estate was built in the mid-1930s to alleviate the situation.

 

Regeneration

In the late noughties, Gateshead Council started to regenerate the town, with the long-term aim of making Gateshead a city. The most extensive transformation occurred in the Quayside, with almost all the structures there being constructed or refurbished in this time.

 

In the early 2010s, regeneration refocused on the town centre. The £150 million Trinity Square development opened in May 2013, it incorporates student accommodation, a cinema, health centre and shops. It was nominated for the Carbuncle Cup in September 2014. The cup was however awarded to another development which involved Tesco, Woolwich Central.

 

Governance

In 1835, Gateshead was established as a municipal borough and in 1889 it was made a county borough, independent from Durham County Council.

 

In 1870, the Old Town Hall was built, designed by John Johnstone who also designed the previously built Newcastle Town Hall. The ornamental clock in front of the old town hall was presented to Gateshead in 1892 by the mayor, Walter de Lancey Willson, on the occasion of him being elected for a third time. He was also one of the founders of Walter Willson's, a chain of grocers in the North East and Cumbria. The old town hall also served as a magistrate's court and one of Gateshead's police stations.

 

Current

In 1974, following the Local Government Act 1972, the County Borough of Gateshead was merged with the urban districts of Felling, Whickham, Blaydon and Ryton and part of the rural district of Chester-le-Street to create the much larger Metropolitan Borough of Gateshead.

 

Geography

The town of Gateshead is in the North East of England in the ceremonial county of Tyne and Wear, and within the historic boundaries of County Durham. It is located on the southern bank of the River Tyne at a latitude of 54.57° N and a longitude of 1.35° W. Gateshead experiences a temperate climate which is considerably warmer than some other locations at similar latitudes as a result of the warming influence of the Gulf Stream (via the North Atlantic drift). It is located in the rain shadow of the North Pennines and is therefore in one of the driest regions of the United Kingdom.

 

One of the most distinguishing features of Gateshead is its topography. The land rises 230 feet from Gateshead Quays to the town centre and continues rising to a height of 525 feet at Queen Elizabeth Hospital in Sheriff Hill. This is in contrast to the flat and low lying Team Valley located on the western edges of town. The high elevations allow for impressive views over the Tyne valley into Newcastle and across Tyneside to Sunderland and the North Sea from lookouts in Windmill Hills and Windy Nook respectively.

 

The Office for National Statistics defines the town as an urban sub-division. The latest (2011) ONS urban sub-division of Gateshead contains the historical County Borough together with areas that the town has absorbed, including Dunston, Felling, Heworth, Pelaw and Bill Quay.

 

Given the proximity of Gateshead to Newcastle, just south of the River Tyne from the city centre, it is sometimes incorrectly referred to as being a part of Newcastle. Gateshead Council and Newcastle City Council teamed up in 2000 to create a unified marketing brand name, NewcastleGateshead, to better promote the whole of the Tyneside conurbation.

 

Economy

Gateshead is home to the MetroCentre, the largest shopping mall in the UK until 2008; and the Team Valley Trading Estate, once the largest and still one of the larger purpose-built commercial estates in the UK.

 

Arts

The Baltic Centre for Contemporary Art has been established in a converted flour mill. The Glasshouse International Centre for Music, previously The Sage, a Norman Foster-designed venue for music and the performing arts opened on 17 December 2004. Gateshead also hosted the Gateshead Garden Festival in 1990, rejuvenating 200 acres (0.81 km2) of derelict land (now mostly replaced with housing). The Angel of the North, a famous sculpture in nearby Lamesley, is visible from the A1 to the south of Gateshead, as well as from the East Coast Main Line. Other public art include works by Richard Deacon, Colin Rose, Sally Matthews, Andy Goldsworthy, Gordon Young and Michael Winstone.

 

Traditional and former

The earliest recorded coal mining in the Gateshead area is dated to 1344. As trade on the Tyne prospered there were several attempts by the burghers of Newcastle to annex Gateshead. In 1576 a small group of Newcastle merchants acquired the 'Grand Lease' of the manors of Gateshead and Whickham. In the hundred years from 1574 coal shipments from Newcastle increased elevenfold while the population of Gateshead doubled to approximately 5,500. However, the lease and the abundant coal supplies ended in 1680. The pits were shallow as problems of ventilation and flooding defeated attempts to mine coal from the deeper seams.

 

'William Cotesworth (1668-1726) was a prominent merchant based in Gateshead, where he was a leader in coal and international trade. Cotesworth began as the son of a yeoman and apprentice to a tallow - candler. He ended as an esquire, having been mayor, Justice of the Peace and sheriff of Northumberland. He collected tallow from all over England and sold it across the globe. He imported dyes from the Indies, as well as flax, wine, and grain. He sold tea, sugar, chocolate, and tobacco. He operated the largest coal mines in the area, and was a leading salt producer. As the government's principal agent in the North country, he was in contact with leading ministers.

 

William Hawks originally a blacksmith, started business in Gateshead in 1747, working with the iron brought to the Tyne as ballast by the Tyne colliers. Hawks and Co. eventually became one of the biggest iron businesses in the North, producing anchors, chains and so on to meet a growing demand. There was keen contemporary rivalry between 'Hawks' Blacks' and 'Crowley's Crew'. The famous 'Hawks' men' including Ned White, went on to be celebrated in Geordie song and story.

 

In 1831 a locomotive works was established by the Newcastle and Darlington Railway, later part of the York, Newcastle and Berwick Railway. In 1854 the works moved to the Greenesfield site and became the manufacturing headquarters of North Eastern Railway. In 1909, locomotive construction was moved to Darlington and the rest of the works were closed in 1932.

 

Robert Stirling Newall took out a patent on the manufacture of wire ropes in 1840 and in partnership with Messrs. Liddell and Gordon, set up his headquarters at Gateshead. A worldwide industry of wire-drawing resulted. The submarine telegraph cable received its definitive form through Newall's initiative, involving the use of gutta-percha surrounded by strong wires. The first successful Dover–Calais cable on 25 September 1851, was made in Newall's works. In 1853, he invented the brake-drum and cone for laying cable in deep seas. Half of the first Atlantic cable was manufactured in Gateshead. Newall was interested in astronomy, and his giant 25-inch (640 mm) telescope was set up in the garden at Ferndene, his Gateshead residence, in 1871.

 

Architecture

JB Priestley, writing of Gateshead in his 1934 travelogue English Journey, said that "no true civilisation could have produced such a town", adding that it appeared to have been designed "by an enemy of the human race".

 

Victorian

William Wailes the celebrated stained-glass maker, lived at South Dene from 1853 to 1860. In 1860, he designed Saltwell Towers as a fairy-tale palace for himself. It is an imposing Victorian mansion in its own park with a romantic skyline of turrets and battlements. It was originally furnished sumptuously by Gerrard Robinson. Some of the panelling installed by Robinson was later moved to the Shipley Art gallery. Wailes sold Saltwell Towers to the corporation in 1876 for use as a public park, provided he could use the house for the rest of his life. For many years the structure was essentially an empty shell but following a restoration programme it was reopened to the public in 2004.

 

Post millennium

The council sponsored the development of a Gateshead Quays cultural quarter. The development includes the Gateshead Millennium Bridge, erected in 2001, which won the prestigious Stirling Prize for Architecture in 2002.

 

Former brutalism

The brutalist Trinity Centre Car Park, which was designed by Owen Luder, dominated the town centre for many years until its demolition in 2010. A product of attempts to regenerate the area in the 1960s, the car park gained an iconic status due to its appearance in the 1971 film Get Carter, starring Michael Caine. An unsuccessful campaign to have the structure listed was backed by Sylvester Stallone, who played the main role in the 2000 remake of the film. The car park was scheduled for demolition in 2009, but this was delayed as a result of a disagreement between Tesco, who re-developed the site, and Gateshead Council. The council had not been given firm assurances that Tesco would build the previously envisioned town centre development which was to include a Tesco mega-store as well as shops, restaurants, cafes, bars, offices and student accommodation. The council effectively used the car park as a bargaining tool to ensure that the company adhered to the original proposals and blocked its demolition until they submitted a suitable planning application. Demolition finally took place in July–August 2010.

 

The Derwent Tower, another well known example of brutalist architecture, was also designed by Owen Luder and stood in the neighbourhood of Dunston. Like the Trinity Car Park it also failed in its bid to become a listed building and was demolished in 2012. Also located in this area are the Grade II listed Dunston Staithes which were built in 1890. Following the award of a Heritage Lottery Fund grant of almost £420,000 restoration of the structure is expected to begin in April 2014.

 

Sport

Gateshead International Stadium regularly holds international athletics meetings over the summer months, and is home of the Gateshead Harriers athletics club. It is also host to rugby league fixtures, and the home ground of Gateshead Football Club. Gateshead Thunder Rugby League Football Club played at Gateshead International Stadium until its purchase by Newcastle Rugby Limited and the subsequent rebranding as Newcastle Thunder. Both clubs have had their problems: Gateshead A.F.C. were controversially voted out of the Football League in 1960 in favour of Peterborough United, whilst Gateshead Thunder lost their place in Super League as a result of a takeover (officially termed a merger) by Hull F.C. Both Gateshead clubs continue to ply their trade at lower levels in their respective sports, thanks mainly to the efforts of their supporters. The Gateshead Senators American Football team also use the International Stadium, as well as this it was used in the 2006 Northern Conference champions in the British American Football League.

 

Gateshead Leisure Centre is home to the Gateshead Phoenix Basketball Team. The team currently plays in EBL League Division 4. Home games are usually on a Sunday afternoon during the season, which runs from September to March. The team was formed in 2013 and ended their initial season well placed to progress after defeating local rivals Newcastle Eagles II and promotion chasing Kingston Panthers.

 

In Low Fell there is a cricket club and a rugby club adjacent to each other on Eastwood Gardens. These are Gateshead Fell Cricket Club and Gateshead Rugby Club. Gateshead Rugby Club was formed in 1998 following the merger of Gateshead Fell Rugby Club and North Durham Rugby Club.

 

Transport

Gateshead is served by the following rail transport stations with some being operated by National Rail and some being Tyne & Wear Metro stations: Dunston, Felling, Gateshead Interchange, Gateshead Stadium, Heworth Interchange, MetroCentre and Pelaw.

 

Tyne & Wear Metro stations at Gateshead Interchange and Gateshead Stadium provide direct light-rail access to Newcastle Central, Newcastle Airport , Sunderland, Tynemouth and South Shields Interchange.

 

National Rail services are provided by Northern at Dunston and MetroCentre stations. The East Coast Main Line, which runs from London Kings Cross to Edinburgh Waverley, cuts directly through the town on its way between Newcastle Central and Chester-le-Street stations. There are presently no stations on this line within Gateshead, as Low Fell, Bensham and Gateshead West stations were closed in 1952, 1954 and 1965 respectively.

 

Road

Several major road links pass through Gateshead, including the A1 which links London to Edinburgh and the A184 which connects the town to Sunderland.

 

Gateshead Interchange is the busiest bus station in Tyne & Wear and was used by 3.9 million bus passengers in 2008.

 

Cycle routes

Various bicycle trails traverse the town; most notably is the recreational Keelmans Way (National Cycle Route 14), which is located on the south bank of the Tyne and takes riders along the entire Gateshead foreshore. Other prominent routes include the East Gateshead Cycleway, which connects to Felling, the West Gateshead Cycleway, which links the town centre to Dunston and the MetroCentre, and routes along both the old and new Durham roads, which take cyclists to Birtley, Wrekenton and the Angel of the North.

 

Religion

Christianity has been present in the town since at least the 7th century, when Bede mentioned a monastery in Gateshead. A church in the town was burned down in 1080 with the Bishop of Durham inside.[citation needed] St Mary's Church was built near to the site of that building, and was the only church in the town until the 1820s. Undoubtedly the oldest building on the Quayside, St Mary's has now re-opened to the public as the town's first heritage centre.

 

Many of the Anglican churches in the town date from the 19th century, when the population of the town grew dramatically and expanded into new areas. The town presently has a number of notable and large churches of many denominations.

 

Judaism

The Bensham district is home to a community of hundreds of Jewish families and used to be known as "Little Jerusalem". Within the community is the Gateshead Yeshiva, founded in 1929, and other Jewish educational institutions with international enrolments. These include two seminaries: Beis Medrash L'Morot and Beis Chaya Rochel seminary, colloquially known together as Gateshead "old" and "new" seminaries.

 

Many yeshivot and kollels also are active. Yeshivat Beer Hatorah, Sunderland Yeshiva, Nesivos Hatorah, Nezer Hatorah and Yeshiva Ketana make up some of the list.

 

Islam

Islam is practised by a large community of people in Gateshead and there are 2 mosques located in the Bensham area (in Ely Street and Villa Place).

 

Twinning

Gateshead is twinned with the town of Saint-Étienne-du-Rouvray near Rouen in France, and the city of Komatsu in Japan.

 

Notable people

Eliezer Adler – founder of Jewish Community

Marcus Bentley – narrator of Big Brother

Catherine Booth – wife of William Booth, known as the Mother of The Salvation Army

William Booth – founder of the Salvation Army

Mary Bowes – the Unhappy Countess, author and celebrity

Ian Branfoot – footballer and manager (Sheffield Wednesday and Southampton)

Andy Carroll – footballer (Newcastle United, Liverpool and West Ham United)

Frank Clark – footballer and manager (Newcastle United and Nottingham Forest)

David Clelland – Labour politician and MP

Derek Conway – former Conservative politician and MP

Joseph Cowen – Radical politician

Steve Cram – athlete (middle-distance runner)

Emily Davies – educational reformer and feminist, founder of Girton College, Cambridge

Daniel Defoe – writer and government agent

Ruth Dodds – politician, writer and co-founder of the Little Theatre

Jonathan Edwards – athlete (triple jumper) and television presenter

Sammy Johnson – actor (Spender)

George Elliot – industrialist and MP

Paul Gascoigne – footballer (Newcastle United, Tottenham Hotspur, Lazio, Rangers and Middlesbrough)

Alex Glasgow – singer/songwriter

Avrohom Gurwicz – rabbi, Dean of Gateshead Yeshiva

Leib Gurwicz – rabbi, Dean of Gateshead Yeshiva

Jill Halfpenny – actress (Coronation Street and EastEnders)

Chelsea Halfpenny – actress (Emmerdale)

David Hodgson – footballer and manager (Middlesbrough, Liverpool and Sunderland)

Sharon Hodgson – Labour politician and MP

Norman Hunter – footballer (Leeds United and member of 1966 World Cup-winning England squad)

Don Hutchison – footballer (Liverpool, West Ham United, Everton and Sunderland)

Brian Johnson – AC/DC frontman

Tommy Johnson – footballer (Aston Villa and Celtic)

Riley Jones - actor

Howard Kendall – footballer and manager (Preston North End and Everton)

J. Thomas Looney – Shakespeare scholar

Gary Madine – footballer (Sheffield Wednesday)

Justin McDonald – actor (Distant Shores)

Lawrie McMenemy – football manager (Southampton and Northern Ireland) and pundit

Thomas Mein – professional cyclist (Canyon DHB p/b Soreen)

Robert Stirling Newall – industrialist

Bezalel Rakow – communal rabbi

John William Rayner – flying ace and war hero

James Renforth – oarsman

Mariam Rezaei – musician and artist

Sir Tom Shakespeare - baronet, sociologist and disability rights campaigner

William Shield – Master of the King's Musick

Christina Stead – Australian novelist

John Steel – drummer (The Animals)

Henry Spencer Stephenson – chaplain to King George VI and Queen Elizabeth II

Steve Stone – footballer (Nottingham Forest, Aston Villa and Portsmouth)

Chris Swailes – footballer (Ipswich Town)

Sir Joseph Swan – inventor of the incandescent light bulb

Nicholas Trainor – cricketer (Gloucestershire)

Chris Waddle – footballer (Newcastle United, Tottenham Hotspur and Sheffield Wednesday)

William Wailes – stained glass maker

Taylor Wane – adult entertainer

Robert Spence Watson – public benefactor

Sylvia Waugh – author of The Mennyms series for children

Chris Wilkie – guitarist (Dubstar)

John Wilson - orchestral conductor

Peter Wilson – footballer (Gateshead, captain of Australia)

Thomas Wilson – poet/school founder

Robert Wood – Australian politician

Colosseum

Following, a text, in english, from the Wikipedia the Free Encyclopedia:

The Colosseum, or the Coliseum, originally the Flavian Amphitheatre (Latin: Amphitheatrum Flavium, Italian Anfiteatro Flavio or Colosseo), is an elliptical amphitheatre in the centre of the city of Rome, Italy, the largest ever built in the Roman Empire. It is considered one of the greatest works of Roman architecture and Roman engineering.

Occupying a site just east of the Roman Forum, its construction started between 70 and 72 AD[1] under the emperor Vespasian and was completed in 80 AD under Titus,[2] with further modifications being made during Domitian's reign (81–96).[3] The name "Amphitheatrum Flavium" derives from both Vespasian's and Titus's family name (Flavius, from the gens Flavia).

Capable of seating 50,000 spectators,[1][4][5] the Colosseum was used for gladiatorial contests and public spectacles such as mock sea battles, animal hunts, executions, re-enactments of famous battles, and dramas based on Classical mythology. The building ceased to be used for entertainment in the early medieval era. It was later reused for such purposes as housing, workshops, quarters for a religious order, a fortress, a quarry, and a Christian shrine.

Although in the 21st century it stays partially ruined because of damage caused by devastating earthquakes and stone-robbers, the Colosseum is an iconic symbol of Imperial Rome. It is one of Rome's most popular tourist attractions and still has close connections with the Roman Catholic Church, as each Good Friday the Pope leads a torchlit "Way of the Cross" procession that starts in the area around the Colosseum.[6]

The Colosseum is also depicted on the Italian version of the five-cent euro coin.

The Colosseum's original Latin name was Amphitheatrum Flavium, often anglicized as Flavian Amphitheater. The building was constructed by emperors of the Flavian dynasty, hence its original name, after the reign of Emperor Nero.[7] This name is still used in modern English, but generally the structure is better known as the Colosseum. In antiquity, Romans may have referred to the Colosseum by the unofficial name Amphitheatrum Caesareum; this name could have been strictly poetic.[8][9] This name was not exclusive to the Colosseum; Vespasian and Titus, builders of the Colosseum, also constructed an amphitheater of the same name in Puteoli (modern Pozzuoli).[10]

The name Colosseum has long been believed to be derived from a colossal statue of Nero nearby.[3] (the statue of Nero itself being named after one of the original ancient wonders, the Colossus of Rhodes[citation needed]. This statue was later remodeled by Nero's successors into the likeness of Helios (Sol) or Apollo, the sun god, by adding the appropriate solar crown. Nero's head was also replaced several times with the heads of succeeding emperors. Despite its pagan links, the statue remained standing well into the medieval era and was credited with magical powers. It came to be seen as an iconic symbol of the permanence of Rome.

In the 8th century, a famous epigram attributed to the Venerable Bede celebrated the symbolic significance of the statue in a prophecy that is variously quoted: Quamdiu stat Colisæus, stat et Roma; quando cadet colisæus, cadet et Roma; quando cadet Roma, cadet et mundus ("as long as the Colossus stands, so shall Rome; when the Colossus falls, Rome shall fall; when Rome falls, so falls the world").[11] This is often mistranslated to refer to the Colosseum rather than the Colossus (as in, for instance, Byron's poem Childe Harold's Pilgrimage). However, at the time that the Pseudo-Bede wrote, the masculine noun coliseus was applied to the statue rather than to what was still known as the Flavian amphitheatre.

The Colossus did eventually fall, possibly being pulled down to reuse its bronze. By the year 1000 the name "Colosseum" had been coined to refer to the amphitheatre. The statue itself was largely forgotten and only its base survives, situated between the Colosseum and the nearby Temple of Venus and Roma.[12]

The name further evolved to Coliseum during the Middle Ages. In Italy, the amphitheatre is still known as il Colosseo, and other Romance languages have come to use similar forms such as le Colisée (French), el Coliseo (Spanish) and o Coliseu (Portuguese).

Construction of the Colosseum began under the rule of the Emperor Vespasian[3] in around 70–72AD. The site chosen was a flat area on the floor of a low valley between the Caelian, Esquiline and Palatine Hills, through which a canalised stream ran. By the 2nd century BC the area was densely inhabited. It was devastated by the Great Fire of Rome in AD 64, following which Nero seized much of the area to add to his personal domain. He built the grandiose Domus Aurea on the site, in front of which he created an artificial lake surrounded by pavilions, gardens and porticoes. The existing Aqua Claudia aqueduct was extended to supply water to the area and the gigantic bronze Colossus of Nero was set up nearby at the entrance to the Domus Aurea.[12]

Although the Colossus was preserved, much of the Domus Aurea was torn down. The lake was filled in and the land reused as the location for the new Flavian Amphitheatre. Gladiatorial schools and other support buildings were constructed nearby within the former grounds of the Domus Aurea. According to a reconstructed inscription found on the site, "the emperor Vespasian ordered this new amphitheatre to be erected from his general's share of the booty." This is thought to refer to the vast quantity of treasure seized by the Romans following their victory in the Great Jewish Revolt in 70AD. The Colosseum can be thus interpreted as a great triumphal monument built in the Roman tradition of celebrating great victories[12], placating the Roman people instead of returning soldiers. Vespasian's decision to build the Colosseum on the site of Nero's lake can also be seen as a populist gesture of returning to the people an area of the city which Nero had appropriated for his own use. In contrast to many other amphitheatres, which were located on the outskirts of a city, the Colosseum was constructed in the city centre; in effect, placing it both literally and symbolically at the heart of Rome.

The Colosseum had been completed up to the third story by the time of Vespasian's death in 79. The top level was finished and the building inaugurated by his son, Titus, in 80.[3] Dio Cassius recounts that over 9,000 wild animals were killed during the inaugural games of the amphitheatre. The building was remodelled further under Vespasian's younger son, the newly designated Emperor Domitian, who constructed the hypogeum, a series of underground tunnels used to house animals and slaves. He also added a gallery to the top of the Colosseum to increase its seating capacity.

In 217, the Colosseum was badly damaged by a major fire (caused by lightning, according to Dio Cassius[13]) which destroyed the wooden upper levels of the amphitheatre's interior. It was not fully repaired until about 240 and underwent further repairs in 250 or 252 and again in 320. An inscription records the restoration of various parts of the Colosseum under Theodosius II and Valentinian III (reigned 425–455), possibly to repair damage caused by a major earthquake in 443; more work followed in 484[14] and 508. The arena continued to be used for contests well into the 6th century, with gladiatorial fights last mentioned around 435. Animal hunts continued until at least 523, when Anicius Maximus celebrated his consulship with some venationes, criticised by King Theodoric the Great for their high cost.

The Colosseum underwent several radical changes of use during the medieval period. By the late 6th century a small church had been built into the structure of the amphitheatre, though this apparently did not confer any particular religious significance on the building as a whole. The arena was converted into a cemetery. The numerous vaulted spaces in the arcades under the seating were converted into housing and workshops, and are recorded as still being rented out as late as the 12th century. Around 1200 the Frangipani family took over the Colosseum and fortified it, apparently using it as a castle.

Severe damage was inflicted on the Colosseum by the great earthquake in 1349, causing the outer south side, lying on a less stable alluvional terrain, to collapse. Much of the tumbled stone was reused to build palaces, churches, hospitals and other buildings elsewhere in Rome. A religious order moved into the northern third of the Colosseum in the mid-14th century and continued to inhabit it until as late as the early 19th century. The interior of the amphitheatre was extensively stripped of stone, which was reused elsewhere, or (in the case of the marble façade) was burned to make quicklime.[12] The bronze clamps which held the stonework together were pried or hacked out of the walls, leaving numerous pockmarks which still scar the building today.

During the 16th and 17th century, Church officials sought a productive role for the vast derelict hulk of the Colosseum. Pope Sixtus V (1585–1590) planned to turn the building into a wool factory to provide employment for Rome's prostitutes, though this proposal fell through with his premature death.[15] In 1671 Cardinal Altieri authorized its use for bullfights; a public outcry caused the idea to be hastily abandoned.

In 1749, Pope Benedict XIV endorsed as official Church policy the view that the Colosseum was a sacred site where early Christians had been martyred. He forbade the use of the Colosseum as a quarry and consecrated the building to the Passion of Christ and installed Stations of the Cross, declaring it sanctified by the blood of the Christian martyrs who perished there (see Christians and the Colosseum). However there is no historical evidence to support Benedict's claim, nor is there even any evidence that anyone prior to the 16th century suggested this might be the case; the Catholic Encyclopedia concludes that there are no historical grounds for the supposition. Later popes initiated various stabilization and restoration projects, removing the extensive vegetation which had overgrown the structure and threatened to damage it further. The façade was reinforced with triangular brick wedges in 1807 and 1827, and the interior was repaired in 1831, 1846 and in the 1930s. The arena substructure was partly excavated in 1810–1814 and 1874 and was fully exposed under Benito Mussolini in the 1930s.

The Colosseum is today one of Rome's most popular tourist attractions, receiving millions of visitors annually. The effects of pollution and general deterioration over time prompted a major restoration programme carried out between 1993 and 2000, at a cost of 40 billion Italian lire ($19.3m / €20.6m at 2000 prices). In recent years it has become a symbol of the international campaign against capital punishment, which was abolished in Italy in 1948. Several anti–death penalty demonstrations took place in front of the Colosseum in 2000. Since that time, as a gesture against the death penalty, the local authorities of Rome change the color of the Colosseum's night time illumination from white to gold whenever a person condemned to the death penalty anywhere in the world gets their sentence commuted or is released,[16] or if a jurisdiction abolishes the death penalty. Most recently, the Colosseum was illuminated in gold when capital punishment was abolished in the American state of New Mexico in April 2009.

Because of the ruined state of the interior, it is impractical to use the Colosseum to host large events; only a few hundred spectators can be accommodated in temporary seating. However, much larger concerts have been held just outside, using the Colosseum as a backdrop. Performers who have played at the Colosseum in recent years have included Ray Charles (May 2002),[18] Paul McCartney (May 2003),[19] Elton John (September 2005),[20] and Billy Joel (July 2006).

Exterior

Unlike earlier Greek theatres that were built into hillsides, the Colosseum is an entirely free-standing structure. It derives its basic exterior and interior architecture from that of two Roman theatres back to back. It is elliptical in plan and is 189 meters (615 ft / 640 Roman feet) long, and 156 meters (510 ft / 528 Roman feet) wide, with a base area of 6 acres (24,000 m2). The height of the outer wall is 48 meters (157 ft / 165 Roman feet). The perimeter originally measured 545 meters (1,788 ft / 1,835 Roman feet). The central arena is an oval 87 m (287 ft) long and 55 m (180 ft) wide, surrounded by a wall 5 m (15 ft) high, above which rose tiers of seating.

The outer wall is estimated to have required over 100,000 cubic meters (131,000 cu yd) of travertine stone which were set without mortar held together by 300 tons of iron clamps.[12] However, it has suffered extensive damage over the centuries, with large segments having collapsed following earthquakes. The north side of the perimeter wall is still standing; the distinctive triangular brick wedges at each end are modern additions, having been constructed in the early 19th century to shore up the wall. The remainder of the present-day exterior of the Colosseum is in fact the original interior wall.

The surviving part of the outer wall's monumental façade comprises three stories of superimposed arcades surmounted by a podium on which stands a tall attic, both of which are pierced by windows interspersed at regular intervals. The arcades are framed by half-columns of the Tuscan, Ionic, and Corinthian orders, while the attic is decorated with Corinthian pilasters.[21] Each of the arches in the second- and third-floor arcades framed statues, probably honoring divinities and other figures from Classical mythology.

Two hundred and forty mast corbels were positioned around the top of the attic. They originally supported a retractable awning, known as the velarium, that kept the sun and rain off spectators. This consisted of a canvas-covered, net-like structure made of ropes, with a hole in the center.[3] It covered two-thirds of the arena, and sloped down towards the center to catch the wind and provide a breeze for the audience. Sailors, specially enlisted from the Roman naval headquarters at Misenum and housed in the nearby Castra Misenatium, were used to work the velarium.[22]

The Colosseum's huge crowd capacity made it essential that the venue could be filled or evacuated quickly. Its architects adopted solutions very similar to those used in modern stadiums to deal with the same problem. The amphitheatre was ringed by eighty entrances at ground level, 76 of which were used by ordinary spectators.[3] Each entrance and exit was numbered, as was each staircase. The northern main entrance was reserved for the Roman Emperor and his aides, whilst the other three axial entrances were most likely used by the elite. All four axial entrances were richly decorated with painted stucco reliefs, of which fragments survive. Many of the original outer entrances have disappeared with the collapse of the perimeter wall, but entrances XXIII (23) to LIV (54) still survive.[12]

Spectators were given tickets in the form of numbered pottery shards, which directed them to the appropriate section and row. They accessed their seats via vomitoria (singular vomitorium), passageways that opened into a tier of seats from below or behind. These quickly dispersed people into their seats and, upon conclusion of the event or in an emergency evacuation, could permit their exit within only a few minutes. The name vomitoria derived from the Latin word for a rapid discharge, from which English derives the word vomit.

Interior

According to the Codex-Calendar of 354, the Colosseum could accommodate 87,000 people, although modern estimates put the figure at around 50,000. They were seated in a tiered arrangement that reflected the rigidly stratified nature of Roman society. Special boxes were provided at the north and south ends respectively for the Emperor and the Vestal Virgins, providing the best views of the arena. Flanking them at the same level was a broad platform or podium for the senatorial class, who were allowed to bring their own chairs. The names of some 5th century senators can still be seen carved into the stonework, presumably reserving areas for their use.

The tier above the senators, known as the maenianum primum, was occupied by the non-senatorial noble class or knights (equites). The next level up, the maenianum secundum, was originally reserved for ordinary Roman citizens (plebians) and was divided into two sections. The lower part (the immum) was for wealthy citizens, while the upper part (the summum) was for poor citizens. Specific sectors were provided for other social groups: for instance, boys with their tutors, soldiers on leave, foreign dignitaries, scribes, heralds, priests and so on. Stone (and later marble) seating was provided for the citizens and nobles, who presumably would have brought their own cushions with them. Inscriptions identified the areas reserved for specific groups.

Another level, the maenianum secundum in legneis, was added at the very top of the building during the reign of Domitian. This comprised a gallery for the common poor, slaves and women. It would have been either standing room only, or would have had very steep wooden benches. Some groups were banned altogether from the Colosseum, notably gravediggers, actors and former gladiators.

Each tier was divided into sections (maeniana) by curved passages and low walls (praecinctiones or baltei), and were subdivided into cunei, or wedges, by the steps and aisles from the vomitoria. Each row (gradus) of seats was numbered, permitting each individual seat to be exactly designated by its gradus, cuneus, and number.

The arena itself was 83 meters by 48 meters (272 ft by 157 ft / 280 by 163 Roman feet).[12] It comprised a wooden floor covered by sand (the Latin word for sand is harena or arena), covering an elaborate underground structure called the hypogeum (literally meaning "underground"). Little now remains of the original arena floor, but the hypogeum is still clearly visible. It consisted of a two-level subterranean network of tunnels and cages beneath the arena where gladiators and animals were held before contests began. Eighty vertical shafts provided instant access to the arena for caged animals and scenery pieces concealed underneath; larger hinged platforms, called hegmata, provided access for elephants and the like. It was restructured on numerous occasions; at least twelve different phases of construction can be seen.[12]

The hypogeum was connected by underground tunnels to a number of points outside the Colosseum. Animals and performers were brought through the tunnel from nearby stables, with the gladiators' barracks at the Ludus Magnus to the east also being connected by tunnels. Separate tunnels were provided for the Emperor and the Vestal Virgins to permit them to enter and exit the Colosseum without needing to pass through the crowds.[12]

Substantial quantities of machinery also existed in the hypogeum. Elevators and pulleys raised and lowered scenery and props, as well as lifting caged animals to the surface for release. There is evidence for the existence of major hydraulic mechanisms[12] and according to ancient accounts, it was possible to flood the arena rapidly, presumably via a connection to a nearby aqueduct.

The Colosseum and its activities supported a substantial industry in the area. In addition to the amphitheatre itself, many other buildings nearby were linked to the games. Immediately to the east is the remains of the Ludus Magnus, a training school for gladiators. This was connected to the Colosseum by an underground passage, to allow easy access for the gladiators. The Ludus Magnus had its own miniature training arena, which was itself a popular attraction for Roman spectators. Other training schools were in the same area, including the Ludus Matutinus (Morning School), where fighters of animals were trained, plus the Dacian and Gallic Schools.

Also nearby were the Armamentarium, comprising an armory to store weapons; the Summum Choragium, where machinery was stored; the Sanitarium, which had facilities to treat wounded gladiators; and the Spoliarium, where bodies of dead gladiators were stripped of their armor and disposed of.

Around the perimeter of the Colosseum, at a distance of 18 m (59 ft) from the perimeter, was a series of tall stone posts, with five remaining on the eastern side. Various explanations have been advanced for their presence; they may have been a religious boundary, or an outer boundary for ticket checks, or an anchor for the velarium or awning.

Right next to the Colosseum is also the Arch of Constantine.

he Colosseum was used to host gladiatorial shows as well as a variety of other events. The shows, called munera, were always given by private individuals rather than the state. They had a strong religious element but were also demonstrations of power and family prestige, and were immensely popular with the population. Another popular type of show was the animal hunt, or venatio. This utilized a great variety of wild beasts, mainly imported from Africa and the Middle East, and included creatures such as rhinoceros, hippopotamuses, elephants, giraffes, aurochs, wisents, barbary lions, panthers, leopards, bears, caspian tigers, crocodiles and ostriches. Battles and hunts were often staged amid elaborate sets with movable trees and buildings. Such events were occasionally on a huge scale; Trajan is said to have celebrated his victories in Dacia in 107 with contests involving 11,000 animals and 10,000 gladiators over the course of 123 days.

During the early days of the Colosseum, ancient writers recorded that the building was used for naumachiae (more properly known as navalia proelia) or simulated sea battles. Accounts of the inaugural games held by Titus in AD 80 describe it being filled with water for a display of specially trained swimming horses and bulls. There is also an account of a re-enactment of a famous sea battle between the Corcyrean (Corfiot) Greeks and the Corinthians. This has been the subject of some debate among historians; although providing the water would not have been a problem, it is unclear how the arena could have been waterproofed, nor would there have been enough space in the arena for the warships to move around. It has been suggested that the reports either have the location wrong, or that the Colosseum originally featured a wide floodable channel down its central axis (which would later have been replaced by the hypogeum).[12]

Sylvae or recreations of natural scenes were also held in the arena. Painters, technicians and architects would construct a simulation of a forest with real trees and bushes planted in the arena's floor. Animals would be introduced to populate the scene for the delight of the crowd. Such scenes might be used simply to display a natural environment for the urban population, or could otherwise be used as the backdrop for hunts or dramas depicting episodes from mythology. They were also occasionally used for executions in which the hero of the story — played by a condemned person — was killed in one of various gruesome but mythologically authentic ways, such as being mauled by beasts or burned to death.

The Colosseum today is now a major tourist attraction in Rome with thousands of tourists each year paying to view the interior arena, though entrance for EU citizens is partially subsidised, and under-18 and over-65 EU citizens' entrances are free.[24] There is now a museum dedicated to Eros located in the upper floor of the outer wall of the building. Part of the arena floor has been re-floored. Beneath the Colosseum, a network of subterranean passageways once used to transport wild animals and gladiators to the arena opened to the public in summer 2010.[25]

The Colosseum is also the site of Roman Catholic ceremonies in the 20th and 21st centuries. For instance, Pope Benedict XVI leads the Stations of the Cross called the Scriptural Way of the Cross (which calls for more meditation) at the Colosseum[26][27] on Good Fridays.

In the Middle Ages, the Colosseum was clearly not regarded as a sacred site. Its use as a fortress and then a quarry demonstrates how little spiritual importance was attached to it, at a time when sites associated with martyrs were highly venerated. It was not included in the itineraries compiled for the use of pilgrims nor in works such as the 12th century Mirabilia Urbis Romae ("Marvels of the City of Rome"), which claims the Circus Flaminius — but not the Colosseum — as the site of martyrdoms. Part of the structure was inhabited by a Christian order, but apparently not for any particular religious reason.

It appears to have been only in the 16th and 17th centuries that the Colosseum came to be regarded as a Christian site. Pope Pius V (1566–1572) is said to have recommended that pilgrims gather sand from the arena of the Colosseum to serve as a relic, on the grounds that it was impregnated with the blood of martyrs. This seems to have been a minority view until it was popularised nearly a century later by Fioravante Martinelli, who listed the Colosseum at the head of a list of places sacred to the martyrs in his 1653 book Roma ex ethnica sacra.

Martinelli's book evidently had an effect on public opinion; in response to Cardinal Altieri's proposal some years later to turn the Colosseum into a bullring, Carlo Tomassi published a pamphlet in protest against what he regarded as an act of desecration. The ensuing controversy persuaded Pope Clement X to close the Colosseum's external arcades and declare it a sanctuary, though quarrying continued for some time.

At the instance of St. Leonard of Port Maurice, Pope Benedict XIV (1740–1758) forbade the quarrying of the Colosseum and erected Stations of the Cross around the arena, which remained until February 1874. St. Benedict Joseph Labre spent the later years of his life within the walls of the Colosseum, living on alms, prior to his death in 1783. Several 19th century popes funded repair and restoration work on the Colosseum, and it still retains a Christian connection today. Crosses stand in several points around the arena and every Good Friday the Pope leads a Via Crucis procession to the amphitheatre.

 

Coliseu (Colosseo)

A seguir, um texto, em português, da Wikipédia, a enciclopédia livre:

 

O Coliseu, também conhecido como Anfiteatro Flaviano, deve seu nome à expressão latina Colosseum (ou Coliseus, no latim tardio), devido à estátua colossal de Nero, que ficava perto a edificação. Localizado no centro de Roma, é uma excepção de entre os anfiteatros pelo seu volume e relevo arquitectónico. Originalmente capaz de albergar perto de 50 000 pessoas, e com 48 metros de altura, era usado para variados espetáculos. Foi construído a leste do fórum romano e demorou entre 8 a 10 anos a ser construído.

O Coliseu foi utilizado durante aproximadamente 500 anos, tendo sido o último registro efetuado no século VI da nossa era, bastante depois da queda de Roma em 476. O edifício deixou de ser usado para entretenimento no começo da era medieval, mas foi mais tarde usado como habitação, oficina, forte, pedreira, sede de ordens religiosas e templo cristão.

Embora esteja agora em ruínas devido a terremotos e pilhagens, o Coliseu sempre foi visto como símbolo do Império Romano, sendo um dos melhores exemplos da sua arquitectura. Actualmente é uma das maiores atrações turísticas em Roma e em 7 de julho de 2007 foi eleita umas das "Sete maravilhas do mundo moderno". Além disso, o Coliseu ainda tem ligações à igreja, com o Papa a liderar a procissão da Via Sacra até ao Coliseu todas as Sextas-feiras Santas.

O coliseu era um local onde seriam exibidos toda uma série de espectáculos, inseridos nos vários tipos de jogos realizados na urbe. Os combates entre gladiadores, chamados muneras, eram sempre pagos por pessoas individuais em busca de prestígio e poder em vez do estado. A arena (87,5 m por 55 m) possuía um piso de madeira, normalmente coberto de areia para absorver o sangue dos combates (certa vez foi colocada água na representação de uma batalha naval), sob o qual existia um nível subterrâneo com celas e jaulas que tinham acessos diretos para a arena; Alguns detalhes dessa construção, como a cobertura removível que poupava os espectadores do sol, são bastante interessantes, e mostram o refinamento atingido pelos construtores romanos. Formado por cinco anéis concêntricos de arcos e abóbadas, o Coliseu representa bem o avanço introduzido pelos romanos à engenharia de estruturas. Esses arcos são de concreto (de cimento natural) revestidos por alvenaria. Na verdade, a alvenaria era construída simultaneamente e já servia de forma para a concretagem. Outro tipo de espetáculos era a caça de animais, ou venatio, onde eram utilizados animais selvagens importados de África. Os animais mais utilizados eram os grandes felinos como leões, leopardos e panteras, mas animais como rinocerontes, hipopótamos, elefantes, girafas, crocodilos e avestruzes eram também utilizados. As caçadas, tal como as representações de batalhas famosas, eram efetuadas em elaborados cenários onde constavam árvores e edifícios amovíveis.

Estas últimas eram por vezes representadas numa escala gigante; Trajano celebrou a sua vitória em Dácia no ano 107 com concursos envolvendo 11 000 animais e 10 000 gladiadores no decorrer de 123 dias.

Segundo o documentário produzido pelo canal televisivo fechado, History Channel, o Coliseu também era utilizado para a realização de naumaquias, ou batalhas navais. O coliseu era inundado por dutos subterrâneos alimentados pelos aquedutos que traziam água de longe. Passada esta fase, foi construída uma estrutura, que é a que podemos ver hoje nas ruínas do Coliseu, com altura de um prédio de dois andares, onde no passado se concentravam os gladiadores, feras e todo o pessoal que organizava os duelos que ocorreriam na arena. A arena era como um grande palco, feito de madeira, e se chama arena, que em italiano significa areia, porque era jogada areia sob a estrutura de madeira para esconder as imperfeições. Os animais podiam ser inseridos nos duelos a qualquer momento por um esquema de elevadores que surgiam em alguns pontos da arena; o filme "Gladiador" retrata muito bem esta questão dos elevadores. Os estudiosos, há pouco tempo, descobriram uma rede de dutos inundados por baixo da arena do Coliseu. Acredita-se que o Coliseu foi construído onde, outrora, foi o lago do Palácio Dourado de Nero; O imperador Vespasiano escolheu o local da construção para que o mal causado por Nero fosse esquecido por uma construção gloriosa.

Sylvae, ou recreações de cenas naturais eram também realizadas no Coliseu. Pintores, técnicos e arquitectos construiriam simulações de florestas com árvores e arbustos reais plantados no chão da arena. Animais seriam então introduzidos para dar vida à simulação. Esses cenários podiam servir só para agrado do público ou como pano de fundo para caçadas ou dramas representando episódios da mitologia romana, tão autênticos quanto possível, ao ponto de pessoas condenadas fazerem o papel de heróis onde eram mortos de maneiras horríveis mas mitologicamente autênticas, como mutilados por animais ou queimados vivos.

Embora o Coliseu tenha funcionado até ao século VI da nossa Era, foram proibidos os jogos com mortes humanas desde 404, sendo apenas massacrados animais como elefantes, panteras ou leões.

O Coliseu era sobretudo um enorme instrumento de propaganda e difusão da filosofia de toda uma civilização, e tal como era já profetizado pelo monge e historiador inglês Beda na sua obra do século VII "De temporibus liber": "Enquanto o Coliseu se mantiver de pé, Roma permanecerá; quando o Coliseu ruir, Roma ruirá e quando Roma cair, o mundo cairá".

A construção do Coliseu foi iniciada por Vespasiano, nos anos 70 da nossa era. O edifício foi inaugurado por Tito, em 80, embora apenas tivesse sido finalizado poucos anos depois. Empresa colossal, este edifício, inicialmente, poderia sustentar no seu interior cerca de 50 000 espectadores, constando de três andares. Aquando do reinado de Alexandre Severo e Gordiano III, é ampliado com um quarto andar, podendo suster agora cerca de 90 000 espectadores. A grandiosidade deste monumento testemunha verdadeiramente o poder e esplendor de Roma na época dos Flávios.

Os jogos inaugurais do Coliseu tiveram lugar ano 80, sob o mandato de Tito, para celebrar a finalização da construção. Depois do curto reinado de Tito começar com vários meses de desastres, incluindo a erupção do Monte Vesúvio, um incêndio em Roma, e um surto de peste, o mesmo imperador inaugurou o edifício com uns jogos pródigos que duraram mais de cem dias, talvez para tentar apaziguar o público romano e os deuses. Nesses jogos de cem dias terão ocorrido combates de gladiadores, venationes (lutas de animais), execuções, batalhas navais, caçadas e outros divertimentos numa escala sem precedentes.

O Coliseu, como não se encontrava inserido numa zona de encosta, enterrado, tal como normalmente sucede com a generalidade dos teatros e anfiteatros romanos, possuía um “anel” artificial de rocha à sua volta, para garantir sustentação e, ao mesmo tempo, esta substrutura serve como ornamento ao edifício e como condicionador da entrada dos espectadores. Tal como foi referido anteriormente, possuía três pisos, sendo mais tarde adicionado um outro. É construído em mármore, pedra travertina, ladrilho e tufo (pedra calcária com grandes poros). A sua planta elíptica mede dois eixos que se estendem aproximadamente de 190 m por 155 m. A fachada compõe-se de arcadas decoradas com colunas dóricas, jónicas e coríntias, de acordo com o pavimento em que se encontravam. Esta subdivisão deve-se ao facto de ser uma construção essencialmente vertical, criando assim uma diversificação do espaço.

 

Os assentos eram em mármore e a cavea, escadaria ou arquibancada, dividia-se em três partes, correspondentes às diferentes classes sociais: o podium, para as classes altas; as maeniana, sector destinado à classe média; e os portici, ou pórticos, construídos em madeira, para a plebe e as mulheres. O pulvinar, a tribuna imperial, encontrava-se situada no podium e era balizada pelos assentos reservados aos senadores e magistrados. Rampas no interior do edifício facilitavam o acesso às várias zonas de onde podiam visualizar o espectáculo, sendo protegidos por uma barreira e por uma série de arqueiros posicionados numa passagem de madeira, para o caso de algum acidente. Por cima dos muros ainda são visíveis as mísulas, que sustentavam o velarium, enorme cobertura de lona destinada a proteger do sol os espectadores e, nos subterrâneos, ficavam as jaulas dos animais, bem como todas as celas e galerias necessárias aos serviços do anfiteatro.

O monumento permaneceu como sede principal dos espetáculos da urbe romana até ao período do imperador Honorius, no século V. Danificado por um terremoto no começo do mesmo século, foi alvo de uma extensiva restauração na época de Valentinianus III. Em meados do século XIII, a família Frangipani transformou-o em fortaleza e, ao longo dos séculos XV e XVI, foi por diversas vezes saqueado, perdendo grande parte dos materiais nobres com os quais tinha sido construído.

Os relatos romanos referem-se a cristãos sendo martirizados em locais de Roma descritos pouco pormenorizadamente (no anfiteatro, na arena...), quando Roma tinha numerosos anfiteatros e arenas. Apesar de muito provavelmente o Coliseu não ter sido utilizado para martírios, o Papa Bento XIV consagrou-o no século XVII à Paixão de Cristo e declarou-o lugar sagrado. Os trabalhos de consolidação e restauração parcial do monumento, já há muito em ruínas, foram feitos sobretudo pelos pontífices Gregório XVI e Pio IX, no século XIX.

Chassis n° YX5116

SWB (36 ex.)

 

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

 

Estimated : € 600.000 - 800.000

Sold for € 787.750

 

Chassis number 'YX5116' is the 91st of the 100 8-Litre Bentleys built in 1930-1931. The 8-Litre was designed as a fast, powerful chassis capable of carrying heavy closed coachwork with sports car levels of performance. Indeed, when the 8-Litre was introduced at the 1930 Olympia Show it was the fastest production chassis in the world, capable of 103mph with the high-ratio (15/53) rear axle. It was a better car than the Rolls-Royce Phantom II, and was priced by Bentley at £50 more for the chassis (£1,850 rather than £1,800) to reinforce the point. The 8-Litre was, and remains, a true supercar.

 

Chassis 'YX5116' was unsold when Bentley Motors went into receivership on 11th July 1931 and remained at the works during the receivership. This lasted until November 1931 when the company was renamed Bentley Motors (1931) Ltd, as a wholly owned subsidiary of Rolls-Royce.

 

The Service Record notes André shock absorbers fitted to the front axle in May 1933; these were presumably Telecontrol shock absorbers, a typical 1930s modification. 'YX5116' is fitted currently with two pairs of Complete Automobilist replica Hartford friction shock absorbers to the front and a more correct pair of replica Hartfords to the back axle. The standard ignition arrangement comprised a Bosch GF6A magneto on the offside and a Delco-Remy MRS12 distributor and oil-filled coil set to the near-side. As now, 'YX5116' has a later Delco-Remy distributor and a Scintilla magneto.

 

Two different compression ratios were offered, a high-compression engine with a ratio of 5.5:1 for sporting chassis and a low compression engine (5.1:1) for closed cars, with a compression plate inserted between the cylinder block and the crankcase. The engine in chassis 'YX5116', number 'YX5116', was built as new with the 5.1:1 compression ratio. As seen, the carburettors appear to be the originals on the original manifold, with the slow-running device removed and new dash-pots fitted.

 

Transmission is by single-plate Bentley clutch to the separate 'F' type gearbox, designed especially for the 8-Litre. The Service Record for 'YX5116' notes the original gearbox as number '8113', which is retained.

 

The original Lucas 'snail' sidelights are still fitted to the original wings (with the car). The chassis is fitted with Zeiss headlamps (these were available as an option) with replica Lucas snail-pattern sidelights mounted off brackets by the windscreen pillars.

 

The 8-Litre was supplied with two Lucas S220 taillights as standard. The rear lights as now are reproduction CAV.

The steering column length for 'YX5116' is not specified; however, the first entry in the Service Record, dated 25th February 1932, is for a set of 2½" longer steering column tubes and controls. The original steering column is still fitted, numbered 'YX5116'. The Tecalemit one-shot lubrication system has been removed.

 

The instruments as now are mostly replica, while the wheel currently fitted is non-standard. The radiator has a separate chrome-plated shell and would have had thermostatically controlled shutters, using a Smithermet operating mechanism. As now, the shutters and the Smithermet have been removed, with a wire mesh fitted in place.

 

The Bentley Motors Service Record for 'YX5116' shows that it was built on the shorter of the two standard 8-Litre wheelbases: 12' rather than the 13' chassis. The axle ratio was 15/53 (3.53:1), the higher of the three standard ratios. The BM7055 camshaft was fitted as standard to the 8-Litre engine. This has the same cam profiles as the camshafts used in all racing Bentleys. The Service Record also mentions the standard suspension set-up with Woodhead rear road springs and Bentley & Draper friction front and hydraulic rear shock absorbers.

 

'YX5116' had not been finished when Bentleys went into receivership on 11th July 1931. Finished while the receiver was in charge, the chassis was sold initially through Jack Barclay and Jack Olding. The Service Record notes a 'C.D.' date of 25th January 1932, the date the chassis was despatched to the coachbuilder, H J Mulliner. The body is recorded as a 4/5-seater saloon. Fortunately, this body survives in restorable condition, although there are no known photographs of the car in its original form.

 

A rare design, this original body is a four-door, four-light saloon of Weymann construction, with the Weymann licence plate still affixed to the sill behind the near-side front door. Fabric bodies were going out of fashion at this date so the body is a semi-Weymann or panelled Weymann; that is, a body with wooden framing to Weymann patents but with the exterior panelled in aluminium, in the present case to the scuttle and the body below the waistline moulding, with the upper portions of the doors and the roof and rear quarters covered with fabric.

 

The first owner is listed in the Service Record as James C Clark of Craven Lodge, Melton Mowbray, later changed to Scalford Hall, Melton Mowbray, who traded in his Bentley Speed Six (BA2583') against 'YX5116'. The Service Record for 'BA2583' gives his address as c/o Rt Hon J K Laidlow, Castle Knock, County Dublin, Ireland, as well as Craven Lodge. The 8-Litre's registration, 'GW 1571', is a London number allocated on 12th February 1932. James C Clark was a US cotton millionaire and keen sportsman from New Jersey, while Craven Lodge was a hunting club where he over-wintered.

 

The Service Record begins with the fitting of longer steering column tubes, while the first general look-over was carried out on 26th April 1932 at a mileage of 3,731. Subsequently, various minor works were carried out during Mr Clark's ownership. The front shock absorbers were changed, as noted above, with a reconditioned front axle bed fitted in July 1933, probably after an accident. The axle beam is standard 8-Litre with jacking pads, but with no number evident, and is heavily painted, so scraping may reveal a number. The last entry in the Service Record is dated January 1939.

 

The first change of ownership presumably dates from 31st March 1937 when a continuation logbook was issued. This new owner was Sir John Arnott, Bt, chairman of the Irish Times. The Arnott family ran a chain of drapery stores with other business interests including newspapers. The aforementioned logbook shows that the Bentley had been exported to Ireland by 21st January 1938 when it was licensed there, and that it was not licensed between 31st December 1939 and 15th August 1956. The last licence in Ireland expired on 31st December 1962. The logbook is signed by P J Campbell, works manager for the Irish Times. A continuation logbook was, presumably, issued by Middlesborough CBC after 16th January 1963 when 'YX5116' was bought by Keith Schellenberg (Nesham Garages).

 

Judging from the logbook, 'YX5116' was unlicensed and hence unused between 31st December 1939 and 15th August 1956 when it was re-licensed by new owner James Robert William Murland in County Down, Ireland. Sir John Arnott died on 26th July 1940 so probably he still owned the Bentley at the time. The logbook records T Bratt in County Louth as the owner at some point between 1939 and 1956, but the entry for a change of owner is undated and the Bentley was not used on the road. 'YX5116' was licensed in County Down through to 31st December 1962.

 

It was then sold to Keith Schellenberg, the logbook noting a change of owner to Nesham Garages, Middlesborough on 16th January 1963. It is understood that Mr Schellenberg never used the car beyond removing the front cross-member to use in his rally car, chassis 'YM5027'. 'YX5116' now has a modified front cross-member - probably an original cross-member cut down - with no number visible. The Bentley was sold to David Black in August 1986 in, it is assumed, more or less derelict condition, with the original body still fitted.

 

David Black removed the body and fitted it to a dolly, and it remains in this condition today. The chassis was stripped and rebuilt with a replica Vanden Plas sports four-seater body by Elmdown, with the engine suitably rebuilt and a high-ratio crown wheel and pinion fitted. The car generally is fitted out as a Le Mans replica with cycle wings and steps, wire mesh grille to the radiator, and a racing-style fuel tank. The instrumentation is in keeping. A new bonnet is fitted (original with car).

 

The Bentley passed in unfinished form to Brent Jackson, David Black's son-in-law. He used the car for a number of events before it was auctioned on 29th March 1999. Presumably the Bentley was unsold, as the current owner is noted in the V5 registration document as acquiring 'YX5116' on 9th May 2000.

 

The foregoing description draws heavily on the typically thorough illustrated report on 'YX5116' compiled in December 2018 by renowned marque authority, Dr Clare Hay (perusal recommended). Bonhams would like to extend its thanks to Dr Hay for her assistance.

 

While in the enthusiast vendor's care, 'YX5116' has been rallied extensively across the globe, successfully participating in events in the USA (three times), New Zealand twice), Australia (once) and South Africa, the latter country being visited on no fewer than eight occasions, most recently in February 2018. Photographs of the Bentley participating in these events may be found within the accompanying history file, which also contains the documents mentioned in Dr Hay's report plus many others.

 

The ultimate Cricklewood Bentley road car, the 8-Litre was one of the few genuine 100mph production cars of its day. This well documented and thoroughly sorted example, boasting the much admired Vanden Plas-style coachwork forever associated with the works team cars, is ready for use and worthy of the closest inspection.

+++ 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 TIE/LN starfighter, or TIE/line starfighter, simply known as the TIE Fighter or T/F, was the standard Imperial starfighter seen in massive numbers throughout most of the Galactic Civil War and onward.

The TIE Fighter was manufactured by Sienar Fleet Systems and led to several upgraded TIE models such as TIE/sa bomber, TIE/IN interceptor, TIE/D Defender, TIE/D automated starfighter, and many more.

 

The original TIEs were designed to attack in large numbers, overwhelming the enemy craft. The Imperials used so many that they came to be considered symbols of the Empire and its might. They were also very cheap to produce, reflecting the Imperial philosophy of quantity over quality.

 

However, a disadvantage of the fighter was its lack of deflector shields. In combat, pilots had to rely on the TIE/LN's maneuverability to avoid damage. The cockpit did incorporate crash webbing, a repulsorlift antigravity field, and a high-g shock seat to help protect the pilot, however these did next to nothing to help protect against enemy blaster fire.

 

Due to the lack of life-support systems, each TIE pilot had a fully sealed flight suit superior to their Rebel counterparts. The absence of a hyperdrive also rendered the light fighter totally dependent on carrier ships when deployed in enemy systems. TIE/LNs also lacked landing gear, another mass-reducing measure. While the ships were structurally capable of "sitting" on their wings, they were not designed to land or disembark their pilots without special support. On Imperial ships, TIEs were launched from racks in the hangar bays.

 

The high success rate of more advanced Rebel starfighters against standard Imperial TIE Fighters resulted in a mounting cost of replacing destroyed fighters and their pilots. That, combined with the realization that the inclusion of a hyperdrive would allow the fleet to be more flexible, caused the Imperial Navy to rethink its doctrine of using swarms of cheap craft instead of fewer high-quality ones, leading to the introduction of the TIE Advanced x1 and its successor, the TIE Avenger. The following TIE/D Defender as well as the heavy TIE Escort Fighter (or TIE/E) were touted as the next "logical advance" of the TIE Series—representing a shift in starfighter design from previous, expendable TIE models towards fast, well armed and protected designs, capable of hyperspace travel and long-term crew teams which gained experience and capabilities over time.

 

The TIE/E Escort, was a high-performance TIE Series starfighter developed for the Imperial Navy by Sienar Fleet Systems and it was introduced into service shortly before the Battle of Endor. It was a much heavier counterpart to the agile and TIE/D fighter, and more of an attack ship or even a light bomber than a true dogfighter. Its role were independent long range operations, and in order to reduce the work load and boost morale a crew of two was introduced (a pilot and a dedicated weapon systems officer/WSO). The primary duty profile included attack and escort task, but also reconnoiter missions. The TIE/E shared the general layout with the contemporary TIE/D fighter, but the cockpit section as well as the central power unit were much bigger, and the ship was considerably heavier.

 

The crew enjoyed – compared with previous TIE fighter designs – a spacious and now fully pressurized cockpit, so that no pressurized suits had to be worn anymore. The crew members sat in tandem under a large, clear canopy. The pilot in front had a very good field of view, while the WSO sat behind him, in a higher, staggered position with only a limited field of view. Both work stations had separate entries, though, and places could not be switched in flight: the pilot mounted the cockpit through a hatch on port side, while the WSO entered the rear compartment through a roof hatch.

 

In a departure from the design of previous TIE models, instead of two parallel wings to either side of the pilot module, the TIE Escort had three quadanium steel solar array wings mounted symmetrically around an aft section, which contained an I-s4d solar ionization reactor to store and convert solar energy collected from the wing panels. The inclusion of a third wing provided additional solar power to increase the ship's range and the ship's energy management system was designed to allow weapons and shields to be charged with minimum loss of power to the propulsion system.

 

Although it was based on the standard twin ion engine design, the TIE/E’s propulsion system was upgraded to the entirely new, powerful P-sz9.8 triple ion engine. This allowed the TIE/E a maximum acceleration of 4,220 G or 21 MGLT/s and a top speed of 144 MGLT, or 1,680 km/h in an atmosphere — almost 40 percent faster than a former standard TIE Fighter. With tractor beam recharge power (see below) redirected to the engines, the top speed could be increased to 180 MGLT in a dash.

In addition to the main thrusters located in the aft section, the TIE Escort's triple wing design allowed for three arrays of maneuvering jets and it featured an advanced F-s5x flight avionics system to process the pilot's instructions. Production models received a class 2, ND9 hyperdrive motivator, modified from the version developed for the TIE Avenger. The TIE/E also carried a Sienar N-s6 Navcon navigation computer with a ten-jump memory.

 

Special equipment included a small tractor beam projector, originally developed for the TIE Avenger, which could be easily fitted to the voluminous TIE Escort. Models produced by Ysanne Isard's production facility regularly carried such tractor beams and the technology found other uses, such as towing other damaged starfighters until they could achieve the required velocity to enter hyperspace. The tractor beam had limited range and could only be used for a short time before stopping to recharge, but it added new tactics, too. For instance, the beam allowed the TIE/E crews to temporarily inhibit the mobility of enemy fighters, making it easier to target them with the ship's other weapon systems, or prevent enemies from clear shots.

 

The TIE Escort’s weapons systems were primarily designed to engage bigger ships and armored or shielded targets, like armed freighters frequently used by the Alliance. Thanks to its complex weapon and sensor suite, it could also engage multiple enemy fighters at once. The sensors also allowed an effective attack of ground targets, so that atmospheric bombing was a potential mission for the TIE/E, too.

.

The TIE Escort Fighter carried a formidable array of weaponry in two modular weapon bays that were mounted alongside the lower cabin. In standard configuration, the TIE/E had two L-s9.3 laser cannons and two NK-3 ion cannons. The laser and ion cannons could be set to fire separately or, if concentrated power was required, to fire-linked in either pairs or as a quartet.

The ship also featured two M-g-2 general-purpose warhead launchers, each of which could be equipped with a standard load of three proton torpedoes or four concussion missiles. Depending on the mission profile, the ship could be fitted with alternative warheads such as proton rockets, proton bombs, or magnetic pulse warheads.

Additionally, external stores could be carried under the fuselage, which included a conformal sensor pallet for reconnaissance missions or a cargo bay with a capacity for 500 kg (1.100 lb).

 

The ship's defenses were provided by a pair of forward and rear projecting Novaldex deflector shield generators—another advantage over former standard TIE models. The shields were designed to recharge more rapidly than in previous Imperial fighters and were nearly as powerful as those found on capital ships, so that the TIE/E could engage other ships head-on with a very high survivability. The fighters were not equipped with particle shields, though, relying on the reinforced titanium hull to absorb impacts from matter. Its hull and wings were among the strongest of any TIE series Starfighter yet.

 

The advanced starfighter attracted the attention of several other factions, and the Empire struggled to prevent the spread of the technology. The ship's high cost, together with political factors, kept it from achieving widespread use in the Empire, though, and units were assigned only to the most elite crews.

 

The TIE/E played a central role in the Empire's campaign against rogue Grand Admiral Demetrius Zaarin, and mixed Defender and Escort units participated in several other battles, including the Battle of Endor. The TIE Escort continued to see limited use by the Imperial Remnant up to at least 44 ABY, and was involved in numerous conflicts, including the Yuuzhan Vong War..

  

The kit and its assembly:

Another group build contribution, this time to the Science Fiction GB at whatifmodelers.com during summer 2017. Originally, this one started as an attempt to build a vintage MPC TIE Interceptor kit which I had bought and half-heartedly started to build probably 20 years ago. But I did not have the right mojo (probably, The Force was not strong enough…?), so the kit ended up in a dark corner and some parts were donated to other projects.

 

The sun collectors were still intact, though, and in the meantime I had the idea of reviving the kit’s remains, and convert it into (what I thought was) a fictional TIE Fighter variant with three solar panels. For this plan I got myself another TIE Interceptor kit, and stashed it away, too. Mojo was still missing, though.

 

Well, then came the SF GB and I took it as an occasion to finally tackle the build. But when I prepared for the build I found out that my intended design (over the years) more or less actually existed in the Star Wars universe: the TIE/D Defender! I could have built it with the parts and hand and some improvisation, but the design similarity bugged me. Well, instead of a poor copy of something that was more or less clearly defined, I rather decided to create something more individual, yet plausible, from the parts at hand.

 

The model was to stay a TIE design, though, in order to use as much donor material from the MPC kits as possible. Doing some legwork, I settled for a heavy fighter – bigger than the TIE Interceptor and the TIE/D fighter, a two-seater.

Working out the basic concept and layout took some time and evolved gradually. The creative spark for the TIE/E eventually came through a Revell “Obi Wan’s Jedi Starfighter” snap fit kit in my pile – actually a prize from a former GB participation at phoxim.de (Thanks a lot, Wolfgang!), and rather a toy than a true model kit.

 

The Jedi Fighter was in so far handy as it carries some TIE Fighter design traits, like the pilot capsule and the characteristic spider web windscreen. Anyway, it’s 1:32, much bigger than the TIE Interceptor’s roundabout 1:50 scale – but knowing that I’d never build the Jedi Starfighter OOB I used it as a donor bank, and from this starting point things started to evolve gradually.

 

Work started with the cockpit section, taken from the Jedi Starfighter kit. The two TIE Interceptor cockpit tubs were then mounted inside, staggered, and the gaps to the walls filled with putty. A pretty messy task, and once the shapes had been carved out some triangular tiles were added to the surfaces – a detail I found depicted in SW screenshots and some TIE Fighter models.

 

Another issue became the crew – even though I had two MPC TIE Interceptors and, theorectically, two pilot figures, only one of them could be found and the second crewman had to be improvised. I normally do not build 1:48 scale things, but I was lucky (and happy) to find an SF driver figure, left over from a small Dougram hoovercraft kit (from Takara, as a Revell “Robotech” reboxing). This driver is a tad bigger than the 1:50 TIE pilot, but I went with it because I did not want to invest money and time in alternatives. In order to justify the size difference I decided to paint the Dougram driver as a Chiss, based on the expanded SW universe (with blue skin and hair, and glowing red eyes). Not certain if this makes sense during the Battle of Endor timeframe, but it adds some color to the project – and the cockpit would not be visible in much detail since it would be finished fully closed.

 

Reason behind the closed canopy is basically the poor fit of the clear part. OOB, this is intended as an action toy – but also the canopy’s considerable size in 1:50 would prevent its original opening mechanism.

Additional braces on the rel. large window panels were created with self-adhesive tape and later painted over.

 

The rear fuselage section and the solar panel pylons were scratched. The reactor behind the cockpit section is actually a plastic adapter for water hoses, found in a local DIY market. It was slightly modified, attached to the cockpit “egg” and both parts blended with putty. The tail opening was closed with a hatch from the OOB TIE Interceptor – an incidental but perfect match in size and style.

 

The three pylons are also lucky finds: actually, these are SF wargaming/tabletop props and would normally be low walls or barriers, made from resin. For my build, they were more or less halved and trimmed. Tilted by 90°, they are attached to the hull with iron wire stabilizers, and later blended to the hull with putty, too.

 

Once the cockpit was done, things moved more swiftly. The surface of the hull was decorated with many small bits and pieces, including thin styrene sheet and profiles, steel and iron wire in various strengths, and there are even 1:72 tank tracks hidden somewhere, as well as protective caps from syringes (main guns and under the rear fuselage). It’s amazing how much stuff you can add to such a model – but IMHO it’s vital in order to create some structure and to emulate the (early) Star Wars look.

  

Painting and markings:

The less spectacular part of the project, even though still a lot of work because of the sheer size of the model’s surface. Since the whole thing is fictional, I tried to stay true to the Imperial designs from Episode IV-VI and gave the TIE/E a simple, all-light grey livery. All basic painting was done with rattle cans.

Work started with a basic coat of grey primer. On top of that, an initial coat of RAL 7036 Platingrau was added, esp. to the lower surfaces and recesses, for a rough shading effect. Then, the actual overall tone, RAL 7047, called “Telegrau 4”, one of Deutsche Telekom’s corporate tones, was added - mostly sprayed from abone and the sides onto the model. Fuselage and panels were painted separately, overall assembly was one of the final steps.

 

The solar panels were to stand out from the grey rest of the model, and I painted them with Revell Acrylic “Iron Metallic” (91) first, and later applied a rather rich wash with black ink , making sure the color settled well into the many small cells. The effect is pretty good, and the contrast was slightly enhanced through a dry-brushing treatment.

 

Only a few legible stencils were added all around the hull (most from the scrap box or from mecha sheets), the Galactic Empire Seal were inkjet-printed at home, as well as some tactical markings on the flanks, puzzled together from single digits in "Aurebash", one of the Imperial SW languages/fonts.

For some variety and color highlights, dozens of small, round and colorful markings were die-punched from silver, yellow, orange, red and blue decal sheet and were placed all over the hull - together with the large panels they blur into the the overall appearance, though. The hatches received thin red linings, also made from generic decals strips.

 

The cockpit interior was a bit challenging, though. Good TIE Fighter cockpit interior pictures are hard to find, but they suggest a dark grey tone. More confusingly, the MPC instructions call for a “Dark Green” cockpit? Well, I did not like the all-grey option, since the spaceship is already monochrome grey on the outside.

 

As a compromise I eventually used Tamiya XF-65 "Field Grey". The interior recieved a black ink in and dry-brushing treatment, and some instruments ansd screens were created with black decal material and glossy black paint; some neon paint was used for sci-fi-esque conmtraol lamps everywhere - I did not pay too much intention on the interior, since the cockpit would stay closed, and the thick clear material blurs everything inside.

Following this rationale, the crew was also painted in arather minimal fashion - both wear a dark grey uniform, only the Chiss pilot stands aout with his light blue skin and the flourescent red eyes.

 

After an overall black ink wash the model received a dry brusing treatment with FS 36492 and FS 36495, for a weathered and battle-worn look. After all, the "Vehement" would not survive the Ballte of Endor, but who knows what became of TIE/E "801"'s mixed crew...?

Finally, the kit was sealed with matt acrylic varnish, and some final cosmetic corrections made.

 

The display is a DIY creation, too, made from a 6x6" piece of wood, it's edges covered with edgebonder, a steel wire as holder, and finally the display was paited with semi-matt black acrylic paint from the rattle can.

  

A complex build, and the TIE/E more or less evolved along the way, with only the overall layout in mind. Work took a month, but I think it was worth the effort. This fantasy creation looks pretty plausible and blends well into the vast canonical TIE Fighter family - and I am happy that I finally could finish this mummy project, including the surplus Jedi Starfighter kit which now also find a very good use!

 

An epic one, and far outside my standard comfort zone. But a wothwhile build!

 

March Field Air Museum

 

Created during the height of the Cold War, the Lockheed D-21 Strategic Reconnaissance Drone is a high-speed, high-altitude unmanned aircraft using many technical innovations derived from the SR-71 Blackbird. The D-21 powered by the RJ43-MA20S-4 ramjet was designed to carry a single high-resolution camera capable of taking critically important detailed photographs from altitudes exceeding 90,000 feet over hostile territory and return without endangering human aircrews.

 

In the heated political atmosphere following the 1960 Soviet destruction of a CIA U-2 spy plane piloted by Francis Gary Powers, the United States searched for an alternative to manned reconnaissance flights over its technologically advanced competitors. By 1962, aviation genius Kelly Johnson the designer of the SR-71 and his famous Lockheed “Skunk Works” believed the solution lay in the D-21. Capable of speeds of Mach 3.5 the D-21, (initially designated Q-21) used cutting-edge design to reduce its radar cross-section making it virtually invisible to eastern bloc surveillance networks. Launched from an upper surface pylon of a modified high-speed CIA reconnaissance version of the SR-71 the A-12, the D-21 could penetrate foreign airspace along a pre-set flight path before returning to a secure area and ejecting an electronics module containing the camera, photographs and navigational systems. Following completion of its mission the D-21 was programed to self-destruct.

 

In late December 1964, under the codename "Tagboard" the D-21 and the modified two-seat version of the A-12, the M-21 (D indicated "daughter" and M "mother") combination flew with the D-21 mounted piggyback on the M-21’s upper surface. It would be more than a year before the first successful in-flight launch in March of 1966. Two more launches took place in 1966 however, hydraulic failure caused the loss of the drone on the second mission and the electronics module failed to release on the third. Heartened by what seemed to be minor deficiencies, the tests continued despite designer Kelly Johnson’s expressed concern over the complex and risky M-21/D-21 combination launch procedures. July30, 1966 disaster struck over the Pacific test range when on the fourth test the D-21 engine failed immediately after separation causing the drone to veer into the right wing of the mother ship. At over Mach 3, the M-21 pitched-up sharply, breaking-off the forward fuselage containing the crew. Both the pilot Bill Park and Launch Control Operator ejected however, LCO Ray Torick was severely injured in the bailout and drowned before recovery vessels could reach him.

 

Seeking a safer launch, the D-21 was modified into the D-21B by adding solid rocket booster underneath the drone to propel it above Mach 2 for initial engine start, the dorsal mounting attachments for connecting to the under wing pylons of two specially modified B-52H bombers. Much safer, the “Senior Bowl” program was still plagued by difficulties. In total, four operational missions were flown; all over the People’s Republic of China between 1969 and 1971. The first resulted in a D-21 guidance system malfunction causing the drone to fly on past China into the Soviet Union where it crashed, only to be recovered by the KGB. The second flight performed flawlessly until the electronics module recovery system was damaged during ejection and the module plunged to the bottom of the sea. After a perfect third flight, the US Navy ship sent to scoop-up the module inadvertently rammed the floating unit causing it to sink. During the fourth and final D-21B flight, a malfunction caused the drone to wander off course; it disappeared into the vastness of communist China’s Gobi desert. President Nixon cancelled the program later that year.

 

On loan from the NMUSAF, the museum’s D-21B was delivered to the museum on July 19, 2007.

Some background:

The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties, which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter.

 

The basic VF-1 fighter was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.

 

From the basic fighter variant and the standard VF-1 airframe, several sub-versions were produced for specialized tasks, one of these being two dedicated reconnaissance variants of the Valkyrie. The respective VR-1A, the first variant to be fielded, was a one-man all-weather electronic warfare and reconnaissance version, more or less a direct conversion of the Standard VF-1A fighter with a defensive electronics suite and the capability to carry reconnaissance equipment in a ventral pod (instead of the GU-11 gun pod). The soon following VR-1D was based on the trainer two-seater, and a much more sophisticated design. Its biggest operational benefit was a dedicated systems operator on the back seat so that the pilot could focus on the task of reaching mission targets, mostly in low-level high speed flight, using terrain contours for a stealthy approach. As a consequence, the VR-1A was only manufactured in small numbers by Northrop during 2009 and 2010, while the more prolific, versatile and efficient VR-1D was manufactured by Rockwell Bell from early 2010 onwards until 2014.

 

In addition to the standard electronic warfare suit carried by all VF-1 Valkyrie fighters both reconnaissance types carried two multi-frequency radar warning receivers on the vertical stabilizers, making this detail the most obvious difference to the fighters. Many VR-1s carried, instead of the fighter's intercept radar, specialized sensor equipment in their noses, including cameras in different configurations, mapping radars or radiation and atmospheric sampling and analysis equipment. Despite the different nose and equipment configurations, the VR-1s normally did not receive a special designation, the crew number and the airframe ancestry being the only nomination factor.

 

Furthermore, a wide range of special equipment could be carried, the most common ordnance being a pair of optional conformal radar jamming pod pallets that could be mounted onto the leg/engine nacelles’ flanks.

 

The VR-1s operated, except for the integral lasers in the standard A or D head units and IR-guided AMM-1 missiles for self-defense, generally unarmed and, if possible, in clean configuration, for maximum low level speed and agility. Instead of the fighter's standard GU-11 gun pod (which could be carried, though), both VR types typically carried various Tactical Aerial Camera System (TACS) and Synthetic Aperture Radar (SAR) pods under the fuselage. Furthermore, they could also carry a wide range of special ordnance like ECM and chaff/flare pods under the wings, as well as a pair of drop tanks to increase range and loiter time.

 

In order to retain some limited offensive combat capabilities against aerial and ground targets alike, many reconnaissance Valkyries received during their career and the standard fighters’ MLU program (see below) an infrared search and track (IRST) system, mounted in front of the cockpit. Sometimes an infrared jamming system was added in a fairing to the bottom of the nose, too, when applicable. Alternatively, the same system could be carried externally as a pod on one of the outer pylons.

 

After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

 

The versatile aircraft also underwent constant upgrade programs, leading to improved versions like the VF-1N and P. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards. Many Valkyries also received improved ECM and radar warning systems, with emitters/receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters in its multitude of variants.

 

However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

  

General characteristics:

All-environment variable fighter and tactical combat Battroid,

used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N. Spacy Marines

 

Accommodation:

Single pilot in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)/8.30 meters (at 70° maximum sweep)

Height 3.84 meters

 

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

 

Empty weight: 13.25 metric tons

Standard T-O mass: 18.5 metric tons

MTOW: 37.0 metric tons

 

Powerplant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)

 

4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1x wing thruster roll control system on each wingtip)

 

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

  

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

 

Design Features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

 

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

 

Armament:

2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing hard points for a wide variety of ordnance, including:

- 12x AMM-1 hybrid guided multipurpose missiles (3/point), or

- 12x MK-82 LDGB conventional bombs (3/point), or

- 6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

- 4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

- or a combination of above load-outs

  

The kit and its assembly:

This build was inspired by a Macross source book find, but the build did not go without a personal twist, and therefore it is not 100% canonical. The VR-1D two seater recce Valkyrie as such is “real”, though, and the basis for the build was a standard 1:100 VF-1D Arii kit. Beyond the standard improvements with extra blade antennae and two pilot figures for in-flight display, I did some other changes in order to get away from the standard VF-1D look.

 

One of these are the radar sensors on top of the fins - carved from 1.5mm styrene sheet and replacing the original fin tips. On the nose flanks I added flat SLAR antennae, which I extended downwards so that the familiar VF-1 nose would appear quite different (inspired by the Grumman F9F-8P’s outlines). The panels are 0.5mm styrene sheet and blended into the fuselage with putty. In front of the cockpit an IRST sensor was added, actually a simple piece of sprue.

 

The conformal ECM fairings on the legs were originally drop tank halves (from a Matchbox Saab 29), reduced in depth so far that only shallow bulges remained.

 

Instead of the GU-11 gun pod under the fuselage I used a camera pod from an 1:72 Luftwaffe Tornado. This is a little massive for the slender 1:100 Valkyrie, but the camera ports and the overall shape and length were just too promising. I cut away the original attachment pylon, reversed the pod, cut off its rounded rear section and added an spherical, clear “eye ball” at the front end (which is actually a ball joint from a vintage Matchbox aircraft display :D).

A vertical styrene tube was used to mount the pod under the Valkyrie, and it is at the same time an adapter for my standard wire display, so that the VR-1D can be presented in flight, with the landing gear tucked up.

  

Painting and markings:

The paint scheme is based on the rather unique (if not surreal, but effective!) low-level camouflage carried by some of the JASDF's RF-4EJs, operated by the 501st Hikotai (beyond a maritime and a Europe One scheme), as well as the F-1. As far as I could find out, the upper tones are FS 34097, 34108 and 30372, and white from below, while the pattern itself is identical to the Phantom II’s USAF SEA scheme.

 

The tones I used are Humbrol 168 (Hemp), a mix of 101 (Mid Green) and a little 76 Uniform Green, for a more bluish hue, and a mix of 108 (WWI Green) with some 252 (RLM 82). Instead of white, I rather used a very light grey (Humbrol 147, FS 36495) for the undersides.

Later, after a black ink washing, these basic colors were lightened through panel post-shading with slightly more pale mixes of these tones.

 

The cockpit was painted in canonical colors, with a medium grey interior, black ejection seats and red brown cushions. The air intakes became dark grey (Revell 77). Since the Valkyrie would be displayed in flight, with the thick and distorting canopy closed, only basic painting was done inside, including the two figures - they just received a basic Macross pilot suit look, but, as a personal twist, the crew received different jumpsuits in red and blue.

 

The markings were mostly taken from the OOB sheet (with full color kite roundels, making this aircraft look even more JASDF-ish, plus some typical stencils), extras are the 501 Hikotai's famous woodpecker emblem from a Hasegawa 1:72 Phantom II kit and the USN style modex. The dielectric fairings on the nose were created with ivory decal sheet, other antenna covers were painted with Humbrol 7. The exhausts/feet were painted with Modelmaster Titanium Metallizer.

Finally, the kit received an overall coat with matt acrylic varnish (Italeri).

  

Another VF-1 for the collection, this time a kind of JASDF tribute build – and a mix between canonical and personal elements. However, an interesting result - the "real" JASDF paint scheme looks a little odd, but somehow the camouflage suits the VF-1 well?

 

+++ 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 Ling-Temco-Vought A-7 Corsair II was a carrier-capable subsonic light attack aircraft introduced to replace the Douglas A-4 Skyhawk. The A-7 airframe design was based on the successful supersonic Vought F-8 Crusader, although it was somewhat smaller and rounded off. The Corsair II initially entered service with the United States Navy during the Vietnam War. It was later adopted by the United States Air Force, including the Air National Guard, to replace the Douglas A-1 Skyraider and North American F-100 Super Sabre. The aircraft was also exported to several foreign countries, including Greece, Portugal, Thailand and New Zealand.

 

For the latter operator, the Corsair II was part of a major modernization campaign in the early 1970s. For instance, in 1970 14 McDonnell Douglas A-4 Skyhawks were purchased to replace the Vampire FB5's, which had been the primary light attack aircraft for the RNZAF for years, but the type was hopelessly outdated.

Furthermore New Zealand was also looking for a replacement of its similarly ageing Canberra fleet. These 31 aircraft were also phased out of service in mid 1970, and the A-7 chosen as the RNZAFs new fighter bomber because of its proven all-weather strike capability and advances avionics.

 

The RNZAF bought and operated 22 LTV A-7 Corsair II aircraft primarily in the coastal defense/anti-ship and sea patrol roles, air interdiction and air defense roles being secondary duties. The RNZAF Corsair II was very similar to the US Navy’s A-7E, even though the machines would only be operated form land bases. Designated A-7N, the machines featured an AN/APN-190 navigational radar with a Doppler groundspeed and drift detector plus an AN/APQ-128 terrain following radar. For the deployment of smart weapons, the machines were outfitted with a Pave Penny laser target acquisition system under the air intake lip, similar to the USAF’s A-7D, and could carry a wide range of weaponry and sensors, including AN/AAR-45 FLIR pods for an improved all-weather performance. Against enemy ships and large ground targets, visually guided smart bombs (AGM-62 and the more modern GBU-8 HOBOS) were bought, as well as AGM-65 Maverick against smaller, high priority targets.

 

Active service lasted between 1975 and 1999, and the A-7Ns were originally allocated between RNZAF 2 and 75 Squadron at Ohakea, where they were operated together with A-4K and TA-4K. The latter were also emplyed for A-7N pilot conversion training, since the RNZAF did not operate any Corsair II two seaters.

Several times the Squadron deployed to Clark Air Base in the Philippines and to Hawaii with both of the Corsair IIs and Skyhawks to exercise with the United States Air Force. Furthermore, the annual deployments as part of the Five Power Defence Agreement (called Exercise Vanguard) had the Squadron visit Australia, Singapore, Malaysia and Thailand to practice with those countries. Two RNZAF A-7s of 75 Squadron even made visits to Great Britain.

 

In the early Nineties the Corsair IIs started to suffer from numerous maintenance and logistic problems due to the lack of spare parts and general financial problems. This also prevented a major avionics update and the procurement of AGM-84 Harpoon missiles for the A-7Ns and the RNZAF P-3 Orion maritime patrol aircraft. The maintenance situation became so dire that several aircraft were cannibalized for spare parts to service other fighters. In 1992 only sixteen A-7Ns remained operational. This resulted in the available fighters no longer being assigned and dedicated to one specific squadron, but shared and assigned to one of the RNZAF combat squadrons (2, 14 and 75 Squadron, respectively), as needed.

 

During its 24 years of duty in the RNZAF, the A-7 fleet suffered 8 severe accidents with aircraft losses (and two pilots being killed). Nevertheless, the introduction of the A-7 was seen as a success due to the evolution that it allowed the Air Force in aircraft maintenance, with focus in modern computer and electronic systems, and in the steady qualification of pilots and technicians.

 

In 1999, the National Government selected an order of 28 F-16A/B Fighting Falcon aircraft to replace the complete fleet of A-4 Skyhawks and A-7 Corsair IIs, but this procurement plan was cancelled in 2001 following election by the incoming Labour Government under Helen Clark. This was followed by the disbanding of several fixed wing aircraft squadrons, with the consequence of removing the RNZAF's air combat capability. The last A-7 flight in RNZAF service took place on 1st of October 2001. Subsequently, most of the RNZAF's fighter pilots left New Zealand to serve in the Royal Australian Air Force and the Royal Air Force.

 

General characteristics:

Crew: 1

Length: 46 ft 2 in (14.06 m)

Wingspan: 38 ft 9 in (11.8 m), 23 ft 9 in (7.24 m) wings folded

Height: 16 ft 1 in (4.9 m)

Wing area: 374.9 sq ft (34.83 m²)

Airfoil: NACA 65A007 root and tip

Empty weight: 19,127 lb (8,676 kg)

Max takeoff weight: 41,998 lb (19,050 kg) overload condition.

Fuel capacity: 1,338 US gal (5,060 l; 1,114 imp gal) (10,200 lb (4,600 kg)) internal

 

Powerplant:

1 × Allison TF41-A-2 non-afterburning turbofan engine, 15,000 lbf (66.7 kN) thrust

 

Performance:

Maximum speed: 600 kn (690 mph; 1,111 km/h) at Sea level

Range: 1,070 nmi; 1,231 mi (1,981 km) maximum internal fuel

Ferry range: 1,342 nmi; 1,544 mi (2,485 km) with maximum internal and external fuel

Service ceiling: 42,000 ft (13,000 m)

Wing loading: 77.4 lb/sq ft (378 kg/m²)

Thrust/weight: 0.50

Take-off run: 1,705 ft (519.7 m) at 42,000 lb (19,000 kg)

 

Armament:

1× M61A1 Vulcan 20 mm (0.787 in) rotary cannon with 1,030 rounds

6× under-wing and 2× fuselage pylon stations (for mounting AIM-9 Sidewinder AAMs only)

with a total ordnance capacity of 15,000 lb (6,803.9 kg)

  

The kit and its assembly:

An idea that had been lingering on my project list for some years, and a recent build of an RNZAF A-7 by fellow modeler KiwiZac at whatifmodelers.com eventually triggered this build, a rather simple alternative livery whif. I had this idea on the agenda for some time, though, already written up a background story (which was accidently deleted early last year and sent the project into hiatus - until now) and had the kit as well as decals collected and stashed away.

 

The basis is the Hobby Boss A-7, which is available in a wide range of variant in 1:72 scale. Not cheap, but IMHO the best Corsair II kit at the moment, because it is full of ample surface details, goes together nicely and features a complete air intake, a good cockpit tub and even some maintenance covers that can be displayed in open position, in case you want to integrate the kit in a diorama. In my case it’s the A-7E kit, because I wanted a late variant and the US Navy’s refueling probe instead of the A-7D’s dorsal adapter for the USAF refueling boom system.

 

For the fictional RNZAF A-7N no fundamental changes were made. I just deliberately used OOB parts like the A-7D’s Pave Penny laser targeting pod under the air intake. As a personal addition I lowered the flaps slightly for a more lively look. Around the hull, some blade antennae were changed or added, and I installed the pair of pitots in front of the windscreen (made from thin wire).

 

The FLIR pod came with the kit, as well as the drop tank under the inner starboards wing pylon and the AIM-9Bs. Only the GBU-8s were externally sourced, from one of the Hasegawa USAF ordnance sets.

 

For the finalized kit on display I mounted the maintenance covers in open position, but for the beauty pics they were provisionally placed in closed position onto the kit’s flanks. The covers had to be modified for this stunt, but since their fit is very good and tight they easily stayed in place, even for the flight scenes!

 

Painting and markings:

This was the more interesting part – I wanted „something special“ for the fictional RNZAF Corsair II. Upon delivery, the USAF SEA scheme would certainly have been the most appropriate camouflage – the A-4K’s were painted this way and the aforementioned inspiring build by KiwiZac was finished this way.

 

Anyway, my plan had been from the start a machine in late service with low-viz markings similar to the A-4Ks, which received an attractive three-tone wrap-around scheme (in FS 34102, 34079 and 36081) or a simple all-around coat of FS 34079.

 

Both of these schemes could have been a sensible choice for this project, but… no! Too obvious, too simple for my taste. I rather wanted something that makes you wonder and yet make the aircraft look authentic and RNZAF-esque.

 

While digging for options and alternatives I stumbled upon the RNZAF’s C-130 Hercules transporters, which, like Canadian machines, carry a wrap-around scheme in two tones of grey (a light blue grey and a darker tone with a reddish hue) and a deep olive green tone that comes close to Dark Slate Grey, together with low-viz markings. A pretty unique scheme! Not as murky as the late A-4Ks and IMHO also well suited for the naval/coastal environment that the machine would patrol.

 

I was not able to positively identify the original tones on the CAF and RNZAF Hercs, so I interpreted various aircraft pictures. I settled upon Humbrol 163 (RAF Dark Green) 125 (FS 36118, Gunship Grey) and Revell 57 (RAL 7000, similar to FS 35237, but lighter and “colder”). For the wraparound scheme I used the C-130s as benchmark.

 

The cockpit became Dark Gull Grey (Humbrol 140) while the landing gear and the air intake duct became – behind 5mm of grey around the intake lip - white. The maintenance hatches’ interior was painted with a mix of Humbrol 81 and 38, for a striking zinc chromate primer look.

 

After a light black ink wash the kit received some panel post-shading for more contrast esp. between the dark colors and a slightly worn and sun-bleached look, since the aircraft would be depicted towards the end of its active service life.

 

Decals were the most challenging task, though: finding suitable RNZAF roundels is not easy, and I was happy when Xtradecal released an appropriate sheet that offers kiwi roundels for all positions (since motifs for port and starboard have to be mirrored). The Kiwi squadron emblem actually belongs to an RNZAF A-4K (from an Old Models sheet). The serial codes were puzzled together from single letter (TL Modellbau), most stencils come from the Hobby Boss OOB sheet.

  

A simple build, yet a very interesting topic and in the end also an IMHO very cool-looking aircraft in its fictional livery. Building the Hobby Boss A-7 was easy, despite some inherent flaws of the kit (e .g. totally blank dashboard and side consoles, and even no decals included!). The paint scheme lent from the RNZAF Hercs suits the SLUF well, though.

I like to think of myself as something of a feminist. Not a "women are fairer and more interesting than men" sorta feminist, but in an "I'm capable of forming my own opinions and don't try to tell me what I can and can't do" kinda way. So why is it that my musical tastes have almost always been led and shaped by men?

 

Started with my dad, on those long car trips from Connecticut to see the family in Indiana. My mom loved pop music- well she was only in her early 20s- and my dad loved country western and Frank Sinatra. Frank my mom could deal with, but the only time he was allowed to listen to the twang and the dobro was when we were on those long drives. She said it made him drive better. ??? In any event... maybe because it was sort of forbidden in the house, I came to love those long drives with Gene Autry and Johnny Cash and Loretta Lynn standin' by her man. Those songs were like audio soap operas and as an impressionable drama queen-in-the-making, I ate 'em up. Didn't hurt either that they had singable choruses that we all joined in on, even my disapproving mom with her beautiful and strong alto-bass drowning out my dad's off-key barritone.

 

Maybe it was the love of singing choruses that led me to join the Folk Club in high school, but I have a vague remembrance it had to do with a tall dark-haired boy a couple of years ahead of me. Can't recall his name now, but I still know the words to "If I Had A Hammer", and can pick some harmony out of the air when I need to. All of my peers at the time were, of course jumping up and down and squealing over John, Paul, George & Ringo, but I wouldn't really come to appreciate their writing and pop genius until I was well into my 30s and a then beau took it upon himself to educate me about them.

 

My folk club morphed into being on the Coffeehouse Committee in early college, lured by a couple of wacko guy friends who ran it, and who had memorable after-parties in the dorm room they shared with a 5 foot boa constrictor. To this day, I think the most sensuous experience I've ever had was the time Bongo slithered up one sleeve, across my back, and out the other sleeve on his way back into his cage. Because of those boys I got to see Leonard Cohen, Judy Collins, Joni Mitchell, Ravi Shankar, and dozens of great musicians I still listen to today.

 

Wish I could remember the name of my first boyfriend freshman year. I was still uninitiated in the ways of sex- and at the time hell-bent on staying that way 'till marriage (that attitude didn't last all that much later), but spent weekends in his room sleeping in the same bed, deflecting his advances. Ikes! Knowing what I know now I don't see why he put up with that more than once, but we lasted a semester, and before it was through he's introduced me to The Who! ... Janis Joplin! ... Jimi Hendrix! ... Led Zeppelin! ... and a slew of rock bands I still love.

 

I didn't become a student senator freshman year because of tall red-headed funny Alan Emerthal, but he's a lot of the reason I stayed with it for years. We were friends, then inseparable buddies, and then just on the verge of being sweethearts. We'd decided the night before a big UConn basketball game being played in NYC at Madison Square Garden that it was time to morph into couplehood, but since he had to be up at dawn to drive down to the game with a buddy, we would wait to officially celebrate until the night after the game. I can still remember the kiss as he said goodnight to me at the door of my dorm. The next night he was killed by a drunk driver as he was changing a tire on the side of I-91 near New Haven on their way back from the game. I was inconsolable.

 

Recovery from that experience took an odd form. All our fellow student senators were buddies, and knowing how things had been between Alan and me, they decided the best way to pull me out of my depression was to take me out- a LOT- to the bars off campus where the blues were played loud, and sweet, and sultry. Hard to feel sorry for yourself too long when you're listening to the blues.

 

The music at those places was a real draw, but truth be told it was the places themselves that captivated me. The Shaboo Inn in Willimantic, Connecticut was the closest to a college hang-out that they took me to, but there were far more older folks than contemporaries there, and that was a big part of its allure for me. I loved college, but there was something surreal and wrong-feeling to me about being in a place where everyone is your own age. Still feels wrong to me today on the occasions when it occurs. But I digress.

 

At "Shaboo" I got to see the likes of Leon Russell, Vassar Clements, the James Montgomery Blues Band, and dozens more groups who turned me onto how much a "nice" girl could love a down-low and sultry sound. And how much fun it could be to dance in that free and uninhibeted way you really only do when you're young.

 

The other taste those kind and wild friends cultivated in me was then one I still have for dives. All the bars near the campus were the kind of place you wouldn't mind bringing mom and dad, if they were just a teeny bit tolerant of grunge (still then an adjective instead of a movement). And they were boring. The places we went instead were the ones on the back roads and in towns farther away which were frequented by workers of the other major local employer besides the university, the American Thread factory. These places had cheap beer, colorful characters, fabulous jukeboxes, and on weekends local blues or honky tonk rock 'n' roll bands. Some of whom were amazing good, and others of which made up for talent with enthusiasm, and were none the less entertaining for that. The bartenders were gruff but kindly, and the waitresses were like that classic movie character... world-weary, slightly tarty, and with a heart of gold. Or maybe I just imagined that. Whatever... I loved those places and still do.

 

But it was the early 70s, so that's not at all the end of the musical journey. I may have been late to the pop/rock party, but I did arrive eventually, and all because I was "the good girl".

 

For all my love of dives, I was the daughter of an alcoholic- a lovable one, but an alcoholic nonetheless. Thnkfully I was one of the lucky ones who was afraid of it rather than following dad's footsteps. And for the same reason I wasn't much into drugs like most of my buddies, so whenever we headed out for a night it was likely I'd be the driver. So when the student government sponsored a huge outdoor concert on campus my junior year, as the only "mostly straight person" and the responsible type in the group, it was just a given that- clueless as I was about who we'd hired to play- I'd be the one to pick them up at the airport, and take care of hospitality for them while they were on campus.

 

Which is how I ended up in a car one fine spring weekend with the likes of Bruce Springsteen, and Fairport Convention, with the then young Sandy Denny and Richard Thompson. They just seemed like nice people to me. Interesting conversationalists who seemed genuinely interested in the landscape we were driving through, asking questions about the school we were approaching, and conversing with me about the musicians I DID know something about (I remember I got brownie points fro having seen Tom Rush and Joni Mitchell live). They seemed inordinately appreciative I'd made them homemade food and healthy salads instead of ordering in pizza like a lot of other college sponsors. To be honest, they seemed a lot like all the B and C level musicians we hung out with in the dives.

 

Then they got up on stage and I was completely blown away. Folk music I'd loved for a decade. Rock was newer to me, and I liked it, though it seemed remote and too complex for me to understand. But here was a blending of folk and rock that kept the emphasis on words and ideas that drew me to the former, and adding in the energy that I was coming to love in the latter. And it opened up a whole new genre of FolkRock musicians to me. The Bothy Band. Pentangle. The Battlefield Band. Crosby Stills Nash & Young. The Byrds. Folks who could really rock out, but whose lyrics were as prominent as the guitar pyrotechnics. It's still the form I love best.

 

Of course college brought a lot of disparate musical experiences. An old classmate George who'd graduated hired me part time as an in-house roadie- for lack of a better title for someone who works tech for shows touring in- at the Bushnell Memorial Hall in Hartford where I got to run follow spot on the likes of Ike & Tina Turner (she was mesmerizing, he was rude, the music was breathtaking) and Barry Manilow (nice guy but not my musical cup of tea). I went out dancing with my gay guy friends a lot of Friday nights, and to this day my feet will start moving if I hear "I Will Survive" or "Lady Marmalade". And the musical theatre work I did while in grad school gave me a real appreciation for the likes of Cole Porter and Stephen Sondheim, and the way they could move a story along.

 

There were musical disadvantages to my grad school years- and the insanely busy years right afterward when I was working in theatre- in that I seldom had time to listen to the radio or go out clubs... so I was clueless about popular musical in the late 70s and early 80's. Hmmmmm... those were also the years when I wasn't dating so much. Coincidence? I think perhaps not. :-)

 

In 1984 I met John, who would eventually be my sweetheart for almost 15 years, and with whom I still share a house. Before I met John I was under the false impression that I was knowledgeable about folk music. Hah! I knew a bit about a tiny segment of popular folk music, but John, who had been intimately involved with the venerable Folk Song Society of Greater Boston for years at that point, is pretty encyclopedic about the history and roots of folk music, and had heard more folk musicians perform in the year before we met than I knew even existed. I could write a book on the amount I've learned and the concerts I've enjoyed because of John, so I won't go into detail, but I will say that a huge number of my closest friends are people I've met through that community. The folk world- both traditional and contemporary- is a small one, and Boston is one of the most folk-rich areas of my country, so our close friends include folklore professors, public radio folk djs (like my photography and cooking buddy Dave), folk journalists, record producers, a number of people who book clubs, and a huge number of amazing musicians. Stellar performers like Martin Wyndham Reed have sung in our living room, I've fed folk like Jean Ritchie, and so many young singer-songwriters have crashed at our place while gigging in town that we joke about running an inn.

 

John and I let go of the romantic part of our friendship early in 2000, and by summer I found myself entangled with Eli, the psychedelic rock dj. Met him at a Holy Modal Rounders gig I accidentally found myself at when I stopped in Johnny D's Uptown Lounge to say a quick hello to my buddy Dana who does the booking there. It would be pretty hard to find two people more utterly mismatched from the start than Eli and me. I wasn't that we fought or anything- far from it- but our tastes and backgrounds were completely at odds, and about a year and a half later we finally bowed to the inevitable.

 

Before that, though, Eli helped me recapture a huge missing chunk of my missed musical life by submerging me in the entire ouvre of The Grateful Dead and psychedelic rock in general. I already, of course, knew the classic Dead hits, but knew little about the breadth of their catalogue, or anything about the enduring culture of "deadheads". Since he was as encyclopedic about the era of Jerry Garcia and the boys, and everything psychedelic and related that had come since then, as John was about folk, and since as a dj he got us free tickets to everything even vaguely related in New England, I saw and learned about a LOT of music during that year and a half. And I got to do my hippie-chick imitation camping at weekend long jam band festivals with thousands and thousands of his nearest and dearest. Some of whom were astoundingly interesting people. And many of whom were still mourning the end of the world which they thought had occurred when Jerry died. That latter bunch really creeped me out.

 

Probably my favorite musical benefit from hanging out with Eli- and there really were many- was getting to see Bob Dylan perform live several times. Like anyone who came of age in the 70s I knew and loved the classic songs, and I was aware enough of his career to have heard the rumors of dreadful shows and lackluster recordings in the 90's. But with the exception of his famous "return" to the Newport Folk Festival a few years ago which baffled me in its lack of energy, I found his concerts to be extraordinary, enlightening, thrilling experiences. If I was forced to name one songwriter as THE most important and influential one of my times, I think it would have to be Mr. Dylan.

 

Now Eli may have been knowledgeable about Dylan, but the guy who's my latest and- in some ways most profound- musical influence, is more passionate about him. And about music in general too. My sweetheart Matt, who many of you have read about before, has been a musician pretty much all his life. And he's a few years younger than I, so the music he "grew up with" is just a bit later than what I did.

 

From what I glean, Matt's earliest musical influence was his grandpa who sang what we'd consider "old timey" music when Matt was a kid. Matt obviously loved it because he included at least one of his grandpas songs on his first major CD, but like most kids, when he was a bit older he was interested in more "progressive" music. He was just about the perfect age to catch the beginnings of punk, and that music really appealed to the smart, observant, political, rebellious teenager that he was.

 

Not content to just listen, it wasn't long before he left behind trombone in the high school band (or was it clarinet... I forget) for the bass in a punk band. And then in a few more. And then the rock 'n' roll cover band. Then the rock band. Or was that before the punk bands? The chronology is a little fuzzy for me because there were so many different bands he belonged to... a few lasting only a gig or two in the way of bands made up of young people with big egos who are playing at clubs owned by older people with even bigger egos. I do know that one of the bands he belonged to was called The Marshmallow Overcoat because I met one of the other bandmates- Tim- in Tucson when we travelled through the southwest a couple of years ago, but the names of the rest elude me at the moment.

 

Sometime in the late 80's when Matt moved from the southwest to Boston, it was a new girlfriend of his that drew him at least partially into the world of folk music. There was something about the straight-forward honesty of it that recalled for him the essential purity of the songs his grandfather had sung, and the thoughtful and poetic, yet often raw lyrics he was writing lent themselves to the form. So for most of the last decade and a half he's been a "songer-singwriter" on the scene hereabouts.

 

One of the things I love best about my man, though, is that he doesn't fit easily into any one small box. In any part of his life. Listen carefully to the music he plays in clubs and you might hear a bit of country, a little punk sensibility, more than a bit of political saavy, end some catchy pop hooks. Listen to some of his experimental compositions and you'll catch glimmers of electronica, krautrock, the Byrds, psychedelic, some old Carter Family, ... maybe a little Jandek thrown in. Ever heard punk autoharp? I'm not even coming close to giving a sense of how many influences touch his music. That's because since he was a kid, he's paid attention to everything. He's not just interested in music of all sorts, he listens really really carefully, is extremely observant, studies it, reads about it, remembers it, and understands it in a way that very few do.

 

So it's no wonder that, because of him, I hear a lot of music that's new to me... a good deal of it being all the great music I missed out on during my "popular music black hole" from the late 70's through the late 90s. The Ramones and Frank Zappa and Captain Beefheart and The Replacements and ZZ Top and Tom Petty and The Meat Puppets. The more obscure tracks and albums by Mr. Dylan. Then there are the county influenced, like Lucinda Williams, James McMurtry, Slaid Cleves, Steve Earl, The Dixie Chicks, Gillian Welch. And newer, less categorizable artists like Four Tet, Barbara Morgensterm, Lemon Jelly, Bjork. When I head over to his house I have no idea whatsoever what the soundtrack of our weekend will be. I just leave it in his hands and know it'll be interesting. In fact, one of my favorite evenings is a Saturday night when musician friends come over for dinner and I listen to them "talk music" in the kitchen while I make supper. And going out to a club or music festival with him is a real treat, whether it's arena rock, camping at a bluegrass festival, or electronica in a tiny club.

 

The only downside to all the music he exposes me to is that there are way way too many artists for me to buy cds- or even mp3s- from all of them. So my pathetic little cd collection- a portion of which is depicted here- hasn't grown much over the past few years. Ironically, the influences of all those previous guys are in album covers and jewel cases all over my studio, but there's very little by the extraordinary number of artists Matt's exposed me to.

 

Ah well. Small price to pay for the huge musical world he's opened for me. And besides... now I have all HIS recordings. Seems like a good trade-off to me.

  

These two young bucks are capable of breeding if it weren't for the bigger ones keeping them from it. They are forced to the periphery of the posturing by the big bucks for breeding rights. Out of frustration they battle each other with no prize waiting for the winner.

 

Our beautiful world, pass it on.

+++ DISCLAIMER +++

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

  

Some background:

The Austrian Air Force in its current form was created in May 1955 by the victorious Allied powers, subject to restrictions on its use of guided missiles. The Austrian State Treaty of 1955 committed Austria to permanent neutrality. Pilot training started out with a four Yak-11 Moose and four Yak-18 Max aircraft donated by the Soviet Union, and Austria purchased further light trainer types under the Military Assistance Program. Until 1960 Austria purchased training and support aircraft under the MAP, but no modern fighter aircraft; the role of a fighter was rather inadequately filled by thirty already outdated Saab 29 Tunnan, bought second-hand from the Swedish Air Force in the early 1960s which equipped two fighter bomber squadrons.

 

To expand its capabilities and modernize the fleet, Austria purchased from 1970 on a total of 40 Saab 105 lightweight multi-role aircraft from Sweden with the intention to deploy them in trainer, reconnaissance, ground attack and even interception roles. As it became clear in the 1980s that the light sub-sonic aircraft were inadequate for air combat and airspace interdiction, Austria started looking for a more capable aircraft. In 1984, Austria had devised a two-phase solution to its problem: buying 30 interim aircrafts cheaply as a stopgap and then trading them back for a new generation aircraft in the early or mid-Nineties.

 

International response was quick and manifold: Bristol Aerospace offered initially ex RAF Jaguars to be replaced by Tornado F.3 or even Eurofighters; Saab-Scania offered between 24 and 30 former Royal Swedish Air Force J 35D Draken, followed by Saab J 39 Gripen as future substitutes; General-Electric suggested downgraded F-16/79 or F-16A for phase one and an option for the same aircraft in a more modern variant for phase two; Northrop’s numberF-5E was another alternative for phase one. Dassault was also present with refurbished Mirage III initially, followed by Mirage 2000.

 

Finding the most suitable option in this mass was not easy, and eventually a surprising deal materialized: In 1985 the contract for the sale of twenty-four Lightning F.56 fighters plus four T.55 trainers was signed by the SPÖ/FPÖ government under Fred Sinowatz. The background: Saudi Arabia had been operating thirty-four F.53 single-seaters and six T.55 trainers since 1967 and was about to retire its fleet, which was still in very good condition and with a reasonable number of flying hours left on many airframes. The aircraft would be refurbished directly at BAe in Great Britain with the option to switch to the Tornado ADV or its successor, the Eurofighter Typhoon, later.

 

The Lightning F.53 was an export version of the RAF’s F.6, but with a multi-role mission profile in mind that included, beyond the primary interceptor mission with guided missiles or internal guns, the capability to carry out interdiction/ground attacks and reconnaissance missions. To carry a suitable ordnance load, the F.53 featured additional underwing pylons for bombs or unguided rocket pods. Instead of the standard Firestreak/Red Top AAM missile station in the lower front fuselage, two retractable panniers with a total of forty-four unguided 50 mm rockets, which were effective against both ground and aerial targets, could be installed, or, alternatively, two camera packs (one with five cameras and another with a rotating camera mount) was available for tactical photo reconnaissance missions. Overwing hardpoints, adapted from the Lightning F.6, allowed to carry auxiliary fuel tanks to increase range/endurance, additional rocket pods or even retarded bombs.

The Lightning T.55 was also an export variant, a two-seat side-by-side training aircraft, and virtually identical to the T.5, which itself was based on the older F.3 fighter variant, and fully combat-capable.

 

The Saudi Arabian multi-role F.53s had served in the ground-attack and reconnaissance roles as well as an air defense fighter, with Lightnings of No. 6 Squadron RSAF carrying out ground-attack missions using rockets and bombs during a border dispute with South Yemen between December 1969 and May 1970. Saudi Arabia received Northrop F-5E fighters from 1971, which resulted in the Lightnings relinquishing the ground-attack mission, concentrating on air defense, and to a lesser extent, reconnaissance. Until 1982, Saudi Arabia's Lightnings were mainly operated by 2 and 6 Squadron RSAF (although a few were also used by 13 Squadron RSAF), but when 6 Squadron re-equipped with the F-15 Eagle from 1978 on, all the remaining aircraft were concentrated and operated by 2 Squadron at Tabuk. In 1985, as part of the agreement to sell the Panavia Tornado (both IDS and ADV versions) to the RSAF, the Lightnings were traded in to British Aerospace, returned to Warton for refurbishment and re-sold to Austria.

 

While the Saudi Arabian Lightnings’ hardware was in very good shape, the Austrian Bundesluftwaffe requested some modifications, including a different missile armament: instead of the maintenance-heavy British Firestreak/Red Top AAMs, the Lightnings were to be armed with simpler, lighter and more economical IR-guided AIM-9 Sidewinder AAMs which were already in the Austrian Air Force’s inventory. Two of these missiles were carried on single launch rails on the lower forward fuselage; an additional pair of Sidewinders could also be carried on the outer underwing stations, for a total of four. The F.53s’ optional retractable unguided rocket panniers were dropped altogether in favor of a permanent avionics bay for the Sidewinders in its place. However, to carry out tactical reconnaissance tasks (formerly executed by J 29Fs with a removable camera pod instead of the portside gun bay), four Austrian Lightnings frequently had one of the optional camera compartments installed, thereby losing the capability to deploy Sidewinders, though.

 

Among other things, the machines were furthermore upgraded with new bird strike-proof cockpit glazing, avionics were modernized, and several other minor customer requests were adopted, like a 0.6-megacandela night identification light. This spotlight is mounted in the former portside gun bay in front of the cockpit, and an anti-glare panel was added under the windscreen.

The fixed in-flight refueling probe was deleted, as this was not deemed necessary anymore since the Lightnings would exclusively operate within neutral Austria’s borders. The probes could, however, be re-installed, even though the Austrian pilots would not receive on-flight refueling training. The Lightnings' optional 260 imp gal overwing tanks were retained since they were considered to be sufficient for extended subsonic air patrols or eventual ferry flights.

 

The refurbished Lightnings were re-designated F.56 and delivered in batches of four between 1987 and 1989 to the Austrian Air Force’s 1st and then 2nd Fighter Squadrons, carrying a grey air superiority paint scheme. At that time, the airframes had between 1,550 and 2,800 flight hours and all had a general overhaul behind them. In 1991, the Lightings were joined by eighteen German ex-NVA-LSK MiG-23s, which were transferred to Austrian Air Force's ‘Fliegerwerft B’ at Nittner Air Base, where they'd be overhauled and updated with NATO-compatible equipment. As MiG-23Ö they were exclusively used as interceptors, too.

 

Shortly after their introduction, the Austrian Lightnings saw their first major use in airspace interdiction starting 1991 during the Yugoslav Wars, when Yugoslav MiG-21 fighters frequently crossed the Austrian border without permission. In one incident on 28 June a MiG-21 penetrated as far as Graz, causing widespread demands for action. Following repeated border crossings by armed aircraft of the Yugoslav People's Army, changes were suggested to the standing orders for aircraft armament.

 

With more and more practice and frequent interceptions one of the Lightning's basic flaws became apparent: its low range. Even though the Lightning had a phenomenal acceleration and rate of climb, this was only achieved in a relatively clean configuration - intercepting intruders was one thing but escorting them back to the Austrian border or an assigned airfield, as well as standing air patrols, were a different thing. With more tactical experience, the overwing tanks were taken back into service, even though they were so draggy that their range benefit was ultimately zero when the aircraft would use its afterburners during a typical interception mission. Therefore, the Austrian QRA Lightnings were typically operated in pairs: one clean and only lightly armed (typically with the guns and a pair of AIM-9s), to make a quick approach for visual intruder identification and contact, while a second aircraft with extra fuel would follow at high subsonic speed and eventually take over and escort the intruder. Airspace patrol was primarily executed with the MiG-23Ö, because it had a much better endurance, thanks to its VG wings, even though the Floggers had a poor service record, and their maintenance became ever more complicated.

 

After more experience, the Austrian Lightnings received in 1992 new ALR-45 radar detectors in a fairing on the fin top as well as chaff and flare dispenser systems, and the communication systems were upgraded, too. In 2004 the installation of Garmin 295 moving map navigation devices followed, even though this turned out to be a negligible update: on December 22, 2005, the active service life and thus military use of the Lightnings in general ended, and Austria was the last country to decommission the type, more than 50 years after the first flight of the prototype on August 4, 1954.

The Austrian Lightnings’ planned service period of 10 years was almost doubled, though, due to massive delays with the Eurofighter’s development: In 2002, Austria had already selected the Typhoon as its new “Phase II” air defense aircraft, having beaten the F-16 and the Saab Gripen in competition, and its introduction had been expected to occur from early 2005 on, so that the Lightnings could be gradually phased out. The purchase of 18 Typhoons was agreed on 1 July 2003, but it would take until 12 July 2007 that the first Typhoon would eventually be delivered to Zeltweg Air Base and formally enter service with the Austrian Air Force. This operational gap had to be bridged with twelve F-5E leased from Switzerland for EUR 75 mio., so that Quick Reaction Alert (QRA) duties for the Austrian airspace could be continued.

  

General characteristics:

Crew: 1

Length: 55 ft 3 in (16.84 m)

Wingspan: 34 ft 10 in (10.62 m)

Height: 19 ft 7 in (5.97 m)

Wing area: 474.5 sq ft (44.08 m²)

Empty weight: 31,068 lb (14,092 kg) with armament and no fuel

Gross weight: 41,076 lb (18,632 kg) with two AIM-9B, cannon, ammunition, and internal fuel

Max takeoff weight: 45,750 lb (20,752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojet engines,

12,690 lbf (56.4 kN) thrust each dry, 16,360 lbf (72.8 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.27 (1,500 mph+ at 40,000 ft)

Range: 738 nmi (849 mi, 1,367 km)

Combat range: 135 nmi (155 mi, 250 km) supersonic intercept radius

Range: 800 nmi (920 mi, 1,500 km) with internal fuel

1,100 nmi (1,300 mi; 2,000 km) with external overwing tanks

Service ceiling: 60,000 ft (18,000 m)

Zoom ceiling: 70,000 ft (21,000 m)

Rate of climb: 20,000 ft/min (100 m/s) sustained to 30,000 ft (9,100 m)

Zoom climb: 50,000 ft/min

Time to altitude: 2.8 min to 36,000 ft (11,000 m)

Wing loading: 76 lb/sq ft (370 kg/m²) with two AIM-9 and 1/2 fuel

Thrust/weight: 0.78 (1.03 empty)

 

Armament:

2× 30 mm (1.181 in) ADEN cannon with 120 RPG in the lower fuselage

2× forward fuselage hardpoints for a single AIM-9 Sidewinder AAM each

2× underwing hardpoints for 1.000 lb (454 kg) each

2× overwing pylon stations for 2.000 lb (907 kg each),

typically occupied with 260 imp gal (310 US gal; 1,200 l) ferry tanks

  

The kit and its assembly:

This was another submission to the “Hunter, Lightning and Canberra” group build at whatifmodellers.com in 2022 and intended as a rather simple build since it was based on an alternate reality plot: the weird story that Austria was offered a revamped fleet of ex-Saudi Arabian Lightnings is true(!), but the decision eventually fell in favor of revamped Saab J 35Ds from Sweden. For this what-if build I used the real historic timeline, replaced the aircraft, and built both story and model around this – and the result became the BAC Lightning F.56 in Austrian Air Force service.

 

Initially I wanted to use an Airfix BAC Lightning in The Stash™, a really nice model kit and a relatively new mold, but it turned out to be the kit’s F.2A variant. While very similar to the F.6, changing it into a F.53 analogue with the OOB parts turned out to be too complex for my taste. For instance, the F.2A kit lacks the ventral gun bay (it just comes with the auxiliary tank option since the guns are already located in front of the cockpit) and the cable conduits on the lower flanks. Procuring a suitable and priceworthy Airfix F.6 turned out to be impossible, but then I remembered a Hasegawa Lightning F.6 in The Stash™ that I had shot at ev!lbay many moons ago for a laughable price and without a concrete plan. However, this kit is pretty old: it has raised (yet quite fine, less robust than the Matchbox kit) panel lines and even comes with a pilot figure, but also many weak spots like the air intake and the jet exhausts that end in flat walls after some millimeters depth and a very basic cockpit. But for this rather simple what-if project the kit appeared to be a suitable basis, and it would eventually find a good use.

 

The Hasegawa Lightning was basically built OOB, even though I made some cosmetic amendments like a better seat for the pilot, hydraulic fluid lines on the landing gear made from wire or opening the flat walls inside of the air intake opening and the jet nozzles. Behind the radome, a simple splitter plate was added as well as a recessed bulkhead in front of an implanted Me 262 cockpit tub (the Hasegawa kit just offers a bare floor panel, nothing else!), the afterburners were extended inwards with parts from a Matchbox A.W. Meteor night fighter.

 

The Red Top AAMs and the in-flight refueling probe were omitted. Instead, I added extra F.53-style forward-swept pylons under the outer wings, scratched from 1.5 mm styrene sheet due to their odd, raked shape, and I added Sidewinder launch rails plus suitable missiles from a Hasegawa air-to-air weapons set to all four stations. After long consideration I also retained the ‘overburger’ tanks, partly because of the unique layout on the Lightning, and also because of operational considerations.

Chaff dispensers were scratched from styrene profiles and placed at the fin’s base. A fairing for the retrofitted radar warning sensor was added to the fin tip, created from 1.5 mm styrene sheet.

  

Painting and markings:

To reflect the “alternate reality” role of the Lightning I gave the model a livery similar to the Saab J 35Ö that were actually procured: an adaptation of the USAF “Egypt One” scheme, carried primarily by the USAF F-16s. Adapting this simple three-tone camouflage from the flat F-16 to the Draken was easy and straightforward, but applying it to a Lightning with its many vertical surfaces turned out to be a tough challenge. I eventually came up with a paint scheme that reminds of the late RAF low-viz Lightning liveries, which existed in a wide range of patterns and graduations of grey.

 

The colors were authentic, FS 36118, 36270 and 36375 (using Humbrol 125, 126 and 127), and I decided to emphasize the camouflage of the flanks against the horizon, so that the vertical surfaces and the fin became FS 36270. The undersides of wings, stabilizers and fuselage became FS 36375. The dark FS 36118 was only applied to the upper sides of the wings and the stabilizer, and to a high dorsal section, starting at the wing roots. As a small contrast, the tank area on the spine was painted in light grey, simulating unpainted fiber glass. The radome was painted with a streaky mix of Humbrol 155 and 56.

 

As usual, the model received a light black ink washing, some post-panel-shading in lighter tones, and, due to the raised panel lines, was very lightly rubbed with graphite. The cockpit interior was painted in medium grey (Revell 47) with an olive drab fabric fairing behind the black pilot seat, which received ejection handles made from thin wire as eye candy. The landing gear and the respective wells were painted in Humbrol 56 (Aluminum Dope).

 

The decals are a wild mix: The fuselage roundels are actually wing markings from a Hasegawa J 35OE, as well as the huge orange "06" on the wings (I could not resist; they will later be partly obscured by the overwing tanks, but the heck with it!). The roundels on the wings come from a generic TL Modellbau sheet - I found that I needed larger markings than those on the Draken.

Both unit and individual aircraft identifiers are single black DIN font digits, also from TL Modellbau. The unit badges on the fin are authentic, even though from an earlier era: they came from an Austrian J 29 of Fliegerregiment 2 from a PrintScale sheet, and all stencils were taken from the OOB low-viz RAF markings sheet, plus four small warning triangles for the underwing pylons.

  

A ‘what-if’ model in the purest sense, since this model depicts what could really have been: ex Saudi-Arabian export BAC Lightnings over the Austrian Alps! However, refurbished Saab J 35D Draken made the race (and later followed by the Eurofighter Typhoon at ‘Stage 2’), so that this Lightning remains fictional. It does not look bad in the ‘Egypt One’ paint scheme, though, better than expected!

Some background:

The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment.

 

The basic VF-1 was built and deployed in four minor variants (designated A, J, and S single-seater and the D two-seater/trainer) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie exoskeleton with enhanced protection and integrated missile launchers, the so-called FAST (“Fuel And Sensor Tray”) packs that created the fully space-capable "Super" Valkyries and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S “Super Valkyrie”.

 

After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

In the course of its career the versatile VF-1 underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 on, placed in a streamlined fairing in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could be used for target illumination and guiding precision weapons. Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wingtips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods. Specialized reconnaissance and ECM sub-versions were developed from existing airframes, too.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68). However, beyond this original production several “re-built” variants existed, too, and remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet, even after 35 years after the type's service introduction!

  

General characteristics:

All-environment variable fighter and tactical combat Battroid, used by U.N. Spacy, U.N. Navy, U.N. Space Air Force. 3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

 

Accommodation:

Single pilot in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

 

Empty weight: 13.25 metric tons

Standard take-off mass: 18.5 metric tons

MTOW: 37.0 metric tons

 

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2);

4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip);

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

 

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard TOW 2.49; maximum TOW 1.24

 

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

 

Armament:

1x Mauler RÖV-20 anti-aircraft laser cannon in the "head" unit, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing hard points for a wide variety of ordnance, including

12x AMM-1 hybrid guided multipurpose missiles (3/point), or

12x MK-82 LDGB conventional bombs (3/point), or

6x RMS-1 large anti-spaceship reaction missiles (2/outboard point, 1/inboard point), or

4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

or a combination of above load-outs and other guided and unguided ordnance

  

The kit and its assembly:

After a long time, I found enough mojo to tackle another ARII 1:100 VF-1, but this time in Battroid mode. Unlike the simple Fighter mode kits, ARII’s Battroid kit of the iconic Valkyrie is more demanding and calls for some structural modifications to create a decent and presentable “giant robot” model – OOB, the model remains quite two-dimensional and “stiff”. The much newer WAVE kit in 1:100 scale is certainly a better model of the VF-1, but I love the old ARII kits because of their simplicity.

 

The kit is a “Super Valykrie” model, but it donated its FAST pack extra parts to a space-capable VF-1 Fighter build a long time ago and has been collecting dust in The Stash™ (SF/mecha sub-department at the Western flank) since then. The complete Battroid model was still left, though, even with most of the decals, and when I recently searched for artwork/visual references for another Macross project I came across screenshots from the original TV series of a canonical VF-1 that I had been planning to build for some years, and so I eventually set things in motion.

 

The kit was basically built OOB, but it received some upgrades. More severe surgery would be necessary to create a “good” Battroid model – e. g. creating vertical recesses around the torso – but this is IMHO not worthwhile. These updates included additional joints in the upper arms and legs, created with styrene tubes, as well as a new hip construction made from coated steel wire and styrene tube material that allows a three-dimensional posture of the legs - for a more vivid appearance and more dynamic poses. Other small mods that enhance the overall impression are “opened” exhausts inside of the feet and a different, open left hand. The GU-11 pod/handgun was taken OOB, it just received a shoulder belt created with painted masking tape. The single laser cannon on the head received a fairing made from paper tissue drenched with white glue.

 

Even though the model kit itself is not complex, it is a very early mecha kit: the VF-1 Battroids already came with vinyl caps (some of the contemporary ARII Macross models did not feature these useful items yet), but the model was constructed in an “onion layer” fashion that makes building and painting a protracted affair, esp. on arms and legs. You are supposed to finish a certain section, and then you add the next section like a clamp, while areas of the initial section become inaccessible for sanding and painting inside of the new section. You can only finish the single sections up to basic painting, mask them, and then add the next stage. Adding some joints during the construction phase helped but building an ARII VF-1 Battroid simply takes time and patience…

  

Painting and markings:

As mentioned above, this Valkyrie’s livery is canonical and it depicts a so-called “Alaska Guard” VF-1, based at the U.N. Spacy’s headquarters at Eielson Air Force Base in the far North of the United States around 2008/9. Several Battroid mode VF-1s in this guise appear during episode #15 of the original Macross TV series and offer a good look at their front and back, even though close inspection reveals that the livery was – intentionally or incidentally – not uniform! There are subtle differences between the VF-1s from the same unit, so that there’s apparently some room for artistic freedom.

However, this rather decorative livery IMHO works best on a VF-1 Battroid model, because the green areas, esp. on head and arms, mostly disappears when the Valkyrie transforms into Fighter mode – in the original TV livery the VF-1 is completely white from above, just with green wing tips and rudders on the V-tail.

 

A full profile of an “Alaska Guard” VF-1 with more details concerning markings and stencils can furthermore be found in Softbank Publishing’s (discontinued) “Variable Fighter Master File VF-1 Valkyrie” source book, even though these drawings show further differences to the original TV appearance. In the book the unit is identified as SVF-15 “Blue Foxes”, evolved from the real USAF’s 18th Aggressor Squadron in 2008. Looking at the VF-1’s colors, this unit name appears a bit odd, because the livery is basically all-white with olive-green trim? This could be a simple translation issue, though, because “blue” and “green” are in written Japanese described with the same kanji (青, “ao”). On the other side, the 18th Aggressor Squadron was/is nicknamed “Blue Foxes”? Strange, strange…

 

To ease painting, the model was built in sub-assemblies (see comments above) and treated separately. To avoid brush painting mess with the basic white, the sub-sections received a coat of very light grey (RAL 7047 Telegrau) and a pure white tone, both applied from rattle cans with an attempt to create a light shading effect. The green trim and further details were added with brushes. I used Revell 360 (Fern Green, RAL 6025), because it is a strong but still somewhat dull/subdued tone that IMHO matches the look from the TV series well. Some detail areas like the air intake louvres, the hollow of the knees and the handgun were painted in medium grey (Humbrol 140), so that the contrast to the rest was not too strong. The “feet” received an initial coat of Humbrol 53 (Iron) as a dark primer.

 

In “reality”, parts of the VF-1’s torso in Battroid mode are actually open – the kit is very simplified. To create an optical illusion of this trench and to visually “stretch” the rather massive breast section, the respective areas were painted with dark grey (Humbrol 79). There are also many position lights all around the hull; these were initially laid out with silver, the bigger ones received felt tip pen details, and they were later overlaid with clear acrylic paints.

 

Once the basic painting had been done, a light black ink washing was applied to the parts to emphasize engraved panel lines and recesses. After that the jet exhaust ‘feet’ were painted with Humbrol’s Steel Metallizer and some post-shading through dry-brushing was done, concentrating on the green areas. This was rather done for visual plasticity than for a worn look: this Valkyrie was supposed to look quite bright and clean, after all it’s from a headquarter unit and not an active frontline vehicle.

The feet received a thorough graphite treatment, so that the Metallizer’s shine was further enhanced. Some surface details that were not molded into the parts (esp. around the shoulders and the covers of the main landing gear) were painted with a thin black felt tip pen.

 

Stencils and markings were taken from the kit’s OOB decal sheet. The thin bands around the arms and legs were created with generic 1mm decal strips and all the vernier thrusters (sixteen are visible on the Battroid) were created with home-printed decals – most of them are molded into the parts and apparently supposed to be painted, but the decals are a tidier and more uniform solution.

 

Before the final assembly, the parts received a coat with matt acrylic varnish. As final measures some black panel lines were emphasized with a felt tip pen and color was added to several lamps and small windows with clear paints.

  

I can hardly remember when I built my last VF-1 Battroid, but tackling this one after a long while was a nice distraction from my usual what-if builds. I am pleased that this model depicts a canonical Valkyrie from the original TV series beyond the well-known “hero” liveries. Furthermore, green is a rare color among VF-1 liveries, so that it is even more “collectible”.

While the vintage ARII kit is a rather limited affair, adding some joints considerably improved the model’s impression, even though there are definitively better kit options available today when you want to build a 1:100 Battroid — but these do certainly not provide this authentic “Eighties feeling”.

 

+++ DISCLAIMER +++

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

  

The KAI T-50 Golden Eagle (골든이글) is a family of South Korean supersonic advanced trainers and light combat aircraft, developed by Korea Aerospace Industries (KAI) with Lockheed Martin. The T-50 is South Korea's first indigenous supersonic aircraft and one of the world's few supersonic trainers.

 

The T-50 program started in the late Nineties and was originally intended to develop an indigenous trainer aircraft capable of supersonic flight, to train and prepare pilots for the KF-16 and F-15K, replacing trainers such as T-38 and A-37 that were then in service with the ROKAF. Prior South Korean aircraft programs include the turboprop KT-1 basic trainer produced by Daewoo Aerospace (now part of KAI), and license-manufactured KF-16.

 

The mother program, code-named KTX-2, began in 1992, but the Ministry of Finance and Economy suspended the original project in 1995 due to financial constraints. The basic design of the aircraft was set by 1999, and eventually the development of the aircraft was funded 70% by the South Korean government, 17% by KAI, and 13% by Lockheed Martin.

 

In general, the T-50 series of aircraft closely resembles the KF-16 in configuration, but it actually is a completely new design: the T-50 is 11% smaller and 23% lighter than an F-16, and in order to create enough space for the two-seat cockpit, the air intake was bifurcated and placed under the wing gloves, resembling the F/A-18's layout.

 

The aircraft was formally designated as the T-50 'Golden Eagle' in February 2000, the T-50A designation had been reserved by the U.S. military to prevent it from being inadvertently assigned to another aircraft model. Final assembly of the first T-50 took place between 15 January and 14 September 2001. The first flight of the T-50 took place in August 2002, and initial operational assessment from 28 July to 14 August 2003.

 

The trainer has a cockpit for two pilots in a tandem arrangement, both crew members sitting in "normal" election seats, not in the F-16's reclined position. The high-mounted canopy is applied with stretched acrylic, providing the pilots with good visibility, and has been tested to offer the canopy with ballistic protection against 4-lb objects impacting at 400 knots.

 

The ROKAF, as original development driver, placed an initial production contract for 25 T-50s in December 2003, with aircraft scheduled to be delivered between 2005 and 2009. Original T-50 aircraft were equipped with the AN/APG-67(v)4 radar from Lockheed Martin. The T-50 trainer is powered by a GE F404 engine built under license by Samsung Techwin. Under the terms of the T-50/F404-102 co-production agreement, GE provides engine kits directly to Samsung Techwin who produces designated parts as well as performing final engine assembly and testing.

 

The T-50 program quickly expanded beyond a pure trainer concept to include the TA-50 armed trainer aircraft, as well as the FA-50 light attack aircraft, which has already similar capabilities as the multirole KF-16. Reconnaissance and electronic warfare variants were also being developed, designated as RA-50 and EA-50.

 

The TA-50 variant is a more heavily armed version of the T-50 trainer, intended for lead-in fighter training and light attack roles. It is equipped with an Elta EL/M-2032 fire control radar and designed to operate as a full-fledged combat platform. This variant mounts a lightweight three-barrel cannon version of the M61 Vulcan internally behind the cockpit, which fires linkless 20 mm ammunition. Wingtip rails can accommodate the AIM-9 Sidewinder missile, a variety of additional weapons can be mounted to underwing hardpoints, including precision-guided weapons, air-to-air missiles, and air-to-ground missiles. The TA-50 can also mount additional utility pods for reconnaissance, targeting assistance, and electronic warfare. Compatible air-to-surface weapons include the AGM-65 Maverick missile, Hydra 70 and LOGIR rocket launchers, CBU-58 and Mk-20 cluster bombs, and Mk-82, -83, and -84 general purpose bombs.

 

Among the operators of the TA-50 are the Philippines, Thailand and the ROKAF, and the type has attracted a global interest, also in Europe. The young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) chose, soon after the country's independence from the United Kingdom, after its departure from the European Union in 2017, the TA-50 as a complement to its initial procurements and add more flexibility to its small and young air arm.

 

According to a White Paper published by the Scottish National Party (SNP) in 2013, an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six [Lockheed Martin] C-130J Hercules, and a helicopter squadron”.

 

According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.

This plan was immediately set into action after the country's independence in late 2017 with the purchase of twelve refurbished Saab JAS 39A Gripen interceptors for Quick Reaction Alert duties and upgraded, former Swedish Air Force Sk 90 trainers for the RoScAC. But these second hand machines were just the initial step in the mid-term procurement plan.

 

The twelve KAI TA-50 aircraft procured as a second step were to fulfill the complex requirement for a light and cost-effective multi-purpose aircraft that could be used in a wide variety of tasks: primarily as an advanced trainer for supersonic flight and as a trainer for the fighter role (since all Scottish Gripens were single seaters and dedicated to the interceptor/air defense role), but also as a light attack and point defense aircraft.

 

Scotland was offered refurbished F-16C and Ds, but this was declined as the type was deemed to be too costly and complex. Beyond the KAI T-50, the Alenia Aermacchi M-346 Master and the BAe Hawk were considered, too, but, eventually, a modified TA-50 that was tailored to the RoScAC’s procurement plans was chosen by the Scottish government.

 

In order to fulfill the complex duty profile, the Scottish TA-50s were upgraded with elements from the FA-50 attack aircraft. They possess more internal fuel capacity, enhanced avionics, a longer radome and a tactical datalink. Its EL/M-2032 pulse-Doppler radar has been modified so that it offers now a range two-thirds greater than the TA-50's standard radar. It enables the aircraft to operate in any weather, detect surface targets and deploy AIM-120 AAMs for BVR interceptions. The machines can also be externally fitted with Rafael's Sky Shield or LIG Nex1's ALQ-200K ECM pods, Sniper or LITENING targeting pods, and Condor 2 reconnaissance pods to further improve the machine’s electronic warfare, reconnaissance, and targeting capabilities.

 

Another unique feature of the Scottish Golden Eagle is its powerplant: even though the machines are originally powered by a single General Electric F404 afterburning turbofan and designed around this engine, the RoScAC TF-50s are powered by a Volvo RM12 low-bypass afterburning turbofan. These are procured and serviced through Saab in Sweden, as a part of the long-term collaboration contract for the RoScAC’s Saab Gripen fleet. This decision was taken in order to decrease overall fleet costs through a unified engine.

 

The RM12 is a derivative of the General Electric F404-400. Changes from the standard F404 includes greater reliability for single-engine operations (including more stringent birdstrike protection) and slightly increased thrust. Several subsystems and components were also re-designed to reduce maintenance demands, and the F404's analogue Engine Control Unit was replaced with the Digital Engine Control – jointly developed by Volvo and GE – which communicates with the cockpit through the digital data buses and, as redundancy, mechanical calculators controlled by a single wire will regulate the fuel-flow into the engine.

 

Another modification of the RoScAC’s TA-50 is the exchange of the original General Dynamics A-50 3-barrel rotary cannon for a single barrel Mauser BK-27 27mm revolver cannon. Being slightly heavier and having a lower cadence, the BK-27 featured a much higher kinetic energy, accuracy and range. Furthermore, the BK-27 is the standard weapon of the other, Sweden-built aircraft in RoScAC service, so that further synergies and cost reductions were expected.

 

The Scottish Department of National Defense announced the selection of the TA-50 in August 2018, after having procured refurbished Saab Sk 90 and JAS 39 Gripen from Sweden as initial outfit of the country's small air arm with No. 1 Squadron based at Lossiemouth AB.

 

Funding for the twelve aircraft was approved by Congress on September 2018 and worth € 420 mio., making the Golden Eagle the young country’s first brand new military aircraft. Deliveries of the Golden Hawk TF.1, how the type was officially designated in Scottish service, began in November 2019, lasting until December 2020.

The first four Scottish Golden Hawk TF.1 aircraft were allocated to the newly established RoScAC No. 2 Squadron, based at Leuchars, where the RoScAC took control from the British Army. The latter had just taken over the former air base from the RAF in 2015, losing its “RAF air base” status and was consequentially re-designated “Leuchars Station”, primarily catering to the Royal Scots Dragoon Guards who have, in the meantime, become part of Scotland’s Army Corps. The brand new machines were publically displayed on the shared army and air corps facility in the RoScAC’s new paint scheme on 1st of December 2019 for the first time, and immediately took up service.

 

General characteristics:

Crew: 2

Length: 13.14 m (43.1 ft)

Wingspan (with wingtip missiles): 9.45 m (31 ft)

Height: 4.94 m (16.2 ft)

Wing area: 23.69 m² (255 ft²)

Empty weight: 6,470 kg (14,285 lb)

Max. takeoff weight: 12,300 kg (27,300 lb)

 

Powerplant:

1× Volvo RM12 afterburning turbofan, rated at 54 kN (12,100 lbf) dry thrust

and 80.5 kN (18,100 lbf) with afterburner

 

Performance:

Maximum speed: Mach 1.5 (1,640 km/h, 1,020 mph at 9,144 m or 30,000 ft)

Range: 1,851 km (1,150 mi)

Service ceiling: 14,630 m (48,000 ft)

Rate of climb: 198 m/s (39,000 ft/min)

Thrust/weight: 0.96

Max g limit: -3 g / +8 g

 

Armament:

1× 27mm Mauser BK-27 revolver cannon with 120 rounds

A total of 7 hardpoints (4 underwing, 2 wingtip and one under fuselage)

for up to 3,740 kg (8,250 lb) of payload

  

The kit and its assembly:

A rare thing concerning my builds: an alternative reality whif. A fictional air force of an independent Scotland crept into my mind after the hysterical “Brexit” events in 2016 and the former (failed) public vote concerning the independence of Scotland from the UK. What would happen to the military, if the independence would take place, nevertheless, and British forces left the country?

 

The aforementioned Scottish National Party (SNP) paper from 2013 is real, and I took it as a benchmark. Primary focus would certainly be set on air space defense, and the Gripen appears as a good and not too expensive choice. The Sk 90 is a personal invention, but would fulfill a good complementary role.

Nevertheless, another multi-role aircraft would make sense as an addition, and both M-346 and T-50 caught my eye (Russian options were ruled out due to the tense political relations), and I gave the TA-50 the “Go” because of its engine and its proximity to the Gripen.

 

The T-50 really looks like the juvenile offspring from a date between an F-16 and an F-18. There’s even a kit available, from Academy – but it’s a Snap-Fit offering without a landing gear but, as an alternative, a clear display that can be attached to the engine nozzle. It also comes with stickers instead of waterslide decals. This sounds crappy and toy-like, but, after taking a close look at kit reviews, I gave it a try.

 

And I am positively surprised. While the kit consists of only few parts, moulded in the colors of a ROCAF trainer as expected, the surfaces have minute, engraved detail. Fit is very good, too, and there’s even a decent cockpit that’s actually better than the offering of some “normal” model kits. The interior comes with multi-part seats, side consoles and dashboards that feature correctly shaped instrument details (no decals). The air intakes are great, too: seamless, with relatively thin walls, nice!

 

So far, so good. But not enough. I could have built the kit OOB with the landing gear tucked up, but I went for the more complicated route and trans-/implanted the complete landing gear from an Intech F-16, which is available for less than EUR 5,- (and not much worth, to be honest). AFAIK, there’s white metal landing gear for the T-50 available from Scale Aircraft Conversions, but it’s 1:48 and for this set’s price I could have bought three Intech F-16s…

 

But back to the conversion. This landing gear transplantation stunt sounds more complicated as it actually turned out to be. For the front wheel well I simply cut a long opening into the fuselage and added inside a styrene sheet as a well roof, attached under the cockpit floor.

For the main landing gear I just opened the flush covers on the T-50 fuselage, cut out the interior from the Intech F-16, tailored it a little and glued it into its new place.

 

This was made easy by the fact that the T-50 is a bit smaller than the F-16, so that the transplants are by tendency a little too large and offer enough “flesh” for adaptations. Once in place, the F-16 struts were mounted (also slightly tailored to fit well) and covers added. The front wheel cover was created with 0.5 mm styrene sheet, for the main covers I used the parts from the Intech F-16 kit because they were thinner than the leftover T-50 fuselage parts and feature some surface detail on the inside. They had to be adapted in size, though. But the operation worked like a charm, highly recommended!

 

Around the hull, some small details like missing air scoops, some pitots and antennae were added. In a bout of boredom (while waiting for ordered parts…) I also added static dischargers on the aerodynamic surfaces’ trailing edges – the kit comes with obvious attachment points, and they are a small detail that improves the modern look of the T-50 even more.

 

Since the Academy kit comes clean with only a ventral drop tank as ordnance, underwing pylons from a SEPECAT Jaguar (resin aftermarket parts from Pavla) and a pair of AGM-65 from the Italeri NATO Weapons set plus launch rails were added, plus a pair of Sidewinders (from a Hasegawa AAM set, painted as blue training rounds) on the wing tip launch rails.

Since the T-50 trainer comes unarmed, a gun nozzle had to be added – its position is very similar to the gun on board of the F-16, on the upper side of the port side LERX. Another addition are conformal chaff/flare dispensers at the fin’s base, adding some beef to the sleek aircraft.

  

Painting and markings:

I did not want a grey-in-grey livery, yet something “different” and rather typical or familiar for the British isles. My approach is actually a compromise, with classic RAF colors and design features inspired by camouflage experiments of the German Luftwaffe on F-4F Phantoms and Alpha Jets in the early Eighties.

 

For the upper sides I went for a classic British scheme, in Dark Green and Dark Sea Grey (Humbrol 163 and 164), colors I deem very appropriate for the Scottish landscape and for potential naval operations. These were combined with elements from late RAF interceptors: Barley Grey (Humbrol 167) for the flanks including the pylons, plus Light Aircraft Grey (Humbrol 166) for the undersides, with a relatively high waterline and a grey fin, so that a side or lower view would rather blend with the sky than the ground below.

 

Another creative field were the national markings: how could fictional Scottish roundels look like, and how to create them so that they are easy to make and replicate (for a full set for this kit, as well as for potential future builds…)? Designing and printing marking decals myself was an option, but I eventually settled for a composite solution which somewhat influenced the roundels’ design, too.

My Scottish roundel interpretationconsists of a blue disk with a white cross – it’s simple, different from any other contemporary national marking, esp. the UK roundel, and easy to create from single decal parts. In fact, the blue roundels were die-punched from blue decal sheet, and the cross consists of two thin white decal strips, cut into the correct length with the same stencil, using generic sheet material from TL Modellbau.

 

Another issue was the potential tactical code, and a small fleet only needs a simple system. Going back to a WWII system with letter codes for squadrons and individual aircraft was one option, but, IMHO, too complicated. I adopted the British single letter aircraft code, though, since this system is very traditional, but since the RoScAC would certainly not operate too many squadrons, I rather adapted a system similar to the Swedish or Spanish format with a single number representing the squadron. The result is a simple 2-digit code, and I adapted the German system of placing the tactical code on the fuselage, separated by the roundel. Keeping British traditions up I repeated the individual aircraft code letter on the fin, where a Scottish flag, a small, self-printed Fife coat-or-arms and a serial number were added, too.

 

The kit saw only light weathering and shading, and the kit was finally sealed with matt acrylic varnish (Italeri).

  

Creating this whif, based on an alternative historic timeline with a near future perspective, was fun – and it might spawn more models that circle around the story. A Scottish Sk 90 and a Gripen are certain options (and for both I have kits in the stash…), but there might also be an entry level trainer, some helicopters for the army and SAR duties, as well as a transport aircraft. The foundation has been laid out, now it’s time to fill Scotland’s history to come with detail and proof. ;-)

 

Besides, despite being a snap-fit kit, Academy’s T-50 is a nice basis, reminding me of some Hobby Boss kits but with less flaws (e .g. most of the interiors), except for the complete lack of a landing gear. But with the F-16 and Jaguar transplants the simple kit developed into something more convincing.

DISCLAIMER

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

 

The English Electric Lightning was a supersonic jet fighter aircraft of the Cold War era, noted for its great speed. It was the only all-British Mach 2 fighter aircraft and the first aircraft in the world capable of supercruise. The Lightning was renowned for its capabilities as an interceptor; pilots commonly described it as "being saddled to a skyrocket". Following English Electric's integration into the unified British Aircraft Corporation, the aircraft was marketed as the BAC Lightning.

 

The Lightning was prominently used by the Royal Air Force, but also by Saudi Arabia, Kuwait and Singapore. The first aircraft to enter service with the RAF, three pre-production P.1Bs, arrived at RAF Coltishall in Norfolk on 23 December 1959, and from there the aircraft was permanently developed further.

 

The F.6 was the ultimate Lightning version to see British service. Originally, it was nearly identical to the former F.3A (which introduced a large ventral tank and new cambered wings), with the exception that it had provisions to carry 260 gal (1,180 l) ferry tanks on pylons over the wings. These tanks were jettisonable in an emergency, and gave the F.6 a substantially improved deployment capability. The Ferranti A.I.23B radar supported autonomous search, automatic target tracking, and ranging for all weapons, while the pilot attack sight provided gyroscopically derived lead angle and backup stadiametric ranging for gun firing. The radar and gunsight were collectively designated the AIRPASS: Airborne Interception Radar and Pilot Attack Sight System. Combined with the Red Top missile, the system offered a limited forward hemisphere attack capability.

 

There remained one glaring shortcoming of the late Lightning versions, though: the lack of cannon. This was finally rectified in the form of a modified ventral tank with two ADEN cannon mounted in the front. The addition of the cannon and their ammunition decreased the tank's fuel capacity from 610 gal to 535 gal (2,430 l), but the cannon made the F.6 a 'real fighter' again.

 

Singapore's Lightnings came as a bargain, as they had been taken over directly from RAF stocks. In 1967 No. 74 'Tiger' Squadron was moved to RAF Tengah in Singapore to take over the air defense role from the Gloster Javelin equipped 64 Squadron. When 74 Squadron was disbanded in September 1971, following the withdrawal of British forces from Singapore (in the course of the "East of Suez" campaign, which already started in 1968), Tengah Air Base and many other RAF sites like Seletar, Sembawang and Changi as well as the RAF air defense radar station and Bloodhound II surface-to-air missiles were handed over to the SADC, Singapore’s Air Defense Command, which was suddenly entrusted with a huge responsibility and resources.

 

Anyway, in order to fulfill its aerial defense role, Singapore's air force lacked a potent interceptor, and so it was agreed with the RAF that 74 Squadron would leave fourteen Lightnings (twelve F.6 fighters and two T.5 trainers behind, while the rest was transferred to Akrotiri, Cyprus, where the RAF aircraft were integrated into 56 Squadron.

 

The ex-RAF Lightnings, however, immediately formed the small country's quick alert interceptor backbone and were grouped into the newly established 139th Squadron, “Swifts”. The small squadron kept its base at Tengah, as a sister unit to 140th Squadron which operated the Hawker Hunter FGA.74 in the fighter role since 1971.

 

Singapore's Lightnings differed slightly from the RAF F.6: In order to minimize the maintenance costs of this specialized aircraft, the SADC decided to drop the Red Top missile armament. The Red Top gave all-weather capability, but operating this standalone system for just a dozen of aircraft was deemed cost-inefficient. Keeping the high-performance Lightnings airworthy was already costly and demanding enough.

 

As a cost-effective measure, all SADC Lightnings were modified to carry four AIM-9B and later E Sidewinder AAMs on special, Y-shaped pylons, not unlike those used on the US Navy's F-8 Crusader. In order to enhance all-weather capability, an AAS-15 IRST sensor was added, located in a fairing in front of the wind shield. Its electronics used the space of the omitted, fuselage-mounted cannons of the F.6 variant.

 

Long range and loitering time were only of secondary relevance, so that the Singaporean Lightnings typically carried two 30 mm ADEN cannons with 120 RPG in the lower fuselage, which reduced the internal fuel capacity slightly but made the Lightning a true close combat fighter with high agility, speed and rate of climb. Since the RSAF interceptors would only engage in combat after direct visual contact and target identification, the Sidewinders' short range was no operational problem - and because that missile type was also in use with RSAF's Hawker Hunters, this solution was very cost-efficient.

 

The F.6's ability to carry the overwing ferry tanks (the so-called 'Overburgers') was retained, though, as well as the refueling probe and, and with its modified/updated avionics the RSAF Lightnings received the local designations of F.6S and T.5S. They were exclusively used in the interceptor role and retained their natural metal finish all though their service career.

 

In 1975, the SADC was eventually renamed into ‘Republic of Singapore Air Force’ (RSAF), and the aircraft received appropriate markings.

 

The RSAF Lightnings saw an uneventful career. One aircraft was lost due to hydraulic failure in August 1979 (the pilot ejected safely), and when in 1983 RSAF's F-5S fighters took over the duties of airborne interception from the Royal Australian Air Force's Mirage IIIOs detachment stationed at Tengah, all remaining RSAF Lightnings were retired and phased out of service in March 1984 and scrapped. The type's global career did not last much longer: the last RAF Lightnings were retired in 1988 and replaced by the Panavia Tornado ADV.

  

BAE Lightning F.6S general characteristics

Crew: 1

Length: 55 ft 3 in (16.8 m)

Wingspan: 34 ft 10 in (10.6 m)

Height: 19 ft 7 in (5.97 m)

Wing area: 474.5 ft² (44.08 m²)

Empty weight: 31,068 lb (14.092 kg)

Max. take-off weight: 45,750 lb (20.752 kg)

 

Powerplant:

2× Rolls-Royce Avon 301R afterburning turbojets with 12,530 lbf (55.74 kN) dry thrust each and 16,000 lbf (71.17 kN) with afterburner

 

Performance:

Maximum speed: Mach 2.0 (1.300 mph/2.100 km/h) at 36.000 ft.

Range: 850 mi (1.370 km) Supersonic intercept radius: 155 mi (250 km)

Ferry range: 920 mi (800 NM/ 1.660 km) 1,270 mi (1.100 NM/ 2.040 km) with ferry tanks

Service ceiling: 54.000 ft (16.000 m); zoom ceiling >70.000 ft

Rate of climb: 20.000 ft/min (100 m/s)

Wing loading: 76 lb/ft² (370 kg/m²)

Thrust/weight: 0.78

 

Armament:

2× under-fuselage hardpoints for mounting air-to-air missiles (2 or 4 AIM-9 Sidewinder)

Optional, but typically fitted: 2× 30 mm (1.18 in) ADEN cannons with 120 RPG in the lower fuselage, reducing the ventral tank's fuel capacity from 610 gal to 535 gal (2,430 l)

2× overwing pylon stations for 260 gal ferry tanks

    

The kit and its assembly

The inspiration to this whiffy Lightning came through fellow user Nick at whatifmodelers.com (credits go to him), who brought up the idea of EE/BAC Lightnings in Singapore use: such a small country would be the ideal user of this fast interceptor with its limited range. I found the idea very convincing and plausible, and since I like the Lightning and its unique design very much, I (too) had to make one for the 2013 group build "Asiarama" - even if a respective model would potentially be built twice. But it's always fun to see how the same theme is interpreted by different modelers, I am looking forward to my creation's sister ship.

 

The kit is the Matchbox Lightning F.2A/F.6 (PK-114) from 1976, and only little was changed. Fit is O.K., building the model poses no real problems. But the kit needs some putty work at the fuselage seams, and the many raised panel lines (esp. at the belly tank) and other relatively fine and many details for a Matchbox kit make sanding rather hazardous. Nevertheless, it's a solid kit. A bit toy-like, yes, but good value for the relatively little money. What's saved might be well invested into an extra decal sheet (see below).

 

Internal mods include some added details inside of the cockpit and the landing gear wells, but these were just enhancements to the original parts. The Avons' afterburners were simulated with implanted sprocket wheels from a 1:72 Panzer IV - not intended to be realistic at all, but IMO better than the kit's original, plain end caps!

 

Externally…

· the flaps were lowered

· some antennae and a finer pitot added

· about a dozen small air intakes/outlets were added (cut from styrene) or drilled open

· the IRST sensor fairing added, sculpted from a simple piece of sprue

· a pair of 30mm barrels mounted in the lower fuselage (hollow steel needles)

· the scratch-built quadruple Sidewinder rails are worth mentioning

 

The AIM-9E missiles come from the scrap heap, I was lucky to find a matching set of four. The optional overwing fuel tanks were not fitted, as this was supposed to become a "standard RSAF aircraft". I also did not opt for (popular) weapons mounted above the wings, since this would have called for modifications of the F.6 which did not appear worthwhile to me in context with the envisaged RSAF use. Switching to four Sidewinders on the fuselage hardpoints was IMHO enough.

  

Painting and markings

More effort went into this project part. The end of RAF's 74 Squadron at Tengah and the return of the Lightnings to Europe opened a nice historical window for my whif. Since the Tiger Squadron's aircraft sported a natural metal finish, partly with black fins (accidentally, the Matchbox kit offers just the correct decal/painting option), I decided that the RSAF would keep their aircraft this way: without camouflage, just RSAF markings, with some bold and highly visible colors added.

A SEA scheme (as on the RSAF Hunters, Strikemasters of Skyhawks) would have been another serious option and certainly look weird on a Lightning, as well as a three-tone gray wraparound low-viz scheme as used on the F-5E/S fighters, plausible in the 80ies onwards.

 

Testors Aluminum Metallizer was used as basic color, but several other shades including Steel and Titanium Metallizer, Testors normal Aluminum enamel paint, Humbrol 11 and 56 as well as Revell Aqua Color Aluminum were used for selected surface portions or panels all around the hull.

 

The spine including the cockpit frame was painted black. Using RSAF's 140 Squadron's colors as a benchmark, the fin received a checkered decoration in black and red, reminiscent of RAF 56 Squadron Lightnings. This was created through a black, painted base, onto which decals - every red field was cut from a red surface sheet from TL Modellbau - were transferred. Sounds horrible, but it was easier and more exact than expected. A very convenient solution with sharp edges and good contrast. A red trim line, 1mm wide, was added as a decal along the spine in a similar fashion.

 

The squadron emblem on the Lightning's nose was created through the same scratch method: from colored 1.5mm wide stripes, 3mm pieces were cut and applied one by one to form the checkered bar. The swift emblem comes from a 1:48 sheet for French WWI aircraft, made by Peddinghaus Decals from Germany. The overall look was supposed to be similar to the (real) 140 Squadron badge.

 

As a consequence, this created a logical problem: where to put the national roundel? Lightnings usually wore them on the nose, but unlike RAF style (where a bar was added around the roundel), I used RSAF Hunters as benchmark.

The RSAF roundels were a challenge. In order not to cramp the nose section too much I decided to place the roundels behind the wings. Not the must prominent position, but plausible. I originally wanted to use decals from the current 1:72 Airfix BAC Strikemaster kit, but they turned out to be too small.

After long search I was happy to find a 1:48 aftermarket decal sheet from Morgan Decals for an A-4S, with full color yin-yang roundels - in Canada! It took three weeks to wait for these parts, though, even though work had to wait for this final but vital detail !

 

As a side not, AFAIK any RSAF aircraft only carried and carries these roundels on the fuselage sides, not on the wings' upper or lower surfaces? It leaves the model a bit naked, so I decided to add 'RSAF' letters and the tactical code '237' to the wings' upper and lower sides. But the fin is surely bold enough to compensate ;)

 

The cockpit interior was painted in Medium Sea Gray (Humbrol 27), the landing gear and the wells in a mix of Humbrol 56 and 34, for a light gray with a metallic shimmer.

 

Other details include the white area behind the cockpit, which contained an AVPIN/isopropyl nitrate tank for the Lightning's start engine. Hazardous stuff - the light color was to prevent excessive heating in the sun, a common detail for Lightnings used in Cyprus. Another piece that took some effort was the shaggy nose cone, which was painted in a mix of Humbrol 56 and 86 and received some serious dry painting in light gray and ochre.

 

Stencils etc. were taken from an extensive aftermarket sheet for Lightnings from Xtradecal (X72096). The Matchbox decal sheet of PK-114 just offers the ejection seat warning triangles - that's all! The later T.55 kit is much better in this regard, but still far from being complete.

 

After decal application and to enhance the metallic look, the kit received a careful rubbing with finely grinded graphite, which, as a side effect, also emphasized the raised panel lines. A little dry painting was done around some exhaust openings, but nothing to make the aircraft look really old. This is supposed to be a bright and well-maintained interceptor!

 

Finally, the kit received a thin coat with glossy acrylic varnish, the spine and fin received a semi-matt coat and the black glare shield in front of the cockpit became matt.

   

A pretty straightforward build for the Asiarama group build, and with best regards and credits to Nick who came up with the original idea. Most work went into the decals and the NMF finish. I like the bold colors, and despite being flamboyant, they do not make the Lightning look too far out of place?

 

As a final note: XR773 never ended up in Singapore service, just like any BAC Lightning. In real life, the aircraft (first flight was in February 1966 with Roly Beamont at the controls) was transferred from 74 Squadron at RAF Tengah to Akrotiri in late 1971 and had a pretty long life, further serving with 56, 5 and 11 Squadrons as well as the Lightning Training Flight. And even then it’s life was far from over: XR773 is one of the Lightning survivors; in South Africa it flew in private hands as ZU-BEW until 2010, when it was grounded and the airframe put up to sale.

+++ DISCLAIMER +++

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

  

The KAI T-50 Golden Eagle (골든이글) is a family of South Korean supersonic advanced trainers and light combat aircraft, developed by Korea Aerospace Industries (KAI) with Lockheed Martin. The T-50 is South Korea's first indigenous supersonic aircraft and one of the world's few supersonic trainers.

 

The T-50 program started in the late Nineties and was originally intended to develop an indigenous trainer aircraft capable of supersonic flight, to train and prepare pilots for the KF-16 and F-15K, replacing trainers such as T-38 and A-37 that were then in service with the ROKAF. Prior South Korean aircraft programs include the turboprop KT-1 basic trainer produced by Daewoo Aerospace (now part of KAI), and license-manufactured KF-16.

 

The mother program, code-named KTX-2, began in 1992, but the Ministry of Finance and Economy suspended the original project in 1995 due to financial constraints. The basic design of the aircraft was set by 1999, and eventually the development of the aircraft was funded 70% by the South Korean government, 17% by KAI, and 13% by Lockheed Martin.

 

In general, the T-50 series of aircraft closely resembles the KF-16 in configuration, but it actually is a completely new design: the T-50 is 11% smaller and 23% lighter than an F-16, and in order to create enough space for the two-seat cockpit, the air intake was bifurcated and placed under the wing gloves, resembling the F/A-18's layout.

 

The aircraft was formally designated as the T-50 'Golden Eagle' in February 2000, the T-50A designation had been reserved by the U.S. military to prevent it from being inadvertently assigned to another aircraft model. Final assembly of the first T-50 took place between 15 January and 14 September 2001. The first flight of the T-50 took place in August 2002, and initial operational assessment from 28 July to 14 August 2003.

 

The trainer has a cockpit for two pilots in a tandem arrangement, both crew members sitting in "normal" election seats, not in the F-16's reclined position. The high-mounted canopy is applied with stretched acrylic, providing the pilots with good visibility, and has been tested to offer the canopy with ballistic protection against 4-lb objects impacting at 400 knots.

 

The ROKAF, as original development driver, placed an initial production contract for 25 T-50s in December 2003, with aircraft scheduled to be delivered between 2005 and 2009. Original T-50 aircraft were equipped with the AN/APG-67(v)4 radar from Lockheed Martin. The T-50 trainer is powered by a GE F404 engine built under license by Samsung Techwin. Under the terms of the T-50/F404-102 co-production agreement, GE provides engine kits directly to Samsung Techwin who produces designated parts as well as performing final engine assembly and testing.

 

The T-50 program quickly expanded beyond a pure trainer concept to include the TA-50 armed trainer aircraft, as well as the FA-50 light attack aircraft, which has already similar capabilities as the multirole KF-16. Reconnaissance and electronic warfare variants were also being developed, designated as RA-50 and EA-50.

 

The TA-50 variant is a more heavily armed version of the T-50 trainer, intended for lead-in fighter training and light attack roles. It is equipped with an Elta EL/M-2032 fire control radar and designed to operate as a full-fledged combat platform. This variant mounts a lightweight three-barrel cannon version of the M61 Vulcan internally behind the cockpit, which fires linkless 20 mm ammunition. Wingtip rails can accommodate the AIM-9 Sidewinder missile, a variety of additional weapons can be mounted to underwing hardpoints, including precision-guided weapons, air-to-air missiles, and air-to-ground missiles. The TA-50 can also mount additional utility pods for reconnaissance, targeting assistance, and electronic warfare. Compatible air-to-surface weapons include the AGM-65 Maverick missile, Hydra 70 and LOGIR rocket launchers, CBU-58 and Mk-20 cluster bombs, and Mk-82, -83, and -84 general purpose bombs.

 

Among the operators of the TA-50 are the Philippines, Thailand and the ROKAF, and the type has attracted a global interest, also in Europe. The young Republic of Scotland Air Corps (locally known as Poblachd na h-Alba Adhair an Airm) chose, soon after the country's independence from the United Kingdom, after its departure from the European Union in 2017, the TA-50 as a complement to its initial procurements and add more flexibility to its small and young air arm.

 

According to a White Paper published by the Scottish National Party (SNP) in 2013, an independent Scotland would have an air force equipped with up to 16 air defense aircraft, six tactical transports, utility rotorcraft and maritime patrol aircraft, and be capable of “contributing excellent conventional capabilities” to NATO. Outlining its ambition to establish an air force with an eventual 2,000 uniformed personnel and 300 reservists, the SNP stated the organization would initially be equipped with “a minimum of 12 interceptors in the Eurofighter/Typhoon class, based at Lossiemouth, a tactical air transport squadron, including around six [Lockheed Martin] C-130J Hercules, and a helicopter squadron”.

 

According to the document, “Key elements of air forces in place at independence, equipped initially from a negotiated share of current UK assets, will secure core tasks, principally the ability to police Scotland’s airspace, within NATO.” An in-country air command and control capability would be established within five years of a decision in favor of independence, it continues, with staff also to be “embedded within NATO structures”.

This plan was immediately set into action after the country's independence in late 2017 with the purchase of twelve refurbished Saab JAS 39A Gripen interceptors for Quick Reaction Alert duties and upgraded, former Swedish Air Force Sk 90 trainers for the RoScAC. But these second hand machines were just the initial step in the mid-term procurement plan.

 

The twelve KAI TA-50 aircraft procured as a second step were to fulfill the complex requirement for a light and cost-effective multi-purpose aircraft that could be used in a wide variety of tasks: primarily as an advanced trainer for supersonic flight and as a trainer for the fighter role (since all Scottish Gripens were single seaters and dedicated to the interceptor/air defense role), but also as a light attack and point defense aircraft.

 

Scotland was offered refurbished F-16C and Ds, but this was declined as the type was deemed to be too costly and complex. Beyond the KAI T-50, the Alenia Aermacchi M-346 Master and the BAe Hawk were considered, too, but, eventually, a modified TA-50 that was tailored to the RoScAC’s procurement plans was chosen by the Scottish government.

 

In order to fulfill the complex duty profile, the Scottish TA-50s were upgraded with elements from the FA-50 attack aircraft. They possess more internal fuel capacity, enhanced avionics, a longer radome and a tactical datalink. Its EL/M-2032 pulse-Doppler radar has been modified so that it offers now a range two-thirds greater than the TA-50's standard radar. It enables the aircraft to operate in any weather, detect surface targets and deploy AIM-120 AAMs for BVR interceptions. The machines can also be externally fitted with Rafael's Sky Shield or LIG Nex1's ALQ-200K ECM pods, Sniper or LITENING targeting pods, and Condor 2 reconnaissance pods to further improve the machine’s electronic warfare, reconnaissance, and targeting capabilities.

 

Another unique feature of the Scottish Golden Eagle is its powerplant: even though the machines are originally powered by a single General Electric F404 afterburning turbofan and designed around this engine, the RoScAC TF-50s are powered by a Volvo RM12 low-bypass afterburning turbofan. These are procured and serviced through Saab in Sweden, as a part of the long-term collaboration contract for the RoScAC’s Saab Gripen fleet. This decision was taken in order to decrease overall fleet costs through a unified engine.

 

The RM12 is a derivative of the General Electric F404-400. Changes from the standard F404 includes greater reliability for single-engine operations (including more stringent birdstrike protection) and slightly increased thrust. Several subsystems and components were also re-designed to reduce maintenance demands, and the F404's analogue Engine Control Unit was replaced with the Digital Engine Control – jointly developed by Volvo and GE – which communicates with the cockpit through the digital data buses and, as redundancy, mechanical calculators controlled by a single wire will regulate the fuel-flow into the engine.

 

Another modification of the RoScAC’s TA-50 is the exchange of the original General Dynamics A-50 3-barrel rotary cannon for a single barrel Mauser BK-27 27mm revolver cannon. Being slightly heavier and having a lower cadence, the BK-27 featured a much higher kinetic energy, accuracy and range. Furthermore, the BK-27 is the standard weapon of the other, Sweden-built aircraft in RoScAC service, so that further synergies and cost reductions were expected.

 

The Scottish Department of National Defense announced the selection of the TA-50 in August 2018, after having procured refurbished Saab Sk 90 and JAS 39 Gripen from Sweden as initial outfit of the country's small air arm with No. 1 Squadron based at Lossiemouth AB.

 

Funding for the twelve aircraft was approved by Congress on September 2018 and worth € 420 mio., making the Golden Eagle the young country’s first brand new military aircraft. Deliveries of the Golden Hawk TF.1, how the type was officially designated in Scottish service, began in November 2019, lasting until December 2020.

The first four Scottish Golden Hawk TF.1 aircraft were allocated to the newly established RoScAC No. 2 Squadron, based at Leuchars, where the RoScAC took control from the British Army. The latter had just taken over the former air base from the RAF in 2015, losing its “RAF air base” status and was consequentially re-designated “Leuchars Station”, primarily catering to the Royal Scots Dragoon Guards who have, in the meantime, become part of Scotland’s Army Corps. The brand new machines were publically displayed on the shared army and air corps facility in the RoScAC’s new paint scheme on 1st of December 2019 for the first time, and immediately took up service.

 

General characteristics:

Crew: 2

Length: 13.14 m (43.1 ft)

Wingspan (with wingtip missiles): 9.45 m (31 ft)

Height: 4.94 m (16.2 ft)

Wing area: 23.69 m² (255 ft²)

Empty weight: 6,470 kg (14,285 lb)

Max. takeoff weight: 12,300 kg (27,300 lb)

 

Powerplant:

1× Volvo RM12 afterburning turbofan, rated at 54 kN (12,100 lbf) dry thrust

and 80.5 kN (18,100 lbf) with afterburner

 

Performance:

Maximum speed: Mach 1.5 (1,640 km/h, 1,020 mph at 9,144 m or 30,000 ft)

Range: 1,851 km (1,150 mi)

Service ceiling: 14,630 m (48,000 ft)

Rate of climb: 198 m/s (39,000 ft/min)

Thrust/weight: 0.96

Max g limit: -3 g / +8 g

 

Armament:

1× 27mm Mauser BK-27 revolver cannon with 120 rounds

A total of 7 hardpoints (4 underwing, 2 wingtip and one under fuselage)

for up to 3,740 kg (8,250 lb) of payload

  

The kit and its assembly:

A rare thing concerning my builds: an alternative reality whif. A fictional air force of an independent Scotland crept into my mind after the hysterical “Brexit” events in 2016 and the former (failed) public vote concerning the independence of Scotland from the UK. What would happen to the military, if the independence would take place, nevertheless, and British forces left the country?

 

The aforementioned Scottish National Party (SNP) paper from 2013 is real, and I took it as a benchmark. Primary focus would certainly be set on air space defense, and the Gripen appears as a good and not too expensive choice. The Sk 90 is a personal invention, but would fulfill a good complementary role.

Nevertheless, another multi-role aircraft would make sense as an addition, and both M-346 and T-50 caught my eye (Russian options were ruled out due to the tense political relations), and I gave the TA-50 the “Go” because of its engine and its proximity to the Gripen.

 

The T-50 really looks like the juvenile offspring from a date between an F-16 and an F-18. There’s even a kit available, from Academy – but it’s a Snap-Fit offering without a landing gear but, as an alternative, a clear display that can be attached to the engine nozzle. It also comes with stickers instead of waterslide decals. This sounds crappy and toy-like, but, after taking a close look at kit reviews, I gave it a try.

 

And I am positively surprised. While the kit consists of only few parts, moulded in the colors of a ROCAF trainer as expected, the surfaces have minute, engraved detail. Fit is very good, too, and there’s even a decent cockpit that’s actually better than the offering of some “normal” model kits. The interior comes with multi-part seats, side consoles and dashboards that feature correctly shaped instrument details (no decals). The air intakes are great, too: seamless, with relatively thin walls, nice!

 

So far, so good. But not enough. I could have built the kit OOB with the landing gear tucked up, but I went for the more complicated route and trans-/implanted the complete landing gear from an Intech F-16, which is available for less than EUR 5,- (and not much worth, to be honest). AFAIK, there’s white metal landing gear for the T-50 available from Scale Aircraft Conversions, but it’s 1:48 and for this set’s price I could have bought three Intech F-16s…

 

But back to the conversion. This landing gear transplantation stunt sounds more complicated as it actually turned out to be. For the front wheel well I simply cut a long opening into the fuselage and added inside a styrene sheet as a well roof, attached under the cockpit floor.

For the main landing gear I just opened the flush covers on the T-50 fuselage, cut out the interior from the Intech F-16, tailored it a little and glued it into its new place.

 

This was made easy by the fact that the T-50 is a bit smaller than the F-16, so that the transplants are by tendency a little too large and offer enough “flesh” for adaptations. Once in place, the F-16 struts were mounted (also slightly tailored to fit well) and covers added. The front wheel cover was created with 0.5 mm styrene sheet, for the main covers I used the parts from the Intech F-16 kit because they were thinner than the leftover T-50 fuselage parts and feature some surface detail on the inside. They had to be adapted in size, though. But the operation worked like a charm, highly recommended!

 

Around the hull, some small details like missing air scoops, some pitots and antennae were added. In a bout of boredom (while waiting for ordered parts…) I also added static dischargers on the aerodynamic surfaces’ trailing edges – the kit comes with obvious attachment points, and they are a small detail that improves the modern look of the T-50 even more.

 

Since the Academy kit comes clean with only a ventral drop tank as ordnance, underwing pylons from a SEPECAT Jaguar (resin aftermarket parts from Pavla) and a pair of AGM-65 from the Italeri NATO Weapons set plus launch rails were added, plus a pair of Sidewinders (from a Hasegawa AAM set, painted as blue training rounds) on the wing tip launch rails.

Since the T-50 trainer comes unarmed, a gun nozzle had to be added – its position is very similar to the gun on board of the F-16, on the upper side of the port side LERX. Another addition are conformal chaff/flare dispensers at the fin’s base, adding some beef to the sleek aircraft.

  

Painting and markings:

I did not want a grey-in-grey livery, yet something “different” and rather typical or familiar for the British isles. My approach is actually a compromise, with classic RAF colors and design features inspired by camouflage experiments of the German Luftwaffe on F-4F Phantoms and Alpha Jets in the early Eighties.

 

For the upper sides I went for a classic British scheme, in Dark Green and Dark Sea Grey (Humbrol 163 and 164), colors I deem very appropriate for the Scottish landscape and for potential naval operations. These were combined with elements from late RAF interceptors: Barley Grey (Humbrol 167) for the flanks including the pylons, plus Light Aircraft Grey (Humbrol 166) for the undersides, with a relatively high waterline and a grey fin, so that a side or lower view would rather blend with the sky than the ground below.

 

Another creative field were the national markings: how could fictional Scottish roundels look like, and how to create them so that they are easy to make and replicate (for a full set for this kit, as well as for potential future builds…)? Designing and printing marking decals myself was an option, but I eventually settled for a composite solution which somewhat influenced the roundels’ design, too.

My Scottish roundel interpretationconsists of a blue disk with a white cross – it’s simple, different from any other contemporary national marking, esp. the UK roundel, and easy to create from single decal parts. In fact, the blue roundels were die-punched from blue decal sheet, and the cross consists of two thin white decal strips, cut into the correct length with the same stencil, using generic sheet material from TL Modellbau.

 

Another issue was the potential tactical code, and a small fleet only needs a simple system. Going back to a WWII system with letter codes for squadrons and individual aircraft was one option, but, IMHO, too complicated. I adopted the British single letter aircraft code, though, since this system is very traditional, but since the RoScAC would certainly not operate too many squadrons, I rather adapted a system similar to the Swedish or Spanish format with a single number representing the squadron. The result is a simple 2-digit code, and I adapted the German system of placing the tactical code on the fuselage, separated by the roundel. Keeping British traditions up I repeated the individual aircraft code letter on the fin, where a Scottish flag, a small, self-printed Fife coat-or-arms and a serial number were added, too.

 

The kit saw only light weathering and shading, and the kit was finally sealed with matt acrylic varnish (Italeri).

  

Creating this whif, based on an alternative historic timeline with a near future perspective, was fun – and it might spawn more models that circle around the story. A Scottish Sk 90 and a Gripen are certain options (and for both I have kits in the stash…), but there might also be an entry level trainer, some helicopters for the army and SAR duties, as well as a transport aircraft. The foundation has been laid out, now it’s time to fill Scotland’s history to come with detail and proof. ;-)

 

Besides, despite being a snap-fit kit, Academy’s T-50 is a nice basis, reminding me of some Hobby Boss kits but with less flaws (e .g. most of the interiors), except for the complete lack of a landing gear. But with the F-16 and Jaguar transplants the simple kit developed into something more convincing.

c/n 21414.

Built in 1917, this beautiful DH9 was one of a pair recovered from an elephant shed in India. In the more than capable hands of Aero Vintage / Retrotech, the first machine was restored for the Imperial War Museum and is on static display in Duxfords 'AirSpace' hangar.

This second machine has now been restored to a stunning and airworthy condition which will hopefully soon see her back in the air. This will be a truly amazing site!

Her first public appearance (static, of course) was at the Royal International Air Tattoo (RIAT) at RAF Fairford in July 2017, after which she was moved to Duxford and reassembled. She now sits in Hangar 3, which is also the home of the rest of the Historic Aircraft Collection fleet.

Duxford Airfield, Cambridgeshire, UK.

26th January 2018.

 

The following information is from the Historic Aircraft Collection website. Although slightly dated it does give some good info on the aircraft:-

 

"The engine chosen for the DH-9 was the new 200 hp Siddeley Puma, ordered straight off the drawing board. The engine was not a successful design, but nevertheless that was all there was, and both the DH-9 and the Puma were ordered in large numbers. In fact the DH-4 was not designed as a bomber, but only after it was in service was it found to be useful in this role. The DH-9 can therefore claim to be one of the first true strategic purpose-built bombers manufactured in Britain, with bomb bays within the fuselage structure.

Despite the aircraft's shortcomings, it became one of the most produced aircraft of the 1st World War with over 2,000 examples being made.

The DH-9 was utilised in a great number of bombing raids over Germany and over the Western Front; it also saw service in an anti-submarine role, in the Middle East and Indian sub-continent. Due to the large numbers available after the war, the type continued on in numerous guises, both in military roles in every corner of the Empire and also in the conversion to airliners and long distant courier aircraft.

Although produced in huge numbers and despite a long career after the war, surprisingly few still exist. There is one in the Musee de L'Air in Paris, and one in the Saxonwold museum in South Africa. There is also a civilianised version in Australia; however, there were none in the British National Collection. Rumours of two or three secreted away in India abounded for years and their discovery and recovery to the UK by Aero Vintage took many years of negotiation and organisation. Aero Vintage Ltd director, Guy Black, was determined to ensure that one at least was preserved in the UK in a national museum, and the other restored to fly.

E-8894, now registered G-CDLI which has the most degraded woodwork, will be restored to fly with an original Puma engine. The other DH9 recovered, D-5649, is being restored to non-flying status with a high standard of conservation and original content, for the Imperial War and will be displayed, unsuspended in the new Airspace hanger, by the time this new building is opened to the public for the first time.E-8894 was one of a batch of 200 DH-9 aircraft ordered on the 23rd March 1918 under contract no. 351/418/C.296 (BR.394) from the Aircraft Manufacturing Co. Ltd., of Hendon. As far as is known, it probably saw no military action before being placed in storage and sent to India under the Imperial Gift Scheme.

An excellent Puma engine has been found, and once restored to fly, this genuine 1st World War aircraft will not only be the only 1st World War bomber flying, but also the only Imperial Gift aircraft flying anywhere in the world. Completion of the flying DH9 is anticipated in 2017. Both aircraft are being restored in the Retrotec workshops in East Sussex"

De se restaurer dans cette position ...

 

Merci pour votre visite & commentaire sur ma galerie.

Thank you for your visit & comment on my gallery

Gracias por tu visita y comentario en mi galería

Grazie per la vostra visita e commento nella mia galleria

Vielen Dank für Ihren Besuch und Kommentar auf meiner Galerie

+++ DISCLAIMER +++

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

  

Some background:

The need for a specialized self-propelled anti-aircraft gun, capable of keeping up with the armoured divisions, had become increasingly urgent for the German Armed Forces, as from 1943 on the German Air Force was less and less able to protect itself against enemy fighter bombers.

Therefore, a multitude of improvised and specially designed self-propelled anti-aircraft guns were built, many based on the Panzer IV chassis. This development started with the Flakpanzer IV “Möbelwagen”, which was only a Kampfpanzer IV with the turret removed and a 20mm Flakvierling installed instead, together with foldable side walls that offered only poor protection for the gun crew. The lineage then progressed through the Wirbelwind and Ostwind models, which had their weapons and the crew protected in fully rotating turrets, but these were still open at the top. This flaw was to be eliminated in the Kugelblitz, the final development of the Flakpanzer IV.

 

The Kugelblitz used the 30 mm MK 103 cannon in a Zwillingsflak ("twin flak") 103/38 arrangement. The MK 103 was a powerful aircraft weapon that had formerly been fitted in single mounts to such planes as the Henschel Hs 129 or Bf 1110 in a ventral gun pod against tanks, and it was also fitted to the twin-engine Dornier Do 335 heavy fighter and other interceptors against Allied bombers. When used by the army, it received the designation “3 cm Flak 38”. It had a weight of only 141 kg (311 lb) and a length of 235 cm (93 in) with muzzle brake. Barrel length was 134 cm (53 in), resulting in caliber L/44.7 (44.7 caliber). The weapon’s muzzle velocity was around 900 m/s (3,000 ft/s), allowing an armour penetration for APCR 42–52 mm (1.7–2.0 in)/60°/300 m (980 ft) or 75–95 mm (3.0–3.7 in)/ 90°/ 300 m (980 ft), with an effective maximum firing range of around 5.700 m (18.670 ft). The MK 103 was gas-operated, fully automatic and belt-fed, an innovative feature at that time for AA guns.

In the fully enclosed Kugelblitz turret the weapons could be fired singly or simultaneously, and their theoretical rate of fire was 450 rounds a minute, even though 250 rpm in short bursts was more practical. The total ammunition load for both weapons was 1,200 rounds and the discharged cases fell into canvas bags placed under the guns. The MK 103 cannons produced a lot of powder smoke when operated, so that fume extractors were added, which was another novelty.

 

The Kugelblitz turret’s construction was unique, because its spherical body was hanging in a ring mount, suspended by two spigots – it was effectively an independent capsule that only slightly protruded from the tank’s top and kept the profile very low. The turret offered full overhead protection, 360° traverse and space for the crew of three plus weapons and ammunition – even though it was very cramped. Elevation of the weapons (as well as of the crew sitting inside of the turret!) was from -5° to +80°, turning speed was 60°/sec.

The commander/gunner, who had a small observation cupola on top of the turret, was positioned in the middle, behind the main guns. The two gunner assistants were placed on the left and right side in front of him, in a slightly lower position. The assistant situated left of the guns was responsible for the turret’s movements, the one on the right side was responsible for loading the guns, and the spare ammunition was located on the right side. Each of these three crew members had separate hatch doors..

 

However, the Panzer IV-based Kugelblitz SPAAG was ill-fated: A production rate of 30 per month by December 1944 was planned, but never achieved, because tank production had become seriously hampered and production of the Panzer IV was about to be terminated in favor of the new E-series tank family. Therefore, almost all Flakpanzer IV with the Kugelblitz turret were conversions of existing hulls, mostly coming from repair shops.

In parallel, work was under way to adapt the Kugelblitz turret to the Jagdpanzer 38(t) Hetzer hull, too, which was still in production in the former Czechoslovakian Skoda works, and to the new, light E-10 and E-25 tank chassis. Due to this transitional and slightly chaotic situation, production numbers of the Panzer IV-based Kugelblitz remained limited - in early 1945, only around 50 operational vehicles had been built and production already ceased in May.

 

By that time, the Kugelblitz turret had been successfully adapted to the Hetzer chassis, even though this had called for major adaptations of the upper hull due to the relatively wide turret ring, which originally came from the Tiger I. The conversion worked and the unique turret could be successfully shoehorned into the Hetzer basis, making it a very compact and relatively light vehicle – it was 5 tons lighter than the Panzer IV-based “Kugelblitz” SPAAG.

In order to carry the turret, the welded upper hull had to be widened and the glacis plate was reinforced with an extra plate, which also covered the Hetzer’s original opening for its 75 mm gun. The resulting 60 mm (2.36 in) thick front plate was inclined 60 degrees from the vertical, and therefore offered around 120 mm (4.72 in) of effective protection – much better than the Panzer IV’s almost vertical 50 mm (or 80 mm with additional armor on late versions). In this form, the vehicle could withstand direct frontal hits from most medium Allied tanks. The side walls were rather thin, though, only 20 mm, and they became more vertical to make room for the turret mount. The engine cover behind the turret had to be modified, too. Due to the massive changes, the vehicle received a new, separate designation, “Sonderkraftfahrzeug (Sd.Kfz.) 170” and it was officially called “Leichter Flakpanzer 38(t) 3 cm“.

 

However, there were many drawbacks. The interior was cramped: the self-contained Kugelblitz turret itself already lacked internal space, but the driver – the only crew member in the hull – also had little space in front of the turret’s mount and he could only access his working place through an opening in the turret at the commander’s feet when it was in a level forward position. There was no dedicated hatch for the driver, only an emergency escape scuttle in the floor.

Another issue was the field of view from inside for everyone. As already mentioned, the driver did not have a hatch that could be used for a good view when not driving under fire. He also only had a single panoramic sight, so that he could just see what was going on directly in front of him. There were no side view openings, and especially the right side of the vehicle was literally blind. The crew in the turret also could only rely on forward-facing sights, just the commander had a rotating periscope. But due to its position, the areas directly along the vehicle’s flanks and its rear remained wide blind areas that made it very vulnerable to infantry attacks. This flaw was even worsened by the fact that there were no additional light weapons available (or even deployable from the inside) for close range defense – the Panzer IV-based SPAAGs carried a hull-mounted machine gun. And the crew had, due to the open weapon stations a much better field of view or could directly use their own light weapons.

 

With the turret’s additional weight (the Sd.Kfz. 170 was 3 tons heavier than the Hetzer), and despite a slightly uprated petrol engine, the tank was rather underpowered, especially off road. Another negative side effect of the turret was a considerably raised center of gravity. The original Hetzer was a nimble vehicle with good handling, but the Sd.Kfz. 170 was hard to control, tended to build up and roll even on the road and its off-road capabilities were markedly hampered by the concentration of weight so high above the ground, making it prone to tip over to the side when the driver did not take care of terrain slope angles. This wobbly handling, as well as the turret’s shape, gave the vehicle the unofficial nickname “Kugelhetzer”.

 

Nevertheless, all these flaws were accepted, since the Sd.Kfz. 170. was, like its Panzer IV-based predecessors, urgently needed and only regarded as an interim solution until a light E-Series chassis had been adapted to the turret. It was also surmised that the vehicle would not operate independently and rather escort other troops, so that close-range protection was in most cases ensured. Under this premise, about 100 Sd.Kfz. 170s were built until early 1946, when production of the Hetzer and its components were stopped. Operationally, the vehicle was not popular (esp. among drivers), but it was quite successful, not only against aircraft (esp. when used in conjunction with the new mobile radar-based fire direction centers), but also against lightly armored ground targets.

Plans to stretch the hull for more internal space, better field performance and crew comfort as well as replacing the engine with a bigger and more powerful 8 cylinder Tatra engine were never executed, since all resources were allocated to the new E-series tanks.

  

Specifications:

Crew: Four (commander/gunner, 2 assistants incl. radio operator, driver)

Weight: 18 tons (22.000 lb)

Length: 4.61 m (15 ft 1 in)

Width: 2.63 m (8 ft 8 in)

Height: 2.63 m (8 ft 8 in)

Ground clearance: 40 cm (15 ¾ in)

Suspension: Leaf spring

Fuel capacity: 320 litres (85 US gal)

 

Armor:

10 – 60 mm (0.39 – 2.36 in)

Performance:

Maximum road speed: 42 km/h (26 mph)

Sustained road speed: 36 km/h (22.3 mph)

Off-road speed: 26 km/h (16 mph)

Operational range: 177 km (110 mi)

Power/weight: 10 PS/t

 

Engine:

Praga 6-cylinder 7.8 liter petrol engine, delivering 180 PS (178 hp, 130 kW) at 2,800 rpm

 

Transmission:

Praga-Wilson Typ CV with 5 forwards and 1 reverse gears

 

Armament:

2× 30 mm 3 cm Flak 38 (MK 103/3) with a total of 1.200 rounds

  

The kit and its assembly:

The so-called “Kugelhetzer” was a real German project in late WWII, but it was rather a vague idea, it never it made to the hardware stage. Even from its predecessor, the Panzer IV-based “Kugelblitz”, only five tanks were actually built. However, I found the idea interesting, since the combination of existing elements would lead to a very compact SPAAG. And since I had a spare Kugelblitz turret from one of the Modelcollect “Vierfüssler” SF mecha kits at hand, I decided to build a model of this conceptual tank.

 

The chassis is a Bergepanzer 38(t), a.k.a. “Bergehetzer”, from UM Models, an unarmed recovery tank based on the Hetzer hull with an open top. For my conversion plan it offered the benefit of a blank glacis plate and lots of spare parts for future builds. However, upon inspection of the parts-not-intended-to-be-mated I became slightly disillusioned: while the Hetzer’s upper original hull offers enough room for the ball turret itself to be inserted into the roof, it could NEVER take the turret bearing and the armored collar ring around it. They already are hard to mount on a Panzer IV hull, but the Hetzer is an even smaller vehicle, despite its casemate layout. I was about to shelf the project again, but then decided to modify and adapt the upper hull to the turret. In real life the engineers would have taken a similar route.

 

I started to scratch the superstructure from 0.5mm styrene sheet, and work started with the roof that had to be wide enough to carry the turret ring. This was glued into place on top of the hull, and from this benchmark the rest of the “armor plates” was added – starting with the engine bay cover, then adding side walls and finally the more complex corner sections, which actually consist of two triangular plates, but only one of them was actually fitted. The leftover openings were filled with acrylic putty, also in order to fill and stabilize the void between the original hull and the added plates. Later, the necessary space for the ball turret was carved away from the original hull, so that the Kugelblitz turret could be inserted in its new opening. Sounds complicated, but the construction was less complicated than expected, and it looked even better!

 

Once mated with the lower chassis, some details had to be added to the blank surfaces – e. g. racks with spare barrels for the guns and some tools and stowage boxes. These were taken from the Bergehetzer kit and partly modified to match the different hull.

What really became a challenge was the assembly of the tracks upon the model’s completion. Unfortunately, they consist of single elements and even links that have to be glued to the wheels, and since they were not crisply molded (just like the sprocket drive wheels) their installation was a rather tedious affair.

  

Painting and markings:

This is another variation of the “Hinterhalt” concept, using the three basic tones of Dunkelgelb (RAL 7028), Olivgrün (RAL 6003) and Rotbraun (RAL 8012). In this case – as an autumn scheme with fading light and more red and brown leaves - I used a late-war Panther as reference and gave the vehicle a rather dark basic livery consisting of green and the brown, and on top of that I added counter-colored (green on brown and brown on green) mottles, plus contrast mottles in Dunkelgelb. The tones I used were Humbrol 83, 86 and 113 - the latter is not the standard tone for the Hinterhalt scheme (180 would be appropriate), but it comes close to the typical German red Oxidrot (RAL 3009) primer, which was not only used on bare tank hulls during production but was also integrated into camouflage schemes, frequently stretched and lightened through additives. Effectively the livery is very standard, and since this Kugelhetzer model would depict a standard production vehicle and not a conversion, I extended the camouflage to the turret, too, for a consistent look.

The wheels remained in a single color (just the basic red brown and green), since camouflage was prohibited to be extended onto moving parts of the vehicle: a swirling pattern would have been very obvious and eye-catching when the vehicle was on the move.

 

A washing with dark red brown, highly thinned acrylic paint followed. The decals – mostly taken from the small OOB sheet – came next, and I settled upon simplified national markings and just white outlines for the tactical code, due to the rather murky camouflage underneath.

The model’s main components were sealed with matt acrylic varnish from the rattle can before their final assembly, and I did some dry-brushing with light grey to emphasize details and edges. Finally, a coat of pigment dust was applied to the model’s lower areas and used to hide some flaws along the fiddly tracks.

  

A conclusive outcome, and a more complex build than obvious at first sight. The re-built upper hull was easier to realize than expected, the true horror came with the assembly of the tracks which consist of tiny, not really crisply molded elements. Why the return track section has to be constructed of five(!) segments - even though it's a straight line - is beyond my comprehension, too.

However, the outcome looks quite good, even though the use of the original Hetzer hull would have created several problems, if the original Kugelblitz turret had had to be integrated. Esp. the lack of space for the driver (and a suitable access hatch!) make this design idea rather unpractical, so that a stretched hull (AFAIK there’s a model of such a modified vehicle available) would have made sense.

The Landing Ship Tank (LST) was a British American collaboration for a vessel capable of being beached in amphibious operations to deliver heavy equipment.

 

Over 1000 of the type were built mostly in the US, but also Canada and the UK. The LST HMS Boxer was built by Harland & Wolff in Belfast, being launched in December 1942.

 

LST-393 arrived in Northern Ireland on 10th April 1944, at the USNOB in Derry/Londonderry where together with LST-331 & 392 a number of installations and modifications were carried out on the vessels. With the work completed all three ships left in convoy on the 17th bound for Milford Haven. Shortly after, 393 received orders to proceed independently to Belfast Lough.

 

The ship had anchored off Bangor by 18:00 on the 18th and sailed to Larne on the 20th for what was described as experimental loading. After returning to anchor off Bangor, the ship then proceeded to Ballyholme beach on the 21st where it completed two successful beaching displays for the benefit of the US Army before again returning to its previous anchorage.

 

The ship returned to Ballyholme again on the 23rd for further loading operations with the US Army and the ship remained grounded until 01:00 on 24 April. By 06:30 the ship was again underway to practice beaching operations at Dundrum Bay. With the training, exercises finished the ship then proceeded to Belfast's Pollock Dock where on the 27th it was loaded with US Army personnel and their vehicles before departing by 17:52 for Swansea in Wales.

  

LST393 is preserved at Muskegon in the USA

Website: www.lst393.org/

  

Photo via: www.lst393.org/history/photo-gallery/world-war-ii.html

The de Havilland DH.103 Hornet was a twin-piston engined fighter aircraft developed by de Havilland. It further exploited the wooden construction techniques that had been pioneered by the de Havilland Mosquito. Development of the Hornet had started during the Second World War as a private venture. The aircraft was to conduct long range fighter operations in the Pacific Theatre against the Empire of Japan but the war ended before the Hornet reached operational squadron status.

 

The Hornet entered service with RAF Fighter Command where it equipped several day fighter units and was commonly stationed in the British mainland. It saw combat in the Far East, being used as a strike fighter as part of the British military action taken during the Malayan Emergency. A naval carrier-capable version, the Sea Hornet, had been envisioned early on and was procured by the Fleet Air Arm of the Royal Navy.

  

Origins;

In the autumn of 1941, de Havilland found that it had the spare design capacity to work on a new project. At this point, the Mosquito had entered full-rate production and preliminary work on a jet-propelled fighter aircraft, which became the Vampire, was waiting for the production of prototype engines. The company promptly recognised a need for a high-speed, unarmed, night bomber powered by a pair of large Napier Sabre piston engines and a design for such an aircraft was first proposed under the designation D.H. 101 in October 1941. A design team led by R. E. Bishop with C. T. Wilkins assisting, was assembled with the aim of developing the D.H. 101, which was initially pursued as a private venture.

 

The Sabre engine was suffering from availability problems at that point and the DH. 101 was soon replaced by a lower-powered design, with the internal designation D.H. 102. This proposal was intended to be powered by a pair of Rolls-Royce Griffon or Rolls-Royce Merlin engines but either engine would have meant that the aircraft would be somewhat slower and less attractive than the Mosquito.

 

By November 1942, de Havilland had elected to shelve the night bomber project and concentrate on producing a long-range fighter, the D.H. 103, that would make the maximum possible use of the Merlin engine. The D.H. 103 resembled a small Mosquito, with a single seat; it was intended to take on other single-seat fighter aircraft, particularly those operated by Japan, while still being capable of conducting very long range missions to be of use in the Pacific Theatre. The long range requirement led to the fuselage being highly streamlined. An independently-developed version of the Merlin engine which possessed a low frontal area was selected for use on the D.H. 103.

 

By the end of 1942, a mock-up of the D.H. 103 had been completed at de Havilland's Hatfield facility and was soon afterwards demonstrated to officials of the Ministry of Aircraft Production. Due to the war, the ministry did not immediately issue permission to construct the D.H. 103. In June 1943, the project stopped being a private venture when the Ministry released Specification F.12/43, which had been written around the D.H. 103 proposal; soon after, the D.H. 103 project received the name Hornet.

 

It was envisaged that the Hornet could be adapted for naval use and operated from the flight decks of aircraft carriers. Priority was given early on to ensuring that such adaptation could be readily done: measures for ease of control, especially when flown at low speeds, were incorporated and attention paid to providing the pilot with a high level of visibility. The two propellers were driven in opposite directions to improve take-off and landing characteristics and high-drag flaps were integrated to provide for greater power during approaches.

  

Prototypes and refinement;

By January 1944, the fuselage shell for the first prototype D.H. 103, RR915, was under construction on production jigs at Hatfield; RR915 was rolled out for engine runs on 20 July 1944. On 28 July 1944, only thirteen months after the official sanction to proceed with development, RR915 conducted its maiden flight, piloted by Geoffrey de Havilland, Jr., the company's chief test pilot. Flight tests of RR915 led to it achieving a recorded speed of 485 mph (780 km/h) in level flight. Within two months, over fifty flight hours were accumulated by RR915. The second prototype, RR919, was more representative of production aircraft, having provision for a pair of 200-gallon drop tanks and a pair of 1,000 lbs bombs on hard points underneath the wings.

 

Towards the end of 1944, the assembly line for the Hornet F.1, the initial production model, was being established at Hatfield and orders had already been received for the Royal Air Force (RAF). On 28 February 1945, PX210, the first of 60 production F.1 aircraft was delivered to the Aeroplane and Armament Experimental Establishment (A&AEE) at RAF Boscombe Down. On 29 October 1945, a production Hornet F.1, PX237, was used for the type's first public appearance at an open day at RAE Farnborough.

 

Additional prototypes were used for the development of improved variants of the Hornet. PX312, participated in the development of an improved fighter model to succeed the F.1, the Hornet F.3. PX212, PX214, and PX219, were converted by the Heston Aircraft Company from Hornet F.1 standard aircraft to represent and test aspects of the initial naval version, later named Sea Hornet F.20. PX212 and PX214 were only partially naval, being outfitted with arrestor hooks but lacking the wing-folding mechanisms of subsequent production aircraft; PX219 was the full naval version and later conducted carrier deck trials on board the aircraft carrier HMS Ocean.

 

PX230 and PX239, were completed for an all-weather night fighter, the Hornet NF.21. PX239, originally built as a Hornet F.20, was outfitted with power-operated folding wings and a large dorsal fillet, which was later fitted to all production aircraft to comply with a new requirement to provide "feet off" directional stability with one engine stopped. On 25 October 1948, the first deck trials commenced on board HMS Illustrious; these were so successful that testing rapidly proceeded to the night trials phase. On 16 May 1947, PX230 was lost during service trials when the aircraft disintegrated in mid flight; the pilot bailed out following the breakup of the aircraft.

  

Sea Hornet F.20, NF.21 and PR.22;

The Hornet was designed with the possibility of naval service on carriers firmly in mind. To this end good low-speed handling was required, along with good all-round visibility for the pilot. The basic Hornet design excelled at meeting these requirements. Shortly after the first Hornet prototype flew, Specification N.5/44 was issued to de Havilland, covering the modification of the Hornet for naval service. The Heston Aircraft Company was contracted to carry out the conversion work on three early production F.1s. The work entailed altering the wings to incorporate folding mechanisms so that each outer wing panel, from the aileron/flap line outboard could be folded upwards and inwards at an angle. The hinges were part of the upper wing skin structure while the lower wing skins incorporated securing latches, and Lockheed hydraulic jacks were used to move the wing panels. Slotted flaps were introduced to improve low speed "flaps down" control.

 

The lower rear fuselage was reinforced with two additional spruce longerons designed to take the stresses imposed by the external "vee" framed arrestor hook, which was flush-mounted below the fuselage. The frame was made up of steel tubing with a forged-steel hook and was held against the fuselage by a "snap gear". Because the Hornet used the American "3-point" system of catapult-assisted takeoff, two forged steel catapult bridle hooks were fitted, one below each wing, close to the fuselage. The de Havilland rubber-in-compression undercarriage legs could not absorb the rebound energies imposed by carrier landings. They were replaced by more conventional hydraulic oleos which embodied torque links.

 

Merlin 133/134s (derated from 2,070 hp/1,543 kW to 2,030 hp/1,535 kW) were fitted to all Sea Hornets. Other specialised naval equipment (mainly different radio gear) was fitted and provision was made for three camera ports, one on each side of the rear fuselage and one pointing down. Sea Hornet F.20s also incorporated the modifications of the Hornet F.3, although the internal fuel capacity was 347 Imp gal (1,557 l), slightly reduced from that of the F.1. The modifications added some 550 lb (249 kg) to the weight of the aircraft. Maximum speed was decreased by 11 mph (18 km/h).

 

The Hornet NF.21 was designed to fill a need for a naval night fighter. Special flame-dampening exhausts were installed, and a second basic cockpit was added to the rear fuselage, just above the wing trailing edges. ASH radar equipment was placed in the rear of this cockpit, with the radar operator/navigator seated facing aft. To gain access, a small trapdoor was provided in the lower fuselage; a fixed, teardrop-shaped bubble canopy, which could be jettisoned in an emergency, provided a good field of view. At the front of the aircraft, the nose underwent a transformation with the small rotating ASH radar dish being housed under an elongated "thimble" radome. The horizontal tail units were increased in span. The effect of these modifications on performance was minimal; about 4 mph (6 km/h).

 

The Sea Hornet PR.22 was a dedicated photo reconnaissance aircraft version of the F.20. The cannon were removed and the apertures faired over. Three cameras were installed in the rear fuselage: two F.52s for night use and one K.19B for day. A total of 23 PR.22s were built, interspersed with F.20s being built at Hatfield.

  

Flying the Sea Hornet;

Captain Eric "Winkle" Brown, former fighter pilot and officer of the Fleet Air Arm, was one of the world's most accomplished test pilots and he held the record for flying the greatest number of aircraft types.

 

Just after VE Day the first semi-naval Sea Hornet PX 212 arrived at the RAE, Farnborough. Eric Brown initiated "work-up to deck-landing" trials. 37 years later, he was still impressed:

 

"...the next two months of handling and deck landing assessment trials were to be an absolute joy; from the outset the Sea Hornet was a winner!"

"The view from the cockpit, positioned right forward in the nose beneath a one-piece aft-sliding canopy was truly magnificent. The Sea Hornet was easy to taxi, with powerful brakes... the takeoff using 25 lb (2,053 mm Hg, 51" Hg) boost and flaps at one-third extension was remarkable! The 2,070 hp (1,540 kW) Merlin 130/131 engines fitted to the prototypes were to be derated to 18 lb (1,691 Hg, 37" Hg) boost and 2,030 hp (1,510 kW) as Merlin 133/134s in production Sea Hornets, but takeoff performance was to remain fantastic. Climb with 18 lb boost exceeded 4,000 ft/min (1,200 m/min)"...

 

"In level flight the Sea Hornet's stability about all axes was just satisfactory, characteristic, of course, of a good day interceptor fighter. Its stalling characteristics were innocuous, with a fair amount of elevator buffeting and aileron twitching preceding the actual stall"...

 

"For aerobatics the Sea Hornet was absolute bliss. The excess of power was such that manoeuvres in the vertical plane can only be described as rocket-like. Even with one propeller feathered the Hornet could loop with the best single-engine fighter, and its aerodynamic cleanliness was such that I delighted in its demonstration by diving with both engines at full bore and feathering both propellers before pulling up into a loop!"

 

During this series of tests Captain Brown found that the ailerons were too heavy and ineffectual for deck landing and there were some problems with throttle movement, brakes and the rubber-in-compression undercarriage legs were still fitted. De Havilland were quick to modify the aircraft. Eric Brown:

 

"Landings aboard Ocean had been made without any crash barrier... Yet, in the case of the Sea Hornet, I had felt such absolute confidence that I was mentally relaxed... Indeed, there was something about the Sea Hornet that made me feel that I had total mastery of it; I revelled in its sleek form and the immense surge of power always to hand..."

"Circumstances had conspired against the Sea Hornet in obtaining the recognition that it justly deserved as a truly outstanding warplane...in my book the Sea Hornet ranks second to none for harmony of control, performance characteristics and, perhaps most important, in inspiring confidence in its pilot. For sheer exhilarating flying enjoyment, no aircraft has ever made a deeper impression on me than did this outstanding filly from the de Havilland stable."

  

Design;

The de Havilland Hornet bore a family resemblance to the larger Mosquito, but it was an entirely fresh design albeit one that drew extensively upon experiences from, and the design of, the Mosquito. It was powered by a pair of highly developed Rolls-Royce Merlin engines, producing 2,070 hp each, which drove four-bladed propellers (manufactured by de Havilland Propellers). According to aviation author P.J. Birtles, the efficiency and power of this configuration gave the Hornet "a higher performance than any other propeller driven aircraft". The Hornet's principal armament was four short-barrelled 20 mm (.79 in) Hispano V cannons, other munitions typically used included various rockets and bombs.

 

Fuselage construction was identical to the earlier Mosquito: a balsa wood "pith" sandwiched between plywood sheets which were laid in diagonal panels. Aerolite formaldehyde cement was the bonding agent. The fuselage halves were built on large concrete or wood patterns and equipment was fitted in each half; they were then joined along the top and bottom centre lines using wooden reinforcing strips. The entire fuselage was then tightly wrapped in fine aviation fabric which was doped in place. The tailfin which had the trademark gracefully-curved de Havilland shape, was an integral part of the rear fuselage. On late F.1s and further models of production aircraft, a fin fillet was added to the base of the unit. The horizontal tail unit was an all-metal structure, again featuring the distinctive de Havilland shape, which was later repeated on the Chipmunk and Beaver.

 

Construction was of mixed balsa/plywood similar to the Mosquito but the Hornet differed in incorporating stressed Alclad lower-wing skins bonded to the wooden upper wing structure using the new adhesive Redux. The two wing spars were redesigned to withstand a higher load factor of 10 versus 8. Apart from the revised structure, the Hornet's wings were a synthesis of aerodynamic knowledge that had been gathered since the design of the Mosquito, being much thinner in cross-section, and with a laminar flow profile similar to the P-51 Mustang and Hawker Tempest. The control surfaces consisted of hydraulically-operated split flaps extending from the wing root to outboard of the engine nacelles; as on the Mosquito, the rear of the nacelle was part of the flap structure. Outboard, the Alclad-covered ailerons extended close to the clipped wing tips and gave excellent roll control.

 

The Hornet used "slimline" Merlin engines of types 130 and 131, which had engine ancillaries repositioned to minimise frontal area and drag. It was unusual for a British design in having propellers that rotated in opposite directions; the two engine crankshafts rotated in the same direction but the Merlin 131 added an idler gear to reverse its propeller's rotation (to clockwise, viewed from the front). This cancelled the torque effect of two propellers turning in the same direction that had affected earlier designs (such as the Mosquito). It also reduced adverse yaw caused by aileron trim corrections and generally provided more stable and predictable behaviour in flight. De Havilland tried propellers that rotated outward at the tops of their arcs (as in the P-38 Lightning), but this configuration blanketed the fin and reduced rudder effectiveness at low speeds, compromising ground handling. On production Hornets the conventionally rotating Merlin 130 was on the port wing with the Merlin 131 on the starboard.

 

Because of the revised induction arrangements of the Merlin 130 series, the supercharger and carburettor air intakes could be placed in the leading edges of the wings, outboard of the nacelles. (Other versions of the Merlin, which used "updraft" induction arrangements, required that the intakes be placed in a duct below the main engine cowling). The main radiators were also mounted in the inboard leading edges of the wings. Internal fuel, to a maximum capacity of 432 Imp gal (1,964 l) (F.3) was stored in four self-sealing wing tanks, which were reached through detachable panels forming part of the lower wing surfaces. To assist airflow over the wing, the engine nacelles were mounted low, which meant that the undercarriage legs were reasonably short and the pilot's field of view was improved. The single-legged undercarriage units were simpler and cleaner than those of the Mosquito, using the same de Havilland-developed, rubber-in-compression energy absorption system. The main wheels were also smaller and lighter.

 

To further aid the pilot's field of view, the unpressurised cockpit was mounted well forward in the fuselage and was housed under an aft-sliding perspex blister canopy. The three-panel windscreen was designed so that refraction through the panels meant that there were no obvious blind spots caused by the corner tie-rods; all three panels were bullet-proof laminated glass. An armour-plated bulkhead (hinged near the top to provide access to the back of the instrument panel and the rudder pedals), was part of the nose structure, with the pilot's back and head being protected by another armoured bulkhead built into the cockpit. Below and behind the cockpit floor was a bay housing the aircraft's principal armament of four 20 mm cannon, which had a maximum of 190 rounds per cannon which fired through short blast tubes. The Sea Hornet had a similar armament to its land-based counterparts. (wiki)

 

Photo Credit's: Unknown to me (reprint scan)

"WORLD'S LARGEST overhead traveling crane, capable of lifting battleship gun turrets and other huge sections weighing as much as a million pounds, is shown being erected by U. S. Steel's American Bridge Company in the San Francisco Naval Shipyard at Hunter's Point, California. Completion of the giant lift will make Uncle Sam fastest on the draw among the nations in the replacing of battleship guns. These large caliber weapons wear down their rifling in a comparatively few rounds. Then the guns and their turrets are exchanged for new ones or for those which have been reconditioned. Swifter repair service for fighting ships also will be made possible by the twin cranes that will operate singly or in tandem atop a bridge type runway 207 feet high. The 730-foot runway spans a pier 405 feet wide, extending 162 1/2 feet over the water on each side. Total of 8,400 tons of steel went into the runway structure and cranes." The San Francisco Naval Shipyard was a United States Navy shipyard in San Francisco, California, located on 638 acres (258 ha) of waterfront at Hunters Point in the southeast corner of the city. Originally, Hunters Point was a commercial shipyard established in 1870, consisting of two graving docks purchased and upbuilt in the late nineteenth and early twentieth century by the Union Iron Works company, later owned by the Bethlehem Shipbuilding Company and named Hunters Point Drydocks, located at Potrero Point. At the start of World War II the Navy recognized the need for greatly increased naval shipbuilding and repair facilities in the San Francisco Bay Area, and in 1940 acquired the property from the private owners, naming it Hunters Point Naval Shipyard. The property became one of the major shipyards of the west coast. It was later renamed Treasure Island Naval Station Hunters Point Annex. During the 1940s, many workers moved into the area to work at this shipyard and other wartime related industries.

 

Aerial photograph taken on 24 May 1945.

The key fissile components of the first atomic bomb were loaded onto the USS Indianapolis in July 1945 at Hunters Point for transfer to Tinian. After World War II and until 1969, the Hunters Point shipyard was the site of the Naval Radiological Defense Laboratory, the US military's largest facility for applied nuclear research.[1] The yard was used after the war to decontaminate ships from Operation Crossroads. Because of all the testing, there is widespread radiological contamination of the site. After the war, with an influx of blue collar industry, the area remained a naval base and commercial shipyard. The Navy operated the yard until 1974, when it leased most of it to a commercial ship repair company.[citation needed]

The Hunters Point Shipyard Artists (HPSA) is a community of artists who rent studios in the former U.S. naval shipyard on Hunters Point in the Bayview community of San Francisco. An artist community since 1983, the Hunters Point Shipyard is now home to more than 250 artists.

 

1971: carriers Ranger, Hancock, and Coral Sea at Hunters' Point.

In 1989, the base was declared a Superfund site requiring long-term clean-up.[2][3]

The Navy closed the shipyard and Naval base in 1994 as part of the Base Realignment and Closure Commission (BRAC). Besides radioactive contamination, Hunter's Point had a succession of coal- and oil-fired power generation facilities which left a legacy of pollution, both from smokestack effluvium and leftover byproducts that were dumped in the vicinity. The BRAC program has managed the majority of the site´s numerous pollution remediation projects.[4

Capable of doing a high speed taxi-run down the Bruntingthorpe runway, Blackburn Buccaneer S Mk.2B (XX894) ex Royal Navy.