+++ 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 Mikoyan-Gurevich MiG-19 (Russian: Микоян и Гуревич МиГ-19) (NATO reporting name: "Farmer") was a Soviet second-generation, single-seat, twin jet-engined fighter aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. It was, more oe less, the counterpart of the North American F-100 Super Sabre, although the MiG-19 would primarily oppose the more modern McDonnell Douglas F-4 Phantom II and Republic F-105 Thunderchief over North Vietnam.

The Polish Navy MiG-19R were kept in service until 1982 through the 3rd Group of the 7th Polish Naval Squadron (PLS), even though only a quartet remained since two Lim-7R, how the type was called in Poland, had been lost through accidents during the early 70ies. Ironically, the older Lim6R (a domestic photo reconnaissance variant of the license-built MiG-17 fighter bomber) was even kept in service until the late 80ies, but eventually all these aircraft were replaced by MiG-21R and Su-22M4R.

General characteristics:

Crew: One

Length: 12.54 m (41 ft)

Wingspan: 9.0 m (29 ft 6 in)

Height: 3.9 m (12 ft 10 in)

Wing area: 25.0 m² (270 ft²)

Empty weight: 5,447 kg (11,983 lb)

Max. take-off weight: 7,560 kg (16,632 lb)

Powerplant:

2× Tumansky RD-9BF-1 afterburning turbojets, 31.9 kN (7,178 lbf) each

Performance:

Maximum speed: 1.500 km/h (930 mph)

Range: 1,390 km (860 mi) 2,200 km with external tanks

Service ceiling: 17,500 m (57,400 ft)

Rate of climb: 180 m/s (35,425 ft/min)

Wing loading: 302.4 kg/m² (61.6 lb/ft²)

Thrust/weight: 0.86

Armament:

2x 30 mm NR-30 cannons in the wing roots with 75 RPG

4x underwing pylons, with a maximum load of 1.000 kg (2.205 lb);

typically only 2 drop tanks were carried, or pods with flare missiles

The kit and its assembly:

Again, a rather subtle whif. The MiG-19R existed, but was only produced in small numbers and AFAIK only operated by the Soviet Union. Conversions of license-built machines in Czechoslovakia and China never went it beyond prototype stage.

Beyond that, there’s no kit of the recon variant, even pictures of real aircraft are hard to find for refefence – so I decided to convert a vintage Kovozavody/KP Models MiG-19S fighter from the pile into this exotic Farmer variant.

Overall, the old KP kit is not bad at all, even though you get raised details, lots of flash and mediocre fit, the pilot's seat is rather funny. Yes, today’s standards are different, but anything you could ask for is there. The kit is more complete than a lot of more modern offerings and the resulting representation of a MiG-19 is IMHO good.

Mods I made are minimal. Most prominent feature is the camera fairing in place of the fuselage cannon, scratched from a massive weapon pylon (Academy F-104G). Probably turned out a bit too large and pronounced, but it’s whifworld, after all!

Other detail changes include new main wheels (from a Revell G.91), some added/scratched details in the cockpit with an opened canopy, and extra air scoops on the fuselage for the uprated engines. The drop tanks are OOB, I just added the small stabilizer pylons from styrene sheet.

Other pimp additions are scratched cannons (made from Q-Tips!), and inside of the exhausts the rear wall was drilled up and afterburner dummies (wheels from a Panzer IV) inserted - even though you can hardly see that at all...

Painting and markings:

This is where the fun actually begins. ANY of the few MiG-19 in Polish service I have ever seen was left in a bare metal finish, and the Polish Navy actually never operated the type.

Anyway, the naval forces make a good excuse for a camouflaged machine – and the fact that the naval service used rather complex patterns with weird colors on its machines (e. g. on MiG-17, MiG-15 UTI or PZL Iskras and An-2) made this topic even more interesting, and colorful.

My paint scheme is a mix of various real world aircraft “designs”. Four(!) upper colors were typical. I ended up with:

• Dark Grey (FS 36118, Modelmaster)

• Dark Green (RAF Dark Green, Modelmaster)

• Blue-Green-Grey (Fulcrum Green-Grey, Modelmaster)

• Greenish Ochre (a mix of Humbrol 84 and Zinc Chromate Green, Modelmaster)

Plus…

• Light Blue undersides (FS 35414, Modelmaster, also taken into the air intake)

The pattern was basically lent from an Iskra trainer and translated onto the swept wing MiG. The scheme is in so far noteworthy because the stabilizers carry the upper camo scheme on the undersides, too!?

I only did light shading and weathering, since all Polish Navy service aircraft I found had a arther clean and pristine look. A light black ink wash helped to emphasize the many fine raised panel lines, as well as some final overall dry painting with light grey.

The cockpit interior was painted in the notorious “Russian Cockpit Blue-Green” (Modelmaster), dashboard and are behind the seat were painted medium grey (FS 36231). The landing gear wells were kept in Aluminum (Humbrol 56), while the struts received a lighter acrylic Aluminum from Revell.

The wheel discs were painted bright green (Humbrol 131), but with the other shocking colors around that does not stand out at all…! The engine nozzles were treated with Modelmaster Metallizer, including Steel, Gun Metal and Titanium, plus some grinded graphite which adds an extra metallic shine.

The national “checkerboard” markings were puzzled together from various old decal sheets; the red tactical code was made with single digit decals (from a Begemot MiG-29 sheet); the squadron marking on the fin is fictional, the bird scaring eyes are a strange but als typical addition and I added some few stencils.

Finally, all was sealed under a coat of matt acrylic varnish (Revell).

In the end, not a simple whif with only little conversion surgery. But the paint scheme is rather original, if not psychedelic – this MiG looks as if a six-year-old had painted it, but it’s pretty true to reality and I can imagine that it is even very effective in an environment like the Baltic Sea.

+++ 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 Mikoyan-Gurevich MiG-19 (NATO reporting name: "Farmer") was a Soviet second-generation, single-seat, twin jet-engine fighter aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. A comparable U.S. "Century Series" fighter was the North American F-100 Super Sabre, although the MiG-19 would primarily oppose the more modern McDonnell Douglas F-4 Phantom II and Republic F-105 Thunderchief over North Vietnam. Furthermore, the North American YF-100 Super Sabre prototype appeared approximately one year after the MiG-19, making the MiG-19 the first operational supersonic jet in the world.

With the advent of the MiG-21, though, their career did not last long. Even though many machines were updated to carry the K-13 (the IR-guided AA-2 "Atoll") as well as the improved K-55 AAMs, with no change of the type’s designation, most MiG-19bis were already phased out towards the late 1960s and quickly replaced by 2nd generation MiG-21s as well as heavier and more capable Suchoj interceptors like the Su-9, -11 and -15. By 1972, all MiG-19bis had been retired.

General characteristics:

Crew: 1

Length: 13.54 m (44 ft 4 in), fuselage only with shock cone in forward position

15.48 m (50 8 ½ in) including pitot

Wingspan: 9 m (29 ft 6 in)

Height: 3.8885 m (12 ft 9 in)

Wing area: 25 m² (269 ft²)

Empty weight: 5,210 kg (11,475 lb)

Loaded weight: 7,890 kg (17,380 lb)

Max. takeoff weight: 9,050 kg (19,935 lb)

Fuel capacity: 2,450 l (556 imp gal; 647 US gal) internal;

plus 760 l (170 imp gal; 200 US gal) with 2 drop tanks

Powerplant:

2× Sorokin R3M-26 turbojets, rated at 37.2 kN (8,370 lbf) thrust each with afterburning

Performance:

Maximum speed: 1,380km/h at sea level (Mach=1.16)

1,850km/h at 12,000m (Mach=1.8)

Range: 1,250 km (775 mi; 750 nmi) at 14,000 m (45,000 ft) with 2 × 490 l drop tanks

Combat range: 500 km (312 mi; 270 nmi)

Ferry range: 2,000 km (1,242 mi; 690 nmi)

Service ceiling: 19,750 m (64,690 ft)

Rate of climb: 180 m/s (35,000 ft/min)

Wing loading: 353.3 kg/m² (72.4 lb/ft²)

Thrust/weight: 0.86

Armament:

No internal guns.

4× underwing pylons; typically, a pair of PTB-490 drop tanks were carried on the outer pylon pair,

plus a pair of air-to air missiles on the inner pair: initially two radar-guided Kaliningrad K-5M (RS-2US)

AAMs, later two radar-guided K-55 or IR-guided Vympel K-13 (AA-2 'Atoll') AAMs

The kit and its assembly:

Another submission for the 2018 Cold War Group Build at whatifmodelers.com, and again the opportunity to build a whiffy model from the project list. But it’s as fictional as one might think, since the SM-12 line of experimental “hybrid” fighters between the MiG-19 and the MiG-21 was real. But none of these aircraft ever made it into serial production, and in real life the MiG-21 showed so much potential that the attempts to improve the MiG-19 were stopped and no operational fighter entered production or service.

However, the SM-12, with its elongated nose and the central shock cone, makes a nice model subject, and I imagined what a service aircraft might have looked like? It would IMHO have been close, if not identical, to the SM-12PM, since this was the most refined pure jet fighter in the development family.

The basis for the build was a (dead cheap) Mastercraft MiG-19, which is a re-edition of the venerable Kovozávody Prostějov (KP) kit – as a tribute to modern tastes, it comes with (crudely) engraved panel, but it has a horrible fit all over. For instance, there was a 1mm gap between the fuselage and the right wing, the wing halves’ outlines did not match at all and it is questionable if the canopy actually belongs to the kit at all? PSR everywhere. I also had a Plastyk version of this kit on the table some time ago, but it was of a much better quality! O.K., the Mastercraft kit comes cheap, but it’s, to be honest, not a real bargain.

Even though the result would not be crisp I did some mods and changes. Internally, a cockpit tub was implanted (OOB there’s just a wacky seat hanging in mid air) plus some serious lead weight in the nose section for a proper stance.

On the outside, the new air intake is the most obvious change. I found a Su-17 intake (from a Mastercraft kit, too) and used a piece from a Matchbox B-17G’s dorsal turret to elongate the nose – it had an almost perfect diameter and a mildly conical shape. Some massive PSR work was necessary to blend the parts together, though.

The tail received new jet nozzles, scratched from steel needle protection covers, and the tail fairing was adjusted according to the real SM-12’s shape.

Ordnance was adapted, too: the drop tanks come from a Mastercraft MiG-21, and these supersonic PTB-490 tanks were indeed carried by the real SM-12 prototypes because the uprated engines were very thirsty and the original, teardrop-shaped MiG-19 tanks simply too draggy for the much faster SM-12. As a side note, the real SM-12’s short range was one of the serious factors that prevented the promising type’s production in real life. In order to overcome the poor range weakness I added an enlarged spine (half of a drop tank), inspired by the MiG-21 SMT, that would house an additional internal fuel tank.

The R2-SU/K-5 AAMs come from a vintage Mastercraft Soviet aircraft weapon set, which carries a pair of these 1st generation AAMs. While the molds seem to be a bit soft, the missiles look pretty convincing. Their pylons were taken from the kit (OOB they carry unguided AAM pods and are placed behind the main landing gear wells), just reversed and placed on the wings’ leading edges – similar to the real SM-12’s arrangement.

Painting and markings:

No surprises. In the Sixties, any PVO aircraft was left in bare metal, so there was hardly an alternative to a NMF finish.

Painting started with an all-over coat with acrylic Revell 99 (Aluminum), just the spine tank became light grey (Revell 371) for some contrast, and I painted some di-electric covers in a deep green (Revell 48).

The cockpit interior was painted with a bright mix of Revell 55 and some 48, while the landing gear wells and the back section of the cockpit were painted in a bluish grey (Revell 57).

The landing gear was painted in Steel (unpolished Modelmaster metallizer) and received classic, bright green wheel discs (Humbrol 2). As a small, unusual highlight the pitot boom under the chin received red and white stripes – seen on occasional MiG-19S fighters in Soviet service, and the anti-flutter booms on the stabilizers became bright red, too.

After the basic painting was done the kit received a black ink wash. Once this had dried and wiped off with a soft cotton cloth, post shading with various metallizer tones was added in order to liven up the uniform aircraft (including Humbrol’s matt and polished aluminum, and the exhaust section was treated with steel). Some panel lines were emphasized with a thin pencil.

Decals were puzzled together from various sources, a Guards badge and a few Russian stencils were added, too. Finally, the kit was sealed with a coat of sheen acrylic varnish (a 2:1 mix of Italeri matt and semi-gloss varnish).

The K-5 missiles, last but not least, were painted in aluminum, too, but their end caps (both front and tail section) became off-white.

The Mastercraft kit on which this conversion was based is crude, so I did not have high expectations concerning the outcome. But the new nose blends nicely into the MiG-19 fuselage, and the wide spine is a subtle detail that makes the aircraft look more “beefy” and less MiG-19-ish. The different drop tanks – even though they are authentic – visually add further speed. And despite many flaws, I am quite happy with the result of roundabout a week’s work.

In 1938 Czechoslovakia mobilized against the German threats of war, but hat to give in to the Munich Agreement and withdraw from the border fortifications, even if the army was fully capable to stand against the Wehrmacht. After this not only Germany, but also Poland and Hungary ripped pieces of land from the country, and there were also extensive fights with insurgents, which cost lives of many Czechoslovak soldiers and gendarmes. Today it´s a tradition to reenact how the situation could be, when we would have defended ourselfs. It´s a fact that Hitler was affraid of the Czechoslovak military, which at that time had better tanks, more heavy guns, and a very effective fortification system. Of course we win in the reenactments :-)

One of 8 Type C's built by Aston Martin, one of only 6 remaining in original specification. An EXTREMLY rare Aston Martin. For More info and pictures click

www.rmsothebys.com/en/auctions/LF17/London/lots/r157-1939...

Rarer than an Ulster Team Car, capable of reaching speeds over 100 mph in 1938 and with a modern-looking aerodynamic body that continues to turn heads even today, the C-Type was Aston Martin’s last model before World War II, and a car to be proud of. It signifies the end of an era even while invoking the image of the future.

The cancellation of the 1936 Le Mans was a crushing blow for Aston Martin; coming high off a class win in 1935, it was supposed to be an easy win. More than that, the marque had just spent years producing its newest model, the 2-Litre Speed Model. Like the one offered here, they were equipped with Claude Hill’s latest engine, a 2-litre with larger carburettors, higher lift cams and importantly, fitted with a dry sump. To house this engine a new chassis was also made, stronger, shorter and wider than the former chassis. The cancellation of Le Mans meant that these vehicles needed selling; however, with the recent change in ownership, the Speed Models were forced to take a backseat, and it would take until 1940 for all 23 of the Speed Models to be sold.

In order to maintain the model, Aston Martin sold the Speed Model in several forms – the last of these would come to be called the Type C. The Speed Model offered here, A9/722/U, is one of only eight Speed Models bodied with the Type C body; this body had steel-framed bodies designed by Claude Hill. An engineer by trade, he focused on the aerodynamic efficiency of the bodies, hence the very smooth, streamlined look. The main body panels were constructed of light alloy and the wings from steel. First introduced to the public at the 1938 Earls Court Motor Show, the final iteration of this design featured the headlamps dramatically set behind the rounded radiator shell. The Type C’s were nearly 20 mph faster than the open-wheeled and 2/4-seater bodied cars, almost certainly as a result of their wind-cheating shape.

Chassis number A9/722/U was one of the original three Type C’s produced, and the first one after the prototype. Registered KMD 69, a registration it still holds today, the car took place in the RAC Rally that April, driven by Aston Martin owner Mr P.B. Mayne, and finished 8th in class. Shortly thereafter, the car lapped Brooklands at an average speed of 94 mph. Presumably at this time, the car remained property of Aston Martin as the car’s first private owner purchased the car in July 1939. Intriguingly, the car is photographed at Le Mans in June 1939 alongside Robert Hitchens and Mortimer Goodall’s Aston Martin Speed Model, car number 29.

After the war, the car was sold to a Mr Crawford, who still owned the car in 1953 when the build sheets recorded an engine rebuild. At some point in its history, the body was detached from the chassis and is thought to be lost to time. Under current ownership, KMD 69 was reunited with what is believed to be the majority of an original Type C body and passed to renowned marque specialist Ecurie Bertelli to receive a full restoration to original specifications, which included stripping the found body to bare metal before re-spraying it in the original duo-tone colours of biscuit and green.

Since the restoration, the Type C has been displayed at the 2012 Villa d’Este Concours d’Elegance and Aston Martin’s 2013 Centenary Celebrations. Further to those events, the Type C has run a handful of vintage driving events as well, including the Ennstal Classic, Paris-Madrid Rally, the Sanremo Rally Storico and finally the Grand Premio Terre di Canossa each year from 2014–2016, winning a prize at the associated concours in 2014. As such, the car is accompanied by a FIVA passport, category A/3.

One of Aston Martin’s more unusual models, but certainly worthy of the marque’s reputation for high-speed sports cars given their full competition specification, the Type C should not be overlooked. A9/722/U would be at home with any collector with a serious need for speed and a love of the unique.

Built by the Schiffswerks Rieherst company in Hamburg, the Umbria was launched on December 30th 1911 with the name of Bahia Blanca. It was a large freighter by that time, 150 meters long, with a power capable of providing a speed of 14 knots that could carry 9,000 tons of cargo and up to 2,000 passengers. In 1912 it began operating the Hamburg-America line doing different jobs between Europe and Argentina until the outbreak of World War I, when it was based in Buenos Aires. In 1918 the ship was acquired by the Argentinian government and it was not until 1935 when the ship was taken over by the Italian government and renamed again: the Umbria. From that moment its trips were to transport troops and during the following two years carried several thousand soldiers to the Italian colonies in East Africa.

The loss of the Umbria

In May 1940, when Italy was still neutral in World War II, the Umbria was secretly loaded with 360,000 bombs between 15 kg and 100 kg, 60 boxes of detonators, building materials and three Fiat Lunga cars, carrying a total 8,600 tons of weapons towards the East Africa. The explosives had destination Massawa and Assab, Eritrea, that was Italian colony by then, and the rest of the cargo was heading different locations in Asia. Italy's entry into the war was imminent and this shipment was destined to the defense of the colonies against the Allies and to the possible expansion of its African territories.

On 3rd June 1940 the Umbria reached Port Said, northern Egypt, where loaded with 1,000 tons of coal and water in a movement to fool the Allies, trying to look like a harmless freighter. The port, controlled by the Royal Navy, and its authorities allowed the ship enter on the Red Sea three days after arrival. The British delayed the departure of the Umbria knowing that Italy's entry into the war was imminent and that the cargo of Umbria had devastating power that sooner or later would be used against the Allies and why not, to get a great load to fight fascism. But Italy, as a neutral country that it was, had every right to transport weapons much like any other cargo to its colonies.

Having met the deadline to be retained, the Umbria crossed the Suez Canal on June 6th but with the escort of the HMS Grimsby. The importance and destructive capacity of the cargo required it. Three days later the Umbria entered in Sudan waters and the HMS Grimsby ordered the Umbria captain to anchor on Wingate Reef under the pretext of searching for contraband. Moments later the British warship HMS Leander arrived with a group of 20 sailors who boarded the Umbria. After thoroughly searching the ship and finding nothing, the captain ordered the British troops to remain the night aboard the Umbria.

The next morning Lorenzo Muiesan, Umbria captain, was in his cabin listening to the radio when Mussolini announced the entry of Italy into the World War II. Hostilities would begin at midnight of that day. Muiesan, a very patriotic captain with long experience, was the only one in the area who had heard the news and knew immediately that both Umbria and the burden would be used by the Allies against their own country. He had no option to disable both. In a move of extraordinary intelligence, as the hours passed retained by the British who did not yet know that Italy was officially the enemy, the captain ordered his crew conducting a rescue simulation... that was more real than the British thought. This maneuver, which the English soldiers agreed as they believed it would serve to further delay the departure of the Umbria. While the Italians occupied the lifeboats, the chief engineers, following Muiesan´s orders, opened all the valves and drown the ship to the bottom of the reef. With the crew safe, the British only had time to get on their ship and watch the freighter slid slowly.

When the captain of HMS Grimsby asked why he had done that Muiesan confirmed the declaration of war from Italy to Britain. The next day Muiesan and the rest of Umbria crew departed detainees to India, where they spent four years in prison.

CARGO:

The Umbria was carrying 360,000 individual aircraft bombs ranging in size from 15, 50 and 100 kg. The vessel also carried a large quantity of fuses, ammunition and detonators as well as other traditional cargo. The captain knew these bombs would be confiscated and used by the enemy against his country should they ever discover them which was why he made the call to sink the ship.

The Umbria had sailed in June 1940 with 6,000 tons of bombs, 60 boxes detonators, explosives, weapons and three Fiat 1100 Lunga from Genoa via Livorno and Naples in the Suez Canal and on the way via Massaua and Assab to Calcutta.

Working a service from Gothenburg to Copenhagen, SJ X2000 93-74-302 stands at the buffers under the incredible Malmö train station prior to reversing out and heading towards the Danish capital over the Øresund Bridge.

Often considered the train that saved Swedish Railways, the X2000, also known as the X2, was launched in 1990 by Kalmar Verkstad in Kalmar, Sweden (prior to the company being bought by Adtranz in 1996). The X2000, and its top speed of 130mph in service (though technically capable of 176mph), massively reduced journey times and increased service efficiency throughout the mid-1990's, its effects on Swedish Railways and its passenger numbers being similar to that of the HST here in the UK.

The X2000 design goes back to the mid-1980's, and, in similar fashion to the Pendolino of Italy, took much of its innovation from the failure of the British Advanced Passenger Train (APT). Following the cancellation of the APT in 1986, much of the information and technology developed was taken up by Italy, who pioneered the first revenue earning tilting-train in 1987 with the ETR 450.

The success of the ETR 450 meant that SJ, who at the time were suffering from very slow and somewhat unreliable services on the country's very winding railway network, could also take up their design innovation to help redress the balance. During the period of the X2000's construction, the Swedish Government desired something home-built, and were reluctant to buy Pendolino's from Italy. Thus the contract for building the X2000 sets was given to Kalmar Verkstad.

The X2000 was launched in 1990 as an entirely first-class train working the premier route between Stockholm and Gothenburg, and immediately had a pronounced effect on the railway services. However, all was not well with the X2000, due largely to some electrical infidelity. As such, widespread distribution of the sets was not completed until at least 1995, after which second-class was also made available so as to help recoup the lost train's lost profits.

Production ended in 1996 following the purchase of Kalmar Verkstad by German rail transport equipment manufacturer Adtranz. Today the sets have been distributed heavily around Sweden, even operating international services to Copenhagen. However, the X2000 became a failure of its own success in some respects, especially with the increased ridership on SJ trains. As popularity of train travel rose in the 2000's, not only did capacity aboard the trains become an issue, the capacity on the railways themselves was becoming problematic, with journey times becoming longer and delays being incurred. This issue was rectified in 2008 with the order of the Bombardier X55 Regina high-speed units that have helped compliment the X2000's on their long distance services.

The X2000 however has not just been limited to Sweden, they've also made ventures to international railways with mixed amounts of success.

The first county to take interest in the X2000 was interestingly enough the United States, as, in the 1990's, Amtrak decided to modernise the high speed Northeast Corridor service between Boston, New York, Philadelphia and Washington D.C. The option was also made for diesel variants to operate on non-electrified services around the USA, especially higher-capacity services around California or to the north of New York towards Albany and Buffalo, with the X2000 set being dragged around 48 states by pairs of F40 locomotives.

The set was tested between October 1992 and January 1993, together with a more traditional ICE set from Germany, with both sets being compared for their operational efficiency and increased performance. Though a good contender for Amtrak services, the X2000's electrical faults sadly put it out of the running. Eventually Amtrak would choose the Acela sets built by Bombardier in 2000.

In 1995, three X2000 cars were hired by Australian operator CountryLink for evaluation purposes, being one driving trailer, one bistro car and one first class car. The trains were towed in a push/pull operation by modified XPT power cars XP2000 and XP2009 with the tilt equipment deactivated. After conducting a statewide of New South Wales tour in March 1995, they were used on Canberra services from April 1995 until June 1995.

China also purchased a X2000 train named "Xinshisu" (New Speed). The train served as Guangzhou-Kowloon Through Train on the Guangshen Railway from 1998 until 2007. It was delivered to Sichuan Province in August 2007. However, due to the 2008 Sichuan earthquake, Chengdu Railway Bureau needed to rebuild the railway networks in Sichuan Province. Also, the authority could not carry the maintenance costs of the train. It was therefore returned to Guangshen Railway Company in late December 2008. In 2012 the train was purchased by SJ and was shipped back to Sweden.

Nevertheless, the X2000 has proven itself a well performing and capable set of trains, working hard and bringing the Swedish Railways back from the edge. In a similar fashion to the HST of Britain, the X2000 has become the face of SJ, and one hopes that these magnificent trains can see many years of future service.

+++ 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 Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.

The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.

With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".

General characteristics:

Crew: 3 (pilot, navigator, radio operator/gunner)

Length: 20,73 m (67 ft 11 in) overall

18,93 m (62 ft 3/4 in) hull only

Wingspan: 19 m (62 ft 4 in)

Height: 4.97 m (16 ft 4 in)

Wing area: 57 m² (610 sq ft)

Empty weight: 9,065 kg (19,985 lb)

Empty equipped weight:10,950 kg (24,140 lb)

Max takeoff weight: 16,700 kg (36,817 lb)

Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks

Powerplant:

2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering

1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),

driving 3-bladed VDM constant-speed propellers

Performance:

Maximum speed: 475 km/h (295 mph, 256 kn) at sea level

560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)

Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude

Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel

Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks

Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,

9,500 m (31,200 ft) after firing

Rate of climb: 3.5 m/s (690 ft/min)

Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds

2,000 m (6,600 ft) in 8 minutes 20 seconds

6,100 m (20,000 ft) in 24 minutes 40 seconds

Armament:

1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position

1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose

1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position

Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights

The kit and its assembly:

This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.

On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.

The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/

I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.

The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.

All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.

The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.

Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.

In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.

Painting and markings:

This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.

I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.

Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.

To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).

RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).

A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.

The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.

After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.

Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!

DISCLAIMER

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

The Indian HAL HG-30 Bāja (‘Hawk’) had been designed and manufactured by Hindustan Aeronautics Ltd. in the early 60ies, when it became clear that the Indian Air Force was left without a capable and rather simple aircraft for these roles - the “jet age” had been in full development, but fast and large aircraft like the Su-7 or Hawker Hunter were just not suited for low-altitude missions against day and night visible ground targets in a broad area.

After the 1971 conflict the Bāja served with the IAF without any further warfare duty until 1993, when, after the loss of about two dozen aircraft due to enemy fire and (only three) accidents, the type was completely retired and its COIN duties taken over by Mi-25 and Mi-35 helicopters, which had been gradually introduced into IAF service since 1984.

General characteristics

Crew: 1

Length: 10.23 m (33 ft 6¼ in)

Wingspan: 12.38 m (40 ft 7¼ in) incl. wing tip tanks

Height: 3.95 m (12 ft 11¼ in)

Empty weight: 7,689 lb (3,488 kg)

Max. take-off weight: Loaded weight: 11,652 lb (5,285 kg)

Powerplant:

1× Rolls Royce Dart RDa.7 turboprop engine, with 1.815 ehp (1.354 kW)/1.630 shp (1.220 kW) at 15,000 rpm

Performance

Maximum speed: 469 mph (755 km/h) at sea level and in clean configuration

Stall speed: 88 km/h (48 knots 55 mph)

Service ceiling: 34,000 ft (10,363 m)

Rate of climb: 5,020 ft/min (25.5 m/s)

Range: 1,385 miles (2,228 km) at max. take-off weight

Armament:

4× 20mm cannons (2 per wing) with 250 RPG

A total of 11 underwing and fuselage hardpoints with a capacity of 4.500 lbs (2.034 kg); provisions to carry combinations of general purpose or cluster bombs, machine gun pods, unguided missiles, air-to-ground rocket pods, fuel drop tanks, and napalm tanks.

The kit and its assembly

This fictional COIN aircraft came to be when I stumbled across the vintage Heller Breguet Alizé kit in 1:100 scale. I did some math and came to the conclusion that the kit would make a pretty plausible single-seat propeller aircraft in 1:72...

Finding a story and a potential user was more of a challenge. I finally settled on India – not only because the country had and has a potent aircraft industry, a COIN aircraft (apart from obsolete WWII types) would have matched well into the IAF in the early 70ies. Brazil was another manufacturer candidate – but then I had the vision of Indian Su-7 and their unique camouflage scheme, and this was what the kit was to evolve to! Muahahah!

What started as a simple adaptation idea turned into a true Frankenstein job, because only little was left from the Heller Alizé – the kit is SO crappy…

What was thrown into the mix:

• Fuselage, rudder and front wheel doors from the Heller Alizé

• Horizontal stabilizers from an Airfix P-51 Mustang

• Wings are the outer parts from an Airfix Fw 189, clipped and with new landing gear wells

• Landing gear comes from a Hobby Boss F-86, the main wheels from the scrap box

• Cockpit tub comes from a Heller Alpha Jet, seat and pilot from the scrap box

• The canopy comes from a Hobby Boss F4U Corsair

• Ordnance hardpoints were cut from styrene strips

• Propeller consists of a spinner from a Matchbox Mitsubishi Zero and blades from two AH-1 tail rotors

• Ordnance was puzzled together from the scrap box; the six retarder bombs appeared appropriate, the four missile pods were built from Matchbox parts. The wingtip tanks are streamlines 1.000 lbs bombs.

The only major sculpting work was done around the nose, in order to make the bigger propeller fiat and to simulate an appropriate air intake for the engine. Overall this thing looks pretty goofy, rather jet-like, with the slightly swept wings. On the other side, the Bāja does not look bad at all, and it has that “Small man’s A-10” aura to it.

Putting the parts together only posed two trouble zones: the canopy and the wings. The Corsair canopy would more or less fit, getting it in place and shaping the spine intersection was more demanding than expected. Still not perfect, but this was a “quick and dirty” project with a poor basis, anyway, so I don’t bother much.

Another tricky thing were the wings and getting them on the fuselage. That the Fw 189 wings ended up here has a reason: the original kit provided two pairs of upper wing halves, the lower halves were lacking! Here these obsolete parts finally found a good use, even though the resulting wing is pretty thick and called for some serious putty work on the belly side… Anyway, this was still easier than trying to modify the Alizé wings into something useful, and a thick wing ain’t bad for low altitude and bigger external loads.

Painting and markings

As mentioned before, the garish paint scheme is inspired by IAF Su-7 fighter bombers during/after the India-Pakistani confrontation of 1971. It’s almost surreal, reason enough to use it. Since a 1:72 Su-7 takes up so much shelf space I was happy to find this smaller aircraft as a suitable placebo.

I used Su-7 pictures as benchmarks, and settled for the following enamels as basic tones for the upper grey, brown and green:

• Humbrol 176 (Neutral Grey, out of production), for a dull and bluish medium grey

• Testors 1583 (Rubber), a very dark, reddish brown

• Humbrol 114 (Russian Green, out of production)

For the lower sides I used Testors 2123 (Russian Underside Blue). The kit received a black ink wash and some dry painting for weathering/more depth. Judging real life aircraft pics of IAF Su-7 and MiG-21, the original underside tone is hardly different from the upper blue grey and it seems on some aircraft as if the upper tone had been wrapped around. The aircraft do not appear very uniform at all, anyway.

Together with the bright IAF roundels the result looks a bit as if that thing had been designed by 6 year old, but the livery has its charm - the thing looks VERY unique! The roundels come from a generic TL Modellbau aftermarket sheet, the tactical codes are single white letters from the same manufacturer. Other stencils, warning signs and the squadron emblem come from the scrap box – Indian aircraft tend to look rather bleak and purposeful, except when wearing war game markings...

In the end, a small and quick project. The model was assembled in just two days, basic painting done on the third day and decals plus some weathering and detail work on the forth – including pics. A new record, even though this one was not built for perfectionism, rather as a recycling kit with lots of stock material at hand. But overall the Bāja looks exotic and somehow quite convincing?

+++ 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 Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.

The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.

With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".

General characteristics:

Crew: 3 (pilot, navigator, radio operator/gunner)

Length: 20,73 m (67 ft 11 in) overall

18,93 m (62 ft 3/4 in) hull only

Wingspan: 19 m (62 ft 4 in)

Height: 4.97 m (16 ft 4 in)

Wing area: 57 m² (610 sq ft)

Empty weight: 9,065 kg (19,985 lb)

Empty equipped weight:10,950 kg (24,140 lb)

Max takeoff weight: 16,700 kg (36,817 lb)

Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks

Powerplant:

2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering

1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),

driving 3-bladed VDM constant-speed propellers

Performance:

Maximum speed: 475 km/h (295 mph, 256 kn) at sea level

560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)

Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude

Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel

Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks

Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,

9,500 m (31,200 ft) after firing

Rate of climb: 3.5 m/s (690 ft/min)

Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds

2,000 m (6,600 ft) in 8 minutes 20 seconds

6,100 m (20,000 ft) in 24 minutes 40 seconds

Armament:

1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position

1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose

1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position

Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights

The kit and its assembly:

This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.

On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.

The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/

I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.

The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.

All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.

The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.

Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.

In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.

Painting and markings:

This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.

I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.

Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.

To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).

RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).

A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.

The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.

After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.

Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!

Monteagle TN

Je suis vraiment impressionné de la façon dont le combo Pentax K-1 and SMC Pentax-DA* 300mm f4 ED [IF] SDM est capable, en lumière relativement faible, de résoudre cette scène à partir du 3e niveau du Stade Uniprix (à probablement un centaine de mètres de distance).

Allez voir les détails sur l'autre photo que j'ai publiée, où un rognage à 1:1 de la balle de tennis dans les airs révèle très clairement la marque de la balle "Penn ATP 3", et des petits poils hérissés tout le tour de la balle de tennis.

Notez que ça été capturé avec la plus grande ouverture de l'objectif à ƒ/4, une vitesse de 1/800s et à 3200 ISO, et que cette photographie n'à subit aucun post-traitement. C'est Direct de l'appareil en RAW.

Photo prise lors de la Coupe Rogers 2017 à Montréal (2017.08.11)

=====================================

I am really impressed on the IQ of the combo Pentax K-1 and SMC Pentax-DA* 300mm f4 ED [IF] SDM was able to render in the image. This was shot in relatively low light conditions, and from the 3rd level in the Uniprix Stadium (I was maybe 100 meters from the subject).

Have a look at the next photo I published. It is a 1:1 crop of the tennis ball, where we can clearly see the text "Penn ATP 3" and some bristly hairs around the tennis ball.

Please also note that this was shot wide-open at ƒ/4, 1/800s and 3200 ISO, and that this photo is direct from the camera body (RAW), no PP at all!.

Photo taken at Rogers Cup 2017 in Montreal (2017.08.11)

Airmen assigned to the 114th Civil Engineer Squadron practice shoot, move, communicate drills during October's Unit Training Assembly as part of the Multi-Capable Airman (MCA) concept. The training consisted of convoy operations, movement techniques with weapons, integrated base defense and land navigation as a way to cultivate a more self-sustaining squadron. (U.S. Air National Guard photo by Staff Sgt. Jorrie Hart)

Until today I had not noticed the Brassier 7 restaurant had ceased trading but I was not surprised because I have always believed that location was not capable of supporting a 250 seater restaurant that was not within the price range of people living, working or studying in the area. Also, for various reasons. there was no way that it could attract people from elsewhere in the city.

I cannot remember exactly when but a number of years ago the celebrity chef Gary Rhodes opened his restaurant, Rhodes D7, on Capel Street in Dublin. I could not believe his choice of location and I often wondered if he had in fact every visited the restaurant or the location. I must admit that I have never understand the concept of paying extra to eat at a restaurant featuring the name of a famous chef that never cooks the food.

When it was first established my mother indicated that she would like to try it but when I phoned I was informed that it was booked out for at least four weeks. However, every time I passed by it was at best about 25% occupied. I tried a few more times but still there was a three to four week waiting list and and at one stage it was as high as six weeks despite the fact the place was less full every time I walked by. My mother never got to have a meal there.

Sometimes they would open on bank holidays and sometimes, at random, they were closed on Bank Holidays and Sundays [that is usually a bad sign]. One bank holiday I was passing by and as they were open I dropped in and got a table no problem and the food was good but expensive compared to other options nearby.

I think that it was Christmas 2008 and I had been invited to visit my brother for Christmas. On the 23rd. I visited the restaurant late in the evening and as I was the last customer to leave I got to have a chat with the head waiter who mentioned that he was going back to Poland the next morning for a two week holiday as the restaurant would be closed for two weeks. I asked him why would a restaurant close for two weeks at the busiest time of the year but he did not appear to think that it was odd but I certainly did.

The next day my trip to my brother’s house had to be cancelled because all the family were ill so I was stuck in Dublin for Christmas. On the 24th. I walked by the restaurant and it had a sign in the window indicating the the restaurant was closed for renovation until 17th. March [St. Patrick’s Day] and for many reasons that was an obvious lie.

The restaurant remained empty for a long time. Ta Brasserie 7 Limited was set up on Tuesday the 17th of April 2012. When it did reopen as Brasserie 7 I was the first customer and I got a excellent meal free of charge. Here is what I said back then “Saturday 8th. December 2012: [Update: I visited this restaurant today and I was their first customer. They have no connection with the previous operation which ceased trading at the end of 2008. The food was excellent as was the service]”.

I only visited twice during the following years because I considered it to be too expensive for what was on offer. It is possible that the prices dropped but I had lost interest.

In case you are interested here is an extract from the press release back in 2008:

“Welcome to rhodesD7, Gary Rhodes' first Irish restaurant venture. Situated in Dublin 7, our 250-cover venue offers Gary's unique style of European cuisine for which he has won 5 Michelin Stars. We offer a wide selection of dishes, each unique and flavoursome with Gary's distinctive touch. With a mezzanine floor and heated outdoor eating area, rhodesD7 offers a choice of fabulous dining areas. Situated on the ground floor of the landmark Capel Building, our modern, vibrant interior contains commissioned works of art by renowned Irish artist Deborah Donnelly.”

+++ 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 Mikoyan-Gurevich MiG-19 (NATO reporting name: "Farmer") was a Soviet second-generation, single-seat, twin jet-engine fighter aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. A comparable U.S. "Century Series" fighter was the North American F-100 Super Sabre, although the MiG-19 would primarily oppose the more modern McDonnell Douglas F-4 Phantom II and Republic F-105 Thunderchief over North Vietnam. Furthermore, the North American YF-100 Super Sabre prototype appeared approximately one year after the MiG-19, making the MiG-19 the first operational supersonic jet in the world.

With the advent of the MiG-21, though, their career did not last long. Even though many machines were updated to carry the K-13 (the IR-guided AA-2 "Atoll") as well as the improved K-55 AAMs, with no change of the type’s designation, most MiG-19bis were already phased out towards the late 1960s and quickly replaced by 2nd generation MiG-21s as well as heavier and more capable Suchoj interceptors like the Su-9, -11 and -15. By 1972, all MiG-19bis had been retired.

General characteristics:

Crew: 1

Length: 13.54 m (44 ft 4 in), fuselage only with shock cone in forward position

15.48 m (50 8 ½ in) including pitot

Wingspan: 9 m (29 ft 6 in)

Height: 3.8885 m (12 ft 9 in)

Wing area: 25 m² (269 ft²)

Empty weight: 5,210 kg (11,475 lb)

Loaded weight: 7,890 kg (17,380 lb)

Max. takeoff weight: 9,050 kg (19,935 lb)

Fuel capacity: 2,450 l (556 imp gal; 647 US gal) internal;

plus 760 l (170 imp gal; 200 US gal) with 2 drop tanks

Powerplant:

2× Sorokin R3M-26 turbojets, rated at 37.2 kN (8,370 lbf) thrust each with afterburning

Performance:

Maximum speed: 1,380km/h at sea level (Mach=1.16)

1,850km/h at 12,000m (Mach=1.8)

Range: 1,250 km (775 mi; 750 nmi) at 14,000 m (45,000 ft) with 2 × 490 l drop tanks

Combat range: 500 km (312 mi; 270 nmi)

Ferry range: 2,000 km (1,242 mi; 690 nmi)

Service ceiling: 19,750 m (64,690 ft)

Rate of climb: 180 m/s (35,000 ft/min)

Wing loading: 353.3 kg/m² (72.4 lb/ft²)

Thrust/weight: 0.86

Armament:

No internal guns.

4× underwing pylons; typically, a pair of PTB-490 drop tanks were carried on the outer pylon pair,

plus a pair of air-to air missiles on the inner pair: initially two radar-guided Kaliningrad K-5M (RS-2US)

AAMs, later two radar-guided K-55 or IR-guided Vympel K-13 (AA-2 'Atoll') AAMs

The kit and its assembly:

Another submission for the 2018 Cold War Group Build at whatifmodelers.com, and again the opportunity to build a whiffy model from the project list. But it’s as fictional as one might think, since the SM-12 line of experimental “hybrid” fighters between the MiG-19 and the MiG-21 was real. But none of these aircraft ever made it into serial production, and in real life the MiG-21 showed so much potential that the attempts to improve the MiG-19 were stopped and no operational fighter entered production or service.

However, the SM-12, with its elongated nose and the central shock cone, makes a nice model subject, and I imagined what a service aircraft might have looked like? It would IMHO have been close, if not identical, to the SM-12PM, since this was the most refined pure jet fighter in the development family.

The basis for the build was a (dead cheap) Mastercraft MiG-19, which is a re-edition of the venerable Kovozávody Prostějov (KP) kit – as a tribute to modern tastes, it comes with (crudely) engraved panel, but it has a horrible fit all over. For instance, there was a 1mm gap between the fuselage and the right wing, the wing halves’ outlines did not match at all and it is questionable if the canopy actually belongs to the kit at all? PSR everywhere. I also had a Plastyk version of this kit on the table some time ago, but it was of a much better quality! O.K., the Mastercraft kit comes cheap, but it’s, to be honest, not a real bargain.

Even though the result would not be crisp I did some mods and changes. Internally, a cockpit tub was implanted (OOB there’s just a wacky seat hanging in mid air) plus some serious lead weight in the nose section for a proper stance.

On the outside, the new air intake is the most obvious change. I found a Su-17 intake (from a Mastercraft kit, too) and used a piece from a Matchbox B-17G’s dorsal turret to elongate the nose – it had an almost perfect diameter and a mildly conical shape. Some massive PSR work was necessary to blend the parts together, though.

The tail received new jet nozzles, scratched from steel needle protection covers, and the tail fairing was adjusted according to the real SM-12’s shape.

Ordnance was adapted, too: the drop tanks come from a Mastercraft MiG-21, and these supersonic PTB-490 tanks were indeed carried by the real SM-12 prototypes because the uprated engines were very thirsty and the original, teardrop-shaped MiG-19 tanks simply too draggy for the much faster SM-12. As a side note, the real SM-12’s short range was one of the serious factors that prevented the promising type’s production in real life. In order to overcome the poor range weakness I added an enlarged spine (half of a drop tank), inspired by the MiG-21 SMT, that would house an additional internal fuel tank.

The R2-SU/K-5 AAMs come from a vintage Mastercraft Soviet aircraft weapon set, which carries a pair of these 1st generation AAMs. While the molds seem to be a bit soft, the missiles look pretty convincing. Their pylons were taken from the kit (OOB they carry unguided AAM pods and are placed behind the main landing gear wells), just reversed and placed on the wings’ leading edges – similar to the real SM-12’s arrangement.

Painting and markings:

No surprises. In the Sixties, any PVO aircraft was left in bare metal, so there was hardly an alternative to a NMF finish.

Painting started with an all-over coat with acrylic Revell 99 (Aluminum), just the spine tank became light grey (Revell 371) for some contrast, and I painted some di-electric covers in a deep green (Revell 48).

The cockpit interior was painted with a bright mix of Revell 55 and some 48, while the landing gear wells and the back section of the cockpit were painted in a bluish grey (Revell 57).

The landing gear was painted in Steel (unpolished Modelmaster metallizer) and received classic, bright green wheel discs (Humbrol 2). As a small, unusual highlight the pitot boom under the chin received red and white stripes – seen on occasional MiG-19S fighters in Soviet service, and the anti-flutter booms on the stabilizers became bright red, too.

After the basic painting was done the kit received a black ink wash. Once this had dried and wiped off with a soft cotton cloth, post shading with various metallizer tones was added in order to liven up the uniform aircraft (including Humbrol’s matt and polished aluminum, and the exhaust section was treated with steel). Some panel lines were emphasized with a thin pencil.

Decals were puzzled together from various sources, a Guards badge and a few Russian stencils were added, too. Finally, the kit was sealed with a coat of sheen acrylic varnish (a 2:1 mix of Italeri matt and semi-gloss varnish).

The K-5 missiles, last but not least, were painted in aluminum, too, but their end caps (both front and tail section) became off-white.

The Mastercraft kit on which this conversion was based is crude, so I did not have high expectations concerning the outcome. But the new nose blends nicely into the MiG-19 fuselage, and the wide spine is a subtle detail that makes the aircraft look more “beefy” and less MiG-19-ish. The different drop tanks – even though they are authentic – visually add further speed. And despite many flaws, I am quite happy with the result of roundabout a week’s work.

+++ 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 Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.

The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.

With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".

General characteristics:

Crew: 3 (pilot, navigator, radio operator/gunner)

Length: 20,73 m (67 ft 11 in) overall

18,93 m (62 ft 3/4 in) hull only

Wingspan: 19 m (62 ft 4 in)

Height: 4.97 m (16 ft 4 in)

Wing area: 57 m² (610 sq ft)

Empty weight: 9,065 kg (19,985 lb)

Empty equipped weight:10,950 kg (24,140 lb)

Max takeoff weight: 16,700 kg (36,817 lb)

Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks

Powerplant:

2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering

1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),

driving 3-bladed VDM constant-speed propellers

Performance:

Maximum speed: 475 km/h (295 mph, 256 kn) at sea level

560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)

Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude

Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel

Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks

Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,

9,500 m (31,200 ft) after firing

Rate of climb: 3.5 m/s (690 ft/min)

Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds

2,000 m (6,600 ft) in 8 minutes 20 seconds

6,100 m (20,000 ft) in 24 minutes 40 seconds

Armament:

1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position

1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose

1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position

Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights

The kit and its assembly:

This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.

On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.

The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/

I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.

The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.

All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.

The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.

Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.

In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.

Painting and markings:

This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.

I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.

Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.

To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).

RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).

A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.

The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.

After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.

Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!

+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

One of these two left me a parting gift on the roof of my car, they must be well fed as the mess was more than I though one bird could be capable of.

I had a few hours walking through Fraserburgh Harbour capturing as many vessels as I could on 19th April 2018, its a fine busy harbour and when the sun shines you can capture the trawlers etc at their best .

Fraserburgh Harbour is situated in Aberdeenshire in the North East corner of Scotland and is ideally positioned for the fishing grounds of the North and East of Scotland, as well as being in close proximity to the North Sea oil and gas fields and the emerging offshore renewables market. The location also makes it well placed for trade with Scandinavia and the Baltic sea ports.

Google and Wiki have the folowing info on this fine town.

Fraserburgh (/ˈfreɪzərbrə/; Scots: The Broch or Faithlie, Scottish Gaelic: A' Bhruaich) is a town in Aberdeenshire, Scotland with a population recorded in the 2001 Census at 12,454 and estimated at 12,630 in 2006.

It lies at the far northeast corner of Aberdeenshire, about 40 miles (64 km) north of Aberdeen, and 17 miles (27 km) north of Peterhead. It is the biggest shellfish port in Europe, landing over 12,000 tonnes in 2008, and is also a major white fish port and busy commercial harbour.

History

The name of the town means, literally, 'burgh of Fraser', after the Fraser family that bought the lands of Philorth in 1504 and thereafter brought about major improvement due to investment over the next century. Fraserburgh became a burgh of barony in 1546. By 1570, the Fraser family had built a castle (Fraserburgh Castle) at Kinnaird's Head and within a year the area church was built. By the 1590s the area known as Faithlie was developing a small harbour.

In 1592, Faithlie was renamed Fraserburgh by a charter of the Crown under King James VI. Sir Alexander Fraser was given permission to improve and govern the town as Lord Saltoun. At present this title is still in existence and is held by Flora Fraser, 20th Lady Saltoun and head of Clan Fraser. The Royal Charter also gave permission to build a college and university in Fraserburgh allowing the Lord Saltoun to appoint a rector, a principal, a sub-principal, and all the professors for teaching the different sciences.

A grant from the Scottish Parliament in 1595 allowed the first college building to be erected by Alexander Fraser, and in 1597 the General Assembly of the Church of Scotland recommended the Rev. Charles Ferme, then minister at the Old Parish, to be its first (and only) principal.

In 1601, Fraserburgh became a burgh of regality. The college, however, closed only a decade or so after Ferme's arrest on the orders of James VI for taking part in the 1605 General Assembly, being used again only for a short time in 1647 when King's College, Aberdeen temporarily relocated owing to an outbreak of plague. A plaque commemorating its existence may be seen on the exterior wall of the remains of the Alexandra Hotel in College Bounds.

Fraserburgh thereafter remained relatively quiet until 1787 when Fraserburgh Castle was converted to Kinnaird Head Lighthouse, Scotland's first mainland lighthouse. In 1803, the original 1571 church building was replaced and enlarged to seat 1000 people. The Auld Kirk was to be the standing authority in the town up until the 1840s.

The Statistical Account on the Parish of Fraserburgh, written between 1791–1799 (probably 1791) by Rev. Alexander Simpson of the Old Parish Church, shows that the population of Fraserburgh was growing with peaks due to seasonal employment. He records a population of about 2000 in 1780 of whom only 1000 resided in the town.

There was an additional population of 200 in the village of Broadsea. He makes a point of the arrival of Dr. Webster in Fraserburgh in 1755 claiming that the population then only stood at 1682. By the time the account was written the population had increased by 518 souls since 1755. Rev. Simpson also gives accounts of deaths, births and marriages. Between 1784-1791, he claims to have an average of 37 baptisms, 14 marriages and 19 deaths per year. The statistical account mentions activities with the harbour. He describes the harbour as small but good, telling that it had the capability to take vessels with '200 tons burden' at the time the account was written.

The account also mentions that Fraserburgh had tried and succeeded in shipbuilding especially after 1784. His account finishes speaking of a proposed enlargement of the harbour. He claims that the local people would willingly donate what they could afford but only if additional funding was provided by the Government and Royal Burghs.

The second statistical account, written as a follow up to the first of the 1790s, was written in January 1840 by Rev. John Cumming. He records population in 1791 as 2215 growing to only 2271 by 1811, but increasing massively to 2954 by 1831. He considered the herring fishing, which intensified in 1815, to be the most important reason for this population boom. By 1840 he writes that seamen were marrying early with 86 marriages and 60 births in the parish in the space of one year. On top of this increased population, he explains that the herring season seen an additional 1200 people working in the Parish. There is also mention of the prosperity of this trade bringing about an increase in general wealth with a change in both dress and diet. Cumming also records 37 illegitimate children from 1837–1840 although he keeps no record of death.

The prosperity of the economy also brought about improvement within the town with a considerable amount of new houses being built in the town. The people were gaining from the herring industry as in real terms rent fell by 6% from 1815 to 1840. Lord Saltoun was described as the predominant land owner earning £2266,13s,4d in rents.

This period also saw the extension of the harbour with a northern pier of 300 yards built between 1807–1812 and, in 1818, a southern pier built by Act of Parliament. Cumming states that no less than £30,000 was spent developing the harbour between 1807 and 1840 by which time the harbour held eight vessels of 45–155 tons and 220 boats of the herring fishery.

A railway station opened in 1865 and trains operated to Aberdeen via Maud and Dyce, as well as a short branch line to St. Combs. It was, however, closed to passengers in 1965 as part of the Beeching cuts, though freight trains continued to operate until 1979, after which the station site was redeveloped. Currently, the closest operating station is Inverurie, 56 km (35 miles) away.

Climate[

Fraserburgh has a marine climate heavily influenced by its proximity to the sea. As such summer highs and winter lows are heavily moderated, with very mild winter temperatures for a location so far north. The differences between seasons are very narrow as a result, with February averaging highs of 6.7 °C (44.1 °F) and August 17.2 °C (63.0 °F).[6] As a result of its marine influence, there is significant seasonal lag, with September being milder than June and October has slightly milder nights than May, in spite of a massive difference of daylight. The climate is overcast and wet with 1351.8 hours of sunshine. Temperature extremes have ranged from 26.6.C (July 1995) down to -14.4.C (February 1991) 747.7 millimetres (29.44 in) of precipitation per annum.

Towards the end of 1914, early in World War I, disturbing rumours began to circulate that the newest German submarines were capable of a much higher surface speed than British boats, one report giving their speed at about 22 knots. The rumours were sufficiently strong to force serious consideration of the matter by the Admiralty, and at the same time consideration was given to the idea that submarines should have a high enough surface speed to be able to work with the fleet. The reports concerning the speed of the German submarines proved to be spurious, but the idea of a British submarine with a high surface speed gained ground. The immediate result of this concern was the development of the J Class, which were unique with their three shafts. Originally eight boats were planned but this was reduced to six and then increased to seven. As a result of these changes the boats originally intended to be J7 and J8 were renumbered in April 1915 as J3 and J4 respectively.

J7's submerged displacement of 1,760 tons was 60 tons less than that of her sister boats. Her conning tower was located further aft and the gun was mounted in a lower position.

HMS J7 commissioned in the Royal Navy on 15 September 1917 under the command of Lieutenant Commander F.H.D. Byron RN and was allocated to a flotilla based at Blyth, Northumberland.

On 5 November 1917 J7 departed Blyth for her first patrol. Whilst on patrol in the North Sea on 6 March 1918 an enemy submarine was sighted, but J7 was unable to attack and the enemy passed from sight.

The submarine was under refit during April and May 1918 at Walker Naval Yard on the River Tyne. She sailed for patrol on 25 May and evaded a U-boat attack the same day.

On 10 July an enemy submarine was sighted and both vessels dived. Shortly after a sighting was made of an enemy submarine on the surface, going away, J7 surfaced, challenged and opened fire. The enemy dived. An enemy submarine was sighted on 23 July, but J7 was unable to attack and the enemy disappeared.

On 5 October 1918 J7 dived to intercept a reported submarine, but broke off the search without contact.

The boat was at sea when the Armistice was signed on 11 November 1918. She returned to Blyth on 15 November. On 19 February 1919 she proceeded to Jarrow.

Following the conclusion of hostilities in World War I, the Admiralty in 1918 presented the six remaining boats of the J Class to the Australian Government - J6 had been sunk in error in 1918 by a British ship. All the submarines commissioned into the Royal Australian Navy at Portsmouth on 25 March 1919, as tenders to the submarine depot ship HMAS Platypus, J7 being the senior boat, under the command of Lieutenant Commander Oswald E. Hallifax DSO RN.

The beam tubes were removed from all six J Class submarines before they sailed for Australia. The tubes were despatched separately to Garden Island. The reasons given for the removal were that the beam tubes were not a success and that increased accommodation was required.

HMS Submarine J7 off the River Tyne prior to sailing for Australia in February, 1919.

On 9 April 1919 Platypus and the submarines, escorted by the light cruiser HMAS Sydney, sailed from Portsmouth for Australia, their first two ports of call being Gibraltar and Valetta.

On the night of 28 April, the night before the vessels arrived at Port Said, J3's starboard main engine shaft snapped. Thus handicapped she could not keep up with the others and consequently on departure for Aden on 30 April, J3 was in tow of Sydney.

The vessels arrived at Aden on 5 May. On the same day the light cruiser HMAS Brisbane, which had left Portsmouth on 17 April, also arrived. On 7 May all the vessels sailed for Colombo. Brisbane took over the tow of J3 while Sydney took J5 in tow as that boat had also developed engine trouble. Three days after arrival at Colombo on 15 May, Brisbane sailed with J5 in tow, taking her all the way to Sydney, where they arrived on 27 June.

J3 was taken in hand at Colombo for repairs. On 31 May Sydney, J1, J2, J4 and J7 sailed for Singapore, followed on 2 June by Platypus and J3. The vessels were reunited at Singapore from where all except Sydney sailed on 18 June. Sydney sailed for Australia a few days later but did not rejoin the other vessels. On 29 June Platypus and the five submarines arrived at Thursday Island, although J7 was three hours late because of trouble with her engine lubricating system. The last call before Sydney was Brisbane, Sydney being reached on 15 July.

Having arrived in poor condition, the submarines were taken in hand at Garden Island Dockyard for refitting. After her refit was completed J7 sailed for the submarine base at Geelong, Victoria.

After uneventful service, little of which was spent at sea, J7 and her five sisters paid off into Reserve at Westernport on 12 July 1922. The boats had become victims of the worsening economic conditions of the time, coupled with their high cost of maintenance.

On 1 November 1929 J7 was sold to Morris and Watt Pty Ltd of South Melbourne. She was towed from Flinders Naval Depot, Crib Point, where she had served as a reserve source of electric power, on 4 December 1929. She was dismantled and the hull sunk in 1930 as a breakwater at the Sandringham Yacht Club, Sandringham, Port Phillip Bay, where it remain

+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

+++ 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 Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.

No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).

General characteristics:

Crew: Two: pilot, observer/systems operator

Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer

Wingspan: 42 ft 0 in (12.8 m)

Height: 12 ft 8 in (3.86 m)

Wing area: 330 sq. ft (30.65 m²)

Empty weight: 12,054 lb (5,467 kg)

Loaded weight: 15,544 lb (7,051 kg)

Max. takeoff weight: 18,109 lb (8,214 kg)

Powerplant:

2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each

Performance:

Never exceed speed: 450 mph (390 knots, 724 km/h)

Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)

Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)

Stall speed: 84 mph (73 knots, 135 km/h)

Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)

Service ceiling: 25,000 ft (7,620 m)

Rate of climb: 3,450 ft/min (17.5 m/s)

Armament:

A total of eight external hardpoints (two ventral, three under each outer wing)

for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the

ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;

Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.

The kit and its assembly:

This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.

However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.

The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.

When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.

Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.

Painting and markings:

For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.

A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).

The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.

The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.

+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

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)

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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.

English:

CH-148 Cyclone

Royal Canadian Air Force

The CH-148 Cyclone is one of the most capable maritime helicopters in the world. It is Canada’s main ship-borne maritime helicopter, and it provides air support to the Royal Canadian Navy.

The Cyclone can be used for surface and sub-surface surveillance, search and rescue missions, tactical transport and more. It can operate during the day or night and in most weather conditions to support missions in Canada and around the world.

Length: 17.22 m

Length (folded configuration): 14.78 m

Rotor span: 17.48 m

Height: 5.44 m

Maximum Gross Weight: 13,000 kg

Maximum speed: 287 km/h

Range: 740 km

Location(s):

Patricia Bay, B.C.

Shearwater, N.S.

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

Français :

CH-148 Cyclone

Aviation royale canadienne

Le CH-148 Cyclone figure parmi les hélicoptères maritimes les plus efficaces au monde. À titre de principal hélicoptère maritime embarqué du Canada, son travail consiste à apporter un soutien aérien à la Marine royale canadienne.

Le CH-148 Cyclone accomplit notamment des missions de surveillance et de contrôle de surface et sous-marins, de recherche et de sauvetage et de transport tactique. Il peut accomplir son travail de jour comme de nuit, dans la majorité des conditions météorologiques, afin de soutenir les missions canadiennes et internationales.

Longeur : 17,22 m

Longeur (plié) : 14,78 m

Envergure du rotor : 17,48 m

Hauteur : 5,44 m

Masse totale maximale : 13 000 kg

Vitesse maximale : 287 km/h

Autonomie : 740 km

Bases :

Patricia Bay, C.-B.

Shearwater, N.-É.

www.rcaf-arc.forces.gc.ca/en/aircraft-current/ch-148.page

These angel creatures are all combat–capable and are among those that appear to aid the Prime Galaxy in small numbers from time to time and would fight in a full–fledged army of God in the event of an apocalyptic–scale conflict against demons and/or abominations. Also featured here is one very special individual.

• Kuthlody: A being that deliberately resembles a musical note in basic shape. However, functionally there is nothing musical about the Kuthlody, sadly. Instead, it is a multi–purpose battle–oriented unit that can free–float but also rest on the ground by standing on its "chin", and flies around swinging itself at enemies (when there are enemies to be swung at; when there aren't it just flies around aimlessly). In addition, the Kuthlody possesses four small, circular blades that can be launched from its sides at will and controlled remotely in midair, and return to the user after hitting (or missing) the target, like a boomerang. Kuthlodies also have an alternate mode which they enter when picked up and used as weapons by larger humanoid–like beings such as DeyRhine. They do not mind being used as melee weapons at all, for it is not all that different than what they would normally do. This angel's mean durability value is 650.

• Harus–Ovactus: While the DeyRhine is the Juggernaut of Faith, the Harus–Ovactus is the Juggernaut of Justice. The two creatures are counterparts of one another. And while the DeyRhine, though inherently powerful, is a ceremonial creature not particularly suited for fighting, the Harus–Ovactus is made for fighting or, more accurately, for shooting and bombarding. Also, it can speak telepathically, unlike the DeyRhine, at least to other angels.

One of the most violent angels out there (as far as angels do go), it resembles a moderately–sized flying saucer that is constantly kept afloat by the Rainbow Energy capsule sticking out of its bottom, which unfortunately is its weak point, though fortunately it is also very sturdy and not any easier to dislodge or destroy than any other part of the angel's body. And the Harus–Ovactus has a durability value of over 5,000.

They originate from the Temple of Infinity, where each new Harus–Ovactus is hand–crafted by Vaynmizs himself, and after being brought to life begin patrolling between both Paradise and Neo–Skyhold. They are equipped with three main weapons: two standard–issue Rainbow Energy lasers, two highly accurate non–lethal sniper guns that instantly tranquilize any living thing their projectiles touch, and bomb hatches that drop powerful wide–radius magical grenades on enemies, which are harmless to angels and positively lethal to everything else. Due to the angel's violent nature, the Harus–Ovactus is highly corruptible and can be hijacked and/or reprogrammed by demons. In this situation it must be destroyed as soon as possible.

• Jebgulex: A slight, lanky humanoid angel with a single massive eye in place of a face that controls a floating platform which it stands and rides around on and will never fall off of, and several normal–sized eyes that float above its head. Said platform has a structure beneath it that includes an indestructible Rainbow Energy laser that will only disappear if the Jebgulex itself is killed. All of its eyes, both the floating ones and the giant ones, can also shoot these lasers. The Jebgulex has one handless, featureless and useless arm, and another one that can, again, shoot Rainbow Energy lasers. Due to lacking a mouth, it cannot talk, but would if it did have one. Its durability value is roughly 400. This is somewhat made up for by its many eyes, all of which provide vision in addition to their laser powers.

• Enkheses: Firstly, note that the word "Enkheses" is both the singular and plural form of this creature's name. The Enkheses is a corporeal, humanoid angelic warrior with a stout, short and fat body and predominantly purple complexion. It spends most of its time receiving prayer, which makes it more powerful as with many other angels, in the outer circles of Paradise. It also has a mind and personality, and is allowed two hours per day to indulge itself in productive ways such as reading, writing and creating other art, which sometimes goes on to be added to the permanent fixtures of Heaven if it is good enough. Enkheses are only able to compose and visualize about good and pure things, both due to mandate and by their own nature, so what they produce usually isn't as varied or compelling as what mortals can produce, but can have just as much talent and effort put into it. In times of crisis however, they are more than capable of defending themselves and even being part of the offensive, and, as mentioned above, they would be among the ranks of an angel army if one ever needed to be assembled. Enkheses have superhumanoid strength and fighting skills, and durability values of more than 1,000. Because of the similarities between the two beings, the Merthaldu consider the Enkheses to be the patron angels of their race and often name themselves after them.

• Yuyonarf: Yuyonarfs are very small flying angels that always act in groups of three or more. They are similar in many respects to the Harus–Ovactus in that they are created by Vaynmizs at the Temple of Infinity and can fly freely throughout all the levels of Heaven. The key difference is that Yuyonarfs are much, much smaller and are intended to be implemented as minor and/or support units to complement their larger siblings. Their fronts very much resemble faces or masks, though this is coincidental, and small, sharp projectiles are shot through the holes in these alleged masks. They are also surrounded by small force fields that can absorb most hostile projectiles that come near them. The designs and appearances of the "faces" and force fields vary wildly between individuals, and there are millions of them in existence, all with an in some way unique appearance. Each "pack" of Yuyonarfs shares a single mind between its members, while each individual has its own (tiny and simple) soul. And yes, there is a difference. The Yuyonarf is about 2–3 feet in height and they have durability values ranging from 200–400.

• Connor "'The Great' Thorn" Thorn, the Messiah of the Delta Octant: "Thorn" was the name of the messianic hero whose appearance was foretold in passage 7:19 of the Next Testament, and who would deliver the Delta Octant from certain destruction at the hands of one of the greatest evils to ever befall the Prime Galaxy, Cosmo'rath: the most vile and ruthless portion of Reson's Arcane Order, led by the Xoultac Evil Ninja Emperor Heinrich, who is now known to have been a certifiable sociopath by demon standards, and also a pathological liar because he wasn't even a ninja whatsoever! Anyway, he was Bad with a capital "B" and his minions were equally evil. The conflict against them was known as the Vision Wars, and it was one of the most brutal the galaxy has ever seen. But, it was written that Thorn would come and save all from him and them just when things were looking their bleakest. The faithful never doubted that their hero would come eventually, not even when an entire species was eradicated and another 100% corrupted beyond redemption (Note: survivors from both those races were later found elsewhere and thanks to them they are not extinct). But today, no one doubts that no one expected for Thorn to be a human. You read that correctly, a human: the only known one to ever set foot into the Nava–Verse and thus the very last of his kind alive (or was he?). And he wasn't even sent down from the humans' Heaven above our Heaven either, but was rather taken from Earth during his lifetime and well before the Rapture, and abruptly re–materialized aboard Air Station Alpha–Beta–Delta–Gamma–Omega in the middle of the infamous battle against the corrupted Rorke–Norgs invading it in early Age 568. It is generally agreed upon that if Thorn did not appear then and there, every Flufewog aboard that installation would have died that day. But when he did appear, the final outcome of the battle was the destruction of the entire invading force and their ship, albeit with very heavy casualties on the good side. Thorn was injured severely in the battle, wherein he killed key Cosmo'rath general Yemu'Ix the Netojax, and afterward crash landed on planet Sertrop in an escape pod where he was discovered by the Merthaldu of a nearby conveniently–located village, and given treatment. It was here that Thorn revealed his status as a human, to the shock of everyone present. Unfortunately, the circumstances under which he was brought to our universe from his have been lost to history, for no one wrote anything down due to the urgent situation they were all in. It was also here that he befriended a Glanmi named Frilla, the last of her kind on Sertrop, who would play a key role later even in death.

Connor Thorn was then taken to Sertrop's central city of Nog'Dod, and sent toward Heinrich's floating palace of Pride orbiting Yominasst. To make a long story short, he and some others infiltrated the palace and eventually killed Heinrich. However, Thorn was mortally wounded in doing so and was saved only thanks to the quick thinking of the Kittpo Écuate, who in desperation poured vast quantities of the deceased Frilla's blood into the gaping hole in his body. All the bodily fluids of Glanmi have healing properties but cannot normally save someone from wounds as severe as Thorn's, but thanks to a miracle, God the Father allowed Frilla's soul to be merged with Thorn's, saving his life and permanently turning him into a human–Glanmi hybrid. The transformation was not immediate, but rather took place over the next several days. Connor Thorn was now an eternally youthful and biologically immortal mutant. He went on to later have many more heroic adventures, though none as notable as his first.

Thorn lived until Age 809, when he was killed by Lord Reson in during an ill–advised attack on the immensely powerful villain who had been spotted in the Gomorran Desert Plane. He was part of an elite strike team sent down through the Lower Dimensional Rift to try to assassinate the demon(?), of which there were no survivors. As billions mourned the hero's loss, the angels announced that he had been reunited with his own kind as a pure human soul in the Heaven above our Heaven. Many manly tears were shed that fateful day.

+++ 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 Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.

No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).

General characteristics:

Crew: Two: pilot, observer/systems operator

Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer

Wingspan: 42 ft 0 in (12.8 m)

Height: 12 ft 8 in (3.86 m)

Wing area: 330 sq. ft (30.65 m²)

Empty weight: 12,054 lb (5,467 kg)

Loaded weight: 15,544 lb (7,051 kg)

Max. takeoff weight: 18,109 lb (8,214 kg)

Powerplant:

2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each

Performance:

Never exceed speed: 450 mph (390 knots, 724 km/h)

Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)

Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)

Stall speed: 84 mph (73 knots, 135 km/h)

Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)

Service ceiling: 25,000 ft (7,620 m)

Rate of climb: 3,450 ft/min (17.5 m/s)

Armament:

A total of eight external hardpoints (two ventral, three under each outer wing)

for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the

ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;

Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.

The kit and its assembly:

This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.

However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.

The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.

When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.

Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.

Painting and markings:

For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.

A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).

The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.

The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.

+++ 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 Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.

For better handling and less drag esp. at low altitude, the F-94B’s large Fletcher type wingtip tanks were frequently replaced with smaller ones with about half capacity. It also became common practice to operate the RF-94Bs with only a crew of one, and from 1960 on the RF-94B was, thanks to its second seat, more and more used as a trainer before pilots mounted more potent reconnaissance aircraft like the RF-101 Voodoo, which eventually replaced the RF-94B in ANG service. The last RF-94B was phased out in 1968, and, unlike the RF-84F, it was not operated by any foreign air force.

General characteristics:

Crew: 2 (but frequently operated by a single pilot)

Length: 43 ft 4 3/4 in (13.25 m)

Wingspan (with tip tanks): 40 ft 9 1/2 in (12.45 m)

Height: 12 ft. 2 (3.73 m)

Wing area: 234' 8" sq ft (29.11 m²)

Empty weight: 10,064 lb (4,570 kg)

Loaded weight: 15,330 lb (6,960 kg)

Max. takeoff weight: 24,184 lb (10,970 kg)

Powerplant:

1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust,

5,400 lbf (24 kN) with water injection and 6,000 lbf (26.6 kN) thrust with afterburner

Performance:

Maximum speed: 630 mph (1,014 km/h) at height and in level flight

Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks

Ferry range: 1,457 mi (1,275 nmi, 2,345 km)

Service ceiling: 42,750 ft (14,000 m)

Rate of climb: 6,858 ft/min (34.9 m/s)

Wing loading: 57.4 lb/ft² (384 kg/m²)

Thrust/weight: 0.48

Armament:

No internal guns; 2x 165 US Gallon (1,204 liter) drop tanks on the wing tips and…

2x underwing hardpoints for two additional 165 US Gallon (1,204 liter) ferry tanks

or bombs of up to 1.000 lb (454 kg) caliber each, plus…

2x optional (rarely fitted) pods on the wings’ leading edges with either a pair of 0.5" (12.7 mm)

machine guns or twelve 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets each

The kit and its assembly:

This project was originally earmarked as a submission for the 2021 “Reconnaissance & Surveillance” group build at whatifmodellers.com, in the form of a Heller F-94B with a new nose section. The inspiration behind this build was the real-world EF-94C (s/n 50-963): a solitary conversion with a bulbous camera nose. However, the EF-94C was not a reconnaissance aircraft but rather a chase plane/camera ship for the Air Research and Development Command, hence its unusual designation with the suffix “E”, standing for “Exempt” instead of the more appropriate “R” for a dedicated recce aircraft. There also was another EF-94C, but this was a totally different kind of aircraft: an ejection seat testbed.

I had a surplus Heller F-94B kit in The Stash™ and it was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit.

The biggest change was the new camera nose, and it was scratched from an unlikely donor part: it consists of a Matchbox B-17G tail gunner station, slimmed down by the gunner station glazing's width at the seam in the middle, and this "sandwich" was furthermore turned upside down. Getting the transitional sections right took lots of PSR, though, and I added some styrene profiles to integrate the new nose into the rest of the hull. It was unintentional, but the new nose profile reminds a lot of a RF-101 recce Voodoo, and there's, with the straight wings, a very F-89ish look to the aircraft now? There's also something F2H-2ish about the outlines?

The large original wing tip tanks were cut off and replaced with smaller alternatives from a Hasegawa A-37. Because it was easy to realize on this kit I lowered the flaps, together with open ventral air brakes. The cockpit was taken OOB, I just modified the work station on the rear seat and replaced the rubber sight protector for the WSO with two screens for a camera operator. Finally, the one-piece cockpit glazing was cut into two parts to present the model with an open canopy.

Painting and markings:

This was a tough decision: either an NMF finish (the natural first choice), an overall light grey anti-corrosive coat of paint, both with relatively colorful unit markings, or camouflage. The USAF’s earlier RF-80As carried a unique scheme in olive drab/neutral grey with a medium waterline, but that would look rather vintage on the F-94. I decided that some tactical camouflage would make most sense on this kind of aircraft and eventually settled for the USAF’s SEA scheme with reduced tactical markings, which – after some field tests and improvisations in Vietnam – became standardized and was officially introduced to USAF aircraft around 1965 as well as to ANG units.

Even though I had already built a camouflaged F-94 some time ago (a Hellenic aircraft in worn SEA colors), I settled for this route. The basic colors (FS 30219, 34227, 34279 and 36622) all came from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the paint scheme of the USAF’s probably only T-33 in SEA colors: a trainer based on Iceland during the Seventies and available as a markings option in one of the Special Hobby 1:32 T-33 kits. The low waterline received a wavy shape, inspired by an early ANG RF-101 in SEA camouflage I came across in a book. The new SEA scheme was apparently applied with a lot of enthusiasm and properness when it was brand new, but this quickly vaned. As an extra, the wing tip tanks received black anti-glare sections on their inner faces and a black anti-glare panel was added in front of the windscreen - a decal from a T-33 aftermarket sheet. Beyond a black ink wash the model received some subtle panel post-shading, but rather to emphasize surface details than for serious weathering.

The cockpit became very dark grey (Revell 06) while the landing gear wells were kept in zinc chromate green primer (Humbrol 80, Grass Green), with bright red (Humbrol 60, Matt Red) cover interiors and struts and wheels in aluminum (Humbrol 56). The interior of the flaps and the ventral air brakes became red, too.

The decals/markings came from a Special Hobby 1:72 F-86H; there’s a dedicated ANG boxing of the kit that comes with an optional camouflaged aircraft of the NY ANG, the least unit to operate the “Sabre Hog” during the Seventies. Since this 138th TFS formerly operated the F-94A/B, it was a perfect option for the RF-94B! I just used a different Bu. No. code on the fin, taken from a PrintScale A/T-37 set, and most stencils were perocured from the scrap box.

After a final light treatment with graphite around the afterburner for a more metallic shine of the iron metallic (Revell 97) underneath, the kit was sealed with a coat of matt acrylic varnish (Italeri).

A camouflaged F-94 is an unusual sight, but it works very well. The new/longer nose considerably changes the aircraft's profile, and even though the change is massive, the "Crocodile" looks surprisingly plausible, if not believable! And, despite the long nose, the aircraft looks pretty sleek, especially in the air.

+++ 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 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.

Towards the end of 1914, early in World War I, disturbing rumours began to circulate that the newest German submarines were capable of a much higher surface speed than British boats, one report giving their speed at about 22 knots. The rumours were sufficiently strong to force serious consideration of the matter by the Admiralty, and at the same time consideration was given to the idea that submarines should have a high enough surface speed to be able to work with the fleet. The reports concerning the speed of the German submarines proved to be spurious, but the idea of a British submarine with a high surface speed gained ground. The immediate result of this concern was the development of the J Class, which were unique with their three shafts. Originally eight boats were planned but this was reduced to six and then increased to seven. As a result of these changes the boats originally intended to be J7 and J8 were renumbered in April 1915 as J3 and J4 respectively.

J7's submerged displacement of 1,760 tons was 60 tons less than that of her sister boats. Her conning tower was located further aft and the gun was mounted in a lower position.

HMS J7 commissioned in the Royal Navy on 15 September 1917 under the command of Lieutenant Commander F.H.D. Byron RN and was allocated to a flotilla based at Blyth, Northumberland.

On 5 November 1917 J7 departed Blyth for her first patrol. Whilst on patrol in the North Sea on 6 March 1918 an enemy submarine was sighted, but J7 was unable to attack and the enemy passed from sight.

The submarine was under refit during April and May 1918 at Walker Naval Yard on the River Tyne. She sailed for patrol on 25 May and evaded a U-boat attack the same day.

On 10 July an enemy submarine was sighted and both vessels dived. Shortly after a sighting was made of an enemy submarine on the surface, going away, J7 surfaced, challenged and opened fire. The enemy dived. An enemy submarine was sighted on 23 July, but J7 was unable to attack and the enemy disappeared.

On 5 October 1918 J7 dived to intercept a reported submarine, but broke off the search without contact.

The boat was at sea when the Armistice was signed on 11 November 1918. She returned to Blyth on 15 November. On 19 February 1919 she proceeded to Jarrow.

Following the conclusion of hostilities in World War I, the Admiralty in 1918 presented the six remaining boats of the J Class to the Australian Government - J6 had been sunk in error in 1918 by a British ship. All the submarines commissioned into the Royal Australian Navy at Portsmouth on 25 March 1919, as tenders to the submarine depot ship HMAS Platypus, J7 being the senior boat, under the command of Lieutenant Commander Oswald E. Hallifax DSO RN.

The beam tubes were removed from all six J Class submarines before they sailed for Australia. The tubes were despatched separately to Garden Island. The reasons given for the removal were that the beam tubes were not a success and that increased accommodation was required.

HMS Submarine J7 off the River Tyne prior to sailing for Australia in February, 1919.

On 9 April 1919 Platypus and the submarines, escorted by the light cruiser HMAS Sydney, sailed from Portsmouth for Australia, their first two ports of call being Gibraltar and Valetta.

On the night of 28 April, the night before the vessels arrived at Port Said, J3's starboard main engine shaft snapped. Thus handicapped she could not keep up with the others and consequently on departure for Aden on 30 April, J3 was in tow of Sydney.

The vessels arrived at Aden on 5 May. On the same day the light cruiser HMAS Brisbane, which had left Portsmouth on 17 April, also arrived. On 7 May all the vessels sailed for Colombo. Brisbane took over the tow of J3 while Sydney took J5 in tow as that boat had also developed engine trouble. Three days after arrival at Colombo on 15 May, Brisbane sailed with J5 in tow, taking her all the way to Sydney, where they arrived on 27 June.

J3 was taken in hand at Colombo for repairs. On 31 May Sydney, J1, J2, J4 and J7 sailed for Singapore, followed on 2 June by Platypus and J3. The vessels were reunited at Singapore from where all except Sydney sailed on 18 June. Sydney sailed for Australia a few days later but did not rejoin the other vessels. On 29 June Platypus and the five submarines arrived at Thursday Island, although J7 was three hours late because of trouble with her engine lubricating system. The last call before Sydney was Brisbane, Sydney being reached on 15 July.

Having arrived in poor condition, the submarines were taken in hand at Garden Island Dockyard for refitting. After her refit was completed J7 sailed for the submarine base at Geelong, Victoria.

After uneventful service, little of which was spent at sea, J7 and her five sisters paid off into Reserve at Westernport on 12 July 1922. The boats had become victims of the worsening economic conditions of the time, coupled with their high cost of maintenance.

On 1 November 1929 J7 was sold to Morris and Watt Pty Ltd of South Melbourne. She was towed from Flinders Naval Depot, Crib Point, where she had served as a reserve source of electric power, on 4 December 1929. She was dismantled and the hull sunk in 1930 as a breakwater at the Sandringham Yacht Club, Sandringham, Port Phillip Bay, where it remain

+++ 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 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 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 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.

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French public debt at record high French debt in percentage of GDP value. French public debt decreased in 2013, but is still higher than expected. Total debt continues to climb and fails to meet the Maastricht criteria. EurActiv France reports. Despite austerity measures, France's public deficit did not meet its government targets for 2013. The French National Institute of Statistics and Economic Studies (INSEE) published figures showing that it currently stands at 4.3% of GDP.The French government expected this percentage to be 4.1%, whilst the European Commission predicted 4.2%. However timid, the reduction of public deficit from its previous level of 4.9%, in 2013, is still a significant improvement. Struggling with revenue On closer inspection, the statistics should worry the French government. Although expenses reached target reductions from 3% in 2012 to 2%¨in 2013, revenue is lower than expected. Revenue has decreased from 3.3% compared to 3.7% in 2012. The state has reduced its financial needs, but those of local administrations have increased. According to a press release from the French Ministry of Budget, Public Accounts and Civil Administration, “measures to restore public accounts recorded a historical 2.5 percentage points of GDP, whereas unfavourable economic conditions adversely affected revenues by 1.5 percentage points. The implementation of expenditure, consistent with expectations, proves the government’s ability to meet spending targets set by the parliament”. Almost €2000 billion of debt France's Ministry of Finance criticised the debt-to-GDP ratio, and called for a change in the calculation. According to the INSEE, public debt was 93%, or €1925 billion, in 2013, a new record, and higher than the €1841 billion recorded in 2012. The French Ministry of Finance argues that this number should not include financial support provided to European states like Greece, Spain or Portugal. It should also exclude the contributions made to the European Stability Mechanism, the measure put in place to help ailing banks. When excluding financial support to troubled countries, and the capitalisation of the European Stability Mechanism, the debt ratio is 90.4% of GDP. The Minister of Economy highlights that “it would then be in line with government forecasts,” and effectively blames the EU for another French mishandling of public accounts. Socialist leaders in concerted push to relax EU budgetary constraints

Le Pen eyes VP role in new far-right EU Parliament group Brussels wages new battle against VAT fraud. ECB rate cut boosts Spanish, Italian yields Insurance companies push forward with European investment EU fines SIM card chip cartel €138 million UK government: Independent Scotland can't both rejoin the EU and keep the pound

French bosses rally around Juncker's 300 billion investment plan France is one of the countries of which the public debt exceeds economic convergence criteria set out by the Treaty of Maastricht, both in terms of annual deficit and total volume of debt. According to the treaty, public deficit should not exceed 3% of GDP, and public debt should be limited to 60% of GDP.Macroeconomic and public finance predictions for 2014-2017 should be provided to the parliament within the stability programme in mid-April and to the Commission before 30 April.The Juncker team revealed Ukraine to request NATO membership Putin: ‘I can take Kiev in two weeks if I want’ Britain handed climate and energy portfolio in draft Juncker Commission line-up Parliament reacts to Juncker’s plan to merge energy and climate portfolios Poroshenko: The EU's agenda now revolves around Ukraine Bildt slams Juncker over absence of enlargement portfolio Cyber threat now ‘real and growing’, EU official warns Commission cautiously welcomes news of Ukraine ‘ceasefire’ EU considers ban on Russian bond-buying as part of new sanctions package

Efficacité et Transparence des Acteurs Européens © 1999-2014 EurActiv.com PLC | Terms and Conditions...As history has shown, France is capable of the best and the worst, and often in short periods of time. On the day following Marine Le Pen's Front National victory in the European elections, however, France made a decisive contribution to the reinvention of a radical politics for the 21st century. On that day, the committee for a citizen's audit on the public debt issued a 30-page report on French public debt, its origins and evolution in the past decades. The report was written by a group of experts in public finances under the coordination of Michel Husson, one of France's finest critical economists. Its conclusion is straightforward: 60% of French public debt is illegitimate. Anyone who has read a newspaper in recent years knows how important debt is to contemporary politics. As David Graeber among others has shown, we live in debtocracies, not democracies. Debt, rather than popular will, is the governing principle of our societies, through the devastating austerity policies implemented in the name of debt reduction. Debt was also a triggering cause of the most innovative social movements in recent years, the Occupy movement. If it were shown that public debts were somehow illegitimate, that citizens had a right to demand a moratorium – and even the cancellation of part of these debts – the political implications would be huge. It is hard to think of an event that would transform social life as profoundly and rapidly as the emancipation of societies from the constraints of debt. And yet this is precisely what the French report aims to do. The audit is part of a wider movement of popular debt audits in more than 18 countries. Ecuador and Brazil have had theirs, the former at the initiative of Rafael Correa's government, the latter organised by civil society. European social movements have also put in place debt audits, especially in countries harder hit by the sovereign debt crisis, such as Greece and Spain. In Tunisia, the post-revolutionary government declared the debt taken out during Ben Ali's dictatorship an "odious" debt: one that served to enrich the clique in power, rather than improving the living conditions of the people. The report on French debt contains several key findings. Primarily, the rise in the state's debt in the past decades cannot be explained by an increase in public spending. The neoliberal argument in favour of austerity policies claims that debt is due to unreasonable public spending levels; that societies in general, and popular classes in particular, live above their means. This is plain false. In the past 30 years, from 1978 to 2012 more precisely, French public spending has in fact decreased by two GDP points. What, then, explains the rise in public debt? First, a fall in the tax revenues of the state. Massive tax reductions for the wealthy and big corporations have been carried out since 1980. In line with the neoliberal mantra, the purpose of these reductions was to favour investment and employment. Well, unemployment is at its highest today, whereas tax revenues have decreased by five points of GDP.The second factor is the increase in interest rates, especially in the 1990s. This increase favoured creditors and speculators, to the detriment of debtors. Instead of borrowing on financial markets at prohibitive interest rates, had the state financed itself by appealing to household savings and banks, and borrowed at historically normal rates, the public debt would be inferior to current levels by 29 GDP points. Tax reductions for the wealthy and interest rates increases are political decisions. What the audit shows is that public deficits do not just grow naturally out of the normal course of social life. They are deliberately inflicted on society by the dominant classes, to legitimise austerity policies that will allow the transfer of value from the working classes to the wealthy ones. A stunning finding of the report is that no one actually knows who holds the French debt. To finance its debt, the French state, like any other state, issues bonds, which are bought by a set of authorised banks. These banks then sell the bonds on the global financial markets. Who owns these titles is one of the world's best kept secrets. The state pays interests to the holders, so technically it could know who owns them. Yet a legally organised ignorance forbids the disclosure of the identity of the bond holders. This deliberate organisation of ignorance – agnotology – in neoliberal economies intentionally renders the state powerless, even when it could have the means to know and act. This is what permits tax evasion in its various forms – which last year cost about €50bn to European societies, and €17bn to France alone. Hence, the audit on the debt concludes, some 60% of the French public debt is illegitimate. An illegitimate debt is one that grew in the service of private interests, and not the wellbeing of the people. Therefore the French people have a right to demand a moratorium on the payment of the debt, and the cancellation of at least part of it. There is precedent for this: in 2008 Ecuador declared 70% of its debt illegitimate. The nascent global movement for debt audits may well contain the seeds of a new internationalism – an internationalism for today – in the working classes throughout the world. This is, among other things, a consequence of financialisation. Thus debt audits might provide a fertile ground for renewed forms of international mobilisations and solidarity.

This new internationalism could start with three easy steps. 1) Debt audits in all countries The crucial point is to demonstrate, as the French audit did, that debt is a political construction, that it doesn't just happen to societies when they supposedly live above their means. This is what justifies calling it illegitimate, and may lead to cancellation procedures. Audits on private debts are also possible, as the Chilean artist Francisco Tapia has recently shown by auditing student loans in an imaginative way. 2) The disclosure of the identity of debt holders A directory of creditors at national and international levels could be assembled. Not only would such a directory help fight tax evasion, it would also reveal that while the living conditions of the majority are worsening, a small group of individuals and financial institutions has consistently taken advantage of high levels of public indebtedness. Hence, it would reveal the political nature of debt. 3) The socialisation of the banking system The state should cease to borrow on financial markets, instead financing itself through households and banks at reasonable and controllable interest rates. The banks themselves should be put under the supervision of citizens' committees, hence rendering the audit on the debt permanent. In short, debt should be democratised. This, of course, is the harder part, where elements of socialism are introduced at the very core of the system. Yet, to counter the tyranny of debt on every aspect of our lives, there is no alternative.

+++ 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 McDonnell Douglas (now Boeing) T-45 Goshawk was a highly modified version of the BAe Hawk land-based training jet aircraft. Manufactured by McDonnell Douglas (now Boeing) and British Aerospace (now BAe Systems), the T-45 was used by the United States Navy and the United States Marine Corps (USMC) as an aircraft carrier-capable trainer.

The Goshawk's origins began in the mid-1970s, when the US Navy began looking for a single aircraft replacement for both its T-2 and TA-4 jet trainers. The US Navy started the VTXTS advanced trainer program in 1978. Several companies made submissions, e. g. North American or Northrop/Vought. Due to the size of the potential contract, European companies made submissions, too, including a navalized Alpha Jet from Dassault/Dornier and a fully carrier-capable version of the BAe Hawk Mk.60, mutually proposed by British Aerospace (BAe) and McDonnell Douglas (MDC). The latter eventually won the competition and BAe and MDC were awarded the T-45 contract in 1981.

The final delivery of the 246th T-45 airframe took place in November 2009, and both T-45 and the OA-45 "GosHog" are supposed to remain in service until 2035.

General characteristics:

Crew: 2 (pilot, observer)

Length: 39 ft 4 in (11.99 m)

Wingspan: 30 ft 10 in (9.39 m)

Height: 13 ft 5 in (4.08 m)

Wing area: 190.1 ft² (17.7 m²)

Empty weight: 10,403 lb (4,460 kg)

Max. takeoff weight: 14,081 lb (6,387 kg)

Powerplant:

1× Rolls-Royce Turbomeca F405-RR-401 (Adour) non-afterburning turbofan with 5,527 lbf (26 kN)

Performance:

Maximum speed: Mach 2 (2,204 km/h (1,190 kn; 1,370 mph) at high altitude

Combat radius: 800 km (497 mi, 432 nmi)

Ferry range: 3,200 km (1,983 mi) with drop tanks

Service ceiling: 15,240 m (50,000 ft)

Wing loading: 283 kg/m² (58 lb/ft²)

Thrust/weight: 0.97

Maximum g-load: +9 g

Armament:

No internal gun; seven external hardpoints (three on each wing and one under fuselage)

for a wide range of ordnance of up to 6,800 lb (3,085 kg), including up to six AIM-9 Sidewinder for

self-defense, pods with unguided rockets for target marking or ECM pods, but also offensive weapons

of up to 1.000 lb (454 kg) weight, including iron/cluster bombs and guided AGM-65, GBU-12 and -16.

The kit and its assembly:

This fictional T-45 variant is actually the result of a long idea evolution, and simply rooted in the idea of a dedicated OA-4M replacement for the USMC; in real life, the FFAC role has been transferred to F-18 two-seaters, though, but the T-45 appeared like a sound alternative to me.

There's only one T-45 kit available, a dubious T-45A from Italeri with poor wings and stabilizers. Wolfpack also offers a T-45, but it’s just a re-boxing of the Italeri kit with some PE parts and a price tag twice as big – but it does not mend the original kit’s issues… After reading the A-4 Skyhawk book from the French "Planes & Pilots" series, I was reminded of the USMC's special OA-4M FAC two-seaters (and the fact that it is available in kit form from Italeri and Hasegawa), and, cross-checking the real-world timeline of the T-45, I found that it could have been a suitable successor. The ide of the USMC’s OA-45 was born! :D

Building-wise the Italeri T-45 remained close to OOB, even though I transplanted several parts from an Italeri BAe Hawk Mk. 100 to create a different look. I modified the nose with the Mk. 100’s laser fairing and added some radar warning sensor bumps. This transplantation was not as easy as it might seem because the T-45’s nose is, due to the different and more massive front landing gear quite different from the Hawk’s. Took some major PSR to integrate the laser nose.

An ALR-45 “hot dog” fairing from a late A-4M (Italeri kit) was added to the fin, together with a small styrene wedge extending the fin’s leading edge. This small detail markedly changes the aircraft’s look. I furthermore added a refueling probe, scratched from coated wire and some white glue, as well as a low “camel back” fairing behind the cockpit, created from a streamlined bomb half with air outlets for an integrated heat exchanger. Blade antennae were relocated and added. A shallow bump for the Doppler radar was added under the fuselage behind the landing gear well – left over from an Airfix A-4B (from an Argentinian A-4P, to be correct, actually a dorsal fairing).

On the wings, a tailored pair of pylons and wing tip launch rails from the Italeri BAe Hawk Mk. 100 kit were added, too, as well as the donor kit’s pair of Sidewinders. The rest of the ordnance consists of drop tanks and LAU-19 pods for target marking missiles. The tanks were taken from the Hawk Mk. 100 kit, too, the rocket launchers came from an Italeri NATO aircraft weapons set. The centerline position carries an ALQ-131 ECM pod from a Hasegawa US aircraft weapons set on a pylon from the scrap box.

Painting and markings:

The low-viz idea prevailed, since I had some leftover OA-4M decals from Italeri kits in store, as well as some other suitable low-viz decals from a Revell A-4F kit. However, an all-grey livery was IMHO not enough, and when I came across a picture of a USN low-viz A-7E with an improvised desert camouflage in sand and reddish brown applied over the grey (even partly extending over its markings) from Operation Iraqi Freedom, I had that extra twist that would set the OA-45 apart. MALS-13 was chosen as operator because I had matching codes, and, as another benefit, the unit had actually been deployed overseas during the 2003 Iraq War, so that the whif’’s time frame was easily settled, adding to its credibility.

The livery was built up just like on the real aircraft: on top of a basic scheme in FS 36320 and 36375 (Humbrol 128 and 127) with a slightly darker anti-glare panel in front of the cockpit (FS 35237, I used Revell 57 as a slightly paler alternative) I applied the low-viz marking decals, which were protected with a coat of acrylic varnish. Next, additional desert camouflage was added with dry-brushed sand and millitary brown (supposedly FS 33711 and 30400 in real life, I used, after consulting pictures of aircraft from both Gulf Wars, Humbrol 103 (Cream) and 234 (Dark Flesh). They were applied with a kind of a dry-brushing technique, for a streaky and worn look, leaving out the codes and other markings. The pattern itself was inspired by an USMC OV-10 Bronco in desert camouflage from the 1st Gulf War.

On top of that a black ink washing was applied. Once things had thoroughly dried over night, I wet-sanded the additional desert camouflage away, carefully from front to back, so that the edges became blurred and the underlying grey became visible again.

The cockpit interior was painted in standard Dark Gull Grey (Humbrol 140), while the air intakes and the landing gear became white, the latter with red trim on the covers’ edges – just standard. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

The upgraded T-45 is an interesting result. The add-ons suit the aircraft, which already looks sturdier than its land-based ancestor, well. The improvised desert paint scheme with the additional two-tone camouflage over the pale grey base really makes the aircraft an unusual sight, adding to its credibility.

Hardware-wise I am really happy how the added dorsal hump blends into the overall lines – in a profile view it extends the canopy’s curve and blends into the fin, much like the A-4F/M’s arrangement. And the modified fin yields a very different look, even though not much was changed. The T-45 looks much beefier now, and from certain angles really reminds of the OA-4M and sometimes even of a diminutive Su-25?

+++ 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 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 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 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 on historical facts. BEWARE!

Some background:

The Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.

No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).

General characteristics:

Crew: Two: pilot, observer/systems operator

Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer

Wingspan: 42 ft 0 in (12.8 m)

Height: 12 ft 8 in (3.86 m)

Wing area: 330 sq. ft (30.65 m²)

Empty weight: 12,054 lb (5,467 kg)

Loaded weight: 15,544 lb (7,051 kg)

Max. takeoff weight: 18,109 lb (8,214 kg)

Powerplant:

2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each

Performance:

Never exceed speed: 450 mph (390 knots, 724 km/h)

Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)

Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)

Stall speed: 84 mph (73 knots, 135 km/h)

Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)

Service ceiling: 25,000 ft (7,620 m)

Rate of climb: 3,450 ft/min (17.5 m/s)

Armament:

A total of eight external hardpoints (two ventral, three under each outer wing)

for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the

ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;

Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.

The kit and its assembly:

This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.

However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.

The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.

When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.

Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.

Painting and markings:

For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.

A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).

The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.

The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.

+++ 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 Mikoyan-Gurevich MiG-19 (NATO reporting name: "Farmer") was a Soviet second-generation, single-seat, twin jet-engine fighter aircraft. It was the first Soviet production aircraft capable of supersonic speeds in level flight. A comparable U.S. "Century Series" fighter was the North American F-100 Super Sabre, although the MiG-19 would primarily oppose the more modern McDonnell Douglas F-4 Phantom II and Republic F-105 Thunderchief over North Vietnam. Furthermore, the North American YF-100 Super Sabre prototype appeared approximately one year after the MiG-19, making the MiG-19 the first operational supersonic jet in the world.

With the advent of the MiG-21, though, their career did not last long. Even though many machines were updated to carry the K-13 (the IR-guided AA-2 "Atoll") as well as the improved K-55 AAMs, with no change of the type’s designation, most MiG-19bis were already phased out towards the late 1960s and quickly replaced by 2nd generation MiG-21s as well as heavier and more capable Suchoj interceptors like the Su-9, -11 and -15. By 1972, all MiG-19bis had been retired.

General characteristics:

Crew: 1

Length: 13.54 m (44 ft 4 in), fuselage only with shock cone in forward position

15.48 m (50 8 ½ in) including pitot

Wingspan: 9 m (29 ft 6 in)

Height: 3.8885 m (12 ft 9 in)

Wing area: 25 m² (269 ft²)

Empty weight: 5,210 kg (11,475 lb)

Loaded weight: 7,890 kg (17,380 lb)

Max. takeoff weight: 9,050 kg (19,935 lb)

Fuel capacity: 2,450 l (556 imp gal; 647 US gal) internal;

plus 760 l (170 imp gal; 200 US gal) with 2 drop tanks

Powerplant:

2× Sorokin R3M-26 turbojets, rated at 37.2 kN (8,370 lbf) thrust each with afterburning

Performance:

Maximum speed: 1,380km/h at sea level (Mach=1.16)

1,850km/h at 12,000m (Mach=1.8)

Range: 1,250 km (775 mi; 750 nmi) at 14,000 m (45,000 ft) with 2 × 490 l drop tanks

Combat range: 500 km (312 mi; 270 nmi)

Ferry range: 2,000 km (1,242 mi; 690 nmi)

Service ceiling: 19,750 m (64,690 ft)

Rate of climb: 180 m/s (35,000 ft/min)

Wing loading: 353.3 kg/m² (72.4 lb/ft²)

Thrust/weight: 0.86

Armament:

No internal guns.

4× underwing pylons; typically, a pair of PTB-490 drop tanks were carried on the outer pylon pair,

plus a pair of air-to air missiles on the inner pair: initially two radar-guided Kaliningrad K-5M (RS-2US)

AAMs, later two radar-guided K-55 or IR-guided Vympel K-13 (AA-2 'Atoll') AAMs

The kit and its assembly:

Another submission for the 2018 Cold War Group Build at whatifmodelers.com, and again the opportunity to build a whiffy model from the project list. But it’s as fictional as one might think, since the SM-12 line of experimental “hybrid” fighters between the MiG-19 and the MiG-21 was real. But none of these aircraft ever made it into serial production, and in real life the MiG-21 showed so much potential that the attempts to improve the MiG-19 were stopped and no operational fighter entered production or service.

However, the SM-12, with its elongated nose and the central shock cone, makes a nice model subject, and I imagined what a service aircraft might have looked like? It would IMHO have been close, if not identical, to the SM-12PM, since this was the most refined pure jet fighter in the development family.

The basis for the build was a (dead cheap) Mastercraft MiG-19, which is a re-edition of the venerable Kovozávody Prostějov (KP) kit – as a tribute to modern tastes, it comes with (crudely) engraved panel, but it has a horrible fit all over. For instance, there was a 1mm gap between the fuselage and the right wing, the wing halves’ outlines did not match at all and it is questionable if the canopy actually belongs to the kit at all? PSR everywhere. I also had a Plastyk version of this kit on the table some time ago, but it was of a much better quality! O.K., the Mastercraft kit comes cheap, but it’s, to be honest, not a real bargain.

Even though the result would not be crisp I did some mods and changes. Internally, a cockpit tub was implanted (OOB there’s just a wacky seat hanging in mid air) plus some serious lead weight in the nose section for a proper stance.

On the outside, the new air intake is the most obvious change. I found a Su-17 intake (from a Mastercraft kit, too) and used a piece from a Matchbox B-17G’s dorsal turret to elongate the nose – it had an almost perfect diameter and a mildly conical shape. Some massive PSR work was necessary to blend the parts together, though.

The tail received new jet nozzles, scratched from steel needle protection covers, and the tail fairing was adjusted according to the real SM-12’s shape.

Ordnance was adapted, too: the drop tanks come from a Mastercraft MiG-21, and these supersonic PTB-490 tanks were indeed carried by the real SM-12 prototypes because the uprated engines were very thirsty and the original, teardrop-shaped MiG-19 tanks simply too draggy for the much faster SM-12. As a side note, the real SM-12’s short range was one of the serious factors that prevented the promising type’s production in real life. In order to overcome the poor range weakness I added an enlarged spine (half of a drop tank), inspired by the MiG-21 SMT, that would house an additional internal fuel tank.

The R2-SU/K-5 AAMs come from a vintage Mastercraft Soviet aircraft weapon set, which carries a pair of these 1st generation AAMs. While the molds seem to be a bit soft, the missiles look pretty convincing. Their pylons were taken from the kit (OOB they carry unguided AAM pods and are placed behind the main landing gear wells), just reversed and placed on the wings’ leading edges – similar to the real SM-12’s arrangement.

Painting and markings:

No surprises. In the Sixties, any PVO aircraft was left in bare metal, so there was hardly an alternative to a NMF finish.

Painting started with an all-over coat with acrylic Revell 99 (Aluminum), just the spine tank became light grey (Revell 371) for some contrast, and I painted some di-electric covers in a deep green (Revell 48).

The cockpit interior was painted with a bright mix of Revell 55 and some 48, while the landing gear wells and the back section of the cockpit were painted in a bluish grey (Revell 57).

The landing gear was painted in Steel (unpolished Modelmaster metallizer) and received classic, bright green wheel discs (Humbrol 2). As a small, unusual highlight the pitot boom under the chin received red and white stripes – seen on occasional MiG-19S fighters in Soviet service, and the anti-flutter booms on the stabilizers became bright red, too.

After the basic painting was done the kit received a black ink wash. Once this had dried and wiped off with a soft cotton cloth, post shading with various metallizer tones was added in order to liven up the uniform aircraft (including Humbrol’s matt and polished aluminum, and the exhaust section was treated with steel). Some panel lines were emphasized with a thin pencil.

Decals were puzzled together from various sources, a Guards badge and a few Russian stencils were added, too. Finally, the kit was sealed with a coat of sheen acrylic varnish (a 2:1 mix of Italeri matt and semi-gloss varnish).

The K-5 missiles, last but not least, were painted in aluminum, too, but their end caps (both front and tail section) became off-white.

The Mastercraft kit on which this conversion was based is crude, so I did not have high expectations concerning the outcome. But the new nose blends nicely into the MiG-19 fuselage, and the wide spine is a subtle detail that makes the aircraft look more “beefy” and less MiG-19-ish. The different drop tanks – even though they are authentic – visually add further speed. And despite many flaws, I am quite happy with the result of roundabout a week’s work.

+++ 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 McDonnell Douglas (now Boeing) T-45 Goshawk was a highly modified version of the BAe Hawk land-based training jet aircraft. Manufactured by McDonnell Douglas (now Boeing) and British Aerospace (now BAe Systems), the T-45 was used by the United States Navy and the United States Marine Corps (USMC) as an aircraft carrier-capable trainer.

The Goshawk's origins began in the mid-1970s, when the US Navy began looking for a single aircraft replacement for both its T-2 and TA-4 jet trainers. The US Navy started the VTXTS advanced trainer program in 1978. Several companies made submissions, e. g. North American or Northrop/Vought. Due to the size of the potential contract, European companies made submissions, too, including a navalized Alpha Jet from Dassault/Dornier and a fully carrier-capable version of the BAe Hawk Mk.60, mutually proposed by British Aerospace (BAe) and McDonnell Douglas (MDC). The latter eventually won the competition and BAe and MDC were awarded the T-45 contract in 1981.

The final delivery of the 246th T-45 airframe took place in November 2009, and both T-45 and the OA-45 "GosHog" are supposed to remain in service until 2035.

General characteristics:

Crew: 2 (pilot, observer)

Length: 39 ft 4 in (11.99 m)

Wingspan: 30 ft 10 in (9.39 m)

Height: 13 ft 5 in (4.08 m)

Wing area: 190.1 ft² (17.7 m²)

Empty weight: 10,403 lb (4,460 kg)

Max. takeoff weight: 14,081 lb (6,387 kg)

Powerplant:

1× Rolls-Royce Turbomeca F405-RR-401 (Adour) non-afterburning turbofan with 5,527 lbf (26 kN)

Performance:

Maximum speed: Mach 2 (2,204 km/h (1,190 kn; 1,370 mph) at high altitude

Combat radius: 800 km (497 mi, 432 nmi)

Ferry range: 3,200 km (1,983 mi) with drop tanks

Service ceiling: 15,240 m (50,000 ft)

Wing loading: 283 kg/m² (58 lb/ft²)

Thrust/weight: 0.97

Maximum g-load: +9 g

Armament:

No internal gun; seven external hardpoints (three on each wing and one under fuselage)

for a wide range of ordnance of up to 6,800 lb (3,085 kg), including up to six AIM-9 Sidewinder for

self-defense, pods with unguided rockets for target marking or ECM pods, but also offensive weapons

of up to 1.000 lb (454 kg) weight, including iron/cluster bombs and guided AGM-65, GBU-12 and -16.

The kit and its assembly:

This fictional T-45 variant is actually the result of a long idea evolution, and simply rooted in the idea of a dedicated OA-4M replacement for the USMC; in real life, the FFAC role has been transferred to F-18 two-seaters, though, but the T-45 appeared like a sound alternative to me.

There's only one T-45 kit available, a dubious T-45A from Italeri with poor wings and stabilizers. Wolfpack also offers a T-45, but it’s just a re-boxing of the Italeri kit with some PE parts and a price tag twice as big – but it does not mend the original kit’s issues… After reading the A-4 Skyhawk book from the French "Planes & Pilots" series, I was reminded of the USMC's special OA-4M FAC two-seaters (and the fact that it is available in kit form from Italeri and Hasegawa), and, cross-checking the real-world timeline of the T-45, I found that it could have been a suitable successor. The ide of the USMC’s OA-45 was born! :D

Building-wise the Italeri T-45 remained close to OOB, even though I transplanted several parts from an Italeri BAe Hawk Mk. 100 to create a different look. I modified the nose with the Mk. 100’s laser fairing and added some radar warning sensor bumps. This transplantation was not as easy as it might seem because the T-45’s nose is, due to the different and more massive front landing gear quite different from the Hawk’s. Took some major PSR to integrate the laser nose.

An ALR-45 “hot dog” fairing from a late A-4M (Italeri kit) was added to the fin, together with a small styrene wedge extending the fin’s leading edge. This small detail markedly changes the aircraft’s look. I furthermore added a refueling probe, scratched from coated wire and some white glue, as well as a low “camel back” fairing behind the cockpit, created from a streamlined bomb half with air outlets for an integrated heat exchanger. Blade antennae were relocated and added. A shallow bump for the Doppler radar was added under the fuselage behind the landing gear well – left over from an Airfix A-4B (from an Argentinian A-4P, to be correct, actually a dorsal fairing).

On the wings, a tailored pair of pylons and wing tip launch rails from the Italeri BAe Hawk Mk. 100 kit were added, too, as well as the donor kit’s pair of Sidewinders. The rest of the ordnance consists of drop tanks and LAU-19 pods for target marking missiles. The tanks were taken from the Hawk Mk. 100 kit, too, the rocket launchers came from an Italeri NATO aircraft weapons set. The centerline position carries an ALQ-131 ECM pod from a Hasegawa US aircraft weapons set on a pylon from the scrap box.

Painting and markings:

The low-viz idea prevailed, since I had some leftover OA-4M decals from Italeri kits in store, as well as some other suitable low-viz decals from a Revell A-4F kit. However, an all-grey livery was IMHO not enough, and when I came across a picture of a USN low-viz A-7E with an improvised desert camouflage in sand and reddish brown applied over the grey (even partly extending over its markings) from Operation Iraqi Freedom, I had that extra twist that would set the OA-45 apart. MALS-13 was chosen as operator because I had matching codes, and, as another benefit, the unit had actually been deployed overseas during the 2003 Iraq War, so that the whif’’s time frame was easily settled, adding to its credibility.

The livery was built up just like on the real aircraft: on top of a basic scheme in FS 36320 and 36375 (Humbrol 128 and 127) with a slightly darker anti-glare panel in front of the cockpit (FS 35237, I used Revell 57 as a slightly paler alternative) I applied the low-viz marking decals, which were protected with a coat of acrylic varnish. Next, additional desert camouflage was added with dry-brushed sand and millitary brown (supposedly FS 33711 and 30400 in real life, I used, after consulting pictures of aircraft from both Gulf Wars, Humbrol 103 (Cream) and 234 (Dark Flesh). They were applied with a kind of a dry-brushing technique, for a streaky and worn look, leaving out the codes and other markings. The pattern itself was inspired by an USMC OV-10 Bronco in desert camouflage from the 1st Gulf War.

On top of that a black ink washing was applied. Once things had thoroughly dried over night, I wet-sanded the additional desert camouflage away, carefully from front to back, so that the edges became blurred and the underlying grey became visible again.

The cockpit interior was painted in standard Dark Gull Grey (Humbrol 140), while the air intakes and the landing gear became white, the latter with red trim on the covers’ edges – just standard. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

The upgraded T-45 is an interesting result. The add-ons suit the aircraft, which already looks sturdier than its land-based ancestor, well. The improvised desert paint scheme with the additional two-tone camouflage over the pale grey base really makes the aircraft an unusual sight, adding to its credibility.

Hardware-wise I am really happy how the added dorsal hump blends into the overall lines – in a profile view it extends the canopy’s curve and blends into the fin, much like the A-4F/M’s arrangement. And the modified fin yields a very different look, even though not much was changed. The T-45 looks much beefier now, and from certain angles really reminds of the OA-4M and sometimes even of a diminutive Su-25?

+++ 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 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 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 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.

" ' Je ne suis pas capable', Ca ne se dit pas en canadien"

Copyright 2009 M. Fleur-Ange Lamothe

MetalCraft Marine FireStorm 50 for Camden New Jersey

The “George M. Jackson” is a one of a kind, “State of the Art” 50 ft CBRNE* Fire/Rescue Vessel capable of responding to a multitude of incidents including natural disasters, catastrophic and simple emergencies as well as incidents involving terrorism.

The vessel is jet driven, powered by triple C-13, 750 HP Iveco Diesel Engines and triple Hamilton 364 Jets that can achieve speeds over 43 knots. The jet concept allows for outstanding maneuverability and allows for safe, shallow draft operations. The vessel is able to pump over 11,000 gallons of water per minute utilizing triple Hale Fire Pumps.

The navigation and communication suite are the latest in technology and has been designed to be easily upgraded to meet the dynamic and rapidly evolving nature of the industry. In addition to the vessels Command & Control platform capabilities it can support full dive rescue and recovery operations, hazardous material mitigation, firefighting foam application, FLIR Thermal Imaging for Search & Rescue, an ice belt and reinforced hull for winter operations, a decontamination chamber and a pressure sealed cabin.

The vessel will serve as a local and regional multi-mission, all hazards resource covering a vast geographic range, primarily serving the Delaware River, Delaware Bay and up to 50 nautical miles off-shore. The vessel has a service expectancy of 30+ years.

About George M. Jackson:

George Malcolm Jackson was born on February 21, 1939. While fighting a fire on Sunday October 21, 1990 he was tragically injured in the line of duty after 23 years of service. On March 7, 2006 he peacefully succumbed to those injuries and went home to be with the Lord. On this day Saturday December 17, 2011 George is once again be called upon to serve the City of Camden & the United States of America in this new post 911 age in the battle against terrorism and to preserve the freedoms as Americans we all share today.

+++ 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 Grumman Mohawk began as a joint Army-Marine program through the then-Navy Bureau of Aeronautics (BuAer), for an observation/attack plane that would outperform the light and vulnerable Cessna L-19 Bird Dog. In June 1956, the Army issued Type Specification TS145, which called for the development and procurement of a two-seat, twin turboprop aircraft designed to operate from small, unimproved fields under all weather conditions. It would be faster, with greater firepower, and heavier armor than the Bird Dog, which had proved very vulnerable during the Korean War.

No OV-1G was lost during the type’s career in Luftwaffe service, and after the end of the airframes’ service life, all five German OV-1Gs were scrapped in 2011. There was, due to worsening budget restraints, no direct successor, even though the maritime surveillance duties were taken over by Dornier Do 228/NGs operated by the German Marineflieger (naval air arm).

General characteristics:

Crew: Two: pilot, observer/systems operator

Length: 44 ft 4 in (13.53 m) overall with FLIR sensor and IR jammer

Wingspan: 42 ft 0 in (12.8 m)

Height: 12 ft 8 in (3.86 m)

Wing area: 330 sq. ft (30.65 m²)

Empty weight: 12,054 lb (5,467 kg)

Loaded weight: 15,544 lb (7,051 kg)

Max. takeoff weight: 18,109 lb (8,214 kg)

Powerplant:

2× Lycoming T53-L-701 turboprops, 1,400 shp (1,044 kW) each

Performance:

Never exceed speed: 450 mph (390 knots, 724 km/h)

Maximum speed: 305 mph (265 knots, 491 km/h) at 10,000 ft (3,050 m)

Cruise speed: 207 mph (180 knots, 334 km/h) (econ cruise)

Stall speed: 84 mph (73 knots, 135 km/h)

Range: 944 mi (820 nmi, 1,520 km) (SLAR mission)

Service ceiling: 25,000 ft (7,620 m)

Rate of climb: 3,450 ft/min (17.5 m/s)

Armament:

A total of eight external hardpoints (two ventral, three under each outer wing)

for external loads; the wing hardpoints were typically occupied with ELINT sensor pods, while the

ventral hardpoints frequently carried 300 l drop tanks to extend loiter time and range;

Typically, no offensive armament was carried, even though bombs or gun/missile pods were possible.

The kit and its assembly:

This build became a submission to the “Reconnaissance” Group Build at whatifmodellers.com in July 2021, and it spins further real-world events. Germany actually tested two OV-1s in the Sixties (by the German Army/Bundesheer, not by the air force), but the type was not procured or operated. The test aircraft carried a glossy, olive drab livery (US standard, I think) with German national markings.

However, having a vintage Hasegawa OV-1A in the stash, I wondered what an operational German OV-1 might have looked like, especially if it had been operated into the Eighties and beyond, in the contemporary Norm 83 paint scheme? This led to this purely fictional OV-1G.

The kit was mostly built OOB, and the building experience was rather so-so – after all, it’s a pretty old mold/boxing (in my case the Hasegawa/Hales kit is from 1978, the mold is from 1968!). Just a few things were modified/added in order to tweak the standard, short-winged OV-1A into something more modern and sophisticated.

When searching for a solution to mount some ELINT sensor arrays, I did not want to copy the OV-1B’s characteristic offset, ventral SLAR fairing. I rather settled for the late RV-1D’s solution with sensor pods under the outer wings. Unfortunately, the OV-1A kit came with the type’s original short wings, so that the pods had to occupy the inner underwing pair of hardpoints. The pods were scratched from square styrene profiles and putty, so that they received a unique look. The Mohawk’s pair of ventral hardpoints were mounted, but – after considering some drop tanks or an ECM pod there - left empty, so that the field of view for the ventral panoramic camera would not be obscured.

Other small additions are some radar warning sensor bumps on the nose, some extra antennae, a shallow bulge for the MIDS antenna on the spine, the FLIR turret on the nose (with parts from an Italeri AH-1 and a Kangnam Yak-38!), and I added a tail stinger for a retrofitted (scratched) IR decoy device, inspired by the American AN/ALG-147. This once was a Matchbox SNEB unguided missile pod.

Painting and markings:

For the intended era, the German Norm 83 paint scheme, which is still in use today on several Luftwaffe types like the Transall, PAH-2 or CH-53, appeared like a natural choice. It’s a tri-color wraparound scheme, consisting of RAL 6003 (Olivgrün), FS 34097 (Forest Green) and RAL 7021 (Teerschwarz). The paints I used are Humbrol 86 (which is supposed to be a WWI version of RAL 6003, it lacks IMHO yellow but has good contrast to the other tones), Humbrol 116 and Revell 9. The pattern itself was adapted from the German Luftwaffe’s Dornier Do 28D “Skyservants” with Norm 83 camouflage, because of the type’s similar outlines.

A black ink washing was applied for light weathering, plus some post-shading of panels with lighter shades of the basic camouflage tones for a more plastic look. The cockpit interior was painted in light grey (Humbrol 167), while the landing gear and the interior of the air brakes became white. The scratched SLAR pods became light grey, with flat di-electric panels in medium grey (created with decal material).

The cockpit interior was painted in a rather light grey (Humbrol 167), the pilots received typical olive drab Luftwaffe overalls, one with a white “bone dome” and the other with a more modern light grey helmet.

The decals were improvised. National markings and tactical codes came from TL Modellbau sheets, the AG 51 emblems were taken from a Hasegawa RF-4E sheet. The black walkways were taken from the Mohak’s OOB sheet, the black de-icer leading edges on wings and tail were created with generic black decal material. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

An interesting result, and the hybrid paint scheme with the additional desert camouflage really makes the aircraft an unusual sight, adding to its credibility.

+++ 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 McDonnell Douglas (now Boeing) T-45 Goshawk was a highly modified version of the BAe Hawk land-based training jet aircraft. Manufactured by McDonnell Douglas (now Boeing) and British Aerospace (now BAe Systems), the T-45 was used by the United States Navy and the United States Marine Corps (USMC) as an aircraft carrier-capable trainer.

The Goshawk's origins began in the mid-1970s, when the US Navy began looking for a single aircraft replacement for both its T-2 and TA-4 jet trainers. The US Navy started the VTXTS advanced trainer program in 1978. Several companies made submissions, e. g. North American or Northrop/Vought. Due to the size of the potential contract, European companies made submissions, too, including a navalized Alpha Jet from Dassault/Dornier and a fully carrier-capable version of the BAe Hawk Mk.60, mutually proposed by British Aerospace (BAe) and McDonnell Douglas (MDC). The latter eventually won the competition and BAe and MDC were awarded the T-45 contract in 1981.

The final delivery of the 246th T-45 airframe took place in November 2009, and both T-45 and the OA-45 "GosHog" are supposed to remain in service until 2035.

General characteristics:

Crew: 2 (pilot, observer)

Length: 39 ft 4 in (11.99 m)

Wingspan: 30 ft 10 in (9.39 m)

Height: 13 ft 5 in (4.08 m)

Wing area: 190.1 ft² (17.7 m²)

Empty weight: 10,403 lb (4,460 kg)

Max. takeoff weight: 14,081 lb (6,387 kg)

Powerplant:

1× Rolls-Royce Turbomeca F405-RR-401 (Adour) non-afterburning turbofan with 5,527 lbf (26 kN)

Performance:

Maximum speed: Mach 2 (2,204 km/h (1,190 kn; 1,370 mph) at high altitude

Combat radius: 800 km (497 mi, 432 nmi)

Ferry range: 3,200 km (1,983 mi) with drop tanks

Service ceiling: 15,240 m (50,000 ft)

Wing loading: 283 kg/m² (58 lb/ft²)

Thrust/weight: 0.97

Maximum g-load: +9 g

Armament:

No internal gun; seven external hardpoints (three on each wing and one under fuselage)

for a wide range of ordnance of up to 6,800 lb (3,085 kg), including up to six AIM-9 Sidewinder for

self-defense, pods with unguided rockets for target marking or ECM pods, but also offensive weapons

of up to 1.000 lb (454 kg) weight, including iron/cluster bombs and guided AGM-65, GBU-12 and -16.

The kit and its assembly:

This fictional T-45 variant is actually the result of a long idea evolution, and simply rooted in the idea of a dedicated OA-4M replacement for the USMC; in real life, the FFAC role has been transferred to F-18 two-seaters, though, but the T-45 appeared like a sound alternative to me.

There's only one T-45 kit available, a dubious T-45A from Italeri with poor wings and stabilizers. Wolfpack also offers a T-45, but it’s just a re-boxing of the Italeri kit with some PE parts and a price tag twice as big – but it does not mend the original kit’s issues… After reading the A-4 Skyhawk book from the French "Planes & Pilots" series, I was reminded of the USMC's special OA-4M FAC two-seaters (and the fact that it is available in kit form from Italeri and Hasegawa), and, cross-checking the real-world timeline of the T-45, I found that it could have been a suitable successor. The ide of the USMC’s OA-45 was born! :D

Building-wise the Italeri T-45 remained close to OOB, even though I transplanted several parts from an Italeri BAe Hawk Mk. 100 to create a different look. I modified the nose with the Mk. 100’s laser fairing and added some radar warning sensor bumps. This transplantation was not as easy as it might seem because the T-45’s nose is, due to the different and more massive front landing gear quite different from the Hawk’s. Took some major PSR to integrate the laser nose.

An ALR-45 “hot dog” fairing from a late A-4M (Italeri kit) was added to the fin, together with a small styrene wedge extending the fin’s leading edge. This small detail markedly changes the aircraft’s look. I furthermore added a refueling probe, scratched from coated wire and some white glue, as well as a low “camel back” fairing behind the cockpit, created from a streamlined bomb half with air outlets for an integrated heat exchanger. Blade antennae were relocated and added. A shallow bump for the Doppler radar was added under the fuselage behind the landing gear well – left over from an Airfix A-4B (from an Argentinian A-4P, to be correct, actually a dorsal fairing).

On the wings, a tailored pair of pylons and wing tip launch rails from the Italeri BAe Hawk Mk. 100 kit were added, too, as well as the donor kit’s pair of Sidewinders. The rest of the ordnance consists of drop tanks and LAU-19 pods for target marking missiles. The tanks were taken from the Hawk Mk. 100 kit, too, the rocket launchers came from an Italeri NATO aircraft weapons set. The centerline position carries an ALQ-131 ECM pod from a Hasegawa US aircraft weapons set on a pylon from the scrap box.

Painting and markings:

The low-viz idea prevailed, since I had some leftover OA-4M decals from Italeri kits in store, as well as some other suitable low-viz decals from a Revell A-4F kit. However, an all-grey livery was IMHO not enough, and when I came across a picture of a USN low-viz A-7E with an improvised desert camouflage in sand and reddish brown applied over the grey (even partly extending over its markings) from Operation Iraqi Freedom, I had that extra twist that would set the OA-45 apart. MALS-13 was chosen as operator because I had matching codes, and, as another benefit, the unit had actually been deployed overseas during the 2003 Iraq War, so that the whif’’s time frame was easily settled, adding to its credibility.

The livery was built up just like on the real aircraft: on top of a basic scheme in FS 36320 and 36375 (Humbrol 128 and 127) with a slightly darker anti-glare panel in front of the cockpit (FS 35237, I used Revell 57 as a slightly paler alternative) I applied the low-viz marking decals, which were protected with a coat of acrylic varnish. Next, additional desert camouflage was added with dry-brushed sand and millitary brown (supposedly FS 33711 and 30400 in real life, I used, after consulting pictures of aircraft from both Gulf Wars, Humbrol 103 (Cream) and 234 (Dark Flesh). They were applied with a kind of a dry-brushing technique, for a streaky and worn look, leaving out the codes and other markings. The pattern itself was inspired by an USMC OV-10 Bronco in desert camouflage from the 1st Gulf War.

On top of that a black ink washing was applied. Once things had thoroughly dried over night, I wet-sanded the additional desert camouflage away, carefully from front to back, so that the edges became blurred and the underlying grey became visible again.

The cockpit interior was painted in standard Dark Gull Grey (Humbrol 140), while the air intakes and the landing gear became white, the latter with red trim on the covers’ edges – just standard. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

The upgraded T-45 is an interesting result. The add-ons suit the aircraft, which already looks sturdier than its land-based ancestor, well. The improvised desert paint scheme with the additional two-tone camouflage over the pale grey base really makes the aircraft an unusual sight, adding to its credibility.

Hardware-wise I am really happy how the added dorsal hump blends into the overall lines – in a profile view it extends the canopy’s curve and blends into the fin, much like the A-4F/M’s arrangement. And the modified fin yields a very different look, even though not much was changed. The T-45 looks much beefier now, and from certain angles really reminds of the OA-4M and sometimes even of a diminutive Su-25?

+++ 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 McDonnell Douglas (now Boeing) T-45 Goshawk was a highly modified version of the BAe Hawk land-based training jet aircraft. Manufactured by McDonnell Douglas (now Boeing) and British Aerospace (now BAe Systems), the T-45 was used by the United States Navy and the United States Marine Corps (USMC) as an aircraft carrier-capable trainer.

The Goshawk's origins began in the mid-1970s, when the US Navy began looking for a single aircraft replacement for both its T-2 and TA-4 jet trainers. The US Navy started the VTXTS advanced trainer program in 1978. Several companies made submissions, e. g. North American or Northrop/Vought. Due to the size of the potential contract, European companies made submissions, too, including a navalized Alpha Jet from Dassault/Dornier and a fully carrier-capable version of the BAe Hawk Mk.60, mutually proposed by British Aerospace (BAe) and McDonnell Douglas (MDC). The latter eventually won the competition and BAe and MDC were awarded the T-45 contract in 1981.

The final delivery of the 246th T-45 airframe took place in November 2009, and both T-45 and the OA-45 "GosHog" are supposed to remain in service until 2035.

General characteristics:

Crew: 2 (pilot, observer)

Length: 39 ft 4 in (11.99 m)

Wingspan: 30 ft 10 in (9.39 m)

Height: 13 ft 5 in (4.08 m)

Wing area: 190.1 ft² (17.7 m²)

Empty weight: 10,403 lb (4,460 kg)

Max. takeoff weight: 14,081 lb (6,387 kg)

Powerplant:

1× Rolls-Royce Turbomeca F405-RR-401 (Adour) non-afterburning turbofan with 5,527 lbf (26 kN)

Performance:

Maximum speed: Mach 2 (2,204 km/h (1,190 kn; 1,370 mph) at high altitude

Combat radius: 800 km (497 mi, 432 nmi)

Ferry range: 3,200 km (1,983 mi) with drop tanks

Service ceiling: 15,240 m (50,000 ft)

Wing loading: 283 kg/m² (58 lb/ft²)

Thrust/weight: 0.97

Maximum g-load: +9 g

Armament:

No internal gun; seven external hardpoints (three on each wing and one under fuselage)

for a wide range of ordnance of up to 6,800 lb (3,085 kg), including up to six AIM-9 Sidewinder for

self-defense, pods with unguided rockets for target marking or ECM pods, but also offensive weapons

of up to 1.000 lb (454 kg) weight, including iron/cluster bombs and guided AGM-65, GBU-12 and -16.

The kit and its assembly:

This fictional T-45 variant is actually the result of a long idea evolution, and simply rooted in the idea of a dedicated OA-4M replacement for the USMC; in real life, the FFAC role has been transferred to F-18 two-seaters, though, but the T-45 appeared like a sound alternative to me.

There's only one T-45 kit available, a dubious T-45A from Italeri with poor wings and stabilizers. Wolfpack also offers a T-45, but it’s just a re-boxing of the Italeri kit with some PE parts and a price tag twice as big – but it does not mend the original kit’s issues… After reading the A-4 Skyhawk book from the French "Planes & Pilots" series, I was reminded of the USMC's special OA-4M FAC two-seaters (and the fact that it is available in kit form from Italeri and Hasegawa), and, cross-checking the real-world timeline of the T-45, I found that it could have been a suitable successor. The ide of the USMC’s OA-45 was born! :D

Building-wise the Italeri T-45 remained close to OOB, even though I transplanted several parts from an Italeri BAe Hawk Mk. 100 to create a different look. I modified the nose with the Mk. 100’s laser fairing and added some radar warning sensor bumps. This transplantation was not as easy as it might seem because the T-45’s nose is, due to the different and more massive front landing gear quite different from the Hawk’s. Took some major PSR to integrate the laser nose.

An ALR-45 “hot dog” fairing from a late A-4M (Italeri kit) was added to the fin, together with a small styrene wedge extending the fin’s leading edge. This small detail markedly changes the aircraft’s look. I furthermore added a refueling probe, scratched from coated wire and some white glue, as well as a low “camel back” fairing behind the cockpit, created from a streamlined bomb half with air outlets for an integrated heat exchanger. Blade antennae were relocated and added. A shallow bump for the Doppler radar was added under the fuselage behind the landing gear well – left over from an Airfix A-4B (from an Argentinian A-4P, to be correct, actually a dorsal fairing).

On the wings, a tailored pair of pylons and wing tip launch rails from the Italeri BAe Hawk Mk. 100 kit were added, too, as well as the donor kit’s pair of Sidewinders. The rest of the ordnance consists of drop tanks and LAU-19 pods for target marking missiles. The tanks were taken from the Hawk Mk. 100 kit, too, the rocket launchers came from an Italeri NATO aircraft weapons set. The centerline position carries an ALQ-131 ECM pod from a Hasegawa US aircraft weapons set on a pylon from the scrap box.

Painting and markings:

The low-viz idea prevailed, since I had some leftover OA-4M decals from Italeri kits in store, as well as some other suitable low-viz decals from a Revell A-4F kit. However, an all-grey livery was IMHO not enough, and when I came across a picture of a USN low-viz A-7E with an improvised desert camouflage in sand and reddish brown applied over the grey (even partly extending over its markings) from Operation Iraqi Freedom, I had that extra twist that would set the OA-45 apart. MALS-13 was chosen as operator because I had matching codes, and, as another benefit, the unit had actually been deployed overseas during the 2003 Iraq War, so that the whif’’s time frame was easily settled, adding to its credibility.

The livery was built up just like on the real aircraft: on top of a basic scheme in FS 36320 and 36375 (Humbrol 128 and 127) with a slightly darker anti-glare panel in front of the cockpit (FS 35237, I used Revell 57 as a slightly paler alternative) I applied the low-viz marking decals, which were protected with a coat of acrylic varnish. Next, additional desert camouflage was added with dry-brushed sand and millitary brown (supposedly FS 33711 and 30400 in real life, I used, after consulting pictures of aircraft from both Gulf Wars, Humbrol 103 (Cream) and 234 (Dark Flesh). They were applied with a kind of a dry-brushing technique, for a streaky and worn look, leaving out the codes and other markings. The pattern itself was inspired by an USMC OV-10 Bronco in desert camouflage from the 1st Gulf War.

On top of that a black ink washing was applied. Once things had thoroughly dried over night, I wet-sanded the additional desert camouflage away, carefully from front to back, so that the edges became blurred and the underlying grey became visible again.

The cockpit interior was painted in standard Dark Gull Grey (Humbrol 140), while the air intakes and the landing gear became white, the latter with red trim on the covers’ edges – just standard. Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).

The upgraded T-45 is an interesting result. The add-ons suit the aircraft, which already looks sturdier than its land-based ancestor, well. The improvised desert paint scheme with the additional two-tone camouflage over the pale grey base really makes the aircraft an unusual sight, adding to its credibility.

Hardware-wise I am really happy how the added dorsal hump blends into the overall lines – in a profile view it extends the canopy’s curve and blends into the fin, much like the A-4F/M’s arrangement. And the modified fin yields a very different look, even though not much was changed. The T-45 looks much beefier now, and from certain angles really reminds of the OA-4M and sometimes even of a diminutive Su-25?

+++ 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 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.

Experimenting with Multi (corrected - thanks to firas) exposure and torch (light)

Light-works by Inaz

Model Yasir

Location : Hulhumale BBQ point

The Lamborghini Diablo is a high-performance mid-engined sports car that was built by Italian automaker Lamborghini between 1990 and 2001. It was the first Lamborghini capable of attaining a top speed in excess of 200 miles per hour (320 km/h). After the end of its production run in 2001, the Diablo was replaced by the Lamborghini Murciélago. Diablo is "devil" in Spanish, which is diavolo in Italian.

History of development

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph).

The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark sharp edges and corners of Gandini's original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the "softened" shape that he would later realize his original design in the Cizeta-Moroder V16T.

The car became known as the Diablo, carrying on Lamborghini's tradition of naming its cars after breeds of fighting bull. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with 'El Chicorro' in Madrid on July 11, 1869. In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed "solely to be the biggest head-turner in the world."

The development is believed to have cost a total of 6 billion Italian lira.

Diablo VT Roadster

1995-1998 Lamborghini Diablo VT Roadster

The Diablo VT Roadster was introduced in December 1995 and featured an electrically operated carbon fiber targa top which was stored above the engine lid when not in use. Besides the roof, the roadster's body was altered from the fixed-top VT model in a number of ways. The front bumper was revised, replacing the quad rectangular driving lamps with two rectangular and two round units. The brake cooling ducts were moved inboard of the driving lamps and changed to a straked design, while the rear ducts featured the vertical painted design seen on the SE30.

The engine lid was changed substantially in order to vent properly when the roof panel was covering it. The roadster also featured revised 17 inch wheels. The air intakes on top/sides were made larger than the coupe Diablos. In 1998 the wheels have been updated to 18 inch, and the engine power raised to 530 HP by adding the variable valve timing system. Top speed specification was raised to 335 km/h (208 mph).

In 1999 the dashboard received a major optical update by Audi, and the pop-up headlights were replaced by fixed headlights, same as for the coupés. This resulted in a better aerodynamic shape and modern optics.

[Text from Wikipedia]

en.wikipedia.org/wiki/Lamborghini_Diablo

This Lego miniland scale Lamborghini Diablo VT Roadster has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 92nd build challenge, - "Stuck in the 90s" featuring vehicles from the decade of the 1990s

Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred it be a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.

The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become one of the most successful turboprop designs in history.

After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded "Roman" nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.

The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.

The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber: as the latter, it dropped M121 10,000 pound mass-focus bombs to clear jungle away for helicopter landing zones, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world.

As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.

This rather plain looking C-130E is actually one of the most decorated Hercules in USAF service. Delievered around 1963 to the USAF as 62-1787, it was assigned to the 374th Tactical Airlift Wing based at Ching Chuan Kang AB, Taiwan, with detachments deployed throughout South Vietnam. On 15 April 1972, using the callsign Spare 617, the crew was sent out to airdrop ammunition to South Vietnamese forces during the Siege of An Loc. As the crew approached the drop zone, Spare 617 was raked by antiaircraft fire that killed the flight engineer, badly wounded loadmaster TSgt. Charles Shaub and the copilot, knocked out two engines, and set the cargo on fire. Despite his wounds, Shaub was able to jettison the ammunition pallets, which exploded just after leaving the aircraft. The pilot, Captain William Caldwell, got the aircraft back to Tan Son Nhut airport on one engine (a third one quit on approach) and with Shaub manually cranking down one of the landing gear. For their actions, Caldwell and Shaub were awarded the Air Force Cross, the second-highest award for gallantry in the USAF.

62-1787 was repaired and returned to service, and continued to serve in the USAF until 2011, when it was finally retired after 48 years of flying; its last unit was the 187th Airlift Wing (Arkansas ANG) at Little Rock AFB. It was donated to the National Museum of the USAF, where it remains today. 62-1787 carries its final color scheme of overall AMC Gray, and retains the 187th AW's "The Rock" tail stripe. Just goes to prove that even the most plain of aircraft has a story to tell.

+++ 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.

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.