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c/n 3532431622374.
NATO codename:- Hind-F
Previously coded ’09 white’.
The ‘P’ was a gunship version with the nose mounted 12.7mm machine gun replaced with a side mounted 30mm cannon.
In a poor state, the aircraft is stored in a far corner of the site at Monino, Moscow Oblast, Russia.
27th August 2017
c/n 22018174.
NATO codename:- Foxbat-C
The ‘PU’ was a two-seat conversion trainer for the MiG-25P all weather interceptor. It had no combat capability.
This example was previously on display at the Savasleyka base museum.
It was refurbished by the 121st Aircraft Repair Plant at Kubinka in early 2016 and now on display in Area 1 of the Patriot Museum Complex.
Park Patriot, Kubinka, Moscow Oblast, Russia.
25th August 2017
A Victorian special operations task force was assigned to ambush an exchange of radioactive material and capture a high value individual (HVI) codename Panther, a Russian arms dealer.
Since the exchange would take place in an area within the Russian sphere of influence, no ISR or air asset would be available. The plan was to insert reconnaissance teams before the exchange to perform advanced force operations (AFO) and to provide overwatch during the exchange. An assault team would then enter the area of operations (AO) by high altitude high opening (HAHO) insertion and setup an ambush at the exchange.
A ground extraction team will infiltrate the AO by vehicles (including HMMWVs and Grizzly LAVs) under the guise of a routine patrol to extract the assault team once the radioactive material and the HVI have been secured.
The remaining of the task force would be the quick reaction force (QRF) loaded in helicopters waiting at a forward operating base (FOB) and called upon if needed.
3 AFO teams (callsigns Sparrowhawk 2,3 &12) in UTVs were inserted into the AO by Chinook helicopters and setup observation posts (OPs) to conduct reconnaissance and to provide overwatch.
To be continued...
Note: The story, all names, characters, and incidents are fictitious.
The Volkswagen Golf Mk5 (codenamed Typ 1K) is a compact car, the fifth generation of the Volkswagen Golf and the successor to the Volkswagen Golf Mk4. Built on the Volkswagen Group A5 (PQ35) platform, it was unveiled at the Frankfurt Motor Show in October 2003 and went on sale in Europe one month later.
Marzan Empire
Classification: Melee
Armaments:
(2) SW-MACHETE (Kurosawa recolor)
Pilot: Codename: GHOST
The latest version of the Kurosawa series, the Sword Kai is a stripped down version of the Hyper Kai that goes back to the roots of the design with a much increased mobility rating.
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After numerous successful campaigns against Marzan supply lines, a tired Empire decided to give in and parley with the mysterious pilot of the QU-KRSW, codename: "GHOST".
While many of the Marzan Aristocracy and upper military echelon questioned dealing with a war pirate, numerous deals and a heavy offering of food, money, war supplies, and of course, Quorus was supplied in exchange for GHOST un-officially working as an independent agent for the Marzan Empire, freely doing as he pleases as long as he does not interfere with Marzan business.
His previous reFrame, the QU-KRSW, has been retrofitted with a new design, machine improvements across the board, as well as a huge upgrade to its weapons loadout.
As a safeguard, Marzan engineers were tasked to install a remote detonator inside the Quorus core power chamber to prevent GHOST from crossing them although it's highly likely that's been long diffused by the pirate legend himself.
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More info, WIP details, and other LEGO mechs over at my blog: messymaru.com/
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reFrame Version 3.0 frame (instructions) now available
For those interested in LEGO mech building, I also have an eBook from 2015 called Mech Wars 2015 Instructional Primer. It contains some things I wrote about basic mech building, a bit about my Mech Warsuniverse, and all my early models from 2014-2015. If you’re looking for a resource that could help you start or even improve your mech building skills, you might find this eBook useful.
"Fat Man" was the codename for the type of atomic bomb that was detonated over Nagasaki, Japan, by the United States on 9 August 1945. It was the second of only two nuclear weapons ever used in warfare, the first being Little Boy, and its detonation caused the third man-made nuclear explosion. It was dropped from the Boeing B-29 Superfortress Bockscar, named after its pilot, Captain Frederick C. Bock. For the Fat Man mission, Bockscar was piloted by Major Charles W. Sweeney.
The name Fat Man refers generically to the early design of the bomb, which was also known as the Mark III. Fat Man was an implosion-type nuclear weapon with a plutonium core. The first to be detonated was the Gadget, in the Trinity nuclear test, less than a month earlier on 16 July at the Alamogordo Bombing and Gunnery Range in New Mexico. This bomb was identical in most respects to the Fat Man used at Nagasaki.
Two more Fat Man bombs were detonated during the Operation "Crossroads" nuclear tests at Bikini Atoll in 1946. Some 120 Fat Man units were produced between 1947 and 1949, when it was superseded by the Mark 4 nuclear bomb. The Fat Man was retired in 1950.
This ones all Chris' influence. Its hard to do a drone at this scale with good articulation without taking a page from his book. Goddamn this this is flipping sweet. Its like a fucking action figure. Def gonna keep this guy together.
Chassis n° ZFF67NHB000184232
The LaFerrari was codenamed “F150” in development : this first-phase test mule prototype was known as “M6”
Techno Classica 2022
Essen
Deutschland - Germany
March 2022
Leading up to the global reveal of the LaFerrari at the 2013 Geneva International Motor Show, the supercar titans of the automotive industry battled to develop their own production-ready hybrid powertrain technology. Within the space of five months, the Ferrari LaFerrari, McLaren P1, and Porsche 918 Spyder had all commenced production, cementing 2013 as a pivotal year for supercar evolution. After decades of competition between manufacturers to produce the fastest car by virtue of the most potent internal combustion engine, the embrace of the electric powertrain would change the game forever. This trio of hybrid supercar pioneers marked a new era of performance engineering.
Of course, Ferrari’s entrance onto the competitors’ stage was always going to be grand. The name alone of the Italian marque’s contribution to the hybrid supercar arms race caused a stir, with the boldly named LaFerrari translated as “The Ferrari”. It was described by company president Luca di Montezemolo as “the expression of what defines our company”. Following in the footsteps of the preceding 288 GTO, F40, F50, and Enzo, the LaFerrari took up the mantle as Ferrari’s flagship sports car. There would be 499 examples of the coupé version made for customers over three years, followed by the open-top Aperta, which spanned 210 cars manufactured over a two-year production run.
Clearly, for such an important car to live up to the Ferrari badge and go wheel-to-wheel with its hybrid supercar rivals, its development phase would always be crucial. What would be known internally during development as project code “F150”, the research and testing phases of the supercar’s progression were divided into three cycles.
To begin, the first test mule, known as “M6”, was derived from Ferrari’s Type F142 platform—more commonly known as the Ferrari 458 Italia. Compared to the final production version of the LaFerrari, this early test mule’s likeness to the 458 Italia is clear. It features the 458 Italia’s smooth and uninterrupted side panels, doing without the side-mounted air scoops that draw in air to cool the finished LaFerrari’s mid-mounted hybrid powertrain, while also featuring many of the flowing Pininfarina-penned lines of the earlier car. Conversely, the completed LaFerrari was the first Prancing Horse since the Dino 308 GT4—styled by Bertone and made from 1973 to 1980—not to wear a Pininfarina design.
The aluminium chassis was modified to accommodate the prototype hybrid LaFerrari powertrain, once more differing from the final car’s carbon monocoque that was made alongside Ferrari’s Formula 1 team cars. In the case of the “M6” mule, it was propelled by a V-12 Type F140FB engine, while the final production car would be fitted with Ferrari’s Type F140FE, a progression of this. Engineers also adapted the shock tower around the prototype as part of their research into weight distribution of the car. This first phase of the LaFerrari prototype was used between May 2011 and December 2012 as a development model for the testing of mechanical components; primarily focused on the research of brakes, steering, suspension and tyre integration; also marking the first application of an ESP (Electronic Stability Programme) in the LaFerrari project; and most importantly carrying out extensive testing around the prototype hybrid system.
Later stages of the tri-phase LaFerrari prototype cycle were known internally as the “Second Family Mulotipo” and “Third Family Preserie”—or “pre-series”—with each newer instalment looking more like the finished product that Ferrari would begin to deliver to customers in 2013. Given the complexity of the new electric powertrain, engineers and researchers at Ferrari committed significant resource behind development of the LaFerrari. The supercar was spotted on multiple occasions in pre-production camouflage around Ferrari’s Maranello headquarters, while there were also sightings of development cars in testing on Germany’s famously unforgiving Nürburgring circuit, even after the final car had been revealed. This was testament to Ferrari’s commitment to perfecting its design, and surely one of the ultimate locations to test a car to its limits.
Always known as a company that rewards its most loyal customers, Ferrari began to offer its LaFerrari development mules for sale once it was clear that they were no longer required for testing. This example, sold privately in July 2016, was offered subject to a refresh and repaint by Ferrari, on the understanding that the car was not homologated therefore could not be registered for road use nor be used on public race circuits. However, this very collectable part of Ferrari history could be used on private land with its running powertrain.
Now it is offered for sale again, with the distinguishable matte test mule Nero exterior finished over a Pelle Beige interior. Selected parts of its bodywork are cut or are rough, the interior presents an assortment of colours and styles, and the engine bay does without the conventional Ferrari neatness for an assortment of exposed wires, heat shield wraps, and protruding hoses—yet these endearing features only add to the fascinating history of this unique Ferrari test mule. All around this intriguing example, there are remnants of its past, not limited to the hand-cut access panels on the outside, also including exposed metalwork around the cabin, hand-written marker annotations, printed tester’s notes stuck to the dashboard, and exposed mechanical works behind the seats. The prototype is offered for sale with the additional exterior panels that it wore during testing. The car is officially recognised by Ferrari, and is Ferrari Classiche-certified with an accompanying Yellow Book.
The LaFerrari would go onto carve a legendary reputation. Its blistering performance can be attributed to its 6.3-litre V-12 engine lifted from the developmental FXX model, yet its electric motor and KERS (Kinetic Energy Recovery System) hybrid set-up sets it apart. With 3,322 km on its odometer at the time of cataloguing, it is remarkable to think about the extent of testing and hours of rigour this car was subject to while undergoing development with Ferrari. While the prototype cannot be registered for the road, it would easily slot into the collection of any Ferrari enthusiast as an incredible piece of the marque’s history and transition into the age of the hybrid supercar.
Note mission marks from Operation Ellamy, the codename for the UK's military intervention in Libya in 2011.
"Deckname Lenin"
Wladimir Iljitsch Uljanow
Ab Dezember 1900 verwendete er den Decknamen beziehungsweise das Pseudonym „Lenin“. Eine Erklärung besagt, dass er sich dabei auf den sibirischen Strom Lena bezog (Lenin bedeutet russisch: „Der vom Fluss Lena Stammende“) – nach Sibirien verbannt zu werden, bedeutete damals praktisch, dass man im zaristischen Russland als anerkannter Oppositioneller galt. Eine andere Erklärung besagt, dass er mehr an sein Kindermädchen Lena dachte, und dass er bereits als kleiner Junge auf die Frage, „wessen [Kind] er sei“ zu antworten pflegte: „Lenin!“ (russisch: „Lenas!“).
Lenin hatte mehrere Decknamen, beispielsweise lebte er im Münchner Stadtteil Schwabing als Iordan K. Iordanov und andernorts in München unter dem Namen Mayer. Vor diesem Hintergrund wirkt die Wahl des Pseudonyms eher zufällig.
c/n 94210425.
NATO codename:- Fishbed-D
The PFS was a 2nd generation Interceptor variant. This is an early example which still has the original chord fin and one-piece canopy.
Since my previous visit in 2012 this is one of many exhibits which have been moved from their previous location under a covered pavilion and are now on display in a new ‘Cold War’ area of ‘Victory Park’. Unfortunately, they are all now parked tail on to some trees and the first sun that we had seen all week was now working against us. Oh, well!
Museum of the Great Patriotic War, Poklonnaya Hill, Moscow, Russia.
26th August 2017
A deep cover agent codename Emerald has been compromised. Intelligence Officer Grayhawk was tasked to extract the agent from the Naran Darre Mountain region.
Four operators from the Special Operations Group were hastily assembled to support the extraction. Grayhawk briefed them on the mission at the intelligence headquarters before launch.
To be continued...
Note: The story, all names, characters, and incidents are fictitious.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In the late 1970s the Mikoyan OKB began development of a hypersonic high-altitude reconnaissance aircraft. Designated "Izdeliye 301" (also known as 3.01), the machine had an unusual design, combining a tailless layout with variable geometry wings. The two engines fueled by kerosene were located side by side above the rear fuselage, with the single vertical fin raising above them, not unlike the Tu-22 “Blinder” bomber of that time, but also reminiscent of the US-American SR-71 Mach 3 reconnaissance aircraft.
Only few and rather corny information leaked into the West, and the 301 was believed not only to act as a reconnaissance plane , it was also believed to have (nuclear) bombing capabilities. Despite wind tunnel testing with models, no hardware of the 301 was ever produced - aven though the aircraft could have become a basis for a long-range interceptor that would replace by time the PVO's Tupolew Tu-28P (ASCC code "Fiddler"), a large aircraft armed solely with missiles.
Despite limitations, the Tu-28P served well in its role, but the concept of a very fast interceptor aircraft, lingered on, since the Soviet Union had large areas to defend against aerial intruders, esp. from the North and the East. High speed, coupled with long range and the ability to intercept an incoming target at long distances independently from ground guidance had high priority for the Soviet Air Defence Forces. Even though no official requirement was issued, the concept of Izdeliye 301 from the Seventies was eventually developed further into the fixed-wing "Izdeliye 701" ultra-long-range high-altitude interceptor in the 1980ies.
The impulse for this new approach came when Oleg S. Samoylovich joined the Mikoyan OKB after having worked at Suchoi OKB on the T-60S missile carrier project. Similar in overall design to the former 301, the 701 was primarily intended as a kind of successor for the MiG-31 Foxhound for the 21st century, which just had completed flight tests and was about to enter PVO's front line units.
Being based on a long range cruise missile carrier, the 701 would have been a huge plane, featuring a length of 30-31m, a wing span of 19m (featuring a highly swept double delta wing) and having a maximum TOW of 70 tons! Target performance figures included a top speed of 2.500km/h, a cruising speed of 2.100km/h at 17.000m and an effective range of 7.000km in supersonic or 11.000km in subsonic mode. Eventually, the 701 program was mothballed, too, being too ambitious and expensive for a specialized development that could also have been a fighter version of the Tu-22 bomber!
Anyway, while the MiG-31 was successfully introduced in 1979 and had evolved in into a capable long-range interceptor with a top speed of more than Mach 3 (limited to Mach 2.8 in order to protect the aircraft's structural integrity), MiG OKB decided in 1984 to take further action and to develop a next-generation technology demonstrator, knowing that even the formidable "Foxhound" was only an interim solution on the way to a true "Four plus" of even a 6th generation fighter. Other new threats like low-flying cruise missiles, the USAF's "Project Pluto" or the assumed SR-71 Mach 5 successor “Aurora” kept Soviet military officials on the edge of their seats, too.
Main objective was to expand the Foxhound's state-of the-art performance, and coiple it with modern features like aerodynamic instability, supercruise, stealth features and further development potential.
The aircraft's core mission objectives comprised:
- Provide strategic air defense and surveillance in areas not covered by ground-based air defense systems (incl. guidance of other aircraft with less sophisticated avionics)
- Top speed of Mach 3.2 or more in a dash and cruise at Mach 3.0 for prolonged periods
- Long range/high speed interception of airspace intruders of any kind, including low flying cruise missiles, UAVs and helicopters
- Intercept cruise missiles and their launch aircraft from sea level up to 30.000m altitude by reaching missile launch range in the lowest possible time after departing the loiter area
Because funding was scarce and no official GOR had been issued, the project was taken on as a private venture. The new project was internally known as "Izdeliye 710" or "71.0". It was based on both 301 and 701 layout ideas and the wind tunnel experiences with their unusual layouts, as well as Oleg Samoylovich's experience with the Suchoi T-4 Mach 3 bomber project and the T-60S.
"Izdeliye 710" was from the start intended only as a proof-of-concept prototype, yet fully functional. It would also incorporate new technologies like heat-resistant ceramics against kinetic heating at prolonged high speeds (the airframe had to resist temperatures of 300°C/570°F and more for considerable periods), but with potential for future development into a full-fledged interceptor, penetrator and reconnaissance aircraft.
Overall, “Izdeliye 710" looked like a shrinked version of a mix of both former MiG OKB 301 and 701 designs, limited to the MiG-31's weight class of about 40 tons TOW. Compared with the former designs, the airframe received an aerodynamically more refined, partly blended, slender fuselage that also incorporated mild stealth features like a “clean” underside, softened contours and partly shielded air intakes. Structurally, the airframe's speed limit was set at Mach 3.8.
From the earlier 301 design,the plane retained the variable geometry wing. Despite the system's complexity and weight, this solution was deemed to be the best approach for a combination of a high continuous top speed, extended loiter time in the mission’s patrol areas and good performance on improvised airfields. Minimum sweep was a mere 10°, while, fully swept at 68°, the wings blended into the LERXes. Additional lift was created through the fuselage shape itself, so that aerodynamic surfaces and therefore drag could be reduced.
Pilot and radar operator sat in tandem under a common canopy with rather limited sight. The cockpit was equipped with a modern glass cockpit with LCD screens. The aircraft’s two engines were, again, placed in a large, mutual nacelle on the upper rear fuselage, fed by large air intakes with two-dimensional vertical ramps and a carefully modulated airflow over the aircraft’s dorsal area.
Initially, the 71.0 was to be powered by a pair of Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each, and with 152 kN (34,172 lbf) with full afterburner. These were the same engines that powered the MiG-31, but there were high hopes for the Kolesov NK-101 engine: a variable bypass engine with a maximum thrust in the 200kN range, at the time of the 71.0's design undergoing bench tests and originally developed for the advanced Suchoj T-4MS strike aircraft.
With the D-30F6, the 71.0 was expected to reach Mach 3.2 (making the aircraft capable of effectively intercepting the SR-71), but the NK-101 would offer in pure jet mode a top speed in excess of Mach 3.5 and also improve range and especially loiter time when running as a subsonic turbofan engine.
A single fin with an all-moving top and an additional deep rudder at its base was placed on top of the engine nacelle. Additional maneuverability at lower speed was achieved by retractable, all-moving foreplanes, stowed in narrow slits under the cockpit. Longitudinal stability at high speed was improved through deflectable stabilizers: these were kept horizontal for take-off and added to the overall lift, but they could be folded down by up to 60° in flight, acting additionally as stabilizer strakes.
Due to the aircraft’s slender shape and unique proportions, the 71.0 quickly received the unofficial nickname "жура́вль" (‘Zhurávl' = Crane). The aircaft’s stalky impression was emphasized even more through its unusual landing gear arrangement: Due to the limited internal space for the main landing gear wells between the weapons bay, the wing folding mechanisms and the engine nacelle, MiG OKB decided to incorporate a bicycle landing gear, normally a trademark of Yakovlew OKB designs, but a conventional landing gear could simply not be mounted, or its construction would have become much too heavy and complex.
In order to facilitate operations from improvised airfields and on snow the landing gear featured twin front wheels on a conventional strut and a single four wheel bogie as main wheels. Smaller, single stabilizer wheels were mounted on outriggers that retracted into slender fairings at the wings’ fixed section trailing edge, reminiscent of early Tupolev designs.
All standard air-to-air weaponry, as well as fuel, was to be carried internally. Main armament would be the K-100 missile (in service eventually designated R-100), stored in a large weapons bay behind the cockpit on a rotary mount. The K-100 had been under development at that time at NPO Novator, internally coded ‘Izdeliye 172’. The K-100 missile was an impressive weapon, and specifically designed to attack vital and heavily defended aerial targets like NATO’s AWACS aircraft at BVR distance.
Being 15’ (4.57 m) long and weighing 1.370 lb (620 kg), this huge ultra-long-range weapon had a maximum range of 250 mi (400 km) in a cruise/glide profile and attained a speed of Mach 6 with its solid rocket engine. This range could be boosted even further with a pair of jettisonable ramjets in tubular pods on the missile’s flanks for another 60 mi (100 km). The missile could attack targets ranging in altitude between 15 – 25,000 meters.
The weapon would initially be allocated to a specified target through the launch aircraft’s on-board radar and sent via inertial guidance into the target’s direction. Closing in, the K-100’s Agat 9B-1388 active seeker would identify the target, lock on, and independently attack it, also in coordination with other K-100’s shot at the same target, so that the attack would be coordinated in time and approach directions in order to overload defense and ensure a hit.
The 71.0’s internal mount could hold four of these large missiles, or, alternatively, the same number of the MiG-31’s R-33 AAMs. The mount also had a slot for the storage of additional mid- and short-range missiles for self-defense, e .g. three R-60 or two R-73 AAMs. An internal gun was not considered to be necessary, since the 71.0 or potential derivatives would fight their targets at very long distances and rather rely on a "hit-and-run" tactic, sacrificing dogfight capabilities for long loitering time in stand-by mode, high approach speed and outstanding acceleration and altitude performance.
Anyway, provisions were made to carry a Gsh-301-250 gun pod on a retractable hardpoint in the weapons bay instead of a K-100. Alternatively, such pods could be carried externally on four optional wing root pylons, which were primarily intended for PTB-1500 or PTB-3000 drop tanks, or further missiles - theoretically, a maximum of ten K-100 missiles could be carried, plus a pair of short-range AAMs.
Additionally, a "buddy-to-buffy" IFR set with a retractable drogue (probably the same system as used on the Su-24) was tested (71.2 was outfitted with a retractable refuelling probe in front of the cockpit), as well as the carriage of simple iron bombs or nuclear stores, to be delivered from very high altitudes. Several pallets with cameras and sensors (e .g. a high resolution SLAR) were also envisioned, which could easily replace the missile mounts and the folding weapon bay covers for recce missions.
Since there had been little official support for the project, work on the 710 up to the hardware stage made only little progress, since the MiG-31 already filled the long-range interceptor role in a sufficient fashion and offered further development potential.
A wooden mockup of the cockpit section was presented to PVO and VVS officials in 1989, and airframe work (including tests with composite materials on structural parts, including ceramic tiles for leading edges) were undertaken throughout 1990 and 1991, including test rigs for the engine nacelle and the swing wing mechanism.
Eventually, the collapse of the Soviet Union in 1991 suddenly stopped most of the project work, after two prototype airframes had been completed. Their internal designations were Izdeliye 71.1 and 71.2, respectively. It took a while until the political situation as well as the ex-Soviet Air Force’s status were settled, and work on Izdeliye 710 resumed at a slow pace.
After taking two years to be completed, 71.1 eventually made its roll-out and maiden flight in summer 1994, just when MiG-31 production had ended. MiG OKB still had high hopes in this aircraft, since the MiG-31 would have to be replaced in the next couple of years and "Izdeliye 710" was just in time for the potential procurement process. The first prototype wore a striking all-white livery, with dark grey ceramic tiles on the wings’ leading edges standing out prominently – in this guise and with its futuristic lines the slender aircraft reminded a lot of the American Space Shuttle.
71.1 was primarily intended for engine and flight tests (esp. for the eagerly awaited NK-101 engines), as well as for the development of the envisioned ramjet propulsion system for full-scale production and further development of Izdeliye 710 into a Mach 3+ interceptor. No mission avionics were initially fitted to this plane, but it carried a comprehensive test equipment suite and ballast.
Its sister ship 71.2 flew for the first time in late 1994, wearing a more unpretentious grey/bare metal livery. This plane was earmarked for avionics development and weapons integration, especially as a test bed for the K-100 missile, which shared Izdeliye 710’s fate of being a leftover Soviet project with an uncertain future and an even more corny funding outlook.
Anyway, aircraft 71.2 was from the start equipped with a complete RP-31 ('Zaslon-M') weapon control system, which had been under development at that time as an upgrade for the Russian MiG-31 fleet being part of the radar’s development program secured financial support from the government and allowed the flight tests to continue. The RP-31 possessed a maximum detection range of 400 km (250 mi) against airliner-sized targets at high altitude or 200 km against fighter-sized targets; the typical width of detection along the front was given as 225 km. The system could track 24 airborne targets at one time at a range of 120 km, 6 of which could be simultaneously attacked with missiles.
With these capabilities the RP-31 suite could, coupled with an appropriate carrier airframe, fulfil the originally intended airspace control function and would render a dedicated and highly vulnerable airspace control aircraft (like the Beriev A-50 derivative of the Il-76 transport) more or less obsolete. A group of four aircraft equipped with the 'Zaslon-M' suite would be able to permanently control an area of airspace across a total length of 800–900 km, while having ultra-long range weapons at hand to counter any intrusion into airspace with a quicker reaction time than any ground-based fighter on QRA duty. The 71.0, outfitted with the RP-31/K-100 system, would have posed a serious threat to any aggressor.
In March 1995 both prototypes were eventually transferred to the Kerchenskaya Guards Air Base at Savasleyka in the Oblast Vladimir, 300 km east of Mocsow, where they received tactical codes of '11 Blue' and '12 Blue'. Besides the basic test program and the RP-31/K-100 system tests, both machines were directly evaluated against the MiG-31 and Su-27 fighters by the Air Force's 4th TsBPi PLS, based at the same site.
Both aircraft exceeded expectations, but also fell short in certain aspects. The 71.0’s calculated top speed of Mach 3.2 was achieved during the tests with a top speed of 3,394 km/h (2.108 mph) at 21,000 m (69.000 ft). Top speed at sea level was confirmed at 1.200 km/h (745 mph) indicated airspeed.
Combat radius with full weapon load and internal fuel only was limited to 1,450 km (900 mi) at Mach 0.8 and at an altitude of 10,000 m (33,000 ft), though, and it sank to a mere 720 km (450 mi) at Mach 2.35 and at an altitude of 18,000 m (59,000 ft). Combat range with 4x K-100 internally and 2 drop tanks was settled at 3,000 km (1,860 mi), rising to 5,400 km (3,360 mi) with one in-flight refueling, tested with the 71.2. Endurance at altitude was only slightly above 3 hours, though. Service ceiling was 22,800 m (74,680 ft), 2.000 m higher than the MiG-31.
While these figures were impressive, Soviet officials were not truly convinced: they did not show a significant improvement over the simpler MiG-31. MiG OKB tried to persuade the government into more flight tests and begged for access to the NK-101, but the Soviet Union's collapse halted this project, too, so that both Izdeliye 710 had to keep the Soloviev D-30F6.
Little is known about the Izdeliye 710 project’s progress or further developments. The initial tests lasted until at least 1997, and obviously the updated MiG-31M received official favor instead of a completely new aircraft. The K-100 was also dropped, since the R-33 missile and later its R-37 derivative sufficiently performed in the long-range aerial strike role.
Development on the aircraft as such seemed to have stopped with the advent of modernized Su-27 derivatives and the PAK FA project, resulting in the Suchoi T-50 prototype. Unconfirmed reports suggest that one of the prototypes (probably 71.1) was used in the development of the N014 Pulse-Doppler radar with a passive electronically scanned array antenna in the wake of the MFI program. The N014 was designed with a range of 420 km, detection target of 250km to 1m and able to track 40 targets while able to shoot against 20.
Most interestingly, Izdeliye 710 was never officially presented to the public, but NATO became aware of its development through satellite pictures in the early Nineties and the aircraft consequently received the ASCC reporting codename "Fastback".
Until today, only the two prototypes have been known to exist, and it is assumed – had the type entered service – that the long-range fighter had received the official designation "MiG-41".
General characteristics:
Crew: 2 (Pilot, weapon system officer)
Length (incl. pitot): 93 ft 10 in (28.66 m)
Wingspan:
- minimum 10° sweep: 69 ft 4 in (21.16 m)
- maximum 68° sweep: 48 ft 9 in (14,88 m)
Height: 23 ft 1 1/2 in (7,06 m )
Wing area: 1008.9 ft² (90.8 m²)
Weight: 88.151 lbs (39.986 kg)
Performance:
Maximum speed:
- Mach 3.2 (2.050 mph (3.300 km/h) at height
- 995 mph (1.600 km/h) supercruise speed at 36,000 ft (11,000 m)
- 915 mph (1.470 km/h) at sea level
Range: 3.705 miles (5.955 km) with internal fuel
Service ceiling: 75.000 ft (22.500 m)
Rate of climb: 31.000 ft/min (155 m/s)
Engine:
2x Soloviev D-30F6 afterburning turbofans with a dry thrust of 93 kN (20,900 lbf) each
and with 152 kN (34,172 lbf) with full afterburner.
Armament:
Internal weapons bay, main armament comprises a flexible missile load; basic ordnance of 4x K-100 ultra long range AAMs plus 2x R-73 short-range AAMs: other types like the R-27, R-33, R-60 and R-77 have been carried and tested, too, as well as podded guns on internal and external mounts. Alternatively, the weapon bay can hold various sensor pallets.
Four hardpoints under the wing roots, the outer pair “wet” for drop tanks of up to 3.000 l capacity, ECM pods or a buddy-buddy refueling drogue system. Maximum payload mass is 9000 kg.
The kit and its assembly
The second entry for the 2017 “Soviet” Group Build at whatifmodelers.com – a true Frankenstein creation, based on the scarce information about the real (but never realized) MiG 301 and 701 projects, the Suchoj T-60S, as well as some vague design sketches you can find online and in literature.
This one had been on my project list for years and I already had donor kits stashed away – but the sheer size (where will I leave it once done…?) and potential complexity kept me from tackling it.
The whole thing was an ambitious project and just the unique layout with a massive engine nacelle on top of the slender fuselage instead of an all-in-one design makes these aircraft an interesting topic to build. The GB was a good motivator.
“My” fictional interpretation of the MiG concepts is mainly based on a Dragon B-1B in 1:144 scale (fuselage, wings), a PM Model Su-15 two seater (donating the nose section and the cockpit, as well as wing parts for the fin) and a Kangnam MiG-31 (for the engine pod and some small parts). Another major ingredient is a pair of horizontal stabilizers from a 1:72 Hasegawa A-5 Vigilante.
Fitting the cockpit section took some major surgery and even more putty to blend the parts smoothly together. Another major surgical area was the tail; the "engine box" came to be rather straightforward, using the complete rear fuselage section from the MiG-31 and adding the intakes form the same kit, but mounted horizontally with a vertical splitter.
Blending the thing to the cut-away tail section of the B-1 was quite a task, though, since I not only wanted to add the element to the fuselage, but rather make it look a bit 'organic'. More than putty was necessary, I also had to made some cuts and transplantations. And after six PSR rounds I stopped counting…
The landing gear was built from scratch – the front wheel comes mostly from the MiG-31 kit. The central bogie and its massive leg come from a VEB Plasticart 1:100 Tu-20/95 bomber, plus some additional struts. The outriggers are leftover landing gear struts from a Hobby Boss Fw 190, mated with wheels which I believe come from a 1:200 VEB Plasticart kit, an An-24. Not certain, though. The fairings are slender MiG-21 drop tanks blended into the wing training edge. For the whole landing gear, the covers were improvised with styrene sheet, parts from a plastic straw(!) or leftover bits from the B-1B.
The main landing gear well was well as the weapons’ bay themselves were cut into the B-1B underside and an interior scratched from sheet and various leftover materials – I tried to maximize their space while still leaving enough room for the B-1B kit’s internal VG mechanism.
The large missiles (two were visible fitted and the rotary launcher just visibly hinted at) are, in fact, AGM-78 ‘Standard’ ARMs in a fantasy guise. They look pretty Soviet, though, like big brothers of the already not small R-33 missiles from the MiG-31.
While not in the focus of attention, the cockpit interior is completely new, too – OOB, the Su-15 cockpit only has a floor and rather stubby seats, under a massive single piece canopy. On top of the front wheel well (from a Hasegawa F-4) I added a new floor and added side consoles, scratched from styrene sheet. F-4 dashboards improve the decoration, and I added a pair of Soviet election seats from the scrap box – IIRC left over from two KP MiG-19 kits.
The canopy was taken OOB, I just cut it into five parts for open display. The material’s thickness does not look too bad on this aircraft – after all, it would need a rather sturdy construction when flying at Mach 3+ and withstanding the respective pressures and temperatures.
Painting
As a pure whif, I was free to use a weirdo design - but I rejected this idea quickly. I did not want a garish splinter scheme or a bright “Greenbottle Fly” Su-27 finish.
With the strange layout of the aircraft, the prototype idea was soon settled – and Soviet prototypes tend to look very utilitarian and lusterless, might even be left in grey. Consequently, I adapted a kind of bare look for this one, inspired by the rather shaggy Soviet Tu-22 “Blinder” bombers which carried a mix of bare metal and white and grey panels. With additional black leading edges on the aerodynamic surfaces, this would create a special/provisional but still purposeful look.
For the painting, I used a mix of several metallizer tones from ModelMaster and Humbrol (including Steel, Magnesium, Titanium, as well as matt and polished aluminum, and some Gun Metal and Exhaust around the engine nozzles, partly mixed with a bit of blue) and opaque tones (Humbrol 147 and 127). The “scheme” evolved panel-wise and step by step. The black leading edges were an interim addition, coming as things evolved, and they were painted first with black acrylic paint as a rough foundation and later trimmed with generic black decal stripes (from TL Modellbau). A very convenient and clean solution!
The radomes on nose and tail and other di-electric panels became dark grey (Humbrol 125). The cockpit tub was painted with Soviet Cockpit Teal (from ModelMaster), while the cockpit opening and canopy frames were kept in a more modest medium grey (Revell 57). On the outside of the cabin windows, a fat, deep yellow sealant frame (Humbrol 93, actually “Sand”) was added.
The weapon bay was painted in a yellow-ish primer tone (seen on pics of Tu-160 bombers) while the landing gear wells received a mix of gold and sand; the struts were painted in a mixed color, too, made of Humbrol 56 (Aluminum) and 34 (Flat White). The green wheel discs (Humbrol 131), a typical Soviet detail, stand out well from the rather subdued but not boring aircraft, and they make a nice contrast to the red Stars and the blue tactical code – the only major markings, besides a pair of MiG OKB logos under the cockpit.
Decals were puzzled together from various sheets, and I also added a lot of stencils for a more technical look. In order to enhance the prototype look further I added some photo calibration markings on the nose and the tail, made from scratch.
A massive kitbashing project that I had pushed away for years - but I am happy that I finally tackled it, and the result looks spectacular. The "Firefox" similarity was not intended, but this beast really looks like a movie prop - and who knwos if the Firefox was not inspired by the same projects (the MiG 301 and 701) as my kitbash model?
The background info is a bit lengthy, but there's some good background info concerning the aforementioned projects, and this aircraft - as a weapon system - would have played a very special and complex role, so a lot of explanations are worthwhile - also in order to emphasize that I di not simply try to glue some model parts together, but rather try to spin real world ideas further.
Mighty bird!
c/n 10MK51403.
NATO codename ‘Flanker-C’
Operated by the 43rd Independent Naval Assault Aviation Regiment (OMShAP) Russian Navy, based at Saki.
Named ‘Irkutsk’, after the largest city in Siberia.
Seen displaying during the ARMY 2017 event held at Kubinka Airbase, Moscow Oblast, Russia.
23rd August 2017
The Triceratops is doing duty as a Surface-to-Air platform and mobile gun emplacement. His codename is Hedgehog.
The Pteradactyl is equipped for straffing and light bombing of ground targets. His codename is Groundfire.
Codenamed Operation Iceberg. Largest amphibious assault in the Pacific. Diorama complete, Thanks to al for following the progress !!
c/n 89A-817
NATO codename:- Careless
Built in October 1989 as CCCP-85663 and only flew with Aeroflot for its entire career. Reregistered as RA-85663 in mid/late 1992 and finally retired in 2009. It was donated to the Moscow Technical University of Civil Aviation as an instructional airframe and remains in use there on their ‘off-airport’ ramp.
Sheremetyevo International Airport, Moscow, Russia.
27th August 2017
Abandoned since May 1945:
Einsatzhafen Vörden was the last of 3 military airfields to be built in the Bamsche area in the late 1930s. The other two were Hesepe and Achmer, and the three were functionally connected.
Going by the codename "Villa" it had a logistics area (including a 'workmans camp', in reality a camp for forced labour, later a POW-camp) on the north and northeast side.
The airfield was equipped with three connecting concrete runways in the usual triangle form. To the north and south of the airfield the aircraft parkings were located.
On the northeast and southeast side air traffic control, hangars, workshops and barracks could be found.
In the surrounding woods were more aircraft parkings and wooden towers with light AAA.
The airfield had one major disadvantage: it did not have a connection to the railway system. This meant that all supplies, including fuel, had to be brought in by truck from a railroad connection 6 kilometers (ca. 4 miles) away. To store the aviation fuel 4 large 50 cubic meter tanks were dug in.
Shortly after World War II began the first units flew in.
Between 15 September 1939 and January 1940 the First Group of Fighter Wing (German: I. Gruppe des Jagdgeschwaders 1) "Oesau" was based here, flying Messerschmitt Bf 109E fighters.
When they left, Vörden became somewhat quiet: because of the logistics problem it was only used incidentally, and then mostly by smaller and therefore less fuel consuming aircraft.
To show the severity of the fuel problem: In the first half year of 1944 the First Group of Fighting Wing2 (German: I. Gruppedes Kampfgeschwaders 2) "Holzhammer" was based at Hesepe.
This unit was equipped with Dornier Do 217 bombers, which took up too much space at Hesepe, so several were dispersed to Vörden. When preparing for missions they would first fly the 7 kilometers (4 miles) to Hesepe to fill up their tanks and get their bomb loads.
From 1943 onwards the three bases grew in importance to counter Allied bombing raids, and of course this gave them their share of fighter activity. Between 21 November 1944 until January 1945 the Fourth Group/Fighter Wing 54 (German: IV./JG 54) "Grünherz" was based at Vörden, flying Focke-Wulf Fw 190A
Obviously the Allied forces were aware of the three fields, and they flew multiple missions against them, for instance on 21 February 1944. On 8 April however they got their share of luck: while the other two airfields were attacked, the unit that was to bomb Vörden bombed their secondary target Fliegerhorst Quakenbrück. But other attacks followed and combined they rendered Vörden unusable by early 1945.
The last air raid against Vörden took place on 3 April 1944.
The next morning the Luftwaffe blew up what little was left of the air base and left. On 9 April Scottish units took control of the base, ending the war for Vörden.
Today Vörden has only the old hardened runways left, of the former airbase remains very little. Its three runways are in reasonbly good shape, especially the south runway, given the times that have passed.
Source: www.forgottenairfields.com/germany/lower-saxony/oldenburg...
c/n 00340209.
NATO codename:- Cock
The An-22 was the first Soviet 'wide-body' aircraft, and remains the worlds largest ever turboprop powered aircraft. The type first flew in 1965 and a total of 68 were built.
They have been extremely rare visitors to the UK, including a spectacular arrival at the 1988 Farnborough Airshow (bringing in a spare engine for an An-124), and a sole aircraft operated by the Antonov Design Bureau has made occasional visits to Stansted, East Midlands and recently to Manchester.
The Stansted one came over my (then) home in Ipswich and the noise and vibration were unbelievable!
This An-22 first flew in 1970 and during it's career was one of the aircraft that flew MiG-25RBV fighters to Egypt.
It was retired after a heavy landing at Addis Ababa in 1987, although it was repaired enough to allow it to fly to Monino, where it joined the museum.
On display at the Central Air Force museum, Monino, Moscow Oblast, Russia.
27th August 2017
As he appears in the cartoon show Codename: Kids Next Door.
These photos along with the rest of my photos I will upload will also go onto my Ipernity account.
I am not switching fully to Ipernity yet, but if Flickr gets worse or a lot of people switch over I will definitely go over there too.
Ipernity: www.ipernity.com/home/497033
c/n 96310422069.
NATO codename:- Flanker-C
Previously flew as ’69 red’ until transfered to the Russian Knights formation team. It was then allocated the code ’26 blue’ but never flew as such.
Refurbished by the 121st Aircraft Repair Plant at Kubinka in early 2016 and given a false bort code, it is now on display in Area 1 of the Patriot Museum Complex.
Park Patriot, Kubinka, Moscow Oblast, Russia.
25th August 2017
c/n 0390206625.
NATO codename:- Flogger-G
Stored in a far corner of the site at Monino, Moscow Oblast, Russia.
27th August 2017
U-1105 a modified Type VII-C German submarine, was built at the Nordseewerke Shipyard, Emden, Germany, and commissioned into the Kriegsmarine on 3 June 1944. It was one of less than ten submarines that the Germans outfitted with an experimental synthetic rubber skin designed to counter Allied sonar devices. Codenamed "Alberich," this top-secret rubber coating process ultimately contributed to the ship's survival under extreme combat conditions and earned it the name "Black Panther." For this reason, a black panther sprawled across the top of the globe was painted on U-1105's conning tower.
In the spring of 1945, the submarine patrolled Allied convoy routes near Black Rock, Ireland. In April, U-1105 escaped detection by an Allied destroyer patrol. Days later, the U-boat detected three British destroyers that were part of the Second Division of the 21st Escort Group. The submarine fired two acoustic torpedoes and then dove to 100 meters to escape a counterattack. Fifty seconds passed before the first torpedo struck, with the second hitting just moments later. Thirty-two crewmen from U-1105's victim, HMSRedmill, were lost. The Allied search for U-1105 and the search for Redmill's survivors began immediately. The submarine, unable to maintain its 330-foot depth, sank to the bottom at 570 feet, remaining motionless. For the next 31 hours, the Allied squadron searched for the U-boat without success. U-1105 evaded detection for the remainder of the war.
On May 4, U-1105 received the last order from Grossadmiral Karl Donitz: the war is over. Ironically, the submarine surrendered to the 21st Escort Group, the same escort group it attacked just a few weeks earlier. Ordered to the surface, the submarine proceeded to the Allied base at Loch Eriboll, Scotland on 10 May 1945 to surrender. U-1105 sailed under armed frigate and air escort along with other surrendered U-boats, through the North Minch, northwest of Scotland, to the British naval base at Loch Alsh, in western Scotland, then across Inner Seas to Lishally, Northern Ireland. At Lishally, U-1105 was turned over to the United States as a war prize for study of its unique synthetic rubber skin.
In 1946, the U-boat arrived in Portsmouth, New Hampshire. The Naval Research Laboratory in Washington, D.C., and Massachusetts Institute of Technology's Acoustic Laboratory in Cambridge, Massachusetts, conducted research on its unique rubber-tiled skin. After the research was completed, the boat was used for explosives testing. On 19 September 1949, U-1105 went down one last time in more than 91-feet of water landing upright, its pressure hull cracked open by the explosion all the way around to the keel. Little evidence was left to mark the wreck, so for the next 36 years the submarine was lost to history.
c/n 5343503.
Built 1965.
NATO codename:- Cub
Last flown in 1996. Stored at Kirzhach until 2015 when it was moved to the new ‘Cold War’ area of ‘Victory Park’ for permanent display.
Museum of the Great Patriotic War, Poklonnaya Hill, Moscow, Russia.
26th August 2017
(outer layer) 'plush fustian velvet' is basically a fancy codename for 'corduroy', so i modded accordingly.
A Victorian special operations task force was assigned to ambush an exchange of radioactive material and capture a high value individual (HVI) codename Panther, a Russian arms dealer.
The tasks were assigned to the TF through drawing straws. The assault team consisted of Team 8, the Squadron Master Chief (Callsign Orca-minor), and two machine gunners from Team 7. The extraction team consisted of Team 55 with Squadron Commander (Callsign Orca-actual), and a fire support section from the Special Operations Regiment. The extraction team are mounted in two GMV, one LAV-FSV, one LAV-ICV, and one HMWV Cargo. The remaining operators from Team 7 in two HH-60 Pave Hawks would be the QRF and positioned at FOB Spade. Video links with the Task Force's TOC, Victoria’s National Command Centre (NCC), United States’ Situation Room and United Kingdom’s COBRA were also setup to monitor the mission on the day of the exchange.
After the AFO teams were inserted, the assault team followed. The assault team would enter the AO by high altitude high opening (HAHO) insertion and patrol in to the exchange site. Just prior to launch, operators from Team 7 assisted their sister team and triple check their parachute and equipment.
To be continued...
Note: The story, all names, characters, and incidents are fictitious.
c/n 34012843292.
NATO codename ‘Havoc-B’.
Reported to be operated by the 15th Army Aviation Brigade (15BrAA), based at Ostrov.
On static display at the Aviation cluster of the ARMY 2017 event.
Kubinka Airbase, Moscow Oblast, Russia.
23rd August 2017
c/n 548705054.
NATO codename:- Hoplite
The ‘U’ is a dual control training version.
This example was previously operated by 131 uvp SVVAUL (Syzran Higher Military Aviation School) at Sokolovy.
It was refurbished at Kubinka (121ARZ) in early 2016 and is now on display in Area 1 of the Patriot Museum Complex.
Park Patriot, Kubinka, Moscow Oblast, Russia.
25th August 2017
The car of a generation, a machine that moulded and became part of the British family scene during the 1960's and 70's. Think back to that era in motoring, where the T-Bird style wings and curves of the 50's gave way to the angles of the 60's, then this plucky car will probably be one of the first names to spring to mind. It is of course, the Ford Cortina.
Deriving its name from the Italian ski resort of Cortina d'Ampezzo, the site of the 1956 Winter Olympics, the Cortina was designed under the codename of Project Archbishop. The car's shape and general running was designed by chief designer Roy Brown, who had previously designed the infamous Edsel, one of the worst cars in the world. As punishment, he was exiled to Dagenham Plant in East London to work on a new line of family cars to ward off BMC's Morris Oxford and Vauxhall's Victor. The car went on sale in September 1962, and the car was promoted heavily in a special publicity stunt, where a selection of Cortina's were driven down the bobsled run at Cortina d'Ampezzo. The intention of the Cortina was to be more economical and cheap to run than the competition, but also cheaper to build.
The car was launched shortly before the 1962 London Motor Show, and came complete with 1.2L or 1.5L Kent Inline-4 engines. Immediately the car was praised for its ease of use and reliability, a perfect car for the British family. Mixed with a contemporary style, the car was also surprisingly spacious on the inside. Ford continued to promote the car heavily, with several Cortina's being featured in the hit 1963 film Carry On Cabby (a fantastically funny movie if I do say so myself!). That same year, a deal with Lotus produced the Ford Lotus Cortina, a high performance version fitted with a 1.6L Twin-Cam Inline-4 engine producing in excess of 200hp. The result was a car that thrashed the Group 2 Touring Car racing, with a recorded top speed of 143mph in a car designed to ferry kids to school!
1966 saw the next generation Cortina, a more angular derivative with updated interior and a larger platform for more space. This car was the product of another Roy, Roy Haynes, who you would later recognise as the mind behind the 1969 Mini Clubman, and the infamous Morris Marina of 1971. Major differences, aside from the styling, included a larger selection of engines, ranging from the 1.2L Kent Inline-4 to the 1.6L Crossflow Inline-4 and 1.6L Twin-Cam Inline-4 for the Lotus Cortina. Even though the lovable T-Bird lines of the original were now largely gone, the car still sold, becoming the highest selling car in the UK for 1967. Critically, the car was lauded for its sharp performance and beautiful styling. One of the most obscure examples of the Cortina MkII is the Ford Cortina Savage, a set of 1,000 cars modified by Basil Green Motors of South Africa, and fitted with high performance 3.0L Essex V6 engines, a little extra umph to beat the traffic at the Johannesburg stop-sign!
1970 saw the launch of the MkII, which abandoned the previous looks of the T-Bird in favour of a much more American look. Taking many cues from the Mustang, the new Cortina featured a sloping fastback, angular front, and grille similar to that found on contemporary Lincolns and Plymouths (depending on the variant). The MkIII Cortina was designed by Harley Copp, another American designer who had been shipped out to Europe for a while, and this would turn out to be his last European design before returning to Detroit. This was also the first time that Ford of Germany and Ford of Britain chose to merge their two model brands, the Cortina in Britain and the Taunus in Europe, into a single badge-engineered car. The MkIII also featured a selection of new and larger engines, with the 1.3L Crossflow Inline-4 at the bottom end, rising through 2.0L Pinto TL16 Inline-4 engines, till eventually reaching the top range 3.3L and 4.1L Falcon 200 Inline-6 engines. The MkIII also featured a variety of trim levels, the Base Cortina, the L for Luxury, the XL for Xtra Luxury, the GT Grand Touring, and the GXL, the Grand Xtra Luxury.
The MkIII Cortina has often been cited as the most popular of the Cortina models, although being built on the same platform as the MkII, it handled better, was much safer, heavier, more powerful and generally an all round winner. Sadly however, after the car's launch in October 1970, production was slow due to the various strikes at the Dagenham Plant in April and June 1971, with a loss in production of 100,000 cars, or half the annual output. This allowed contemporary vehicles such as the Morris Marina to sneak in and start to eat away Ford's profits. Eventually the strikes ended, and the combined efforts of the Cortina and the Escort put Ford back on top. The Cortina remained the UK's top selling car until 1976 when the MkII Escort took the title.
Eventually, this generation of the Cortina gave way in 1976 to the Cortina MkIV, which carried over a majority of the running gear and engines, but gave the car a new and more angular look, as designed by German based Ford stylist Uwe Bahnsen, who also designed the MkI Ford Sierra, the MkII Capri and the original Ford Scorpio of 1985.
This finally led to the last of the line MkV of 1979, which took styling from the higher range Granada. By this time the Cortina was looking tired, and its days in the sun were quickly coming to an end. Engines were downgraded to 1.3L Crossflow and 2.0L Pinto Inline-4 engines, and the general look of the car was made somewhat more mundane. Some improvements in the range included the fitting of a 116hp 2.3L V6, and improved corrosion protection so that there would be less chance of deterioration in the elements. Together, both this, and the TC3 Taunus, were able to heavily dominate the sales only losing the title of UK best seller in 1982, but the 1981 launch of the highly advanced Opel Ascona/Vauxhall Cavalier, meant that the Cortina was forced to retire. In 1982, the last Cortina/Taunus left the production lines in Dagenham and Cologne, with 2.6 million examples sold in Britain.
Many people would never believe something as mundane as the Ford Cortina would ever become a classic, but a classic it is, and a strong one at that. The Cortina has a huge following, and has one of the highest surviving rates of classic cars from the 1970's and early 80's. Although early models up to the MkIII would be harder to find, MkIII's, MkIV's and MkV's are still incredibly popular and common machines on the roads of Britain, a true example of Ford when they're on the right track.
c/n 9024.
NATO codename:- Fitter-B
The Su-17 was based on the longer Su-7U fuselage with an enlarged spine for extra fuel. It was only built for four years, being replaced by later variants.
On display at the Central Air Force museum, Monino, Moscow Oblast, Russia.
27th August 2017
c/n 62211010.
NATO codename:- Farmer-B
Previously with the base museum where she was in camouflage and marked as ‘202 red’. As Kubinka has been the home of Soviet/Russian jet display teams since 1952, it is appropriate that she now wears the colours worn by MiG-19s when flown as an unnamed team.
She is seen on display near the main gate at Kubinka Air Base, Moscow Oblast, Russia.
23rd August 2017
Police have launched a 48 hour crackdown on offenders wanted for incidents of domestic abuse.
Hundreds of officers will take to the streets ahead of Valentine’s weekend to look for wanted offenders.
The operation – codenamed Olympus – will see local officers working alongside Force resources such as tactical aid unit and ANPR Intercept officers to locate culprits.
Superintendent Craig Thompson said: “Our priority is to protect victims and we will be out in force over the next two days to ensure offenders are brought in and locked up before they cause any further misery.
“We will leave no stone unturned and do all we can to locate those trying to evade capture. Anybody with information on somebody who may be wanted should do the right thing and contact police before they cause more harm.”
Detective Chief Inspector Nicky Porter said: “Valentine’s Day should be a celebration of love and romance but unfortunately for many it will serve as a reminder that their relationship is far from happy and is instead masked by fear, control and violence.
“Domestic abuse comes in many guises and can be emotional as well as physical. In December we welcomed a change in legislation which means for the first time perpetrators who control their partners through threats or by restricting their personal or financial freedom could face prison in the same way as those who are violent towards them.
“Taking these abusers off our streets is a huge part of what we do but we also want to stop this type of crime happening in the first place. I urge people to take a step back and consider the relationship they are in – if their partner is controlling, threatening or violent, it’s time to ask for help. Whether it be a relative, friend, charity or the police, we are here to support people to live safely and without fear.”
Victims of domestic abuse are urged not to suffer in silence - call the Women’s Domestic Abuse Helpline on 0161 636 7525 or report incidents to Greater Manchester Police on 101 or 999 in an emergency. Visit gmp.police.uk or endthefear.co.uk for information on how to stop the abuse.
Anybody with information on somebody who is wanted by police should call 101 or Crimestoppers on 0800 555 111.
Follow #OpOlympus on Twitter for live updates from the operation.
R667 type bunker with Pak43 88mm gun - Omaha Beach - Widerstandsnest 72 - Vierville sur Mer, Dog Green sector, Normandy
Omaha Beach
Omaha was divided into ten sectors, codenamed (from west to east): Able, Baker, Charlie, Dog Green, Dog White, Dog Red, Easy Green, Easy Red, Fox Green and Fox Red. On june 6, 1944 -D-Day - the initial assault on Omaha was to be made by two Regimental Combat Teams (RCT), supported by two tank battalions, with two battalions of Rangers also attached. The RCT's were part of the veteran 1st Infantry division ("The Big Red One") and the untested 29th ("Blue and Grey") , a National Guard unit.
The plan was to make frontal assaults at the "draws" (valleys) in the bluffs which dominate the coast in Normandy , codenamed west to east they were called D-1, D-3, E-1, E-3 and F-1 . These draws could then be used to move inland with reserves and vehicles.
The Germans were not stupid; they knew the draws were vital and concentrated their limited resources in defending them. To this end they built "Widerstandsneste" with AT guns, mortars, MG's in Tobrul's, trenches and bunkers, manned by soldiers of the German 716th and - more recently - 352nd Infantry Division, a large portion of whom were teenagers, though they were supplemented by veterans who had fought on the Eastern Front. All in all some 1100 German soldiers defended the entire Omaha beach sector of over 5 miles.
Preliminary bombardments were almost totally ineffective and when the initial waves landed at low tide they met with fiece opposition of an enemy well dug in and prepared.
Casualties were heaviest amongst the troops landing at either end of Omaha. At Fox Green and Easy Red, scattered elements of three companies were reduced to half strength by the time they gained the relative safety of the shingle, many of them having crawled the 300 yards (270 m) of beach just ahead of the incoming tide. Casualties were especially heavy amongst the first waves of soldiers and the gap assault teams - at Omaha these were tasked with blasting channels through the beach obstacles. German gunfire from the bluffs above the beach took a heavy toll on these men. The demolition teams managed to blast only six complete gaps and three partial ones; more than half their engineers were killed in the process.
Situation at Dog Green and on Easy Red on the other end of Omaha by mid morning was so bad with nearly all the troops essentially pinned down on the beach gen. Eisenhower seriously considered to abandon the operation; in "First Wave at OMAHA Beach", S.L.A. Marshall, chief U.S. Army combat historian, called it "an epic human tragedy which in the early hours bordered on total disaster."
As the US first waves assault forces and combat engineers landing directly opposite the "draws" were pinned down it was up to forces landing on the flanks of the strongpoints to penetrate the weaker German defences by climbing the bluffs. Doing this they had to overcome the minefields and barbed wire as well as machinegun fire from German positions but they did and they were able to attack some key strongpoints from the side and the rear, taking them out by early afternoon.
This happened on several spots at Omaha and essentially saved the day: individual acts of initiative by lower ranked officers and courage like that of First Lieutenant Jimmy Monteith, who led a group of men to take one of the key German widerstandsneste and was killed in action, succeeded where a flawed plan failed.
WN 72:
Widerstandsnest 72 is part of the "Atlantic Wall". It guarded the "Dog-1" exit towards Vierville-sur-mer and was built in 1943-44 . It lies in the Dog Green sector which saw some of the heaviest fighting in the morning of june 6, 1944.
The reason why this particular spot on Omaha Beach was so heavily defended is the famous "Vierville Draw": a road through the bluffs leading directly to the town of Vierville-sur-Mer and then connecting to the Route Nationale. In other words: an ideal spot for a breakout after the landings and of course the Germans realised this too, making the Dog-1 exit a deathtrap for anyone trying to take it.
The Defenses
The Draw was defended by three German "Widerstandsneste" numbered WN 71, WN72 and WN73 and manned by members of the veteran 352nd division . WN72 consisted of two H-667 type casemates, which are directly overlooking the beach with one of them housing a formidable 88 mm. PAK43 gun.
Both casemates are guarded from fire from the sea and have gun positions enfilading the beach, their muzzle flashes were not visible from the sea. In 1944 these bunkers were protected by barbed wire, minefields and trenches.
The hill behind also had several strongpoints of WN 71 and 73, with at least nine MG positions , two mortar positions and a light fieldgun on top of the bluffs over a stretch of some 200 metres these defenses were the best the Germans had to offer in the entire Omaha sector. To top it off an anti-tank wall 2 metres high was erected to block any vehicle.
D-Day
When A-Company, 1st Battalion, 116th Infantry of the 29th "Blue & Grey" division landed here (an old Virginia National Guard Unit with a long tradition harking back to Stonewall Jackson's Brigade) it was "H-Hour" on D-Day: june 6, 1944: 06.30 hour. They were coming in exactly on the right spot opposite the draw (a lot of units in other sectors drifted away from their designated areas due to the strong current) in six Royal Navy LCA assault boats. The soldiers could see the German bunkers in the distance and the beach seemed to be untouched by the preliminary bombardments. They had to cross a large stretch of beach (some 250 metres) towards the Vierville draw. The germans waited until the landing craft were all empty and then opened fire with their MG 42's, mortars, and guns.
It was carnage. A-Company was virtually wiped out within the first minutes of the landing; no one knows exactly what happened with the 30 men in LCA 1015 but all of them were killed, and most of their bodies were found on the beach, commanding officer captain Taylor Fellers among them. In fact all all but one officers were killed in action within the first minutes, as were more then half of the soldiers and NCO's. Those who did survive the initial onslaught could do little more then stay in the water or press them self against the sand hanging on to their lifes. The shingle bank offered a little bit of protection to the happy few which made it that far, but most survivors had to stay in the water, creeping forward with the rising tide.
Incredible acts of heroism were performed by men trying to help their wounded comrades out of the water only to see them cut down by enemy fire or get shot themselfes. A-Company was reduced from an assault company to a small rescue party within 15 minutes. The follow up troops of the second wave didn't fare much better and subsequent waves landed more to the east of this WN where resistance was less heavy.
Among the casualties in A-company were 19 men from Bedford, VA. Bedford’s population in 1944 was about 3,200, and proportionally the Bedford community suffered the nation’s most severe D-Day losses.
Note: Some Ranger units also landed here, just to the west of Dog Green on Charlie sector, and this was the inspiration for the famous first scene of the 1998 movie "Saving Private Ryan".
On the Photo:
The R-667 type casemate prominent in the picture is the main defensive position of WN72; it houses a formidable 88 mm. PAK43 gun (which is still there behind the steel framework) and it;s positioned so that it enfillades the beach and is guarded from naval gunfire by an extra wallsegment (to the right). On top of the casemate now rests the National Guard memorial. To the left is the road which exits the beach to Vierville-sur-Mer, in june 1944 an anti-tank wall was erected between the bunker and the base of the bluff (far left). Sidenote: in 1944 this bunker was built into the remnants of a hotel which served as camouflage.
See my other Omaha beach photo's for more viewpoints, panorama shots and notes on the fighting
Tonemapped using three (Handheld) shots made with a Nikon D7000 and a Tamron 28-75 mm f/2,8 XR Di, augustus 2012.
Rebel Group- 78420
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Rebel Group- 78420 is the most feared rebel group in the whole of Sub-0. They are not fear for their strength, but for their cunning and brains. Without rebel group- 78420 the rebels would never of escaped a nasty plot to kill their leader, Alexander Duncan III. Alexander is the oldest rebel at the age of 93. His great,great,great grandfather was the man who form the rebellion. He had a plan to destroy the power of the Dictators and build a rocket to go back to a place called Earth. He said that Sub-0 was a old piece of the Earth that floated off (he called it North America). But still three generations later no such dream has taken place...